Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347465
A. Lambregts, J. Tadema, R. Rademaker, E. Theunissen
To maintain separation with other traffic, terrain, threats and special use airspace independent of control link availability, UAVs require the capability of autonomous conflict detection and resolution. In previous research it has been illustrated how conflict probing provides the basis for a framework to integrate the results from multiple conflict prediction functions and how conflict probing can be used to find two-dimensional resolution maneuvers. Conflict resolution should be able to use the full performance capabilities of the UAV, rather than command standard resolution maneuvers designed to accommodate the worst performing class of UAVs. The available 3D space for conflict resolution can be maximized by combining vertical and lateral maneuvers. This requires integrated control authority allocation and envelope protection functionality, taking into account the effect of lateral maneuvering on the vertical performance and load factor margin. The maximum safe maneuvering space should also utilize the ability to convert the available speed margin relative to Vmin or Vmax (excess kinetic energy) into altitude (potential energy). For humans it is almost impossible to maximize the maneuvering performance in this way without violating one or more maneuvering constraints such as angle of attack, stall speed, load factor and bank angle. The goal of the current research is to develop an autonomous conflict resolution system which uses (well) balanced lateral and vertical maneuver authorities, and if needed, can safely utilize the most aggressive possible vehicle maneuver capability. This paper discusses an approach to provide integrated vertical and lateral airplane maneuver authority allocation and envelope protection functions. These functions have been implemented in the Total Energy Control System / Total Heading Control System (TECS/THCS) design to generate example time responses of single and combined vertical and lateral maneuvers, including energy exchange (“zoom”) maneuvers. The methodology also provides for 3D end-state prediction and display on an enhanced SVS PFD. It is also illustrated how information about the maximum safe maneuvering authority is integrated into the conflict prevention/resolution function.
{"title":"Defining maximum safe maneuvering authority in 3D space required for autonomous integrated conflict resolution","authors":"A. Lambregts, J. Tadema, R. Rademaker, E. Theunissen","doi":"10.1109/DASC.2009.5347465","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347465","url":null,"abstract":"To maintain separation with other traffic, terrain, threats and special use airspace independent of control link availability, UAVs require the capability of autonomous conflict detection and resolution. In previous research it has been illustrated how conflict probing provides the basis for a framework to integrate the results from multiple conflict prediction functions and how conflict probing can be used to find two-dimensional resolution maneuvers. Conflict resolution should be able to use the full performance capabilities of the UAV, rather than command standard resolution maneuvers designed to accommodate the worst performing class of UAVs. The available 3D space for conflict resolution can be maximized by combining vertical and lateral maneuvers. This requires integrated control authority allocation and envelope protection functionality, taking into account the effect of lateral maneuvering on the vertical performance and load factor margin. The maximum safe maneuvering space should also utilize the ability to convert the available speed margin relative to Vmin or Vmax (excess kinetic energy) into altitude (potential energy). For humans it is almost impossible to maximize the maneuvering performance in this way without violating one or more maneuvering constraints such as angle of attack, stall speed, load factor and bank angle. The goal of the current research is to develop an autonomous conflict resolution system which uses (well) balanced lateral and vertical maneuver authorities, and if needed, can safely utilize the most aggressive possible vehicle maneuver capability. This paper discusses an approach to provide integrated vertical and lateral airplane maneuver authority allocation and envelope protection functions. These functions have been implemented in the Total Energy Control System / Total Heading Control System (TECS/THCS) design to generate example time responses of single and combined vertical and lateral maneuvers, including energy exchange (“zoom”) maneuvers. The methodology also provides for 3D end-state prediction and display on an enhanced SVS PFD. It is also illustrated how information about the maximum safe maneuvering authority is integrated into the conflict prevention/resolution function.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"117 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116209329","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347471
D. Chandra, M. Zuschlag, J. Helleberg, S. Estes
A web-based study assessed pilots' ability to learn and remember traffic symbols that may be shown on Cockpit Displays of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS-B) and related Aircraft Surveillance Applications System (ASAS) technologies, as well as other surveillance data sources. We evaluated three aspects of using the traffic symbols when presented in isolation on a static display: intuitiveness, ease of learning, and ease of remembering the symbols. Four symbol sets were tested, each with approximately 22 symbols. Each participant saw only one of the four symbol sets. The sets used different visual features of the traffic symbol to represent the Directionality, Data Quality, Air/Ground Status, Alert Level, Selection Status, and Pairing Status of nearby aircraft. A total of 623 pilots with a broad range of experience participated in the main portion of the study. Results showed that while some conventions are well understood, such as the use of red and yellow for warnings and cautions (respectively), other conventions may be confusing and should be avoided. Two examples of confusing conventions are (a) using more than one visual feature (e.g., two different shapes) to represent the same traffic information, and (b) using similar visual features (e.g., two different outlines) to represent different traffic information. Results of the study were considered by a Federal Advisory Committee that develops standards for these traffic displays (RTCA Special Committee (SC) 186).
一项基于网络的研究评估了飞行员学习和记忆可能显示在驾驶舱交通信息显示器(CDTI)上的交通标志的能力。这些显示器传输从广播自动相关监视(ADS-B)和相关飞机监视应用系统(ASAS)技术以及其他监视数据源获得的数据。我们评估了在静态显示中单独使用交通标志的三个方面:直观性、易学性和易记性。测试了四个符号集，每个符号集大约有22个符号。每个参与者只看到四组符号中的一个。这些集合使用交通标志的不同视觉特征来表示附近飞机的方向性、数据质量、空中/地面状态、警戒级别、选择状态和配对状态。共有623名经验丰富的飞行员参与了研究的主要部分。结果表明，虽然一些惯例很容易理解，例如使用红色和黄色分别表示警告和警告，但其他惯例可能令人困惑，应避免使用。混淆约定的两个例子是:(a)使用多个视觉特征(例如，两个不同的形状)来表示相同的交通信息，以及(b)使用相似的视觉特征(例如，两个不同的轮廓)来表示不同的交通信息。研究结果由制定交通显示标准的联邦咨询委员会(RTCA Special Committee (SC) 186)考虑。
{"title":"Symbols for Cockpit Displays of Traffic Information","authors":"D. Chandra, M. Zuschlag, J. Helleberg, S. Estes","doi":"10.1109/DASC.2009.5347471","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347471","url":null,"abstract":"A web-based study assessed pilots' ability to learn and remember traffic symbols that may be shown on Cockpit Displays of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS-B) and related Aircraft Surveillance Applications System (ASAS) technologies, as well as other surveillance data sources. We evaluated three aspects of using the traffic symbols when presented in isolation on a static display: intuitiveness, ease of learning, and ease of remembering the symbols. Four symbol sets were tested, each with approximately 22 symbols. Each participant saw only one of the four symbol sets. The sets used different visual features of the traffic symbol to represent the Directionality, Data Quality, Air/Ground Status, Alert Level, Selection Status, and Pairing Status of nearby aircraft. A total of 623 pilots with a broad range of experience participated in the main portion of the study. Results showed that while some conventions are well understood, such as the use of red and yellow for warnings and cautions (respectively), other conventions may be confusing and should be avoided. Two examples of confusing conventions are (a) using more than one visual feature (e.g., two different shapes) to represent the same traffic information, and (b) using similar visual features (e.g., two different outlines) to represent different traffic information. Results of the study were considered by a Federal Advisory Committee that develops standards for these traffic displays (RTCA Special Committee (SC) 186).","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126654027","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347517
A. Vela, S. Solak, E. Feron, K. Feigh, W. Singhose, J. Clarke
Despite the existence of several automated air traffic conflict resolution algorithms, there is a need for formulations that account for air traffic controller workload. This paper presents such an algorithm with controller workload constraints modeled parametrically. To this end, we first develop an integer programming model for general conflict resolution, which emphasizes the minimization of fuel costs, and runs in near real-time. A parametric procedure based on this model is then developed to consider controller workload limitations. Two versions of the parametric approach are described, along with computational results. It is demonstrated that both formulations can be used to capture a broad range of possible controller actions.
{"title":"A fuel optimal and reduced controller workload optimization model for conflict resolution","authors":"A. Vela, S. Solak, E. Feron, K. Feigh, W. Singhose, J. Clarke","doi":"10.1109/DASC.2009.5347517","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347517","url":null,"abstract":"Despite the existence of several automated air traffic conflict resolution algorithms, there is a need for formulations that account for air traffic controller workload. This paper presents such an algorithm with controller workload constraints modeled parametrically. To this end, we first develop an integer programming model for general conflict resolution, which emphasizes the minimization of fuel costs, and runs in near real-time. A parametric procedure based on this model is then developed to consider controller workload limitations. Two versions of the parametric approach are described, along with computational results. It is demonstrated that both formulations can be used to capture a broad range of possible controller actions.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"470 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127775399","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347474
Hyeon-Cheol Lee
Description herein is a system for simple distance measurement between an aircraft and circular mark in landing runway. The system includes an altimeter and a camera installed on the aircraft, and a circular mark placed on a landing runway. The camera on the aircraft must be oriented toward in front of the aircraft, and configured to detect the shape of the circular mark in image data and a flight control computer configured to calculate the angle between the aircraft and the ground, the ground range between the aircraft and the circular mark, and the slant range between the aircraft and the circular mark with the altitude information measured by the altimeter installed on aircraft. Accuracy of CDGPS used conventionally and proposed system is compared in analysis section, result shows proposed system has better performance if it uses high accuracy altimeter.
{"title":"Simple landing distance measurement with circular mark between aircraft and runway","authors":"Hyeon-Cheol Lee","doi":"10.1109/DASC.2009.5347474","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347474","url":null,"abstract":"Description herein is a system for simple distance measurement between an aircraft and circular mark in landing runway. The system includes an altimeter and a camera installed on the aircraft, and a circular mark placed on a landing runway. The camera on the aircraft must be oriented toward in front of the aircraft, and configured to detect the shape of the circular mark in image data and a flight control computer configured to calculate the angle between the aircraft and the ground, the ground range between the aircraft and the circular mark, and the slant range between the aircraft and the circular mark with the altitude information measured by the altimeter installed on aircraft. Accuracy of CDGPS used conventionally and proposed system is compared in analysis section, result shows proposed system has better performance if it uses high accuracy altimeter.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124942193","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347500
U. Epple, S. Brandes, S. Gligorevic, M. Schnell
L-DACS1 is the broadband candidate technology for the future L-band Digital Aeronautical Communications System (L-DACS). The flexible design of L-DACS1 allows the deployment as an inlay system in the spectral gaps between two adjacent channels used by the Distance Measuring Equipment (DME) as well as the non-inlay deployment in unused parts of the L-band. In this paper, the synchronization procedure in L-DACS1, when deploying it as inlay system is presented. It will be investigated how the synchronization suffers from interference in the L-band. In addition, interference mitigation techniques are briefly described and their influence onto the synchronization is examined. Finally, the performance of an appropriate combination of interference mitigation and robust synchronization is presented, showing that even under severe interference conditions, a reliable synchronization can be accomplished, hence confirming the feasibility of the inlay concept.
{"title":"Receiver optimization for L-DACS1","authors":"U. Epple, S. Brandes, S. Gligorevic, M. Schnell","doi":"10.1109/DASC.2009.5347500","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347500","url":null,"abstract":"L-DACS1 is the broadband candidate technology for the future L-band Digital Aeronautical Communications System (L-DACS). The flexible design of L-DACS1 allows the deployment as an inlay system in the spectral gaps between two adjacent channels used by the Distance Measuring Equipment (DME) as well as the non-inlay deployment in unused parts of the L-band. In this paper, the synchronization procedure in L-DACS1, when deploying it as inlay system is presented. It will be investigated how the synchronization suffers from interference in the L-band. In addition, interference mitigation techniques are briefly described and their influence onto the synchronization is examined. Finally, the performance of an appropriate combination of interference mitigation and robust synchronization is presented, showing that even under severe interference conditions, a reliable synchronization can be accomplished, hence confirming the feasibility of the inlay concept.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"4 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123655983","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347429
Jin Zhang, Chen Zhang, Minghua Hu
Airspace's various reactions towards the change of traffic patterns make it difficult to predict its performance for design and optimization. Especially as demands for use of airspace increase rapidly and preferred trajectories own higher priority, how to arrange the traffic and configure the airspace needs more attention to understand airspace behavior confronted with the traffic considering flight intent. The paper first analyzes the phenomena found in traffic complexity modeling and outlines them with several new hypotheses. Afterwards, we propose a new airspace model describing its behavior as repulsive and attractive force against corresponding traffic pattern, and further analyzes this model with a typical three routes en-route structure for re-route decision making. By calculating global airspace complexity and adjusting the aircraft's heading and clearance interval period, we can get the certain critical values for re-route and validate the airspace behavior model.
{"title":"Airspace behavior modeling considering flight intent","authors":"Jin Zhang, Chen Zhang, Minghua Hu","doi":"10.1109/DASC.2009.5347429","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347429","url":null,"abstract":"Airspace's various reactions towards the change of traffic patterns make it difficult to predict its performance for design and optimization. Especially as demands for use of airspace increase rapidly and preferred trajectories own higher priority, how to arrange the traffic and configure the airspace needs more attention to understand airspace behavior confronted with the traffic considering flight intent. The paper first analyzes the phenomena found in traffic complexity modeling and outlines them with several new hypotheses. Afterwards, we propose a new airspace model describing its behavior as repulsive and attractive force against corresponding traffic pattern, and further analyzes this model with a typical three routes en-route structure for re-route decision making. By calculating global airspace complexity and adjusting the aircraft's heading and clearance interval period, we can get the certain critical values for re-route and validate the airspace behavior model.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"52 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121629486","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347537
S. McGovern, A. Kalish
Modeling and simulation is often used to study the physical world when observation may not be practical. The overall goal of a recent and ongoing simulation tool project has been to provide a documented, lifecycle-managed, multi-processor capable, stochastic simulation capability enabling analysis of procedures and equipment for aircraft flight in the national airspace system (NAS). The tool is a Monte Carlo-based computer simulation program that contains the stochastic models of most components of the NAS, including navigation aids, surveillance systems, pilots, aircraft, air traffic controllers, and weather. It is also combined with discrete artifacts such as FAA database-supplied runway sizes and configurations, and obstacles. In addition, the tool possesses a fast-time airframe-type-specific kinematic aircraft model, a high-performance random number generator, a precise WGS-84-compliant elliptical earth model, and a graphical user interface integrating world-wide photo-realistic airport depictions and real-time three-dimensional animation. This paper presents an overview of the software tool and its formulation, including programming languages, environments, and other development tools; selection, design, and implementation of the mathematical models; and reviews the verification and validation processes.
{"title":"Stochastic airspace simulation tool development","authors":"S. McGovern, A. Kalish","doi":"10.1109/DASC.2009.5347537","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347537","url":null,"abstract":"Modeling and simulation is often used to study the physical world when observation may not be practical. The overall goal of a recent and ongoing simulation tool project has been to provide a documented, lifecycle-managed, multi-processor capable, stochastic simulation capability enabling analysis of procedures and equipment for aircraft flight in the national airspace system (NAS). The tool is a Monte Carlo-based computer simulation program that contains the stochastic models of most components of the NAS, including navigation aids, surveillance systems, pilots, aircraft, air traffic controllers, and weather. It is also combined with discrete artifacts such as FAA database-supplied runway sizes and configurations, and obstacles. In addition, the tool possesses a fast-time airframe-type-specific kinematic aircraft model, a high-performance random number generator, a precise WGS-84-compliant elliptical earth model, and a graphical user interface integrating world-wide photo-realistic airport depictions and real-time three-dimensional animation. This paper presents an overview of the software tool and its formulation, including programming languages, environments, and other development tools; selection, design, and implementation of the mathematical models; and reviews the verification and validation processes.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"59 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"125026703","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347575
B. Haindl, W. Kampichler, J. Prinz
Under the auspices of Eurocae WG-67 industry and global Air Traffic Navigation Service Providers have collectively developed a set of standards, which look promising for global implementation in ATC. This paper provides a compact description of the main notions of the recommendations developed in Eurocae WG-67. Results of interoperability testing and field trials within operational environments conducted in the first half of 2009 are discussed demonstrating the applicability of SIP and RTP protocols to ATC communications. Industry (radio and voice communication systems) and major air traffic navigation service providers (ANSPs) agreed on field trial testing of IP based equipment with the aim to allow for a seamless airspace that is managed flexibly within dynamic airspace blocks. The paper describes selected radio practices and outlines associated requirements for absolute and relative delay as well as minimal end-to-end data rates of ground-to-air transmission compared to results from those field-trials.
{"title":"VOIP in ATC communications — Where are we today","authors":"B. Haindl, W. Kampichler, J. Prinz","doi":"10.1109/DASC.2009.5347575","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347575","url":null,"abstract":"Under the auspices of Eurocae WG-67 industry and global Air Traffic Navigation Service Providers have collectively developed a set of standards, which look promising for global implementation in ATC. This paper provides a compact description of the main notions of the recommendations developed in Eurocae WG-67. Results of interoperability testing and field trials within operational environments conducted in the first half of 2009 are discussed demonstrating the applicability of SIP and RTP protocols to ATC communications. Industry (radio and voice communication systems) and major air traffic navigation service providers (ANSPs) agreed on field trial testing of IP based equipment with the aim to allow for a seamless airspace that is managed flexibly within dynamic airspace blocks. The paper describes selected radio practices and outlines associated requirements for absolute and relative delay as well as minimal end-to-end data rates of ground-to-air transmission compared to results from those field-trials.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"20 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122068712","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347456
K. Sampigethaya, R. Poovendran
Future civil aircraft are envisioned to depend on air-to-air and air-to-ground data communications for air traffic management. However, ease of access to wireless communications as well as the personal, political or proprietary nature of air travel raises privacy concerns for some aircraft users. A major concern is exploitation of aircraft's communications for deriving identity and position trajectories of that aircraft, resulting in potential privacy violations such as by helping to infer travel intent and profile places of interest. Privacy enhancement is however challenging to achieve due to a delicate balance with airspace security. This paper identifies location privacy threats and proposes anonymity solutions that can enhance privacy level of aircraft operators and passengers without compromising airspace security.
{"title":"Privacy of future air traffic management broadcasts","authors":"K. Sampigethaya, R. Poovendran","doi":"10.1109/DASC.2009.5347456","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347456","url":null,"abstract":"Future civil aircraft are envisioned to depend on air-to-air and air-to-ground data communications for air traffic management. However, ease of access to wireless communications as well as the personal, political or proprietary nature of air travel raises privacy concerns for some aircraft users. A major concern is exploitation of aircraft's communications for deriving identity and position trajectories of that aircraft, resulting in potential privacy violations such as by helping to infer travel intent and profile places of interest. Privacy enhancement is however challenging to achieve due to a delicate balance with airspace security. This paper identifies location privacy threats and proposes anonymity solutions that can enhance privacy level of aircraft operators and passengers without compromising airspace security.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"73 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123223497","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2009-12-04DOI: 10.1109/DASC.2009.5347438
S. Vanderleest, Andrew Buter
Agile is an umbrella software methodology that incorporates many of the best practices of the last couple of decades. In this paper, we will examine some of those key techniques for possible application in the aerospace domain, starting with a brief literature review to identify the key Agile publications and the germane DO-178B work. Virtually all Agile practices can be mapped to a DO-178B software development process. We provide a detailed analysis of the key practices, with a preliminary assessment of the ease of implementation for each. An analysis of a number of the difficulties involving transitioning from a traditional waterfall software development process to Agile practices will show that, though difficult, a transition is possible. The transition to Agile development does not require sudden, sweeping change, but instead can be accomplished through incorporating Agile methods into an existing process. We will document successful integration of test-driven development, pair programming, refactoring, an iterative approach, and other Agile methods into a traditional DO-178B software development process. We conclude with a call for a collaborative effort to further explore Agile as an answer to the urgent need for new approaches to complex systems that have become increasingly difficult to verify and validate.
{"title":"Escape the waterfall: Agile for aerospace","authors":"S. Vanderleest, Andrew Buter","doi":"10.1109/DASC.2009.5347438","DOIUrl":"https://doi.org/10.1109/DASC.2009.5347438","url":null,"abstract":"Agile is an umbrella software methodology that incorporates many of the best practices of the last couple of decades. In this paper, we will examine some of those key techniques for possible application in the aerospace domain, starting with a brief literature review to identify the key Agile publications and the germane DO-178B work. Virtually all Agile practices can be mapped to a DO-178B software development process. We provide a detailed analysis of the key practices, with a preliminary assessment of the ease of implementation for each. An analysis of a number of the difficulties involving transitioning from a traditional waterfall software development process to Agile practices will show that, though difficult, a transition is possible. The transition to Agile development does not require sudden, sweeping change, but instead can be accomplished through incorporating Agile methods into an existing process. We will document successful integration of test-driven development, pair programming, refactoring, an iterative approach, and other Agile methods into a traditional DO-178B software development process. We conclude with a call for a collaborative effort to further explore Agile as an answer to the urgent need for new approaches to complex systems that have become increasingly difficult to verify and validate.","PeriodicalId":313168,"journal":{"name":"2009 IEEE/AIAA 28th Digital Avionics Systems Conference","volume":"8 2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2009-12-04","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123284398","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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