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In this paper we analise the problems of the future development of the system flow management of air traffic with basic aim of overcoming these disadvantages of existing air traffic management system. During the last century Europe did not have, unlike the United States, a joint civilian airspace. European airspace is among the busiest in the world, with over 33,000 flights a day, while the spatial concentration of airports in Europe is very high. These factors make the work of air traffic control in Europe very complex. The existing model of organization of airspace, that is. fragmentation and inefficiency of European air traffic control could not respond to the new needs of air traffic in terms of reducing delays, reducing the price of services, increasing safety and reducing impact on environment. European airlines have expressed in early XXI century the need to accelerate the modernization of air traffic control to maximize efficiency. Single European Sky Air Traffic Management Research Programme (SESAR) brought the innovations that strongly increased efficiency and reduced costs in air transport in Europe. Also, in June 2010, the European and US authorities have reached a preliminary agreement on interoperability between their future systems for air traffic management-SESAR and NextGen (Next Generation Air Transportation System), in order to overcome the fragmentation and inefficiency of the system for air traffic management, reduce delays and achieve significant savings in fuel.

Modernization of the National Air Traffic Control System is on the horizon and with it the likely introduction of autonomous air vehicles into the national airspace. With the increase in air traffic to an already congested management scheme, the implementation of a decentralized control protocol may be the answer to replace the current classical centralized management system. Equipping each aircraft with the information necessary to navigate safely through integrated airspace becomes an information-sharing problem: How much information about other aircraft is required for a pilot to fly the gamut of a heavily populated airspace safely? What paradigm shifts may be necessary for safe and efficient use of available airspace? This paper describes the development of a tool for testing alternative traffic management systems—centralized and decentralized—in the presence of uncertainty. Applying a computational fluid dynamics–inspired approach to the problem both creates a simulation tool to model the movement of traffic within the airspace and allows study of the effects of interactions between vehicles. With incorporation of a model based on smoothed particle hydrodynamics, discrete particle aircraft each carry a set of unique deterministic and stochastic properties. With this model, aircraft interaction can be studied for better understanding of how variations in the nondeterministic properties of the system affect its overall efficiency and safety. The tool is structured to be sufficiently flexible to allow incorporation of different governing equations (right-of-way rules) for aircraft traffic management.

To face the challenges of the increasing air traffic demand the ICAO proposed the Performance Based Approach (PBA) as the methodology to apply for the modernization of the Air Traffic Management (ATM). Improvements for enhancing the en route air traffic efficiency include more direct route options and flexible airspace structures. In Europe airspace structures are fragmented by State boundaries avoiding cross-border sector configurations. Functional Airspace Blocks (FAB) are operational instruments of SESAR to facilitate the implementation of the Essential Operational Changes. In the Southwest FAB the plan to introduce Free Route Airspace (FRA) across States is the main change foreseen. The Southwest FAB comprises Portuguese and Spanish airspaces and with the FRA there will be no longer discrete crossing points. The relevance of SW FAB is due to its geographical situation, being one of the most important interconnection nodes for the American transatlantic flights and the European northern-southern corridor. In the paper we provide some measures of the expected benefits of introducing the FRA in Southwest FAB. The aim of the measures is to be useful for the performance analysis of the Southwest FAB development and the FRA already started in May 2014.

Safety level analysis is included in the paper in context of System Wide Information Management (SWIM) system in air traffic management. The example is given. It examines the limitations and drawbacks of current ICT systems used for air traffic management. Analyzing the development of communication systems for the management of general air traffic, it can be concluded that the development of the terrestrial segment of the exchange of information between the parties relating to the air traffic will fluctuate towards a solution based on a service-oriented architecture (SOA). This architecture will be the basis for the implementation of the concept of an information exchange system SWIM.

Commercial aircraft operating today are faced with an air traffic management (ATM) system operating with methods that have been developed for a paper- and voice-based system. Important information can be both different and unavailable to the various automation systems supporting decision makers. The consequence of such an environment is that automation systems suffer from inconsistency and inaccuracy. Faced with such a basis for decision making, the ATM environment is highly tactical by necessity. Aircraft operators may plan to optimize their operations in the face of uncertain or unknown information, but these plans are superseded as the tactical situation evolves. In response to these limitations, ATM research and modernization programs are underway across multiple regions of the world. While differences exist between these programs, these align with a single global vision as articulated by the International Civil Aviation Organization's Global Air Traffic Management Operational Concept. One key aspect is the migration to Trajectory-Based Operations (TBO) under which each flight is represented with a trajectory that is shared, managed, and used as a common plan for the flight. Decision-support automation for both the aircraft operator and air navigation service providers can use the same trajectory information for planning and tactical decision making, leveraging System Wide Information Management (SWIM). Achieving TBO requires more accurate trajectory prediction and synchronization across participants. This paper reviews research applicable to trajectory prediction throughout the trajectory prediction process, addresses differences in decision-making structures, and considers trajectory synchronization research applicable to TBO. Where possible, operational realities are identified concluding with future research and validation needs for TBO across the entire process from inputs to a synchronized trajectory.

System Wide Information Management (SWIM) including SWIM Registry for Air Traffic Management (ATM) has been successfully developed and applied in Europe and United States. The most developing countries have just started to study the employment of SWIM concept, which its establishment is required prior to the development of SWIM Registry. In this paper, we introduce the experience of the development of SWIM Registry Brazil, which comprises the study of the architecture, components, services and data accessing. In order to encourage consumers and providers to participate in the SWIM community, we developed a prototype of SWIM Registry Demonstration for the Brazilian ATM society. We propose a model based on Blockchain for managing services currently provided by Brazilian ATM in order to certificate operations which are performed by consumers, authorities and involved stakeholders. The proposed model is expected to provide services for SWIM Registry with integrity, efficiency, security and authenticity, which are fundamental for the proper operation of Brazilian aviation system.

The Flight and Flow Information for a Collaborative Environment (FF-ICE) will enable a common operational picture between aviation stakeholders not only in the pre-departure phase but also in the post-departure phase. And Air/Ground (A/G) System Wide Information Management (SWIM) is a key capability to achieve rich information exchange between the aircraft and the Air Traffic Management (ATM) Service Provider (ASP). However, it is difficult for current A/G communication systems to provide functions for collaborative exchanges. In this paper, the architecture and the collaborative information exchange technology of a A/G SWIM integration system to support high-assurance operation between the aircraft, ASPs, Airspace Users (AUs) and aviation stakeholders are proposed. Moreover, the development and results of validation exercises based on the local evaluation system are reported.

Millions of people are able to exchange information over phones, computers, tablets and an array of new interconnected devices such as sensors, cameras, home appliances and others are increasingly becoming networked. At the core of this sizeable interconnection is a set of underlying protocols that enable millions of devices to seamlessly talk to each other. Aviation, as many other industries have, utilizes the internet protocol for ground-to-ground network communications and efforts are underway to bring it to the cockpit.In 2015, the International Civil Aviation Organization (ICAO) published the second edition of Document 9896 (Doc 9896) titled: Manual on the Aeronautical Telecommunication Network (ATN) using Internet Protocol Suite (IPS) Standards and Protocol. This manual adopted the Internet protocol version 6 (IPv6) for Internet layer interoperability. Document 9896 defined data communications protocols and services to be used for implementing aeronautical telecommunication network (ATN) using the Internet protocol suite (IPS). The document provided technical specifications that addressed security, network and transport protocols, described applications, supported by ATN/IPS and provided communications guidance. The international aviation community working under the guidance of ICAO initiated work on updates to Doc 9896. Under the ICAO Communication Panel, Working Group Internetworking (WG-I) got this challenging task. Key areas of work for WG-I are related to ATN/IPS Security and ANT/IPS Mobility. Two sub-groups have been assembled to work on these elements. The ICAO anticipates the release of updated Doc 9896 in 2020. Additional ATN/IPS standardization efforts include Radio Technical Commission for Aeronautics Special Committee 223 (RTCA SC-223) IPS profile development, Airlines Electronic Engineering Committee (AEEC) A658 Roadmap of IPS future activities and European Organization for Civil Aviation Equipment (EUROCAE) WG-108 development of guidance documentation.This paper describes ICAO WG-I approach to update key areas of the document in closed coordination with AEEC, RTCA and EUROCAE committees supporting the development of ATN/IPS. Additionally, the paper will explore WG-I mobility solutions under investigation, security developments, IPv6 addressing challenges and other proposed updates. Finally, as new operational expectations such as Free Route and Remote Piloted Aircraft System integration are currently pushing the boundaries set by old operational concepts, the paper identifies the emerging new challenges that will drive the ATN/IPS development beyond 2020. They are related to future voice utilization, System Wide Information Management and Remotely Piloted Aircraft System deployment. IPS systems are seen as the only way forward.

System Wide Information Management (SWIM) concept is now considered in the International Civil Aviation Organization (ICAO) for an efficient and secure information sharing among air traffic controllers, pilots, and airport operators. However, it is difficult for current air-ground communication systems to satisfy these requirements. To achieve rich information exchange between the aircraft and the Air Traffic Management (ATM) service providers at the airport surface and en-route areas, we have developed a new Aeronautical Mobile Airport Communications System (AeroMACS). In this paper, we present the practical experiments and technical analysis for collaborative information exchange between the mobile vehicle and ground SWIM applications by using AeroMACS. It is effective to share various information over AeroMACS, since it has higher capacity and is securer than traditional aeronautical communication systems. As preliminary experiments for flight test, we carried out filed taxing experiments using test vehicle. The results show the effectiveness of AeroMACS for air-ground SWIM integration.

The International Civil Aviation Organization (ICAO) Manual on Flight and Flow Information for a Collaborative Environment (FF-ICE) outlines the components and requirements to achieve a common picture in global Air Traffic Management (ATM) for implementation readiness in 2020. To prepare for this global implementation by ATM stakeholders and ensure the technical feasibility and interoperability across implementations, the Federal Aviation Administration (FAA) initiated the International Interoperability Harmonization and Validation project (IIH&V) to validate the FF-ICE Planning Provisions [1], FF-ICE Implementation Guidance [2], and message exchanges in a lab environment. This paper explores the technical components of the FAA's IIH&V exercise while the complementary paper “An Operational Approach to FF-ICE Planning and Global Harmonization through IIH&V” explores operational components of the exercises. In order to effectively validate the FF-ICE Planning provisions and implementation guidance, it was required that the exercises focus on two areas. The first focus area was ensuring that future versions of the ICAO exchange models (primarily FIXM) were prepared to support FF-ICE. The second focus area was identifying system-level implementation decisions that could affect international interoperability, critical components to implementation readiness. Thus, the role of the ICAO exchange models, the role of data governance, and the feedback communicated to the FIXM Configuration Control Board (CCB) and the ATM Requirements Performance Panel (ATMRPP) are discussed herein. The FAA split the focus of the IIH&V project into three sequential validation exercises, with each exercise integrating more advanced systems into the lab infrastructure. For each exercise, the paper presents a system architecture diagram as well as an overview of the messages exchanged across systems. Several validation exercises have taken place in the context of a mixed mode environment in which only a subset of actors is FF-ICE capable, thus requiring the use of “bridging” capabilities such as data transformation to allow systems to remain interoperable despite differences in message type, version, etc. Validation 1 included the initial “mixed mode” environment envisioned in 2020 in which FF-ICE capable actors have implemented pre-departure FF-ICE message exchanges for pre-departure trajectory negotiations, while other actors are still using legacy capabilities. Validation 2 expanded trajectory negotiation into the post-departure portion of an active flight using bi-directional Air-to-Ground (A/G) System Wide Information Management (SWIM) data links, and single or bi-directional communications between the Flight Management System (FMS) and Electronic Flight Bag (EFB). Validation 3 further explored post-departure trajectory negotiation leveraging Data Communication (DataComm) messages in addition to A/G SWIM. The outputs and results of the IIH&V project outlined in this paper bring clarity to FF-ICE Planning Provisions and Implementation Guidance, as well as support the authoring organizations refining these documentations through input given to the ATMRPP. The IIH&V project also begins laying the groundwork for the development of FF-ICE Execution for post-departure.

As part of the BEST project – a collaborative research effort under the Single European Sky ATM Research (SESAR) initiative– we developed the concept of the semantic container, aiming to facilitate information sharing and reuse in air traffic management (ATM)and air traffic operations, enabled by semantic technologies. In this context, a semantic container is a package of ATM information with anontology-based description of the contents. The description serves for the management of semantic containers: The formal definition of the contents of a semantic container allows to automatically match existing semantic containers with an application’s information need. This demonstration showcases a proof-of-concept implementation of a system for the distributed and versioned storage of semantic containers. Refereed/Peer-reviewed

System Wide Information Management (SWIM) inAir Traffic Management (ATM) aims to facilitate access to ATM information via information services, thereby fostering common situational awareness among stakeholders. The development of information services and applications with added value in SWIM will comprise finding, selecting, filtering and composition ofdata/information from different sources, which is also referred to as ‘data logic’. Semantic containers are a means to encapsulate the data logic and clearly separate it from business and presentation logic. The provisioning of semantic containers for a specific purpose encompasses the discovery of existing source containers and often further value-adding processing steps such as filtering and annotation. Common semantic web technologies may serve to implement the semantic container approach

Pilot briefings, in their traditional form, drown pilots in a sea of information. Rather than unfocused swathes of air traffic management (ATM) information,pilots require only the information for their specific flight. In this paper, we introduce the notion of ATM information cubes. We propose a conceptual framework with merge and abstraction operations for the combination and summarization of the information that is organized in ATM information cubes. A merge operation combines ATM information from individual cells of an ATM information cube. An abstraction operation summarizes the data items within a cell, replacing individual data items by more abstract data items with summary information. The result is a managementsummary of relevant information

System wide information management (SWIM) is a recent concept for providing efficient and safe information sharing in civil aviation. The goal in implementing SWIM is to achieve seamless air traffic management (ATM) services worldwide through the efficient integration of the current ATM systems. In this paper, we consider the wireless media to access SWIM. In the International Civil Aviation Organization (ICAO), the aeronautical mobile airport communications system (AeroMACS) is standardized for the next generation airport surface communication system. It is effective to share various types of information among air traffic controllers, pilots, and airport operators, not only on airport surface, but also in taking off and landing by AeroMACS. However, AeroMACS is intended to be used at speeds of 120km/h or below. In this paper, we study the possibility of using AeroMACS while an aircraft is moving at over 120km/h, as would occur in takeoff and landing situations. We conducted flight tests using an AeroMACS standard-compliant prototype system and an experimental aircraft. In the experiments, we obtained a received signal strength indicator (RSSI) to investigate 5GHz ground-to-air propagation. The results revealed that an onboard antenna configuration involving vertical placement at the top and bottom of the aircraft body is effective in achieving multiple input multiple output (MIMO) operation. Additional throughputs measurements showed that it was possible for AeroMACS to access SWIM both in takeoff and landing situations at an aircraft speed of 200km/h.

The 4D trajectory management program will require a major shift in infrastructure and operational management processes to deliver accurate and reliable information to trajectory management team. As a result, air traffic management operation will demand Network Enabled Operations (NEO) concepts such as the System Wide Information Management (SWIM) framework to ensure that the decisions are made with the correction information at the right time. SWIM provides standards, infrastructure, and governance practices to allow information exchanging through interoperable services. Consequently, SWIM must provide methods to (a) integrate a large variety of data; (b) filter information in a way that only the relevant ones are retained to explain the results; (c) enable National Airspace System (NAS) operators, pilots, controllers, and traffic flow specialists to extract value of air traffic systems in real-time; and (d) to seek and explore complex and evolving data's relationships. However, SWIM still lacks support to deal with big data analytics and to aggregate computing resources on-demand. As the main contribution of this paper, we describe the challenges and new focuses of SWIM researches. Likewise, we present an architecture to enable big data analytics services in SWIM. The proposed architecture relies on big data processing frameworks to handle data acquisition and data filtering on near-real time taking into account users' objectives; and to guarantee that the data go through all the gives stage of the life cycle of ATM applications, avoiding the silos that may happen in each data analysis stage.

The System Wide Information Management (SWIM) is to achieve system-wide interoperability and enable seamless information sharing for global Air Traffic Management (ATM). In this paper, to improve aircraft tracking accuracy, the SWIM concept-oriented information integration based on the Big Data analysis is discussed. By incorporating the trajectory information into the aircraft tracking system, the method to describe the flight mode transitions and select corresponding motion models for position prediction with high accuracy are proposed. And the performance of the proposed method is evaluated with real air traffic data.

We present a straw man architecture that could serve as the basis of a future National Airspace System where autonomous aircraft are controlled by autonomous controllers. Such an architecture is characterized by geofenced areas that have equipage constraints as well as aircraft volume constraints, where these geofenced areas are computed dynamically. Airspace structure is largely avoided, but instead is dynamically computed as the airspace loading changes. The dynamically computed structure is based on the airspace system's current state as well as its broadcast intention from all participants, with allowances for mishaps and other system failures. The safety margin of the dynamic structure is continuously computed to provide guidance to the control algorithms that regulate airspace loading. Details of this architecture are presented as well as its evaluation method.

Increasingly crowded airspaces are bringing the attention of the aviation community since diverse users try to make use of a common airspace. The challenge is to identify and implement technologies to effectively but also efficiently manage an integrated multi-aviation airspace. This paper briefly presents a comprehensive synopsis of efforts to unify air navigation regulations so that the airspace can be effectively shared by multiple aviation pilots and aircraft. It recalls proposals to enable aviation sectors to coexist in the same airspace. The focus of this paper is on insights into Knowledge Technologies (KTs) to facilitate procurement and management of a shared multi-aviation airspace. It discusses challenges and opportunities when implementing KT solutions to facilitate the integration of different aviation capabilities for a shared airspace. The analysis presented selectively explores software engineering for bottom-up/top-down integration along with artificial intelligence traits such as knowledge representation. Concluding remarks and the way forward to foster KT solutions for integration of multiple aviation in a single airspace are also presented.

System Wide Information Management (SWIM) is an information sharing mechanism for Next Generation Air Transportation System (NGATS). Based on the network technology, SWIM provides a platform for airlines, airports, air traffic management bureaus (ATMB) and so on, ensuring that related units of the civil aviation can share the data safely, effectively and timely. According to the characteristics of SWIM data, a data grading method based on its urgency and importance is proposed in this paper. In order to reach the required security level, this paper adopts multidimensional encryption algorithm to realize the security of data-sharing. Experiments show that this scheme can provide effective grade protection for SWIM shared data to ensure it's real-time and confidentiality.

The National Airspace System (NAS) is a highly complex system-of-systems evolving at an incremental rate. NASA has an interest in ab initio airspace system architectures that leapfrog today's evolutionary constraints enabling airspace operations of the future — 2035 and beyond. A clean-sheet approach to designing a future Airspace System leads to a myriad of possible architectures. Common concepts exist across all future alternatives. For example, each architecture must contain aircraft, aerodromes (both large and small), and airspace. The common concepts are captured in an ontology for a future Airspace System. The Airspace System ontology is composed of a collection of entities, properties and relationships representing the key system concepts. It separates the domain knowledge from the operational, thus enabling the development of architectural variations derived from a common language and understanding of the Airspace System.

In order to cope with the increasing demand of air transportation, airspace and air traffic management system will have to be managed and optimized more dynamically. To achieve these goals, the supporting system should be able to seamlessly integrate aeronautical information with analysis and optimization tools. Moreover, visualization of all the data should be more intuitive and easy to interpret by the user. In this work, we propose a platform that have been developed for Geo-Informatic System for AVIAtion (GISAVIA) project. This allows the users to collect, process, and analyze both static and dynamic data as well as connecting them with analysis and optimization algorithms efficiently. It also enable the user to visualise multiple sources of information and results in 3D and 4D. In this article, we show the information, tools, and applications that are implemented for Thailand civil aviation on this platform.

Traffic flow management seeks to balance the demand for National Airspace System (NAS) flight resources, such as airspace and airports, with the available supply. When forecasted weather blocks nominal air traffic routes, traffic managers must re-route affected flights for weather avoidance. Depending on the nature and scope of the weather, traffic managers may use pre-coordinated re-routes such as Playbook Routes or Coded Departure Routes, or may design ad hoc local re-routes. The routes of affected flights are modified accordingly. These weather avoidance routes will, of course, be less efficient than the nominal routes due to increased flight time and fuel burn. In current traffic management operations, the transition into a weather avoidance re-routing initiative is typically implemented more aggressively than the transition out of that initiative after the weather has dissipated or moved away. For example, strategic large-scale Playbook re-routes are sometimes left in place (as initially implemented) for many hours before being lifted entirely when the weather dissipates. There is an opportunity to periodically modify the re-routing plan as weather evolves, thereby attenuating its adverse impact on flight time and fuel consumption; this is called delay recovery. Multi-Flight Common Routes (MFCR) is a NASA-developed operational concept and associated decision support tool for delay recovery, designed to assist traffic managers to efficiently update weather avoidance traffic routes after the original re-routes have become stale due to subsequent evolution of the convective weather system. MFCR groups multiple flights to reduce the number of advisories that the traffic manager needs to evaluate, and also merges these flights on a common route segment to provide an orderly flow of re-routed traffic. The advisory is presented to the appropriate traffic manager who evaluates it and has the option to modify it using MFCRs graphical user interface. If the traffic manager finds the advisory to be operationally appropriate, he or she would coordinate with the Area Supervisor(s) of the sectors that currently control the flights in the advisory. When the traffic manager accepts the MFCR advisory via the user interface, the corresponding flight plan amendments would be sent to the displays of the appropriate sector controllers, using the Airborne Re-Routing (ABRR) capability which is scheduled for nationwide operation in 2017. The sector controllers would then offer this time-saving route modification to the pilots of the affected flights via datalink (or voice), and implement the corresponding flight plan amendment if the pilots accept it. MFCR is implemented as an application in the software environment of the Future Air traffic management Concepts Evaluation Tool (FACET). This paper focuses on an initial subject matter expert (SME) evaluation of MFCR. The evaluation covers MFCRs operational concept, algorithm, and user interface.

The Federal Aviation Administration's (FAA) long-term vision for full and safe integration of Unmanned Aircraft Systems (UAS) into the National Airspace System (NAS) includes UAS operations in a non-segregated environment where manned and unmanned aircraft share airspace. NAS air traffic services and resources are provided, as needed, with appropriate technology, infrastructure, procedures and policies in place to ensure safe and efficient operations.

In the current Air Traffic Management (ATM) environment, there is an information access asymmetry between the flight crew and stakeholders on the ground. In many cases, the flight crew, dispatchers, and air traffic manager do not readily have access to updated relevant information to collaborate in determining favorable trajectories for individual flights. This information collaboration between air crew, their dispatchers, and air traffic manager is constrained by current communication capabilities. Air/ground System Wide Information Management (SWIM) concept of operations offers a solution to overcome this communication challenge in the future. The Federal Aviation Administration (FAA) in collaboration with industry stakeholders conceived, planned and executed an Aircraft Access to SWIM (AAtS) demonstration project to determine the feasibility of air-ground communications. The demonstration was conducted in two phases and a series of scenarios of increasing complexity leading up to initial 4-Dimensaional Trajectory (4DT) preferences exchange. Phase 1 demonstrated the ability to share advisory information with the flight crew by utilizing existing commercial data links and hardware in the flight deck. Phase 2 demonstrated the feasibility of bi-directional information exchange between aircraft and ground systems via the SWIM Service Oriented Architecture (SOA). The SOA included data management service provider (DMSP), data link provider (DLP), and electronic flight bag (EFB) with software applications. The final 4DT preference exchange scenario demonstration was completed in October 2016. This paper discusses the concepts, assumptions, communication scenarios and results of the AAtS demonstration project. The lessons learned through the AAtS demonstration provide meaningful considerations for guidance on future air-ground information sharing and collaborative decision-making environment.

Due to the rapid economic growth around the world, air traffic also has increased rapidlly. Today's Air Traffic Management (ATM) system is comprised of a wide variety of application developed for specific purposes, such systems use various custom communication protocols and each system has its own self-contained information system. For this reason, ICAO has proposed the concept of SWIM for effective exchange of information between providers and users, currently the lively research of SWIM is being in progress around United States and Europe. For keeping step with ICAO, the Ministry of Land, Infrastructure and Transport in Korea established the master plan and they have begun the research and the development of SWIM to integrate all aviation information systems by building navigation-based platform and to provide user-oriented navigation and aviation information services. In addition, Korea Airports Corporation was chosen as main research institution, and the development of SWIM test bed will be conducted until 2018 and a system for external services will be established by 2020. In this paper, we will briefly describe the structure of SWIM test bed sysem in progress at KAC, the data logger system of flight information, interface plans of AIXM-based system and WXXM-based system.

SWIM is based on the backbone of network and key information technology, with combination of multiple information management projects, provide information, exchange technical support and cross sharing data for different unit and departments, different information platforms and systems. SWIM improves the network structure, meanwhile makes the IT infrastructure construction and business application function development to maintain a certain degree of loose coupling, ensure interoperability between two systems, and making full use of the old ATM system Infrastructure, allowing users to focus more on business application development, better meet their operational needs, improve application development speed and flexibility, reduce the cost of civil aviation business system construction. Analytical Hierarchy Process (AHP) in fuzzy mathematics is used to solve multi-objective, multi-criteria or complex structure of large-scale decision-making problem, providing a scientific and effective way to decompose large-scale system like SWIM.

In order to achieve safe, secure, efficient and environmentally sustainable air traffic management at global, regional and local levels, the system-wide operational information exchange and life-cycle management technologies are required. The System Wide Information Management (SWIM) is to provide a collaborative air traffic management environment for system-wide interoperability and harmonization operation. However, according to current point-to-point communication, it is a challenge to construct a SWIM-based interoperability environment which allows the heterogeneous systems to cope with the full complexity of operational information exchanges. In this paper, based on a global demonstration, not only the technologies for information exchange but also the governance for information management between heterogeneous systems in the loosely coupled SWIM environment are analyzed and discussed.

Numerous parties have a desire to operate Unmanned Aircraft Systems (UASs)1 and small UASs (known as “sUAS”) in the complex terminal environment and on the airport surface. New and increasingly available surveillance technologies, data link driven controller instructions such as D-TAXI, and access to NAS system information via SWIM (System Wide Information Management) are potential means to enhance the ability of the UAS Pilot in Command's (PICs) to integrate and operate safely in the terminal environment. Vendors directly connected to SWIM feeds can receive ASDE-X data from equipped airports. Vendors also connect to other NAS data feeds for flight planning, airport status, weather information, and traffic flow management initiatives. These data feeds are transitioning to new formats consistent with international standards. All of these information streams are able to provide the Remote PIC with better Situational Awareness (SA) and the ability to better understand the relationship of their aircraft to other aircraft movements; all of which will assist in maintaining the efficiency of NAS operations as well as the speed and tempo of airports operations. Future airport area surveillance information sources from ADS-B and from Ground Based Sense and Avoid (GBSAA) solutions are also emerging. Enhanced vision technologies for Remotely Piloted Aircraft (RPA) are being deployed to support reduced visibility operations. Additionally, autonomous technologies are being researched to control aircraft movement on the airport surface. Specific pilot alerts are being developed for surface events, such as conformance to taxi path, failure of other aircraft to hold for crossing clearances, or intersection encroachments. This paper provides an integrated view of how these emerging technologies can be leveraged to support the Remote PIC and the UAS operations in congested terminal airspace and on airport surface operations.

Regarding current as well as future commercial space transportation (CST) projects, new re-entry trajectory profiles, differing from capsule and shuttle-like approaches, have to be taken into account. These characteristics are mainly ruled by the principle of “landing like an aircraft at an airport”. This directly generates the need to be taken in a system wide information management (SWIM) consideration because of the fact, that all the future air traffic participants are requested to act as SWIM communicating sub-systems by the future Single European Sky Air Traffic Management Research (SESAR) SWIM “Intranet for ATM” concept. Against the background of the global character of future CST operations and the associated SWIM harmonization need referring the U.S. Next Generation Air Transportation System (NextGen) and SESAR, the presented solution addresses near real-time information sharing for normal air traffic protection purposes in the event of a future space vehicle breakup and bases on the already harmonized data format standards Aeronautical Information Exchange Model (AIXM) and Flight Information Exchange Model (FIXM).

Aviation is the sector within transportation which manages the most data during operation. Air traffic control has a specific position, because it needs a significant amount of data in order to fulfil its tasks and its complex processes require close cooperation between the organizational units within the whole sector. These data are provided by the industry partners on mandatory base, in their own interest, in good quality. This article explores the structure and organization of air traffic control, the functions fulfilled during the operation of the organization and the managed data connected to these functions as well as the strategic possibilities of forming integrated solutions. Necessary information for the tasks can be identified by the functional modelling of air traffic control. The elaborated model provides the basis for the establishment of complex content provider systems which can manage information regarding air traffic control and even aviation related data jointly. The application of these systems contributes to the increase of the efficiency of traffic operations and the more economical operations even in case of air or ground based aviation organizations.

In order to unleash the full potential of System Wide Information Management (SWIM), the BEST project (Achieving the Benefits of SWIM by Making Smart Use of Semantic Technologies) proposes the semantic container approach which shields service and application developers from the complexities of data provisioning in Air Traffic Management (ATM). In combination with SWIM, semantic containers facilitate the emergence of a marketplace of value-added information services, and allow for complex derivation chains of data sets. Along these derivation chains, existing data are intelligently filtered and prioritized as well as combined and annotated with additional information.

This paper briefly reviews the state-of-the-art in Artificial Intelligence (AI) applied to Air Traffic Management (ATM). The research topics include the application of semantic ontology, multi-agent systems, reinforcement learning (RL), and game theory in ATM. Likewise, this paper also highlights our research advances in this area. In this case, we describe a new Probabilistic Web Ontology Language (PR-OWL) algorithm to enable the reasoning on big datasets in polynomial time. Then, we present the use of both Particle Swarm Optimization (PSO) and Simulated Annealing (SA) algorithms in 4D trajectory management. Next, we describe the usage of Multi-agent Planning (MAP) theory on airport ground handling management. Finally, this paper envisions some research and development directions of AI applied to ATM. It includes: (a) mapping and reducing the gaps between advanced AI technologies and ATM; (b) considering uncertainty in Semantic Ontology for SWIM data exchanging models in ATM; (c) using big data analytics in SWIM; and (d) integrating collaborative ATM technologies towards intelligent SWIM (I-SWIM).

Making informed judgments about the effects of technological, human, or environmental changes on civil aviation requires reliable information. The National Aviation Operational Monitoring Service (NAOMS), a research project under NASA’s Aviation Safety Program, developed and tested a survey methodology designed to provide statistically reliable information on changes over time in safety-related events in the national airspace. Such information would aid decision makers in determining what areas required attention. To evaluate the NAOMS concept, data from nearly 20,000 randomly selected air-carrier pilots were collected over 3 years. Results demonstrate that the NAOMS approach can reliably identify changes over time in the rates of safety-related events.

Ongoing SWIM(System Wide Information Management) with the United States and European countries as the center is a part of the ASBU(Aviation System Block Upgrade) program improved performance of aeronautical data system in the International Civil Aviation Organization and a core technology of Integrated Aeronautical Data Management Network to elevate service through digitally aeronautical information management. Therefore, in this paper, we analyze SWIM architecture and network applied the concept of SOA(Service Oriented Architecture), and propose methods of implementation transforming applications operating established legacy aeronautical data system into integrated aeronautical data management network through adapter technology. This will allow development of middleware and application suitable for the next generation infrastructure network environment for efficient ATM(Air Traffic Management)and provide timely required information for users.

International Civil Aviation Organization adopted the program to improve performance of aviation-related data systems through the ASBU for 20 years from 2013. Research and development for integrated management network of aeronautical telecommunication data through SWIM(System Wide Information Management) technology which is part of program, are being progressed in the United States and European countries. Therefore, in this paper, we suggest a method of testbed implementation based on technology of aeronautical data services architecture applied the concept of SOA(Service Oriented Architecture), development of future data management model for integrated management of aeronautical data, and development of user-centric integrated aeronautical data management network through adapter technology for interoperating legacy aeronautical data system to develop even technology with development trends of advanced countries.

As an important technical support platform of the next generation air traffic management concepts, Civil Aviation Wide Information Management System is responsible for providing various types of interactive information to relative business departments. This paper took SOA approach to analyze and design the function architecture of SWIM. And focused on the different technical approaches and deploying integration levels, it analyzed two kinds of SWIM technical architecture selections. This paper is funded by the National Science and Technology Supporting Program Civil Aviation Wide Information Management Technology and Platform (No. 2011BAH24B07) Project.

Das Vorhaben zur Forschung und Entwicklung für das Flugverkehrsmanagement im einheitlichen europäischen Luftraum (SESAR) soll die Modernisierung des Flugverkehrsmanagements in Europa sicherstellen und ist der technologische Pfeiler eines einheitlichen europäischen Luftraums. Es ist darauf ausgerichtet, für die Union bis 2030 eine leistungsstarke Flugverkehrsmanagement-infrastruktur zu errichten, die den sicheren und umweltfreundlichen Betrieb und Ausbau des Luftverkehrs ermöglicht. Die Basis des Informationsaustausches der neuen Flugverkehrs-managementinfrastruktur bildet das SESAR SWIM Konzept (SWIM – System Wide Information Management), es kann als zukünftiges Intranet des Flugverkehrsmanagements betrachtet werden und stellt ein wesentliches Schlüsselmerkmal im europäischen ATM-Masterplan dar. Das System setzt sich aus einer Reihe von Dienstleistungen zusammen, die über ein internetprotokollbasiertes Netz durch SWIM-gestützte Systeme bzw. Dienste erbracht und genutzt werden können. Im Rahmen der in Institut durchgeführten Validierungsaktivitäten müssen zukünftig mehr Teilsystem dieses SWIM Infrastruktur nachempfunden werden, Grundlagen, Randbedingungen und einfache Implementierungsmöglichkeiten im Validierungskontext werden hier anhand von aktuellen Forschungsaktivitäten wiedergeben. Der wissenschaftliche Hintergrund ist hierbei das Großforschungsprogramm SESAR. Im DLR-Institut für Flugführung werden neuen Konzepte gemeinsam mit internationalen Partnern aus Industrie und Anwendern (Flughäfen und Flugsicherungen) entwickelt. Das Konzept eines gemeinsam betriebenen Flughafenleitstands hat das Potenzial, das Flughäfen und alle Beteiligten in Zukunft deutlich besser auf Störungen reagieren könnten. Dieses Betriebskonzept wurde Anfang Februar im Leitstandsimulator ACCES des Instituts für Flugführung getestet. Für die Validierungsläufe wurden in Braunschweig mehrere Szenarien mit unterschiedlichen Störungen simuliert. Das Institut für Flugführung stellt für diese Versuche eine umfassende Simulationsumgebung bereit, das "Validierungszentrum Luftverkehr". In dieser Umgebung konnte der Betrieb eines zukünftigen Flughafens mit kollaborativer Entscheidungsfindung (ACDM – Airport Collaborative Decision Making) komplett simuliert und gleichzeitig untersucht werden.

The primary focus of the FAA Collaborative Information Management (CIM) program is on interoperability between US partner agencies and the FAA. Much of the information in the partner agency's systems is operationally sensitive or classified and cannot be released, nor can it be broadcasted unencrypted on any public data links including Mode-S and Automatic Dependent Surveillance (ADS) Extended Squitter (ES). The concept of increased safety and efficiency by use of widely shared operational information between FAA systems and partner agency ground systems relies on greatly enhanced interoperability for information sharing among coalition partners and government agencies, supporting information sharing policies and governances. The purpose of the CIM II program is to inform future decision making regarding controlled, secure information sharing between the partner agencies and the FAA and other Air Navigation Service Providers (ANSP) as they develop and implement their respective data communications and information sharing security requirements. This paper describes a phased R&D approach, operational use cases, and a Live Virtual Constructive (LVC) simulation platform for secure exchange of flight information between the FAA System Wide Information Management (SWIM) Security Service and a simulated DoD system in support of interagency operations and standards-based global interoperability. A case study example is presented to discuss the key elements that support the operational scenarios for inter-agency information sharing, primarily of flight information.

This paper describes the development of a real-time composite interactive display suite or “dashboard” capability for monitoring and alerting significant National Airspace System (NAS) events. The dashboard is designed to address the operational needs of air traffic managers in gathering data from multiple sources, thus gaining situational awareness of the NAS status. It monitors several system performance areas in real-time and identifies alerting events, pushing to the user relevant information and notifications regarding evolving problems. (“Pushing” information on a display means autonomous presentation — no query or other interrogation by the user is required.) While high-level system alerts are provided, drill-down information is also available for the user to determine whether further actions are warranted. The dashboard also allows the user to customize the alerts for a specific context by setting thresholds. Field evaluation results suggest that the dashboard capability shortens traffic managers' data acquisition time and, since the dashboard capability is a shared web application, it improves common situational awareness on NAS operations. Ongoing research focuses on calibrating alert thresholds for site-specific needs and expanding the selection of performance metrics enabled by System Wide Information Management feeds.

The Next Generation Air Transportation System (NextGen) refers to the federal programs (predominately airspace, air traffic, or avionics related) that are designed to modernize the National Airspace System (NAS). ACRP’s NextGen initiative aims to inform airport operators about some of these programs and how the enabling practices, data, and technologies resulting from them will affect airports and change how they operate. This volume, the first report in this series, provides comprehensive information to practitioners concerning all aspects of Performance-Based Navigation (PBN) and how implementation affects overall airport operations. This Resource Guide encompasses background information, description of effects on short- and long-term airport development, impacts on safety and performance measures, and other critical factors affecting future airport operations. In addition to providing guidance to users on available resources for additional assistance, this volume also includes lessons learned and best practices based on findings from case studies that examined the airport operator’s role in PBN implementation.

The goal of the Airspace operations and Safety Program (AOSP) at NASA is to develop new concepts and technologies for air traffic management that can be integrated within the National Airspace (NAS ...

The purpose of Air Transportation is to move people and cargo safely, efficiently and swiftly to their destinations. The companies and individuals who use aircraft for this purpose, the airspace users, desire to operate their aircraft according to a dynamically optimized business trajectory for their specific mission and operational business model. In current operations, the dynamic optimization of business trajectories is limited by constraints built into operations in the National Airspace System (NAS) for reasons of safety and operational needs of the air navigation service providers. NASA has been developing and testing means to overcome many of these constraints and permit operations to be conducted closer to the airspace user's changing business trajectory as conditions unfold before and during the flight. A roadmap of logical steps progressing toward increased user autonomy is proposed, beginning with NASA's Traffic Aware Strategic Aircrew Requests (TASAR) concept that enables flight crews to make informed, deconflicted flight-optimization requests to air traffic control. These steps include the use of data communications for route change requests and approvals, integration with time-based arrival flow management processes under development by the Federal Aviation Administration (FAA), increased user authority for defining and modifying downstream, strategic portions of the trajectory, and ultimately application of self-separation. This progression takes advantage of existing FAA NextGen programs and RTCA standards development, and it is designed to minimize the number of hardware upgrades required of airspace users to take advantage of these advanced capabilities to achieve dynamically optimized business trajectories in NAS operations. The roadmap is designed to provide operational benefits to first adopters so that investment decisions do not depend upon a large segment of the user community becoming equipped before benefits can be realized. The issues of equipment certification and operational approval of new procedures are addressed in a way that minimizes their impact on the transition by deferring a change in the assignment of separation responsibility until a large body of operational data is available to support the safety case for this change in the last roadmap step.This paper will relate the roadmap steps to ongoing activities to clarify the economics-based transition to these technologies for operational use.

Incremental approaches to air transportation system development inherit current architectural constraints, which, in turn, place hard bounds on system capacity, efficiency of performance, and complexity. To enable airspace operations of the future, a clean-slate (ab initio) airspace design(s) must be considered. This ab initio National Airspace System (NAS) must be capable of accommodating increased traffic density, a broader diversity of aircraft, and on-demand mobility. System and subsystem designs should scale to accommodate the inevitable demand for airspace services that include large numbers of autonomous Unmanned Aerial Vehicles and a paradigm shift in general aviation (e.g., personal air vehicles) in addition to more traditional aerial vehicles such as commercial jetliners and weather balloons. The complex and adaptive nature of ab initio designs for the future NAS requires new approaches to validation, adding a significant physical experimentation component to analytical and simulation tools. In addition to software modeling and simulation, the ability to exercise system solutions in a flight environment will be an essential aspect of validation. The NASA Langley Research Center (LaRC) Autonomy Incubator seeks to develop a flight simulation infrastructure for ab initio modeling and simulation that assumes no specific NAS architecture and models vehicle-to-vehicle behavior to examine interactions and emergent behaviors among hundreds of intelligent aerial agents exhibiting collaborative, cooperative, coordinative, selfish, and malicious behaviors. The air transportation system of the future will be a complex adaptive system (CAS) characterized by complex and sometimes unpredictable (or unpredicted) behaviors that result from temporal and spatial interactions among large numbers of participants. A CAS not only evolves with a changing environment and adapts to it, it is closely coupled to all systems that constitute the environment. Thus, the ecosystem that contains the system and other systems evolves with the CAS as well. The effects of the emerging adaptation and co-evolution are difficult to capture with only combined mathematical and computational experimentation. Therefore, an ab initio flight simulation environment must accommodate individual vehicles, groups of self-organizing vehicles, and large-scale infrastructure behavior. Inspired by Massively Multiplayer Online Role Playing Games (MMORPG) and Serious Gaming, the proposed ab initio simulation environment is similar to online gaming environments in which player participants interact with each other, affect their environment, and expect the simulation to persist and change regardless of any individual player's active participation.

The airspace is becoming more and more complicated, and will continue to do so in the future with the integration of Unmanned Aerial Vehicles (UAVs), autonomy, spacecraft, other forms of aviation technology into the airspace. The new technology and complexity increases the importance and difficulty of safety assurance. Additionally, testing new technologies on complex aviation systems & systems of systems can be very difficult, expensive, and sometimes unsafe in real life scenarios. Prognostic methodology provides an estimate of the health and risks of a component, vehicle, or airspace and knowledge of how that will change over time. That measure is especially useful in safety determination, mission planning, and maintenance scheduling. The developed testbed will be used to validate prediction algorithms for the real-time safety monitoring of the National Airspace System (NAS) and the prediction of unsafe events. The framework injects flight related anomalies related to ground systems, routing, airport congestion, etc. to test and verify algorithms for NAS safety. In our research work, we develop a live, distributed, hardware-in-the-loop testbed for aviation and airspace prognostics along with exploring further research possibilities to verify and validate future algorithms for NAS safety. The testbed integrates virtual aircraft using the X-Plane simulator and X-PlaneConnect toolbox, UAVs using onboard sensors and cellular communications, and hardware in the loop components. In addition, the testbed includes an additional research framework to support and simplify future research activities. It enables safe, accurate, and inexpensive experimentation and research into airspace and vehicle prognosis that would not have been possible otherwise. This paper describes the design, development, and testing of this system. Software reliability, safety and latency are some of the critical design considerations in development of the testbed. Integration of HITL elements in the development phases and veri cation/ validation are key elements to this report.

Ongoing measurement of system performance is an essential input to management of the National Airspace System (NAS) by the Federal Aviation Administration (FAA). MITRE has been working with the Air Traffic Management System Command Center (ATCSCC) since 2000 to provide new performance metrics and data visualizations to better measure and understand system performance, and inform changes to behavior to reduce delays in the future.

This paper advocates for a specific design approach, based on simple principals, yet addresses challenges faced by the system engineers when designing complex data and information infrastructure. The document provides guidance for breaking out various work elements in the overall network architecture design, so that communication systems are conceived and effectively realized regardless of their location, size and local specifics. Although targeted at the Global Airspace System (GAS) and National Airspace System (NAS), this framework can be applied to any network-centric architecture.

Air Traffic Management helps to ensure all National Airspace System (NAS) operators have the opportunity to safely accomplish their operational goals while maintaining NAS efficiency. Advancements in technology and a robust global demand for access to space are leading to new space flight participants and increasing numbers of space launch and reentry operations, adding complexity to NAS management coordination and decision-making processes. Diversity of launch and reentry profiles and locations, coupled with increased activity [1, 2], will impact airspace management planning by requiring increased coordination among the Federal Aviation Administration (FAA) and other federal agencies, civilian facilities, and commercial operators. Current processes will not scale as space activity in the NAS increases. The MITRE Corporation is working with the FAA to improve launch and reentry operations efficiency and repeatability. The approach includes analyzing current processes and identifying how more standardized communication mechanisms, integrated information flows, and consistent analysis capabilities can be applied. This paper describes a concept for sharing information and integrating it as part of a standardized, repeatable process that can help the FAA meet future space activity needs in the NAS. A key feature is to integrate information related to NAS effects assessment into the process to facilitate rapid analysis and feedback.

System Wide Information Management (SWIM) is a concept implemented by multiple Air Navigation Service Providers (ANSPs) to provide efficient access to systems, services, and data used for their operations. Global SWIM utilizes identical concepts, but instead focuses on the connectivity between ANSPs instead of systems and services within an ANSP [1]. A successful Global SWIM implementation enables interconnectivity between the SWIM networks of multiple ANSPs utilizing one or more GEMS (Global Enterprise Messaging Service) providers. In order to exchange flight, weather, and aeronautical information efficiently, the GEMS providers must adapt between each ANSP's local SWIM infrastructures [2, 3]. Providing end-to-end connectivity between authoritative sources of information (ANSPs, airlines, etc.) requires multifaceted adaptation of both a technical and procedural nature. During the Mini Global II demonstration, four industry partners (Harris Corporation, Mosaic ATM, NEC Corporation, and Indra Sistemas) each developed a Global SWIM Service that interconnected, forming an interoperable network providing users with access to information produced by multiple ANSPs through a single interface. During the development of these Global SWIM Services, it was necessary to utilize common messaging standards, such as AMQP, SOAP and REST, and common data standards, such as the Aeronautical Information Exchange Model (AIXM) [4], Weather Information Exchange Model (WXXM) [5], and Flight Information Exchange Model (FIXM) [6] to enable basic message exchange to ensure interoperability between the GEMS providers. However, it was found that an additional layer of interoperability is needed to bridge the differences in governance models used by each ANSP. The additional layer of interoperability will enable GEMS providers to adhere to the governance policies of the ANSPs and organizations connected to their service, and communicate these policies to other GEMS providers. The goal of this paper is to outline a framework for encoding the governance policies of multiple ANSPs for enforcement across multiple GEMS providers.