Remote Control Tower: State of the Art, Challenges, and Future Trends

Introduction

The rapid proliferation of air transportation on a global scale, concomitant with a surge in air traffic and passenger volume, has presented a novel quandary for the aviation industry. Currently, the industry is grappling with the task of devising a viable resolution to this predicament. Consequently, the aviation sector is expending a considerable amount of resources in order to identify a resolution to this matter. The expansion of the aviation sector has led to a rise in the availability of transportation services to remote and less populated regions, thereby furnishing these localities with a crucial means of transit and an entry point to significant air terminals (Federal Aviation Administration, 2001). It has been hypothesized that on-site control towers may become obsolete in the near future as a cost-saving measure for air traffic control at smaller airports with lower passenger traffic. This particular theory is among the existing hypotheses that have been proposed and are substantiated by the present technological advancements. The propagation of this notion was executed to diminish the expenses linked to the administration of aviation movement in minor airfields, which constituted the principal impetus for undertaking such an endeavor (Federal Aviation Administration, 2018). The notion of implementing this specific concept has emerged as a feasible alternative for mitigating the expenses linked to air traffic control in recent deliberations (Federal Aviation Administration, 2020) (Bloisi, Iocchi, Nardi, Fiorini, & Graziano, 2012) (National Transportation Safety Board, 2007). This has generated significant interest in the subject matter.

The concept of a remote tower, commonly known as a virtual tower, has emerged as a pioneering advancement in the realm of air traffic management over the last decade. This innovative technology possesses the capability to induce a comprehensive paradigmatic transformation across the entire enterprise. The adaptability and portability of this building make it suitable for deployment in various locations across the globe. Despite the presence of proficient operators who conduct control operations from a ground-level edifice, the system employs a diverse array of sensing and communication apparatuses situated both within the airfield and in the adjacent airspace. This phenomenon persists despite the ground-level location of the building where they are employed. The issue can be attributed to the airfield's location at a significantly elevated altitude (Federal Aviation Administration, 2018), (Organisation de l’aviation civile internationale, 2004). The location of the “remote tower center” may be subject to variation contingent upon specific circumstances. The “remote tower center” may be situated in close proximity or at a considerable distance from the airport under consideration. Either of the aforementioned conclusions is a plausible outcome, contingent upon the specific facets of the situation that are duly considered. As per the details presented in citation (Federal Aviation Administration, 2018), it is plausible to amalgamate the controllers who hold accountability for numerous small-scale airports into a solitary Remote Tower Centre (RTC). This phenomenon arises in situations where airports exhibit a relatively low level of overall activity (Deng, Dong, Socher, Li, Li, & Fei-Fei, 2009) (Ellis & Liston, 2016) (Everingham, Van Gool, Williams, Winn, & Zisserman, 2010) (Frequentis, 2018) (Girshick, Donahue, Darrell, & Malik, 2014). This phenomenon can occur exclusively in airports with comparatively lower passenger volumes traversing the terminals during any specific period. If the airport experiences a low level of overall activity, the aforementioned scenario would occur.