Design and Implementation of Data Adapter in SWIM

The International Civil Aviation Organization (ICAO) Manual on Flight and Flow Information for a Collaborative Environment (FF-ICE) outlines the components and requirements to achieve a common picture in global Air Traffic Management (ATM) for implementation readiness in 2020. To prepare for this global implementation by ATM stakeholders and ensure the technical feasibility and interoperability across implementations, the Federal Aviation Administration (FAA) initiated the International Interoperability Harmonization and Validation project (IIH&V) to validate the FF-ICE Planning Provisions [1], FF-ICE Implementation Guidance [2], and message exchanges in a lab environment. This paper explores the technical components of the FAA's IIH&V exercise while the complementary paper “An Operational Approach to FF-ICE Planning and Global Harmonization through IIH&V” explores operational components of the exercises. In order to effectively validate the FF-ICE Planning provisions and implementation guidance, it was required that the exercises focus on two areas. The first focus area was ensuring that future versions of the ICAO exchange models (primarily FIXM) were prepared to support FF-ICE. The second focus area was identifying system-level implementation decisions that could affect international interoperability, critical components to implementation readiness. Thus, the role of the ICAO exchange models, the role of data governance, and the feedback communicated to the FIXM Configuration Control Board (CCB) and the ATM Requirements Performance Panel (ATMRPP) are discussed herein. The FAA split the focus of the IIH&V project into three sequential validation exercises, with each exercise integrating more advanced systems into the lab infrastructure. For each exercise, the paper presents a system architecture diagram as well as an overview of the messages exchanged across systems. Several validation exercises have taken place in the context of a mixed mode environment in which only a subset of actors is FF-ICE capable, thus requiring the use of “bridging” capabilities such as data transformation to allow systems to remain interoperable despite differences in message type, version, etc. Validation 1 included the initial “mixed mode” environment envisioned in 2020 in which FF-ICE capable actors have implemented pre-departure FF-ICE message exchanges for pre-departure trajectory negotiations, while other actors are still using legacy capabilities. Validation 2 expanded trajectory negotiation into the post-departure portion of an active flight using bi-directional Air-to-Ground (A/G) System Wide Information Management (SWIM) data links, and single or bi-directional communications between the Flight Management System (FMS) and Electronic Flight Bag (EFB). Validation 3 further explored post-departure trajectory negotiation leveraging Data Communication (DataComm) messages in addition to A/G SWIM. The outputs and results of the IIH&V project outlined in this paper bring clarity to FF-ICE Planning Provisions and Implementation Guidance, as well as support the authoring organizations refining these documentations through input given to the ATMRPP. The IIH&V project also begins laying the groundwork for the development of FF-ICE Execution for post-departure.

With the advent of the era of big data, aviation big data is gradually being applied in the aviation industry. As a component of aviation cloud, System Wide Information Management (SWIM) carries a large amount of data interaction and sharing. The security and continuity of SWIM directly affect the stability of civil aviation transportation and in turn affect the quality of service throughout the aviation industry. SWIM provides standards, infrastructure and governance, enabling information exchange between SWIM-enabled applications. Consequently, SWIM must guarantee the survivability of all services between different Air Traffic Management (ATM) departments. In this paper, we describe the threats and risks faced by SWIM, put forward a survivability scheme and evaluate its feasibility through experiments.

To solve the phenomenon of information islands caused by the lack of communication, tight coupling among civil aviation systems with poor flexibility, reusability and scalability, System Wide Information Management (SWIM) is the best solution for it. In this paper, we propose the functional architecture and technical architecture of SWIM based on Service-Oriented Architecture (SOA). Some key technologies of SOA are researched, including Service Component Architecture (SCA), Business Process Management (BPM) and Enterprise Service Bus (ESB). Furthermore, an example study based on the technical architecture includes three services: basic Flight Information Service, Weather Service and Integrated Flight Data Service which is composited with the first two services. And they are published by Web services successfully. This paper provides a solid foundation for the development and deployment of SWIM in the future.

Introduction: The International Civil Aviation Organization (ICAO) acts as an organization that notifies civilian aircraft that will pass in conflict areas and also cooperates with other countries in increasing ICAO supervision so that similar cases do not occur. Purposes of the Research: To know the role of ICAO (International Civil Aviation Organization) in handling international aviation safety supervision and cases of shooting down civil aircraft in conflict areas. Methods of the Research: This type of research can be classified as a normative research type, this research uses research methods on the principles of international law. This research is a descriptive analysis, namely describing and analyzing the problems that have been put forward to describe an overview of the International Civil Aviation Organization in handling cases of shooting down civil aircraft in conflict areas related to international air law. Results of the Research: International civil aviation, especially when crossing conflict zones while the Civil Aviation Convention (known as the Chicago Convention) establishes a framework for civil aviation investigations, does not provide an appropriate legal and institutional framework for accountability, ICAO's role as a specialized agency of the United Nations which is required from time to time to refrain from violations. International political parameters in its diplomatic efforts

The Standards and Recommended Practices (SARPs) of Annex 16 Vol. II, Chicago Convention 1944, are created and adopted by the International Civil Aviation Organization (ICAO), for the purpose of regulating aircraft emission in the civil aviation sector. The creation of ICAO standard and Recommended Practices on aviation environment came up in 1981, following the declaration in Article 2(2) of Kyoto protocol to UNFCCC that developed countries of (Annex I parties), shall pursue limitation or reduction of emission of greenhouse gases from aviation by working through the international civil aviation organization (ICAO). However, while the SARPS have been recognized by ICAO and the contracting states as the sole international regulations for reduction of aviation emission, the SARPs are also known to have some limitations on reduction of aviation emission. This paper therefore examines the capacity of SARPs Annex 16 Vol II of Chicago Convention 1944 to make effective reduction in international reduction of aviation emission for protection of environment. This involves identifying the strength and limitations of ICAO SARPs on reduction of aviation emission as well as making recommendations for improved performance. A qualitative-doctrinal research approach is adopted where by the bulk of analysis on the study is based on information from library research materials the study concludes the ICAO SARPs have more limitations than strength and would require some improvement for achieving a more effective reduction in aviation emission.

Institutional interaction to address greenhouse gas emissions from international transport: ICAO, IMO and the Kyoto Protocol

The article deals with crimes against air transport, which can be divided into two groups: seizures of aircraft and other crimes against civil aviation safety. The normative and legal definition of the classification of international crimes, disagreement in legal qualification and terminological definition of these crimes under the legislation of foreign states, as well as the lack of practical application of legal norms of conventions in combating international crimes, in part of the extradition, creates certain difficulties for the legislation. further extradition of persons hiding from investigation and court in a foreign state. In the crime of international character, similar to the internal state, the composition of the crime of international character is allocated, which is a set of objective and subjective features, based on which individuals attracted to criminal responsibility. But it should be noted that the elements of the crime of international character do not always coincide with elements of a crime in domestic criminal law. Basic normative acts aimed at providing aviation safety, operate on three levels: global level (International Civil Aviation Organization (ICAO), basic documents: Crimes Convention and some other acts committed on board aircraft (Tokyo, 1963) ; Convention on the fight against illegal capture of aircraft (GAAGA, 1971); Convention on the fight against illegal acts directed against the safety of civil aviation (Montreal, 1971); Protocol on the fight against acts of violence at airports serving civil aviation (Montreal, 1988, complements the Montreal Convention in 1971); Convention on the marking of plastic explosives in order to detect (Montreal, 1991); Convention on the fight against illegal acts concerning international civil aviation (Beijing, 2010) ; regional level (European Aviation Security Agency (EASA), European Civil Aviation Conference (ECAC), European and North Atlantic Bureau of ICAO (Paris), Found Documents – Politics of the European Civil Aviation Conference in Aviation Safety; National Level – State Aviation Administration (SAA), Basic Documents: Air Code of Ukraine of 19.05.2011, Law of Ukraine “On the State Program of Aviation Safety of Civil Aviation” dated 20.02.2003, Order of the Ministry of Transport and Communications of Ukraine No. 390 dated May 11, 2007, instructions for assessing the risk of security of civil aviation of Ukraine.

The article deals with crimes against air transport, which can be divided into two groups: seizures of aircraft and other crimes against civil aviation safety. The normative and legal definition of the classification of international crimes, disagreement in legal qualification and terminological definition of these crimes under the legislation of foreign states, as well as the lack of practical application of legal norms of conventions in combating international crimes, in part of the extradition, creates certain difficulties for the legislation. further extradition of persons hiding from investigation and court in a foreign state. In the crime of international character, similar to the internal state, the composition of the crime of international character is allocated, which is a set of objective and subjective features, based on which individuals attracted to criminal responsibility. But it should be noted that the elements of the crime of international character do not always coincide with elements of a crime in domestic criminal law. Basic normative acts aimed at providing aviation safety, operate on three levels: global level (International Civil Aviation Organization (ICAO), basic documents: Crimes Convention and some other acts committed on board aircraft (Tokyo, 1963) ; Convention on the fight against illegal capture of aircraft (GAAGA, 1971); Convention on the fight against illegal acts directed against the safety of civil aviation (Montreal, 1971); Protocol on the fight against acts of violence at airports serving civil aviation (Montreal, 1988, complements the Montreal Convention in 1971); Convention on the marking of plastic explosives in order to detect (Montreal, 1991); Convention on the fight against illegal acts concerning international civil aviation (Beijing, 2010) ; regional level (European Aviation Security Agency (EASA), European Civil Aviation Conference (ECAC), European and North Atlantic Bureau of ICAO (Paris), Found Documents - Politics of the European Civil Aviation Conference in Aviation Safety; National Level - State Aviation Administration (SAA), Basic Documents: Air Code of Ukraine of 19.05.2011, Law of Ukraine "On the State Program of Aviation Safety of Civil Aviation" dated 20.02.2003, Order of the Ministry of Transport and Communications of Ukraine No. 390 dated May 11, 2007, instructions for assessing the risk of security of civil aviation of Ukraine.

Abstract.The study of the formation of adaptive competence of future pilots in the training process is relevant given the active integration of Ukrainian aviation into the world community, development of relations and increasing interoperability of Ukrainian military aviation with the NATO Air Forces, in accordance with the Military Doctrine of Ukraine and the Strategic defense bulletin, as well as the urgent need to use the rules of the International Civil Aviation Organization (ICAO), the International Air Transport Association (IATA) and the European Aviation Safety Agency (EASA), which cooperate with ICAO, when using the common airspace. Recently, civil and military aviation have been working closely together, and military pilots are increasingly involved in evacuating the population during emergencies abroad, multinational military exercises, etc.
 Pilots of civil and military aviation of Ukraine should adapt to the requirements of the new environment as soon as possible, and higher education institutions that train pilots should adjust the training process in accordance with the new requirements. The issue of adaptive competence in general and in particular, the adaptive competence of future pilots has not been sufficiently studied yet in the modern scientific literature and therefore needs further consideration. The article aims to define and characterize the basic concepts of formation of adaptive competence of future pilots in the process of their training, which will be followed by scientific substantiation, creation of structural-functional model of formation of adaptive competence of future pilots, and creation and approbation of author's technology at the educational institutions which train pilots.
 The article considers and investigates the concepts of adaptation and its types; professional adaptation of the pilot; adaptability; competencies and competency; professional competency of the future pilot, its components and criteria of its formation; concepts and features of adaptive competency of future pilots. It also describes and characterizes the features of the future activities of pilots and certain requirements for the training of pilots in civil and military aviation.
 Key words: adaptation, adaptability, competence, adaptive competence, professional training.

The industry of civil aviation has suffered from international politics since almost the beginning. Although the necessary amendments, conventions and agreements were realized by participants of the international civil aviation system, the impacts of unlawful interferences never found an end. The political, economic and technological structure of civil aviation is suitable for the development of unlawful interferences. This research aims to shed more light on the relationship between international politics and civil aviation by utilising securitization and current comprehension of the theory of securitization. The research findings show that securitization is used in the civil aviation industry by aviational intellectuals in specific matters such as race and gender discrimination. Moreover and more importantly, the International Civil Aviation Organization (ICAO), national, regional and international institutions utilized securitization. At the end of the research, it is concluded that unlawful interferences such as complex terrorist actions and hijacking activities should be subjects of daily and structured speeches, conversations and rhetoric of aviational intellectuals to create a more secure sphere or context

Every once in ten years the International Civil Aviation Organization (ICAO) holds a worldwide air transport conference. The most recent such event - the 6thWorldwide Air Transport Conference (ATConf/6) - was held in Montreal from 18 to 22 March 2013. At this conference, delegates mulled over 'achievements' since the 5th Worldwide Air Transport Conference (ATConf/5), held ten years earlier in Montreal from 24 to 29 March 2003. ATConf/6 decided, after consensually agreeing that ICAO should play a 'leadership role' in meeting its aim to 'meet the needs of the people of the world for safe, regular, economical and efficient air transport'(as prescribed in the Convention on International Civil Aviation) that ICAO should continue to assist States in liberalization efforts by enhancing the 'market place' facility offered to States; continue to update the Template Air Services Agreements (TASAs) to keep pace with regulatory evolution; undertake and promote the development of additional training courses, regional seminars or similar activities for the benefit of States, in accordance with available resources; continue to monitor regulatory developments, conduct studies on major issues of global importance, and provide policy guidance and assistance to States; and continue to develop relevant databases such as the Database of the World's Air Services Agreements as well as case studies of liberalization experiences. The questions posed by this article are: are these tasks for ICAO which were decided on by ATConf/6 (and other such preceding conferences) those of one in a leadership role? Are they sufficient to meet the needs of the people of the world for safe, regular, economical and efficient air transport? Should ICAO not be allowed to think out of its 67 year old box and be a beacon to air transport regulators? In other words, shouldn't the bottom line of ICAO's existence in the field of air transport be to analyse trends and guide the air transport industry instead of continuing to act as merely a forum for global practitioners to gather and update information on their respective countries policies for air transport? Shouldn't ICAO provide direction with regard to one of its Strategic Objectives, as do other specialized agencies of the United Nations? A critical analysis follows.

The International Civil Aviation Organization (ICAO) facilitates the safety, regularity and effciency of civil air transport. As an intergovernmental regulatory organization in international civil aviation, its objectives are set down in annexes to the Convention on International Civil Aviation (Chicago. United States, 1944) which prescribe standards, recommended practices and procedures for facilitating civil aviation operations.

The paper introduces a dimensionless alternative to the International Civil Aviation Organization (ICAO) target level of safety (TLS) of collision frequency less than [Formula: see text] per flight hour. The method used is to calculate the collision probability ensuring that the ICAO TLS is met, and to find an alternative dimensionless metric that gives the same result. The collision probability depends on separation and position accuracy, so that improving the latter increases capacity for the same level of safety. Thus, the dimensionless alternative to the ICAO TLS provides an alternative safety metric to allow a trade-off between airspace capacity and navigation accuracy. The new metric is applied to aircraft flying in parallel paths along air corridors, as in the North Atlantic. The aim is to enable the growth of air transport that requires more capacity, hence smaller separation, while preserving safety, by increasing position accuracy. The distinguishing feature is that the new dimensionless safety metric is equivalent to the ICAO TLS, while being independent of the unit measurement, such as time or distance.

GNSS is one of the navigation means approved by the International Civil Aviation Organization (ICAO) for use in civil aviation navigation. The modernization of current GNSS constellations, like GPS, and the deployment of new ones, like Galileo or BDS, broadcasting dual-frequency signals in the Aeronautical Radio Navigation Service (ARNS) bands will lead in the near future to a Dual-Frequency Multi-Constellation (DFMC) GNSS environment for civil aviation. This new GNSS environment with additional and enhanced signals will support navigation services with improved positioning performances and robustness.GNSS augmentation systems like ABAS, SBAS and GBAS also need to evolve to support the new DFMC environment. Standardization of these new DFMC GNSS elements is a key step before their approval for operational use in civil aviation. The SBAS DFMC Service Volume Prototype (DSVP) is a software tool developed specifically to support the upcoming standardization activities of SBAS DFMC use for civil aviation. This paper presents the up-to-date SBAS DSVP tool along with its evolutions to comply with the latest SBAS DFMC standard. The paper also provides some examples of achievable SBAS DFMC system and user performances to test various system configurations and/or different interpretations or utilizations of the SBAS DFMC standard.

The Global Navigation Satellite System (GNSS) is the worldwide set of satellite navigation constellations, civil aviation augmentations, and user equipment. This paper reviews the current status and future plans of the elements of GNSS as it pertains to civil aviation. The paper addresses the following satellite navigation systems: the U.S. Global Positioning System (GPS), Russian GLONASS, European Galileo, Chinese Compass, Japanese Quasi Zenith Satellite System, and Indian Regional Navigation Satellite System. The paper also describes aviation augmentations including aircraft-based, satellite-based, ground-based, and ground-based regional augmentation systems defined by the International Civil Aviation Organization. Lastly, this paper details typical user equipment configurations and civil aviation applications of GNSS including navigation, automatic dependent surveillance, terrain awareness warning systems, and timing.