Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503329
P. Ostwald, Dennis Rowe
The Federal Aviation Administration (FAA) plays a pivotal role in maintaining security within the National Airspace System (NAS). In particular, high profile events require special airspace security measures to ensure the safety and security of the participants and the venues hosting these events. These events are often designated as National Security Special Events (NSSEs). This paper discusses Temporary Flight Restrictions (TFRs) and other air domain security measures typically employed during NSSEs. Examined are two 2009 NSSEs: the January Presidential Inauguration and the September United Nations General Assembly (UNGA) meeting. Also examined are some of the airspace security incidents that occurred during these events, identified as Tracks of Interest (TOIs). A comparison is also made with incidents measured during several previous NSSEs: the 2007 and 2008 UNGA meetings and the Democratic and Republican National Conventions held during 2008.
{"title":"Assessing the impact of airspace security measures during several 2009 events","authors":"P. Ostwald, Dennis Rowe","doi":"10.1109/ICNSURV.2010.5503329","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503329","url":null,"abstract":"The Federal Aviation Administration (FAA) plays a pivotal role in maintaining security within the National Airspace System (NAS). In particular, high profile events require special airspace security measures to ensure the safety and security of the participants and the venues hosting these events. These events are often designated as National Security Special Events (NSSEs). This paper discusses Temporary Flight Restrictions (TFRs) and other air domain security measures typically employed during NSSEs. Examined are two 2009 NSSEs: the January Presidential Inauguration and the September United Nations General Assembly (UNGA) meeting. Also examined are some of the airspace security incidents that occurred during these events, identified as Tracks of Interest (TOIs). A comparison is also made with incidents measured during several previous NSSEs: the 2007 and 2008 UNGA meetings and the Democratic and Republican National Conventions held during 2008.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"75 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129384658","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503321
W. Genter
The FAA planned Data Communications Network Service (DCNS) will enable digital air/ground (A/G) communication between Air Traffic Control (ATC) facilities and VHF Digital Link (VDL) Mode 2 (VDL-2) equipped aircraft. In successive program segments, ATC services will evolve to include both ‘essential’ and ‘safety critical’ applications. Appropriate requirements will be imposed on the DCNS to transport these applications. These requirements will place challenging demands on the performance of the VDL-2 A/G links.
{"title":"Analysis of temporal impairments on airborne VDL Mode 2 packet reception","authors":"W. Genter","doi":"10.1109/ICNSURV.2010.5503321","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503321","url":null,"abstract":"The FAA planned Data Communications Network Service (DCNS) will enable digital air/ground (A/G) communication between Air Traffic Control (ATC) facilities and VHF Digital Link (VDL) Mode 2 (VDL-2) equipped aircraft. In successive program segments, ATC services will evolve to include both ‘essential’ and ‘safety critical’ applications. Appropriate requirements will be imposed on the DCNS to transport these applications. These requirements will place challenging demands on the performance of the VDL-2 A/G links.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"43 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116447047","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503250
D. Domino, D. Tuomey, A. Mundra, Arthur P. Smith
Delegated separation is an air traffic management capability in which responsibility for separation from one or more aircraft is assigned to the flight crew by an air traffic controller, in specific tactical situations, to improve operational efficiency in the National Airspace System (NAS). In this human-in-the-loop (HITL) simulation, 8 airline pilots flew departure and arrival scenarios while using a cockpit display of traffic information to maintain separation from a lead airplane. Pilots reported that workload for the departure and arrival tasks was well within acceptable limits and that they would be willing to perform this task with the CDTI as implemented in this study. Objective spacing performance showed reduced spacing compared to the baseline condition where controllers retained separation responsibility. The observed baseline and delegated separation spacing distributions were applied to a fast time simulation to estimate the departure throughput benefit that may result from the application of these procedures. The estimated improvement in arrival rate was about 3 per hour for single runway arrivals, and NN about 4 per hour for single runway departures. Implications for NextGen operational improvement are discussed.
{"title":"Air ground collaboration through delegated separation: Application for departures and arrivals","authors":"D. Domino, D. Tuomey, A. Mundra, Arthur P. Smith","doi":"10.1109/ICNSURV.2010.5503250","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503250","url":null,"abstract":"Delegated separation is an air traffic management capability in which responsibility for separation from one or more aircraft is assigned to the flight crew by an air traffic controller, in specific tactical situations, to improve operational efficiency in the National Airspace System (NAS). In this human-in-the-loop (HITL) simulation, 8 airline pilots flew departure and arrival scenarios while using a cockpit display of traffic information to maintain separation from a lead airplane. Pilots reported that workload for the departure and arrival tasks was well within acceptable limits and that they would be willing to perform this task with the CDTI as implemented in this study. Objective spacing performance showed reduced spacing compared to the baseline condition where controllers retained separation responsibility. The observed baseline and delegated separation spacing distributions were applied to a fast time simulation to estimate the departure throughput benefit that may result from the application of these procedures. The estimated improvement in arrival rate was about 3 per hour for single runway arrivals, and NN about 4 per hour for single runway departures. Implications for NextGen operational improvement are discussed.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"103 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127132647","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503339
Michael A. Garcia, T. Gilbert
Recent changes to the Automatic Dependent Surveillance - Broadcast (ADS-B) air-interface definition have been approved by RTCA and published in Minimum Operational Performance Standards (MOPS) updates for both ADS-B 1090 Extended Squitter (1090ES) and ADS-B Universal Access Transceiver (UAT) technologies. This paper describes the technical details of the MOPS changes and the change impact on the ADS-B Surveillance and Broadcast Services System (SBSS) ground infrastructure. The paper begins with a discussion of ADS-B applications that were the motivation for the recent ADS-B MOPS updates. Next, a discussion of specific changes to the 1090ES and UAT Message Set is provided, detailing both new and retired data fields. Finally, the impact of these changes on the ADS-B ground infrastructure and data service delivered both to the FAA (ADS-B Reports) and to aircraft with ADS-B receive capability (ADS-B Rebroadcast (ADS-R) and Traffic Information Services - Broadcast (TIS-B)) is described.
{"title":"ADS-B mops updates & impact on surveillance & broadcast services system (SBSS)","authors":"Michael A. Garcia, T. Gilbert","doi":"10.1109/ICNSURV.2010.5503339","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503339","url":null,"abstract":"Recent changes to the Automatic Dependent Surveillance - Broadcast (ADS-B) air-interface definition have been approved by RTCA and published in Minimum Operational Performance Standards (MOPS) updates for both ADS-B 1090 Extended Squitter (1090ES) and ADS-B Universal Access Transceiver (UAT) technologies. This paper describes the technical details of the MOPS changes and the change impact on the ADS-B Surveillance and Broadcast Services System (SBSS) ground infrastructure. The paper begins with a discussion of ADS-B applications that were the motivation for the recent ADS-B MOPS updates. Next, a discussion of specific changes to the 1090ES and UAT Message Set is provided, detailing both new and retired data fields. Finally, the impact of these changes on the ADS-B ground infrastructure and data service delivered both to the FAA (ADS-B Reports) and to aircraft with ADS-B receive capability (ADS-B Rebroadcast (ADS-R) and Traffic Information Services - Broadcast (TIS-B)) is described.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126364744","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503289
L. M. Brown
Presents a collection of slides covering the following topics: data-driven decision; airport; transparent prioritization; and value-based process improvement.
展示一系列涵盖以下主题的幻灯片:数据驱动决策;机场;透明的优先级;以及基于价值的过程改进。
{"title":"Metrics and measurement for the modern metroplex","authors":"L. M. Brown","doi":"10.1109/ICNSURV.2010.5503289","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503289","url":null,"abstract":"Presents a collection of slides covering the following topics: data-driven decision; airport; transparent prioritization; and value-based process improvement.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"42 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"128312300","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503287
T. Rudolph
To unify joint service inputs, leverage architectures, data strategies and program of record products to make NextGen successful. To oversee the technology identification and transition in support of DOD interests with the JPDO.
{"title":"ICNS conference the challenges of NextGen: New issues for aviation's future","authors":"T. Rudolph","doi":"10.1109/ICNSURV.2010.5503287","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503287","url":null,"abstract":"To unify joint service inputs, leverage architectures, data strategies and program of record products to make NextGen successful. To oversee the technology identification and transition in support of DOD interests with the JPDO.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"18 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122360936","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503345
L. Sherry, Maricel Medina
Several widely publicized incidents, in which passengers remained on an aircraft on the tarmac for up to 11 hours prompted the Department of Transportation (DOT) to issue a new rule designed to provide consumer protection to airline passengers. The rule mandates water/food/amenities for passengers on a plane for two hours, and an option to deplane after three hours. The rule also stipulates that airlines develop internal, auditable plans to meet the two/three hour clauses, and to report tarmac delays to the government for causal analysis.
{"title":"Tarmac delay surveillance and mitigation system: Requirements analysis for NextGen","authors":"L. Sherry, Maricel Medina","doi":"10.1109/ICNSURV.2010.5503345","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503345","url":null,"abstract":"Several widely publicized incidents, in which passengers remained on an aircraft on the tarmac for up to 11 hours prompted the Department of Transportation (DOT) to issue a new rule designed to provide consumer protection to airline passengers. The rule mandates water/food/amenities for passengers on a plane for two hours, and an option to deplane after three hours. The rule also stipulates that airlines develop internal, auditable plans to meet the two/three hour clauses, and to report tarmac delays to the government for causal analysis.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"11935 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121385654","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503261
Tong-Gen Wang, Jinhua Li, Jian Wei, Inseok Hwang
Previously, a graph-based algorithm for essence of Dynamic Airspace Configuration (DAC) is developed, in alliance with the essential ideas of the DAC concepts: innovative air space structure and time-varying adaptation to those structures. This paper presents preliminary assessment of operational benefits for the DAC algorithm using ETMS data of the Cleveland center (ZOB) for a good weather day. The airspace of ZOB is vertically divided into two fields: high sectors (24000ft and above) and low sectors (10000ft to 23900ft). Moreover, sector boundaries are generated algorithmically in intervals of 60 minutes and 30 minutes for the purpose of inherent exploration of the air traffic structure. Mainly, three metrics are considered: number of sectors, aircraft counts in a sector, and dwell time. Preliminary results indicate benefit for staffing requirement and performance robustness to time-varying data of our algorithm. Inversely, through the assessment results our algorithm exhibits intensive support for DAC concepts.
{"title":"Preliminary assessment of operational benefits for a graph-based Dynamic Airspace Configuration algorithm","authors":"Tong-Gen Wang, Jinhua Li, Jian Wei, Inseok Hwang","doi":"10.1109/ICNSURV.2010.5503261","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503261","url":null,"abstract":"Previously, a graph-based algorithm for essence of Dynamic Airspace Configuration (DAC) is developed, in alliance with the essential ideas of the DAC concepts: innovative air space structure and time-varying adaptation to those structures. This paper presents preliminary assessment of operational benefits for the DAC algorithm using ETMS data of the Cleveland center (ZOB) for a good weather day. The airspace of ZOB is vertically divided into two fields: high sectors (24000ft and above) and low sectors (10000ft to 23900ft). Moreover, sector boundaries are generated algorithmically in intervals of 60 minutes and 30 minutes for the purpose of inherent exploration of the air traffic structure. Mainly, three metrics are considered: number of sectors, aircraft counts in a sector, and dwell time. Preliminary results indicate benefit for staffing requirement and performance robustness to time-varying data of our algorithm. Inversely, through the assessment results our algorithm exhibits intensive support for DAC concepts.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"19 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116254680","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503262
Maricel Medina, L. Sherry
In response to media coverage of so called Tarmac Delays, new Department of Transportation (DOT) regulations come into effect on April 2010. These regulations outline airline responsibilities with regards to flights that remain on the ground in excess of two hours. Included in the regulations are requirements that airlines provide food, water and lavatory service for passengers delayed more than two hours on the tarmac, and for gate resources to be made available for flights to return to the gate and de-plane passengers for flights grounded for more than three hours. This paper describes the results of an analysis of “tarmac delays” at New York Airports from 2005 to 2009 using Bureau of Transportation Statistics (BTS) data: (i) John F. Kennedy (JFK), Newark Liberty International Airport (EWR) and La Guardia Airport (LGA) have been ranked as the top three airports with longest tarmac delays during the last five years, (ii) the probability of a flight experiencing a tarmac delay at a New York airport of greater than 2 hours is 0.54%, (iii) the average tarmac delay was 158 minutes per flight, (iv) June, July and August are the worst month for tarmac delays, (v) flights bound for Chicago O'Hare are the most likely to experience “tarmac delays,” (vi) an estimate of the annual cost to the airlines as a result of tarmac delay regulations at JFK, EWR, AND LGA is $43,859 per year.
{"title":"Analysis of “Tarmac Delays” at New York Airports","authors":"Maricel Medina, L. Sherry","doi":"10.1109/ICNSURV.2010.5503262","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503262","url":null,"abstract":"In response to media coverage of so called Tarmac Delays, new Department of Transportation (DOT) regulations come into effect on April 2010. These regulations outline airline responsibilities with regards to flights that remain on the ground in excess of two hours. Included in the regulations are requirements that airlines provide food, water and lavatory service for passengers delayed more than two hours on the tarmac, and for gate resources to be made available for flights to return to the gate and de-plane passengers for flights grounded for more than three hours. This paper describes the results of an analysis of “tarmac delays” at New York Airports from 2005 to 2009 using Bureau of Transportation Statistics (BTS) data: (i) John F. Kennedy (JFK), Newark Liberty International Airport (EWR) and La Guardia Airport (LGA) have been ranked as the top three airports with longest tarmac delays during the last five years, (ii) the probability of a flight experiencing a tarmac delay at a New York airport of greater than 2 hours is 0.54%, (iii) the average tarmac delay was 158 minutes per flight, (iv) June, July and August are the worst month for tarmac delays, (v) flights bound for Chicago O'Hare are the most likely to experience “tarmac delays,” (vi) an estimate of the annual cost to the airlines as a result of tarmac delay regulations at JFK, EWR, AND LGA is $43,859 per year.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127429364","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 : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503335
Pasi Kamppi, R. Guinness
Satellite tracking is one of the most rapidly growing business areas in the world [1], and there are already many commercial applications available like fleet management [2] or equipment theft alert [3]. Service providers advertise benefits for the customer, but they rarely mention the technical risks inherent in a tracking system. Modern satellite tracking systems require communication and functionality on many levels, so they are vulnerable to many technical risks. This paper describes system overview of satellite-based tracking, several risk analysis methods, covers the main technical risks of a satellite tracking system, and demonstrates usage of the developed risk analysis tool.
{"title":"Technical risk analysis for satellite based tracking systems","authors":"Pasi Kamppi, R. Guinness","doi":"10.1109/ICNSURV.2010.5503335","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503335","url":null,"abstract":"Satellite tracking is one of the most rapidly growing business areas in the world [1], and there are already many commercial applications available like fleet management [2] or equipment theft alert [3]. Service providers advertise benefits for the customer, but they rarely mention the technical risks inherent in a tracking system. Modern satellite tracking systems require communication and functionality on many levels, so they are vulnerable to many technical risks. This paper describes system overview of satellite-based tracking, several risk analysis methods, covers the main technical risks of a satellite tracking system, and demonstrates usage of the developed risk analysis tool.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"8 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"122128281","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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