A demanda pelo aumento do volume de tráfego aéreo tem pressionado as autoridades da aviação a adensar o espaço aéreo global, por meio de redução na separação entre aeronaves, permitindo operações mais eficientes no Gerenciamento de Tráfego Aéreo (ATM). No entanto, questões relacionadas com a segurança das operações de tráfego aéreo surgem quando se considera a possibilidade de reduzir a separação de aeronaves. Objetivamente, para maior eficiência e redução da separação, sem que isso afete significativamente a segurança, a posição vigiada das aeronaves deve aparecer de forma não só mais exata e precisa para o controlador de tráfego aéreo (ATCo), como deve ser mais fiável, o que envolve a integridades dessa informação. Essa pesquisa propõe avaliar os impactos que esses parâmetros têm nos níveis de segurança crítica (safety) no sistema de controle de tráfego aéreo (ATC) inserido no novo conceito de ATM Global (CNS/ATM). Para isso, foi realizada uma análise dos dados de erro de posicionamento do Sistema de Navegação Global por Satélites (GNSS) visando estabelecer seu comportamento. Esse comportamento é utilizado para modelar um sistema de controle de tráfego completo para fins de simulação e, adotando-se a metodologia de análise de segurança desenvolvida por Vismari (2007), avaliar os efeitos que esses novos parâmetros exercem sobre os níveis de segurança encontrados na pesquisa desenvolvida por Vismari (2007) para ambientes de tráfego aéreo baseados na Vigilância Dependente Automática por Radiodifusão (ADS-B). São comparados diversos cenários em que houve a degradação do comportamento do sistema GNSS. Para cada cenário estudado verificou-se que a degradação do comportamento não foi suficiente para gerar eventos de risco relacionados à integridade dos dados posicionais das aeronaves. Assim, dentro das condições simuladas, o sistema manteve os níveis de segurança crítica no que se refere à integridade do posicionamento das aeronaves apresentadas na tela do controlador de tráfego aéreo em operações de resolução de conflito. O modelo computacional desenvolvido possui diversas características que, apesar de não serem totalmente utilizadas na presente pesquisa, constituem um legado para pesquisas futuras e para a integração com a Plataforma Integrada para Ensaios de Sistemas Embarcados Críticos (PIpE-SEC) desenvolvida dentro do Grupo de Análise de Segurança (GAS) da EPUSP. / The demand for increasing air traffic volume has pressed aviation authorities to densify the global airspace through separation reduction between aircraft, allowing operations that are more efficient in the Air Traffic Management (ATM). However, issues related to the safety of air traffic operations arise when considering the possibility of reducing the separation of aircraft. Objectively, for greater efficiency and separation reduction, without significantly affecting safety, surveillance positions of the aircraft must appear not only more accurate and precise to the air traffic controller (ATCo), it should be more trustworthy, which concerns the integrity of that information. This research proposes to assess the impacts of these parameters on the safety levels of air traffic control system (ATC) inserted in the new concept of Global ATM (CNS/ATM). To achieve it, an analysis of the data related to error in positioning of the Global Navigation Satellite System (GNSS) was made to establish its behavior. This behavior analysis is used to model a complete traffic control system for simulation purposes and, adopting the safety analysis methodology developed by Vismari (2007), evaluate the effects that these new parameters had on the safety levels found in the research developed by Vismari (2007) for air traffic environments based on Automatic Dependent Surveillance - Broadcast (ADS-B). They are compared to various scenarios in which there was a GNSS system performance degradation. For each studied scenario, it was found that GNSS behavior\'s degradation was not sufficient to create risk events in aspects related to integrity of the aircraft position data. Thus, within the simulated conditions, the system kept the safety levels regarding to the integrity of the aircraft position informed on screen to the air traffic controller in conflict resolution operations. The computational model developed has several features, which, although not totally applied in this research, constitute a legacy for future research and for integration with the Integrated Platform for Testing Critical Embedded Systems (PIpE-SEC) developed within the Safety Analysis Group (GAS) of EPUSP.

La congestion dans les Terminal Manoeuvring Area (TMA) des aéroports en hub est le principal problème dans le transport aérien chinois. Face au trafic extrêmement dense dans les TMAs, nous pouvons envisager d'automatiser une grande partie des opérations de routine, comprenant la planification, le séquencement et la séparation. Nous proposons dans cette thèse un nouveau système automatisé de séquencement des avions et de fusion des flux vers des pistes parallèles, qui sont utilisées dans la plupart des aéroports chinois. Notre méthodologie intègre un réseau de route 3D nommé Multi-Level and Multi-Point Merge System (MLMPMS) basé sur le concept de l'Area Navigation (RNAV) et un algorithme d'optimisation heuristique hybride pour trouver une solution correcte, opérationnellement acceptable. Un algorithme de Simulated Annealing (SA) spécifique et un module de génération de trajectoire collaborent pour rechercher la solution quasi optimale. Notre objectif est de générer en temps réel des trajectoires sans conflit, minimisant la consommation de carburant et permettant des méthodes de contrôle faciles et flexibles. Dans ce but, nous explorons en permanence les solutions possibles avec le moins de retard et assuront l'atterrissage le plus rapide. Nous déterminons quatre variables de décision pour contrôler chaque vol : l'heure et la vitesse d'entrée dans la TMA, le temps de vol sur l'arc de séquencement et le choix de la piste utilisée. La simulation de trajectoire dans les différentes phases de vol est basée sur le modèle de performances BADA. Dans le cas de l'aéroport de Beijing Capital International Airport (BCIA), les résultats numériques montrent que notre système d'optimisation de bonnes performances sur le séquencement et la fusion des trajectoires. Tout d'abord, il permet d'assurer des performances de résolution conflit très stables pour gérer les flux de trafic continuellement denses. Par rapport à l'algorithme Hill Climbing (HC), le SA peut toujours trouver une solution sans conflit, non seulement pour l'approche parallèle mixte ou séparée~(pour les arrivées), mais aussi pour les configurations parallèles indépendantes~ (départs et arrivées intégrés). Ensuite, avec un réseau d'itinéraires Multi-Level Point Merge (ML-PM) unique, il peut fournir une bonne solution de contrôle de la trajectoire pour traiter efficacement et économiquement différents types de flux d'arrivée. Il peut réaliser un temps de vol plus court et une descente vers le bas en Continuous Descent Approach (CDA) pour l'avion d'arrivée. Il peut réaliser un re-séquencement plus facile des avions avec un déplacement de position plus relâché. Théoriquement, les Maximum Position Shifting (MPS) peuvent atteindre 6 positions, surpassant la contrainte difficile de 3 positions. Troisièmement, l'algorithme montre son efficacité dans un modèle d'approche parallèle séparé avec une capacité de séquencement plus relâché. Par rapport au décalage de position forcé dur, qui est souvent utilisé dans le système actuel Arrival Manager (AMAN) et la méthode First Come First Served (FCFS) utilisé par les contrôleurs, il peut réduire le délai et le temps de transit moyens dans une situation d'arrivée très dense. Le palier par vol est inférieur à 12\% du temps de transit total dans la TMA. Quatrièmement, en configuration parallèle indépendant, il peut fournir des informations différentes concernant la valeur objectif associée, le temps de vol moyen, les trajectoires de croisement en point chaud entre les arrivées et les départs, l'efficacité avec différents arcs de séquencement conçus dans le réseau de route ML-PM etc.. / Congestion in Terminal Manoeuvring Area (TMA) at hub airports is the main problem in Chinese air transportation system. Facing extremely dense operations in complex TMA, we can consider reducing traffic complexity by solving all potential conflicts in advance with a feasible trajectory control for controllers, or automating a large proportion of routine operations, such as sequencing, merging and spacing. As parallel runways are a common structure of Chinese hub airports, in this thesis, we propose a novel system to integrated sequencing and merging aircraft to parallel runways. Our methodology integrates a Area Navigation (RNAV)-based 3D Multi-Level and Multi-Point Merge System (MLMPMS), a hybrid heuristic optimization algorithm and a simulation module to find good, systematic, operationally-acceptable solutions. First, a Receding Horizon Control (RHC) technique is applied to divide 24-hour traffic optimization problem into several sub- problems. Then, in each sub-problem, a tailored Simulated Annealing (SA) algorithm and a trajectory generation module worn together to find a near-optimal solution. Our primary objective is to rapidly generate conflict-free and economical trajectories with easy, flexible and feasible control methods. Based on an initial solution, we continuously explore possible good solutions with less delay and shorter landing interval on runway. Taking Beijing Capital International Airport (BCIA) as a case to study, numerical results show that our optimization system performs well. First, it has very stable de-conflict performance to handle continuously dense traffic flows. Compared with Hill Climbing (HC), the tailored SA algorithm can always guarantee a conflict-free solution not only for the mixed or segregated parallel approach (arrivals only) pattern, but also for the independent parallel operation (integrated departures and arrivals) pattern. Second, with its unique Multi-Level Point Merge (ML-PM) route network, it can provide a good trajectory control solution to efficiently and economically handle different kinds of arrival flows. It can realize a shorter flying time and a near-Continuous Descent Approach (CDA) descent for arrival aircraft, compared with baseline. It also realizes an easier re-sequencing of aircraft with more relaxed position shifting as well, compared with conventional sequencing method. Theoretically, the Maximum Position Shifting (MPS) can be up to 6 positions, overcoming the hard constraint of 3 position shifts (MPS <= 3). Third, it is efficient for the segregated parallel approach patterns. Compared with hard constrained position shifting, which is often used in current Arrival Manager (AMAN) system and controller's manual-control First Come First Served (FCFS) method, it can reduce the average delay, average additional transit time in super dense arrival situations. The average time flown level per flight is less than 12% of total transit time in TMA. Fourth, in independent parallel patterns, it can provide a range of useful information concerning the associated objective value, the average flying time, crossing trajectories in hot spots between arrivals and departures, the efficiency of using different designed sequencing legs in ML-PM route network.

O transporte aéreo e a indústria de sistemas de defesa foram setores pioneiros na utilização de sistemas computacionais críticos, incrementando os níveis de automação nas atividades de controle do espaço aéreo. Com o crescimento desses setores, verificado pela expansão dos números de vôos, volumes de cargas e usuários, assim como pela ampliação e diversidade das operações militares, os sistemas de controle têm assumido maior complexidade técnica, introduzindo novos recursos de automação ou facilidades adicionais de apoio para funções exercidas manualmente. Essa situação tem ampliado a dependência dos serviços prestados, relativamente à disponibilidade dos sistemas computacionais. Diretrizes de projeto e procedimentos operacionais são estabelecidos para manter os níveis de segurança nos casos de falha, no entanto a disponibilidade torna-se parâmetro crítico, na medida em que algumas falhas podem afetar a eficiência nominal da prestação dos serviços. Nesse cenário, este trabalho propõe um modelo para avaliação da disponibilidade de sistemas de controle do espaço aéreo, a partir de recursos de análises da teoria de filas. Inicialmente é citado um modelo geral para análise de disponibilidade de data centers. Em seguida, é apresentada uma extensão do modelo geral para análise da disponibilidade em sistemas de controle do espaço aéreo. Para isso, considerou-se a intervenção humana existente nessa atividade, cujas decisões de controle são exercidas por operadores qualificados (controladores), tanto nas atividades inerentes ao serviço de controle, quanto nos casos de degradação, nos quais os operadores ou técnicos de manutenção assumem alguma tarefa de reparo, decorrente da eventual indisponibilidade de funções do sistema. / Due to the growth in airspace utilization, which can be verified both in terms of the expansions in aerial movements, airports and volumes of transported passengers and cargo, as well as in terms of the expansion of military operations demands and diversity, airspace control activities have been increasing their technical complexity, introducing new features into the existent automation systems or creating additional resources for the automation of some functions previously performed by human operators. This situation has increased the dependence on the availability of the computer systems involved in the services provided by control centers. Project directives and operational procedures are established in order to maintain the safety integrity levels of the systems, in case any failure occurs. However, the availability becomes a critical parameter, once failure events can force an undesirable state of degraded operation, jeopardizing the nominal capacity of the services being performed through any controlled airspace. In this scenario, this work presents an availability model for the computer systems used in airspace control centers, based on analysis from queuing theory. A general model is first presented, referencing a case study that describes the use of queuing models to access the availability of generic data centers. Further considerations are introduced to extend this general model in order to propose its application for the specific computer systems used in airspace control centers, where operational control relies on human activities. In this case, system operation involves intensive use of human-machine interfaces (HMI), for the regular control services provided, and additional technical or operational maintenance activities, occasionally imposed to repair a momentary loss of any function of the system.

Markov processes have been widely studied and used for modeling problems. A Markov process has two main components (i.e., an evolution law and an initial distribution). Markov processes are not suitable for modeling some problems, for example, the problem of predicting a trajectory with a known destination. Such a problem has three main components: an origin, an evolution law, and a destination. The conditionally Markov (CM) process is a powerful mathematical tool for generalizing the Markov process. One class of CM processes, called $CM_L$, fits the above components of trajectories with a destination. The CM process combines the Markov property and conditioning. The CM process has various classes that are more general and powerful than the Markov process, are useful for modeling various problems, and possess many Markov-like attractive properties. Reciprocal processes were introduced in connection to a problem in quantum mechanics and have been studied for years. But the existing viewpoint for studying reciprocal processes is not revealing and may lead to complicated results which are not necessarily easy to apply. We define and study various classes of Gaussian CM sequences, obtain their models and characterizations, study their relationships, demonstrate their applications, and provide general guidelines for applying Gaussian CM sequences. We develop various results about Gaussian CM sequences to provide a foundation and tools for general application of Gaussian CM sequences including trajectory modeling and prediction. We initiate the CM viewpoint to study reciprocal processes, demonstrate its significance, obtain simple and easy to apply results for Gaussian reciprocal sequences, and recommend studying reciprocal processes from the CM viewpoint. For example, we present a relationship between CM and reciprocal processes that provides a foundation for studying reciprocal processes from the CM viewpoint. Then, we obtain a model for nonsingular Gaussian reciprocal sequences with white dynamic noise, which is easy to apply. Also, this model is extended to the case of singular sequences and its application is demonstrated. A model for singular sequences has not been possible for years based on the existing viewpoint for studying reciprocal processes. This demonstrates the significance of studying reciprocal processes from the CM viewpoint.

This dissertation presents a suite of design tools for multi-agent systems that address three main areas: network design, decentralized controller generation, and the synthesis of decentralized control strategies by combining individual decentralized controllers. First, a new metric for quantifying heterogeneity in multi-agent systems is presented based on combining different notions of entropy, and is shown to overcome the drawbacks associated with existing diversity metrics in various scientific fields. Moreover, a new method of controlling multi-agent networks through the single-leader network paradigm is presented where by directly exploiting the homogeneity of agent capabilities, a network which is not completely controllable can be driven closer to a desired target configuration than by using traditional control techniques. An algorithm is presented for generating decentralized control laws that allow for agents to best satisfy a desired global objective, while taking into account network topological constraints and limitations on how agents can compute their control signals. Then, a scripting tool is developed to aid in specifying sequences of decentralized controllers to be executed consecutively, while helping ensure that the required network topological requirements needed for each controller to execute properly are maintained throughout mode switches. Finally, the underlying concepts behind the developed tools are showcased in three example applications: distributed merging and spacing for heterogeneous aircraft during terminal approaches, collaborative multi-UAV convoy protection in dynamic environments, and an educational tool used to teach a graduate-level networked controls course at the Georgia Institute of Technology.

The purpose of our thesis is to investigate the incentive mechanisms that may be used for a timely and successful implementation of Public-Private Partnership (PPP) projects. This purpose is achieved by investigating challenges and success factors within one of the largest Public-Private Partnership projects in Europe, the SESAR programme which stands for Single European Sky ATM Research and that aims at modernising the European air traffic management (ATM) system. The categories of SESAR actors that we investigated include: stakeholders (airspace users such as Air France, KLM, SAS; ANSPs from Sweden,Finland, Netherlands and the CANSO organisation; airport representatives including Swedavia, Zürich Airport and Guernsey Airport); as well as manufacturers (e.g. Airbus, Frequentis, Thales); international organisations as principals (e.g. European Commission – SESAR Joint Undertaking-, EUROCONTROL) and advisers (e.g. Helios UK). Referring to our contribution to the theory, we identify four categories of incentive mechanisms for timely implementation of large PPP projects: i. Financial incentives such as loans, proportionate with the level of risks the implementer bears; the deduction of loan fees or reduction of service charges can motivate stakeholders to implement earlier, once they identify a positive business case. ii. Operational incentives can refer to certain preferential treatment to those who comply and detrimental treatment to those who do not comply. iii. Legal incentives such as mandates can force commitment and have an impact on the timely implementation of PPP projects within a certain time-frame. iv. Intangible incentives, such as transparent communication, collaboration and less political behaviour, are seen as major factors contributing to the commitment and trust level among the actors involved, thus, enabling the success of the PPP project implementation.

Today, many small aerodromes have a hard time surviving economically, and amongst the largest cost is air traffic control. Airlines are cutting costs where they can, and many times this affects the aerodromes as well, e.g. when airlines decide to park remotely instead of at the gate. The project called Remotely Operated Towers, initiated by SESAR and run by Saab and LFV, is aiming to address this problem. The project revolves around remotely providing ATS to aerodromes where it is deemed suitable. A big challenge in this project is how to assign aerodromes to remote tower modules in the remote control centre. There are many ways to do this, but there is only a few ways to do it to achieve the least amount of modules. This thesis aims to find an optimal solution to the challenge mentioned above. The thesis resulted in a model where the user can provide the input of choice, i.e. aerodromes with associated ATS operating hours and movements, for a specific period – and receive the assignment schedule for the modules, saying exactly which aerodrome are to be controlled by which module at what time.

This thesis discusses the effect of sequential conflict resolution maneuvers of a continuous flow of agents through a finite control volume. Video analysis of real world traffic flows that exhibit self-organized capabilities is conducted to extract characteristics of those agents. A tool is created which stabilizes the input video and extracts motion from it using the background subtraction method. I discuss the tool in detail as I created it to be user friendly and easily modifiable for other uses. The aim of the video analysis I conduct is to determine characteristics of agents in self-organized traffic flow. Comparisons are made with agents under sequential conflict resolution schemes and those that exhibit these self-organized capabilities to determine if agents under sequential control can approach the behaviors of those in self-organized environment. Flow geometries are studied and generalized with the goal of determining stability characteristics of arbitrary flow geometries. Stability analysis includes analytical proof of bounds on the conflict resolution maneuvers.

Idag är många branscher beroende av ett gediget teamwork. Det finns dock ett behov av objektiva mätsystem för teamwork och därför har detta projekt som syfte att skapa och testa ett observationsprotokoll utifrån den teoretiska modellen ’The Big Five of Teamwork’ framtagen av Salas, Sims &amp; Burke (2005). Observationsprotokollet användes för att observera teamwork mellan två flygledare på Arlanda ATCC. Därefter fick flygledarna svara på en enkät för att bidra med subjektiva aspekter från modellen. Totalt genomfördes 15 stycken strukturerade observationer. Resultatet visade att det är möjligt att skatta teamwork på flygledare med hjälp av ett observationsprotokoll baserat på sex av åtta komponenter, där inte teamorientering och gemensam mental modell ingick. Komponenterna visade sig vara mer än bara ett observerbart beteende och enbart observationer frambringar inte en rättvis bild över komponenten. Resultatet visade också på att flygledarna själva upplever samtliga komponenter som en del av arbetet. Observationerna visade att samarbetet kunde se olika ut och skilja sig från team till team, och att flygledarna anpassar sig efter varandras behov. / Today, many industries are dependent on a solid teamwork. However, there is a need for objective measurement assessment for teamwork and therefore this project aims to create and test an observation protocol based on the theoretical model ’The Big Five of Teamwork’ compiled by Salas, Sims &amp; Burke (2005). The observation protocol was used to observe teamwork between two air traffic controllers at Arlanda ATCC. After the observations the air traffic controllers answered a survey to receive subjective aspects from the model. A total of 15 structured observations were conducted. The results revealed that it’s possible to estimate teamwork on air traffic controllers using an observation protocol based on six of eight components, where team orientation and shared mental model were not included. The components appeared to be more than just an observable behavior, thus only observations does not give a fair picture of the component. The result also showed that air traffic controllers themselves perceive all components as a part of the work. The observations showed that the cooperation could look different and differ from team to team, and that air traffic controllers adapt to each other’s needs.

Le trafic aérien en Europe représente environ 30 000 vols quotidiens actuellement. Selon les prévisions de l’organisme Eurocontrol, ce trafic devrait croître de 70% d’ici l’année 2020 pour atteindre 50 000 vols quotidiens. L’espace aérien, découpé en zones géographiques appelées secteurs de contrôle, atteindra bientôt son niveau de saturation vis-à-vis des méthodes actuelles de planification et de contrôle. Afin d’augmenter la quantité de trafic que peut absorber le système, il est nécessaire de diminuer la charge de travail des contrôleurs aériens en les aidant dans leur tâche de séparation des avions. En se fondant sur les demandes de plans de vol des compagnies aériennes, nous proposons une méthode de planification des trajectoires en 4D permettant de présenter au contrôleur un trafic dont la plupart des conflits auront été évités en avance. Cette planification s’établit en deux étapes successives, ayant chacune un unique degré de liberté : une allocation de niveaux de vol permettant la résolution des conflits en croisière puis une allocation d’heures de décollage permettant de résoudre les conflits restants. Nous présentons des modèles pour ces deux problèmes d’optimisation fortement combinatoires, que nous résolvons en utilisant la programmation par contraintes ou les algorithmes évolutionnaires, ainsi que des techniques permettant de prendre en compte des incertitudes sur les heures de décollage ou le suivi de trajectoire. Les simulations conduites sur l’espace aérien français mènent à des situations où tous les conflits sont évités, avec des retards alloués de l’ordre d’une minute en moyenne (80 à 90 minutes pour le vol le plus retardé) et un écart par rapport à l’altitude optimale limité à un niveau de vol pour la quasi totalité des vols. La prise en compte d’incertitudes de manière statique dégrade fortement ces solutions peu robustes, mais nous proposons un modèle dynamique utilisant une fenêtre glissante susceptible de prendre en compte des incertitudes de quelques minutes avec un impact réduit sur le coût de l’allocation. / Air traffic in Europe represents about 30,000 flights each day and forecasts from Eurocontrol predict a growth of 70% by 2020 (50,000 flights per day). The airspace, made up of numerous control sectors, will soon be saturated given the current planification and control methods. In order to make the system able to cope with the predicted traffic growth, the air traffic controllers workload has to be reduced by automated systems that help them handle the aircraft separation task. Based on the traffic demand by airlines, this study proposes a new planning method for 4D trajectories that provides conflict-free traffic to the controller. This planning method consists of two successive steps, each handling a unique flight parameter : a flight level allocation phase followed by a ground holding scheme.We present constraint programming models and an evolutionary algorithm to solve these large scale combinatorial optimization problems, as well as techniques for improving the robustness of the model by handling uncertainties of takeoff times and trajectory prediction. Simulations carried out over the French airspace successfully solved all conflicts, with a mean of one minute allocated delay (80 to 90 minutes for the most delayed flight) and a discrepancy from optimal altitude of one flight level for most of the flights. Handling uncertainties with a static method leads to a dramatic increase in the cost of the previous non-robust solutions. However, we propose a dynamic model to deal with this matter, based on a sliding time horizon, which is likely to be able to cope with a few minutes of uncertainty with reasonable impact on the cost of the solutions.