85
1 INTRODUCTION
Theneedto increase airspace capacity isa problem
existingfortrafficengineersformanyyears.Itisnot
withoutsignificancethatthereiscontinuousgrowth
of air traffic, particularly over large urban
agglomerations in Europe. Any action aimed at
streamliningtheprocessinaviationmust,however,
be
consistentwiththesecuritypolicyinaviation,and
hence with maintenance an adequate level of that
security. Smoothing the process of increasing the
number of aircraft in different sectors of airspace
may be held only with the improvement of
information transmission systems in these sectors
(Stańczyk&Stelmach,2013).
Constantlyincreasingvolumeofairtrafficentails
making modifications to the existing system of air
traffic management. These measures concern both
organizationalchanges,proceduralandmodification
ofexistingICTsystemssupportingthemanagement
ofairtrafficsafety(Kierzkowski,Kowalski,Magott
&Nowakowski,2012).Theyprovide anopportunity
to exchange information between
ground services,
withoutwhichtheexistenceofaviationwouldnotbe
possible. Exchange between the ground services is
biggerthan90%oftheinformationrelatingtosafety
oftheflightofaircraft(Kierzkowski&Kisiel,2015).
Collectionofdataaboutthestateofatmosphereand
airports,availabilityof services, the
restrictions and
the subsequent dissemination of different messages
is possible thanks to the fixed network. To ensure
safe flight of the aircraft it is essential to ensure
communication of all services, such as aeronautical
information,weatherstation,inspectorsofparticular
areas, and many other airspace users. Network
technology strongly influenced the
present way of
exchangeofinformationinairtransport(Laskowski,
Łubkowski & Kwaśniewski, 2013). Development of
aviation networks is focused on the integration of
networksandservicesoperatingwithinthenational
airtrafficcontrolsystems,andthefutureextensionof
these solutions. The paper presents selected issues
related to
network analysis and information
exchange systems in the European air traffic
managementsystem.Afteranalyzingtheconstraints
The Safety Level Analysis of the SWIM System in Air
Traffic Management
K.Krzykowska,M.Siergiejczyk&A.Rosiński
WarsawUniversityofTechnology,Warsaw,Poland
ABSTRACT:SafetylevelanalysisisincludedinthepaperincontextofSWIMsysteminairtrafficmanagement.
Theexampleisgiven.ItexaminesthelimitationsanddrawbacksofcurrentICTsystemsusedfor air traffic
management.Analyzingthedevelopmentofcommunicationsystemsforthe
managementofgeneralairtraffic,
itcanbeconcludedthatthedevelopmentoftheterrestrialsegmentoftheexchangeofinformationbetweenthe
partiesrelatingtotheairtrafficwillfluctuatetowardsasolutionbasedonaservice‐orientedarchitectureSOA.
Thisarchitecturewillbethebasisforthe implementation
oftheconcept of aninformationexchangesystem
SWIM.
http://www.transnav.eu
the International Journal
on Marine Navigation
and Safety of Sea Transportation
Volume 10
Number 1
March 2016
DOI:10.12716/1001.10.01.09
86
anddrawbacksoftheexistingICTsystemsusedfor
air traffic management we indicate the need to
changethecurrentʺpoint‐pointʺarchitecturetothe
system which exchange information using service‐
orientedarchitecture.
2 THENEEDFORSWIM
Air Traffic Management (ATM) is defined by the
International Civil Aviation Organization
as a
dynamic, integrated management of traffic and
airspace‐safely, economically and efficiently‐
through the provision of equipment and uniform
services in collaboration with all stakeholders. The
properfunctioningoftheATMincreasinglydepends
on providing timely, relevant, accurate, accredited
andreliablequalityofinformationtomakedecisions
inthe
process.Sharingbestintegratedpictureofthe
historical,real‐timeandplannedoranticipatedstate
of the traffic situation on the basis of the whole
system will allow the ATM community conducting
business in a more secure and efficient manner
(Sumiła,2012).ThatishowaSWIMsystem(System
Wide
InformationManagement)works,byexchange
ofinformation,throughthecombinedsetofdomains
providing or absorbing information. Thanks to
SWIM,allinformationissharedandprocessedbythe
service, which must meet the applicable standards
andoperateinamanneraccessibletoallusers.SWIM
aimstoimprovethemanagement
ofinformation,and
thus the exchange of information in a wide range,
providingsupportfortheongoingdialoguebetween
the various partners. SWIM meets the safety
requirements associated with the exchange of
information. Moreover, it provides the exchange of
relevant information much easier and cheaper.
Aircraftoperatorswillneedtoconstantly
updatethe
dataonwhichtheATMserviceprovidersandairport
operators will have a better knowledge of the
intention of flight (Siergiejczyk, Krzykowska &
Rosiński, 2014). Thanks to that‐controllers, pilots,
dispatchers and others will have greater situational
awareness with regard to flight status, weather,
traffic and other
relevant operational information
(Sadowski,Siergiejczyk,2009).
Analysis of the concept of SWIM (System Wide
InformationManagement)enabletoconfirmthat its
implementationwillrequirechangesincurrentpoint
‐ point architecture type (in area of exchange of
information). It is assumed that entities may be
geographically dispersed, but should have a
valid
anduniforminformationnecessarytocarryouttasks
inspecificareasofcompetence.Thefigures1 and2
show the current structure of the exchange of data
(point‐point) and a proposal for the future (eg.
SWIM).
Figure1.Currentstructureoftheexchangeofdata
Figure2.Futurestructureofsharinginformation
Inaddition,theexchangeofinformationbetween
users of fixed network seeks to create a service‐
oriented architecture SOA (Service‐Oriented
Architecture), which is the basis for the
implementationofthe concept of SWIM. SOA is an
architecturethatusesthedefinitionsofinterfaces.
3 ARCHITECTUREOFSWIM
Inorderto
achievetheexpectedperformanceofthe
system‐SWIMimplementationshouldbeguidedby
fourbasicprinciples:
separation of the provision of information‐
distinctionbetweenprovidersofinformationfrom
thesourcesofinformation;
feedbackofthesystem‐eachoftheelementsuses
moreorlessknowledgeaboutothercomponents,
in this way‐barrier between systems and
applications are removed and the interfaces are
compatible;
useofopenstandards/publiclyavailable;
useofservice‐orientedarchitecture(SOA).
Based on the above principles, the
implementation of SWIM will introduce the
followingelements:
AIRM(ATMInformationReferenceModel)‐will
ensure the implementation of each type of
informationthroughanATMconceptuallylogical
datamodels,amongthemtherewillbeitemssuch
as airports, flight route, airspace, flight
procedures and common definition of modeling
takingintoaccountthetimeandspace;
ISRM (Information Service Reference Model)‐
providealogical
divisionofinformationservices
required and their patterns of behavior, it will
containdetailsaboutservicecharge,thepatternof
87
information exchange, quality of service (QoS),
infrastructurefordataexchangesystem;
IMF (Information Management Functions)‐
includes functionality such as user identity
management, disclosure of resources, aspects of
security,includingauthentication,encryptionand
notificationservices;
SWIMInfrastructureasatechnicalinfrastructure
(ground/groundandearth/ground).
Fig.3illustratesrelationshipswithin
thetransport
telematics system, based on the exploitation‐
reliabilityanalysisofdedicatedSWIM.
Figure3.RelationshipsintheSWIM.
Denotationsinfigures:
R
O(t)–thefunctionofprobabilityofsystemstaying
instateoffullabilityS
PZ,
Q
ZB1(t)–thefunctionofprobabilityofsystemstaying
instateoftheimpendencyoversafetyS
ZB1,
Q
ZB2(t)–thefunctionofprobabilityofsystemstaying
instateoftheimpendencyoversafetyS
ZB2,
Q
B(t)–thefunctionofprobabilityofsystemstaying
instateofunreliabilityofsafetyS
B,
ZB1–transitionratefromthestateoffullabilitySPZ
intothestateoftheimpendencyoversafetyS
ZB1,
ZB2–transitionratefromthestateoffullabilitySPZ
intothestateoftheimpendencyoversafetyS
ZB2,
PZ1–transitionratefromthestateoftheimpendency
oversafetyS
ZB1intothestateoffullabilitySPZ,
PZ2–transitionratefromthestateoftheimpendency
oversafetyS
ZB2intothestateoffullabilitySPZ,
B1–transitionratefromthestateoftheimpendency
oversafetyS
ZB1intothestateofunreliabilityofsafety
S
B,
B2–transitionratefromthestateoftheimpendency
oversafetyS
ZB2intothestateofunreliabilityofsafety
S
B,
B1–transitionratefromthestateofunreliabilityof
safetyS
Bintothestate oftheimpendencyoversafety
S
ZB1,
B2–transitionratefromthestateofunreliabilityof
safetyS
Bintothestate oftheimpendencyoversafety
S
ZB2.
ThestateoffullabilityS
PZisastateinwhichthe
properly functioning both SWIM (both AIRM and
ISRM).StateoftheimpendencyoversafetyS
ZB1isa
state in which the AIRM is unsuitable. State of the
impendency over safety S
ZB2 is a state in which the
ISRMisunsuitable.State ofunreliabilityofsafetyS
B
is a state in which the AIRM and ISRM are
unsuitable.
IfthesystemisinstateoffullabilityS
PZandthere
occur thedamage of the AIRM that takes the
system to the state the impendency over safety S
ZB1
with intensity
ZB1. If the system is in the state the
impendency over safety S
ZB1 it is possible to come
back to state of full ability S
PZ under condition of
providingtheactiontorestorethestateoffullability
oftheAIRM.
When the system is in the stateof the
impendency over safety S
ZB1 and additionally there
occurdamagetotheISRM,thesystemisatransition
tostateofunreliabilityofsafety S
BwithintensityB1.
Backlinkstransitionfromthestateofunreliabilityof
safetyS
Btothestateoftheimpendency over safety
S
ZB1 is possible only if there are taken actions of
bringingbackthestateoffullabilityoftheISRM.
IfthesystemisinstateoffullabilityS
PZandthere
occurthedamageoftheISRMthattakesthesystem
to the state the impendency over safety S
ZB2 with
intensity
ZB2. If the system is in the state the
impendency over safety S
ZB2 it is possible to come
back to state of full ability S
PZ under condition of
providingtheactiontorestorethestateoffullability
oftheISRM.
When the system is in the stateof the
impendency over safety S
ZB2 and additionally there
occurdamagetotheAIRM,thesystemisatransition
tostateofunreliabilityofsafety S
BwithintensityB2.
Backlinkstransitionfromthestateofunreliabilityof
safetyS
Btothestateoftheimpendency over safety
S
ZB2 is possible only if there are taken actions of
bringingbackthestateoffullabilityoftheAIRM.
Thesystemillustratedinfig.3maybedescribed
bythefollowingChapman–Kolmogorovequations:
01011
20 2 2
110 11
11 1
220 22
22 2
11 2 2
'
ZB PZ ZB
ZB PZ ZB
'
ZB ZB PZ ZB
BZB BB
'
ZB ZB PZ ZB
BZB BB
'
BBZB BZB
B
R(t)
λ
R (t) Q (t)
λ R(t) Q (t)
Q(t)
λ
R (t) Q (t)
Q (t) Q (t)
Q(t)
λ
R(t) Q (t)
Q(t) Q(t)
Q (t) Q (t) Q (t)
12BBB
Q(t) Q(t)
(1)
Giventheinitialconditions:
0
12
1
0
ZB ZB B
R(0)
Q (0) Q (0) Q (0)
(2)
Laplacetransformyieldsthefollowingsystemof
linearequations:
88
***
01011
**
20 2 2
***
110 11
**
11 1
***
220 22
**
22 2
*
1
1
ZB PZ ZB
ZB PZ ZB
ZB ZB PZ ZB
BZB BB
ZB ZB PZ ZB
BZB BB
BB
sR(s)
λ
R (s) Q (s)
λ R (s) Q (s)
sQ (s) λ R(s) Q (s)
Q(s) Q(s)
sQ (s)
λ
R (s) Q (s)
Q(s) Q(s)
sQ(s) Q
**
122
**
12
ZB B ZB
BB B B
(s) Q (s)
Q (s) Q (s)
Solutiontotheabovesetofequationsinthetime
domain is the next step in the analysis and is not
discussedhere.
Computer simulation and computer‐aided
analysisfacilitatetorelativelyquicklydeterminethe
influence of change in reliability‐exploitation
parametersofindividualcomponentsonreliabilityof
theentire
system.Ofcourse,thereliabilitystructure
ofboththeentiresystemanditscomponentshasto
beknownbeforehand.
Using computer aided allows to perform the
calculation of the value of probability of system
stayinginstateoffulloperationalcapabilityR
O.That
procedureisillustratedwithbelowexample.
Example
The following quantities were defined for the
system:
testduration‐1year(valuesofthisparameteris
givenin[h]):
h8760t
reliabilityofAIRM:
991278,0R
ZB1
t
reliabilityofISRM:
999124,0R
ZB2
t
transition rate from the state of the impendency
over safety S
ZB1 into the state of unreliability of
safetyS
B(failureofISRM):
1
0,0000001
B
λ
transition rate from the state of the impendency
over safety S
ZB2 into the state of unreliability of
safetyS
B(failureofAIRM):
2
0,000001
B
λ
Knowing the value of reliability
t
ZB1
R
,
transition rate from the state of full ability into the
state of the impendency over safety S
ZB1 may be
estimated. Provided the up time is described by
exponential distribution, the following relationship
canbeused:
tλ
ZB1
ZB1
etR
for
0t
thus
ZB1
ZB1
lnR t
λ
t
For
h8760t
and
991278,0R
ZB1
t we
obtain:
ZB1
ZB1
ln R t
ln 0,991278 1
λ 0,000001
t 8760 h
Knowing the va lue of reliability
t
ZB2
R
,
transition rate from the state of full ability into the
state of the impendency over safety S
ZB2 may be
estimated. Provided the up time is described by
exponential distribution, the following relationship
canbeused:
tλ
ZB2
ZB2
etR
for
0t
thus
ZB2
ZB2
lnR t
λ
t
For
h8760t
and
999124,0R
ZB2
t we
obtain:
ZB2
ZB2
ln R t
ln 0,999124 1
λ 0,0000001
t 8760 h
Assuming
1,0
1
PZ
, 2,0
2
PZ
weobtain:
7 0,19968437
0
0,100001
7 0,20031682
2,49207424 10
0,0000099999
2,50788575 10
0,9999895
t
t
t
R(t) e
e
e
Finally,weobtain:
0,9999895
O
R
Usingequation(1)itispossibletodeterminethe
effect of the impact of values of the transition rate
fromthestateoftheimpendencyoversafetytothe
stateoffullability
PZ1andPZ2onthevalueofthe
probabilityofthesystemstayingin the state of full
operational capability R
O. Intensity PZ1 and PZ2
shouldbeunderstoodastheinverseoftimet
PZ1and
t
PZ2 that determine the recovery time to the state of
fulloperationalcapability.
Technical infrastructure SWIM‐TI (System Wide
InformationManagement‐TechnicalInfrastructure)
89
interferes with the termination of the services
rendered under the ATM systems supported by
SWIM solutions, ensuring their productivity and
increasingefficiencyandsafety.Systemsthatinteract
withSWIMcooperatewithservicesspecifictoATM
systems, and their cooperation is supported by
technicalsolutionsofferedbySWIM.
SWIM‐TI infrastructure
is a set of software
components distributed in the network
infrastructure, providing attributes for the
collaboration between systems. These attributes are
appropriateforthesetof nodes inSWIM(endpoint
entities) and common components (ensuring
appropriate features in all distributed nodes in
SWIM). Therefore, the idea of nodes in SWIM
presentsasetoffeaturesandcapabilitiesofSWIM‐TI
infrastructure,allowingagivensystemtheuseofits
solutions.
Examplesofcommoncomponentsare:
register used to enable sharing of information
(metadata) about the services within the
prescribedtime,
Public Key Infrastructure PKI, which aims to
guide the
structure of the trust of digital
certificates.
ParticularlyimportantelementofSWIMisAIRM
‐ reference model considered as a model
corresponding to other one developed in SESAR
program(SingleEuropeanSkyATMResearch).The
SESAR program was designed to build a modern
European air traffic management system. It is a
technological and operational component of the
initiative of Single European Sky (SES) resulting
synchronizedandincreasedcapacityoftheEuropean
airspace.AsthefounderofSESAR,togetherwiththe
EuropeanCommission,EUROCONTROLplaysakey
role in all projects (Siergiejczyk, Krzykowska &
Rosiński,2015).
Thebasicobjectivesofthe
programinclude:
theintroductionofbusinesstrajectory,whichcan
bedescribedasthetrajectorymostcommontothe
setreleasedbyperformingflight;
managing trajectory through which it is planned
to implement a new approach to design and
managementofairspace,including:
preferredroutesofflights;
advanced
civil–militarycooperation(flexible
useofspace);
division of space into controlled and
uncontrolled.
ThebasicprincipleoftheSESARapproachisthat
all technological achievements should provide the
possibilityofaccomplishmenttheobjectivesofwhich
are derived directly from operational requirements
and support the growth of the
overall air traffic
management system performance. In fact, the CNS
infrastructure (Communication, Navigation,
Surveillance),willhavetobemorecapable,andmost
importantly,moreflexiblethanever.Thepurposeof
this is to ensure fact that technical limitations
(Perlicki2002,Perlicki2012)doesnotslowdownthe
development of advanced procedures
and
applications. CNS activities are an important
investmentintheSESARprogram.
Figures4and5showthestructureof the AIRM
productandtheplanneddatesforimplementation.
Figure4.ThestructureoftheAIRMproduct
Figure5.Implementationplanneddates
The architecture proposed by SWIM can
distinguish a series of mergers, such as shown in
Figure6below.
Figure6.Diagramofservice‐orientedarchitecture
SWIMconceptistointegratethevariousplayers
(ATM providers of air navigation services, airlines,
airports,industry,standardizationorganizationsand
standardization)inthesenseofinformation,notonly
intermsofthenetworkbutalsothesystemandaB2B
interaction.
90
4 APPLICATIONANDBENEFITSFROMSWIM
European air traffic management system operates
closetothelimitofcapacityandhastodealwiththe
challengeofconstantlygrowingdemandinthefield
ofairtransport.Inordertofulfillallthetaskssetout
bytheEuropeanCommissionandstrengthening
the
air transport value chain, the requirements of
airspace users must be better satisfied. Therefore,
eachflightmustbedoneinstrictaccordancewiththe
intentions of the owner, while maximizing network
performance. This is the main principle driving the
future of European ATM system, which represents
theairspaceuserʹ
sintentinrespectoftheflight.
On the basis of the main objectives of the
extensive SWIM system architecture the following
applicationscanbeprovide (Dhas,Mulkerin,Wargo,
Nielsen&Gaughan,2000):
synchronizedtraffic–itaimistomanagearrivals
and departures and sequence aircrafts during
flights and
at the airports controlled areas, to
optimizetheflowoftrafficand,consequently,to
reducethenumberofinterventionsinthepartof
airtrafficcontrol;
integrationofairports‐isaimedatachievingfull
integration of airports as nodes in the ATM
network, ensuring consistency of the process
through
jointdecision‐making;
supportdevelopmentof4Dtrajectory‐isaimed
atasystematicbreakdownofthetrajectoryofthe
aircraft between the different players of ATM
process ensuring fact that all partners have a
commonperspectiveoftheflightandaccesstothe
most current data available for the appropriate
performanceoftheirduties;
common network management and balancing
liquidity and capacity‐improved cooperative
network management through dynamic, direct
andfullyintegratednetworkoperatingplanNOP
(NetworkOperationsPlan).;
automation and conflict resolution‐aims to
significantly reduce the burden on the flight
controller tasks, while meeting the objectives
of
the SESAR program in the field of safety and
environmental benefits, without incurring the
providerʹssignificantlyhighercosts.
IntheimplementationofSWIMprocessanumber
of products associated with the ATM will also be
provided,itisshowninTable1.
Table 1 shows the set of elements
which,
accordingtotheFAAorganization(FederalAviation
Administration) should be implemented as SWIM
products. That is to say, the FAA tested by
simulating a range of products, which could be
components ofSWIM. Some of them, after testing
received statuteʺavailableʺ ‐ expressing positive
tests.
SWIM system creates a comprehensive
solution
tailoredtotheoperational policy so as to gradually
providethecorrectinformationtospecificentitiesin
therightplaceandtime.Tothebasicbenefitsofthe
implementationoftheSWIMsystemwecaninclude:
availability;
equality;
flexibility;
performance;
quality,consistencyandsecurityof
information;
implementationanddevelopment;
cost;
orientationservices;
openstandards;
globalapplication.
Table1. Available via SWIM selected products for data
exchange
_______________________________________________
Product DescriptionStatus
_______________________________________________
AIMFNS Providesweathertelegram Aftertesting,not
NOTAMyetavailable
AIMSAA Providesconfiguration Aftertesting,
informationaboutairports available
AIM AeronauticaldataAftertesting,
CSS‐Wx Modernizationand Notavailable
centralizationofweatherdata
ITWS IntegratedTerminalAftertesting
WeatherSystem‐provides
weatherdatagraphically
visualized
NCR NASCommonReference–Aftertesting,
Aggregationandintegrationpartiallyavailable
ofdatadependingonthe
airspace
SFDPS SWIMFlightDataAftertesting,
PublicationService‐It partiallyavailable
providestheroutedata,
dataabouttheflight,
flightplans,beaconcodes
STDDS SWIMTerminalData Aftertesting,
DistributionSystem– available
Providesdataon
surveillancefromthe
airports,datafromthe
controltoweraboutthe
situationonthesurface
TBFM TimeBasedFlowAftertesting,
Management‐Provides available
dataontheflowoftraffic
dependingontime
TFMSTrafficFlowManagement‐ Aftertesting,
ProvidesdataonAir partiallyavailable
TrafficManagement
WARP/ WeatherandRadar Aftertesting,
EWD Processor‐Theradardatapartiallyavailable
andweather
_______________________________________________
SWIM system that integrates all the data related
toairtrafficmanagementcanprovideabasisforthe
whole European ATM system. SWIM will support
multiplebusinessobjectivesofhighstrategicpriority
throughtheutilizationofsharedinformation.SWIM
system may be a key factor in the operation of
the
SESAR program and can provide direct business
benefits,operationalandtechnical.
5 SUMMARY
The paper presents selected issues related to the
analysis of network and information exchange
systems in air transport. Examines the limitations
anddrawbacksofthe current ICT systems used for
air traffic management. Analyzing development of
communication
systems for the management of
general air traffic, it can be concluded that the
development of the terrestrial segment of the
exchangeofinformationbetweenthepartiesrelating
91
to the air traffic will fluctuate towards a solution
based on a service‐oriented architecture SOA. This
architecturewillbethebasisfortheimplementation
of the concept of an information exchange system
SWIM. SWIM system analysis include the list of
advantages and applications of the system and the
identification
of infrastructure elements. SWIM
concept has to integrate the different actors (ATM
providersofairnavigationservices,airlines,airports,
industry, standardization organizations and
standardization)inthesenseofinformation,notonly
intermsofnetworkandsystem.Thereforeitseemsto
be the best solution based on service‐oriented
architecture.
By being able to integrate all the data related to
the management and control in the area of air
transport, SWIM system seems to be part of
supportingtheentireEuropeanATMsystemandits
implementation may be necessary to its effective
functioning. It includes support for information
exchange between terrestrial
objects and aircraft, as
wellasagroundonlybetweenobjects.Asaresultof
consistent data exchange technology between
systems ATM software projects can be a unifying
airspace in Europe SES (Single European Sky), and
onaglobalscale.
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