Classifications

• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
  • G08G5/0017—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information
  • G08G5/0026—Arrangements for implementing traffic-related aircraft activities, e.g. arrangements for generating, displaying, acquiring or managing traffic information located on the ground
• • G—PHYSICS
  • G06—COMPUTING; CALCULATING OR COUNTING
  • G06F—ELECTRIC DIGITAL DATA PROCESSING
  • G06F17/00—Digital computing or data processing equipment or methods, specially adapted for specific functions
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
  • G08G5/003—Flight plan management
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
  • G08G5/0043—Traffic management of multiple aircrafts from the ground
• • G—PHYSICS
  • G08—SIGNALLING
  • G08G—TRAFFIC CONTROL SYSTEMS
  • G08G7/00—Traffic control systems for simultaneous control of two or more different kinds of craft

Definitions

• the invention relates to aviation, in particular to different methods for air traffic management, and systems used to implement them.
• ATM air traffic management
• ATM Topaz Automated System For Air Traffic Management by PJSC "ALMAZ R&P Corp.”
• LEMZ Russian Federation: https://lemz.ru/en/topaz-2/ [1]
• ALPHA ATC System by NITA LLC Russian Federation: https://www.nita.ru/en/product/alpha-atc-system/ [2]
• PLANETA Flight Data Processing System by NITA LLC Russian Federation: https://www.nita.ru/en/product/planeta-flight-data-processing-system/ [3]
• references [4] and [5] are selected as the prototypes for the method and apparatus, respectively), which consists in creating databases for airspace and air traffic flow management (namely, flight plan databases, aircraft performance databases, static and dynamic air navigation data bases), which are accessible to all components of the integrated initial flight plan processing system (IFPS).
• Airspace use data (flight plans, restricted areas) is uploaded to the flight plan database from the Aeronautical Fixed Telecommunications Network (AFTN) and checked for syntax and logic errors.
• Current air navigation data (waypoints, airways, holding patterns, standard terminal arrival routes (STARs) and standard instrument departure routes (SIDs), aerodrome data, restricted areas, etc.) is uploaded to the air navigation database.
• Digital topographic maps within the area of responsibility and aircraft performance parameters are uploaded to the aircraft performance database from reference sources in a coordinated format and handled by the processing module of the IFPS using application software written in a high-level programming language with unauthorized access protection as well as destruction, damage, and modification protection for the informational resources, taking into account flight plans, restricted areas, air navigation data published in the World Geodetic System 1984 (WGS-84) format or air navigation data published in the PZ-90.11 geodetic system format used in the Russian Federation, and 4D (3D geodesic coordinates + ID time) trajectories within the area of responsibility. Then the predicted trajectory of each aircraft (AC) is calculated using 4D trajectory prediction algorithms and information on restricted areas.
• Flight plan and aircraft data is stored and updated in the databases that can be accessed in read/write mode by clients that are part of the IFPS module, and used for strategic and pre-tactical air traffic flow management, where air traffic is redistributed among different airways and sectors based on available data on potential conflicts, restricted areas, airspace sectors' capacity (including the neighboring sectors), and meteorological forecasts, as well as for detecting potential conflicts (AC entering restricted areas). Advisory on airspace use is issued and all information is displayed at the controllers' working positions.
• Aircraft data, their coordinates and flight parameters are received from the database module of the ATM system (flight plan database, air navigation database, aircraft performance database).
• the received data is handled by the processing module of the IFPS, then the planned flights' parameters are calculated, using updated dynamic air navigation data published in the WGS-84 or PZ-90.11 format, topographic maps, and previously calculated 4D trajectories.
• Airspace use plan data is provided to the ATM system module using a coordinated protocol, and ATM is performed, which includes obtaining surveillance, meteorological, and airspace use data from the IFPS module, handling the received data by the processing module of the ATM system (using air navigation data published in the WGS-84 or PZ-90.11 format), calculating 4D trajectories of AC within the area of responsibility, predicting each AC's trajectory using 4D trajectory prediction algorithms, storing and updating data (flight plans, air navigation data, aircraft performance data) in the databases, which can be accessed in read/write mode by the ATM system's modules.
• Tactical operations involve the creation of databases (namely, flight plan databases, aircraft performance databases, air navigation databases), and information on AC coordinates and flight parameters is obtained from surveillance data sources.
• the received data is handled by the processing module of the ATM system, then AC flight parameters are calculated using application software written in a high-level programming language with unauthorized access protection as well as destruction, damage, and modification protection for the informational resources, taking into account updated air navigation data published in the WGS-84 or PZ-90.11 format, topographic maps, and calculated 4D trajectories. Then the position of each AC is extrapolated using tracking algorithms based on several Kalman filters combined in a target dynamics probability model.
• Air traffic safety control is implemented, which includes detecting conflicts between AC, AC entering restricted areas, minimum safe altitude violations, AC entering dangerous meteorological phenomena areas, AC deviation from the assigned course and glideslope during approach (taking into account time- and distance-based separation). For medium-term prediction (up to 30 minutes), conflicts between AC and AC entering restricted areas are detected.
• AC arrival sequence is formed, taking into account AC braking conditions, runway exit time, line-up time, restricted areas (including the neighboring sectors), AC departure sequence. All obtained data is presented at the controllers' working positions, and centralized services for several aerodromes are provided simultaneously, where changes in flight parameters are predicted for each AC in respect to all other AC in the area of responsibility, using air navigation data, topographic maps, and meteorological data. Then warnings about potential conflicts are issued and obtained data is displayed at the controllers' working positions.
• ATC AS Air Traffic Control Automation System
• IFPS Integrated Flight Plan Processing System
• the discrete IFPS and ATC AS 1 consists of the ATC AS 3 and IFPS AS 12.
• the ATC AS 3 includes the ATC AS database module 2, which consists of the flight plan database module 4, air navigation database module 5, aircraft performance database module 6. Additionally, the ATC AS 3 includes ATC automated controllers' working positions 7, the air traffic safety control module "Safety Net” 8, surveillance data processing module 9, flight plan data processing module 10 and the first 4D trajectory prediction module 11.
• the IFPS AS 12 consists of the IFPS database module 17, which consists of the flight plan database module 18, air navigation database module 19, aircraft performance database module 20. Additionally, the IFPS includes automated IFPS working positions 13, the air traffic flow management module 14, initial flight plan data processing module 15, the second 4D trajectory prediction module 16.
• Fig.1 shows the connections between parts of the discrete systems, where output 1 of ATC AS database module 2 is connected to the input 2 of the air traffic safety control module "Safety Net" 8. Input 2 of the ATC AS database module 2 is connected to output 1 of the ATC automated controllers' working positions 7, and output 3 of the ATC AS database module 2 is connected to input 2 of the ATC automated controllers' working positions 7.
• Output 4 of the ATC AS database module 2 is connected to input 1 of the flight plan data processing module 10, whose output 2 is connected to input 5 of the ATC AS database module 2, and input 6 of the ATC AS database module 2 is connected to output 1 of the first 4D trajectory prediction module 11, whose input 2 is connected to output 7 of the ATC AS database module 2, output 1 of the air traffic safety control module "Safety Net” 8 is connected to input 3 of the ATC automated controllers' working positions 7, and output 5 of the surveillance data processing module 9 is connected to input 4 of the ATC automated controllers' working positions 7, while outputs 3 and 4 and the input of the air traffic safety control module "Safety Net” 8 are connected respectively to input 1 and output 2 of the surveillance data processing module 9, whose output 4 is connected to input 8 of the flight plan data processing module 10, and input 3 of the surveillance data processing module 9 is connected to input 3 of the ATC AS 3, and output 4 of the flight plan data processing module 10 is connected to output 1 of the ATC AS 3, whose input 2 is connected to input 5 of the flight plan data
• input 1 of the IFPS database module 17 is connected to output
• Fig. 2 shows the connections between database modules 4, 5, 6 and outputs and inputs of the ATC AS database module 2.
• Outputs 1, 2, 3, 4 of the flight plan database module 4 are connected to outputs 1, 3 ,4, 7 of the ATC AS database module 2, and its inputs 5, 6, 7 are connected to inputs 2, 5, 6 of the ATC AS database module 2.
• Outputs 1, 2, 3, 4 of the air navigation database module 5 are connected respectively to outputs 1, 3, 4, 7 of the ATC AS database module 2, and output 5 of the air navigation database module 5 is connected to input 5 of the ATC AS database module 2.
• Output 7 of the air navigation database module 5 is connected to output 7 of the ATC AS database module 2.
• Output 1 of the aircraft performance database module 6 is connected to output 7 of the ATC AS database module 2.
• Fig. 3 shows the connections between database modules 18, 19, 20 and inputs and outputs of the IFPS database module 17.
• Outputs 1, 2, 3, 4 of the flight plan database module 18 are connected to outputs 2, 3, 4, 7 of the IFPS database module 17, and its inputs 5, 6, 7 are connected to inputs 1, 5, 6 of the IFPS database module 17.
• Output 1 of the aircraft performance database module 20 is connected to output 7 of the IFPS database module 17.
• Outputs 1, 2, 3, 4 of the air navigation database module 19 are connected respectively to outputs 2, 3, 4, 7 of the IFPS database module 17, and input 5 is connected to input 5 of the IFPS database module 17.
• the discrete IFPS and ATC AS 1 operate as follows.
• input 3 of the discrete IFPS and ATC AS 1 receives surveillance data from external sources (primary or secondary radars, dependent surveillance stations, etc.), which is then sent to input 3 of the ATC AS 3 and then to input 3 of the surveillance data processing module 9 for determining the actual position of each AC, using surveillance data processing algorithms based on Kalman filters.
• Processed actual AC position data is sent from the surveillance data processing module 9 through outputs 2, 4 and 5 to input 8 of the flight plan data processing module 10, input 4 ATC automated controllers' working positions 7 and input 8 of the air traffic safety control module "Safety Net" 8.
• 4D trajectory prediction (3D geodesic coordinates + ID time) is performed using the first 4D trajectory prediction module 11. From its output 1, through input 6 of the ATC AS database module 2, input 7 of the flight plan database module 4 receives the updated data for storing. After a restricted area is updated or created, from output 2 of the flight plan data processing module 10 through input 5 of the ATC AS database module 2, input 5 of the air navigation database module 5 receives the updated data for storing.
• the first 4D trajectory prediction module 11 through input 3 receives flight plan data from output 9 of the flight plan data processing module 10, and through input 2 it receives data from output 7 of the ATC AS database module 2, such as: air navigation data (output 1 of the air navigation database module
• Processed data including flight plans with 4D trajectories from the first 4D trajectory prediction module 11 is sent through output 4 to input 3 of the flight plan data processing module 10.
• the flight plan data processing module 10 receives data from output 4 of the surveillance data processing module 9 on its input 8, data on previously calculated 4D trajectories, flight plans, and air navigation data on its input 1 from output 4 of the ATC AS database module 2, which receives data from output 3 of the flight plan database module 4 and output 3 of the air navigation database module 5.
• conflict analysis results are sent from output 1 of the air traffic safety control module "Safety Net" 8 to input 3 of the ATC automated controllers' working positions 7.
• ATC automated controllers' working positions 7 display all actual air situation data received on input 4 from output 5 of the surveillance data processing module 9, conflict situation data received on input 3 from output 1 of the air traffic safety control module "Safety Net” 8, and flight plan and air navigation data received on input 2 from output 3 of ATC AS database module 2 that includes the flight plan database module 4 and air navigation database module 5, so that the controller can issue AC control commands and for forming arrival and departure sequences for several aerodromes based on the actual air situation, air traffic safety analysis results, and destination and departure runway parameters.
• the air traffic flow management module 14 through input 2 and output 1 of the discrete IFPS and ATC AS 1, data about usage of airspace is exchanged through AFTN in a coordinated format. This information is transmitted through output 1 and input 2 of the IFPS AS 12 and then through output 3 and input 4 of the initial flight plan data processing module 15 for subsequent syntax and logic verification of the received data. If the received data is a flight plan, a 4D (3D geodesic coordinates + 1D time) trajectory is calculated using the second 4D trajectory prediction module 16, and through output 7 of initial flight plan data processing module 15 and input 5 of the IFPS database module 17 and input 6 of the flight plan database 18, flight plan data is sent to the flight plan database.
• a 4D (3D geodesic coordinates + 1D time) trajectory is calculated using the second 4D trajectory prediction module 16
• flight plan data is sent to the flight plan database.
• the received data is an updated restricted area, this parameter is updated in the air navigation database module 19 through input 5. Additionally, for all flight plans potential conflicts are predicted (AC entering restricted areas). To this end, input 8 receives information on all restricted areas from output 4 of the IFPS database module 17 and from output 2 of the air navigation database module 19, and this information is compared with previously calculated 4D trajectory in the flight plan. Processed data (flight plans, restricted areas) is transmitted from output 3 through output 4 of the IFPS AS 12 to 4 input 4 of the ATC AS 3.
• the second 4D trajectory prediction module 16 receives flight plan data through its input 2 from output 6 of the initial flight plan data processing module 15, receives data through its input 4 from output 7 of the IFPS database module 17, such as: air navigation data (from air navigation database module 19), aircraft parameters (from the aircraft performance database module 20), for calculating 4D (3D geodesic coordinates + ID time) trajectories of each AC, using 4D trajectory prediction algorithms, information on restricted areas within the area of responsibility, national and international geodetic systems (PZ- 90.11, WGS-84), and aircraft parameters from the aircraft performance database. Processed data including the flight plan with the calculated 4D trajectory is sent from the second 4D trajectory prediction module 16 through its output 1 to input 5 of the initial flight plan data processing module 15.
• the air traffic flow management module 14 uses data on flight plans and restricted areas received through input 2 from the flight plan database module 18 and air navigation database module 19 through output 3 of the IFPS database module 17, analyzes the possibility of air traffic flow redistribution among different airways, routes, and control sectors, taking into account potential conflicts, restricted areas, sectors' capacity including the neighboring centers, and meteorological forecasts, issues advisory for safe airspace use, calculates the load of airspace elements, and sends the results through its output 1 to input 3 of the IFPS working position 13.
• the IFPS working position 13 displays data received from the air traffic flow management module 14, as well as flight plan data and air navigation data received on its input 2 from the flight plan database 18 and air navigation database 19, through output 2 of the IFPS database module 17, so that the IFPS operator can make decisions accordingly in order to increase airspace capacity.
• AC flight parameters data derived directly from the AC is used (ground and indicated air speed, heading and course, Mach number), which significantly decreases the accuracy of the determined AC position, its speed and heading, which, in turn, leads to a decrease in the accuracy of the estimated approach time and time- over-waypoints, as well as a decrease in airspace capacity and air traffic safety.
• the technical aim of the proposed method and apparatus is increasing air traffic safety and airspace capacity.
• the goal can be reached by using one controlled object, the same for the ATM system and IFPS, during tactical and pre-tactical ATM for each AC, that is, its system flight plan correlated with surveillance data (if available).
• common databases are created for both the ATM system and IFPS, which can be accessed by all modules of the integrated ATM system and IFPS.
• This method prevents duplicated calculation of 4D trajectories within the area of responsibility and eliminates the need to exchange data between the systems, as all information is stored in one place and available to users performing both IFPS and ATM.
• Data is distributed to air traffic controllers and IFPS operators from the same common sources, which prevents variability of data when processed and displayed at the controllers' working positions, improves the accuracy of AC position prediction, and increases air traffic safety.
• one common database for ATM and airspace use and air traffic flow management is created (namely, a flight plan database, static and dynamic air navigation data base, and aircraft performance database); current air navigation data (waypoints, airways, holding patterns, STARs and SIDs, aerodrome data, restricted areas, etc.), aircraft performance parameters from reference sources in a coordinated format, digital terrain elevation data, topographic maps of the area of responsibility are uploaded to the database; airspace use plan data is obtained from AFTN and checked for syntax and logic errors, where, if the obtained data is a flight plan, 4D trajectories (3D geodesic coordinates and + ID time) within the area of responsibility are calculated based on national and international geodetic systems (PZ-90.11, WGS-84) and aircraft parameters obtained from the common air navigation and aircraft performance database, and information on the flight plan is uploaded to the common flight plan database; and if the obtained data is a restricted area update, information is updated accordingly in the common dynamic air navigation database
• information on AC coordinates and flight parameters is obtained from surveillance data sources (primary and/or secondary radars, automatic dependent surveillance-broadcast stations, etc.), based on which information on the actual AC position is updated in the flight plan in the common flight plan database and data in the common database is handled by both the ATM system's and IFPS processing modules, taking into account flight plans, restricted areas, air navigation data published in the WGS-84 and/or PZ.90.11 format, aircraft parameters stored in the common database, in order to perform strategic, tactical, and pre-tactical planning operations.
• surveillance data sources primary and/or secondary radars, automatic dependent surveillance-broadcast stations, etc.
• a planned trajectory is calculated for each AC, using 4D trajectory prediction algorithms based on the total energy model, information on the current active restriction areas from the common air navigation database, and aircraft parameters from the common aircraft performance database, and the calculated data is sent to the IFPS working position so that the controller can make decisions on possible redistribution of air traffic among different airways and control sectors, taking into account potential conflicts, restricted areas, sectors' capacity (including the neighboring sectors), and meteorological data.
• potential conflicts are detected (AC entering restricted areas), and the data is sent to the IFPS working position so that the controller can make decisions accordingly; advisory on safe airspace use is issued and displayed at the IFPS working position; airspace elements' load is calculated and the results of the planned airspace use analysis are sent to the IFPS working position, and the processing modules of the ATM system work on tactical planning and ATM solutions.
• flight plan data is updated in the common flight plan database based on actual flight data received from surveillance data sources and/or neighboring centers in a coordinated format, the actual trajectory of each AC is reconstructed via surveillance data processing algorithms based on several Kalman filters selected using the interactive multiple model method depending on the target dynamics, based on additional information on the AC-derived ground and indicated air speed, heading, course, and Mach number, and taking into account previously calculated planned trajectories stored in the common database.
• Air traffic safety control takes into consideration potential AC convergence (distance- and time-based, short-term detection (up to 2 minutes) and medium-term detection (up to 30 minutes)), using actual air situation data, digital terrain elevation data, topographic maps, updated air navigation data, flight plan data including planned AC trajectories, from the common databases. Detection includes conflicts between AC, AC entering restricted areas, minimum safe altitude violations, course and glideslope deviation during approach, AC entering dangerous weather phenomena areas. The resulting conflict data is sent to the controller's working position so that they can issue AC control commands accordingly.
• Arrival and departure sequences are formed for several aerodromes based on planned and actual air situation data from the common flight plan database, air safety control data, destination and arrival runway parameters, then actual airspace data is sent to the controller's working position. Only the ATM system has access to critical elements of the databases that are necessary for carrying out ATM procedures.
• AC-derived trajectory parameters are used (ground and indicated air speed, heading and course, Mach number), which significantly increases the accuracy of the determined AC position, speed, and heading.
• digital terrain maps are used, which results in increased air traffic safety, particularly over mountainous terrain, as well as increased airspace use efficiency.
• the pilot's errors in selecting the assigned flight level on the AC's altitude selector are controlled, which increases the accuracy of the AC management via the controller's commands as well as the flight safety.
• the technical result of its application is an increase of air traffic safety and airspace capacity.
• AC 4D trajectories (3D geodesic coordinates + 1D time) are calculated on a global scale using national and international geodetic systems (PZ-90.11, WGS-84) in the common processing module of the ATM system and IFPS, and displayed at the ATM system's and IFPS working positions throughout the entire duration of the flight as obtained from common database modules. This results in a non-ambiguous interpretation of the AC trajectory by the controllers and prevents errors in control decisions, which increases air traffic safety. 3.
• PZ-90.11, WGS-84 national and international geodetic systems
• All received data is processed in a 3D Earth-centric geodesic coordinate system using the PZ-90.11 and/or WGS-84 geodetic systems and Coordinated Universal Time (UTC), which expands the geographical range of the ATM system's operation and allows to control air situation almost everywhere in the world.
• PZ-90.11 and/or WGS-84 geodetic systems and Coordinated Universal Time (UTC) which expands the geographical range of the ATM system's operation and allows to control air situation almost everywhere in the world.
• AC-derived trajectory parameters are used (ground and indicated air speed, heading and course, Mach number), which significantly increases the accuracy of the determined AC position, speed, and heading.
• the proposed method can be implemented using mathematical algorithms such as the interactive multiple model method using several Kalman filters depending on the target dynamics, linear programming methods, solving equations of mass point 3D motion.
• the total energy model method can be used, which confirms the technical feasibility of the method.
• the apparatus for implementing the new method also pertains to aviation, in particular to ATM automation systems.
• the technical result of its use is an increase of air traffic safety and airspace capacity, as well as simplification of the system structure and a reduction of the number of connections between the system modules, which increases the reliability of the apparatus and, as a result, increases air traffic safety.
• Fig. 1 - A layout of the discrete IFPS and ATC AS (prior art).
• Fig. 2 - A layout of the connections between database modules and outputs and inputs of the ATC AS database module (prior art).
• Fig. 3 A layout of the connections between database modules and inputs and outputs of the IFPS database module (prior art).
• FIG. 4 An embodiment of the claimed apparatus layout.
• FIG. 5 An embodiment of the claimed apparatus layout.
• a distinct feature of the proposed apparatus in respect to the prototype is the lack of feedback from the ATM system to the IFPS and the presence of a common database and common trajectory prediction module for each system.
• the mechanism for implementing the proposed method is simplified through the creation of common databases combined in one common database module, and through modification of the connections inside the apparatus.
• the layout of the apparatus is presented in Fig. 4, 5.
• An arrow with two numbers indicates a connection between the input/output of a database module and the input/output of the common database module 23.
• the inputs are 1, 3, 5, and the outputs are 2, 4.
• the inputs are 1, 3, 4, 6, 8, 9, 11, and the outputs are 2, 5, 7, 10.
• the outputs are 1, 3, 4, 6, 9, 10, 11, and the inputs are 2, 5, 7, 8, 12.
• the outputs are 1, 5, 6, 8, and the inputs are 2, 3, 4, 7, 9.
• the inputs are 1, 2, 3.
• the module air traffic safety control module "Safety Net" 8 the inputs are 2, 3, and the output is 1.
• the inputs are 1, 3, 4, 6, and the outputs are 2, 5.
• the outputs are 1, 2, 3, and the input is 2.
• the outputs are 1, 2, 3, 4, 5, 6, and the inputs are 7, 8, 9, 10 (see Fig. 4).
• the outputs are 1, 2, 3, 4, 5, 6, 7, and the input is 8 (see Fig. 4).
• the output is 1 (see Fig. 4).
• the inputs are 1, and the inputs are 2, 3.
• the inputs are 1, 3, 5, and the outputs are 2, 3, 4.
• the inputs are 2, 3, 5, and the outputs are 1, 3, 6.
• Input 1 of the IFPS and ATM integrated AS 21 is connected to external surveillance data sources (primary or secondary radars, automatic dependent surveillance-broadcast stations, etc.), and input 3 to neighboring centers for exchanging coordination data on arriving AC, and input 5 to AFTN for receiving airspace use data, and output 2 to neighboring centers for transmitting coordination data on departing AC, and output 4 to AFTN for transmitting data to external users.
• external surveillance data sources primary or secondary radars, automatic dependent surveillance-broadcast stations, etc.
• outputs 2, 5 of the ATM system module 22 are connected respectively to inputs 2 and 5 of the common database module 23, and inputs 1 and 4 of the ATM system module 22 are connected respectively to outputs 1 and 4 of the common database module 23.
• Input 6 of the ATM system module 22 is connected to input 1 of the IFPS and ATM integrated AS 21, and output 7 of the ATM system module 22 is connected to output 2 of the IFPS and ATM integrated AS 21.
• Input 8 of the ATM system module 2 is connected to input 3 of the ATM system and IFPS module 22.
• Input 9 and output 10 of the ATM system module 22 are connected respectively to output 1 and input 2 of the 4D trajectory prediction module 28.
• Output 1 and input 3 of the ATM system's automated controller's working position 7 are connected respectively to input 1 and output 2 of the ATM system module 22, and its input 2 to output 1 of the air traffic safety control module "Safety Net” 8, whose input 2 is connected to input 3 of the ATM system module 22.
• Outputs 2, 5 and inputs 3, 4 of the flight plan data processing module 10 are connected respectively to inputs 8, 9 and outputs 7, 10 of the ATM system module 22.
• Input 1 of the ATM system's automated controller's working position 7 is connected to output 2 of the surveillance data processing module 9, and its output 3 is connected to input 3 of the air traffic safety control module "Safety Net” 8, and output 1 is connected to input 1 of the flight plan data processing module 5.
• Input 2 is connected to input 6 of the ATM system module 22, which is connected to input 1 of the IFPS and ATM integrated AS 21.
• Output 6 and input 7 of the common database module 23 are connected respectively to input 3 and output 4 of the 4D trajectory prediction module 28.
• Outputs 9, 10, 11 of the common database module 23 are connected respectively to inputs 2, 3, 4 of the IFPS module 24.
• Outputs 6, 8 and inputs 7, 9 of the IFPS module 24 are connected respectively to input 5 and output 6 of the 4D trajectory prediction module 28 and to output 4 and input 6 of the IFPS and ATM integrated AS 21.
• Output 1 and input 2 of the IFPS working positions 13 are connected respectively to input 2 and output 1 of the IFPS module 24, and its input 3 to output 1 of the air traffic flow management module 14, whose input 2 is connected to input 3 of the IFPS module 24.
• Outputs 3, 5 and inputs 4, 6 of the initial flight plan data processing module 15 are connected respectively to inputs 7, 9 and outputs 6, 8 of the IFPS module 24.
• Outputs 1, 2, 3, 4, 5, 6 of the common flight plan database module 25 are connected to outputs 1, 3, 4, 9, 10, 11 of the common database module 23, and its inputs 7, 8, 9, 10 are connected to inputs 2, 5, 8, 12 of the common database module 23.
• Outputs 1, 2, 3, 4, 5, 6, 7 of the common air navigation database module 26 are connected respectively to outputs 1, 3, 4, 6, 9, 10, 11 of the common database module 23, and input 8 is connected to input 12 of the common database module 23 (see Fig. 5).
• Output 1 of the common aircraft performance database module 27 is connected to output 6 of the common database module 23.
• the apparatus operates as follows.
• Input 1 of the IFPS and ATM integrated AS 21 receives surveillance data from external sources (primary or secondary radars, dependent surveillance- broadcast stations, etc.), which is sent to input 6 of the ATM system module 22 and then input 2 of the surveillance data processing module 9 for processing and for calculating the actual position of each AC, using surveillance data processing algorithms bases on several Kalman filters selected via the interactive multiple model method depending on the target dynamics, and using additional aircraft- derived data on the aircraft ground and indicated air speed, heading, course, and Mach number.
• the processed data on the actual aircraft position is transmitted by the surveillance data processing module 9 through outputs 1, 2 and 3 to input 1 of the flight plan data processing module 10, input 1 of the automated working position 7 and input 3 of the air traffic safety control module "Safety Net" 8.
• the 21 is connected to the neighboring centers for exchanging coordination data on arriving AC.
• This data is received on output 7 and input 8 of the ATM system module 22 and then transmitted through output 2 and input 3 to or from the flight plan data processing module 10.
• the received data is used for updating an airborne aircraft flight plan data, to which end input 7 receives data from all flight plans from input 4 of the ATM system module 22 from output 4 of the common database module 23 to output 3 of the common flight plan database module 25 for its correlation with received data and updating. Then the updated data is transmitted from output 6 through output 5 of the ATM system module
• the ATM system module 22 and IFPS module 24 exchanges airspace use data via AFTN in a coordinated format. This information is received through output 8 and input 9 of the IFPS system module 24 and the through output 5 and input 6 by the initial flight plan data processing module 15 for subsequent syntax and logic verification of the received data.
• the 4D (3D geodesic coordinates + ID time) trajectory is calculated by the 4D trajectory prediction module 28, and the flight plan data is transmitted through output 2 and then output 5 of the IFPS module 24 to input 12 of the common database module 23 and input 10 of the common flight plan database module 25, and if the received data is a restricted area update, this parameter is updated in the common air navigation database module 26 through input 7.
• conflict situations are calculated for all flight plans, to which end input 1 receives data on all restricted areas through output 4 of the IFPS module 24 from output 11 of the common database module 23 and output 8 of the common air navigation database module 26, and this data is compared with the previously calculated 4D trajectory in the flight plan.
• the 4D trajectory prediction module 28 through inputs 2 and 5 receives the flight plan data from output 10 of the ATM system module 22, which, in turn, receives data from output 5 of the flight plan data processing module 10, and output 6 of the IFPS module 24, which, in turn, receives data from output 3 of the initial flight plan data processing module 15; through input 3 it receives data from output 6 of the common database module 23, such as: air navigation data (output 1 of the common air navigation database module 26), aircraft parameters (output 1 of the common aircraft performance database module 27), for calculating 4D (3D geodesic coordinates + ID time) trajectories of each AC, using 4D trajectory prediction algorithms based on the total energy model and data on restricted areas within the area of responsibility, national and international geodetic systems (PZ-90.11, WGS-84), and aircraft parameters from the common air navigation database module 26 and the common aircraft performance database 27.
• air navigation data output 1 of the common air navigation database module 26
• aircraft parameters output 1 of the common aircraft performance database module 27
• 4D trajectory prediction algorithms based
• the 4D trajectory prediction module 28 sends the processed data including the flight plan with the calculated 4D trajectory through output 1 to input 9 of the ATM system module 22 and then input 4 of the flight plan data processing module 10. Through output 6 data is also sent to input 7 of the IFPS module 24 and then input 4 and output of the initial flight plan data processing module 15.
• the air traffic safety control module "Safety Net” 8 receives data from the surveillance data processing module 9 and data on previously calculated 4D trajectories and air navigation data on its input 2 from input 3 of the ATM system module 22 through output 3 of the common database module 23 from output 2 of the common flight plan database module 25 and output 2 of the common air navigation database module 26, and, taking into account time- and distance based separation during short-term conflict detection (up to 2 minutes), predicts short-term conflicts between aircraft, aircraft entering restricted areas, minimum safe altitude violations, aircraft deviation from the course and glideslope during approach, AC entering dangerous meteorological phenomena areas; during medium-term conflict detection (up to 30 minutes), it predicts conflicts between aircraft, aircraft entering restricted areas, minimum safe altitude violations, AC entering dangerous meteorological phenomena areas.
• Conflict analysis results are sent through output 1 to input 2 of the ATC automated controller's working position 7.
• the air traffic flow management module 14 using flight plan data and data on restricted areas received from output 5 of the common flight plan database module 25 and output 6 of the common air navigation database module 26 through output 10 of the common database module 23 and input 3 of the ATM system module 22 to input 2, analyses the possibility of air traffic redistribution among airways, routes, and control sectors, taking into account potential conflict situations, restricted areas, sectors' capacity including the neighboring centers, meteorological forecasts, issues advisory on safe airspace use, calculates the load of different airspace elements and sends the results through output 1 to input 3 of the IFPS working position 13.
• ATC automated controller's working position 7 displays all actual air situation data received from the surveillance data processing module 9, conflict analysis data received from air traffic safety control module "Safety Net” 8, and flight plan and air navigation data received on input 3 through input 1 of the ATM system module 22 from output 1 of the common flight plan database module 25 and output 1 of the common air navigation database module 26 through output 1 of the common database module 23, so that the controller can issue commands to AC, for forming arrival and departure sequences for several aerodromes, based on air traffic safety analysis results, destination and arrival runway parameters, and all airspace use data.
• the IFPS working position 13 displays data received from air traffic flow management module 14, and flight plan and air navigation data received on input 2 through input 2 of the ATM system module 22 from output 4 of the common flight plan database module 25 and output 5 of the common air navigation database module 26 through 8 output of the common database module 23, so that the controller can make decisions accordingly in order to increase airspace capacity.
• the proposed innovative apparatus for air traffic management can achieve the desired technical goal of increasing air traffic safety and airspace use efficiency.
• the apparatus can be implemented using hardware means such as dual- processor servers like ProLiant DL380 and Z2/Z6/Z8 workstations manufactured by Hewlett Packard Enterprise or similar models by other manufacturers.
• the network architecture can be formed using managed network hubs such as Aruba 2930 and Aruba 2530 manufactured by Hewlett Packard Enterprise or similar models by other manufacturers.
• professional HD monitors can be used, such as Raptor RP4325, Raptor SQ2825 manufactured by EIZO or similar models by other manufacturers.
• For equipment mounting 19-inch 27U, 32U and 42U mounting racks manufactured by Hewlett Packard Enterprise or other manufacturers can be used.
• AC 4D trajectories (3D geodesic coordinates + 1D time) are calculated on a global scale using national and international geodetic systems (PZ-90.11, WGS-84) in the common processing module of the ATM system and IFPS, and displayed at the ATM system's and IFPS working positions throughout the entire duration of the flight as obtained from common database modules. This results in a non-ambiguous interpretation of the AC trajectory by the controllers and prevents errors in control decisions, which increases air traffic safety.
• PZ-90.11, WGS-84 national and international geodetic systems
• All received data is processed in a 3D Earth-centric geodesic coordinate system using the PZ-90.11 and/or WGS-84 geodetic systems and Coordinated Universal Time (UTC), which expands the geographical range of the ATM system's operation and allows to control air situation almost everywhere in the world.
• UTC Coordinated Universal Time
• AC-derived trajectory parameters are used (ground and indicated air speed, heading and course, Mach number), which significantly increases the accuracy of the determined AC position, speed, and heading.
• the ATM apparatus is considerably simplified due to the creation of the common database module, using the common trajectory prediction module, and the new connections structure inside the IFPS and ATM system, which allows all IFPS and ATM system users to access the common database module.
• the proposed method and apparatus can be implemented using state-of- the-art equipment and technologies and can have a wide application range in ATM, hence satisfying the industrial applicability requirement.

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