477 research outputs found
Effect of radii of exemption on ground delay programs with operating cost based cruise speed reduction
When a ground delay program (GDP) is defined, a radius of exemption is typically set to exclude from having to realize ground delay aircraft departing from greater distances than the selected radius distance. A trade-off exists when defining this radius: big radii distribute the required delay among more aircraft and reduce the airborne holding delay close to the destination airport, while the probability to realize unnecessary delay increases if the program is canceled before planned. In order to overcome part of this drawback, a cost based cruise speed reduction strategy aiming at realizing airborne delay was suggested by the authors in previous publications. By flying slower, at a specific speed, aircraft that are airborne can recover part of their initially assigned delay without incurring extra cost if the GDP is canceled before planned. In this paper, the effect of the exemption radius is assessed when applying this strategy and a case study is presented by analyzing all the GDPs that took place at Chicago O'Hare International Airport during one year. Results show that by the introduction of this technique, more delay can be saved. Thus, it is possible to define larger radii of exemption, reducing partially the drawbacks associated with smaller radii.Peer ReviewedPostprint (published version
An optimisation framework for aircraft operators dealing with capacity-demand imbalances in SESAR
This paper presents a framework for the negotiation
phase that is foreseen in the new operational concept proposed in
the Single European Sky Research (SESAR) program. In particular,
this paper describes a possible strategy for the airspace users
in order to deal with the Collaborative Decision Making (CDM)
process that is expected in this future scenario. In the SESAR
scenario, airspace users will become owners of their trajectories
and they will be responsible to solve possible mismatches between
capacity and demand in a particular airspace sector. The aim of
this strategy is to improve the efficiency in the CDM process by
computing the different operational costs associated to different
solutions that may solve a particular demand-capacity imbalance
in the airspace. This will allow them to optimise their operating
costs while reducing fuel consumption and therefore being more
environmentally friendly. Some suggestions have already been
done for the CDM mechanism, for instance the use of auctions.
However, the different options that aircraft operators might use
have not yet been sufficiently investigated. In this paper, the authors
propose an optimisation framework for aircraft operators
aimed at computing 4D trajectories with time constraints to deal,
in this way, with possible airspace regulations. Once a nominal
flight plan and a potential regulation is known, it is suggested
to compute several possible alternative flight plans (including rerouting,
but also altitude and speed profiles) that may solve the
capacity-demand problem. If more than one regulation is applied
to the flight, a tree of options is subsequently computed. The cost
of each optimised the option is also calculated in order to allow
the airspace users to initiate the negotiation process with other
airlines. Finally, a preliminary example is given at the end of this
paper in order to better illustrate the proposed methodology.Postprint (published version
Fuel consumption assessment for speed variation concepts during the cruise phase
Postprint (published version
An Assessment for UAS Traffic Awareness Operations
Technology evolution in the field of Unmanned
Aircraft Systems (UAS) will affect the Air Traffic
Management (ATM) performance regarding
to new military and civil applications. UAS, as
new airspace users, will represent new challenges
and opportunities to design the ATM system of
the future. The goal of this future ATM network
is to keep intact (or improve) the network in terms
of security, safety, capacity and efficiency level.
On the other hand, most UAS are, at present, designed
for military purposes and very few civil
applications have been developed mainly because
the lack of a regulation basis concerning their certification,
airworthiness and operations. Therefore,
UAS operations have always been solutions
highly dependent on the mission to be accomplished
and on the scenario of flight. The generalized
development of UAS applications is still
limited by the absence of systems that support
the development of the actual operations. Moreover,
the systematic development of UAS missions
leads to many other operational risks that
need to be addressed. All this elements may delay,
increase the risk and cost in the implementation
of a new UAS application.Peer ReviewedPostprint (published version
Fibrosis glĂștea: Âżesencial o secundaria?
Constatamos la rara frecuencia de esta afecciĂłn presentando 5 observaciones
de Fibrosis GlĂștea recogidas en tres casos clĂnicos estudiados. Dos son bilaterales y uno afecta
a un solo glĂșteo. HabiĂ©ndose invocado, por los autores consultados, etiologĂas diversas, actualmente
sigue siendo desconocida. Creemos de interés resaltar que los casos presentados se trataron
en las etapas finales de crecimiento, mientras que los referidos en la literatura consultada
todos han recibido tratamiento quirĂșrgico en edad temprana. El tratamiento es de resultado satisfactorio,
independientemente de la edad y de la tĂ©cnica quirĂșrgica empleada.Three patients affected with gluteal fibrosis are colected by the authors. Two
cases had bilateral presentation and one patient was unilateral. According to the literature, the
aetiology continue to be unknow. All patients were treated at the end of growthing period, while
all cases collected in the literature were treated early. The results have been satisfactory without
relation to age or the surgical procedure employed
An assessment for UAS depart and approach operations
Unmanned Aerial Systems (UAS) have great potential to be used in a wide variety of civil applications such as environmental applications, emergency situations, surveillance tasks and more. The development of Flight Control Systems (FCS) coupled with the availability of other Commercial Off-The Shelf (COTS) components is enabling the introduction of UAS into the civil market. The sophistication of existing FCS is also making these systems accessible to end users with little aeronautics expertise. However, much work remains to be done to deliver systems that can be properly integrated in standard aeronautical procedures used by manned aviation. In previous research advances have been proposed in the flight plan capabilities by offering semantically much richer constructs than those present in most current UAS autopilots. The introduced flight plan is organized as a set of stages, each one corresponding to a different flight phase. Each stage contains a structured collection of legs inspired by current practices in Area Navigation (RNAV). However, the most critical parts of any flight, the depart and approach operations in an integrated airspace remain mostly unexplored. This paper introduces an assessment of both operations for UAS operating in VFR and IFR modes. Problems and potential solutions are proposed, as well as an automating strategy that should greatly reduce pilot workload. Although the
Document type: Conference objec
Agent-based simulation framework for airport collaborative decision making
Airport C
ollaborative Decision Making
(A
-
CDM)
is
based on information sharing.
A better use of resources can be
attained w
hen the different
stakeholders
at
airport operations
share their more accurate and updated information
.
One of the
main difficulties when dealing with this
information sharing
concept is the number of stakeholders involved and their
different
interest and
behaviour
:
aircraft operators
,
gro
und
handling companies,
airport authority,
air traffic control and the
Central Flow Management Unit
.
It is paramount to quantify the
benefit of an airport collaborative decision making strategy in
order to involve all these different organisations.
Simulat
ions are
required to analyse the
overall system and its
emerging
behaviour
.
This paper presents
the development and initial
t
est
ing of
a
n agent
-
based framework
,
which
allows
this
behavioural
analysis
to be done
.
The simulator explicitly
represents the diff
erent stakeholders
involved in the A
-
CDM and
the
interactions between them
during the 16 milestones defined
by
EUROCONTROL
o
n its A
-
CDM implementation manual
.
T
his framework allows independent
gradual
development of local
behaviours
and optimisation,
and
a gradual
increase
on
complexity and fidelity on the simulationsPeer ReviewedPostprint (published version
In-flight cost index optimisation upon weather forecast updates
This paper presents an optimisation framework to compute the altitude and speed profiles of a trajectory in the execution phase of the flight, such that the expected total cost (ETC) of the operation is minimised (i.e. modelling the expected cost of delay and fuel â including arrival uncertainties â at the arrival gate). This is achieved with a two-stage optimisation strategy: a trajectory optimiser that minimises a generalised direct operating cost function, for a given cost index; and an upper-level optimiser, which obtains the best cost index that minimises the ETC. Several case studies are presented for different departure delays, while considering the impact of two different weather forecast updates too: a region with relative high head-winds appearing half way across teh flight; and a cold atmosphere scenario, with a tropopause altitude lower than standard conditions. ETC savings with respect to following the operational flight plan increase with departure delay, as expected. Due to the non-linearity of the cost function, however, the benefits of considering the weather update depend on the actual value of the departure delay, showing the convenience of integrating the proposed approach into a crew decision support tool in order to avoid sub-optimal decisions.This work has been performed as part of Pilot3 innovation action which has received funding from the Clean Sky 2Joint Undertaking (JU) under grant agreements No 863802. The JU receives support from the European Unionâs Horizon 2020 research and innovation programme and the Clean Sky 2 JU members other than the Union.Peer ReviewedPostprint (author's final draft
Enhanced Demand and Capacity Balancing based on alternative trajectory options and traffic volume hotspot detection
Nowadays, regulations in Europe are applied at traffic volume (TV) level consisting in a reference location, i.e. a sector or an airport, and in some traffic flows, which act as directional traffic filters. This paper presents an enhanced demand and capacity balance (EDCB) formulation based on constrained capacities at traffic volume level. In addition, this approach considers alternative trajectories in order to capture the user driven preferences under the trajectory based operations scope. In fact, these alternative trajectories are assumed to be generated by the airspace users for those flights that cross regulated traffic volumes, where the demand is above the capacity. For every regulated trajectory the network manager requests two additional alternative trajectories to the airspace users, one for avoiding the regulated traffic volumes laterally and another for avoiding it vertically. This paper considers that the network manager allows more flexibility for the new alternative trajectories by removing restrictions in the Route Availability Document (RAD). All the regulated trajectories (and their alternatives) are considered together by the EDCB model in order to perform a centralised optimisation minimising the the cost deviation with respect to the initial traffic situation, considering fuel consumption, route charges and cost of delay. The EDCB model, based on Mixed-Integer Linear Programming (MILP), manages to balance the network applying ground delay, using alternative trajectories or both.
A full day scenario over the ECAC area is simulated. The regulated traffic volumes are identified using historical data (based on 28th July of 2016) and the results show that the EDCB could reduce the minutes of delay by 70%. The cost of the regulations is reduced by 11.7%, due to the reduction of the delay, but also because of the savings in terms of fuel and route charges derived from alternative trajectories.Peer ReviewedPostprint (published version
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