令和元年度（第19回）電子航法研究所研究発表会㸵㸬✵ᆅ⤫ྜ
6:,0 ࡟㛵ࡍࡿ◊✲㛤Ⓨ
㸯㸬*%$69'%ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ┘ど㏻ಙ㡿ᇦ ͤ࿅ ᬡᮾ㸪᳃ᒸ ࿴⾜㸪ఫ㇂ Ὀே㸪㛗⦖ ₶୍㸪⡿ᮏ ᡂே⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
(A/G) SWIM concept has been proposed to enable a 

1. INTRODUCTION
䢢With the rapid increase in local and global air traffic,
1 ࡣࡌࡵ࡟
the system-wide operational information exchange and㟁Ꮚ⯟ἲ◊✲ᡤ࡛ࡣ㸪ᅜෆ࡟࠾ࡅࡿ GBAS
life-cycle management technologies are required to(Ground-Based Augmentation System) ᬑཬ࡟ྥimprove the capacity, safety and efficiency of globalࡅ࡚㸪㐠⏝ㄢ㢟ࡢ୍ࡘ࡛࠶ࡿᆅୖᒁࡢタ⨨ᢏ⾡
Air Traffic Management (ATM). The System Wide࡟㛵ࡍࡿ◊✲ࢆ⾜ࡗ࡚࠸ࡿࠋGBASࡣ⢭ᐦ㐍ධInformation Management (SWIM) concept is toࢆ⾨ᫍ⯟ἲ࡟ࡼࡾᐇ⌧ࡍࡿḟୡ௦╔㝣ࢩࢫࢸ࣒change the conventional ATM information࡛㸪ᆅୖ࠿ࡽGPSࡢ⢭ᗘ࡜Ᏻ඲ᛶࢆྥୖࡍࡿࡓ
architecture from point-to-point data exchanges toࡵࡢ⿵ᙉ᝟ሗ㸪⤒㊰᝟ሗࢆVHFᖏࢹ࣮ࢱᨺ㏦
system-wide
and to achieve life-cycle(VDB:VHF interoperability,
Data Broadcast)࡟ࡼࡾ108㹼118MHz
managementof data, information, and service [1]. The࡛⯟✵ᶵ࡟ྥࡅ࡚ᨺ㏦ࡍࡿ[1]ࠋ⮬ື╔㝣ࢆࢧ࣏
main
objective of SWIM is to achieve interoperability࣮ࢺࡍࡿࡓࡵ㸪ୖ✵ࡔࡅ࡛࡞ࡃ㸪⁥㉮㊰ୖ࡟ࡶ
andharmonization of global ATM operations throughࢧ࣮ࣅࢫࢆᥦ౪ࡍࡿᚲせࡀ࠶ࡾ㸪ICAOࡢSARPs
seamless
information sharing
among the multiple(ᶆ‽ཬࡧ່࿌᪉ᘧ)࡛ࡣ㸪⁥㉮㊰ୖ12ft㹼36ft
stakeholders.
࡛-87dBmࡢཷಙ㟁ຊࡀせồࡉࢀ࡚࠸ࡿ㸦ཷಙ࢔Moreover, the Flight and Flow Information for aࣥࢸࢼ↓ᣦྥᛶ㸪ᶵయᐇ⿦ᦆኻ15dBྵࡴ㸧[2]ࠋ

richer set of information to be exchanged with theaircraft and its automation to improve operational㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
awareness and collaborative decision making (CDM)ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ
using A/G data connectivity and aircraft on-board౯࡛ࡁࡿࡼ࠺࡞ ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
systems [1].
࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋ
However, the current A/G communication methods
used for command-and-control information, such as2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟A/Gvoice,
Controller-Pilot
Data
Link
」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛Communications(CPDLC),
andAutomaticࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
Dependence
Surveillance- Contract (ADS-C) dataἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
᭷㝈せ⣲ἲ㸪FDTD
link,
are not adapted to be used in support of theࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ
collaborative
exchanges between the information⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ
providerand the aircraft [1]. The use of A/G voice to⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪conveynon-time critical information by the controller✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫisࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
a secondary responsibility, while the use of୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺traditional
data link mechanisms such as Future Air㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯
Navigation
System (FANS) or LINK2000+ is limitedbyᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋthe message set and associated avionics. As aࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
consequenceof the observed limitations, flight crewsࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢ
maycurrently not have access to a common or sharedἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕
information
platform to fulfil their requirements inࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨
flight or on the ground. The information unavailability,
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB ࡢἼ
whether on demand or in near real-time, prevents flight㛗ࡀ 3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧ
crews from making informed decisions and hampers࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ 10m ௨ୗ࡜࡞ࡿሙྜ
their ability to react to Air Traffic Flow Management࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋ(ATFM) initiatives. Therefore, the needs for CDM᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ ࡀ࠶
may not be fully supported due to the current lack ofࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ 1 ࡘࡢ VDB ࡟ࡼ
information available to the flight crew.
ࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
To provide timely, relevant, accurate, authorized,ࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊ
andquality-assured information for
high-assuranceపୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
VDB
࢔ࣥࢸࢼタ
operation,thearchitectureandthecollaborative⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨
informationexchange technology of an A/G SWIM᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
integration
system are proposed in this paper.
㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝Moreover,the developmentof practical validation࠸ࡿࡇ࡜࡞ࡃỗ⏝PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿ
systemfor ground taxiing experiments conducted by࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋ✵ 㠃ୖࡢ Environment
VDB ࡢそᇦホ౯ࡣ୺࡟ᐇ㦂⏝㌴
Collaborative(FF-ICE) which is a୧࡟ࡼࡿᐇ࡛⾜ࢃࢀࡿࡀ㸪VDB
SWIM
concept-oriented
operation has࢔ࣥࢸࢼࡢ㐺
been developedษ࡞タ⨨఩⨨ࢆỴᐃࡍࡿࡇ࡜ࡣヨ⾜㘒ㄗࢆక࠺byInternational Civil Aviation Organization (ICAO)ࡓࡵ㸪⦾㞧࡜࡞ࡿࠋࡑࡇ࡛㸪㟁Ἴఏᦙࢩ࣑ࣗࣞ
toillustrate information for flow management, flight࣮ࢩࣙࣥ࡟ࡼࡾ㧗⢭ᗘ࡟ཷಙ㟁ຊࢆホ౯࡛ࡁࡿplanning,
and trajectory management associated withࡇ࡜ࡀᮃࡲࡋ࠸ࠋ
ATM operational components [2].
㟁Ἴఏᦙゎᯒᡭἲ࡟ࡣ㸪⁥㉮㊰ୖࡢ㟁⏺ࣞ࣋
The
current collaboration environment focuses onࣝࢆ⢭ᗘⰋࡃồࡵࡽࢀࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲthe ground-based ATM service providers and Flight࡜ᗄఱගᏛ㏆ఝࢆ࣮࣋ࢫ࡜ࡋࡓࣞ࢖ࢺ࣮ࣞࢫἲ
Operations Centers (FOC) with little opportunity forࡀ࠶ࡿࠋࡋ࠿ࡋ㸪㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲࢆᗈ኱
flight deck involvement in the collaboration process.
࡞✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ㸪⭾኱࡞ィ⟬The processes used to collaborate with airspace users,ࢥࢫࢺࢆᚲせ࡜ࡍࡿࠋࡲࡓ㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㸪especially those without dispatch operations, are notẚ㍑ⓗ㧗࠸࿘Ἴᩘᖏ࡛⏝࠸ࡽࢀ㸪VHF ᖏ࡛ࡣ⢭sufficient to enable the full range of benefits defined inᗘࡀຎ໬ࡍࡿࠋࡑࡇ࡛ᮏ◊✲࡛ࡣ㸪୧⪅ࡢ฼Ⅼ
the Global Air Navigation Plan (GANP) [3].
ࢆά⏝ࡋࡓ᪂ࡓ࡞㸰ࡘࡢ㟁Ἴఏᦙゎᯒᡭἲࢆ㟷To achieve a safe, secure, efficient andᒣᏛ㝔኱Ꮫ࡜㐃ᦠࡋ࡚㛤Ⓨࡋࡓࠋࡇࡢ㸰ࡘࡢᡭ
environmentally
sustainable ATM operation, not onlyἲࡣ GBAS ࡢタ⨨≧ἣ࡟ᛂࡌ࡚౑࠸ศࡅࡿࡇ࡜
theground-to-ground (G/G) ATM systems but also theࡀྍ⬟࡛࠶ࡿࠋ
aircraftand its automation should be fully connectedࡲࡓ㸪ཷಙ㟁ຊࡢపୗ࣭▐᩿ࡀ⏕ࡌࡓሙྜ㸪toshareᶵୖ⿦⨨࡬࡝ࡢࡼ࠺࡞ᙳ㡪ࢆ୚࠼ࡿ࠿ࢆ
different and extensive information through
GBAS

collaborative
exchanges. Therefore,
the air-to-ground᫂ࡽ࠿࡟ࡋ࡚࠾ࡃࡇ࡜ࡣ
GBAS ࢆ㐠⏝ࡍࡿୖ࡛

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令和元年度（第19回）電子航法研究所研究発表会% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ౯࡛ࡁࡿࡼ࠺࡞ ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋࡅࡿ GBAS
ᬑཬ࡟ྥ
ࡢタ⨨ᢏ⾡
ࡣ⢭ᐦ㐍ධ
㝣ࢩࢫࢸ࣒
ྥୖࡍࡿࡓ
࣮ࢱᨺ㏦
㹼118MHz╔㝣ࢆࢧ࣏㉮㊰ୖ࡟ࡶOࡢSARPs
12ft㹼36ftࡿ㸦ཷಙ࢔ྵࡴ㸧[2]ࠋ
࡟ᐇ㦂⏝㌴
ࣥࢸࢼࡢ㐺
㘒ㄗࢆక࠺
ᦙࢩ࣑ࣗࣞ
ホ౯࡛ࡁࡿ

2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛ࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪᭷㝈せ⣲ἲ㸪FDTD ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪
Figure 1: Phases of A/G SWIM
✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
reported. Finally, the analysis of Quality of Service
enable enhanced information exchanges, such as for୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺(QoS) and problems for constructing the collaborative
advisory and trajectory information, between Airspace㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯
operating environment to include interactions of A/GUsers (AUs) and ATM Service Providers (ASPs). As
ᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋstakeholders, systems, and services through the A/G
a result of access to shared information, both AUs andࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉSWIM integration are discussed.
ASPs can make improved decisions. Informationࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁ἼࡢThe paper is structured as follows. In the next
available on A/G SWIM is applicable to all flightἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕section, the A/G SWIM Concept is introduced. In
operation phases, including pre-departure, departure,ࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨
section 3, the proposed system architecture and theairborne, arrival, and post-arrival phases.
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB ࡢἼ
information exchange technology are
The A/G SWIM Concept envisions two separate㛗ࡀcollaborative
3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧ
presented. In section 4, thedevelopment
and analysis
phases, as shown in Figure 1. Phase 1 focuses on non࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ
10m௨ୗ࡜࡞ࡿሙྜ
of practical validation system for ground taxiing
safety-critical information, while phase 2 will extend
࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋexperiments in Sendai airport are presented.ࡀ࠶
The paper
the concept to include safety-critical information [1].
᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵is concluded
in section 5.
The current document is focused on Phase 1 of the A/Gࡿࡓࡵ㸪
GBAS 㐠⏝࡟࠾࠸࡚ࡣ
1 ࡘࡢ VDB ࡟ࡼ
SWIM Concept, which is not intended to be utilized
ࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
2.
A/G
SWIM
C
ONCEPTfor safety-critical information or command-andࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊ

ࡢ㟁⏺ࣞ࣋
⏺ゎᯒᡭἲ
ࢺ࣮ࣞࢫἲ
ᡭἲࢆᗈ኱
⭾኱࡞ィ⟬
࣮ࢫἲࡣ㸪
ᖏ࡛ࡣ⢭
୧⪅ࡢ฼Ⅼ
ᯒᡭἲࢆ㟷
ࡢ㸰ࡘࡢᡭ
ศࡅࡿࡇ࡜

control functions, but rather to increase situational

పୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
VDB ࢔ࣥࢸࢼタ
2.1 Overview⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨
The availability of low-cost data link capabilities᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
significantly improves the uptake of the aircraft and its㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝
automation to become a SWIM participant and obtain࠸ࡿࡇ࡜࡞ࡃỗ⏝ PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿ
information supporting air traffic management and࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋ
advisory information exchange. A/G SWIM will

ࡌࡓሙྜ㸪
୚࠼ࡿ࠿ࢆ
⏝ࡍࡿୖ࡛

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awareness. The use of A/G SWIM will support FF-ICE
by providing a mechanism for the flight crew to
exchange flight and flow information and become an
integral part of the CDM and 4 Dimension Trajectory(4DT) management processes.

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令和元年度（第19回）電子航法研究所研究発表会

㸯㸬*%$69'% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ䢢
1 ࡣࡌࡵ࡟
㟁Ꮚ⯟ἲ◊✲ᡤ࡛ࡣ㸪ᅜෆ࡟࠾ࡅࡿ GBAS
(Ground-Based Augmentation System) ᬑཬ࡟ྥࡅ࡚㸪㐠⏝ㄢ㢟ࡢ୍ࡘ࡛࠶ࡿᆅୖᒁࡢタ⨨ᢏ⾡Figure 2: Technical Framework of A/G SWIM࡟㛵ࡍࡿ◊✲ࢆ⾜ࡗ࡚࠸ࡿࠋGBASࡣ⢭ᐦ㐍ධ
2.2
Technical Frameworkࢆ⾨ᫍ⯟ἲ࡟ࡼࡾᐇ⌧ࡍࡿḟୡ௦╔㝣ࢩࢫࢸ࣒To ensure the various operational scenarios relative࡛㸪ᆅୖ࠿ࡽGPSࡢ⢭ᗘ࡜Ᏻ඲ᛶࢆྥୖࡍࡿࡓ㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ౯࡛ࡁࡿࡼ࠺࡞
Figure 3: ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
System Architecture࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋ

Interoperability is critical to wide-spread adoption
2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟of A/G SWIM. Applications and the infrastructure on」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛
A/G SWIM should be able to operate across Flightࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
Information Regions (FIRs), through the region, and᭷㝈せ⣲ἲ㸪FDTD ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
as practicable, globally, without major modification.
ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍThis will reduce the AU requirements to equip and⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィtrain, especially for AUs that operate globally.
⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ
3. A/G SWIM INTEGRATION
ࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
3.1 System
Architecture୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺tothe differing configurations, the technicalࡵࡢ⿵ᙉ᝟ሗ㸪⤒㊰᝟ሗࢆVHFᖏࢹ࣮ࢱᨺ㏦
frameworkorganized
based on the level of A/G(VDB:VHF isData
Broadcast)࡟ࡼࡾ108㹼118MHz
࡛⯟✵ᶵ࡟ྥࡅ࡚ᨺ㏦ࡍࡿ[1]ࠋ⮬ື╔㝣ࢆࢧ࣏SWIM
connectivity available to the airborne platform࣮ࢺࡍࡿࡓࡵ㸪ୖ✵ࡔࡅ࡛࡞ࡃ㸪⁥㉮㊰ୖ࡟ࡶaswell as the level of connectivity between the flightࢧ࣮ࣅࢫࢆᥦ౪ࡍࡿᚲせࡀ࠶ࡾ㸪ICAOࡢSARPs
deckapplication and the avionics on the airborne(ᶆ‽ཬࡧ່࿌᪉ᘧ) ࡛ࡣ㸪⁥㉮㊰ୖ12ft㹼36ft
platform.
࡛-87dBmࡢཷಙ㟁ຊࡀせồࡉࢀ࡚࠸ࡿ㸦ཷಙ࢔
Figure 2 is a construct to show various levels of A/Gࣥࢸࢼ↓ᣦྥᛶ㸪ᶵయᐇ⿦ᦆኻ15dBྵࡴ㸧[2]ࠋ
SWIM connectivity and avionics interface [1]. Thereࡢそᇦホ౯ࡣ୺࡟ᐇ㦂⏝㌴
are✵three㠃ୖࡢ
SWIM VDB
connectionlevels defined as below:୧࡟ࡼࡿᐇ ࡛⾜ࢃࢀࡿࡀ㸪VDB ࢔ࣥࢸࢼࡢ㐺
1. No Connection to A/G SWIMษ࡞タ⨨఩⨨ࢆỴᐃࡍࡿࡇ࡜ࡣヨ⾜㘒ㄗࢆక࠺
2. Connection to A/G SWIM Uplink Onlyࡓࡵ㸪⦾㞧࡜࡞ࡿࠋࡑࡇ࡛㸪㟁Ἴఏᦙࢩ࣑ࣗࣞ
(airborne platform can receive A/G SWIM࣮ࢩࣙࣥ࡟ࡼࡾ㧗⢭ᗘ࡟ཷಙ㟁ຊࢆホ౯࡛ࡁࡿinformation)ࡇ࡜ࡀᮃࡲࡋ࠸ࠋ
3. Connection
to/from
A/GSWIM㟁Ἴఏᦙゎᯒᡭἲ࡟ࡣ㸪⁥㉮㊰ୖࡢ㟁⏺ࣞ࣋
Uplink/Downlink (airborne platform canࣝࢆ⢭ᗘⰋࡃồࡵࡽࢀࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ
receive/send A/G SWIM information)࡜ᗄఱගᏛ㏆ఝࢆ࣮࣋ࢫ࡜ࡋࡓࣞ࢖ࢺ࣮ࣞࢫἲ
Three avionics connection levels defined in Figureࡀ࠶ࡿࠋࡋ࠿ࡋ㸪㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲࢆᗈ኱
2࡞✵are as㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ㸪⭾኱࡞ィ⟬
follows:
A. No Connection toࡲࡓ㸪
Avionics
ࢥࢫࢺࢆᚲせ࡜ࡍࡿࠋࣞ࢖ࢺ࣮ࣞࢫἲࡣ㸪
B. Connection from Avionics Onlyẚ㍑ⓗ㧗࠸࿘Ἴᩘᖏ࡛⏝࠸ࡽࢀ㸪VHF
ᖏ࡛ࡣ⢭C. Connection to/from Avionics
ᗘࡀຎ໬ࡍࡿࠋࡑࡇ࡛ᮏ◊✲࡛ࡣ㸪୧⪅ࡢ฼Ⅼ㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯
The A/G SWIM is an integrated combination of airᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋandground systems, where an aircraft communicatesbyࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
wireless with other aircrafts, satellites and groundࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢ
systems,
and ground systems communicate by wiredἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕
networks
with different information exchangeࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨
approaches. There are two major communication
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB
network
infrastructures required to support ࡢἼA/G㛗ࡀ 3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧ
SWIM integration (Figure 3). One is the G/G࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ 10m ௨ୗ࡜࡞ࡿሙྜ
communication network to enable ASPs and flight࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋ
operators to exchange information. The other is the᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ ࡀ࠶
A/G communication network to provide data linkࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ 1 ࡘࡢ VDB ࡟ࡼ
functions for information exchange with aircrafts.
ࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
It is expected that open, Internet Protocol (IP) willࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊ
provide the connectivity for both networks. ManyపୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ VDB ࢔ࣥࢸࢼタ
open
standards for communications exist and the use⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨of᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
proprietary networks should be transparent. Onboard
Wi-Fi
systems,
non-safety
satellite㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝
communications
accessedusing passenger networks,࠸ࡿࡇ࡜࡞ࡃỗ⏝PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿ
GlobalSystem for Mobile, etc., would all allow IP࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋThe table represents progressively moreࢆά⏝ࡋࡓ᪂ࡓ࡞㸰ࡘࡢ㟁Ἴఏᦙゎᯒᡭἲࢆ㟷
sophisticatedconnectivity/equipage down and to theᒣᏛ㝔኱Ꮫ࡜㐃ᦠࡋ࡚㛤Ⓨࡋࡓࠋࡇࡢ㸰ࡘࡢᡭἲࡣ GBAS
right.
It is notࡢタ⨨≧ἣ࡟ᛂࡌ࡚౑࠸ศࡅࡿࡇ࡜
intended that this is the only equipageࡀྍ⬟࡛࠶ࡿࠋ
setin which these operations can be completed, as any
lessࡲࡓ㸪ཷಙ㟁ຊࡢపୗ࣭▐᩿ࡀ⏕ࡌࡓሙྜ㸪
complicated activities can always beGBASᶵୖ⿦⨨࡬࡝ࡢࡼ࠺࡞ᙳ㡪ࢆ୚࠼ࡿ࠿ࢆ
accomplishedby a more complex system.
᫂ࡽ࠿࡟ࡋ࡚࠾ࡃࡇ࡜ࡣ GBAS ࢆ㐠⏝ࡍࡿୖ࡛

based access to information nodes.

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令和元年度（第19回）電子航法研究所研究発表会% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ౯࡛ࡁࡿࡼ࠺࡞ ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋࡅࡿ GBAS
ᬑཬ࡟ྥ
ࡢタ⨨ᢏ⾡
ࡣ⢭ᐦ㐍ධ
㝣ࢩࢫࢸ࣒
ྥୖࡍࡿࡓ
࣮ࢱᨺ㏦
㹼118MHz╔㝣ࢆࢧ࣏㉮㊰ୖ࡟ࡶOࡢSARPs
12ft㹼36ftࡿ㸦ཷಙ࢔ྵࡴ㸧[2]ࠋ
࡟ᐇ㦂⏝㌴
ࣥࢸࢼࡢ㐺
㘒ㄗࢆక࠺
ᦙࢩ࣑ࣗࣞ
ホ౯࡛ࡁࡿ

2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛ࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
Figure 4: Validation System for A/G SWIM Integration᭷㝈せ⣲ἲ㸪FDTD ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ
Accordingtodifferent
communication
are main functions of a DMS to enable consumption of⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ
environments and capabilities, several data-link
services and information sharing not only between⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪technologies have been developed and applied for A/GA/G communication networks but also within A/G✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ
communications. However, most of them are applied
Data Layer [5].
ࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
for special on-board devices without interoperability.
3.2. Collaborative Information Exchange୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺As the in-flight Wi-Fi service has been available for㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯In the loosely coupled SWIM environment, tomost airlines, the concept of Data Link as a Serviceᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋachieve collaborative information exchange by a
(DLaS) is proposed to provide adaptive Aircraftࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
number of entities, a common messaging
Access to SWIM (AAtS) approaches for non-safetyࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢ
infrastructure is required. The Enterprise Messaging
critical and safety-critical information exchangesἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕
Service (EMS) is a logical layer that can be implied inaccording to different communication environmentsࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨different levels. It can provide security, routing,and capabilities [4].
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB
ࡢἼ
metadata, subscription and policy functions to assure
To ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧconnect A/G communication network㛗ࡀ 3m
that a message is transported from its source to its
infrastructures for interoperable
information exchange,࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ
10m ௨ୗ࡜࡞ࡿሙྜ
destination by using the appropriate message format
the A/G Data Layer with functionalities to allow the࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋand communication protocol [6].
᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ࡀ࠶
delivery of services to an aircraft is required.
The Data
From the view of applications, the requirements forࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ
ࡘࡢ
Management
Service (DMS)1 isan VDB
access࡟ࡼpoint fortypes of data, volume of data and real-time scales ofࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
achieving AAtS developed to store, manage, filter, anddata during the different operation phases are differentࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊ
deliver ground data and air data to related users. The
and changing dynamically. Due to different conditions
పୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
࢔ࣥࢸࢼタfunctionalities of a DMS canVDB
be implemented
external
and specific operational requirements, three⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨to or internal to ground SWIM. Each DMS has a highcommunication approaches are developed to achieve᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
degree of autonomy to control itself and coordinate
collaborative information exchange between G/G and㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝with others. As shown in Figure 4, the access andA/G applications.
࠸ࡿࡇ࡜࡞ࡃỗ⏝ PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿcommunication management for air data and thex
Publish/Subscribe (Pub/Sub) approach for࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋfiltering and performance management for ground data
dynamic and real-time information;

ࡢ㟁⏺ࣞ࣋
⏺ゎᯒᡭἲ
ࢺ࣮ࣞࢫἲ
ᡭἲࢆᗈ኱
⭾኱࡞ィ⟬
࣮ࢫἲࡣ㸪
ᖏ࡛ࡣ⢭
୧⪅ࡢ฼Ⅼ
ᯒᡭἲࢆ㟷
ࡢ㸰ࡘࡢᡭ
ศࡅࡿࡇ࡜

ࡌࡓሙྜ㸪
୚࠼ࡿ࠿ࢆ
⏝ࡍࡿୖ࡛

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令和元年度（第19回）電子航法研究所研究発表会

communication systems. It can be effectively used toRequest/Reply approach for static and non-x㸯㸬*%$69'% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ
share a large and varied amount of information among
real-time information;

air traffic controllers, pilots, airline companies, airport⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧
operators on both the airport surface and during takeoff
The data with different time scales are divided into㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
and landing [7].
different logical layers and the life-cycle management
Push/Pull approach for emergency information.

x

is applied. As a result, if trouble occurs, the trouble

In the practical validation, ENRI Local EMS 

will
not expand into the whole system. Moreover, the䢢data with low real-time priority will not interfere with1 ࡣࡌࡵ࡟
the㟁Ꮚ⯟ἲ◊✲ᡤ࡛ࡣ㸪ᅜෆ࡟࠾ࡅࡿ
applications in high real-time level. Finally,
GBASinorder
to secure thesystem expendability,
the EMS is(Ground-Based
Augmentation
System) ᬑཬ࡟ྥconfiguredin autonomous architecture to associateࡅ࡚㸪㐠⏝ㄢ㢟ࡢ୍ࡘ࡛࠶ࡿᆅୖᒁࡢタ⨨ᢏ⾡withapplication systems so that it is easy to add࡟㛵ࡍࡿ◊✲ࢆ⾜ࡗ࡚࠸ࡿࠋGBASࡣ⢭ᐦ㐍ධdifferent
types of application systems according toࢆ⾨ᫍ⯟ἲ࡟ࡼࡾᐇ⌧ࡍࡿḟୡ௦╔㝣ࢩࢫࢸ࣒

facilitates data sharing between a variety of services
and applications. It is charged to enforce the use of the㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
standardized
aeronautical, flight and weatherࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ
informationexchangemodels (AIXM, FIXM and౯࡛ࡁࡿࡼ࠺࡞
ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
IWXXM)
with the updated versions for SWIM
࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋ
services to ensure the interoperability of the exchanged
information.
2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟The
network connection between AeroMACS and」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛

theirservice level requirements.
࡛㸪ᆅୖ࠿ࡽGPSࡢ⢭ᗘ࡜Ᏻ඲ᛶࢆྥୖࡍࡿࡓ
ࡵࡢ⿵ᙉ᝟ሗ㸪⤒㊰᝟ሗࢆVHFᖏࢹ࣮ࢱᨺ㏦
4.
PRACTICAL(VDB:VHF
DataVALIDATION
Broadcast)࡟ࡼࡾ108㹼118MHz
࡛⯟✵ᶵ࡟ྥࡅ࡚ᨺ㏦ࡍࡿ[1]ࠋ⮬ື╔㝣ࢆࢧ࣏
4.1.
Test System࣮ࢺࡍࡿࡓࡵ㸪ୖ✵ࡔࡅ࡛࡞ࡃ㸪⁥㉮㊰ୖ࡟ࡶ
To validate the services and functions of A/G SWIMࢧ࣮ࣅࢫࢆᥦ౪ࡍࡿᚲせࡀ࠶ࡾ㸪ICAOࡢSARPs
integration system, the ground taxiing experiments(ᶆ‽ཬࡧ່࿌᪉ᘧ) ࡛ࡣ㸪⁥㉮㊰ୖ12ft㹼36ft
have been deployed in the Sendai airport (Figure 4).
࡛-87dBmࡢཷಙ㟁ຊࡀせồࡉࢀ࡚࠸ࡿ㸦ཷಙ࢔The vehicle used the EFB (Electronic Flight Bag)ࣥࢸࢼ↓ᣦྥᛶ㸪ᶵయᐇ⿦ᦆኻ15dBྵࡴ㸧[2]ࠋ
simulator to achieve information exchange with✵ 㠃ୖࡢ VDB ࡢそᇦホ౯ࡣ୺࡟ᐇ㦂⏝㌴
SWIM. The EFB simulator was developed to୧࡟ࡼࡿᐇ ࡛⾜ࢃࢀࡿࡀ㸪VDB ࢔ࣥࢸࢼࡢ㐺
subscribe related flight information, aeronauticalษ࡞タ⨨఩⨨ࢆỴᐃࡍࡿࡇ࡜ࡣヨ⾜㘒ㄗࢆక࠺
information, and weather information for a certainࡓࡵ㸪⦾㞧࡜࡞ࡿࠋࡑࡇ࡛㸪㟁Ἴఏᦙࢩ࣑ࣗࣞ
aircraft;show related information and documents on࣮ࢩࣙࣥ࡟ࡼࡾ㧗⢭ᗘ࡟ཷಙ㟁ຊࢆホ౯࡛ࡁࡿthemap; generate takeoff and landing report accordingࡇ࡜ࡀᮃࡲࡋ࠸ࠋ
to theonboard and ground information and submit it to㟁Ἴఏᦙゎᯒᡭἲ࡟ࡣ㸪⁥㉮㊰ୖࡢ㟁⏺ࣞ࣋
theDMS; request NOTAM (Notice to Airman),ࣝࢆ⢭ᗘⰋࡃồࡵࡽࢀࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ
METAR(Meteorological Aerodrome Report) and࡜ᗄఱගᏛ㏆ఝࢆ࣮࣋ࢫ࡜ࡋࡓࣞ࢖ࢺ࣮ࣞࢫἲTAF(Terminal Aerodrome Forecast) informationࡀ࠶ࡿࠋࡋ࠿ࡋ㸪㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲࢆᗈ኱
fromground SWIM services.
࡞✵ the㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ㸪⭾኱࡞ィ⟬SWIM
system is established on the VPN (Virtualࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
PrivateNetwork) over ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
Internet. The communication᭷㝈せ⣲ἲ㸪FDTD
ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ
between
EFB and DMS is based on Secure Sockets⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ
Layer(SSL). The communication standard for⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪
Publish/Subscribe
messaging is Advanced Messaging✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ
Queuing
Protocol (AMQP 1.0).
ࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
The evaluation systems of JCAB (Japan Civil୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺Aviation
Bureau) and JAL (Japan Airlines) are㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯
constructed on the ENRI local EMS. They serve as anᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋ
ASP system and an AU system respectively to supportࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
the scenario-based validation and demonstration.
ࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢ
There is a set of services and applications developedἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕
that support both FF-ICE based message process andࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨
practical validation.
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB ࡢἼx
The Globally Unique Flight Identifier (GUFI)㛗ࡀ 3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧ
is a key component of flight object࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ 10m ௨ୗ࡜࡞ࡿሙྜ
management. The GUFI Service in local
࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋsystem provides the functionality of generating᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ࡀ࠶
andtracking
GUFIs.
ࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ 1 ࡘࡢ VDB ࡟ࡼx
The Flight Object Service maintains an up-toࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ

The aeronautical mobile
airportcommunicationsࢥࢫࢺࢆᚲせ࡜ࡍࡿࠋࡲࡓ㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㸪ẚ㍑ⓗ㧗࠸࿘Ἴᩘᖏ࡛⏝࠸ࡽࢀ㸪VHF
ᖏ࡛ࡣ⢭system (AeroMACS) using WiMAX technologies
wasᗘࡀຎ໬ࡍࡿࠋࡑࡇ࡛ᮏ◊✲࡛ࡣ㸪୧⪅ࡢ฼Ⅼ
applied for A/G communication to achieve effectiveࢆά⏝ࡋࡓ᪂ࡓ࡞㸰ࡘࡢ㟁Ἴఏᦙゎᯒᡭἲࢆ㟷
informationexchange between the vehicle and theᒣᏛ㝔኱Ꮫ࡜㐃ᦠࡋ࡚㛤Ⓨࡋࡓࠋࡇࡢ㸰ࡘࡢᡭground facilities. AeroMACS provides high-capacity
ἲࡣtransmission
GBAS ࡢタ⨨≧ἣ࡟ᛂࡌ࡚౑࠸ศࡅࡿࡇ࡜
data
and is compatible with IP network,ࡀྍ⬟࡛࠶ࡿࠋ
reducing both the system introduction and applicationࡲࡓ㸪ཷಙ㟁ຊࡢపୗ࣭▐᩿ࡀ⏕ࡌࡓሙྜ㸪development
costs. In addition, AeroMACS has higher
GBAS ᶵୖ⿦⨨࡬࡝ࡢࡼ࠺࡞ᙳ㡪ࢆ୚࠼ࡿ࠿ࢆ
communication link security than current aeronautical᫂ࡽ࠿࡟ࡋ࡚࠾ࡃࡇ࡜ࡣ GBAS ࢆ㐠⏝ࡍࡿୖ࡛date version of all subscribed flight data. The
ࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊflight data is organized intoVDB
flight࢔ࣥࢸࢼタ
objects byపୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
GUFI and then stored in a database for⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
continuous updates and queries.
㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝x
The Data Validation Service provides
࠸ࡿࡇ࡜࡞ࡃỗ⏝PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿvalidation and reportingon FIXM, AIXM and࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋIWXXM messages conformance to schemaand set of business rules.

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令和元年度（第19回）電子航法研究所研究発表会% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ౯࡛ࡁࡿࡼ࠺࡞
Figure 5:ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
Pub/Sub for Flight Plan Messages
࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋࡅࡿ GBAS
ᬑཬ࡟ྥ
ࡢタ⨨ᢏ⾡
ࡣ⢭ᐦ㐍ධ
㝣ࢩࢫࢸ࣒
ྥୖࡍࡿࡓ
࣮ࢱᨺ㏦
㹼118MHz╔㝣ࢆࢧ࣏㉮㊰ୖ࡟ࡶOࡢSARPs
12ft㹼36ftࡿ㸦ཷಙ࢔ྵࡴ㸧[2]ࠋ
࡟ᐇ㦂⏝㌴
ࣥࢸࢼࡢ㐺
㘒ㄗࢆక࠺
ᦙࢩ࣑ࣗࣞ
ホ౯࡛ࡁࡿ

ࡢ㟁⏺ࣞ࣋
⏺ゎᯒᡭἲ
ࢺ࣮ࣞࢫἲ
ᡭἲࢆᗈ኱
⭾኱࡞ィ⟬
࣮ࢫἲࡣ㸪
ᖏ࡛ࡣ⢭
୧⪅ࡢ฼Ⅼ
ᯒᡭἲࢆ㟷
ࡢ㸰ࡘࡢᡭ
ศࡅࡿࡇ࡜

Figure 6: Pub/Sub for Track Messagesx
The Constraint Reference Service (CRS)
2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟provides aeronautical and weather information」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛
in AIXM and IWXXM format to supportࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
continuous monitoring for FF-ICE flight plans.
᭷㝈せ⣲ἲ㸪FDTD ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
x
The Flight Plan Filing Service (FPFS)ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ
evaluates the flight plan messages and checks⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ
the constraints affecting the route. It provides⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪
continuous monitoring functions for filed flight✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ
plans according to the updates of constraints.
ࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
x
The Flight Surveillance Service transforms୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺airport surface and en-route surveillance data㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯to FIXM format and publishes to other SWIMᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋ
services.
ࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
x
The Simulator of JCAB processes received FFࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢflight plans [8]. The Preliminary and Filed Flight Plans

Ἴືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕
ICE Flight Plan messages from AUs. It alsoࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨
supports publishing constraints with AIXM
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB
ࡢἼ theand IWXXM messages and submitting㛗ࡀ 3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧresponse that includes the constraints to AUs.
࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ௨ୗ࡜࡞ࡿሙྜ
x
The Simulators 10mof JAL
generates FF-ICE࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋ
Flight Plan messages and submits Trail᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ࡀ࠶
Requests and updated Flight Plans accordingtoࡿࡓࡵ㸪GBAS㐠⏝࡟࠾࠸࡚ࡣ
1ࡘࡢ
VDB
࡟ࡼ
the constraints provided by ASPs and CRS.
ࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
4.2. Validationࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊTo evaluate the information
sharing
via Pub/Sub
పୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
VDB
࢔ࣥࢸࢼタ

EFB in real time (Figure 6).

for JAL5 from Sendai airport (RJSS) to Inchon
International airport (RKSI) were submitted by the
JAL that contain additional information including 4DT,
aircraft dynamics, weight, etc. According to theevaluation of format and constraint, the FPFS replied
CONCUR and ACCEPTABLE for Planning Statusand Filing Status to the JAL [9][10]. As a subscriberof the information of JAL5, when the EFB connectedto the DMS with JAL5 account, all publishedmessages related to JAL5 were received automatically(Figure 5). Moreover, when the vehicle started to move,
the Track messages in FIXM format provided by the
Flight Surveillance Service were subscribed by the
The latest weather information of the airport isrequired to generate the take-off report of the flight
before departure. The EFB is able to send the request
to the SWIM service and get the reply of the latest
METAR and TAF information from CRS (Figure 7).
Other constraints registered on the CRS are alsoavailable for Request/Reply access via the EFB.
Each ASP is able to publish constraints, such as
aeronautical information, traffic flow management
data, and severe weather conditions. For some⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨
among related stakeholders, the FF-ICE/1 flight plan᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
message defined in the ICAO FF-ICE/1 Provisions㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝were exchanged between JAL and JCAB. There are࠸ࡿࡇ࡜࡞ࡃỗ⏝
PC FF-ICE/1,
࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿ
two phases in thePreliminary phase and࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋ
Filed phase. In each phase, ASPs should reply to the

ࡌࡓሙྜ㸪
୚࠼ࡿ࠿ࢆ
⏝ࡍࡿୖ࡛

emergency information and constraints, the ASP isable to send a notification to a certain flight using
Push/Pull approach. It not only assists the flight inmaking decision by identifying the operational
environment and ATM constraints, but also enables

AU regarding the operational acceptability of their-1-

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令和元年度（第19回）電子航法研究所研究発表会

㸯㸬*%$69'% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ䢢
1 ࡣࡌࡵ࡟㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟㟁Ꮚ⯟ἲ◊✲ᡤ࡛ࡣ㸪ᅜෆ࡟࠾ࡅࡿ GBAS
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ(Ground-Based Augmentation System) ᬑཬ࡟ྥ౯࡛ࡁࡿࡼ࠺࡞ ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
ࡅ࡚㸪㐠⏝ㄢ㢟ࡢ୍ࡘ࡛࠶ࡿᆅୖᒁࡢタ⨨ᢏ⾡࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋ࡟㛵ࡍࡿ◊✲ࢆ⾜ࡗ࡚࠸ࡿࠋGBASࡣ⢭ᐦ㐍ධࢆ⾨ᫍ⯟ἲ࡟ࡼࡾᐇ⌧ࡍࡿḟୡ௦╔㝣ࢩࢫࢸ࣒2 GBAS VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟࡛㸪ᆅୖ࠿ࡽGPSࡢ⢭ᗘ࡜Ᏻ඲ᛶࢆྥୖࡍࡿࡓ
」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛ࡵࡢ⿵ᙉ᝟ሗ㸪⤒㊰᝟ሗࢆVHFᖏࢹ࣮ࢱᨺ㏦ࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪(VDB:VHF Data Broadcast)࡟ࡼࡾ108㹼118MHz
᭷㝈せ⣲ἲ㸪FDTD ἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
ࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ࡛⯟✵ᶵ࡟ྥࡅ࡚ᨺ㏦ࡍࡿ[1]ࠋ⮬ື╔㝣ࢆࢧ࣏⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ࣮ࢺࡍࡿࡓࡵ㸪ୖ✵ࡔࡅ࡛࡞ࡃ㸪⁥㉮㊰ୖ࡟ࡶ⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪ࢧ࣮ࣅࢫࢆᥦ౪ࡍࡿᚲせࡀ࠶ࡾ㸪ICAOࡢSARPs
Figure 7: Test of Request/Reply
and Push/Pull✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ(ᶆ‽ཬࡧ່࿌᪉ᘧ) ࡛ࡣ㸪⁥㉮㊰ୖ12ft㹼36ft
ࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
࡛-87dBmࡢཷಙ㟁ຊࡀせồࡉࢀ࡚࠸ࡿ㸦ཷಙ࢔
Table 1. QoS Comparison
theflight to obtain an earlier, more detailed and more୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺ࣥࢸࢼ↓ᣦྥᛶ㸪ᶵయᐇ⿦ᦆኻ15dBྵࡴ㸧[2]ࠋ
QoS
Current Approach
A/G SWIM
accurate assessment of the anticipated traffic demand.
㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯✵ 㠃ୖࡢ VDB ࡢそᇦホ౯ࡣ୺࡟ᐇ㦂⏝㌴
Low with limitedHigh with rich
As shown in Figure 7, the limited air space information
Availabilityᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋ୧࡟ࡼࡿᐇ ࡛⾜ࢃࢀࡿࡀ㸪VDB ࢔ࣥࢸࢼࡢ㐺
information
informationnear the Sendai airport was pushed from JCAB toࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉษ࡞タ⨨఩⨨ࢆỴᐃࡍࡿࡇ࡜ࡣヨ⾜㘒ㄗࢆక࠺Complex
JAL5 in AIXM message and automatically shown on
Simple informationࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢࡓࡵ㸪⦾㞧࡜࡞ࡿࠋࡑࡇ࡛㸪㟁Ἴఏᦙࢩ࣑ࣗࣞ
Capacity
information
the map of EFB.
exchangeἼືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕࣮ࢩࣙࣥ࡟ࡼࡾ㧗⢭ᗘ࡟ཷಙ㟁ຊࢆホ౯࡛ࡁࡿ
exchange
4.3.
Analysisࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨ࡇ࡜ࡀᮃࡲࡋ࠸ࠋ
Low with voice
High with data
Throughput
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDBࡢἼ㟁Ἴఏᦙゎᯒᡭἲ࡟ࡣ㸪⁥㉮㊰ୖࡢ㟁⏺ࣞ࣋Themain objective of A/G SWIM integration is tocentric
centric
㛗ࡀ 3m ⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧࣝࢆ⢭ᗘⰋࡃồࡵࡽࢀࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ
improvethe Quality of Service (QoS) for meeting theDifficult to be࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ
10mAble௨ୗ࡜࡞ࡿሙྜ
࡜ᗄఱගᏛ㏆ఝࢆ࣮࣋ࢫ࡜ࡋࡓࣞ࢖ࢺ࣮ࣞࢫἲ
Response Time
to be improved
information
requirements of flight crews. Some QoSchanged࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋࡀ࠶ࡿࠋࡋ࠿ࡋ㸪㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲࢆᗈ኱
parameters
for G/G SWIM have been analyzed andDifficult for pointEasy for service᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ࡀ࠶࡞✵ 㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ㸪⭾኱࡞ィ⟬
Recoverability
discussed in some local and international validation
to-pint processcooperation
ࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ 1 ࡘࡢ VDB ࡟ࡼࢥࢫࢺࢆᚲせ࡜ࡍࡿࠋࡲࡓ㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㸪
experiments. Table 1 shows the QoS comparison
Difficult and highEasy and low costࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
ẚ㍑ⓗ㧗࠸࿘Ἴᩘᖏ࡛⏝࠸ࡽࢀ㸪VHF ᖏ࡛ࡣ⢭between current A/G communications and A/G SWIM
Security
cost for special
for standardࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊᗘࡀຎ໬ࡍࡿࠋࡑࡇ࡛ᮏ◊✲࡛ࡣ㸪୧⪅ࡢ฼Ⅼ
integration. As shown in Table 1, the A/G SWIM
systems
technologies
పୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ
VDB
࢔ࣥࢸࢼタ
ࢆά⏝ࡋࡓ᪂ࡓ࡞㸰ࡘࡢ㟁Ἴఏᦙゎᯒᡭἲࢆ㟷
integration is able to provide not only higher⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨ᒣᏛ㝔኱Ꮫ࡜㐃ᦠࡋ࡚㛤Ⓨࡋࡓࠋࡇࡢ㸰ࡘࡢᡭ
performance but also more flexible and less costly for᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆἲࡣ GBAS ࡢタ⨨≧ἣ࡟ᛂࡌ࡚౑࠸ศࡅࡿࡇ࡜
real
applications according to the different network
achieving information exchange and interoperability㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝ࡀྍ⬟࡛࠶ࡿࠋ
conditions.
To solve this problem, the A/Gin ࡲࡓ㸪ཷಙ㟁ຊࡢపୗ࣭▐᩿ࡀ⏕ࡌࡓሙྜ㸪global, regional and local levels.
࠸ࡿࡇ࡜࡞ࡃỗ⏝PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿsynchronization
technology
by setting the timestamps
Due tothe unstable connection of A/G wireless࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋ
GBASᶵୖ⿦⨨࡬࡝ࡢࡼ࠺࡞ᙳ㡪ࢆ୚࠼ࡿ࠿ࢆ
in the metadata of message header has been proposed
communication,
the packageGBAS
loss mightoccur in the᫂ࡽ࠿࡟ࡋ࡚࠾ࡃࡇ࡜ࡣ
ࢆ㐠⏝ࡍࡿୖ࡛
and applied in the test system. The efficiency of the-1-35-

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令和元年度（第19回）電子航法研究所研究発表会

proposal was proved in the ground taxiing experiments% ࡢそᇦホ౯ᡭἲ࡟㛵ࡍࡿ᳨ウ
by getting the lost messages after the EFB reconnectedto the DMS via synchronization process.
⯟ἲࢩࢫࢸ࣒㡿ᇦͤẟሯᩔ㸪ᩧ⸨┿஧
5. CONCLUSIONS㟷ᒣᏛ㝔኱Ꮫ㡲㈡Ⰻ௓㸪ᖹ஭⩧ኴᮁ㸪㯮⏣ဴྐ㸪ᶫᮏಟ
In this paper, the A/G SWIM concept for achieving

FF-ICE and Trajectory Based Operation (TBO) is
introduced. Then, based on this concept, the㔜せ࡜࡞ࡿࠋࡇࢀࡽࡢホ౯ࢆྠᵝ࡟ᐇ㦂㌴୧࡟
architecture and the collaborative information
ࡼࡾホ౯ࡍࡿࡢࡣ⦾㞧࡛࠶ࡿࡓࡵ㸪ᐇ㦂ᐊ࡛ホ
exchange technology of an A/G SWIM integration౯࡛ࡁࡿࡼ࠺࡞ ᐃ⣔ᵓ⠏ࡋࡓࠋ⤖ᯝࡢ୍౛࡜
system are presented. Moreover, the development of a࡜ࡶ࡟ᮏ✏࡟࡚♧ࡍࠋ
practical validation system for ground taxiing

ࡅࡿ GBAS
ᬑཬ࡟ྥ
ࡢタ⨨ᢏ⾡
ࡣ⢭ᐦ㐍ධ
㝣ࢩࢫࢸ࣒
ྥୖࡍࡿࡓ
࣮ࢱᨺ㏦
㹼118MHz╔㝣ࢆࢧ࣏㉮㊰ୖ࡟ࡶOࡢSARPs
12ft㹼36ftࡿ㸦ཷಙ࢔ྵࡴ㸧[2]ࠋ
࡟ᐇ㦂⏝㌴
ࣥࢸࢼࡢ㐺
㘒ㄗࢆక࠺
ᦙࢩ࣑ࣗࣞ
ホ౯࡛ࡁࡿ

experiments
by using AeroMACS as a A/G data link
VDB ఏᦙゎᯒ࡟࠾ࡅࡿㄢ㢟2 GBASis reported. Finally, the comparison of QoS between」㞧࡞ᵓ㐀࡟࠾ࡅࡿ㟁Ἴࡢ᣺ࡿ⯙࠸ࢆィ⟬࡛
current A/G communications and A/G SWIMࡁࡿ㧗⢭ᗘ㟁☢⏺ゎᯒᡭἲ࡟ࡣ࣮࣓ࣔࣥࢺἲ㸪
integration for constructing
the collaborative operatingἲ࡞࡝ࡀ࠶ࡾ㸪ࣇ࢚࣮ࣝ࢘
᭷㝈せ⣲ἲ㸪FDTD
environment is analyzed. The results and analysis ofࣈゎᯒᡭἲ࡜࿧ࡤࢀ࡚࠸ࡿࠋ㧗⢭ᗘ࡞ィ⟬ࡀྍ⬟࡛࠶ࡿ཯㠃㸪Ἴ㛗࡟ẚ࡭࡚኱ࡁ࡞ᵓ㐀≀ࡢィ
practical validation show the efficiency of proposed⟬࡟ࡣィ⟬᫬㛫࡜ィ⟬࣓ࣔࣜࢆᚲせ࡜ࡍࡿࡓࡵ㸪
system architecture and technology. In the future, the✵ flying㠃඲య࡟㐺⏝ࡍࡿࡓࡵ࡟ࡣ⭾኱࡞ィ⟬ࢥࢫ
experiment and the quantitative evaluation ofࢺࡀᚲせ࡜࡞ࡿ[3]ࠋ
the A/G SWIM integration will be conducted.
୍᪉࡛㸪ࣞ࢖ࢺ࣮ࣞࢫἲࡣ㟁Ἴࡢఏᦙࢆග⥺REFERENCES㏆ఝ࡛ᢅࡗࡓࡶࡢ࡛࠶ࡾ㸪ᘓ≀࡟ࡼࡿ㟁Ἴࡢ཯ᑕ࣭ᅇᢡࢆ⪃៖ࡋࡓそᇦィ⟬ホ౯ࡀྍ⬟࡛࠶ࡿࠋ[1] Manual on System Wide Informationࣇ࢚࣮ࣝ࢘ࣈゎᯒ࡟ẚ࡭࡚㸪ィ⟬ࢥࢫࢺࡀᑠࡉ
Management (SWIM) Concept, ICAO Doc 10039,
ࡃ῭ࡴ཯㠃㸪ᘓ≀ᵓ㐀ࡀᑠࡉ࠸ሙྜ࡟ࡣ㟁Ἴࡢ
ICAO, 2015.
Ἴືⓗ࡞᣺ࡿ⯙࠸࡟ࡼࡾගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕[2] Manual on Flight and Flow - Information for aࡍࡿࠋㄗᕪࡣタ⨨≧ἣ࡟౫Ꮡࡍࡿࡀ㸪ᩘἼ㛗௨Collaborative Environment, ICAO Doc. 9965,
ୗ࡛ගᏛ㏆ఝ࡟ㄗᕪࡀⓎ⏕ࡍࡿሙྜ㸪VDB
ࡢἼICAO, 2012.
㛗ࡀ[3]3m2016-2030⛬ᗘ࡛࠶ࡿࡇ࡜ࢆ⪃៖ࡍࡿ࡜㸪ᘓ≀ࢧ
Global Air Navigation Plan, ICAO࢖ࢬ࠾ࡼࡧᘓ≀㛫ࡢ㝽㛫ࡀ
10m ௨ୗ࡜࡞ࡿሙྜ
Doc 9750, 5th ed., ICAO,
2016.
࡟ࡣㄗᕪࡀⓎ⏕ࡍࡿࠋ᪥ᮏᅜෆ࡟ࡣ」ᩘࡢ⁥㉮㊰ࢆ᭷ࡍࡿ✵ ࡀ࠶ࡿࡓࡵ㸪GBAS 㐠⏝࡟࠾࠸࡚ࡣ 1 ࡘࡢ VDB ࡟ࡼ
ࡾ」ᩘࡢ⁥㉮㊰㠃࡟ࢧ࣮ࣅࢫࡍࡿࡇ࡜ࡀ᝿ᐃࡉ
ࢀࡿࠋࡉࡽ࡟ᆅ㠃཯ᑕ࡟ࡼࡿୖ✵࡛ࡢཷಙ㟁ຊ
పୗࢆⓎ⏕ࡉࡏ࡞࠸ࡓࡵ࡟ࡣ VDB ࢔ࣥࢸࢼタ⨨㧗ࡉࢆపࡃࡍࡿᚲせࡀ࠶ࡿࠋࡇࡢࡼ࠺࡞タ⨨᮲௳ୗ࡟࠾࠸࡚ࡣ㸪ᘓ≀࡟཯ᑕ࠾ࡼࡧᘓ≀㛫ࢆ
㏻㐣ࡍࡿ㟁Ἴࡢఏᦙࢆ㸪≉Ṧ࡞኱ᆺィ⟬ᶵࢆ⏝࠸ࡿࡇ࡜࡞ࡃỗ⏝ PC ࡟ࡼࡾ㧗⢭ᗘ࡟ゎᯒࡍࡿ࢔ࣝࢦࣜࢬ࣒ࡢ㛤Ⓨࡀᚲせ࡜࡞ࡿࠋ

ࡢ㟁⏺ࣞ࣋
⏺ゎᯒᡭἲ
ࢺ࣮ࣞࢫἲ
ᡭἲࢆᗈ኱
⭾኱࡞ィ⟬
࣮ࢫἲࡣ㸪
ᖏ࡛ࡣ⢭
୧⪅ࡢ฼Ⅼ
ᯒᡭἲࢆ㟷
ࡢ㸰ࡘࡢᡭ
ศࡅࡿࡇ࡜

ࡌࡓሙྜ㸪
୚࠼ࡿ࠿ࢆ
⏝ࡍࡿୖ࡛

-1-

19-05-113_本文.indd[4] X.D Lu, T. Koga and Y. Sumiya, “SOA-based
Air-Ground Information Exchange for Highassurance Operation,” IEEE GCCE2018, October
2018.
[5] X.D Lu, K. Morioka, T. Koga and Y. Sumiya,“Air-Ground
SystemWide
Information
Management to Achieve Safe Flight Operation,”
IEEE HASE2019, January 2019.
[6] X.D Lu and T. Koga, “System Wide Information
Management for Heterogeneous Information
Sharing and Interoperability,” IEEE ISADS2017,
March 2017.
[7] K. Morioka, X. Lu, N. Kanada, S. Futatsumori, N.
Yonemoto, Y. Sumiya, and A. Kohmura, “Fieldtaxiing experiments of aircraft access to SWIM
over AeroMACS,” IEEE International Conference
on Antenna Measurement and Applications(CAMA), September 2018.
[8] X.D Lu, T. Koga and Y. Sumiya, “Coordinated
Validationfor
SWIM
Concept-Oriented
Operation to Achieve Interoperability,” ENRI Int.
Workshop on ATM/CNS, November 2017.
[9] ENRI, “Lab Exercise for FF-ICE/1 and A/GSWIM Validation,” SWIM-TF/2-IP/06, ICAO,
April 2018.
[10]X.D. Lu, K. Morioka, T. Koga and Y. Sumiya,“Collaborative Flight and Flow Information
Exchange to Achieve Seamless Air Traffic
Management Operation,” IEEE ISADS2019,
April 2019.

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