Controller Pilot Data Link Communications Research Articles

Development of Communication System for UAV Ground Control Station with ATC Based on Controller Pilot Data Link Communication

The technology of Unmanned Aerial Vehicles (UAVs), or drones, has rapidly evolved over the years, taking on various missions such as delivery, agriculture, mapping, surveillance, firefighting, and more. With the expanding functions of drones, the operational areas of UAVs also increase. However, there are restricted locations for UAV operations, one of which is an airport. Operating UAVs in controlled airspace requires permission from the government and local regulators. Moreover, a reliable communication system is crucial to support operations and prevent failures. This paper discussed the development of a communication system between UAV Ground Control pilots and Air Traffic Control (ATC) operators. The system utilizes strategic and tactical messages, developing the UAV communication system architecture based on the Controller Pilot Data Link Communication (CPDLC) standard operating procedures. This involved the design of the UAV Ground Control Station (GCS) communication system and the analysis of transmission power. The CPDLC system is a text-based communication system using the internet to send messages to ATC at an airport. The research methods included literature studies, collecting CPDLC messages based on documents (GOLD), developing the UAV communication system architecture, creating strategic communication standard operating procedures, designing the communication system interface on the GCS, and performing power calculations using link budget analysis. The research results indicate that the transmission power, calculated using the link budget at a distance of 100 km, is 17 dBm for payload communication and 15 dBm for telemetry communication, both meeting the minimum link margin standard of 15 dBm.

AKAASH: A realizable authentication, key agreement, and secure handover approach for controller-pilot data link communications

Controller-Pilot Data Link Communications (CPDLC) are rapidly replacing voice-based Air Traffic Control (ATC) communications worldwide. Being digital, CPDLC is highly resilient and bandwidth efficient, which makes it the best choice for traffic-congested airports. Although CPDLC initially seems to be a perfect solution for modern-day ATC operations, it suffers from serious security issues. For instance, eavesdropping, spoofing, man-in-the-middle, message replay, impersonation attacks, etc. Cyber attacks on the aviation communication network could be hazardous, leading to fatal aircraft incidents and causing damage to individuals, service providers, and the aviation industry. Therefore, we propose a new security model called AKAASH, enabling several paramount security services, such as efficient and robust mutual authentication, key establishment, and a secure handover approach for the CPDLC-enabled aviation communication network. We implement the approach on hardware to examine the practicality of the proposed approach and verify its computational and communication efficiency and efficacy. We investigate the robustness of AKAASH through formal (proverif) and informal security analysis. The analysis reveals that the AKAASH adheres to the CPDLC standards and can easily integrate into the CPDLC framework.

INVESTIGATION OF THE APPLICATION OF CPDLC TO AERODROME AIR TRAFFIC CONTROL PROCEDURES

This paper analyzes the application of Controller Pilot Data Link Communication (CPDLC) technology to different air traffic control sectors. It also presents the analysis of the performed research and tests. A CPDLC program is being developed that is adapted for aerodrome flight control. The program takes into account the advantages and disadvantages of other software, as well as the recommendations of other authors. The program is developed using JAVASCRIPT and HTML programming languages. The tests of the developed CPDLC program are performed in the Expert NITA flight control simulator. The CAPAN method is used for data analysis. Analysis of changes in workload, language errors, and time saved using different communication methods during simulations is also performed.

Aircraft approaching service of terminal control based on fuzzy control

Aircraft approaching is the most dangerous phase in every complete flight. To solve the pressure of air traffic controllers and the landings delayed problems caused by the huge air traffic flow in Terminal Control Area (TCA), an automatic Air Traffic Control (ATC) instructions system is initially designed in this paper. It applies the fuzzy theory to make instant and appropriate decisions which can be transmitted via Controller-Pilot Datalink Communications (CPDLC). By means of the designed system, the decision-making time can be saved and the human factors can be reduced to avoid the flight accidents and further delays in aircraft approaching.

Present and Future of Air Navigation: PBN Operations and Supporting Technologies

The present work reviews the new concept of operation that will be soon implemented in SESAR and NextGen (January 2020) using new state-of-the-art technology mainly based on onboard avionics: data link equipment, broadcast and surveillance systems, and Global Navigation Satellite System (GNSS) area augmentation. One of the main improvements of Performance-Based Navigation (PBN) is the use of satellites and more precise and accurate onboard instruments than current standard avionics related to ground-based navigation aids (VOR, NDB, DME, etc.). Air navigation systems have been without mayor updates for nearly 40 years, when most Very High Frequency Omnidirectional Range (VOR) and Tactical Air Navigation (TACAN) systems were implemented worldwide in the civil and military fields, respectively. These standard navigation systems lack new required performance navigation and required big deal of maintenance, especially in redundant systems. Recently, the development of new and precise GNSS and communication systems has allowed their use on different scenarios: Instrumental Flight Rules (IFR) departures, initial and final approaches, etc. Additionally, in several international airports, Ground Based Augmentation System (GBAS) approaches have been already successfully tested and implemented. Related to GBAS, the Automatic Dependent Surveillance Broadcast (ADS-B) is a cooperative technology that enhances pilots and controllers’ situation awareness, since ADS-B broadcasts own and other aircraft position. Controller Pilot Data Link Communications (CPDLC) may be another key element of the PBN concept of operations (CONOPS), since it provides air–ground data communications for the air traffic control (ATC) service and the aircrew, reducing risks associated to human factor: poor speaking, radio congestion, message confusion, standardization, etc. The main goal of this review is to present the PBN concept and the potentially supporting Communication, Navigation and Surveillance (CNS) systems, in the context of the NextGen and SESAR Air Traffic Management (ATM) modernization programmes.

Pengkajian Phraseology (Bahasa) Pemanduan Lalu Lintas Penerbangan Makassar Advanced Air Traffic Services Di Bandara Internasional Sultan Hasanuddin-Makassar

ABSTRACTThis study hies to analyze the phraseology of the officer in Makassar Advenced Air Traffic Services (MAATS). The officers in MAATS consist of the officer of Aerodrome Control (ADC). Approach co11trol (APP). Area Control Center (ACC I, ACC II). They are expecting not nuzking any mistakes due to the language of pilotage airline traffic which caused by hasty speech and slip of the tongue since the difference of language dialect/ accent the foreigh pilots which come from many countries.The error in measuring the value contained in the region of 85% -95% may be norm control (tolerance) by the management by objective measurements of the work. Whereas in 2 (two) years in 2009 and 2010 never happened Breackdown of Separation (BOS) but in 2010 the ACC officers never happened Breackdown of Coordination (BOC) caused by weather and soon coordination through the equipment to the equipment connectivit CPDLC (Controller Pilot Data Link Communication) so that it can be confirmed. Key Words: phraseology (language) pilotage ADC, APP and ACC.

Controller-Pilot Data Link Communications Display oriented to multiple Remotely Piloted Aircraft Systems pilots

A Controller-Pilot Data Link Communications (CPDLC) interface oriented to Remotely Piloted Aircraft Systems (RPAS) pilots was implemented as part of a synthetic task environment aimed to test the NtoM concept of operations (ConOps). This ConOps was envisioned to support multi-RPAS piloting in non-segregated airspace. Considering a long-term implementation, it assumes a future widespread use of CPDLC, exploiting its full potential to try to reduce the delay in the communication flow associated with unmanned aircraft and any possible added delay that concurrent piloting could add. Designed to be quick and intuitive, the current prototype of this display, on its own, could be used by pilots - of manned or unmanned aircraft - and controllers to practise and get used to the CPDLC message set, composition rules and procedures. Developed using the Data Distribution Service (DDS) standard, it allows the definition of different Quality of Service (QoS) scenarios for data communications, which can be used to train the procedures established for problems arising from faults in communications.

NtoM: a Concept of Operations for Pilots of Multiple Remotely Piloted Aircraft

The concept of operations proposed here pursues the feasibility, from a human factors perspective, of having a single pilot/aircrew controlling several remotely piloted aircraft systems at once in non-segregated airspace. To meet such feasibility, this multitasking must be safe and not interfere with the job of the air traffic controllers due to delays or errors associated with parallel piloting. To that end, a set of measures at several levels is suggested, which includes workload prediction and balance, pilot activity monitoring, and a special emphasis on interface usability and the pilot’s situational awareness. The concept relies greatly on the exploitation of the potential of Controller-Pilot Data Link Communications, anticipating future widespread implementation and full use. Experiments comparing the performance of the same pseudo-pilots before and after the implementation of part of the measures showed a decrease in the number of errors, oversights and subjective stress.

Controller⁻Pilot Data Link Communication Security.

The increased utilization of the new types of cockpit communications, including controller–pilot data link communications (CPDLC), puts the airplane at higher risk of hacking or interference than ever before. We review the technological characteristics and properties of the CPDLC and construct the corresponding threat model. Based on the limitations imposed by the system parameters, we propose several solutions for the improved security of the data messaging communication used in air traffic management (ATM). We discuss the applicability of elliptical curve cryptography (ECC), protected aircraft communications addressing and reporting systems (PACARs) and the Host Identity Protocol (HIP) as possible countermeasures to the identified security threats. In addition, we consider identity-defined networking (IDN) as an example of a genuine security solution which implies global changes in the whole air traffic communication system.

Considerations Toward a General Aviation Controller-Pilot Datalink Communication Display

This study proposed the design of a graphic user interface by which pilots will be able to receive and send text messages through the on-board avionics equipment. Although the technology exists in select commercial applications, it has yet to be implemented in General Aviation (GA) operations. Because GA avionics capabilities are not as extensive as those in commercial operations, certain features required simplification or exclusion from the development consideration. The first task involved gathering user needs data from a sample of pilots through the use of an online survey. The survey provided data for user display design preferences and projected comfort of using controller-pilot datalink communication (CPDLC) methodologies in certain phases of flight. The study culminated with the development and initial usability evaluation of an interactive wireframe model. After navigating through each of seven scenarios, participants completed the After Scenario Questionnaire (ASQ) to provide feedback on the perceived ease of use and time to complete a task. At the conclusion of all scenarios, the participants completed the System Usability Scale (SUS), providing additional insight to aspects of the user experience (UX).

Communication System Improvement for Air Traffic Service to Provide a Continuous Surveillance over the Oceanic Area

Air traffic service is an extra-ventricular service which regulates and assists aircraft in real time to ensure their safe operations. The importance of the air traffic service is to prevent collision between aircraft and to expedite and maintain an orderly flow of the air traffic. The objective of this project is to assess the effectiveness of the installed system in assisting the air traffic controller in providing the air traffic service. In order to achieve this objective, the Automatic Dependent Surveillance and Controller Pilot Data Link Communication (ADS/CPDLC) system has been installed and its functionality to provide continuous surveillance and communication has been evaluated. A survey of 35 air traffic controllers had participated to assess the effectiveness of the system to the air traffic controller. The results showed that over 80% of the air traffic controllers agree that the system is able to provide a continuous surveillance and continuous communication over the oceanic area. Apart from that, 60% of the air traffic controllers agree the reduced separation minima can be applies over the oceanic area by using the application of the system. Base on this result, reduced separation minima over the oceanic area can be applied in order to expedite and maintain an orderly flow of air traffic over the oceanic area.

Application of Controller Pilot Data Link Communication in the Training for Air Traffic Controller

The application of Controller Pilot Data Link Communication (CPDLC) in the training for air traffic controller is investigated. CPDLC is a data link application that allows for the direct exchange of text-based messages between a controller and a pilot. It greatly improves communication capabilities compared to traditional voice communication, in terms of reducing communication errors and pilot workload, improving the efficiency of airspace management and providing economic benefits. As traffic volume in the airspace becomes saturated, it is necessary to adopt CPDLC as the primary communication method and air traffic controllers should be trained accordingly. In the presented work, the features of CPDLC are introduced as well as the structure of CPDLC system is illustrated, and a novel framework for training air traffic controller with CPDLC system is proposed. It is seen that air traffic controller can be trained with lower workload, fewer mistakes and more flexibility using CPDLC system.

Effects of controller-pilot communication medium, flight phase and the role in the cockpit on pilots’ workload and situation awareness

This study explores the effects of communication medium, flight phase, and the role in the cockpit on pilots’ workload and situation awareness. Eight pilots with the experience of Controller-Pilot Data Link Communications (CPDLCs) participated in this simulated experiment. Two types of communication medium (voice and datalink), three types of flight phase (departure, cruise, and arrival), and two types of role (pilot flying and pilot non-flying) were investigated in the experiment. The results indicated that flight phase is a significant factor and cruise is the most suitable phase for datalink use on pilots’ acceptance, workload, and situation awareness performance. Both medium and role were not the significant factors. Since there is no significant difference on medium when no extra tasks and interferences involved in a normal flight, that the use of CPDLC can be justified during all phases of a no-event flight. In addition, the results of usability indicated that the simulated CPDLC with command selection functions proposed in this study provides good utility for the participants. In order to use the CPDLC for all phases of flight in the future, adding more command selection functions in place of typing messages by pilots and accommodating appropriate interfaces for different phases are recommended to enhance the usability of the CPDLC unit.

Air traffic control complexity as workload driver

This paper describes an investigation into ATC complexity as a contributory factor in changes of controllers’ workload. ATC complexity, together with equipment interface and procedural demands comprise the task demands on the controller; subsequent controller activities are mediated by performance shaping factors to create workload. In order to establish a link between ATC complexity and a controller’s subjective workload, complexity factors are identified and subsequently related to workload indicators. The studied data comes from a real-time simulation using Controller-Pilot Data-Link Communication (CPDLC) technology, recently completed at EUROCONTROL CRDS in Budapest.

Evaluation of Onboard Taxi Guidance Support on Pilot Performance in Airport Surface Navigation

Advanced Surface Movement Guidance and Control Systems (A-SMGCS) comprise a range of new technologies for both the flight deck and ground air traffic control and is supposed to enable increased safety and a more efficient throughput at presently highly congested major airports. A flight deck A-SMGCS module is the onboard guidance system TARMAC-AS. This module consists of controller pilot data link communication (CPDLC) and an electronic moving map (EMM), which also serves as a cockpit display of traffic information (CDTI). TARMAC-AS is evaluated in an investigation involving 49 commercial pilots who performed a series of approach, landing and taxiing simulation trials under varied visibility, which were completed in a fixed-base cockpit simulator. Results support the notion that an EMM + CPDLC + CDTI improve the effectiveness of taxi navigation. A potential negative impact of observed increased head-down times to the compelling TARMAC display on unexpected outside scene obstacle detection was not substantiated.

Network Centric Operations Impact on Avionics

In network centric operations, avionics on an aircraft will be both a source and destination of information. The U.S. Department of Defense (DoD) has mandated capabilities required for transforming to network centric operations. These capabilities are called out in the Joint Technical Architecture (JTA) Version 6.0 (Ref. 2). The Weapon Systems Domain, Aviation Subdomain, identifies preferred interoperability standards for communications, data links, navigation/landing aids, and identification aids. Communications, navigation, and surveillance (CNS) avionics systems and functions impacted by the JTA include nearly all avionics hardware, software, and the human system interface. Existing avionics architectures may require major changes for integration in network centric operations. A key question is whether these changes are affordable. The controller pilot data link communication (CPDLC) retrofit into existing commercial aircraft is expensive and many airlines are in bankruptcy or have a weak financial report. Most existing military aircraft have wiring installed during production, with few upgrades since the aircraft went into service. Aircraft still in the design phase will utilize a network centric architecture that will be upgradeable as technology advances provide new “plug and play” processors, displays, and sensors and the cost of new technology such as CPDLC will be built into the aircraft cost. Architecture. Network centric operations require integrated information from many avionics systems that were originally “stand alone” and implemented a function such as navigation, or had an output to the automatic flight control system. Many current avionics systems, both military and civilian, employ a federated architecture. The federated architectures are not highly integrated since they descend from stand-alone systems employed in analog avionics and first generation digital avionics. Current aircraft architectures and avionics compatibility with the capabilities required present interesting data flow challenges. Two key requirements that an architecture must provide are high bandwidth and low data latency. Technologies. Keys to implementation of net centric capabilities are software programmable radios, Gigabit Ethernet, and “smart” displays. The Joint Tactical Radio System (JTRS) software programmable radio plans to provide up to eight channels which must connect with a multiband antenna. The Gigabit Ethernet can be fiber or

Economic Benefits of Increased En Route Sector Capacity from Controller-Pilot Data Link Communications

The En Route Controller-Pilot Data Link Communications (CPDLC) program is designed to enable digital data communications between controllers and pilots. CPDLC Build 1A has been proposed as the first step in the nationwide rollout of this program to en route airspace by implementation in eight air route traffic control centers. Because CPDLC will automate several routine air-ground communications tasks, one potential benefit is reduced controller workload, which could lead to increased sector capacity and thus reduced flight times for flights traversing busy sectors. To quantify the workload reduction, a comparison has been made of the time currently required to perform communications tasks, as determined from recordings of actual air-ground communications, and the time required to perform the same tasks with CPDLC, as determined by a controller-in-the-loop simulation. This comparison indicated the potential for a significant reduction in the time spent on controller-pilot communications. A model was constructed to relate the reduced controller communications workload to increased sector capacity. The National Airspace System Performance Analysis Capability (NASPAC) model was used to estimate the reduction in flight times associated with the modeled sector capacity increase. NASPAC was run for both an idealized good weather day and a sample actual bad weather day. By 2017, the last year of the projected economic lifetime of CPDLC, average flight time savings from CPDLC-related capacity increases were estimated to exceed 9, 400 min/day.

User Request Evaluation Tool and Controller–Pilot Data Link Communications: Integration Benefits Assessment

Explored are the benefits of integrating User Request Evaluation Tool (URET) and Controller-Pilot Data Link Communications (CPDLC). Controller-pilot voice-communication messages and aircraft traffic flows and conflicts are analyzed in great detail in one representative, URET-operating en route sector. On the basis of the mapped URET data and the real-world communication messages, a base case and two alternative scenarios were analyzed to estimate the number of clearances that are given to pilots to resolve aircraft conflicts a sufficient time before the start of the conflict, and to determine the reduction in frequency congestion possible if such messages were sent via data link. It was found that the highest frequency use, which corresponded to the first traffic peak, was reduced 27% after the second-scenario messages were removed from the base-case scenario. After removing the non-time-critical conflict-resolution messages, the total reduction was 59%. Frequency use during the highest number of aircraft conflicts was reduced 65% after all messages from the second and the third scenario were removed. Thus, the benefits of integrating CPDLC and URET are significant. If non-time-critical conflict messages were transmitted via data link in the integrated CPDLC and URET environment, they could considerably improve the frequency congestion. More important, the largest benefits would be experienced in situations involving a large number of aircraft conflicts, or during busy periods of traffic. These improvements could further help to reduce the number of communication errors (and the consequent air traffic control workload), as well as the number of operational errors.

Voice recognition: software solutions in real-time ATC workstations

Speech recognition features desired by air traffic controllers, such as the ability to use complex messages and address hundreds of individual aircraft could not be implemented a decade ago, but these tasks became possible with improved speech recognition engines and an increase in processing power and memory. Speech recognition was a key element in the air traffic controller (ATC) workstation used to support a Controller-Pilot Data Link Communications (CPDLC) system. Our work, under the direction of the Avionics Engineering Center at Ohio University, was in support of the Federal Aviation Administration's (FAA) Runway Incursion Reduction Program (RIRP) and the National Aeronautics and Space Administration's (NASA) Runway Incursion Prevention System (RIPS) conducted at the Dallas-Fort Worth International Airport (DFW). This paper examines the challenges and opportunities of developing voice recognition software solutions in ATC workstations using multiple dialects and accents, complex and varied grammars and terminology, accuracy, hardware restrictions, and user-training procedures.

The Digital Information Facility

The acceptance and implementation of advanced digital avionics and flight control systems is dependent on the successful integration of these systems into the current and future National Airspace System (NAS). This paper describes a digital avionics systems research facility known as the Digital Information Facility (DIF) developed to provide researchers with the ground systems and air-to-ground interfaces needed to conduct and document experiments involving a mix of new technologies within the existing NAS infrastructure. The DIF supports four NAS functions: Controller Pilot Data Link Communications (CPDLC), Flight Information Services (FIS), Differential Global Positioning System (DGPS) navigation, and Automatic Dependent Surveillance-Broadcast (ADS-B). The DIF also includes the capability to record pilot and air traffic management interactions and document research participant observations. The DIF capability includes connectivity to flight test and simulated aircraft in a fully immersive Communications, Navigation, and Surveillance (CNS) environment.