Pub Date : 2020-09-01DOI: 10.1109/ICNS50378.2020.9222956
Chen Zhong, Ziyi Zhao, Chen Luo, M. Cenk Gursoy, Qinru Qiu, Carlos Caicedo, Franco Basti, A. Solomon
Unmanned Aircraft Systems (UAS) operations are changing the way aviation and commerce are conducted today. Until recently, for civil aviation commercial operations, nearly all UAS operations are conducted within visual line of sight (VLOS). However, this severely limits the economic benefits that can be realized by the use of these unmanned, and someday, autonomous systems.Beyond visual line of sight (BVLOS) operations require much more capabilities for the operator to rely on and for the general public to condone and be comfortable with. BVLOS operations rely on ground and platform technologies all with varying states of maturity. In this paper, we focus on the interaction between the UAS operator / Remote Pilot in Command (RPIC) to maintain a continuous Command & Control (C2) link with its unmanned aircraft. There must be a reliable, robust, infrastructure in place to enable operators to fly beyond visual range. In areas with sparse communications network coverage, various communication technologies such as LTE and satellite are expected to be utilized in combination to provide C2 connectivity. However, resources for communication links can be saturated, depending on the available spectrum and activity within each network (LTE, Satellite).UAS Traffic Management (UTM) may ultimately be a pay-for-use service. UTM providers will certainly rely on commercial mobile networks for data communications services and guaranteeing quality of service. Use of communication services can be costly so they must consider implementing a cost- benefit analysis to determine service profitability based on number of service missions, mission type, distribution of missions over an area, and cost of use of each communication resource so that adequate price points can be set for its customers’ service missions.Using a combination of cost modeling and agent- based simulation, one can define many UTM operation scenarios with different parameters such as LTE service coverage area distributions that can be analyzed to determine when LTE communication channels are lost in order to switch to a secondary satellite link to re-establish a C2 connectivity. In this paper, we develop a cost model based on these parameters and a simulation methodology that is envisaged to help UAV fleet operators to manage and price their services while ensuring that BVLOS operations maintain C2 connectivity via a combination of communication technologies.
{"title":"A Cost-Benefit Analysis to Achieve Command and Control (C2) Link Connectivity for Beyond Visual Line of Sight (BVLOS) Operations","authors":"Chen Zhong, Ziyi Zhao, Chen Luo, M. Cenk Gursoy, Qinru Qiu, Carlos Caicedo, Franco Basti, A. Solomon","doi":"10.1109/ICNS50378.2020.9222956","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222956","url":null,"abstract":"Unmanned Aircraft Systems (UAS) operations are changing the way aviation and commerce are conducted today. Until recently, for civil aviation commercial operations, nearly all UAS operations are conducted within visual line of sight (VLOS). However, this severely limits the economic benefits that can be realized by the use of these unmanned, and someday, autonomous systems.Beyond visual line of sight (BVLOS) operations require much more capabilities for the operator to rely on and for the general public to condone and be comfortable with. BVLOS operations rely on ground and platform technologies all with varying states of maturity. In this paper, we focus on the interaction between the UAS operator / Remote Pilot in Command (RPIC) to maintain a continuous Command & Control (C2) link with its unmanned aircraft. There must be a reliable, robust, infrastructure in place to enable operators to fly beyond visual range. In areas with sparse communications network coverage, various communication technologies such as LTE and satellite are expected to be utilized in combination to provide C2 connectivity. However, resources for communication links can be saturated, depending on the available spectrum and activity within each network (LTE, Satellite).UAS Traffic Management (UTM) may ultimately be a pay-for-use service. UTM providers will certainly rely on commercial mobile networks for data communications services and guaranteeing quality of service. Use of communication services can be costly so they must consider implementing a cost- benefit analysis to determine service profitability based on number of service missions, mission type, distribution of missions over an area, and cost of use of each communication resource so that adequate price points can be set for its customers’ service missions.Using a combination of cost modeling and agent- based simulation, one can define many UTM operation scenarios with different parameters such as LTE service coverage area distributions that can be analyzed to determine when LTE communication channels are lost in order to switch to a secondary satellite link to re-establish a C2 connectivity. In this paper, we develop a cost model based on these parameters and a simulation methodology that is envisaged to help UAV fleet operators to manage and price their services while ensuring that BVLOS operations maintain C2 connectivity via a combination of communication technologies.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"39 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":"124032945","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/ICNS50378.2020.9222950
I. Gheorghisor, Angela Chen, L. Globus, Timothy S. Luc, P. Schrader
This paper describes a research approach and initial results on the potential use of the fourth-generation (4G) Long Term Evolution (LTE) wireless network architecture and its fifth-generation (5G) evolution for specific aeronautical communications. A modeling and simulation (M&S) framework that MITRE developed was used to support the technical analyses performed as part of this research effort.Our research is focused on understanding how the performance of LTE-based networks, developed for terrestrial use, will be affected by the introduction of small Unmanned Aircraft (UA). The integration of small UA (sUA) and terrestrial users within the same network could be challenging because of their different communications needs and mobility characteristics.A rapidly increasing number of UA Systems (UAS) operators, especially operators of small UAS (sUAS), are requesting access to the U.S. National Airspace System (NAS) for complex UA operations beyond the visual line of sight (VLOS) of the remote pilot in command. To safely support such large-scale, beyond-VLOS (BVLOS) operations, reliable UAS command and control (C2) solutions are needed.This paper describes use case scenarios, analysis methodologies, and results of our analyses on the use of LTE to support sUAS operations. Results are presented for sUA C2 links in rural and urban environments, which have markedly different radio signal propagation characteristics. Also presented and analyzed are scenarios involving wide geographic areas with both sUA and terrestrial users sharing the resources of an LTE-based network. In addition, a few 5G network architecture considerations are discussed in the context of our research.
{"title":"Reliable 4G/5G-Based Communications in the National Airspace: a UAS C2 use case","authors":"I. Gheorghisor, Angela Chen, L. Globus, Timothy S. Luc, P. Schrader","doi":"10.1109/ICNS50378.2020.9222950","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222950","url":null,"abstract":"This paper describes a research approach and initial results on the potential use of the fourth-generation (4G) Long Term Evolution (LTE) wireless network architecture and its fifth-generation (5G) evolution for specific aeronautical communications. A modeling and simulation (M&S) framework that MITRE developed was used to support the technical analyses performed as part of this research effort.Our research is focused on understanding how the performance of LTE-based networks, developed for terrestrial use, will be affected by the introduction of small Unmanned Aircraft (UA). The integration of small UA (sUA) and terrestrial users within the same network could be challenging because of their different communications needs and mobility characteristics.A rapidly increasing number of UA Systems (UAS) operators, especially operators of small UAS (sUAS), are requesting access to the U.S. National Airspace System (NAS) for complex UA operations beyond the visual line of sight (VLOS) of the remote pilot in command. To safely support such large-scale, beyond-VLOS (BVLOS) operations, reliable UAS command and control (C2) solutions are needed.This paper describes use case scenarios, analysis methodologies, and results of our analyses on the use of LTE to support sUAS operations. Results are presented for sUA C2 links in rural and urban environments, which have markedly different radio signal propagation characteristics. Also presented and analyzed are scenarios involving wide geographic areas with both sUA and terrestrial users sharing the resources of an LTE-based network. In addition, a few 5G network architecture considerations are discussed in the context of our research.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"1858 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":"129894107","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/ICNS50378.2020.9223007
Ray Young
The New York Griffiss Unmanned Aircraft Systems (UAS) Test Site is a designated Federal Aviation Administration (FAA) national UAS test site. With an integrated UAS test facility and airspace covering around 7,000 square miles over central and northern New York State, the test site mission is to promote safe UAS integration into civil airspace through UAS test operations, together with collection and analysis of air traffic surveillance data.Following legislation passed by the U.S. Congress in 2012, the FAA selected New York in 2013 from among 25 applicants as a national UAS flight test site. The FAA noted that the New York planned "to work on developing test and evaluation as well as verification and validation processes under FAA safety oversight." The FAA role for New York was research on "sense and avoid capabilities for UAS and to aid in researching the complexities of integrating UAS into congested northeast airspace."This paper describes the test range data collection and instrumentation capability, employing multiple ground-based air traffic sensors to track both cooperative and noncooperative manned aircraft. Sensors include wide area multilateration (WAM or MLAT), ADS-B, and 3-D primary radars.The original test site concept was to support development of RTCA minimum operational performance standards (MOPS) for ground-based radar air traffic surveillance systems. RTCA standards in this area apply to ability of unmanned aircraft (UA) to remain well clear of and avoid collisions with manned aircraft. The test range would become a proof-of-concept for future ground-based detect and avoid (GBDAA) systems for UAS beyond visual line-of-sight (BVLOS) operations in the airport terminal area and in transition to enroute airspace.In 2015, the New York UAS test range started to support NASA UAS Traffic Management (UTM). This required adding an ability for UAS remote pilots to detect and remain well clear of, not only manned aircraft, but also small UAS operating below 400 ft. above ground level (AGL).A major step in 2016 was a $30 million New York State award to develop a 50-mile Rome to Syracuse New York UTM corridor. The grant, along with state financial support for unmanned and connected systems development, enabled investment in a five-year program for air traffic surveillance, data collection, cyberphysical security, safety risk management, and commercialization.Working with NASA and FAA through succeeding UTM Capability Level demonstrations from 2017 to 2019, New York prepared a foundation to go beyond demonstrations and build a versatile and long-life UTM systems integration and operational testbed covering a wide geographic area.The paper reports on New York UAS Test Site development and lists challenges into the mid-2020s for unmanned applications, focusing on UTM evolution and UTM’s contribution to safe UAS integration into the NAS.
{"title":"UTM Evolution Into the 2020S – New York as a Case Study","authors":"Ray Young","doi":"10.1109/ICNS50378.2020.9223007","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9223007","url":null,"abstract":"The New York Griffiss Unmanned Aircraft Systems (UAS) Test Site is a designated Federal Aviation Administration (FAA) national UAS test site. With an integrated UAS test facility and airspace covering around 7,000 square miles over central and northern New York State, the test site mission is to promote safe UAS integration into civil airspace through UAS test operations, together with collection and analysis of air traffic surveillance data.Following legislation passed by the U.S. Congress in 2012, the FAA selected New York in 2013 from among 25 applicants as a national UAS flight test site. The FAA noted that the New York planned \"to work on developing test and evaluation as well as verification and validation processes under FAA safety oversight.\" The FAA role for New York was research on \"sense and avoid capabilities for UAS and to aid in researching the complexities of integrating UAS into congested northeast airspace.\"This paper describes the test range data collection and instrumentation capability, employing multiple ground-based air traffic sensors to track both cooperative and noncooperative manned aircraft. Sensors include wide area multilateration (WAM or MLAT), ADS-B, and 3-D primary radars.The original test site concept was to support development of RTCA minimum operational performance standards (MOPS) for ground-based radar air traffic surveillance systems. RTCA standards in this area apply to ability of unmanned aircraft (UA) to remain well clear of and avoid collisions with manned aircraft. The test range would become a proof-of-concept for future ground-based detect and avoid (GBDAA) systems for UAS beyond visual line-of-sight (BVLOS) operations in the airport terminal area and in transition to enroute airspace.In 2015, the New York UAS test range started to support NASA UAS Traffic Management (UTM). This required adding an ability for UAS remote pilots to detect and remain well clear of, not only manned aircraft, but also small UAS operating below 400 ft. above ground level (AGL).A major step in 2016 was a $30 million New York State award to develop a 50-mile Rome to Syracuse New York UTM corridor. The grant, along with state financial support for unmanned and connected systems development, enabled investment in a five-year program for air traffic surveillance, data collection, cyberphysical security, safety risk management, and commercialization.Working with NASA and FAA through succeeding UTM Capability Level demonstrations from 2017 to 2019, New York prepared a foundation to go beyond demonstrations and build a versatile and long-life UTM systems integration and operational testbed covering a wide geographic area.The paper reports on New York UAS Test Site development and lists challenges into the mid-2020s for unmanned applications, focusing on UTM evolution and UTM’s contribution to safe UAS integration into the NAS.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"12 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":"128469205","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/ICNS50378.2020.9222912
Larry D. Nace
Current FAA strategic objectives include a migration to Trajectory Based Operations (TBO) with the integration of time-based management data and tools to increase efficiencies and reduce operating costs within the National Airspace System (NAS). Under TBO, integration across various FAA systems will take on greater importance than ever. To ensure the security of this integration without impacting data and tool availability, the FAA should consider adopting a Zero Trust Framework (ZTF) into the NAS.ZTF was founded on the belief that strong boundary security protections alone (traditionally referred to as the castle-moat approach) were no longer adequate to protecting critical data from outside threats and, with ever-evolving threat sophistication, contamination within a network perimeter is assumed to already exist (see Figure 1).To address this, theorists developed a framework where trust is controlled and applied to all internal network devices, users, and applications in what was termed a "Never Trust; Always Verify" approach to distinguish the authorized from the unauthorized elements wanting to access network data.To secure achievement of TBO objectives and add defensive depth to counter potential insider threats, the FAA must consider implementing a hybrid approach to the ZTF theory. This would include continued use of existing boundary protections provided by the FAA Telecommunications Infrastructure (FTI) network, with the additional strength afforded by the application of ZTF, in what is called the NAS Zero Trust eXtended (ZTX) platform.This paper discusses a proposal to implement a hybrid ZTX approach to securing TBO infrastructure and applications in the NAS.
{"title":"Securing Trajectory based Operations Through a Zero Trust Framework in the NAS","authors":"Larry D. Nace","doi":"10.1109/ICNS50378.2020.9222912","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222912","url":null,"abstract":"Current FAA strategic objectives include a migration to Trajectory Based Operations (TBO) with the integration of time-based management data and tools to increase efficiencies and reduce operating costs within the National Airspace System (NAS). Under TBO, integration across various FAA systems will take on greater importance than ever. To ensure the security of this integration without impacting data and tool availability, the FAA should consider adopting a Zero Trust Framework (ZTF) into the NAS.ZTF was founded on the belief that strong boundary security protections alone (traditionally referred to as the castle-moat approach) were no longer adequate to protecting critical data from outside threats and, with ever-evolving threat sophistication, contamination within a network perimeter is assumed to already exist (see Figure 1).To address this, theorists developed a framework where trust is controlled and applied to all internal network devices, users, and applications in what was termed a \"Never Trust; Always Verify\" approach to distinguish the authorized from the unauthorized elements wanting to access network data.To secure achievement of TBO objectives and add defensive depth to counter potential insider threats, the FAA must consider implementing a hybrid approach to the ZTF theory. This would include continued use of existing boundary protections provided by the FAA Telecommunications Infrastructure (FTI) network, with the additional strength afforded by the application of ZTF, in what is called the NAS Zero Trust eXtended (ZTX) platform.This paper discusses a proposal to implement a hybrid ZTX approach to securing TBO infrastructure and applications in the NAS.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"5 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":"129230009","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/ICNS50378.2020.9222913
Xiao-Bing Hu
Despite of the success of artificial intelligent (AI) methods in many domains, there is big dilemma for AI when applying to air traffic management (ATM). That is AI researchers have long stated their AI methods are effective and reliable enough to handle many ATM problems, while human controllers still refuse to adopt such AI methods. We believe the dilemma is not about whether AI methods is effective or reliable enough, but about why human controllers should be replaced by AI methods. In other words, as long as an AI method aims to compete and replace human controllers, it will be confronted with the difficulty of not being accepted by human controllers. To address this dilemma, this paper proposes a new thinking about applying AI methods, i.e., an AI method should be developed in such a way of assisting human controllers, but never in the way of competing and replacing human controllers. This new thinking is called human-machine coevolutionary intelligence (HMCEI). A methodological framework of HMCEI is further developed for decision-making support of ATM, in order to demonstrate the concept of HMCEI is practicably possible.
{"title":"A Methodological Framework of Human-Machine Co-Evolutionary Intelligence for Decision-Making Support of ATM","authors":"Xiao-Bing Hu","doi":"10.1109/ICNS50378.2020.9222913","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222913","url":null,"abstract":"Despite of the success of artificial intelligent (AI) methods in many domains, there is big dilemma for AI when applying to air traffic management (ATM). That is AI researchers have long stated their AI methods are effective and reliable enough to handle many ATM problems, while human controllers still refuse to adopt such AI methods. We believe the dilemma is not about whether AI methods is effective or reliable enough, but about why human controllers should be replaced by AI methods. In other words, as long as an AI method aims to compete and replace human controllers, it will be confronted with the difficulty of not being accepted by human controllers. To address this dilemma, this paper proposes a new thinking about applying AI methods, i.e., an AI method should be developed in such a way of assisting human controllers, but never in the way of competing and replacing human controllers. This new thinking is called human-machine coevolutionary intelligence (HMCEI). A methodological framework of HMCEI is further developed for decision-making support of ATM, in order to demonstrate the concept of HMCEI is practicably possible.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"135 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":"127372802","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/ICNS50378.2020.9222871
E. Israel, W. Justin Barnes, Leland Smith
The design of instrument flight procedures (IFPs) is currently a manual process that is aided by automated application of IFP criteria to candidate designs. As the National Airspace System (NAS) transitions to performance-based navigation (PBN), these procedures, and their construction logic, are becoming increasingly complex. Today, procedure designers must manually balance input from a wide range of stakeholders, which can be a lengthy and suboptimal process.This paper describes a system to augment the capabilities of procedure designers by automating the design of optimal instrument flight procedures. This can be achieved by combining existing IFP criteria automation capabilities with optimization algorithms and large-scale compute resources and would improve the efficiency of the IFP design process across several common use cases. A proof-of-concept of an automated IFP design suggestion capability was developed and successfully generated valid IFPs in several challenging scenarios, proving the feasibility of the concept. Such a system has the potential to reduce the amount of time needed to implement a new or modified procedure, resulting in a more agile NAS that is more responsive to stakeholder objectives.
{"title":"Automating the Design of Instrument Flight Procedures","authors":"E. Israel, W. Justin Barnes, Leland Smith","doi":"10.1109/ICNS50378.2020.9222871","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9222871","url":null,"abstract":"The design of instrument flight procedures (IFPs) is currently a manual process that is aided by automated application of IFP criteria to candidate designs. As the National Airspace System (NAS) transitions to performance-based navigation (PBN), these procedures, and their construction logic, are becoming increasingly complex. Today, procedure designers must manually balance input from a wide range of stakeholders, which can be a lengthy and suboptimal process.This paper describes a system to augment the capabilities of procedure designers by automating the design of optimal instrument flight procedures. This can be achieved by combining existing IFP criteria automation capabilities with optimization algorithms and large-scale compute resources and would improve the efficiency of the IFP design process across several common use cases. A proof-of-concept of an automated IFP design suggestion capability was developed and successfully generated valid IFPs in several challenging scenarios, proving the feasibility of the concept. Such a system has the potential to reduce the amount of time needed to implement a new or modified procedure, resulting in a more agile NAS that is more responsive to stakeholder objectives.","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":"127376134","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 : 2020-04-27DOI: 10.1109/ICNS50378.2020.9223003
M. C. Ertürk, Honeywell Aerospace, WA Nozhan Hosseini, Hosseinali Jamal, Alphan ¸Sahin, D. Matolak, J. Haque
Urban air mobility (UAM) is a concept for creating an airborne transportation system that operates in urban settings with an on-board pilot and/or remote pilot in command (RPIC), or with a fully autonomous architecture. Although the passenger traffic will be mostly in and near urban environments, UAM is also being considered for air cargo, perhaps between cities. Such capability is pushing the current communication, navigation and surveillance (CNS) / air traffic management (ATM) systems that were not designed to support these types of aviation scenarios. The UAM aircraft will be operating in a congested environment, where CNS and ATM systems need to provide integrity, robustness, security, and very high availability for safety of UAM operations while evolving. As UAM is under research by academia and government agencies, the industry is driving technology towards aircraft prototypes. Critical UAM requirements are derived from command and control (C2) (particularly for RPIC scenario), data connectivity for passengers and flight systems, unmanned aircraft systems (UAS) to UAS communication to avoid collision, and data exchange for positioning and surveillance. In this paper, we study connectivity challenges and present requirements towards a robust UAM architecture through its concept of operations. In addition, we review the existing/potential CNS technologies towards UAM, i.e., 3rd generation partnership project (3GPP) fifth generation (5G) new radio (NR), navigation detect & avoid (DAA), and satellite systems and present conclusions on a future road-map for UAM CNS architecture.
{"title":"Requirements And Technologies Towards Uam: Communication, Navigation, And Surveillance","authors":"M. C. Ertürk, Honeywell Aerospace, WA Nozhan Hosseini, Hosseinali Jamal, Alphan ¸Sahin, D. Matolak, J. Haque","doi":"10.1109/ICNS50378.2020.9223003","DOIUrl":"https://doi.org/10.1109/ICNS50378.2020.9223003","url":null,"abstract":"Urban air mobility (UAM) is a concept for creating an airborne transportation system that operates in urban settings with an on-board pilot and/or remote pilot in command (RPIC), or with a fully autonomous architecture. Although the passenger traffic will be mostly in and near urban environments, UAM is also being considered for air cargo, perhaps between cities. Such capability is pushing the current communication, navigation and surveillance (CNS) / air traffic management (ATM) systems that were not designed to support these types of aviation scenarios. The UAM aircraft will be operating in a congested environment, where CNS and ATM systems need to provide integrity, robustness, security, and very high availability for safety of UAM operations while evolving. As UAM is under research by academia and government agencies, the industry is driving technology towards aircraft prototypes. Critical UAM requirements are derived from command and control (C2) (particularly for RPIC scenario), data connectivity for passengers and flight systems, unmanned aircraft systems (UAS) to UAS communication to avoid collision, and data exchange for positioning and surveillance. In this paper, we study connectivity challenges and present requirements towards a robust UAM architecture through its concept of operations. In addition, we review the existing/potential CNS technologies towards UAM, i.e., 3rd generation partnership project (3GPP) fifth generation (5G) new radio (NR), navigation detect & avoid (DAA), and satellite systems and present conclusions on a future road-map for UAM CNS architecture.","PeriodicalId":424869,"journal":{"name":"2020 Integrated Communications Navigation and Surveillance Conference (ICNS)","volume":"2012 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2020-04-27","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121504763","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}
京公网安备 11010802042870号
京ICP备2023020795号-1
扫码关注我们
求助内容：
应助结果提醒方式：