令和元年度 ( 第 19 回 ) 電子航法研究所研究発表会 1. INTRODUCTION With the rapid increase in local and global air traffic, the system-wide operational information exchang

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1 1. INTRODUCTION With the rapid increase in local and global air traffic, the system-wide operational information exchange and life-cycle management technologies are required to improve the capacity, safety and efficiency of global Air Traffic Management (ATM). The System Wide Information Management (SWIM) concept is to change the conventional ATM information architecture from point-to-point data exchanges to system-wide interoperability, and to achieve life-cycle management of data, information, and service [1]. The main objective of SWIM is to achieve interoperability and harmonization of global ATM operations through seamless information sharing among the multiple stakeholders. Moreover, the Flight and Flow Information for a Collaborative Environment (FF-ICE) which is a SWIM concept-oriented operation has been developed by International Civil Aviation Organization (ICAO) to illustrate information for flow management, flight planning, and trajectory management associated with ATM operational components [2]. The current collaboration environment focuses on the ground-based ATM service providers and Flight Operations Centers (FOC) with little opportunity for flight deck involvement in the collaboration process. The processes used to collaborate with airspace users, especially those without dispatch operations, are not sufficient to enable the full range of benefits defined in the Global Air Navigation Plan (GANP) [3]. To achieve a safe, secure, efficient and environmentally sustainable ATM operation, not only the ground-to-ground (G/G) ATM systems but also the aircraft and its automation should be fully connected to share different and extensive information through collaborative exchanges. Therefore, the air-to-ground (A/G) SWIM concept has been proposed to enable a richer set of information to be exchanged with the aircraft and its automation to improve operational awareness and collaborative decision making (CDM) using A/G data connectivity and aircraft on-board systems [1]. However, the current A/G communication methods used for command-and-control information, such as A/G voice, Controller-Pilot Data Link Communications (CPDLC), and Automatic Dependence Surveillance - Contract (ADS-C) data link, are not adapted to be used in support of the collaborative exchanges between the information provider and the aircraft [1]. The use of A/G voice to convey non-time critical information by the controller is a secondary responsibility, while the use of traditional data link mechanisms such as Future Air Navigation System (FANS) or LINK2000+ is limited by the message set and associated avionics. As a consequence of the observed limitations, flight crews may currently not have access to a common or shared information platform to fulfil their requirements in flight or on the ground. The information unavailability, whether on demand or in near real-time, prevents flight crews from making informed decisions and hampers their ability to react to Air Traffic Flow Management (ATFM) initiatives. Therefore, the needs for CDM may not be fully supported due to the current lack of information available to the flight crew. To provide timely, relevant, accurate, authorized, and quality-assured information for high-assurance operation, the architecture and the collaborative information exchange technology of an A/G SWIM integration system are proposed in this paper. Moreover, the development of practical validation system for ground taxiing experiments conducted by Electronic Navigation Research Institute (ENRI) is _ 本文.indd /05/24 14:47:16 29

2 Figure 1: Phases of A/G SWIM reported. Finally, the analysis of Quality of Service (QoS) and problems for constructing the collaborative operating environment to include interactions of A/G stakeholders, systems, and services through the A/G SWIM integration are discussed. The paper is structured as follows. In the next section, the A/G SWIM Concept is introduced. In section 3, the proposed system architecture and the collaborative information exchange technology are presented. In section 4, the development and analysis of practical validation system for ground taxiing experiments in Sendai airport are presented. The paper is concluded in section A/G SWIM CONCEPT 2.1 Overview The availability of low-cost data link capabilities significantly improves the uptake of the aircraft and its automation to become a SWIM participant and obtain information supporting air traffic management and advisory information exchange. A/G SWIM will enable enhanced information exchanges, such as for advisory and trajectory information, between Airspace Users (AUs) and ATM Service Providers (ASPs). As a result of access to shared information, both AUs and ASPs can make improved decisions. Information available on A/G SWIM is applicable to all flight operation phases, including pre-departure, departure, airborne, arrival, and post-arrival phases. The A/G SWIM Concept envisions two separate phases, as shown in Figure 1. Phase 1 focuses on nonsafety-critical information, while phase 2 will extend the concept to include safety-critical information [1]. The current document is focused on Phase 1 of the A/G SWIM Concept, which is not intended to be utilized for safety-critical information or command-andcontrol functions, but rather to increase situational awareness. The use of A/G SWIM will support FF-ICE by providing a mechanism for the flight crew to exchange flight and flow information and become an integral part of the CDM and 4 Dimension Trajectory (4DT) management processes _ 本文.indd /05/24 14:47:16 30

to the airborne platform as well as the level of connectivity between the flight deck application and the avionics on the airborne platform.

3 Figure 2: Technical Framework of A/G SWIM 2.2 Technical Framework To ensure the various operational scenarios relative to the differing configurations, the technical framework is organized based on the level of A/G SWIM connectivity available to the airborne platform as well as the level of connectivity between the flight deck application and the avionics on the airborne platform. Figure 2 is a construct to show various levels of A/G SWIM connectivity and avionics interface [1]. There are three SWIM connection levels defined as below: 1. No Connection to A/G SWIM 2. Connection to A/G SWIM Uplink Only (airborne platform can receive A/G SWIM information) 3. Connection to/from A/G SWIM Uplink/Downlink (airborne platform can receive/send A/G SWIM information) Three avionics connection levels defined in Figure 2 are as follows: A. No Connection to Avionics B. Connection from Avionics Only C. Connection to/from Avionics The table represents progressively more sophisticated connectivity/equipage down and to the right. It is not intended that this is the only equipage set in which these operations can be completed, as any less complicated activities can always be accomplished by a more complex system. Figure 3: System Architecture Interoperability is critical to wide-spread adoption of A/G SWIM. Applications and the infrastructure on A/G SWIM should be able to operate across Flight Information Regions (FIRs), through the region, and as practicable, globally, without major modification. This will reduce the AU requirements to equip and train, especially for AUs that operate globally. 3. A/G SWIM INTEGRATION 3.1 System Architecture The A/G SWIM is an integrated combination of air and ground systems, where an aircraft communicates by wireless with other aircrafts, satellites and ground systems, and ground systems communicate by wired networks with different information exchange approaches. There are two major communication network infrastructures required to support A/G SWIM integration (Figure 3). One is the G/G communication network to enable ASPs and flight operators to exchange information. The other is the A/G communication network to provide data link functions for information exchange with aircrafts. It is expected that open, Internet Protocol (IP) will provide the connectivity for both networks. Many open standards for communications exist and the use of proprietary networks should be transparent. Onboard Wi-Fi systems, non-safety satellite communications accessed using passenger networks, Global System for Mobile, etc., would all allow IPbased access to information nodes _ 本文.indd /05/24 14:47:17 31

令和元年度第19回電子航法研究所研究発表会 % そᇦホ౯ᡭἲ 㛵ࡍ ウ ἲࢩࢫ 㡿ᇦ ẟሯ ᩔ㸪㟷ᒣᏛ㝔 Ꮫ 㡲㈡ Ⰻ 㸪ᖹ ኴ 㸪㯮㸪ᶫᮏ ಟ 㔜せ ࠋࡇ ホ౯ ᵝ ᐇ㦂 ୧ ホ౯ࡍ 㞧 ࡓ 㸪ᐇ㦂ᐊ ホ ౯ ࡁ ᐃ ᵓ ࡋࡓࠋ ᯝ ᮏ ࡍࠋ ࡅ GBAS ᬑཬ タ ᢏ ᐦ㐍ධ 㝣ࢩࢫ ࡍ ࡓ ࢱᨺ 㹼118MHz 㝣 ࢧ O SARPs 12ft㹼36ft 㸦 ಙ 㸧[2]ࠋ ᐇ㦂

4 令和元年度第19回電子航法研究所研究発表会 % そᇦホ౯ᡭἲ 㛵ࡍ ウ ἲࢩࢫ 㡿ᇦ ẟሯ ᩔ㸪㟷ᒣᏛ㝔 Ꮫ 㡲㈡ Ⰻ 㸪ᖹ ኴ 㸪㯮㸪ᶫᮏ ಟ 㔜せ ࠋࡇ ホ౯ ᵝ ᐇ㦂 ୧ ホ౯ࡍ 㞧 ࡓ 㸪ᐇ㦂ᐊ ホ ౯ ࡁ ᐃ ᵓ ࡋࡓࠋ ᯝ ᮏ ࡍࠋ ࡅ GBAS ᬑཬ タ ᢏ ᐦ㐍ධ 㝣ࢩࢫ ࡍ ࡓ ࢱᨺ 㹼118MHz 㝣 ࢧ O SARPs 12ft㹼36ft 㸦 ಙ 㸧[2]ࠋ ᐇ㦂㐺㘒ㄗ క ᦙࢩ ホ౯ ࡁ 2 GBAS VDB ఏᦙゎᯒ ࡅ ㄢ㢟㞧 ᵓ㐀 ࡅ 㟁Ἴ ィ ࡁ 㧗 ᗘ㟁ゎᯒᡭἲ ἲ㸪 Figure 4: Validation System for A/G SWIM Integration 㝈せ ἲ㸪fdtd ἲ ࡀ 㸪ゎᯒᡭἲ ࠋ㧗 ᗘ ィ ࡀ According to different communication are main functions of a DMS to enable consumption of 㠃㸪Ἴ㛗 ẚ ࡁ ᵓ㐀ィ environments and capabilities, several data-link services and information sharing not only between ィ㛫ィ ᚲせ ࡍ ࡓ 㸪 technologies have been developed and applied for A/G A/G communication networks but also within A/G 㠃 య 㐺 ࡍ ࡓ ィ ࢥࢫ communications. However, most of them are applied Data Layer [5]. ࡀᚲせ [3]ࠋ for special on-board devices without interoperability Collaborative Information Exchange ᪉ 㸪 ࢫἲ 㟁Ἴ ఏᦙ ග As the in-flight Wi-Fi service has been available for ఝ ᢅࡗࡓ 㸪ᘓ 㟁Ἴ In the loosely coupled SWIM environment, to most airlines, the concept of Data Link as a Service ᑕ ᅇᢡ ࡋࡓそᇦィホ౯ࡀ ࠋ achieve collaborative information exchange by a (DLaS) is proposed to provide adaptive Aircraft ゎᯒ ẚ 㸪ィ ࢥࢫ ࡀᑠࡉ number of entities, a common messaging Access to SWIM (AAtS) approaches for non-safetyࡃ 㠃㸪ᘓ ᵓ㐀ࡀᑠࡉ ሙ 㟁Ἴ infrastructure is required. The Enterprise Messaging critical and safety-critical information exchanges Ἴ ගᏛ ఝ ㄗᕪࡀ Service (EMS) is a logical layer that can be implied in according to different communication environments ࡍ ࠋㄗᕪ タ ἣ ౫Ꮡࡍ ࡀ㸪 Ἴ㛗௨ different levels. It can provide security, routing, and capabilities [4]. ගᏛ ఝ ㄗᕪࡀ ࡍ ሙ 㸪VDB Ἴ metadata, subscription and policy functions to assure To ᗘ ࡇ ࡍ 㸪ᘓ ࢧ connect A/G communication network 㛗ࡀ 3m that a message is transported from its source to its infrastructures for interoperable information exchange, ࢬ ᘓ 㛫㝽㛫ࡀ 10m ௨ ሙ destination by using the appropriate message format the A/G Data Layer with functionalities to allow the ㄗᕪࡀ ࡍ ࠋ and communication protocol [6]. ᮏᅜෆ ࡍ ࡀ delivery of services to an aircraft is required. The Data From the view of applications, the requirements for ࡓ 㸪 GBAS 㐠 ࡘ Management Service (DMS)1 is an VDB access point for types of data, volume of data and real-time scales of 㠃 ࢧ ࢫࡍ ࡇ ࡀ ᐃࡉ achieving AAtS developed to store, manage, filter, and data during the different operation phases are different ࠋࡉ ᆅ㠃 ᑕ ಙ㟁ຊ deliver ground data and air data to related users. The and changing dynamically. Due to different conditions ప ࡉࡏ ࡓ タ functionalities of a DMS canvdb be implemented external and specific operational requirements, three 㧗ࡉ పࡃࡍ ᚲせࡀ ࠋࡇ タ to or internal to ground SWIM. Each DMS has a high communication approaches are developed to achieve ᮲ 㸪ᘓ ᑕ ᘓ 㛫 degree of autonomy to control itself and coordinate collaborative information exchange between G/G and 㐣ࡍ 㟁Ἴ ఏᦙ 㸪 Ṧ ᆺィ ᶵ with others. As shown in Figure 4, the access and A/G applications. ࡇ ࡃỗ PC 㧗 ᗘ ゎᯒࡍ communication management for air data and the x Publish/Subscribe (Pub/Sub) approach for ࢦ ࢬ 㛤 ࡀᚲせ ࠋ filtering and performance management for ground data dynamic and real-time information; 㟁ゎᯒᡭἲ ࢫἲ ᡭἲ ᗈ ィ ࢫἲ 㸪 ᖏ ୧ Ⅼ ᯒᡭἲ 㟷㸰ࡘ ᡭ ศࡅ ࡇ ࡌࡓሙ 㸪 ࡍ _本文.indd /05/24 14:47:17

5 Request/Reply approach for static and nonreal-time information; Push/Pull approach for emergency information. The data with different time scales are divided into different logical layers and the life-cycle management is applied. As a result, if trouble occurs, the trouble will not expand into the whole system. Moreover, the data with low real-time priority will not interfere with the applications in high real-time level. Finally, in order to secure the system expendability, the EMS is configured in autonomous architecture to associate with application systems so that it is easy to add different types of application systems according to their service level requirements. 4. PRACTICAL VALIDATION 4.1. Test System To validate the services and functions of A/G SWIM integration system, the ground taxiing experiments have been deployed in the Sendai airport (Figure 4). The vehicle used the EFB (Electronic Flight Bag) simulator to achieve information exchange with SWIM. The EFB simulator was developed to subscribe related flight information, aeronautical information, and weather information for a certain aircraft; show related information and documents on the map; generate takeoff and landing report according to the onboard and ground information and submit it to the DMS; request NOTAM (Notice to Airman), METAR (Meteorological Aerodrome Report) and TAF (Terminal Aerodrome Forecast) information from the ground SWIM services. The aeronautical mobile airport communications system (AeroMACS) using WiMAX technologies was applied for A/G communication to achieve effective information exchange between the vehicle and the ground facilities. AeroMACS provides high-capacity data transmission and is compatible with IP network, reducing both the system introduction and application development costs. In addition, AeroMACS has higher communication link security than current aeronautical communication systems. It can be effectively used to share a large and varied amount of information among air traffic controllers, pilots, airline companies, airport operators on both the airport surface and during takeoff and landing [7]. In the practical validation, ENRI Local EMS facilitates data sharing between a variety of services and applications. It is charged to enforce the use of the standardized aeronautical, flight and weather information exchange models (AIXM, FIXM and IWXXM) with the updated versions for SWIM services to ensure the interoperability of the exchanged information. The network connection between AeroMACS and SWIM system is established on the VPN (Virtual Private Network) over Internet. The communication between EFB and DMS is based on Secure Sockets Layer (SSL). The communication standard for Publish/Subscribe messaging is Advanced Messaging Queuing Protocol (AMQP 1.0). The evaluation systems of JCAB (Japan Civil Aviation Bureau) and JAL (Japan Airlines) are constructed on the ENRI local EMS. They serve as an ASP system and an AU system respectively to support the scenario-based validation and demonstration. There is a set of services and applications developed that support both FF-ICE based message process and practical validation. The Globally Unique Flight Identifier (GUFI) is a key component of flight object management. The GUFI Service in local system provides the functionality of generating and tracking GUFIs. The Flight Object Service maintains an up-todate version of all subscribed flight data. The flight data is organized into flight objects by GUFI and then stored in a database for continuous updates and queries. The Data Validation Service provides validation and reporting on FIXM, AIXM and IWXXM messages conformance to schema and set of business rules _ 本文.indd /05/24 14:47:17 33

dynamics, weight, etc. According to the evaluation of format and constraint, the FPFS replied CONCUR and ACCEPTABLE for Planning Status and Filing Status to the JAL [9][10].

6 Figure 5: Pub/Sub for Flight Plan Messages Figure 6: Pub/Sub for Track Messages flight plans [8]. The Preliminary and Filed Flight Plans for JAL5 from Sendai airport (RJSS) to Inchon International airport (RKSI) were submitted by the JAL that contain additional information including 4DT, aircraft dynamics, weight, etc. According to the evaluation of format and constraint, the FPFS replied CONCUR and ACCEPTABLE for Planning Status and Filing Status to the JAL [9][10]. As a subscriber of the information of JAL5, when the EFB connected to the DMS with JAL5 account, all published messages related to JAL5 were received automatically (Figure 5). Moreover, when the vehicle started to move, the Track messages in FIXM format provided by the Flight Surveillance Service were subscribed by the EFB in real time (Figure 6). The latest weather information of the airport is required to generate the take-off report of the flight before departure. The EFB is able to send the request to the SWIM service and get the reply of the latest METAR and TAF information from CRS (Figure 7). Other constraints registered on the CRS are also available for Request/Reply access via the EFB. Each ASP is able to publish constraints, such as aeronautical information, traffic flow management data, and severe weather conditions. For some emergency information and constraints, the ASP is able to send a notification to a certain flight using Push/Pull approach. It not only assists the flight in making decision by identifying the operational environment and ATM constraints, but also enables The Constraint Reference Service (CRS) provides aeronautical and weather information in AIXM and IWXXM format to support continuous monitoring for FF-ICE flight plans. The Flight Plan Filing Service (FPFS) evaluates the flight plan messages and checks the constraints affecting the route. It provides continuous monitoring functions for filed flight plans according to the updates of constraints. The Flight Surveillance Service transforms airport surface and en-route surveillance data to FIXM format and publishes to other SWIM services. The Simulator of JCAB processes received FF- ICE Flight Plan messages from AUs. It also supports publishing constraints with AIXM and IWXXM messages and submitting the response that includes the constraints to AUs. The Simulators of JAL generates FF-ICE Flight Plan messages and submits Trail Requests and updated Flight Plans according to the constraints provided by ASPs and CRS Validation To evaluate the information sharing via Pub/Sub among related stakeholders, the FF-ICE/1 flight plan message defined in the ICAO FF-ICE/1 Provisions were exchanged between JAL and JCAB. There are two phases in the FF-ICE/1, Preliminary phase and Filed phase. In each phase, ASPs should reply to the AU regarding the operational acceptability of their _ 本文.indd /05/24 14:47:17 34

令和元年度第19回電子航法研究所研究発表会㸯㸬*%$6 9'% そᇦホ౯ᡭἲ 㛵ࡍ ウ ἲࢩࢫ 㡿ᇦ ẟሯ ᩔ㸪㟷ᒣᏛ㝔 Ꮫ 㡲㈡ Ⰻ 㸪ᖹ ኴ 㸪㯮㸪ᶫᮏ ಟ 䢢 1 ࡌ 㔜せ ࠋࡇ ホ౯ ᵝ ᐇ㦂 ୧ 㟁Ꮚ ἲ ᡤ 㸪ᅜෆ ࡅ GBAS ホ౯ࡍ 㞧 ࡓ 㸪ᐇ㦂ᐊ ホ (Ground-Based Augmentation System) ᬑཬ ౯ ࡁ ᐃ ᵓ ࡋࡓࠋ ᯝ ࡅ 㸪㐠

7 令和元年度第19回電子航法研究所研究発表会㸯㸬*%$6 9'% そᇦホ౯ᡭἲ 㛵ࡍ ウ ἲࢩࢫ 㡿ᇦ ẟሯ ᩔ㸪㟷ᒣᏛ㝔 Ꮫ 㡲㈡ Ⰻ 㸪ᖹ ኴ 㸪㯮㸪ᶫᮏ ಟ 䢢 1 ࡌ 㔜せ ࠋࡇ ホ౯ ᵝ ᐇ㦂 ୧ 㟁Ꮚ ἲ ᡤ 㸪ᅜෆ ࡅ GBAS ホ౯ࡍ 㞧 ࡓ 㸪ᐇ㦂ᐊ ホ (Ground-Based Augmentation System) ᬑཬ ౯ ࡁ ᐃ ᵓ ࡋࡓࠋ ᯝ ࡅ 㸪㐠ㄢ㢟 ࡘ ᆅ ᒁ タ ᢏ ᮏ ࡍࠋ 㛵ࡍ ࡗ ࠋGBAS ᐦ㐍ධ ἲ ᐇ ࡍ ḟୡ௦ 㝣ࢩࢫ 2 GBAS VDB ఏᦙゎᯒ ࡅ ㄢ㢟㸪ᆅ GPS ᗘ Ᏻ ᛶ ࡍ ࡓ 㞧 ᵓ㐀 ࡅ 㟁Ἴ ィ ᙉ ሗ㸪 ሗ VHFᖏ ࢱᨺ ࡁ 㧗 ᗘ㟁ゎᯒᡭἲ ἲ㸪 (VDB:VHF Data Broadcast) 108㹼118MHz 㝈せ ἲ㸪fdtd ἲ ࡀ 㸪ゎᯒᡭἲ ࠋ㧗 ᗘ ィ ࡀ ᶵ ࡅ ᨺ ࡍ [1]ࠋ 㝣 ࢧ 㠃㸪Ἴ㛗 ẚ ࡁ ᵓ㐀ィ ࡍ ࡓ 㸪 ࡔࡅ ࡃ㸪ィ㛫ィ ᚲせ ࡍ ࡓ 㸪 ࢧ ࢫ ᥦ౪ࡍ ᚲせࡀ 㸪ICAO SARPs Figure 7: Test of Request/Reply and Push/Pull 㠃 య 㐺 ࡍ ࡓ ィ ࢥࢫ (ᶆ ཬ ᪉ᘧ) 㸪 12ft㹼36ft ࡀᚲせ [3]ࠋ -87dBm ಙ㟁ຊࡀせồࡉ 㸦 ಙ Table 1. QoS Comparison the flight to obtain an earlier, more detailed and more ᪉ 㸪 ࢫἲ 㟁Ἴ ఏᦙ ග ᣦ ᛶ㸪ᶵయᐇ ᦆኻ15dB 㸧[2]ࠋ QoS Current Approach A/G SWIM accurate assessment of the anticipated traffic demand. ఝ ᢅࡗࡓ 㸪ᘓ 㟁Ἴ 㠃 VDB そᇦホ౯ ᐇ㦂 Low with limited High with rich As shown in Figure 7, the limited air space information Availability ᑕ ᅇᢡ ࡋࡓそᇦィホ౯ࡀ ࠋ ୧ ᐇ ࡀ㸪VDB 㐺 information information near the Sendai airport was pushed from JCAB to ゎᯒ ẚ 㸪ィ ࢥࢫ ࡀᑠࡉ ษ タ Ỵᐃࡍ ࡇ ヨ㘒ㄗ క Complex JAL5 in AIXM message and automatically shown on Simple information ࡃ 㠃㸪ᘓ ᵓ㐀ࡀᑠࡉ ሙ 㟁Ἴ ࡓ 㸪㞧 ࠋࡑࡇ 㸪㟁Ἴఏᦙࢩ Capacity information the map of EFB. exchange Ἴ ගᏛ ఝ ㄗᕪࡀ ࢩ 㧗 ᗘ ಙ㟁ຊ ホ౯ ࡁ exchange 4.3. Analysis ࡍ ࠋㄗᕪ タ ἣ ౫Ꮡࡍ ࡀ㸪 Ἴ㛗௨ ࡇ ࡀᮃ ࡋ ࠋ Low with voice High with data Throughput ගᏛ ఝ ㄗᕪࡀ ࡍ ሙ 㸪VDB Ἴ 㟁Ἴఏᦙゎᯒᡭἲ 㸪㟁 The main objective of A/G SWIM integration is to centric centric 㛗ࡀ 3m ᗘ ࡇ ࡍ 㸪ᘓ ࢧ ᗘⰋࡃồ 㧗 ᗘ㟁ゎᯒᡭἲ improve the Quality of Service (QoS) for meeting the Difficult to be ࢬ ᘓ 㛫㝽㛫ࡀ 10mAble ௨ ሙ ᗄఱගᏛ ఝ ࢫ ࡋࡓ ࢫἲ Response Time to be improved information requirements of flight crews. Some QoS changed ㄗᕪࡀ ࡍ ࠋ ࡀ ࠋࡋ ࡋ㸪㧗 ᗘ㟁ゎᯒᡭἲ ᗈ parameters for G/G SWIM have been analyzed and Difficult for pointeasy for service ᮏᅜෆ ࡍ ࡀ 㠃 య 㐺 ࡍ ࡓ 㸪ィ Recoverability discussed in some local and international validation to-pint process cooperation ࡓ 㸪GBAS 㐠 1 ࡘ VDB ࢥࢫ ᚲせ ࡍ ࠋ ࡓ㸪 ࢫἲ 㸪 experiments. Table 1 shows the QoS comparison Difficult and high Easy and low cost 㠃 ࢧ ࢫࡍ ࡇ ࡀ ᐃࡉ ẚ 㧗 Ἴ ᖏ 㸪VHF ᖏ between current A/G communications and A/G SWIM Security cost for special for standard ࠋࡉ ᆅ㠃 ᑕ ಙ㟁ຊ ᗘࡀ ࡍ ࠋࡑࡇ ᮏ 㸪୧ Ⅼ integration. As shown in Table 1, the A/G SWIM systems technologies ప ࡉࡏ ࡓ VDB タ ά ࡋࡓ᪂ࡓ 㸰ࡘ 㟁Ἴఏᦙゎᯒᡭἲ 㟷 integration is able to provide not only higher 㧗ࡉ పࡃࡍ ᚲせࡀ ࠋࡇ タ ᒣᏛ㝔 Ꮫ 㐃ᦠࡋ 㛤 ࡋࡓࠋࡇ 㸰ࡘ ᡭ performance but also more flexible and less costly for ᮲ 㸪ᘓ ᑕ ᘓ 㛫 ἲ GBAS タ ἣ ᛂࡌ ศࡅ ࡇ real applications according to the different network achieving information exchange and interoperability 㐣ࡍ 㟁Ἴ ఏᦙ 㸪 Ṧ ᆺィ ᶵ ࡀ ࠋ conditions. To solve this problem, the A/G in ࡓ㸪 ಙ㟁ຊ ప ࡀ ࡌࡓሙ 㸪 global, regional and local levels. ࡇ ࡃỗ PC 㧗 ᗘ ゎᯒࡍ synchronization technology by setting the timestamps Due to the unstable connection of A/G wireless ࢦ ࢬ 㛤 ࡀᚲせ ࠋ GBAS ᶵ ᙳ㡪 in the metadata of message header has been proposed communication, the packagegbas loss might occur in the ࡋ ࡃࡇ 㐠 ࡍ and applied in the test system. The efficiency of the _本文.indd /05/24 14:47:18

8 proposal was proved in the ground taxiing experiments by getting the lost messages after the EFB reconnected to the DMS via synchronization process. 5. CONCLUSIONS In this paper, the A/G SWIM concept for achieving FF-ICE and Trajectory Based Operation (TBO) is introduced. Then, based on this concept, the architecture and the collaborative information exchange technology of an A/G SWIM integration system are presented. Moreover, the development of a practical validation system for ground taxiing experiments by using AeroMACS as a A/G data link is reported. Finally, the comparison of QoS between current A/G communications and A/G SWIM integration for constructing the collaborative operating environment is analyzed. The results and analysis of practical validation show the efficiency of proposed system architecture and technology. In the future, the flying experiment and the quantitative evaluation of the A/G SWIM integration will be conducted. REFERENCES [1] Manual on System Wide Information Management (SWIM) Concept, ICAO Doc 10039, ICAO, [2] Manual on Flight and Flow - Information for a Collaborative Environment, ICAO Doc. 9965, ICAO, [3] Global Air Navigation Plan, ICAO Doc 9750, 5th ed., ICAO, [4] X.D Lu, T. Koga and Y. Sumiya, SOA-based Air-Ground Information Exchange for Highassurance Operation, IEEE GCCE2018, October [5] X.D Lu, K. Morioka, T. Koga and Y. Sumiya, Air-Ground System Wide Information Management to Achieve Safe Flight Operation, IEEE HASE2019, January [6] X.D Lu and T. Koga, System Wide Information Management for Heterogeneous Information Sharing and Interoperability, IEEE ISADS2017, March [7] K. Morioka, X. Lu, N. Kanada, S. Futatsumori, N. Yonemoto, Y. Sumiya, and A. Kohmura, Fieldtaxiing experiments of aircraft access to SWIM over AeroMACS, IEEE International Conference on Antenna Measurement and Applications (CAMA), September [8] X.D Lu, T. Koga and Y. Sumiya, Coordinated Validation for SWIM Concept-Oriented Operation to Achieve Interoperability, ENRI Int. Workshop on ATM/CNS, November [9] ENRI, Lab Exercise for FF-ICE/1 and A/G SWIM Validation, SWIM-TF/2-IP/06, ICAO, April [10]X.D. Lu, K. Morioka, T. Koga and Y. Sumiya, Collaborative Flight and Flow Information Exchange to Achieve Seamless Air Traffic Management Operation, IEEE ISADS2019, April _ 本文.indd /05/24 14:47:18 36

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< BDF91E58E9F90A291E38AEE94D595F18D908F E696E6464> 近畿大学次世代基盤技術研究所報告 Vol. 9(2018)55-59 Additive Manufacturing *1 *2 *3 The Recent Trend on Additive Manufacturing Technology: A Review Hideki KYOGOKU *1, Toshi-Taka IKESHOJI, Makiko YONEHARA The recent trend