Pub Date : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222858
James Uhing, Terrol S. Guyah
The United States has the largest, busiest, most complex airspace system in the world. Operating the National Airspace System (NAS) requires a vast and unique infrastructure framework that includes facilities; network communications; terrestrial and space-based navigation; and surveillance equipment. This infrastructure is located throughout the United States for the Federal Aviation Association (FAA) to manage air traffic through all phases of flight. These resources help ensure that Air Traffic Management (ATM) service to the public continues 365 days a year, 24 hours a day, seven days a week, under a wide-ranging set of circumstances, including unplanned system failures.
{"title":"Measuring Resiliency for Withstanding and Rapid Recovery of NAS Events","authors":"James Uhing, Terrol S. Guyah","doi":"10.1109/ICNS50378.2020.9222858","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222858","url":null,"abstract":"The United States has the largest, busiest, most complex airspace system in the world. Operating the National Airspace System (NAS) requires a vast and unique infrastructure framework that includes facilities; network communications; terrestrial and space-based navigation; and surveillance equipment. This infrastructure is located throughout the United States for the Federal Aviation Association (FAA) to manage air traffic through all phases of flight. These resources help ensure that Air Traffic Management (ATM) service to the public continues 365 days a year, 24 hours a day, seven days a week, under a wide-ranging set of circumstances, including unplanned system failures.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"28 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":"128140326","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/ICNS50378.2020.9222995
L. Sherry, J. Shortle, G. Donohue, Brett Berlin, Jonathan West
Advances in technology have enabled the deployment of unprecedented levels of automation that verge on completely autonomous systems such as unmanned passenger and cargo vehicles, and air traffic control supported by integrated communications, navigation and surveillance (ICNS) systems.One application of the new technologies is in autonomous shuttle buses. This paper describes an analysis of a collision between an autonomous shuttle bus and delivery tractor-trailer on an urban street in Las Vegas. The analysis provides lessons learned for the design, testing, and fielding of future autonomous systems. First, the analysis demonstrates the difficulty in designing for all the "corner-cases" for safe fielding of an autonomous system. Second, the analysis shows the difficulty in demonstrating safety compliance to a target level of safety for systems developed using machine learning that cannot be tested using traditional testing methods (e.g. code-inspection or forms of input-output testing. Third, the analysis identifies the need for the explicit, intentional design, not an afterthought, of the task of the "safety driver." Solutions to these three issues are discussed.
{"title":"Autonomous Systems Design, Testing, and Deployment: Lessons Learned from The Deployment of an Autonomous Shuttle Bus","authors":"L. Sherry, J. Shortle, G. Donohue, Brett Berlin, Jonathan West","doi":"10.1109/ICNS50378.2020.9222995","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222995","url":null,"abstract":"Advances in technology have enabled the deployment of unprecedented levels of automation that verge on completely autonomous systems such as unmanned passenger and cargo vehicles, and air traffic control supported by integrated communications, navigation and surveillance (ICNS) systems.One application of the new technologies is in autonomous shuttle buses. This paper describes an analysis of a collision between an autonomous shuttle bus and delivery tractor-trailer on an urban street in Las Vegas. The analysis provides lessons learned for the design, testing, and fielding of future autonomous systems. First, the analysis demonstrates the difficulty in designing for all the \"corner-cases\" for safe fielding of an autonomous system. Second, the analysis shows the difficulty in demonstrating safety compliance to a target level of safety for systems developed using machine learning that cannot be tested using traditional testing methods (e.g. code-inspection or forms of input-output testing. Third, the analysis identifies the need for the explicit, intentional design, not an afterthought, of the task of the \"safety driver.\" Solutions to these three issues are discussed.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"17 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":"125964463","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/ICNS50378.2020.9222919
Emerson Czerwinski Burkard
Software Development, Security, and Operations, or "DevSecOps", is a concept that has been implemented in the engineering domain to enable faster iteration release and increased fluidity with enhanced security. As iterations become smaller and more frequent, less risk is involved with each deployment. Reducing risk is a significant part of any engineering endeavor, particularly in the aviation domain. Of the fundamental DevSecOps elements, the meshing of teams enables more free-flowing communication. DevSecOps is also an ideal methodology for inviting change in how teams operate during product creation. A team’s interpretation of a product does not always align with the needs of end-users and their requirements. Formally bringing end-users into the feedback loop would be the logical step for amending this misalignment. One fundamental aspect is ensuring a vehicle exists to bring user feedback into the team's field of view. The solution to this is to integrate a formalized testing methodology that invokes this feedback from future users. An ideal method of accomplishing this is through a process called usability testing. This process involves inviting representative users to utilize major touchpoints and features, ensuring safety and effectivity. Usability testing is best performed "early and often" to allow corrective measures to be taken if needed. As the DevSecOps cycle is iterative in nature, this poses the ideal opportunity to include user-based testing, enabling user facing modifications to become more dynamically engineered and honed to the area of interest, while maintaining built-in security. By testing software and user-facing elements in multiple times within each release the team is afforded more granular insight into the holistic state of the product without negating security considerations.
{"title":"Usability Testing within a Devsecops Environment","authors":"Emerson Czerwinski Burkard","doi":"10.1109/ICNS50378.2020.9222919","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222919","url":null,"abstract":"Software Development, Security, and Operations, or \"DevSecOps\", is a concept that has been implemented in the engineering domain to enable faster iteration release and increased fluidity with enhanced security. As iterations become smaller and more frequent, less risk is involved with each deployment. Reducing risk is a significant part of any engineering endeavor, particularly in the aviation domain. Of the fundamental DevSecOps elements, the meshing of teams enables more free-flowing communication. DevSecOps is also an ideal methodology for inviting change in how teams operate during product creation. A team’s interpretation of a product does not always align with the needs of end-users and their requirements. Formally bringing end-users into the feedback loop would be the logical step for amending this misalignment. One fundamental aspect is ensuring a vehicle exists to bring user feedback into the team's field of view. The solution to this is to integrate a formalized testing methodology that invokes this feedback from future users. An ideal method of accomplishing this is through a process called usability testing. This process involves inviting representative users to utilize major touchpoints and features, ensuring safety and effectivity. Usability testing is best performed \"early and often\" to allow corrective measures to be taken if needed. As the DevSecOps cycle is iterative in nature, this poses the ideal opportunity to include user-based testing, enabling user facing modifications to become more dynamically engineered and honed to the area of interest, while maintaining built-in security. By testing software and user-facing elements in multiple times within each release the team is afforded more granular insight into the holistic state of the product without negating security considerations.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"76 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":"128237223","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/ICNS50378.2020.9222856
D. Matolak, I. Guvenc, H. Mehrpouyan, Greg Carr
Over the past two years we have worked on a project for NASA’s Aeronautics Research Mission Directorate (ARMD) University Leadership Initiative (ULI) program. Our project is entitled Hyper-Spectral Communications, Networking and ATM as Foundation for Safe and Efficient Future Flight: Transcending Aviation Operational Limitations with Diverse and Secure Multi-Band, Multi-Mode, and mmWave Wireless links. For brevity we abbreviate this title HSCNA. The four-institution HSCNA project is the only ULI program to address communications and networking, and thus far has been extremely productive: we have published 10 journal papers, 54 conference papers, 2 book chapters, and multiple technical reports, with another 10-20 papers in review, and 2 patent applications. In addition to publications we are developing a dual-band radio system for flight testing in the 2020 Boeing Eco-Demonstrator program, have developed systems for assessing wideband short-range millimeter wave (mmWave) airport radio links, and systems for detection of unauthorized unmanned aircraft systems (UAS). We have also developed a future Concept of Operations (ConOps) document and are developing a simulation tool to assess gains of our HSCNA technologies when used in the National Airspace System (NAS). In this paper we summarize our project and provide example results and findings. We first provide a short overview of the ULI program and its goals within the ARMD Strategic Implementation Plan. We then describe our project’s six primary tasks, which are specifically, (i) the ConOps development; (ii) a comprehensive categorization and evaluation of current and planned communications technologies that can be used for aviation, across frequency spectrum spanning five orders of magnitude (e.g., 3 MHz HF through 100 GHz), including evaluation of performance gaps; (iii) design, development, and proof-of-concept testing of a multi-band aviation communication system; (iv) evaluation of mmWave frequency bands and technologies for use in advanced airport communication applications; (v) evaluation of RF detection of unauthorized UAS via several techniques; and, (vi) development of a simulation system to enable exploration of potential gains of these HSCNA technologies in ATM. The example results we provide include analyses, computer simulations, laboratory experiments, and field testing. We also describe plans for the final phase of our project, and discuss impacts and future work.
{"title":"Hyper-Spectral Communications and Networking for ATM: Results and Prospective Future","authors":"D. Matolak, I. Guvenc, H. Mehrpouyan, Greg Carr","doi":"10.1109/ICNS50378.2020.9222856","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222856","url":null,"abstract":"Over the past two years we have worked on a project for NASA’s Aeronautics Research Mission Directorate (ARMD) University Leadership Initiative (ULI) program. Our project is entitled Hyper-Spectral Communications, Networking and ATM as Foundation for Safe and Efficient Future Flight: Transcending Aviation Operational Limitations with Diverse and Secure Multi-Band, Multi-Mode, and mmWave Wireless links. For brevity we abbreviate this title HSCNA. The four-institution HSCNA project is the only ULI program to address communications and networking, and thus far has been extremely productive: we have published 10 journal papers, 54 conference papers, 2 book chapters, and multiple technical reports, with another 10-20 papers in review, and 2 patent applications. In addition to publications we are developing a dual-band radio system for flight testing in the 2020 Boeing Eco-Demonstrator program, have developed systems for assessing wideband short-range millimeter wave (mmWave) airport radio links, and systems for detection of unauthorized unmanned aircraft systems (UAS). We have also developed a future Concept of Operations (ConOps) document and are developing a simulation tool to assess gains of our HSCNA technologies when used in the National Airspace System (NAS). In this paper we summarize our project and provide example results and findings. We first provide a short overview of the ULI program and its goals within the ARMD Strategic Implementation Plan. We then describe our project’s six primary tasks, which are specifically, (i) the ConOps development; (ii) a comprehensive categorization and evaluation of current and planned communications technologies that can be used for aviation, across frequency spectrum spanning five orders of magnitude (e.g., 3 MHz HF through 100 GHz), including evaluation of performance gaps; (iii) design, development, and proof-of-concept testing of a multi-band aviation communication system; (iv) evaluation of mmWave frequency bands and technologies for use in advanced airport communication applications; (v) evaluation of RF detection of unauthorized UAS via several techniques; and, (vi) development of a simulation system to enable exploration of potential gains of these HSCNA technologies in ATM. The example results we provide include analyses, computer simulations, laboratory experiments, and field testing. We also describe plans for the final phase of our project, and discuss impacts and future work.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"20 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":"132656643","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/ICNS50378.2020.9222981
F. Box, L. Ribeiro, R. Snow, Angela Chen, Timothy S. Luc, Rick Niles, D. Hamrick
This paper describes a capability developed to analyze 3-dimensional (3D) whitespace opportunities for enabling spectral coexistence of a secondary radio frequency (RF) system in a frequency band with primary RF systems that must be protected against interference.The band analyzed in this study was the 960– 1164 Megahertz (MHz) segment of L-band. This band has been viewed for over a decade as a promising spectral resource for the command and control (C2) links of unmanned aircraft (UA). However, thus far there has been little if any UA system (UAS) C2 use of this band in the U.S. because of potential interference to incumbent safety-critical navigation and surveillance systems. Those systems most notably include two important classes of navigational aids (navaids): the civilian distance-measuring equipment (DME) and military tactical air navigation (TACAN) systems.In this paper we evaluate the feasibility of operating low-altitude UAS C2 links in L-band within portions of the U.S. national airspace while not causing interference to other aviation systems already using the band. Safety of the incumbent systems is assumed as the utmost priority. Preliminary results show whitespace spectrum is available in most of the U.S., with the amount of spectrum varying widely depending on location.While the 3D whitespace methodology described herein was developed for a particular band (L-band), new application (UAS C2), and set of incumbents (navaids), it could potentially be extended and generalized to other bands and use cases to identify additional opportunities for coexistence, thereby increasing overall spectral efficiency in those bands.
{"title":"Spectral Coexistence of Unmanned-Aircraft Control Links And L-Band Navaids: A 3d Whitespace Analysis","authors":"F. Box, L. Ribeiro, R. Snow, Angela Chen, Timothy S. Luc, Rick Niles, D. Hamrick","doi":"10.1109/ICNS50378.2020.9222981","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222981","url":null,"abstract":"This paper describes a capability developed to analyze 3-dimensional (3D) whitespace opportunities for enabling spectral coexistence of a secondary radio frequency (RF) system in a frequency band with primary RF systems that must be protected against interference.The band analyzed in this study was the 960– 1164 Megahertz (MHz) segment of L-band. This band has been viewed for over a decade as a promising spectral resource for the command and control (C2) links of unmanned aircraft (UA). However, thus far there has been little if any UA system (UAS) C2 use of this band in the U.S. because of potential interference to incumbent safety-critical navigation and surveillance systems. Those systems most notably include two important classes of navigational aids (navaids): the civilian distance-measuring equipment (DME) and military tactical air navigation (TACAN) systems.In this paper we evaluate the feasibility of operating low-altitude UAS C2 links in L-band within portions of the U.S. national airspace while not causing interference to other aviation systems already using the band. Safety of the incumbent systems is assumed as the utmost priority. Preliminary results show whitespace spectrum is available in most of the U.S., with the amount of spectrum varying widely depending on location.While the 3D whitespace methodology described herein was developed for a particular band (L-band), new application (UAS C2), and set of incumbents (navaids), it could potentially be extended and generalized to other bands and use cases to identify additional opportunities for coexistence, thereby increasing overall spectral efficiency in those bands.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"35 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":"130853091","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/ICNS50378.2020.9222870
P. Raju, Addam Jordan, Glenna Sowa
In 2019, the FAA demonstrated new UTM services, building upon existing UAS Traffic Management (UTM) Services. These services include the exchange of flight intent and the transmission of notifications - known as UAS Volume Reservations (UVRs) - to UAS Operators regarding air and ground activities relevant to their safe operation. The FAA collaborated with industry partners to demonstrate and integrate these UTM services to support UAS operations enabling them to become more efficient. UAS flight operations were conducted beyond visual line of sight (BVLOS) and included such applications as package delivery, a survey of distant surrounding agricultural fields report, and an inspection of power lines. Sharing UVR information allows operators to efficiently deconflict with other flights, demonstrating that these prototype services are critical in supporting UTM on a scale that will enable widespread BVLOS operations.This paper describes UTM services including operation planning, authentication and authorization, USS-USS communication, Remote Identification (RID), UVR distribution, and query requests for operation and public safety operations. The UTM Agile Capability Development Cycle is introduced in the context of broader UTM and the next steps in researching, development and implementing a future UTM ecosystem presented.
{"title":"Making a UTM Ecosystem a Reality","authors":"P. Raju, Addam Jordan, Glenna Sowa","doi":"10.1109/ICNS50378.2020.9222870","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222870","url":null,"abstract":"In 2019, the FAA demonstrated new UTM services, building upon existing UAS Traffic Management (UTM) Services. These services include the exchange of flight intent and the transmission of notifications - known as UAS Volume Reservations (UVRs) - to UAS Operators regarding air and ground activities relevant to their safe operation. The FAA collaborated with industry partners to demonstrate and integrate these UTM services to support UAS operations enabling them to become more efficient. UAS flight operations were conducted beyond visual line of sight (BVLOS) and included such applications as package delivery, a survey of distant surrounding agricultural fields report, and an inspection of power lines. Sharing UVR information allows operators to efficiently deconflict with other flights, demonstrating that these prototype services are critical in supporting UTM on a scale that will enable widespread BVLOS operations.This paper describes UTM services including operation planning, authentication and authorization, USS-USS communication, Remote Identification (RID), UVR distribution, and query requests for operation and public safety operations. The UTM Agile Capability Development Cycle is introduced in the context of broader UTM and the next steps in researching, development and implementing a future UTM ecosystem presented.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"43 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":"131986403","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/ICNS50378.2020.9223006
Thomas Schneider, B. Favennec, J. Frontera-Pons, E. Hoffman, K. Zeghal
This paper presents a method to detect Point Merge patterns from track data. Point Merge is a technique for sequencing arrival flows developed by the EUROCONTROL Experimental Centre, which is now in operation in several places around the world. The motivation for this work is to keep track of its development and the way it is used, to maintain a global picture and a repository of best practices.The method, developed iteratively, exploits geometrical information to detect Point Merge signature patterns. This procedure has been tested on the European data set (2230 airports, one month) obtaining good detection performance (8 correct detection out of 10 known implementations) in regular operation modes and false alarm or miss for low traffic conditions. Furthermore, we have analyzed a worldwide data set from FlightRadar24 (900 busiest airports, one week) that allowed to identify 3 new Point Merge implementations outside Europe, and confirmed 8 already known.Future work will focus on data-driven techniques and the use of machine learning to obtain better discriminating features and improve the pattern detection scheme. Moreover, the proposed procedure will be run over the different airports in order to maintain the list of Point Merge implementations and better understand the similarities and differences among the different usages in different locations.
{"title":"Detecting Point Merge Patterns From Track Data","authors":"Thomas Schneider, B. Favennec, J. Frontera-Pons, E. Hoffman, K. Zeghal","doi":"10.1109/ICNS50378.2020.9223006","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9223006","url":null,"abstract":"This paper presents a method to detect Point Merge patterns from track data. Point Merge is a technique for sequencing arrival flows developed by the EUROCONTROL Experimental Centre, which is now in operation in several places around the world. The motivation for this work is to keep track of its development and the way it is used, to maintain a global picture and a repository of best practices.The method, developed iteratively, exploits geometrical information to detect Point Merge signature patterns. This procedure has been tested on the European data set (2230 airports, one month) obtaining good detection performance (8 correct detection out of 10 known implementations) in regular operation modes and false alarm or miss for low traffic conditions. Furthermore, we have analyzed a worldwide data set from FlightRadar24 (900 busiest airports, one week) that allowed to identify 3 new Point Merge implementations outside Europe, and confirmed 8 already known.Future work will focus on data-driven techniques and the use of machine learning to obtain better discriminating features and improve the pattern detection scheme. Moreover, the proposed procedure will be run over the different airports in order to maintain the list of Point Merge implementations and better understand the similarities and differences among the different usages in different locations.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"100 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":"131931253","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/icns50378.2020.9222954
Kevin Long, P. Diffenderfer, Caroline Abramson, J. Carroll, Benjamin D. Marple
To support the maturation of the Federal Aviation Administration’s (FAA’s) vision for integrated departure scheduling, one must understand the departure readiness of all flights. Departure readiness data enables the creation of a strategic picture of departure demand to manage both airport surface and airspace constraints. Specifically, FAA traffic managers benefit from an accurate picture of departure demand several hours in advance to determine whether traffic management initiatives or sectorization changes are necessary. The FAA plans to improve surface traffic flow management by deploying surface scheduling and surface metering capabilities in the Terminal Flight Data Manager (TFDM) system at 27 major airports across the National Airspace System (NAS). To operate effectively, TFDM scheduling and metering will require accurate estimates of all flight operators’ departure times including general aviation (GA) flight operators (e.g., pilots, dispatchers, fleet operators). Without accurate departure readiness data, TFDM surface scheduling and metering may be less effective at managing surface congestion. Even at airports not planned to receive TFDM, accurate departure readiness will still be needed to manage airspace and surface traffic congestion effectively.
{"title":"Enabling General Aviation Departure Readiness Information Exchange","authors":"Kevin Long, P. Diffenderfer, Caroline Abramson, J. Carroll, Benjamin D. Marple","doi":"10.1109/icns50378.2020.9222954","DOIUrl":"https://doi.org/10.1109/icns50378.2020.9222954","url":null,"abstract":"To support the maturation of the Federal Aviation Administration’s (FAA’s) vision for integrated departure scheduling, one must understand the departure readiness of all flights. Departure readiness data enables the creation of a strategic picture of departure demand to manage both airport surface and airspace constraints. Specifically, FAA traffic managers benefit from an accurate picture of departure demand several hours in advance to determine whether traffic management initiatives or sectorization changes are necessary. The FAA plans to improve surface traffic flow management by deploying surface scheduling and surface metering capabilities in the Terminal Flight Data Manager (TFDM) system at 27 major airports across the National Airspace System (NAS). To operate effectively, TFDM scheduling and metering will require accurate estimates of all flight operators’ departure times including general aviation (GA) flight operators (e.g., pilots, dispatchers, fleet operators). Without accurate departure readiness data, TFDM surface scheduling and metering may be less effective at managing surface congestion. Even at airports not planned to receive TFDM, accurate departure readiness will still be needed to manage airspace and surface traffic congestion effectively.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"19 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":"124174853","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/ICNS50378.2020.9222917
Madhu Niraula
As the use of IPv6 Network and methods of aircraft air to ground connectivity will continue to increase, seamless mobility becomes more desirable and important. The current IETF Mobile IP standard relies on additional network entities for mobility management, can have poor performance, and has seen little deployment in real networks. We present an approach for the mobility solution with a true end-to-end architecture using the mixed approach. The future aviation IP mobile networks must cope up with many challenges and to cope these challenges, different standards need to be considered. Most recently Mobile IPv6 Networks has still does not present suitable architecture or mechanism that must function properly in the performance specific aviation environment. It has many challenges. The objective of this paper is to identify and discuss the challenges to the future IPv6 air to ground mobile networks and to discuss some workable solutions to these challenges. Finally, on the framework of aviation safety service communication discussion a simple but flexible network architecture is proposed. Using this flexible network architecture, we will show how the existing COTS equipment’s can be extended allowing both legacy and new applications. Performance comparison shows that mobility approach provides better mobility support with the Mobile IPv6 in terms of session continuity, packet loss, and handoff delay for upper layer protocols. We also explore how the performance base of IP protocol may not satisfactory in aviation mobile environments, due to lack of handover support and higher layer mobility management mechanisms. In this paper, we outline the most important current methods of handling mobility in IP networks that are expected to play an important role in the future aviation air to ground communication.
{"title":"Mobility Management Approach for Future Aviation Ipv6 Networks","authors":"Madhu Niraula","doi":"10.1109/ICNS50378.2020.9222917","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222917","url":null,"abstract":"As the use of IPv6 Network and methods of aircraft air to ground connectivity will continue to increase, seamless mobility becomes more desirable and important. The current IETF Mobile IP standard relies on additional network entities for mobility management, can have poor performance, and has seen little deployment in real networks. We present an approach for the mobility solution with a true end-to-end architecture using the mixed approach. The future aviation IP mobile networks must cope up with many challenges and to cope these challenges, different standards need to be considered. Most recently Mobile IPv6 Networks has still does not present suitable architecture or mechanism that must function properly in the performance specific aviation environment. It has many challenges. The objective of this paper is to identify and discuss the challenges to the future IPv6 air to ground mobile networks and to discuss some workable solutions to these challenges. Finally, on the framework of aviation safety service communication discussion a simple but flexible network architecture is proposed. Using this flexible network architecture, we will show how the existing COTS equipment’s can be extended allowing both legacy and new applications. Performance comparison shows that mobility approach provides better mobility support with the Mobile IPv6 in terms of session continuity, packet loss, and handoff delay for upper layer protocols. We also explore how the performance base of IP protocol may not satisfactory in aviation mobile environments, due to lack of handover support and higher layer mobility management mechanisms. In this paper, we outline the most important current methods of handling mobility in IP networks that are expected to play an important role in the future aviation air to ground communication.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"11 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":"128919896","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/ICNS50378.2020.9222946
David Mazel, M. Thakur, Ruben Rivera, Mike Lesmerises, B. Miller
One of the most challenging problems for air traffic control radars today is to eliminate the radar clutter produced from wind turbines over wind resource areas. Turbines produce both stationary clutter and Doppler clutter that air surveillance radars process as targets. These false targets are displayed to operators causing confusion and added workload. Furthermore, wind resource areas are expected to continue to grow in the size of the turbines (taller with wider blade diameters) and in land coverage use. One method to alleviate this clutter is the use of infill radars to surveil wind resource areas and thereby supplement current radar coverage. In this paper we introduce the successful Travis Pilot Mitigation Project which explored the use of infill radars for mitigation of this clutter.This recently completed project successfully integrated two primary-only infill radars along with an operational DASR radar into an existing air traffic automation system (STARS—Standard Terminal Automation Replacement System). This integration permits primary only infill radars to simultaneously detect dark targets over the wind resource area along with the operational DASR. These radars feed STARS which then presents fused tracks to an air traffic control operator. In this paper we detail the integration process necessary to achieve this feat which was initially thought impossible to do. We detail how STARS was adapted to each radar to tune its tracking filters for best results. We show the flight patterns used to stress the radars, an example of STARS tracking, and overall results of the integration. Our work is propelling infill radars to further expansion in the National Air Space (NAS) and we show how that came to be.
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