Pub Date : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222936
Seungwon Noh, J. Shortle
The air transportation system provides an extremely safe mode of transportation. Maintaining adequate separation ensures safety but limits capacity of the airspace. In addition to the expected growth in commercial flights, the number and diversity of other aircraft (e.g., unmanned aerial vehicles, UAVs) will also increase significantly. Various types of UAVs have a wide range of specifications and performance characteristics (e.g., cruise speed and maximum operating altitude) that can differ significantly from manned aircraft. They may also have different collision avoidance technologies that rely on various sensors (e.g., optical, thermal, or laser) to detect and avoid nearby aircraft. While accommodating the variety of aircraft types in an airspace, collision risk should remain less than a specified target level of safety. This paper develops a case study for collision risk of an airspace with different aircraft types and collision avoidance capabilities using a proposed dynamic event tree framework. Sensitivity analysis is conducted on the parameters used in the case study.
{"title":"Dynamic Event Tree Framework to Assess Collision Risk Between Various Aircraft Types","authors":"Seungwon Noh, J. Shortle","doi":"10.1109/ICNS50378.2020.9222936","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222936","url":null,"abstract":"The air transportation system provides an extremely safe mode of transportation. Maintaining adequate separation ensures safety but limits capacity of the airspace. In addition to the expected growth in commercial flights, the number and diversity of other aircraft (e.g., unmanned aerial vehicles, UAVs) will also increase significantly. Various types of UAVs have a wide range of specifications and performance characteristics (e.g., cruise speed and maximum operating altitude) that can differ significantly from manned aircraft. They may also have different collision avoidance technologies that rely on various sensors (e.g., optical, thermal, or laser) to detect and avoid nearby aircraft. While accommodating the variety of aircraft types in an airspace, collision risk should remain less than a specified target level of safety. This paper develops a case study for collision risk of an airspace with different aircraft types and collision avoidance capabilities using a proposed dynamic event tree framework. Sensitivity analysis is conducted on the parameters used in the case study.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"40 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134107944","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222937
T. McParland, Madhu Niraula
At the 2019 ICNS conference the paper "Distributed Mobility Anchoring in the ATN/IPS" [1] described how Mobile IPv6 (MIPv6) Home Agents could be deployed in a distributed fashion as regional mobility anchors, for example, in each ICAO region. In this environment a Mobile Node (MN) would register with the regional HA once it attached to the terrestrial access network in that region.After further investigation we have determined that the challenge with this approach is that COTS MIPv6 Home Agents do not support the required MIPv6 extensions even though there are "Standards Track" RFCs that define these extensions. Furthermore COTS Home Agents can only be configured as being topologically fixed in the routing infrastructure, that is, they are not distributed.This paper maintains the distributed mobility anchoring paper architecture described in our 2019 paper but instead of using MIPv6 it uses regional mobility anchors based on the Locator/ID Separation Protocol (LISP).
{"title":"Distributed Mobility Anchoring Using LISP Mobile Node","authors":"T. McParland, Madhu Niraula","doi":"10.1109/ICNS50378.2020.9222937","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222937","url":null,"abstract":"At the 2019 ICNS conference the paper \"Distributed Mobility Anchoring in the ATN/IPS\" [1] described how Mobile IPv6 (MIPv6) Home Agents could be deployed in a distributed fashion as regional mobility anchors, for example, in each ICAO region. In this environment a Mobile Node (MN) would register with the regional HA once it attached to the terrestrial access network in that region.After further investigation we have determined that the challenge with this approach is that COTS MIPv6 Home Agents do not support the required MIPv6 extensions even though there are \"Standards Track\" RFCs that define these extensions. Furthermore COTS Home Agents can only be configured as being topologically fixed in the routing infrastructure, that is, they are not distributed.This paper maintains the distributed mobility anchoring paper architecture described in our 2019 paper but instead of using MIPv6 it uses regional mobility anchors based on the Locator/ID Separation Protocol (LISP).","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"74 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114216652","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222966
A. Puri, S. Ray
Modern cyber-physical systems such as autonomous vehicles and aircraft have a large number of sensors, actuators and control devices. An Intrusion Detection System (IDS) for the cyber-physical system monitors the sensor measurements, control actions and other events to determine if the cyber-physical system is behaving abnormally. Our approach to intrusion and anomaly detection in the cyber-physical system is based on learning an interpretable model of the cyber-physical system. Deviation of the observations from the predictions based on the model point to anomalous behavior. The two primary techincal problems we address in this paper are: learning a sparse switched ARX model of the cyber-physical system from observed data (akin to system identification) and inference on the learnt model to detect anomalies. We present algorithms for system identification of switched ARX models and for inference on switched ARX models. We then evaluate the performance of our algorithms on experimental data.
{"title":"Interpretable Machine Learning Using Switched Linear Models for Security of Cyber-Physical Systems","authors":"A. Puri, S. Ray","doi":"10.1109/ICNS50378.2020.9222966","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222966","url":null,"abstract":"Modern cyber-physical systems such as autonomous vehicles and aircraft have a large number of sensors, actuators and control devices. An Intrusion Detection System (IDS) for the cyber-physical system monitors the sensor measurements, control actions and other events to determine if the cyber-physical system is behaving abnormally. Our approach to intrusion and anomaly detection in the cyber-physical system is based on learning an interpretable model of the cyber-physical system. Deviation of the observations from the predictions based on the model point to anomalous behavior. The two primary techincal problems we address in this paper are: learning a sparse switched ARX model of the cyber-physical system from observed data (akin to system identification) and inference on the learnt model to detect anomalies. We present algorithms for system identification of switched ARX models and for inference on switched ARX models. We then evaluate the performance of our algorithms on experimental data.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"83 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117080399","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9223018
B. Korn, V. Mollwitz, Tobias Finck, C. Edinger
Sectorless air traffic management (or Flight centric ATC as it is called in the SESAR context) has been researched at the German Aerospace Center DLR in close cooperation with the German ANSP DFS Deutsche Flugsicherung GmbH since 2008 and in recent years has been extended to the Hungarian Airspace together with HungaroControl. It is an en-route concept for air traffic control, where controllers are no longer in charge of geographic sectors but are assigned individual aircraft anywhere in the airspace. Controllers are responsible for the assigned aircraft from their entry into the sectorless airspace until their exit.Comprehensive validations activities were carried out successfully at HungaroControl in Budapest in early 2019. The whole Hungarian upper-airspace was simulated using the Sectorless / Flight Centric ATC concept with more ten air traffic controllers participating simultaneously in the validation trials. The validations have been run on DLR’s TrafficSim, a simulator which is capable of fast-time and real-time simulations. This paper reports about the concept in more detail and how it has been applied to the Hungarian Airspace, about the validation setup and finally about the results achieved during this validation activity.
自2008年以来，德国航空航天中心DLR与德国ANSP DFS Deutsche Flugsicherung GmbH密切合作，研究了无扇区空中交通管理(或SESAR背景下称为飞行中心ATC)，近年来已与匈牙利空域管理局一起扩展到匈牙利空域。这是空中交通管制的一个航路概念，管制员不再负责地理区域，而是被分配到空域的任何地方。管制员负责指定的飞机从进入无扇区空域到退出。2019年初，在布达佩斯的匈牙利控制中心成功开展了全面验证活动。整个匈牙利上层空域使用无扇区/飞行中心ATC概念进行模拟，同时有10多个空中交通管制员参与验证试验。这些验证已经在DLR的TrafficSim模拟器上运行，这是一个能够快速和实时模拟的模拟器。本文更详细地介绍了该概念以及如何将其应用于匈牙利空域，介绍了验证设置，最后介绍了在验证活动中获得的结果。
{"title":"Validating Sectorless ATM in the Hungarian Airspace: Results of Human in the Loop Simulations","authors":"B. Korn, V. Mollwitz, Tobias Finck, C. Edinger","doi":"10.1109/ICNS50378.2020.9223018","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9223018","url":null,"abstract":"Sectorless air traffic management (or Flight centric ATC as it is called in the SESAR context) has been researched at the German Aerospace Center DLR in close cooperation with the German ANSP DFS Deutsche Flugsicherung GmbH since 2008 and in recent years has been extended to the Hungarian Airspace together with HungaroControl. It is an en-route concept for air traffic control, where controllers are no longer in charge of geographic sectors but are assigned individual aircraft anywhere in the airspace. Controllers are responsible for the assigned aircraft from their entry into the sectorless airspace until their exit.Comprehensive validations activities were carried out successfully at HungaroControl in Budapest in early 2019. The whole Hungarian upper-airspace was simulated using the Sectorless / Flight Centric ATC concept with more ten air traffic controllers participating simultaneously in the validation trials. The validations have been run on DLR’s TrafficSim, a simulator which is capable of fast-time and real-time simulations. This paper reports about the concept in more detail and how it has been applied to the Hungarian Airspace, about the validation setup and finally about the results achieved during this validation activity.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"22 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116046827","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222938
Oleksandra Snisarevska Donnelly, L. Sherry, T. Thompson
It is a little-known fact that not all of anthropogenic (i.e. human made) Global Warming is a result of "greenhouse gases." Whereas 98% of anthropogenic Global Warming is the result of emissions of "greenhouse gases" (e.g. CO2 and methane), the remaining 2% is the result of Aircraft Induced Clouds (AIC) that are generated by jet engines. These high clouds reflect back to Earth approximately 33% of the outgoing "thermal" radiation.This paper describes the results of a multi-attribute utility analysis to evaluate the potential of alternate technologies and operations to reduce AIC. The analysis identified technologic and operational solutions for each of three processes that result in radiative forcing from AIC: (1) propulsion chemistry that converts aviation fuel to water vapor and soot, (2) clouds physics that converts water vapor and soot into ice-crystals, and (3) radiative forcing physics that absorb the radiation.The highest utility and lowest design and implementation costs are to flight plan trajectories to minimize cruise flight levels in airspace with atmospheric conditions that are conducive to AIC generation. Other alternatives such as reduced-Sulphur kerosene-based jet fuel, drop-in bio and synthetic fuels, require significant investment to scale production. Options such as jet engine designs to reduce soot emissions, alternate energy sources such as liquid natural gas and liquid hydrogen, and engine and aircraft designs to reduce fuel burn, require significant research and turn-over of the existing fleets. Fuel additives to suppress ice crystal formation and/or change the Radiative Forcing (RF)properties of ice-crystals are still nascent research topics. The implications and limitations are discussed.
{"title":"Trade-off Analysis of Options for Mitigating Climate Effects of Aircraft Induced Clouds","authors":"Oleksandra Snisarevska Donnelly, L. Sherry, T. Thompson","doi":"10.1109/ICNS50378.2020.9222938","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222938","url":null,"abstract":"It is a little-known fact that not all of anthropogenic (i.e. human made) Global Warming is a result of \"greenhouse gases.\" Whereas 98% of anthropogenic Global Warming is the result of emissions of \"greenhouse gases\" (e.g. CO2 and methane), the remaining 2% is the result of Aircraft Induced Clouds (AIC) that are generated by jet engines. These high clouds reflect back to Earth approximately 33% of the outgoing \"thermal\" radiation.This paper describes the results of a multi-attribute utility analysis to evaluate the potential of alternate technologies and operations to reduce AIC. The analysis identified technologic and operational solutions for each of three processes that result in radiative forcing from AIC: (1) propulsion chemistry that converts aviation fuel to water vapor and soot, (2) clouds physics that converts water vapor and soot into ice-crystals, and (3) radiative forcing physics that absorb the radiation.The highest utility and lowest design and implementation costs are to flight plan trajectories to minimize cruise flight levels in airspace with atmospheric conditions that are conducive to AIC generation. Other alternatives such as reduced-Sulphur kerosene-based jet fuel, drop-in bio and synthetic fuels, require significant investment to scale production. Options such as jet engine designs to reduce soot emissions, alternate energy sources such as liquid natural gas and liquid hydrogen, and engine and aircraft designs to reduce fuel burn, require significant research and turn-over of the existing fleets. Fuel additives to suppress ice crystal formation and/or change the Radiative Forcing (RF)properties of ice-crystals are still nascent research topics. The implications and limitations are discussed.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"705 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116106826","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222909
Alicia Borgman Fernandes, Dan Wesely, B. Holtzman, D. Sweet, Noureddin Ghazavi
The National Airspace System (NAS) and its users employ various decision support systems to model future aircraft trajectories. These trajectories support functions like strategic conflict detection, time-based metering, fuel estimation, arrival time estimation, and strategic traffic flow management. Each system uses its own trajectory prediction algorithm, resulting in discrepancies in aircraft time and position predictions between systems.Air/Ground Trajectory Synchronization (AGTS) reconciles differences in trajectory prediction data elements across NAS systems to increase common situational awareness and enable more efficient and consistent decision making. The AGTS project developed a prototype AGTS Service, with the Traffic Flow Management System (TFMS) as the initial target recipient of synchronized trajectory data. The prototype implements business rules associated with using Time Based Flow Management (TBFM) trajectory data to improve TFMS trajectory prediction outputs.This paper describes analyses of trajectory prediction and scheduling data from TBFM and TFMS that drove selection of the TBFM data to provide to TFMS and associated development of the AGTS business rules. We compared the accuracy of data published by each system relative to actual meter fix crossing times to determine which TBFM Scheduled Times of Arrival (STAs) should be incorporated into TFMS trajectory predictions as an initial step toward trajectory synchronization. This paper summarizes these business rules.
{"title":"Using Synchronized Trajectory Data to Improve Airspace Demand Predictions","authors":"Alicia Borgman Fernandes, Dan Wesely, B. Holtzman, D. Sweet, Noureddin Ghazavi","doi":"10.1109/ICNS50378.2020.9222909","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222909","url":null,"abstract":"The National Airspace System (NAS) and its users employ various decision support systems to model future aircraft trajectories. These trajectories support functions like strategic conflict detection, time-based metering, fuel estimation, arrival time estimation, and strategic traffic flow management. Each system uses its own trajectory prediction algorithm, resulting in discrepancies in aircraft time and position predictions between systems.Air/Ground Trajectory Synchronization (AGTS) reconciles differences in trajectory prediction data elements across NAS systems to increase common situational awareness and enable more efficient and consistent decision making. The AGTS project developed a prototype AGTS Service, with the Traffic Flow Management System (TFMS) as the initial target recipient of synchronized trajectory data. The prototype implements business rules associated with using Time Based Flow Management (TBFM) trajectory data to improve TFMS trajectory prediction outputs.This paper describes analyses of trajectory prediction and scheduling data from TBFM and TFMS that drove selection of the TBFM data to provide to TFMS and associated development of the AGTS business rules. We compared the accuracy of data published by each system relative to actual meter fix crossing times to determine which TBFM Scheduled Times of Arrival (STAs) should be incorporated into TFMS trajectory predictions as an initial step toward trajectory synchronization. This paper summarizes these business rules.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"1710 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129427449","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222972
David J. Bodoh, Clark D. Britan, Paden Coats
The Federal Aviation Administration continually pursues advances that improve operational efficiency while preserving passenger safety. Research of new concepts and technologies often requires the use of simulation to cost-effectively assess the impact of these envisioned improvements on an abstracted version of the real system. In an effort to improve our ability to conduct fast-time simulations on a wide range of concepts and scenarios, The MITRE Corporation has begun the development of a simulation platform that supports configurable air traffic control agents. The agents are designed to exercise a set of simple rules in a stimulus-response framework. Stimuli such as predicted conflicts and metering delays are sent to a controller agent, and the controller responds via flight commands such as speed, altitude, or heading changes. This controller agent is configurable such that analysts can define different response strategies and stimuli response prioritizations for different experiments and for different sectors within a given experiment. When integrated in a fast-time simulation environment, this agent enables users to run experiments with thousands of scenarios as no humans are needed to provide flight commands. This paper illustrates the design framework for the controller agent as well as the model validation and verification. MITRE validated and verified this model in two ways: first, by comparing the number of and type of commands that the controller agent issued with historical data. Second, by comparing the spacing conflicts in simulation runs with and without the controller agent.
{"title":"Developing a Configurable Air Traffic Controller Agent for Fast-Time Simulation","authors":"David J. Bodoh, Clark D. Britan, Paden Coats","doi":"10.1109/ICNS50378.2020.9222972","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222972","url":null,"abstract":"The Federal Aviation Administration continually pursues advances that improve operational efficiency while preserving passenger safety. Research of new concepts and technologies often requires the use of simulation to cost-effectively assess the impact of these envisioned improvements on an abstracted version of the real system. In an effort to improve our ability to conduct fast-time simulations on a wide range of concepts and scenarios, The MITRE Corporation has begun the development of a simulation platform that supports configurable air traffic control agents. The agents are designed to exercise a set of simple rules in a stimulus-response framework. Stimuli such as predicted conflicts and metering delays are sent to a controller agent, and the controller responds via flight commands such as speed, altitude, or heading changes. This controller agent is configurable such that analysts can define different response strategies and stimuli response prioritizations for different experiments and for different sectors within a given experiment. When integrated in a fast-time simulation environment, this agent enables users to run experiments with thousands of scenarios as no humans are needed to provide flight commands. This paper illustrates the design framework for the controller agent as well as the model validation and verification. MITRE validated and verified this model in two ways: first, by comparing the number of and type of commands that the controller agent issued with historical data. Second, by comparing the spacing conflicts in simulation runs with and without the controller agent.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129453631","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222975
S. Giles, D. Zeng, Angela Chen, P. Muraca, B. Phillips
Historically communications, navigation and surveillance (CNS) technologies were designed independently and operated in a siloed fashion. As 4D trajectory-based operations (TBO), connected aircraft, system wide information management (SWIM) systems, and unmanned aircraft systems (UAS) are fast becoming reality, an aviation internet, that will enable fast, safe, secure, and cost-effective information sharing across CNS and air traffic management (ATM) domains is emerging as a necessary approach to cope with the challenge of ATM in complex operational environments.The aviation internet will leverage commercial Internet Protocols (IP) and information security technologies to establish an internetworking capability across CNS functions for both manned and unmanned aircraft. Both United States and European Union have set the goal of implementing an interoperable IP-based aviation network around the 2028 timeframe. As more and more aviation stakeholders are eager to contribute to the aviation internet standardization and validation, a practical and systematic transition plan that will orchestrate aviation stakeholders’ efforts to achieve common mission objectives is crucial to the success of aviation internet transformation.In support of the Federal Aviation Administration (FAA) CNS strategy, we first take a systems engineering approach to investigate key practical aspects of the whole lifecycle of the aviation internet transition, including technical standards suitability, regulatory and policy support, acquisition and investment decision process, business model, cost/benefit, market offerings, necessary validation, and implementation activities. Based on the investigation, we then identify technical, regulatory, and programmatic risks and corresponding mitigations, and provide technical feedback to the standardization groups. Finally, we present an action plan for the aviation industry stakeholders to ensure a successful transition from today’s closed custom network to tomorrow’s IP-based aviation internet.
{"title":"Transforming Today’s Closed Communications Network to Tomorrow’s Cross-Domain Aviation Internet","authors":"S. Giles, D. Zeng, Angela Chen, P. Muraca, B. Phillips","doi":"10.1109/ICNS50378.2020.9222975","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222975","url":null,"abstract":"Historically communications, navigation and surveillance (CNS) technologies were designed independently and operated in a siloed fashion. As 4D trajectory-based operations (TBO), connected aircraft, system wide information management (SWIM) systems, and unmanned aircraft systems (UAS) are fast becoming reality, an aviation internet, that will enable fast, safe, secure, and cost-effective information sharing across CNS and air traffic management (ATM) domains is emerging as a necessary approach to cope with the challenge of ATM in complex operational environments.The aviation internet will leverage commercial Internet Protocols (IP) and information security technologies to establish an internetworking capability across CNS functions for both manned and unmanned aircraft. Both United States and European Union have set the goal of implementing an interoperable IP-based aviation network around the 2028 timeframe. As more and more aviation stakeholders are eager to contribute to the aviation internet standardization and validation, a practical and systematic transition plan that will orchestrate aviation stakeholders’ efforts to achieve common mission objectives is crucial to the success of aviation internet transformation.In support of the Federal Aviation Administration (FAA) CNS strategy, we first take a systems engineering approach to investigate key practical aspects of the whole lifecycle of the aviation internet transition, including technical standards suitability, regulatory and policy support, acquisition and investment decision process, business model, cost/benefit, market offerings, necessary validation, and implementation activities. Based on the investigation, we then identify technical, regulatory, and programmatic risks and corresponding mitigations, and provide technical feedback to the standardization groups. Finally, we present an action plan for the aviation industry stakeholders to ensure a successful transition from today’s closed custom network to tomorrow’s IP-based aviation internet.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"87 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116548554","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222971
David Stauffer, W. Justin Barnes, Leland Smith
Instrument flight procedures (IFPs) are a cornerstone of the National Airspace System (NAS) and provide paths and instructions for aircraft to safely operate in restricted visibility and in congested airspace. Design of IFPs that adhere to the criteria developed by the FAA to ensure safe flight can be a tedious, iterative task. This is particularly true in areas with complex obstacle/terrain environments. Previous work was conducted by MITRE to develop criteria modules (CM) capable of analyzing a procedure design’s compliance with FAA criteria. In this paper, these engines are leveraged to evaluate batches of candidate procedures. To ensure convergence to an acceptable solution in a reasonable period, a modified depth-first search algorithm was designed to mimic the general design flow used by human procedure designers. By combining this algorithm with the capability of the CMs and a batch cluster for analyzing multiple procedures in parallel, it is shown that procedures can be built in tightly constrained situations by adapting common algorithms to the specific requirements of IFP design.
{"title":"Modified Depth-First Search for the Automated Design of RNAV Approach Procedures","authors":"David Stauffer, W. Justin Barnes, Leland Smith","doi":"10.1109/ICNS50378.2020.9222971","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222971","url":null,"abstract":"Instrument flight procedures (IFPs) are a cornerstone of the National Airspace System (NAS) and provide paths and instructions for aircraft to safely operate in restricted visibility and in congested airspace. Design of IFPs that adhere to the criteria developed by the FAA to ensure safe flight can be a tedious, iterative task. This is particularly true in areas with complex obstacle/terrain environments. Previous work was conducted by MITRE to develop criteria modules (CM) capable of analyzing a procedure design’s compliance with FAA criteria. In this paper, these engines are leveraged to evaluate batches of candidate procedures. To ensure convergence to an acceptable solution in a reasonable period, a modified depth-first search algorithm was designed to mimic the general design flow used by human procedure designers. By combining this algorithm with the capability of the CMs and a batch cluster for analyzing multiple procedures in parallel, it is shown that procedures can be built in tightly constrained situations by adapting common algorithms to the specific requirements of IFP design.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"116 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117222621","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 : 2020-09-01DOI: 10.1109/ICNS50378.2020.9223002
Sarasina Tuchen
With new aviation market entrants such as Urban Air Mobility (UAM) vehicles, the role aviation will take in seamless, end-to-end multimodal transportation is evolving. Travelers will likely be able to request on-demand, point-to-point transportation through air taxis in the not-to-distant future. Previous multimodal research efforts have focused on surface urban mobility, where multiple modes of ground transportation compete with and complement each other, ignoring the growing role that aviation will play going forward. Existing public transportation data exchange models, tailored for their respective systems, likewise, have not yet accounted for this looming transportation transformation nor for widespread multimodal end-to-end, seamless transporting. To date, the FAA has succeeded in establishing a robust data exchange architecture to support traditional air transportation, but to facilitate this evolution of the public airspace system with respect to UAM and other emerging air vehicle systems, new and revised data exchange models are necessary. Existing data exchange models in need of revision include the International Civil Aviation Organization’s (ICAO) Flight Information Exchange Model (FIXM) and the General Transit Feed Specification (GTFS) [2], [3]. New data exchange models in need of creation include the Passenger Information Exchange Model (PIXM), the Operation Information Exchange Model (OIXM), and Vehicle Information Exchange Model (VIXM) [1]. The research here explored these data models, identifying and defining preliminary conceptual data elements necessary to support seamless, end-to-end mobility. The conceptual model herein proposed is holistic and considers all modes of transportation – walk, car, bus, rail, boat, air, etc. - and looks to incorporate the most promising transportation data exchange models from among these transportation systems.A realistic multimodal travel scenario subject to disruptive events (such as severe weather) was developed for the purpose of identifying the necessary exchange of data to reduce the impact of the disruptive events on the traveler. This work helped inform the next steps in the project, the definition of multimodal data exchange models and the development of a corresponding multimodal transportation conceptual data model. The scenario includes Urban Air Mobility (UAM) vehicles that are intended to serve as short haul providers operating in a congested urban metro environment to bypass surface traffic congestion. New aviation market entrants, such as UAM, will likely not operate entirely within a traditional gate to gate model and are eventually likely to use a model similar to on-demand surface transportation such as ride share. Uber Elevate has already been proposing this type of application for their future air taxis [4]. Accommodating these new aviation market entrants will require further extensions to the FIXM (a second package for Unmanned Aircraft System (UAS) is already planned by th
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