air traffic control

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: INDEX : Approver’s Sheet…………………………………………………………………………………………………………. Page 2

Real Time Systems………………………………………………………………………………………………………...Page 3

Real Time Operating System (with diagram).……………………………………………………………….Page 3

Real Time Computing……………………..……………………………………………………………………………..Page 4

Air Traffic Control…………………………………………………………………………………………………………..Page 5

Airport Control………………………………………………………………………………………………………………Page 5

Ground Control……………………………………………………………………………………………………………..Page 5

The V-Process Model (diagram and description)………………………………………………………….Page 6

Usage of the V-Model in our Project…………………………………………………………………………….Page 7

Air Traffic Control Management (Project Report Analysis)…………………………………………..Page 8, 9, 10

Compliance of our ATC Project with RTS (Diagram and Description)……………………………1,12

Scope of the Project (with Screenshot)………………………………………………………………………..Page 13

Runway Design……………………………………………………………………………………………………………..Page 14

Number of Planes to be used……………………………………………………………………………………….Page 14

Directions and Positions………………………………………………………………………………………………Page 14

Project Flow (with Diagram and Description)………………………………………………………………Page 15

Project Flow(with Example and Description)……………………………………………………………….Page 16, 17

Screenshots of the ATC Project……………………………………………………………………………………Page 18,19

Hazard Analysis……………………………………………………………………………………………………….......Page 20

Event Tree Analysis (EVA)..................................................................................................Page 21

Traffic Collision Avoidance System (TCAS)…………………………………………………………………..Page 22

Bad Weather, Delays…………………………………………………………………………………………………..Page 22

Technical Faults, Human Faults........................................................................................Page 23

Software Specifications………………………………………………………………………………………………Page 23

Significance of Simulation of ATC Project…………………………………………………………………..Page 24

References…………………………………………………………………………………………………………………Page 25

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FACHHOCHSCHULE FRANKFURT

FRANKFURT UNIVERSITY OF APPLIED SCIENCES

HIGH INTEGRITY SYSTEMS (HIS)

AIR TRAFFIC CONTROL AND MANAGEMENT

(ATCM)

APPROVERS NAME TITLE DATE SIGNATURE REMARKS

PROJECT MEMBERS :PROJECT MEMBERS :PROJECT MEMBERS :PROJECT MEMBERS :

1. MOHAMMED SARFARAZ KHAN ..............936611 2. SOHAM KULKARNI.......................................935816 3. RISHU SETH.....................................................936161

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REAL TIME SYSTEMS (RTS) :

RealRealRealReal----time operating system :time operating system :time operating system :time operating system :

A real

intended for ´real-time´ applications. Such operating systems serve application requests

nearly real-time. A real-time operating system offers programmers more control over

process priorities. An application's process pr

process. Real-time operating systems minimize ćritical sections´ of system code, so that the

application's interruption is nearly critical.

A key characteristic of a real

concerning the amount of time it takes to accept and complete an application's task; the

variability is jitter. A hard real-

operating system. The chief design g

´soft or hard´ performance category. A real

deadline is a soft real-time OS, but if it can meet a deadline

time OS.


time operating system :time operating system :time operating system :time operating system :

real-time operating system (RTOS) is an óperating system´ (OS)

time´ applications. Such operating systems serve application requests

time operating system offers programmers more control over

process priorities. An application's process priority level may exceed that of a system

time operating systems minimize ćritical sections´ of system code, so that the

application's interruption is nearly critical.

A key characteristic of a real-time OS is the level of its consistency


-time operating system has less jitter than a

operating system. The chief design goal is not high ´throughput´, but rather a guarantee of a

´soft or hard´ performance category. A real-time OS that can usually or generally

time OS, but if it can meet a deadline deterministically


) is an óperating system´ (OS)

time´ applications. Such operating systems serve application requests

time operating system offers programmers more control over

iority level may exceed that of a system

time operating systems minimize ćritical sections´ of system code, so that the

OS is the level of its consistency


time operating system has less jitter than a soft real-time

oal is not high ´throughput´, but rather a guarantee of a

generally meet a

deterministically it is a hard real-

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A real-time OS has an advanced algorithm for ´scheduling´. Scheduler

flexibility enables a wider, computer-system orchestration of process priorities, but a real-

time OS is more frequently dedicated to a narrow set of applications. Key factors in a real-

time OS are minimal ´interrupt latency´ and minimal thread ´switching latency´, but a real-

time OS is valued more for how quickly or how predictably it can respond than for the

amount of work it can perform in a given period of time.

RealRealRealReal----time computing :time computing :time computing :time computing :

In computer science, real-time computing (RTC), or reactive computing, is

the study of hardware and software systems that are subject to a "real-time constraint"—

i.e., operational deadlines from event to system response. By contrast, a non-real-time

system is one for which there is no deadline, even if fast response or high performance is

desired or preferred. The needs of real-time software are often addressed in the context of

real-time operating systems, and synchronous programming languages, which provide

frameworks on which to build real-time application software.

A real time system may be one where its application can be considered

(within context) to be mission critical. The anti-lock brakes on a car are a simple example of a

real-time computing system — the real-time constraint in this system is the short time in

which the brakes must be released to prevent the wheel from locking. Real-time

computations can be said to have failed if they are not completed before their deadline,

where their deadline is relative to an event. A real-time deadline must be met, regardless of

system load.

Deadline Monotonic Algorithm (DMA) :

- This algorithm usually has a fixed priority. - It uses the Relative Deadlines, .i.e. the shorter the Relative Deadline, the higher will

be its priority.

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AIR TRAFFIC CONTRAIR TRAFFIC CONTRAIR TRAFFIC CONTRAIR TRAFFIC CONTROL :OL :OL :OL :

Air traffic control (ATC) is a service provided by ground-based controllers who direct aircraft

on the ground and in the air. The primary purpose of ATC systems worldwide is to separate

aircraft to prevent collisions, to organize and expedite the flow of traffic, and to provide

information and other support for pilots when able. Preventing collisions is referred to as

separation, which is a term used to prevent aircraft from coming too close to each other by

use of lateral, vertical and longitudinal separation minima; many aircraft now have collision

avoidance systems installed to act as a backup to ATC observation and instructions. In

addition to its primary function, the ATC can provide additional services such as providing

information to pilots, weather and navigation information and NOTAMs (NOtices To

AirMen).

Airport control :Airport control :Airport control :Airport control :

The primary method of controlling the immediate airport

environment is visual observation from the airport traffic control tower (ATCT). The ATCT is a

tall, windowed structure located on the airport grounds. Aerodrome or Tower controllers

are responsible for the separation and efficient movement of aircraft and vehicles operating

on the taxiways and runways of the airport itself, and aircraft in the air near the airport,

generally 2 to 5 nautical miles (3.7 to 9.2 km) depending on the airport procedures.

Radar displays are also available to controllers at some airports.

Controllers may use a radar system called Secondary Surveillance Radar for airborne traffic

approaching and departing. These displays include a map of the area, the position of various

aircraft, and data tags that include aircraft identification, speed, heading, and other

information described in local procedures.

Ground Control :Ground Control :Ground Control :Ground Control :

Ground Control (sometimes known as Ground Movement Control abbreviated to GMC or

Surface Movement Control abbreviated to SMC) is responsible for the airport "movement"

areas, as well as areas not released to the airlines or other users. This generally includes all

taxiways, inactive runways, holding areas, and some transitional aprons or intersections

where aircraft arrive, having vacated the runway or departure gate. Exact areas and control

responsibilities are clearly defined in local documents and agreements at each airport. Any

aircraft, vehicle, or person walking or working in these areas is required to have clearance

from Ground Control. This is normally done via VHF/UHF radio, but there may be special

cases where other processes are used. Most aircraft and airside vehicles have radios. Aircraft

or vehicles without radios must respond to ATC instructions via aviation light signals or else

be led by vehicles with radios. People working on the airport surface normally have a

communications link through which they can communicate with Ground Control, commonly

either by handheld radio or even cell phone. Ground Control is vital to the smooth operation

of the airport, because this position impacts the sequencing of departure aircraft, affecting

the safety and efficiency of the airport's operation.

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THE V THE V THE V THE V –––– PROCESS MODEL :PROCESS MODEL :PROCESS MODEL :PROCESS MODEL :

THE VTHE VTHE VTHE V----MODEL :MODEL :MODEL :MODEL : The V-Model, also called the Veedeveloped in Germany for government defense projects. It has become a common standard in software development. The V-mapped out as a flowchart that takes the form of the letter V.

The development process proceedsat the upper right point. In the leftpersonnel define application design parameters and design processes. At the base point of the V, the code is written. In the rightdebugging is done. The unit testingtesting. The extreme upper right point of the V represents product release and ongoing support.

The V-Model has gained acceptance However, some developers believe it is too rigid for the evolving nature of technology) business environments.

PROCESS MODEL :PROCESS MODEL :PROCESS MODEL :PROCESS MODEL :

Model, also called the Vee-Model, is a product-development process originally developed in Germany for government defense projects. It has become a common standard in

-Model gets its name from the fact that the process is often that takes the form of the letter V.

The development process proceeds from the upper left point of the V toward the right, ending at the upper right point. In the left-hand, downward-sloping branch of the V, development

design parameters and design processes. At the base point of the is written. In the right-hand, upward-sloping branch of the V, testing and

unit testing is carried out first, followed by bottom-. The extreme upper right point of the V represents product release and ongoing

Model has gained acceptance because of its simplicity and straightforwardness. However, some developers believe it is too rigid for the evolving nature of

environments.

development process originally developed in Germany for government defense projects. It has become a common standard in

Model gets its name from the fact that the process is often

from the upper left point of the V toward the right, ending sloping branch of the V, development

design parameters and design processes. At the base point of the sloping branch of the V, testing and

-up integration . The extreme upper right point of the V represents product release and ongoing

because of its simplicity and straightforwardness. However, some developers believe it is too rigid for the evolving nature of IT (information

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USAGE OF THE VUSAGE OF THE VUSAGE OF THE VUSAGE OF THE V----MODEL IN OUR PROJECT :MODEL IN OUR PROJECT :MODEL IN OUR PROJECT :MODEL IN OUR PROJECT :

Our whole project is based on the V-Model process model as we begin with the exploration

of the Requirement Analysis followed by our proposed Architechtural design which is then

followed by the Technical Blueprint of our design to be implemented. After the analysis part

is finished, the designing part commences wherein the coding part is divided into several

units and the coding is carried out for these units. After the coding part is done over with,

the testing part begins and we test and debug the code for each unit, .i.e. the Unit Testing

takes place and after each unit is successfully tested and maintained, the System Integration

takes place wherein we integrate all the units and then test the system as a whole. This

process of System testing and maintaining is carried out several times and after getting rid of

every possible loophole and implementing the ideas successfully, the project is affirmative

with respect to the implementation of the V- Process Model.

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AIR TRAFFIC CONTROL AND MANAGEMENT AIR TRAFFIC CONTROL AND MANAGEMENT AIR TRAFFIC CONTROL AND MANAGEMENT AIR TRAFFIC CONTROL AND MANAGEMENT –––– HIGH HIGH HIGH HIGH INTEGRITY SYSTEMS (ATCM INTEGRITY SYSTEMS (ATCM INTEGRITY SYSTEMS (ATCM INTEGRITY SYSTEMS (ATCM ––––HIS) :HIS) :HIS) :HIS) :

Air traffic control (ATC) is a service provided by ground-based controllers

who direct aircraft on the ground and in the air. The primary purpose of ATC systems

worldwide is to separate aircraft to prevent collisions, to organize and expedite the flow of

traffic and to provide information and other support for pilots when able.We have chosen

this topic as it is very demanding and a challenging task to implement.

Plan of action during the first project report :Plan of action during the first project report :Plan of action during the first project report :Plan of action during the first project report : 1. Gathering required information regarding project. e.g. runways information,

flight`s speed, height, distance information.

2. Analyzing the practical result against the desired result with time as a constraint.

3. Selecting the platform for the development of project. E.g. java or .net or C , C++ etc.

Summary of Project Report 1 :Summary of Project Report 1 :Summary of Project Report 1 :Summary of Project Report 1 : As we were starting the project so we first tried to gather as much

information as possible which would help us during the development of the project and

which were more appropriate taking many things into consideration. We studied the type of

runways available, the actual process of how a flight operates and also the platform we

could use to produce the best possible display of our ideas.

Plan of action during the second project report :Plan of action during the second project report :Plan of action during the second project report :Plan of action during the second project report : RunwaysRunwaysRunwaysRunways ::::

One of the most important aspect of the project was the selection of the most

appropriate runway and these are the types which were at my disposal :

1. Asterisk RunwayAsterisk RunwayAsterisk RunwayAsterisk Runway :::: Handling of planes was possible from every possible direction.

2. Plus RunwayPlus RunwayPlus RunwayPlus Runway :::: Handling of planes is possible from 4 directions.

3. HorizontalHorizontalHorizontalHorizontal----T T T T RunwayRunwayRunwayRunway :::: Quick arrivals and departures become easy.

Specification of Zones :Specification of Zones :Specification of Zones :Specification of Zones :

We tried to determine standard zones for an aircraft during its journey which

would be named the RED and the YELLOW zones and an aircraft would be said be under our

supervision if it enters these zones and it was a challenge to determine these zones.

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Difficulties faced :Difficulties faced :Difficulties faced :Difficulties faced : Every option had its own advantages and disadvantages and thus it provides

a challenge to review each one of it thoroughly and come up with the most appropriate

solution.

Eventual REventual REventual REventual Result esult esult esult (Project Report 2)(Project Report 2)(Project Report 2)(Project Report 2) : : : : The type of runway that we opted for resembled much to the “HORIZONTAL

T-RUNWAY” but not exact. The reason being that the first two are more appropriate for

scenarios where there are many number of planes in operation and also all the directions

are available. But due to time constraints, we had to limit our project and with limited

operations the runway resembling the ‘T’ was much more suited to our purpose.

There were a lot of probabilities and calculations involved which was

stretching the project and couldn’t fit into our scheme of things with the time constraint also

playing on the mind, so ultimately we had to drop this idea and go ahead without any

specifications of the zones.

Plan of Action for Third Project Report :Plan of Action for Third Project Report :Plan of Action for Third Project Report :Plan of Action for Third Project Report :

The task that we had to accomplish during these two weeks was the most

important aspect in quest of taking the first big step towards implementation of the ideas

wherein we had to do the designing of the technical blueprint of the project . We gathered

all the details and information and by selecting the most important points represented them

on paper using which as a source, a graphical representation was designed in a GUI

(Graphical User Interface ) environment which in our case was the QT JAMBI on Java so as to

get the first real picture of the project .

Plan of Action for Fourth Project Report :Plan of Action for Fourth Project Report :Plan of Action for Fourth Project Report :Plan of Action for Fourth Project Report :

This time we needed to construct the scheduler for the project. In the

previous project reports we had discussed the scenarios involving 8 planes ,6 planes as well

as 4 planes.

Also the other challenge was the use of QT-JAMBI where we had faced

some difficulties importing the SWING packages into it and it took a while before getting

used to the functionality of QT-JAMBI and so the study and operation of QT-JAMBI was also

one of the tasks during these weeks.

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Eventual Result (Project Report 4) :Eventual Result (Project Report 4) :Eventual Result (Project Report 4) :Eventual Result (Project Report 4) :

As the number of planes were increasing the scenarios with it also

increased exponentially. As there was always the time constraint as a significant matter, we

had to select the number of planes using which we could demonstrate our project

successfully. Finally after going through all the pros and cons and also considering the fact

that the probability of errors creeping in would increase with the increase in the scenario,

we finalized the number of planes that would be handled as 4 wherein 2 two planes would

be on the ground and 2 in the air.

Then there was the issue of getting used to the QT-JAMBI environment, but

ultimately felt that it was not only time consuming as we weren’t used to it but also it was

not very flexible as per the requirements we had and so decided to instead go for the more

reliable and the one we are used to which is the ” JAVA DEVELOPMENT TOOLKIT NETBEANS

6.8”.

Plan of Action for Project Report 5 :Plan of Action for Project Report 5 :Plan of Action for Project Report 5 :Plan of Action for Project Report 5 :

After all the things had been set , the coding part was initiated during these weeks where

the time constraint was kept in mind. The coding part was divided into different units and

code was written for each unit and then tested with respect to the actual project.

What was also worked upon was the controlling of the landing and takeoff of the planes

from the specified directions so as to divert the planes in case of delayed landing or takeoff

and if the runway is busy.

We also had to design the “ Screen Display “ with respect to the inputs where in the position

of the plane would be displayed depending on the values selected in this screen.

Difficulties Faced :Difficulties Faced :Difficulties Faced :Difficulties Faced :

There was this Receiver part of the project which was being designed which was responsible

for keeping the status of the plane as updated as possible with respect to the actual status

of the plane and the other part where we faced difficulty was displaying of the flight with

respect to the movement of the plane in another frame and keep it as current as possible.

Eventual Result ( Project Report 5) :Eventual Result ( Project Report 5) :Eventual Result ( Project Report 5) :Eventual Result ( Project Report 5) :

The design of the movement of planes was done using the JDK Net Beans 6.8 wherein we

used the AWT components like the JPanel and JFrame and methods like FillOval,

DrawLine,etc as a transmitter in the project.

Also the “Screen Display” was designed using the same methodoligies and tools as

mentioned above wherein the input values could be given and the result would be displayed

depending on those values.

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Compliance of our ATC Project with RTS

Notations :

Gamma (Ґ) = Set of Tasks.

T.T = combines the event(E)

que(Q).

Q = set of all tasks which should be processed at a certain point of time.

Sched = gets as input the set of

the task in Q* priority wise.

Pie (π) = Set of rules about priority of tasks.

DM=Deadline Monotonic-Di<Dj

then the priority of i is greater than j

EDF = Earliest Deadline First.

In EDF, Di<Dj which leads to π

RR = Resource Rule : If a task is writing in a critical resource, it can’t be stopped or

interrupted anyhow.

ur ATC Project with RTS with Diagram and Descriptions :

with task gamma (Ґ), then task is activated and put into

= set of all tasks which should be processed at a certain point of time.

= gets as input the set of ‘Q’(the tasks in Q), then ‘sched’ clears the ordering and puts

= Set of rules about priority of tasks.

Di<Dj ,then π i> π j, i.e. if the deadline of i is smaller than j

priority of i is greater than j, where D is the relative deadline and

= Earliest Deadline First.

π i> π j, where D is the absolute deadline.

= Resource Rule : If a task is writing in a critical resource, it can’t be stopped or

with Diagram and Descriptions :

then task is activated and put into

clears the ordering and puts

deadline of i is smaller than j,

, where D is the relative deadline and π is the priority.

= Resource Rule : If a task is writing in a critical resource, it can’t be stopped or

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E(events) = the events in our project our when the pilot asks the controllers.

Whether to land or take off from outer environment and gets the reply according to d

situation.

For eg-

1)Should I land?

2)Should I take off?

Task = Our prime task in here in this project is to make sure that air traffic is controlled

without any mishappening even in adverse conditions efficiently. The planes that are in air

should be provided runaway as soon as possible according to its deadline and the plane

ready to take off, should be given proper space to take off efficiently.

Then the E(event) is combined with Tasks.

Set of priority rules = The priority rules according to our project are given below :

1) The maximum priority is given to the plane with the shortest deadline.

2) Then the planes to be landed are given priority over the planes that have to take off.

3) In case we don’t consider any plane landing then the priority to the plane from the

planes ready to take off is given according to the given input.

EDF = Earliest Deadline First : We followed this criteria and is set in the input

window. Input is given according to the current situation based on already concluded

decision that which plane needs to be landed first or which can wait for sometime according

to the deadline of the respective plane. So the sequence in the input window follows the

EDF rule of RTS.

RR = Resource Rule : This rule is also being followed and once the input has been given

according to the deadlines of respective planes and once our scheduler starts working, i.e.

our processes of landing the planes or take off has started writing in the critical resource, it

shouldn’t be and can’t be interrupted anyhow.

In the end when the given task are being completed one by one, ‘RESPONSE’ is being

displayed showing the status of the processes, which are completed.

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SCOPE OF THE PROJECT

SCOPE OF THE PROJECT WITH SCREENSHOT :

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1.1.1.1. Runway Design :Runway Design :Runway Design :Runway Design :

One of the most important aspect of the project was the selection

of the most appropriate runway and these are the types which were at my disposal :

(i). Asterisk RunwayAsterisk RunwayAsterisk RunwayAsterisk Runway :::: Handling of planes was possible from every possible direction.

(ii). Plus RunwayPlus RunwayPlus RunwayPlus Runway :::: Handling of planes is possible from 4 directions.

(iii). Horizontal Horizontal Horizontal Horizontal ----T T T T RunwayRunwayRunwayRunway :::: Quick arrivals and departures become easy.

The type of runway that I opted for resembled much to the

“HORIZONTAL T-RUNWAY” but not exact. The reason being that the first two are more

appropriate for scenarios where there are many number of planes in operation and also all

the directions are available. But due to time constraints, we had to limit our project and with

limited operations the runway resembling the ‘T’ was much more suited to our purpose.

2.2.2.2. Number of PlanesNumber of PlanesNumber of PlanesNumber of Planes to be used :to be used :to be used :to be used :

The main obstacle that was obstructing the progress of the project

was upon the decision making so as to how many planes to involve for demonstration of our

project . Initially we started with considering 8 planes but the scenarios started increasing

exponentially and so the number of planes decreased to 6 and then finally after considering

all the factors involving in the project where time was the biggest concern, we decided to

use 4 planes wherein there would be a combination of 2 planes on the ground and 2 planes

in the air. The idea of increasing the number of planes was not only time consuming but also

very error-prone and so limitations had to be set.

3.3.3.3. Directions and Positions :Directions and Positions :Directions and Positions :Directions and Positions :

Initially when the project had commenced we were planning to design

a runway wherein there would be possibilities that all the directions would be utilised for

operations of flights and for this case it could have been any possible direction and the

design would have resembled to that of a ´star´. But after some implementations, we

realized that the scenarios were increasing exponentially and so after a lot of thought we

decided to design a runway that resembled a shape as ´T´ wherein we had four directions.

The directions would be NORTH,WEST,SOUTH,EAST and there would be 4 positions from

where a plane could land and 4 positions from where the plane could takeoff.

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Project Flow :Project Flow :Project Flow :Project Flow :

Description :Description :Description :Description :

We begin by proving our authorization as it is a critical system and then start by

giving the inputs where we enter the number of planes for which we want to see the result

where the limit is a maximum of 4 planes

that are on ground and in air with both the scenarios having a limit as 2 planes

specify the direction of either (North, South, East, West) for each of the planes. After all the

inputs have been given, the execution part starts where the movement of the plane is

displayed and the highest priority is given to the plane which has been specified as the first

plane. Similarly the priority is specified for each plane in the order of which they are

selected. The Receiver window then pops up and the current status of the plane is displayed

and we could view the status of the other planes as well and then by clicking on Exit, we are

logged out of the session.

e begin by proving our authorization as it is a critical system and then start by


where the limit is a maximum of 4 planes from where on we specify the number of planes

that are on ground and in air with both the scenarios having a limit as 2 planes


the execution part starts where the movement of the plane is



he Receiver window then pops up and the current status of the plane is displayed


e begin by proving our authorization as it is a critical system and then start by


from where on we specify the number of planes

that are on ground and in air with both the scenarios having a limit as 2 planes. Now we


the execution part starts where the movement of the plane is



he Receiver window then pops up and the current status of the plane is displayed


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Project Flow with Diagram :Project Flow with Diagram :Project Flow with Diagram :Project Flow with Diagram :

Description :

In our example, we have shown the worst case scenario that we have considered

in our project, i.e. maximum 4 number

waiting for take off). They are being set in our input window and

their respective processes.

Project Flow with Diagram :Project Flow with Diagram :Project Flow with Diagram :Project Flow with Diagram :

we have shown the worst case scenario that we have considered

, i.e. maximum 4 number of planes (2 in air ready for landing and 2 on ground

hey are being set in our input window and now we have to control

we have shown the worst case scenario that we have considered

(2 in air ready for landing and 2 on ground

now we have to control

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L1 = Plane that has to be landed first from north to south(maximum priority/shorter

deadline).

L2 = Plane that has a bit less priority than L1 and has to be landed second.

T1 = Plane ready to take off first as runway is free.

T2 = Plane to take off after landing of L1.

The basic steps that are executed when we handle our scenario are as follows :

1) L2 was scheduled to land on runway no. 3 (i.e. from north to south), but L1 was having

more priority, i.e. short deadline, so L1 was given the runway and L2 is being asked to land

from east to west i. e. runway no. 2.

2) L1 lands on runway 3 and L2 moves on the eastern side.

3) After L1 lands and the runway is clear, T2 plane is being asked to take off from 3.

4) In the mean time, L2 turns around from 3(north) to land from 2(i.e. east to west) the

plane waiting there T1 takes off and the runway is clear for L2 to land safely.

So according to the set of priority rules, the planes that were to be landed

were first landed safely and then the planes to take off started their journey.

Implementation of the Deadline Monotonic Algorithm (DMA) :

- Our project is based completely on the Deadline Monotonic Algorithm (DMA), where in our

case, the plane with the shortest deadline is given the highest priority and is permitted to

use the runway first followed by the planes getting the opportunity to use the runway as per

the priority they are having. So we can deduce the following equation :

As Di<Dj (.i.e. the Deadline of i greater than the Deadline of j)

So π i> π j (.i.e. the Priority of i will be greater than the priority of j).

-So in our case :

(i). As L1 has the shortest deadline, so it is allowed to land on the Runway 3 and L2 is asked

to move to the Runway 2.

(ii). In the meantime, the plane T1 takes off from the Runway 1.

(iii). Then after L1 has landed, T2 takes off.

- There is a Time frame window aside, which displays the current time along with the

relative clock which are according to the deadlines, .i.e. the estimated time or the

scheduled time of the respective planes.

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SCREENSHOTS OF THE ATC PROJECT :

SCREENSHOTS OF THE ATC PROJECT :

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Hazard Analysis :Hazard Analysis :Hazard Analysis :Hazard Analysis :

A hazard analysis is a process used to assess risk. The results of a hazard analysis is the identification of unacceptable risks and the selection of means of controlling or eliminating them. An analysis or identification of the hazards which could occur at each step in the process, and a description and implementation of the measures to be taken for their control.

Severity definitions :

Severity Definition Catastrophic Results in multiple fatalities and/or loss of the system

Hazardous

Reduces the capability of the system or the operator ability to cope with adverse conditions to the extent that there would be:

• Large reduction in safety margin or functional capability • Crew physical distress/excessive workload such that

operators cannot be relied upon to perform required tasks accurately or completely

• Serious or fatal injury to small number of occupants of aircraft (except operators)

• Fatal injury to ground personnel and/or general public

Major

Reduces the capability of the system or the operators to cope with adverse operating conditions to the extent that there would be:

• Significant reduction in safety margin or functional capability

• Significant increase in operator workload • Conditions impairing operator efficiency or creating

significant discomfort • Physical distress to occupants of aircraft (except

operator)

including injuries

• Major occupational illness and/or major environmental damage, and/or major property damage

Minor

Does not significantly reduce system safety. Actions required by operators are well within their capabilities. Include:

• Slight reduction in safety margin or functional capabilities

• Slight increase in workload such as routine flight plan changes

• Some physical discomfort to occupants or aircraft.

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EVENT TREE ANALYSIS :

EVENT TREE ANALYSIS :

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Traffic collision avoidance systemTraffic collision avoidance systemTraffic collision avoidance systemTraffic collision avoidance system ::::

A traffic collision avoidance system or traffic alert and collision

avoidance system (both abbreviated as TCAS) is an aircraft collision avoidance

system designed to reduce the incidence of mid-air collisions between aircraft. It

monitors the airspace around an aircraft for other aircraft equipped with a

corresponding active transponder, independent of air traffic control, and warns pilots

of the presence of other transponder-equipped aircraft which may present a threat

of mid-air collision (MAC).

Bad Weather :Bad Weather :Bad Weather :Bad Weather : Air Traffic Control (ATC) may stop traffic for hours due to bad weather,

which can not only affect our departure flight, but it can affect flights that are

hundreds of miles away. The most common reason for flight delays is the ‘bad

weather’ and is the most challenging aspect while controlling the operation of flights

as there is no room for error. This becomes very challenging for Air Traffic Controllers

as there is always delays of flights, rescheduling becomes the order of the day and

most importantly the danger of mishaps increases for the flights already in air. So we

should always be one step ahead of the situation to ensure safe and precise

operation of the flights.

Delays :Delays :Delays :Delays : There are many reasons why flights are delayed. Some delays are for obvious

reasons, such as the fact that the aircraft hasn't arrived at our departure gate, while

other reasons could be more complicated such as maintenance or equipment related

issues. But as already mentioned above, the most common reason for delays is bad

weather. Delays are part and parcel of the Air Traffic System and there should always

be a Plan B for such situations where the effect on the affected flights as well as

other flights is minimal. Delays have and can never be avoided, but the best solution

is to work not on “How to prevent it, but, how to resolve it “.

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Technical Faults :Technical Faults :Technical Faults :Technical Faults :

As we say that no matter how magnificent a machine becomes, a machine

always remains a machine. So respecting this fact we could say that errors

are bound to occur wherein even a slightest of error could make the

machine work abnormally. We may not be able to prevent such faults

everytime but thorough checkups before the flight takes off and learning

from previous mistakes could prevent such errors.

Human Faults :Human Faults :Human Faults :Human Faults : As machines are always machines, similarly, humans are after all humans. But the most sad part about this reality is that this could pose a lot of dangers to human life. There are a lot of accidents in history that have occurred due to human errors and as human touch has always been the most influential part in the successful operations of the Air Traffic Systems, sometimes it has also been very unfortunate as no matter how experienced and mature a person is, his decision making is always prone to error, but complete automation of the process is also not advisable, as human controllable processes are bound to succeed more often than not.

Software Specification :Software Specification :Software Specification :Software Specification :

Environment used :Environment used :Environment used :Environment used : Java (JDK 1.6), Java NetBeans Version 6.8.

Operating Operating Operating Operating System :System :System :System : Windows XP , Vista.

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Significance of SimulatioSignificance of SimulatioSignificance of SimulatioSignificance of Simulation of Air Traffic Control Projectn of Air Traffic Control Projectn of Air Traffic Control Projectn of Air Traffic Control Project ::::

1. This simulation of ATC considers and satisfies all the 4 directions successfully

for the planes in the air, .i.e. for the planes preparing to land.

2. This simulation of ATC considers and satisfies all the 4 positions successfully

for the planes on the ground, .i.e. for the planes preparing for take-off.

3. This simulation of ATC functions successfully without any collisions and it

operates in such a way that the chances of any collision taking place nullifies.

4. This simulation of ATC prioritizes by using the Earliest Deadline First (EDF)

where in the one with the nearest deadline is given the highest priority.

5. This simulation of ATC successfully maintains the exchange of instructions and

signals between the ATC Controller and the Flight Crew.

6. This simulation of ATC successfully satisfies all the priorities that have to be

considered during the Landing and Takeoff scenarios.

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BIBLIOGRAPHY : http://www-verimag.imag.fr/~sifakis/final.pdf http://dli.iiit.ac.in/ijcai/IJCAI-91-VOL1/PDF/034.pdf http://beru.univ-brest.fr/~singhoff/cheddar/publications/audsley95.pdf http://www.eetindia.co.in/ARTICLES/2000JUN/PDF/EEIOL_2000JUN01_EMS_TA.pdf?SOURCES=DOWNLOAD

air traffic control

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