2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings最新文献

{"title":"Using the future L-band communication system for navigation","authors":"M. Schnell, U. Epple, F. Hoffmann","doi":"10.1109/DASC.2011.6096237","DOIUrl":"https://doi.org/10.1109/DASC.2011.6096237","url":null,"abstract":"In this paper, we propose to apply the future L-band digital aeronautical communication system not only for communications but also for navigation purposes. In particular, the future communication system might be used as alternative positioning, navigation, and timing means in case other navigation means, e.g. satellite based navigation, are temporally not available due to intentional or unintentional interference. The approach how navigation is achieved using the future communication system is described and first results about the feasibility of this approach are presented. The accuracy of the aircraft positioning estimates turns out to be in the order of 1 to 100 m, depending on the number and geographic distribution of the ground stations used for determining the underlying ranging estimates. Considering the horizontal aircraft position only, an even higher accuracy is achieved, since the ground stations are located at comparable altitude leading to a dominant position error in the vertical component. These promising first results lead to the conclusion that navigation with the future communication system is a very interesting approach for the alternative positioning, navigation, and timing system required as fallback solution for satellite-based navigation.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"9 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-06-30","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"116647691","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":"An integrated operations solution for gate-to-gate airline operations","authors":"T. Wiesemann, A. Sindlinger, N. Zimmer, J. Schiefele, Jason W. Clark, Frank Morales","doi":"10.1109/ICNSURV.2011.5935348","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935348","url":null,"abstract":"Modular systems for integrated airline operations and automated information management — on the ground, in the air and bi-directionally data linked — are challenging aspects to support the three key domains of a future air traffic environment successfully: Communication, Navigation, and Surveillance. In this paper, a conceptual implemented system and operational scenario is described to demonstrate a realistic example in the day of a Part 121 airline operator in 2018. Based on a bad weather situation and airport closure for several hours, the paper showcases the corresponding overall disruption management of a sample airline in a likely NextGen [1] / SESAR [2] environment. The paper describes how Communication, Navigation and Surveillance capabilities and functions, highly integrated between an Airline Operations Center (AOC) and future flight deck systems, could be handled and managed with fully automated and collaborative decision making tools. It is described how the corresponding systems and interfaces interact with each other, to manage the given emergency situation fast, efficient, safe and cost effective for the airline. Special focus is given on the 4D integration and context sensitive depiction of aeronautical information on a future flight deck. An integrated seamless depiction of static and time sensitive data is described, illustrating a bi-directionally data link to real time services in an AOC. A seamless and data driven composition and depiction of airport, departure, enroute and arrival information is explained. Operational and airline specific rules are illustrated to explain how digital information can and is operationally decluttered and filtered to support the pilots workflow and information demands best. In summary, the paper discusses an approach on of an automated and highly integrated AOC system for envisioned operations in 2018, combining systems and activities at an ANSP, at the Airlines OC, in coordination with ATC and by the crew on the flight deck. Key objectives described are looking at optimizing the efficiency and effectiveness of airline operations, adaptive to various technical fidelity infrastructure of ATC environments world wide, still ensuring a better situational awareness to operate safe and secure flights at a lower workload than today This is based on the fact that in the long term, the future airline will be connected to a System Wide Information Management (SWIM) as envisioned in the NextGen and SESAR aviation modernization programs [1,2]. SWIM — realized in any specific implementation derivative — will be an exchange network key to ensure situational awareness between the AOC and the future flight deck. In the short term, the implementation of a local SWIM concept between AOC's and airline fleets will enable direct airline business benefits to be generated by assuring the provision of commonly understood quality information, delivered to the right people at the right time.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115487605","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":"On selection of proper IEEE 802.16-based standard for Aeronautical Mobile Airport surface Communications (AeroMACS) application","authors":"B. Kamali, R. Kerczewski","doi":"10.1109/ICNSURV.2011.5935281","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935281","url":null,"abstract":"A new aviation-specific transmission technology based on the WiMAX (Worldwide Interoperability for Microwave Access) IEEE 802.16e-based standard; over a newly available C-band allocation (5091–5150 MHz), has been recently recommended for the airport surface wireless communications network now known as Aeronautical Mobile Airport Communications System (AeroMACS). The proposed standards will be used to support fixed and mobile ground to ground applications and services. It has been established that no technical obstacle exists that would prevent the application of WiMAX networks to AeroMACS. In this article WiMAX networks and some of their salient features are briefly reviewed. The challenges of broadband radio communications through airport surface channels are discussed. A major concern about deployment of AeroMACS over the 5091–5150 MHz band is interference to co-allocated applications such as the Mobile Satellite Service (MSS) feeder link. This limits the power levels that are allowed for AeroMACS networks. We propose an investigation into the feasibility of the application of IEEE 802.16j Amendment (relay-based multi-hop network) to AeroMACS. The potential benefits of multihop relay configuration for AeroMACS networks are identified. Perhaps the most relevant benefit of the multihop relay configuration to AeroMACS is the flexible and cost effective radio range extension that it provides for airport areas shadowed by large constructions and natural obstacles without raising the required network power levels.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"7 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133341427","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 network security architecture and possible safety benefits of the AeroMACS network","authors":"Stuart Wilson","doi":"10.1109/ICNSURV.2011.5935269","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935269","url":null,"abstract":"The IEEE 802.16 standard known as the Wireless Metropolitan Area Network (WMAN), which is also commonly referred to as the Worldwide Interoperability for Microwave Access (WiMAX) was initially created as a final mile; point-to-point wireless communication protocol known as 802.16(d), or Fixed WiMAX [1]. Further development of the WiMAX standard created a mobile version which is 802.16(e), or Mobile WiMAX [2]. The aeronautical industry is adopting a version of the Mobile WiMAX 802.16(e)–2009 standard known as the Aeronautical Mobile Airport Communications System (AeroMACS). The goal of AeroMACS is to create a broadband wireless network with the ability to transfer data between fixed and mobile assets on the airport surface. Aircraft, air traffic control (ATC), airlines, ground crews and other stakeholders on the airport surface are examples of the intended end users of the AeroMACS network. The need for such a network has been identified by the joint FAA-EUROCONTROL, Future Communications Study (FCS) as documented in the Communications Operating Concept and Requirements (COCR) for the Future Radio System (FRS) [3]. One of the goals of the FCS was to determine a possible medium of communication that can augment the current VHF radio based communication system for aircraft and controllers. Some of the data that will be transported over the AeroMACS network is considered critical to flight operations, depending on the data set and which party is providing the data. The guidelines for the utilization of the AeroMACS network are that the data transmitted over the network is necessary for the safety and regularity of fligh t. Therefore AeroMACS data transmissions must remain secure and reliable so the information provided by AeroMACS can be trusted by industry stakeholders and the FAA. To ensure that the 802.16(e) standard will be able to provide a secure and reliable means of wireless communication, it is important to analyze the network security protocol. In doing so, we will be able to identify any potential weaknesses in the network security protocol, allowing us to find ways of mitigating the risk associated with any weaknesses found.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"99 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"132394597","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":"Pre-departure flight uncertainty of U.S. Oceanic boundary crossing time","authors":"M. Ohsfeldt, Kangyuan Zhu, Jianfeng Wang","doi":"10.1109/ICNSURV.2011.5935351","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935351","url":null,"abstract":"Trajectory Based Operations (TBO) will rely on “negotiated flight paths” to satisfy objectives of both individual users (exemplified in their user preferred trajectories) and the whole system to the fullest extent possible in an equitable and efficient manner (optimally). If the strategic negotiation of the flight profiles occurs in the pre-departure phase of flight and the negotiated flight plans are executed strictly, maximum system efficiency and user equity may be expected. However, inherent differences exist when accounting for uncertainty in strategic, pre-departure trajectory prediction and tactical, in-flight trajectory prediction. Namely, differences in time horizons and uncertainty sources: Pre-departure planning has a longer look-ahead time and more uncertainty sources compared to the relatively short look-ahead time (typically less than 30 minutes) and less uncertainty sources for in-flight planning. Short time horizon and tactical uncertainty has been thoroughly studied in the literature. A longer look-ahead time and additiona l sources of uncertainty in pre-departure planning contribute a larger uncertainty associated with the planned trajectory. In this paper, we focus on the trajectory crossing time uncertainty at U.S. Oceanic Flight Information Region (FIR) boundary (entry or exit), which are metering points for tracks and congestion points for flights off the track system. We analyze real data from six months of operations and present the flight crossing uncertainty analysis by comparing the actual crossing times with the flight planned estimates. We also use linear regression models to explain the uncertainty with related factors. It is found that, compared to the in-flight (shorter horizon) uncertainty, which is typically assumed to be a normal distribution; the uncertainty for pre-departure planning is less like a normal distribution and is less well explained with linear regression models.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"56 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127899132","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":"Analysis of the contribution of flight plan route selection to delays and conflicts","authors":"Akshay Belle, L. Sherry","doi":"10.1109/ICNSURV.2011.5935338","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935338","url":null,"abstract":"The absence of predictability of flight operations in the National Airspace System (NAS) is a significant source of excess cost, requiring airlines to pad flight schedules, staff for worst-case scenarios, and build and maintain mitigation plans and equipment. Flight plan routes are selected by airlines to optimize their operations (e.g. minimize crew time, fuel burn and delays). In the absence of coordination of 4-D flight plan route selection, flights can converge at the intersection of the flight plan routes, creating delays and fluctuations in A ir Traffic Control (ATC) workload. Furthermore, due to the high degrees of freedom available in flight plan route selection and the varying constraints in the NAS, flight plan route selection can contribute to the stochasticity of the NAS. This paper evaluates the role of flight plan route selection in the stochasticity and performance of the NAS. One hundred simulations were run using Reorganized Air Traffic Control (ATC) Mathematical Simulator (RAMS). For every run, flights were randomly assigned flight plan routes. The results indicated that by randomly varying flight plan routes for 32% of the flight, the overall total delay had a standard deviation of 6849 minutes about the mean total delay of 161358 minutes The maximum total delay was 174559 minutes (8% above the mean) and the minimum total delay was 141876 (12% below the mean). The total number of en-route conflicts had a standard deviation of 201 about a mean of 29202 conflicts. The maximum number of conflicts recorded was 29751 (2% above the mean) and the minimum number of conflicts recorded was 28760 (2% below the mean). There was no correlation between the number of en-route conflicts and the total delays though the variance in total delays was more than en-route conflicts. An analysis of conflicts showed that about 80% of the conflicts were between flights flying in opposite direction to each other; about 15% were between flights flying in same direction, and the remaining 5% were between flight flying in perpendicular to each other.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"152 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115107637","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":"Satellite based voice communication for air traffic management and airline operation","authors":"W. Kampichler, D. Eier","doi":"10.1109/DASC.2011.6096180","DOIUrl":"https://doi.org/10.1109/DASC.2011.6096180","url":null,"abstract":"Satellite based voice communication services today are typically provided by communication centers interconnecting ground based communication facilities with suitably equipped aircrafts. These communication services are either based on a radio operator relaying the radio calls or by connecting the call automatically to phone lines through a telephone gateway. Calls from ground parties to aircraft typically use telephone numbers on a private telephone network in order to reach the appropriate air-to-ground relay station, which in turn patches the call into the radio call to the aircraft, or v ia a dispatcher in a communication center. Common for these satellite based services is the fact that only a single aircraft is addressed. Further, there is no relation between boundaries controlled by Air Navigation Service Providers (ANSPs), or any other responsible agency and the coverage of a satellite beam. This is a clear disadvantage over conventional Air Traffic Management (ATM) voice communications performed via VHF radio. Situational awareness is key for the decision making process of controllers and pilots in the next generation airspace system (NEXTGEN). In VHF radio communications this awareness is automatically provided by the shared-media nature of the air waves, thus allowing commands from controllers and the corresponding read-back from pilots to be received by all listeners on a particular frequency simultaneously (propagation delay of the radio signal not considered). In addition, today's sector boundaries (horizontal and vertical) are based on traffic patterns and thus are in accordance with the major air traffic routes, where it never happens, that a single sector requires a handover between two different radio channels (i.e. different physical frequencies). We describe mechanisms that allow combining aircrafts to virtual sector groups independent of satellite beam coverage and introduce communication services by considering technical issues of satellite based communications. Aspects of NEXTGEN are addressed such as capacity, performance, and global coverage. ANSPs, FAA, Eurocontrol, and industry are working together to define IP as the next generation common network layer for voice and data communications. EUROCAE Working Group 67 (WG-67) has recently completed its recommendation documents [1], which are now ready to become ICAO recommendations. To ensure interoperability at the application layer, open standards, a center piece of the internet protocol suite, have been agreed upon by consensus. In addition we elaborate an optimization concept for satellite communication that is in the context of the WG-67 definitions. It takes into account the available data-rate, channel access methods, different end-to-end delay, and more. A translation and optimization entity between the different technologies is introduced providing the WG-67 interface definitions on the ground side and an optimized air-to-ground interface as Link Gateway (LGW). The ","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130876619","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":"Analysis of advanced FEC versus traditional FEC in GNSS data structures","authors":"A. Kakkar, Ashish Agrawal, Mohit Kumar, S. Kibe","doi":"10.1109/ICNSURV.2011.5935361","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935361","url":null,"abstract":"Global Navigation Satellite Systems (GNSS), presently a USD 20 billion industry, has steadily growing applications in all possible spheres with some new high precision applications like indoor navigation etc. are at the cutting edge of the technology, thus requiring sophisticated FECs. In lieu of these facts and more, in this paper we undertake thorough analysis and comparison of Advanced FEC (such as LDPC Convolutional Code) versus Traditional FEC for finite length GNSS data frames on parameters such as computational complexity, processor complexity, delay, memory requirement and BER performance (depending on block length, memory) etc. Based on the above analysis, finally we shall be proposing the best fit FEC for present and future generation GNSS.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"129225832","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":"Static sectorization approach to dynamic airspace configuration using approximate dynamic programming","authors":"Sameer Kulkarni, R. Ganesan, L. Sherry","doi":"10.1109/ICNSURV.2011.5935295","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935295","url":null,"abstract":"The National Airspace System (NAS) is an important and a vast resource. Efficient management of airspace capacity is important to ensure safe and systematic operation of the NAS eventually resulting in maximum benefit to the stakeholders. Dynamic Airspace Configuration (DAC) is one of the NextGen Concept of Operations (ConOps) that aims at efficient allocation of airspace as a capacity management technique. This paper is a proof of concept for the Approximate Dynamic Programming (ADP) approach to Dynamic Airspace Configuration (DAC) by static sectorization. The objective of this paper is to address the issue of static sectorization by partitioning airspace based on controller workload i.e. airspace is partitioned such that the controller workload is balanced between adjacent sectors. Several algorithms exist that address the issue of static restructuring of the airspace to meet capacity requirements on a daily basis. The intent of this paper is to benchmark the results of our methodology with the state-of-the-art algorithms and lay a foundation for future work in dynamic resectorization.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"58 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126661987","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 runway queue management: Modifying SDSS to accommodate deicing","authors":"B. Wilson, P. Hurley, P. Diffenderfer","doi":"10.1109/ICNSURV.2011.5935292","DOIUrl":"https://doi.org/10.1109/ICNSURV.2011.5935292","url":null,"abstract":"The FAA is sponsoring research in NextGen Surface-Trajectory-Based Operations (STBO). Surface tactical flow is a component of STBO. Collaborative Departure Queue Management (CDQM), a decision support tool (DST) used to support surface tactical flow, is currently being demonstrated at two airports, neither of which experience frequent snow events. The CDQM DST is hosted on a prototype Surface Decision Support System (SDSS), which models surface traffic and predicts runway queues. To function during snow events, SDSS will need to account for different taxi routes and additional time that deicing requires. Simply put, SDSS will need to know where deicing takes place and how long it will take. To better understand deicing, an interview team, the authors of this paper, visited four northern airports. Prior to the visits the interview team enumerated a series of topics and questions for each topic. The team also identified entities (flight operators, Air Traffic Control (ATC), and the local airport authority) it wished to interview at each airport, as well as personnel in specific positions within each of these entities. Each airport visit spanned two days. From the visits, we learned where and how flight operators deice aircraft and how airport authorities manage runway closures during snow events. Two of the airports, Detroit Metro Airport (DTW) and Minneapolis-St. Paul International Airport (MSP), perform the majority of their deicing at centralized deicing pads in the movement area. At Boston Logan International Airport (BOS), most of the deicing occurs in the ramp area. At Chicago O'Hare International Airport (ORD) all of the deicing occurs in the ramp area. As for modifying the SDSS to accommodate deicing, three options are available. One, insert deicing times into the SDSS “back-calculation” sequence, allowing extra time for deicing-time uncertainty. Two, attempt to model deicing times, providing SDSS with improved estimates. Three, begin the SDSS back calculation after deicing. Research in these areas will continue.","PeriodicalId":263977,"journal":{"name":"2011 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"44 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2011-05-10","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"133934885","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}