Airborne Four-Dimensional Flight Management in a Time-based Air Traffic Control Environment

Advanced Air Traffic Control (ATC) systems are being developed which contain time-based (4D) trajectory predictions of aircraft. Airborne flight management systems (FMS) exist or are being developed with similar 4D trajectory generation capabilities. Differences between the ATC generated profiles and those generated by the airborne 4D FMS may introduce system problems. A simulation experiment was conducted to explore integration of a 4D equipped aircraft into a 4D ATC system. The NASA Langley Transport Systems Research Vehicle cockpit simulator was linked in real time to the NASA Ames Descent Advisor ATC simulation for this effort. Candidate procedures for handling 4D equipped aircraft were devised and traffic scenarios established which required time delays absorbed through speed control alone or in combination with path stretching. Dissimilarities in 4D speed strategies between airborne and ATC generated trajectories were tested in these scenarios. The 4D procedures and FMS operation were well received by airline pilot test subjects, who achieved an arrival accuracy at the metering fix of 2.9 seconds standard deviation time error. The amount and nature of the information transmitted during a time clearance were found to be somewhat of a problem using the voice radio communication channel. Dissimilarities between airborne and ATC-generated speed strategies were found to be a problem when the traffic remained on established routes. It was more efficient for 4D equipped aircraft to fly trajectories with similar, though less fuel efficient, speeds which conform to the ATC strategy. Heavy traffic conditions, where time delays forced off-route path stretching, were found to produce a potential operational benefit of the airborne 4D FMS

Empirical exploration of air traffic and human dynamics in terminal airspaces

Air traffic is widely known as a complex, task-critical techno-social system, with numerous interactions between airspace, procedures, aircraft and air traffic controllers. In order to develop and deploy high-level operational concepts and automation systems scientifically and effectively, it is essential to conduct an in-depth investigation on the intrinsic traffic-human dynamics and characteristics, which is not widely seen in the literature. To fill this gap, we propose a multi-layer network to model and analyze air traffic systems. A Route-based Airspace Network (RAN) and Flight Trajectory Network (FTN) encapsulate critical physical and operational characteristics; an Integrated Flow-Driven Network (IFDN) and Interrelated Conflict-Communication Network (ICCN) are formulated to represent air traffic flow transmissions and intervention from air traffic controllers, respectively. Furthermore, a set of analytical metrics including network variables, complex network attributes, controllers' cognitive complexity, and chaotic metrics are introduced and applied in a case study of Guangzhou terminal airspace. Empirical results show the existence of fundamental diagram and macroscopic fundamental diagram at the route, sector and terminal levels. Moreover, the dynamics and underlying mechanisms of "ATCOs-flow" interactions are revealed and interpreted by adaptive meta-cognition strategies based on network analysis of the ICCN. Finally, at the system level, chaos is identified in conflict system and human behavioral system when traffic switch to the semi-stable or congested phase. This study offers analytical tools for understanding the complex human-flow interactions at potentially a broad range of air traffic systems, and underpins future developments and automation of intelligent air traffic management systems.Comment: 30 pages, 28 figures, currently under revie

Understanding Extended Projected Profile (EPP) Trajectory Error Using a Medium-Fidelity Aircraft Simulation

A critical component of Trajectory-Based Operations is the ability for a consistent and accurate 4-dimensional trajectory to be shared and synchronized between airborne and ground systems as well as amongst various ground automation systems. The Aeronautical Telecommunication NetworkBaseline 2 standard defines the Extended Projected Profile (EPP) trajectory that can be sent via Automatic Dependent Surveillance-Contract from an aircraft to ground automation. The EPP trajectory message contains a representation of the reference trajectory from an aircrafts Flight Management System (FMS). In this work, a set of scenarios were run in a medium-fidelity aircraft and FMS simulation to perform an initial characterization of EPP trajectory errors under a given set of conditions. The parameters investigated were the route length, route type, wind magnitude error, wind direction error, and with and without a required time-of-arrival constraint

Design of automated system for management of arrival traffic

The design of an automated air traffic control system based on a hierarchy of advisory tools for controllers is described. Compatibility of the tools with the human controller, a key objective of the design, is achieved by a judicious selection of tasks to be automated and careful attention to the design of the controller system interface. The design comprises three interconnected subsystems referred to as the Traffic Management Advisor, the Descent Advisor, and the Final Approach Spacing Tool. Each of these subsystems provides a collection of tools for specific controller positions and tasks. The design of two of these tools, the Descent Advisor, which provides automation tools for managing descent traffic, and the Traffic Management Advisor, which generates optimum landing schedules is focused on. The algorithms, automation modes, and graphical interfaces incorporated in the design are described

High performance computing simulator for the performance assessment of trajectory based operations

High performance computing (HPC), both at hardware and software level, has demonstrated significant improve- ments in processing large datasets in a timely manner. However, HPC in the field of air traffic management (ATM) can be much more than only a time reducing tool. It could also be used to build an ATM simulator in which distributed scenarios where decentralized elements (airspace users) interact through a centralized manager in order to generate a trajectory-optimized conflict-free scenario. In this work, we introduce an early prototype of an ATM simulator, focusing on air traffic flow management at strategic, pre-tactical and tactical levels, which allows the calculation of safety and efficiency indicators for optimized trajectories, both at individual and network level. The software architecture of the simulator, relying on a HPC cluster of computers, has been preliminary tested with a set of flights whose trajectory vertical profiles have been optimized according to two different concepts of operations: conventional cruise operations (i.e. flying at constant altitudes and according to the flight levels scheme rules) and continuous climb cruise operations (i.e., optimizing the trajectories with no vertical constraints). The novel ATM simulator has been tested to show preliminary benchmarking results between these two concepts of operations. The simulator here presented can contribute as a testbed to evaluate the potential benefits of future Trajectory Based Operations and to understand the complex relationships among the different ATM key performance areasPeer ReviewedPostprint (published version

CREATE - D5.2: Procedures validation identifying potential benefits and risks and stakeholders implementation suggestions - Exercise Results

This report is the deliverable “D5.2 - Procedures validation identifying potential benefits and risks and stakeholders implementation suggestions” of the H2020 SESAR CREATE project. The purpose of this document is to provide the exercise results of the “proof-of-concept” exercise of the CREATE concept of operations (CONOPS) and its solutions (SOL) developed under the previous work packages: • CREATE-SOL-1: Multi-scale multi-pollutant air quality system (AQS); • CREATE-SOL-2: Framework for multi-aircraft environmentally-scored weather-resilient optimized 4D-trajectories in the flight execution phase, WAAP = Weather Avoidance for extended air traffic control (ATC) planning. • CREATE-SOL-3: CO2 and non-CO2 balanced environmental scores module. The main exercise objective was to test the integrated concept of the various computational modules related to the CREATE solutions, and to investigate if the solutions provide operational benefits for the following use-cases; • TMA Naples ¿ reduced local air quality (LAQ) impacts and efficient thunderstorm evasion; • En-Route North-Atlantic tracks extending into the European Civil Aviation Conference (ECAC) area ¿ reduced environmental impacts in terms of CO2 and non-CO2 combined metric in climate sensitive areas (CSA) related to contrail formation regions (CFR), and efficient contrail and thunderstorm evasion. The methodology for the exercise was provided in the exercise plan, i.e. “D5.1 - software design for validation scenarios execution”.[4] The exercises were set up to assess the solutions for maturity level TRL1.Preprin

Investigating Conformance Monitoring Issues in Air Traffic Control Using Fault Detection Approaches

In order to maintain Air Traffic Control (ATC) system safety, security and efficiency, conformance monitoring must be performed to ensure that aircraft adhere to their assigned clearances. New Decision Support Tools (DSTs), coupled to advanced communication, navigation and surveillance technologies are being developed which may enable more effective conformance monitoring to be undertaken relative to today. However, there are currently no general analysis techniques to help identify fundamental conformance monitoring issues and more effective approaches that new DSTs should employ. An approach to address this need is presented in this work that draws parallels between ATC conformance monitoring and general system fault detection, allowing fault detection methods developed for other domains to be employed for this new application. The resulting Conformance Monitoring Analysis Framework provides a structure to research conformance monitoring issues and approaches. Detailed discussions are presented for each of the elements of the framework, including the Conformance Basis, Actual System Representation, Conformance Monitoring Model, Conformance Residual Generation and Decision-Making components. Flight test data during a simple lateral non-conformance maneuver was used to demonstrate various implementation options of the framework. Application of the framework for ATC conformance monitoring research was demonstrated using flight test and simulator data in various operational and surveillance environments. Key findings in the lateral, vertical and longitudinal domains during non-transitioning and transitioning flight regimes are presented. In general, it was found that more effective conformance monitoring can be conducted relative to existing systems in the non-transitioning environments when advanced surveillance systems provide higher accuracy, higher update rate and higher order dynamic state information for use in more sophisticated DST algorithms. This is contrasted to the significantly greater conformance monitoring challenges that exist in the transitioning regimes due to Conformance Basis and modeling uncertainties. These challenges can be handled through the use of procedural design, higher fidelity modeling techniques or the surveillance of intent states. Two extended applications of the framework are also presented: a method for intent inferencing to determine what alternative trajectory a non-conforming aircraft may be following and a technique for environmental parameter estimation.This work was funded by the NASA Langley Research Center under grant NAG1-02006. Sincere thanks to Richard Barhydt & Mark Ballin for their support through this grant. The authors would also like to thank Mike Paglione at the FAA Technical Center and Len Tobias at the NASA Ames Research Center for earlier support through the FAA/NASA Joint University Program under grant FAA95-G-017

SESAR Solution 08.01 Validation Plan (VALP) for V2 - Part I; D2.1.040

Dissemination level = CO confidentialThis validation plan describes the V2 validation activities planned for solution 1 of the PJ08 Advanced Airspace Management. The aim of the planned validation activities in Wave 1 is to complete V2 maturity level of the four Operational Improvements as foreseen in the Transition Validation Strategy [22]: • AOM-0208- B • AOM-0805 • AOM-0809A & AOM-0809-B • CM-0102- B Model based, fast time simulations and real time simulations are planned to address stakeholders’ needs and assess the KPAs. This document is part of a project that has received funding from the SESAR Joint Undertaking under grant agreement No 731796 under European Union’s Horizon 2020 research and innovation programme.SESAR Solution 08.01 Validation Plan (VALP) for V2 - Part I; D2.1.040acceptedVersio

En route speed optimization for continuous descent arrival

Continuous Descent Arrival (CDA) procedures have been shown to minimize the thrust required during landing, thereby reducing noise, emissions, and fuel usage for commercial aircraft. Thus, implementation of CDA at Atlanta's Hartsfield-Jackson International Airport, the world's busiest airport, would result in significant reductions in environmental impact and airline operating costs. The Air Transportation Laboratory at Georgia Tech, Delta Air Lines, and the local FAA facilities (Atlanta Center and Atlanta TRACON) collaborated to design CDA procedures for early morning arrivals from the west coast. Using the Tool for Analysis of Separation and Throughput (TASAT), we analyzed the performance of various aircraft types over a wide range of weights and wind conditions to determine the optimum descent profile parameters and to find the required spacing between aircraft types at a fixed metering point to implement the procedure. However, to see the full benefits of CDA, these spacing targets must be adhered, lest there will be a loss in capacity or negation of the noise, emissions, and fuel savings benefits. Thus a method was developed to determine adjustments to cruise speeds while aircraft are still en route, to achieve these spacing targets and to optimize fleet wide fuel burn increase. The tool in development, En route Speed Change Optimization Relay Tool (ESCORT), has been shown to solve the speed change problem quickly, incorporating aircraft fuel burn information and dividing the speed changes fairly across multiple airlines. The details of this tool will be explained in this thesis defense. Flight tests were conducted in April-May of 2007, where it was observed that the spacing targets developed by TASAT were accurate but that delivery of these aircraft to the metering point with the desired spacing targets was very challenging without automation. Thus, further flight tests will be conducted in 2008 using the en route spacing tool described above to validate the improvement it provides in terms of accurately delivering aircraft to the metering point.M.S.Committee Chair: Clarke, John-Paul; Committee Member: Barnes, Earl; Committee Member: Pritchett, Am