Methods for identifying, prioritising and planning for emerging technologies in air traffic management industry

10 - Introducing Competition in the Provision of Air Traffic Management

6 - Economic Characteristics of Air Traffic Management

Disruptive Innovation in an Institutionalized Environment: Space-based ADS-B in the Air Traffic Management Industry

2 - Operational and Technological Background on Air Traffic Management

With new data hungry application flooding the air traffic management (ATM) world, driven by system-wide information management (SWIM), advanced aeronautical information management (AIM) data exchange, and the latest remote virtual tower (RVT) video applications, the ATM industry is looking at modern, safe, and secure network technologies such as Software Defined Networks (SDN). Just a few years ago, only forward-leaning organizations embraced this compelling new concept to programmatically control their network resources.Today, SDN is acknowledged as a major building block of next generation ATM networks. The SDN concept separates the routing decisions, the ‘control plane’, from the actual data forwarding hardware, the ‘data plane’. In SDN the routing decisions are performed in a separate SDN controller. Depending on the network architecture, SDN controllers can be deployed in a distributed or centralized fashion.In the distributed approach, SDN controllers are deployed at various key locations within the network, each responsible for a sub-set of network devices with no communication to other SDN controllers. Although this concept allows for lean deployments at each site it may lead to unstable and/or asymmetric routing because of sub-optimal routing decisions by each individual controller due to the lack of information of the complete network.To overcome this, in the centralized approach, clusters of synchronized SDN controllers are deployed at central locations within the network, each being able to take over the whole set of network devices. This allows for end-to-end optimized routing decisions as each cluster has all the network information available and the cluster members operate upon a synchronized information base.A fault case analysis shows that the centralized approach may fail if the network becomes partitioned. Partitioning occurs if the SDN cluster loses connectivity to a portion of the network. These network elements are then considered orphaned. To ensure continuity of service, a hierarchical SDN deployment approach provides the best solution, where the central, synchronized SDN controllers are augmented by dedicated, distributed SDN controllers being able to take over orphaned devices.This paper describes and analyzes a hierarchical SDN architecture where a centralized SDN controller cluster manages the network during regular operation, and making use of a distributed SDN approach to ensure business continuity during degraded operation. Finally, network performance advantages of the hierarchical approach compared to conventional central SDN cluster deployments are highlighted.

The rapid advancement of cutting-edge technology has reshaped the global dynamics of the airline sector, elevating the significance of service quality, effectiveness, and protection. As a vital contributor to national economic growth and a public utility, aviation's expansion has directly impacted businesses in the service sector, leading to increased operational opportunities for hotels, restaurants, and travel agencies. This article addresses the challenges within Air Traffic Management (ATM), focusing on the aviation industry's primary concerns. With the continuous growth of aviation traffic, there is a pressing need to enhance security, productivity, and environmental sustainability. The article aims to stimulate business innovation and collaboration in advanced study areas such as dynamic airspace management (DAM), air traffic flow management (ATFM), and collaborative/non-collaborative surveillance. The proposed frameworks, based on Clean Sky and NextGen, incorporate 4D Trajectory Optimization techniques, advanced surveillance technologies, and data link connections to establish a foundation for ATM industry development. Additionally, the research explores adaptive Human-Machine Interface and Interaction (HMI2) forms to automate the assessment and negotiation of aircraft intentions, thereby improving the efficiency and security of ATM operations. The study also addresses specific requirements for cooperative and non-cooperative Detect-and-Avoid (DAA) systems for Remotely Piloted Aircraft Systems (RPAS) within the evolving CNS+A process, ensuring their safe and unrestricted access to all airspace types.

11 - New Entrants Into Airspace—Unmanned Aircraft (“Drones”) and Increased Space Transportation

This paper aims at understanding organizational boundaries in their different dimensions: internal and external, horizontal and vertical, static and dynamic. It first gives a definition of the phenomenon: a boundary is a potential or actual mechanism that rarefies or regulates flows between two heterogeneous spaces, and makes these flows visible. It then formulates three propositions: 1. There are no such things as « natural boundaries ». Organizational boundaries are the result of decisions about capability units that are always debated. 2. Once established, boundaries tend to be stable and to become entrenched. 3. Even when they are entrenched, boundaries remain debatable. When controversies intensity, strategies aiming at changing the boundaries develop, and strategies aiming at maintaining them develop in response.the Air Traffic Management industry in Europe. The authors have been working on it for more than ten years. The main points this article makes are the following: The concept of capability unit is related to the idea that there are no such things as « natural » boundaries. When managers define a boundary, be it internal or external, they think of a capability, and this is done in a context of causal ambiguity. Boundaries are the object of a decision and are always debatable and debated. They induce a rarefaction of the financial, informational, and other flows, and this rarefaction can vary in intensity over time. Once defined, boundaries tend to sediment and become entrenched. In such a process, the asynchrony of decisions made in different areas, such as technology, human resources, and organization of sub-activities, plays a key role. As the environment evolves, controversies concerning the perimeter of the capability units may intensify and some actors may develop strategies aimed at changing the boundaries. These strategies will pertain to the boundaries of a few capability units, or to a large set of boundaries. In the latter case, the strategy, which can be characterized as “architectural”, would be developed by an actor with a particular status. This actor would belong to several organizational fields and would therefore not be constrained by the same symbolic boundaries as actors who belong to one field alone. Such a strategy entails a willingness to impose synchrony to other actors in the industry. The dynamics of displacing the boundaries relies on two processes, competition and cooperation, combined in a coopetitive approach.

This paper is about a twofold proposal submitted to the scrutiny of the OSS scientific community. It is first argued that OSS should be considered a means to establish an industry regulation. The motivation of this first proposal is the need for harmonization of the supply chain in certain industrial sectors. The Air Traffic Management industry (ATM) is the only case considered in this paper. However, it is assumed that the regulatory advantage of OSS is not specific to that industry. The second proposal is about how to establish such a regulation through OSS. It is argued that the legal ownership of the OSS product should be assigned to a public organization, preferably to an organization that would be dedicated to monitor and promote the evolution of that product. The motivation for these proposals is based on the analysis of possible scenarios of OSS ownership in the case of ATM. Perspectives concerning the preliminary implementation of the proposals are introduced.

Challenging to graduate engineering education is extraordinary. Engineering schools must prepare PhD students to work in transnational settings, with scientists and researchers located across the globe, in order to increase the world's capacity for solving global problems and meeting human needs. This paper presents an innovative project, financed by the European Union, that aims at promoting quality research in aeronautics and global PhD education by fostering and financing Doctoral (PhD) level research, involving the participation of leading universities, research centres and the Air Traffic Management industry, through a collaborative research Network called HALA!. The paper presents the educational benefits of this innovative initiative stating how the network is structure and managed, the main activities carried out within the network to develop PhD excellence and the main results achieved so far.

Air traffic service (ATS) routes are essential to optimize flight efficiency, safety, security, and comfort. This study aims to improve safety, operational efficiency, air traffic management, and pilot comfort in the airspace managed by Perum LPPNPI Surabaya Branch by designing a new ATS route. The existing international ATS route from Surabaya to Singapore and Malaysia is limited to one path via RAMPY and SUMDI, which causes inefficiency, traffic conflict, and pilot discomfort. To address these issues, this study conducted an extensive analysis of air traffic data, conflict risk, and operational efficiency. Using a research and development methodology guided by the ICAO 9906 Document Quality Assurance framework, an alternative route named the conventional ATS route was developed based on the user preferred route (UPR) concept. This study used quantitative and qualitative methods, including simulation and data evaluation, to validate the new route. The findings show that the new ATS route significantly improves operational safety and efficiency, reduces traffic conflict, and improves pilot comfort. The new route provides greater flexibility for pilots and supports more effective air traffic management, which is a major improvement over the current route. These improvements are essential to accommodate the ever-increasing demand for air traffic while ensuring safety and comfort. Thus, conventional ATS routes not only address current challenges but also lay the foundation for future improvements in air traffic management and pilot operations, highlighting the importance of continued advancement in aviation infrastructure.

General Background: The rapid advancement of digital technologies offers transformative possibilities for improving Air Traffic Management (ATM) and enhancing personnel training systems. Specific Background: In Uzbekistan, air navigation development is undergoing modernization, yet the adoption of advanced digital tools remains limited. Knowledge Gap: Despite global progress in digitalizing ATM, there is a lack of comprehensive evaluation on how digital tools impact both operational efficiency and the effectiveness of air traffic controller (ATC) training, particularly in developing aviation environments like Uzbekistan. Aims: This study aims to assess the integration of digital technologies in Uzbekistan’s ATM processes using a system modeling approach, focusing on operational improvements and training outcomes. Results: The findings demonstrate that AI-based decision support systems, real-time data analytics, radar automation, and virtual reality (VR) training platforms significantly enhance airspace safety, communication accuracy, and skill acquisition. System modeling, supported by MATLAB Simulink and Arena Simulation, revealed quantifiable improvements in traffic management efficiency and trainee performance. Novelty: This study provides the first systematic evaluation of digital ATM integration in Uzbekistan, offering empirical evidence on how these technologies align with ICAO and EUROCONTROL standards while addressing region-specific challenges. Implications: The results inform future policy directions, advocating for strategic digital adoption to modernize ATM infrastructure and improve ATC personnel readiness, with potential applicability to other developing aviation systems. Highlights: Digital technologies transform Air Traffic Management (ATM) and training systems. AI tools and VR training improve ATM efficiency and skill acquisition. Supports digital adoption for modernizing Uzbekistan's ATM and enhancing ATC readiness. Keywords: Air Traffic Management; Digitalization; System Modeling; Training Technology; Uzbekistan Aviation

Technology foresight in China: Academic studies, governmental practices and policy applications

The Joint Planning and Development Office (JPDO) has developed a concept of operations to communicate the key operating principles and characteristics of the Next Generation Air Transportation System (NextGen). The goals for NextGen are aimed at significantly increasing the capacity, safety, efficiency, and security of air transportation operations and through doing so, improve the overall economic well being of the country. These benefits are achieved through a combination of new procedures and advances in the technology deployed to manage passenger, air cargo, and air traffic operations. In many cases, this vision and plan builds on work done by international aviation organizations that represent a globally harmonized set of concepts for the future. The Federal Aviation Administration’s (FAA’s) strategy will evolve operations toward NextGen in a way that integrates proven technologies, can be scaled for the future, and couples advanced ground automation systems and advanced aircraft capabilities. MITRE’s Center for Advanced Aviation System Development (MITRE/CAASD) has developed Performance-based Air Traffic Management (ATM) as a significant step toward NextGen, while meeting the FAA’s need for capacity and productivity benefits. Performance-based ATM integrates advanced capabilities that will provide vastly improved surveillance, navigation, data communications, and automation for ground and airborne systems with changes in service provider roles and responsibilities. During 2006 and 2007, Performance-based ATM evaluations produced a concrete assessment of benefits, relative to the current en route ATC environment. Highfidelity simulations of today's automation environment were contrasted with an advanced future environment in which Performance-based ATM—a combination of various available technologies and new procedures—will be used. The methods and results of the Performance-based ATM evaluations of 2006 and 2007 are presented here.

The air transportation domain faces issues in air traffic congestion which leads to delays affecting a network of flights. As stakeholders strive to address such issue by applying air traffic flow management (ATFM) actions, there exists an apparent divide in the solution objective and perspectives. In the extant literature, solution approaches involving ATFM actions are often framed from the perspective of only one stakeholder to another. Such a scheme does not comprehensively cover the overall goal of the stakeholders, thus, provides inadequate, even conflicting, solutions. Therefore, this paper proposes an integer linear programming model for a rerouting problem that satisfactorily incorporates the individual interests of stakeholders (i.e., airport management, airline sector, air traffic management) in the commercial aviation industry and the common goal of ensuring safety in flight operations. The proposed model is designed to tactically select an alternate route when the primary route is constrained due to uncertainties such as inclement weather in a post-departure scenario. A hypothetical case study involving multiple destinations and alternate routes is carried out to illustrate the validity of the model. A Demo version of Lingo software is used to run the proposed model. Notable computational results show significant differences of selected routes as individual system interests are taken into isolation compared to when the general, collaborative model is implemented. In other words, the proposed model is able to show that preferences in alternate routes do vary with the individual interests of stakeholders, more so with the integration of the collaborative decision among stakeholders. Therefore, this research work provides a groundwork to a more comprehensive take of managing air traffic scenario involving all phases of flights. This is realized by providing a proof that significant shifts of decision solutions occur when the overall goal of stakeholders is considered rather than taking their individual interests into isolation.