2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)最新文献

{"title":"sUAS Swarm Navigation using Inertial, Range Radios and Partial GNSS","authors":"M. U. de Haag, Svenja Huschbeck, Joel Huff","doi":"10.1109/DASC43569.2019.9081793","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081793","url":null,"abstract":"Small Unmanned Aerial Systems (sUAS) operations are increasing in demand and complexity. Using multiple cooperative sUAS (i.e. a swarm) can be beneficial and is sometimes necessary to perform certain tasks (e.g., precision agriculture, mapping, surveillance) either independent or collaboratively. However, controlling the flight of multiple sUAS autonomously and in real-time in a challenging environment in terms of obstacles and navigation requires highly accurate absolute and relative position and velocity information for all platforms in the swarm. This information is also necessary to effectively and efficiently resolve possible collision encounters between the sUAS. In our swarm, each platform is equipped with a Global Navigation Satellite System (GNSS) sensor, an inertial measurement unit (IMU), a baro-altimeter and a relative range sensor (range radio). When GNSS is available, its measurements are tightly integrated with IMU, baro-altimeter and range-radio measurements to obtain the platform's absolute and relative position. When GNSS is not available due to external factors (e.g., obstructions, interference), the position and velocity estimators switch to an integrated solution based on IMU, baro and relative range measurements. This solution enables the system to maintain an accurate relative position estimate, and reduce the drift in the swarm's absolute position estimate as is typical of an IMU-based system. Multiple multi-copter data collection platforms have been developed and equipped with GNSS, inertial sensors and range radios, which were developed at Ohio University. This paper outlines the underlying methodology, the platform hardware components (three multi-copters and one ground station) and analyzes and discusses the performance using both simulation and sUAS flight test data.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"39 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127407597","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}

{"title":"Improving Climb Performance Prediction in Air Traffic Control with Machine Learning and Full Flight Simulator Verification","authors":"M. Poppe, T. Pütz, R. Scharff","doi":"10.1109/DASC43569.2019.9081735","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081735","url":null,"abstract":"A deep feedforward network has been used to predict the flight level with look ahead time up to six minutes for climbing flights. Representing features were developed from operational Mode S Enhanced Surveillance data. In parallel, using certified A340 and A319 Full Flight Simulators, complete climb profiles from Take Off to Top of Climb have been recorded. Certain parameters were modified, e.g. Take Off weight or head- and tailwind conditions. The features from the Full Flight Simulator were fed to the neural network which has been trained with the operational data. The predictions of the flight level in both cases are compared. Because the parameters in the simulator were known and controlled, it allows us to infer the settings of the operational traffic and to improve the features by adding wind information and recognizing the acceleration phase.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"135 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127345592","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}

{"title":"Image-Derived Ground Visibility for Aviation (Pilot Study)","authors":"Daniela Kratchounova, D. Newton, R. Hood","doi":"10.1109/DASC43569.2019.9081722","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081722","url":null,"abstract":"Including a crowd in the weather-sensing loop has the potential for improving the availability of weather observations to Alaska's widely dispersed airfields where essential weather data sets are currently not available. One method of virtually expanding the existing weather-sensing infrastructure, at least in part, would be to pair the images taken by the large network of aviation weather cameras installed in Alaska with crowdsourced estimates of ground visibility11FAA 14 CFR 1.1 defines ground visibility as the prevailing horizontal visibility near the earth's surface as reported by the United States National Weather Service or an accredited observer [1]. derived from those images. In 2018, the Civil Aerospace Medical Institute (CAMI) conducted a pilot study of image-based ground visibility utilizing CAMI's cloud-based research platform at https://cbtopsatcami.faa.gov. The goal of this exploratory research was twofold. First, make observations about the behavior of the different image-based and non-image-based visibility models across different weather conditions during daytime at airfields where a traditional weather sensor is collocated with an aviation weather-camera installation and on-staff expert human weather-observers. Second, survey the viability of deriving ground visibility from Alaska's weather camera network via crowdsourcing in applied settings. The models' behavior was examined using daily time-series plots. The recommendations for future research are founded on the observations of the models' behavior, participation rates and feedback from the pilot and expert human observer's communities.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"63 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130004052","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}

{"title":"The Apollonian paradigm in Cockpit and Ground-based Pilot Display Design","authors":"N. Fulton, Grace S. Garden, Brendan Williams, E. Theunissen","doi":"10.1109/DASC43569.2019.9081694","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081694","url":null,"abstract":"The design of aircraft Detect and Avoid (DAA) systems is critical to enabling Unmanned Aircraft Systems (UAS) greater access to nonsegregated airspace and has the potential to enhance the safety of conventionally piloted aircraft operations. Existing approaches to the “avoid” component of DAA use a sampling approach to determine the range of trajectories (based on a hazard zone) that must be avoided. In at least one existing DAA display, to inform the pilot about the location of the hazard zone the space where DAA Well Clear (DWC) is predicted to be lost is depicted. The abstractness of such a visualization may make it difficult to reconstitute operational reasoning behind the rendering and means the validation of the depicted heading guidance and hazard zone is limited to the cases simulated. Geometric models are part of the suite of fundamental mathematical analyses required to specify cue design and presentation for cockpit displays. In a complementary approach to simulation methods the Apollonian Circles have been shown to have a direct application to the design of DAA systems with the potential to enhance, through this geometric construction, the specification, robustness, and safety of all proximate aircraft operations. The property that, for a constant speed ratio, the locus of all collision points lie on the Apollonius Circle in the 2D conflict plane, has been used to explore an augmentation concept for DAA cockpit displays that are based on conflict probing. The conflict probe underlying the horizontal guidance is derived from all spatial locations where ownship (ownaircraft) is predicted to lose DWC as defined in RTCA DO-365. Color-coded heading bands indicate whether the time until the DWC boundary is crossed has decreased below the Corrective (yellow) or Warning (red) threshold. Should the intruder be maneuvering at the time of a DAA Warning Alert, uncertainty regarding intruder intent may require a pilot to reverse the direction of a horizontal maneuver that was initiated at the moment the Warning Alert was declared. The underlying cause is that the heading guidance bands answer the question “What if ownship were flying in this direction?” assuming the reported intruder track is maintained and that neither intent nor turn-rate is available. To be able to anticipate the result of an intruder maneuver, an obvious follow-on question is “How do the heading guidance bands change as a function of a changing intruder track?”. Whereas with the conflict probe display the possible point of collision (PPC) results from ownship tracks tested against the reported intruder track, the Apollonius Circle allows the PPCs for other intruder directions and the associated ownship track to be analytically determined. In this paper we also extend the Apollonius Circle paradigm to include the Apollonian Circles being a geometric construction comprised of two families (pencils) of coaxal circles each with collinear centers and each with a radical axis. The f","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"15 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126689783","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}

{"title":"Conflict-Aware Flight Planning for Avoiding Near Mid-Air Collisions","authors":"S. Paul, S. Patterson, Carlos A. Varela","doi":"10.1109/DASC43569.2019.9081658","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081658","url":null,"abstract":"We present a novel conflict-aware flight planning approach that avoids the possibility of near mid-air collisions (NMACs) in the flight planning stage. Our algorithm computes a valid flight-plan for an aircraft (ownship) based on a starting time, a set of discrete way-points in 3D space, discrete values of ground speed, and a set of available flight-plans for traffic aircraft. A valid solution is one that avoids loss of standard separation with available traffic flight-plans. Solutions are restricted to permutations of constant ground speed and constant vertical speed for the ownship between consecutive way-points. Since the course between two consecutive way-points is not changed, this strategy can be used in situations where vertical or lateral constraints due to terrain or weather may restrict deviations from the original flight-plan. This makes our approach particularly suitable for unmanned aerial systems (UAS) integration into urban air traffic management airspace. Our approach has been formally verified using the Athena proof assistant. Our work, therefore, complements the state-of-the-art pairwise tactical conflict resolution approaches by enabling an ownship to generate strategic flight-plans that ensure standard separation with multiple traffic aircraft, while conforming to possible restrictions on deviation from its flight path.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"94 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126236845","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}

{"title":"A Comparative Study of Two Complex Ontologies in Air Traffic Management","authors":"E. Gringinger, R. Keller, A. Vennesland, C. Schuetz, B. Neumayr","doi":"10.1109/DASC43569.2019.9081790","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081790","url":null,"abstract":"Over the past 25 years, multiple different data models have been introduced to standardize information management and facilitate data exchange and integration in the aviation domain. As a next step in the evolution of aviation data management, ontologies capturing the semantics (concepts, properties, and relationships) have been produced based on those models. In this paper, we describe a study comparing two recently released and independently-developed complex ontologies focused on Air Traffic Management (ATM) - the NASA ATM Ontology and an ontology derived from the ATM Information Reference Model. We develop a methodology for manually comparing two ontologies and identifying what we describe as exact, light, and mismatches between concepts in the two ontologies. We also describe a classification scheme that characterizes mismatches in terms of the general reason for the mismatch. This approach can be applied to improve existing ATM ontologies and foster interoperability, which will benefit aviation stakeholders.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116153441","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}

{"title":"Cyber Security Concerns Regarding Federated, Partly IMA and Full IMA Implementations","authors":"Arman Uncu, Serdar Üzümcü, A. A. Mert","doi":"10.1109/DASC43569.2019.9081614","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081614","url":null,"abstract":"Integrated Modular Avionics implementations are increasing in modern aircraft systems against the usage of federated architecture. The reduction of amount of LRU's (Line Replace Units) in the aircraft platform system gives the advantage of reduced recurring costs, reduced logistic and maintenance cost. Reduced number of equipment has also weight and size saving which is very important for avionic developments. On the other hand the IMA implementation cause to an increased complexity with higher level of integration and more abstraction of the functions. In federated architecture implementation each function is deployed on its own computer. The integration of functions on dedicated boards within one equipment, called here as partly IMA implementation, has the advantage of a very good functional segregation, but some overall concepts needs to be clarified such as equipment power reset which will be more complex than the federated architecture. It has also the advantage that on each board the RTOS can be selected indepently. On the standard IMA execution, called here as full IMA implementation each function is deployed on its own partition, but the usage of share resources have to be clarified. Due to the IMA standard time and space segregation is guaranteed from other functions of the core. Cyber attacks can target any subsystem in the aircraft which includes software and could lead to catastrophic failures. Examples of functions enabled by software include powering a system on and off, maintaining cabin pressure level, or controlling attitude. An attacker could potentially manipulate data in these systems. The cyber-attack potentials for different architectures as federated, partly and full IMA systems differs as well as the countermeasure mechanism. For federated architecture systems the manipulation of transmitted data over the data busses could lead to a malfunction in the system. To prevent such manipulation different sensor information from different sources and data busses could be used, but this will increase LRU amount and cabling weight. A denial of service attack could prevent use of information of the network data. The partly IMA concept is more robust regarding the manipulation of transmitted data. Due to the availability of selection of RTOS possible a higher number of different OS could be used, which increase the number of exploits and possible attacks. Within the full IMA concept, where third party applications are used, the injection of malware which leads to manipulation of the scheduling mechanism could effect the whole system operation. A common way to detect such an attack is to review logs of system activity looking for unusual occurrences.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"37 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121236541","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}

{"title":"Empirical Bounds of Multicore Cache Interference for Real-Time Schedulability Analysis","authors":"Srini Srinivasan, R. Kegley, M. Gerhardt, R. Hilliard, J. Preston, Clifford Granger, S. Drager, Matthew Anderson, Richard Rosa, Alan Charsagua, Rin Ha, Nithya Srinivasan","doi":"10.1109/DASC43569.2019.9081787","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081787","url":null,"abstract":"Multicore processors offer significant advantages of weight, power, and space to embedded real-time developers, making their adoption almost inevitable. Also, system sustainability and economies of scale will increasingly make multicore devices indispensable. However, predictability of performance, specifically, establishing realistic upper bounds on execution time for schedulability analysis is a significant challenge to certification. This paper describes a methodology for empirically establishing a reasonable, high-confidence upper bound for cache interference effects in the context of engineering practices commonly used in certifiable real-time systems.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"16 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"121657426","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}

{"title":"Integrated Application of the Collaborative Trajectory Options Program","authors":"Philip J. Smith, M. Evans, A. Spencer, Robert Hoffman, T. Myers, B. Hackney, R. Kicinger","doi":"10.1109/DASC43569.2019.9081801","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081801","url":null,"abstract":"This paper presents use cases for a Concept of Operations (CONOPS) to support more effective pre-departure reroutes in order to reduce departure delays. It describes three different use cases characterizing the use of the Collaborative Trajectory Options Program (CTOP) [1] to manage traffic flows in order to deal with convective weather impacting departures. The first illustrates how CTOP could be used as a replacement for the use of Playbook plays, supporting a more surgical approach to deal with an en route convective weather constraint. The second illustrates how CTOP could be used for the tactical management of departures from a single airport, indicating how it could be integrated with TBFM, PDRR and airport surface management. The third use case provides a detailed example of an interaction design to support the planning of a CTOP Traffic Management Initiative (TMI) focusing on the management of departures in an integrated manner from a number of departure airports. In the discussion of the third use case, a prototype interface is presented to indicate requirements for the supporting interaction design.","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"114 ","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114000523","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}

{"title":"Potential Hazardous Elements Mining for Task Synthesis Safety Analysis in IMA System","authors":"Miao Wang, Yibo Liu, Gang Xiao, Guoqing Wang","doi":"10.1109/DASC43569.2019.9081736","DOIUrl":"https://doi.org/10.1109/DASC43569.2019.9081736","url":null,"abstract":"Integrated avionics system supports the optimized integration organizing process which is based on task synthesis, function fusion and physical integration. Task synthesis achieves system task organization optimization and improves task system application efficiency based on application requirements of aircraft mission system. Although it can improve task efficiency, it meanwhile causes such problems that it is hard to confirm failure state and diagnose failure constitution. Therefore, as application layer, task synthesis safety is very significant for integrated avionics system. In this paper, we propose a new differential bicluster mining algorithm: DFCluster, to mine potential hazardous elements or initialing mechanism in two function-resource matrixes for task synthesis safety analysis. In order to mine efficiently, we design several pruning techniques for generating maximal biclusters without candidate maintenance. We use a simple experiment to show how to use our proposed algorithm to help system safety analysis. (Abstract)","PeriodicalId":129864,"journal":{"name":"2019 IEEE/AIAA 38th Digital Avionics Systems Conference (DASC)","volume":"103 1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2019-09-01","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133419423","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}