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Building the Data-Centric Air Traffic Management System of the Future

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Building the Data-Centric Air Traffic Management System of the Future Building the Data-Centric Air Traffic Management System of the Future By Chip Downing, John Breitenbach, and Eva McCauley, Real-Time Innovations (RTI) The current ATC system manages 5,000 manned aircraft a day, a number that is expected to rise to 50,000 with the integration of unmanned aircraft. 42 Spring 2020 AIR TRAFFIC MANAGEMENT oday’s ATM systems are challenged by a growing demand to support unmanned aircraft into the existing infrastructure designed for commercial airlines, pri- vate operators, and military aircraft. With technol- Togies like FAA NextGen and Europe’s SESAR, air traffic controllers are integrating relatively simple ground-to-air and air-to-air communications and situational awareness improvements, primarily for manned aircraft, with a focus on commercial air- line safety. However, looming on the horizon is the growing challenge to safely integrate tens of thou- sands to millions of new air vehicles. These range from small unmanned aircraft systems (sUAS) to flying taxi services to air package delivery vehicles in a wide range of sizes and weights. Global ATC systems are making progress in updating their legacy radio beacon, voice- and radar- controlled systems into modern platforms using low error rate digital data. Modernization programs Jakub Gojda/123rf The Journal of Air Traffic Control 43 AIR TRAFFIC MANAGEMENT like NextGen and SESAR, which deploy puter vision, radars, and other sensing systems trollers and aircraft systems. As ATC systems new capabilities like Automatic Dependent simply outpace the ability to create and deploy have modernized the voice-centric control Surveillance-Broadcast (ADS-B), SWIM, new federal airspace infrastructure programs. system to one that relies on the real-time flow and Collaborative Air Traffic Management A new approach to distributed software archi- of data, the foundation has been laid for a Technologies (CATMT), are advancing tecture is needed. Data-centric software offers new data-centric architecture that can readily the march to a more collaborative, reliable, a decentralized “data everywhere” abstraction, adapt to new airspace entrants with new sens- and semi-autonomous airspace control for easing integration while providing the scal- ing and control technologies. manned aircraft. ability, performance, and security needed for The US military has faced this integra- However, the emerging tidal wave of new future control of the national airspace. tion challenge for decades, where they need airspace entrants will soon overwhelm these to track UAS operations and all flight levels, control systems. The current ATC system Scalability Through a coupled with manned air systems and soldiers handles about 5,000 manned planes per hour Data-Centric Architecture on the ground. Airborne Identification Friend during peak travel times. This number will be Data-centric software makes strongly typed or Foe (IFF), a radar/transponder system for dwarfed by a large volume of new unmanned data the interface between applications rather identifying friendly and hostile aircraft, and vehicles needing to enter controlled airspace. than messages or protocols. Producers and Blue Force Tracker (BFT) are two examples The numbers are staggering: up to 50,000 or consumers discover each other dynamical- of command and control in hostile mili- more vehicles, performing air taxi, package ly and are decoupled in time, location, and tary environments. Commercial airspace will delivery, and emergency response, plus a wide flow. This allows easy federation of systems need to prepare for scenarios where far more range of commercial and private delivery sys- that naturally follows the control structure of “unfriendly” operations will enter the tradi- tems, all of which require monitoring. This ATC. Each data flow can be configured inde- tional “friendly” airspace with the inclusion of influx of new entrants is driving the demand pendently outside of the application code, giv- future unmanned systems. for a new dimension to the existing ATC sys- ing each its own quality of service and secu- tem, one that drives autonomous, non-line- rity. The Data Distribution Service (DDS) Leading the Way Through an Open, of-sight flight control and separation, and standard provides a data-centric connectivity Secure Architecture can rapidly scale as UAS operations increase. framework, called a databus, that runs over Over 1,200 commercial aerospace and defense In the US, the FAA and NASA are working 1,200 large-scale real-time systems. systems already use a data-centric communi- on new UAS control systems, such as UTM, Creating a truly safe and secure airspace cations framework to integrate a wide range which should address the first wave of new management system requires an overarching of sensor data and control information. These unmanned entrants into controlled airspace. architecture that integrates data from national data-centric platforms are based upon the These incremental improvements to air- infrastructure as well as from the wide range DDS open standard managed by the Object space are useful, but they cannot address this of sensing systems on the ground and in the Management Group® (OMG). DDS is prov- challenge by themselves. The pace of innova- air. Data must be collected in real-time and en to meet the necessary interoperability tion of autonomous systems, robotics, com- available as required to authorized flight con- and security requirements for cross-service, Figure 1. US Army Asset Tracking System. 44 Spring 2020 AIR TRAFFIC MANAGEMENT cross-supplier, and cross-al- ly integration of a technolo- gy-driven operations environ- ment. DDS is ideal for integrat- ing a wide range of disparate systems, making it a low-risk choice for integrating the oper- ations and control data from SESAR and NextGen ADS- B, SWIM, CATMT, UTM, and any other system that aug- ments manned and unmanned flight operations, today and in the future. Real-Time Quality of Service Cyber-physical systems like ATC require bounded response times. If messages or com- mands arrive too late, they are not relevant and can be danger- ous. IT-based communications protocols and software are not built for real-time cyber-phys- ical systems. NextGen systems, in addition to being built on Figure 2. US Army GBSAA Benefits for UAS. data-centric technology, must also employ software that guar- antees real-time contracts for data timeliness. certification, RTI provided commercial-off- integrates legacy, simulation, airborne, and DDS, as part of its standard, defines a rich the-shelf (COTS) RTCA DO-178C DAL A new gaming platforms. set of Quality of Service (QoS) attributes certification evidence for this solution. As Figure 3 depicts, RTI integrates that allow applications to enforce real-time platforms based upon the High-Level constraints as part of their data exchange. In Multi-Supplier, Multi-Standard Architecture (HLA) simulation standard and a DDS environment, an application offer- Simulation Integration the Distributed Interactive Simulation (DIS) ing data also advertises an offered QoS. In systems built on DDS, the data is the standard, and combines these simulations with Applications seeking to use that data will do interface between applications. All differences a Future Airborne Capability Environment so only if the advertised QoS meets or exceeds in underlying CPU architecture, operating (FACE™) standard avionics platform their local needs. Without QoS, all timing system, and network connections are utilizing actual avionics hardware used in requirements are pushed into the application abstracted away. The real-timeQ oS settings a hardware-in-the-loop (HIL) environment. code, resulting in complex, brittle systems that ensure design capabilities are advertised at The simulation engine from VT MAK are difficult to evolve and re-certify over time. startup and enforced at run time. Multiple and real avionics systems from L3Harris standards and protocols can be normalized FliteScene were chosen for this challenge One Model for Integration: US Army to DDS to provide connectivity between and were integrated with a non-HLA, non- Ground-Based Sense and Avoid disparate systems. DIS interactive simulation with a joystick The US Army uses DDS for their Ground- Most military and commercial aerospace and cockpit environment using Microsoft Based Sense and Avoid (GBSAA) system customers and programs decline to publicly Flight Simulator. It also integrated a proven that enables UAS to safely operate in the discuss their technology foundations. In gaming platform, using SimBlocks.io One FAA-controlled NAS with other commercial, 2019, RTI, the largest commercial supplier World SDK with the Unity Game Engine. private, and military aircraft. The GBSAA of DDS technologies, proved the unique The integration of the different simulation system displays other aircraft near the capabilities of DDS to integrate a wide range and HIL components is defined in Figure 3. unmanned aircraft and notifies the operator of technologies, both standards-based and The ability to seamlessly mix live, virtual, of potential hazards, while meeting federal proprietary, at a public event. RTI integrated and constructive elements into a simulation requirements and eliminating the requirement multiple competitive platforms for modeling, enables rapid development of new capabili- of a chase plane or ground observer for UAS simulation, and training (MS&T) which ties. In a similar way, a DDS-enabled mixed flights. This system can be used in many included industry-leading platforms
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