Pub Date : 2016-09-01DOI: 10.1109/DASC.2016.7778020
K. Kuhn
This publication describes the collection, processing, and analysis of historical data describing air traffic flow management initiatives. The goal of the work is the definition and exploration of traffic flow management plays, collections of initiatives frequently implemented together. Raw data consisting of advisories issued by the Federal Aviation Administration's Air Traffic Control System Command Center were processed to yield feature data describing initiatives implemented in the New York area. The features used are based on the available scientific literature and documents describing operational air traffic control. Example features describing an initiative include plan time, the difference between when advisories first mention the initiative and when the initiative goes into effect, and cancel time, the difference between when an initiative ends and the latest planned end time according to any relevant advisory. Individual initiatives were categorized according to their features and market basket analysis was applied to see which combinations of initiatives were frequently implemented together. Market basket analysis also provided association rules. For example the implementation, before 14:00 GMT, of a Ground Delay Program for flights destined for LaGuardia Airport greatly increases the chances of there being a Ground Stop at LaGuardia by 16:00 GMT.
{"title":"Developing air traffic flow management plays","authors":"K. Kuhn","doi":"10.1109/DASC.2016.7778020","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778020","url":null,"abstract":"This publication describes the collection, processing, and analysis of historical data describing air traffic flow management initiatives. The goal of the work is the definition and exploration of traffic flow management plays, collections of initiatives frequently implemented together. Raw data consisting of advisories issued by the Federal Aviation Administration's Air Traffic Control System Command Center were processed to yield feature data describing initiatives implemented in the New York area. The features used are based on the available scientific literature and documents describing operational air traffic control. Example features describing an initiative include plan time, the difference between when advisories first mention the initiative and when the initiative goes into effect, and cancel time, the difference between when an initiative ends and the latest planned end time according to any relevant advisory. Individual initiatives were categorized according to their features and market basket analysis was applied to see which combinations of initiatives were frequently implemented together. Market basket analysis also provided association rules. For example the implementation, before 14:00 GMT, of a Ground Delay Program for flights destined for LaGuardia Airport greatly increases the chances of there being a Ground Stop at LaGuardia by 16:00 GMT.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"26 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122455603","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778007
J. Yapp, R. Seker, R. Babiceanu
As commercial roles for Unmanned Aerial Vehicles (UAVs) become clearer and demand for services provided by them increases, UAVs rely more on new cloud computing services and cooperative coordination to provide mission planning, control, tracking and data processing. This article presents the UAV as a Service (UAVaaS) framework, which ports features commonly found in traditional cloud services, such as Infrastructure, Platform, and Software as a Service, to the domain of UAVs. This work aims to conceptualize and design UAVaaS for commercial applications. Specifically, a cloud-provided orchestration framework that allows multi-tenant UAVs to easily serve multiple, heterogeneous clients at once and automatically re-task them to users with higher priority, mid-flight, if needed. The outcome of this research aims to provide an introductory overview of UAVaaS, explain core protocols and network topologies, and identify key system components and requirements.
随着无人机商业角色的日益清晰和服务需求的增加，无人机更多地依靠新型云计算服务和协同协调来提供任务规划、控制、跟踪和数据处理。本文介绍了无人机即服务(UAV as a Service, UAVaaS)框架，该框架将传统云服务中常见的功能(如基础设施、平台和软件即服务)移植到无人机领域。这项工作旨在概念化和设计用于商业应用的UAVaaS。具体来说，是一个云提供的编排框架，它允许多租户无人机轻松地同时为多个异构客户端服务，并在飞行过程中自动将它们重新分配给具有更高优先级的用户。本研究的结果旨在提供UAVaaS的介绍性概述，解释核心协议和网络拓扑，并确定关键系统组件和需求。
{"title":"UAV as a service: Enabling on-demand access and on-the-fly re-tasking of multi-tenant UAVs using cloud services","authors":"J. Yapp, R. Seker, R. Babiceanu","doi":"10.1109/DASC.2016.7778007","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778007","url":null,"abstract":"As commercial roles for Unmanned Aerial Vehicles (UAVs) become clearer and demand for services provided by them increases, UAVs rely more on new cloud computing services and cooperative coordination to provide mission planning, control, tracking and data processing. This article presents the UAV as a Service (UAVaaS) framework, which ports features commonly found in traditional cloud services, such as Infrastructure, Platform, and Software as a Service, to the domain of UAVs. This work aims to conceptualize and design UAVaaS for commercial applications. Specifically, a cloud-provided orchestration framework that allows multi-tenant UAVs to easily serve multiple, heterogeneous clients at once and automatically re-task them to users with higher priority, mid-flight, if needed. The outcome of this research aims to provide an introductory overview of UAVaaS, explain core protocols and network topologies, and identify key system components and requirements.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130344418","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778044
Georg Walde, R. Luckner
Development processes of software for safety critical, complex aircraft systems, for example flight control systems, are very demanding. In the context of an aircraft certification, strict process guidelines and objectives from the Radio Technical Commission for Aeronautics according to the Development Assurance Level of the Software have to be complied to. Efficiency and compliance are important goals when defining processes from these requirements. Our approach to gain efficiency is, to reuse models from function design for code generation, and to use qualified tools. In control engineering, MATLAB, Simulink and Stateflow are widely used tools to build such models. The code generator Embedded Coder of the MathWorks tool chain is not available as qualifiable tool. Hence, it is common in the avionics domain to use SCADE Suite and its qualifiable code generator KCG for software design. To enable reuse of Simulink/Stateflow models for code generation with KCG it is necessary to translate them to Scade. In the project CERTT-FBW231 a feasibility study of the automatic translation from Simulink/Stateflow to Scade using the SCADE Suite Gateway for Simulink was performed. An existing control law model of an automatic flight control system was used as example. Due to its size and functionality it is a demanding and suitable example. To enable the translation of Simulink/Stateflow models, modeling guidelines were derived in the project MCAS2. We motivate our approach and show how it can be used effectively by automatic guideline checking and model repair. Our tool chain, the translation and configuration management processes are presented after briefly introducing the example model. A selection of guidelines and repair algorithms are shown, that helped to increase the translatability of our example.
安全关键、复杂的飞机系统(例如飞行控制系统)的软件开发过程要求非常高。在飞机认证的背景下，必须遵守无线电航空技术委员会根据软件开发保证水平制定的严格流程指南和目标。在根据这些需求定义过程时，效率和遵从性是重要的目标。我们获得效率的方法是，重用代码生成的功能设计模型，并使用合格的工具。在控制工程中，MATLAB、Simulink和Stateflow是构建此类模型的常用工具。MathWorks工具链的代码生成器嵌入式编码器不能作为合格工具使用。因此，在航空电子领域使用SCADE Suite及其合格代码生成器KCG进行软件设计是很常见的。为了使使用KCG生成代码的Simulink/状态流模型能够重用，有必要将它们转换为Scade。在CERTT-FBW231项目中，使用Scade Suite Gateway for Simulink进行了从Simulink/Stateflow到Scade的自动转换的可行性研究。以已有的某自动飞行控制系统控制律模型为例。由于它的大小和功能，它是一个要求很高的合适的例子。为了实现对Simulink/Stateflow模型的转换，在MCAS2项目中导出了建模指南。我们激励了我们的方法，并展示了如何通过自动指南检查和模型修复来有效地使用它。在简要介绍了示例模型后，给出了我们的工具链、转换和配置管理过程。本文给出了一些指导原则和修复算法，它们有助于提高示例的可译性。
{"title":"Bridging the tool gap for model-based design from flight control function design in Simulink to software design in SCADE","authors":"Georg Walde, R. Luckner","doi":"10.1109/DASC.2016.7778044","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778044","url":null,"abstract":"Development processes of software for safety critical, complex aircraft systems, for example flight control systems, are very demanding. In the context of an aircraft certification, strict process guidelines and objectives from the Radio Technical Commission for Aeronautics according to the Development Assurance Level of the Software have to be complied to. Efficiency and compliance are important goals when defining processes from these requirements. Our approach to gain efficiency is, to reuse models from function design for code generation, and to use qualified tools. In control engineering, MATLAB, Simulink and Stateflow are widely used tools to build such models. The code generator Embedded Coder of the MathWorks tool chain is not available as qualifiable tool. Hence, it is common in the avionics domain to use SCADE Suite and its qualifiable code generator KCG for software design. To enable reuse of Simulink/Stateflow models for code generation with KCG it is necessary to translate them to Scade. In the project CERTT-FBW231 a feasibility study of the automatic translation from Simulink/Stateflow to Scade using the SCADE Suite Gateway for Simulink was performed. An existing control law model of an automatic flight control system was used as example. Due to its size and functionality it is a demanding and suitable example. To enable the translation of Simulink/Stateflow models, modeling guidelines were derived in the project MCAS2. We motivate our approach and show how it can be used effectively by automatic guideline checking and model repair. Our tool chain, the translation and configuration management processes are presented after briefly introducing the example model. A selection of guidelines and repair algorithms are shown, that helped to increase the translatability of our example.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121302439","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 : 2016-09-01DOI: 10.1109/DASC.2016.7777944
Libin K. Mathew, A. P. Vinod
European Organization for the Safety of Air Navigation (EUROCONTROL) has proposed to use the part of L-band for future Air-to-Ground (A/G) communications. Two technology options are available for the proposed L-band digital aeronautical communication system (LDACS); LDACS1 and LDACS2. LDACS1 is considered as the most promising and matured candidate for future A/G communications. There is an agreement on European level to only consider LDACS1 further and LADCS1 is also referred to as LDACS. The efficiency of LDACS1 can be increased by the dynamic allocation of spectrum in an opportunistic fashion, which would require spectrum sensing to detect available frequency bands. In this paper, we propose an energy-difference detection based spectrum sensing scheme for cognitive radio enabled LDACS1 system. A mathematical formulation for the probability of detection, the probability of false alarm and the decision threshold in Additive White Gaussian Noise (AWGN) channel are derived for the proposed scheme. Simulation study shows that the proposed energy-difference detection based sensing scheme offers an improved detection performance than the conventional energy detection method at the low Signal-to-Noise Ratio (SNR) scenarios and identical performance at relatively high SNRs.
{"title":"An energy-difference detection based spectrum sensing technique for improving the spectral efficiency of LDACS1 in aeronautical communications","authors":"Libin K. Mathew, A. P. Vinod","doi":"10.1109/DASC.2016.7777944","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777944","url":null,"abstract":"European Organization for the Safety of Air Navigation (EUROCONTROL) has proposed to use the part of L-band for future Air-to-Ground (A/G) communications. Two technology options are available for the proposed L-band digital aeronautical communication system (LDACS); LDACS1 and LDACS2. LDACS1 is considered as the most promising and matured candidate for future A/G communications. There is an agreement on European level to only consider LDACS1 further and LADCS1 is also referred to as LDACS. The efficiency of LDACS1 can be increased by the dynamic allocation of spectrum in an opportunistic fashion, which would require spectrum sensing to detect available frequency bands. In this paper, we propose an energy-difference detection based spectrum sensing scheme for cognitive radio enabled LDACS1 system. A mathematical formulation for the probability of detection, the probability of false alarm and the decision threshold in Additive White Gaussian Noise (AWGN) channel are derived for the proposed scheme. Simulation study shows that the proposed energy-difference detection based sensing scheme offers an improved detection performance than the conventional energy detection method at the low Signal-to-Noise Ratio (SNR) scenarios and identical performance at relatively high SNRs.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"39 4","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114114162","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778004
E. Stelzer, R. Chong, Shuo Chen, Jacob Richkus, H. Bateman
Advanced surface surveillance capabilities have been shown to dramatically improve surface safety and aid in situation awareness, but these capabilities cannot be economically justified for small and medium airports. The MITRE Corporation has developed a concept for Low Cost Surface Awareness, built upon the use of commercial-off-the-shelf infrared cameras, computer vision processing, and georeferencing algorithms. The end-to-end solution was prototyped and demonstrated at Teterboro Airport. The demonstration revealed that aircraft and airport operations vehicles can be located on the airport surface with less than 35 feet error.
{"title":"Low cost surface awareness technology and field demonstration","authors":"E. Stelzer, R. Chong, Shuo Chen, Jacob Richkus, H. Bateman","doi":"10.1109/DASC.2016.7778004","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778004","url":null,"abstract":"Advanced surface surveillance capabilities have been shown to dramatically improve surface safety and aid in situation awareness, but these capabilities cannot be economically justified for small and medium airports. The MITRE Corporation has developed a concept for Low Cost Surface Awareness, built upon the use of commercial-off-the-shelf infrared cameras, computer vision processing, and georeferencing algorithms. The end-to-end solution was prototyped and demonstrated at Teterboro Airport. The demonstration revealed that aircraft and airport operations vehicles can be located on the airport surface with less than 35 feet error.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116486949","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778040
Hosseinali Jamal, D. Matolak
Aeronautical vehicle use, and consequently, air-to-ground communication systems, are growing rapidly. A growing portion of these vehicles are unmanned aerial vehicles (UAVs) or unmanned aerial systems (UAS) operating in civil aviation systems. As a consequence of this growth, air traffic volume for these vehicles is increasing dramatically, and it is estimated that traffic density will at least double by 2025. This traffic growth has led civil aviation authorities to explore development of future communication infrastructures (FCI). The L-band digital aeronautical communication system one (L-DACS1) is one of the air-ground (AG) communication systems proposed by Eurocontrol. L-DACS1 is a multicarrier communication system whose channels will be deployed in between Distance Measurement Equipment (DME) channels in frequency. DME is a transponder-based radio navigation technology, and its channels are distributed in 1 MHz frequency increments in the L-band spectrum from 960 to 1164 MHz. In this paper we investigate the effect of DME as the main interference signal to AG FCI systems. Recently we proposed a new multicarrier L-band communication system based on filterbank multicarrier (FBMC), which has some significant advantages over L-DACS1. In this paper we briefly describe these systems and compare the performance of L-DACS1 and FBMC communication systems in the coverage volume of one cell of an L-band communication cellular network working in the area of multiple DME stations. We will show the advantage and robustness of the L-band FBMC system in suppressing the DME interference from several DME ground stations across a range of geometries. In our simulations we use a channel model proposed for hilly/suburban environments based on the channel measurement results obtained by NASA Glenn Research Center. We compare bit error ratio (BER) results, power spectral densities for L-DACS1 and FBMC communication systems, and show the advantages of FBMC as a promising candidate for FCI systems.
{"title":"Performance of L-band aeronautical communication system candidates in the presence of multiple DME interferers","authors":"Hosseinali Jamal, D. Matolak","doi":"10.1109/DASC.2016.7778040","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778040","url":null,"abstract":"Aeronautical vehicle use, and consequently, air-to-ground communication systems, are growing rapidly. A growing portion of these vehicles are unmanned aerial vehicles (UAVs) or unmanned aerial systems (UAS) operating in civil aviation systems. As a consequence of this growth, air traffic volume for these vehicles is increasing dramatically, and it is estimated that traffic density will at least double by 2025. This traffic growth has led civil aviation authorities to explore development of future communication infrastructures (FCI). The L-band digital aeronautical communication system one (L-DACS1) is one of the air-ground (AG) communication systems proposed by Eurocontrol. L-DACS1 is a multicarrier communication system whose channels will be deployed in between Distance Measurement Equipment (DME) channels in frequency. DME is a transponder-based radio navigation technology, and its channels are distributed in 1 MHz frequency increments in the L-band spectrum from 960 to 1164 MHz. In this paper we investigate the effect of DME as the main interference signal to AG FCI systems. Recently we proposed a new multicarrier L-band communication system based on filterbank multicarrier (FBMC), which has some significant advantages over L-DACS1. In this paper we briefly describe these systems and compare the performance of L-DACS1 and FBMC communication systems in the coverage volume of one cell of an L-band communication cellular network working in the area of multiple DME stations. We will show the advantage and robustness of the L-band FBMC system in suppressing the DME interference from several DME ground stations across a range of geometries. In our simulations we use a channel model proposed for hilly/suburban environments based on the channel measurement results obtained by NASA Glenn Research Center. We compare bit error ratio (BER) results, power spectral densities for L-DACS1 and FBMC communication systems, and show the advantages of FBMC as a promising candidate for FCI systems.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"722 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124424888","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 : 2016-09-01DOI: 10.1109/DASC.2016.7777955
Karim Legrand, S. Puechmorel, D. Delahaye, Yao Zhu
Wind optimal trajectory planning is a critical issue for airlines in order to save fuel for all their flights. This planning is difficult due to the uncertainties linked to wind data. Based on the current weather situation, weather forecast institutes compute wind maps prediction with a given level of confidence. Usually, 30-50 wind maps prediction can be produced. Based on those predictions, airlines have to compute trajectory planning for their aircraft in an efficient way. Such planning has to propose robust solutions which take into account wind variability for which average and standard deviation have to be taken into account. It is then better to plan trajectories in areas where wind has low standard deviation even if some other plannings induce less fuel consumption but with a higher degree of uncertainty. In this paper, we propose an efficient wind optimal algorithm based on two phases. The first phase considers the wind map predictions and computes for each of them the associated wind optimal trajectory also called geodesic. Such geodesics are computed with a classical Bellman algorithm on a grid covering an elliptical shape projected on the sphere. This last point enable the algorithm to address long range flights which are the most sensitive to wind direction. At the end of this first phase, we get a set of wind optimal trajectories. The second phase of the algorithm extract the most robust geodesic trajectories by the mean of a new trajectory clustering algorithm. This clustering algorithm is based on a new mathematical distance involving continuous deformation approach. In order to measure this mathematical distance between two trajectories, a continuous deformation between them is first built. This continuous deformation is called homotopy. For any homotopy, one can measure the associated energy used to shift from the first trajectory to the second one. The homotopy with the minimum energy is then computed, for which the associated energy measure the mathematical distance between trajectories. Based on this new distance, an EM clustering algorithm has been used in order to identify the larger clusters which correspond to the most robust wind optimal trajectories. This new approach avoids the main drawback of the classical approach which uses the mean of the trajectories issued from the first phase. This algorithm has been successfully applied to north Atlantic flights.
{"title":"Aircraft trajectory planning under wind uncertainties","authors":"Karim Legrand, S. Puechmorel, D. Delahaye, Yao Zhu","doi":"10.1109/DASC.2016.7777955","DOIUrl":"https://doi.org/10.1109/DASC.2016.7777955","url":null,"abstract":"Wind optimal trajectory planning is a critical issue for airlines in order to save fuel for all their flights. This planning is difficult due to the uncertainties linked to wind data. Based on the current weather situation, weather forecast institutes compute wind maps prediction with a given level of confidence. Usually, 30-50 wind maps prediction can be produced. Based on those predictions, airlines have to compute trajectory planning for their aircraft in an efficient way. Such planning has to propose robust solutions which take into account wind variability for which average and standard deviation have to be taken into account. It is then better to plan trajectories in areas where wind has low standard deviation even if some other plannings induce less fuel consumption but with a higher degree of uncertainty. In this paper, we propose an efficient wind optimal algorithm based on two phases. The first phase considers the wind map predictions and computes for each of them the associated wind optimal trajectory also called geodesic. Such geodesics are computed with a classical Bellman algorithm on a grid covering an elliptical shape projected on the sphere. This last point enable the algorithm to address long range flights which are the most sensitive to wind direction. At the end of this first phase, we get a set of wind optimal trajectories. The second phase of the algorithm extract the most robust geodesic trajectories by the mean of a new trajectory clustering algorithm. This clustering algorithm is based on a new mathematical distance involving continuous deformation approach. In order to measure this mathematical distance between two trajectories, a continuous deformation between them is first built. This continuous deformation is called homotopy. For any homotopy, one can measure the associated energy used to shift from the first trajectory to the second one. The homotopy with the minimum energy is then computed, for which the associated energy measure the mathematical distance between trajectories. Based on this new distance, an EM clustering algorithm has been used in order to identify the larger clusters which correspond to the most robust wind optimal trajectories. This new approach avoids the main drawback of the classical approach which uses the mean of the trajectories issued from the first phase. This algorithm has been successfully applied to north Atlantic flights.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127760764","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778047
Raunak P. Bhattacharyya, A. Pritchett
Innovative air traffic concepts of operation are now possible that enable novel allocations of authority and responsibility between air and ground, and between humans and automation. This paper proposes a systematic approach for the synthesis of allocations of authority and responsibility early in the design of a concept of operations to achieve its performance and safety goals. The methodology models the concept of operations as a network of actions to treat the synthesis of authority allocation as a network optimization problem. A case study involving merging and spacing operations is provided in which allocations of authority are created to minimize information transfer between agents under varying responsibility allocations and varying requirements for balancing taskload across agents. The results demonstrate how significantly metrics such as information transfer between agents, and their taskload, can vary with different allocations and, thus, how the methodology proposed here can quickly help identify appropriate allocations of authority and responsibility.
{"title":"Synthesis of allocations of authority in air traffic concepts of operation","authors":"Raunak P. Bhattacharyya, A. Pritchett","doi":"10.1109/DASC.2016.7778047","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778047","url":null,"abstract":"Innovative air traffic concepts of operation are now possible that enable novel allocations of authority and responsibility between air and ground, and between humans and automation. This paper proposes a systematic approach for the synthesis of allocations of authority and responsibility early in the design of a concept of operations to achieve its performance and safety goals. The methodology models the concept of operations as a network of actions to treat the synthesis of authority allocation as a network optimization problem. A case study involving merging and spacing operations is provided in which allocations of authority are created to minimize information transfer between agents under varying responsibility allocations and varying requirements for balancing taskload across agents. The results demonstrate how significantly metrics such as information transfer between agents, and their taskload, can vary with different allocations and, thus, how the methodology proposed here can quickly help identify appropriate allocations of authority and responsibility.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"12 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128024561","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778076
R. Sabatini, T. Moore, C. Hill
This paper explores the synergies between a novel Global Navigation Satellite System (GNSS) Avionics-Based Integrity Augmentation (ABIA) system and current Space and Ground Based Augmentation Systems (SBAS and GBAS). The ABIA Integrity Flag Generator (IFG) is designed to provide caution and warning integrity flags (in accordance with the specified time-to-caution and time-to-warning requirements) in all relevant flight phases. The ABIA IFG performances are assessed and compared with the SBAS and GBAS integrity flag generation capability. Simulation case studies are presented using the TORNADO-IDS platform and they provide insights on possible mutual benefits attainable by integrating ABIA with SBAS and GBAS systems. The results show that the proposed integrated scheme is capable of performing high-integrity tasks when GNSS is used as the primary source of navigation data. Furthermore, it is evident that there is a clear synergy of ABIA with SBAS and GBAS in providing suitable (predictive and reactive) integrity flags in all flight phases. The integration is thus a clear opportunity for future research towards the development of a Space-Ground-Avionics Augmentation Network (SGAAN) for a number of safety-critical aviation applications.
{"title":"Avionics-based GNSS integrity augmentation synergies with SBAS and GBAS for safety-critical aviation applications","authors":"R. Sabatini, T. Moore, C. Hill","doi":"10.1109/DASC.2016.7778076","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778076","url":null,"abstract":"This paper explores the synergies between a novel Global Navigation Satellite System (GNSS) Avionics-Based Integrity Augmentation (ABIA) system and current Space and Ground Based Augmentation Systems (SBAS and GBAS). The ABIA Integrity Flag Generator (IFG) is designed to provide caution and warning integrity flags (in accordance with the specified time-to-caution and time-to-warning requirements) in all relevant flight phases. The ABIA IFG performances are assessed and compared with the SBAS and GBAS integrity flag generation capability. Simulation case studies are presented using the TORNADO-IDS platform and they provide insights on possible mutual benefits attainable by integrating ABIA with SBAS and GBAS systems. The results show that the proposed integrated scheme is capable of performing high-integrity tasks when GNSS is used as the primary source of navigation data. Furthermore, it is evident that there is a clear synergy of ABIA with SBAS and GBAS in providing suitable (predictive and reactive) integrity flags in all flight phases. The integration is thus a clear opportunity for future research towards the development of a Space-Ground-Avionics Augmentation Network (SGAAN) for a number of safety-critical aviation applications.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130238829","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 : 2016-09-01DOI: 10.1109/DASC.2016.7778018
S. Tien, J. DeArmon, H. Bateman, Duane Freer, Patrick Somersall
This paper describes the development of a real-time composite interactive display suite or “dashboard” capability for monitoring and alerting significant National Airspace System (NAS) events. The dashboard is designed to address the operational needs of air traffic managers in gathering data from multiple sources, thus gaining situational awareness of the NAS status. It monitors several system performance areas in real-time and identifies alerting events, pushing to the user relevant information and notifications regarding evolving problems. (“Pushing” information on a display means autonomous presentation - no query or other interrogation by the user is required.) While high-level system alerts are provided, drill-down information is also available for the user to determine whether further actions are warranted. The dashboard also allows the user to customize the alerts for a specific context by setting thresholds. Field evaluation results suggest that the dashboard capability shortens traffic managers' data acquisition time and, since the dashboard capability is a shared web application, it improves common situational awareness on NAS operations. Ongoing research focuses on calibrating alert thresholds for site-specific needs and expanding the selection of performance metrics enabled by System Wide Information Management feeds.
{"title":"Developing a real-time monitoring and alerting capability for traffic flow management","authors":"S. Tien, J. DeArmon, H. Bateman, Duane Freer, Patrick Somersall","doi":"10.1109/DASC.2016.7778018","DOIUrl":"https://doi.org/10.1109/DASC.2016.7778018","url":null,"abstract":"This paper describes the development of a real-time composite interactive display suite or “dashboard” capability for monitoring and alerting significant National Airspace System (NAS) events. The dashboard is designed to address the operational needs of air traffic managers in gathering data from multiple sources, thus gaining situational awareness of the NAS status. It monitors several system performance areas in real-time and identifies alerting events, pushing to the user relevant information and notifications regarding evolving problems. (“Pushing” information on a display means autonomous presentation - no query or other interrogation by the user is required.) While high-level system alerts are provided, drill-down information is also available for the user to determine whether further actions are warranted. The dashboard also allows the user to customize the alerts for a specific context by setting thresholds. Field evaluation results suggest that the dashboard capability shortens traffic managers' data acquisition time and, since the dashboard capability is a shared web application, it improves common situational awareness on NAS operations. Ongoing research focuses on calibrating alert thresholds for site-specific needs and expanding the selection of performance metrics enabled by System Wide Information Management feeds.","PeriodicalId":340472,"journal":{"name":"2016 IEEE/AIAA 35th Digital Avionics Systems Conference (DASC)","volume":"122 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2016-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134452437","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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