A Simulator for Modeling Aircraft Surface Operations at Airports

Wood, Zachary; Kistler, Matthew; Rathinam, Sivakumar; Jung, Yoon

doi:10.2514/6.2009-5912

Cited by 23 publications

(20 citation statements)

References 2 publications

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“…For the remainder of this section the authors will refer to Tables 4,5,6,7,8,and 9. These tables give the total arrival taxi time savings, perimeter route use, feasibility of the single route model, the average arrival taxi times, and computational times.…”

Section: Preliminary Resultsmentioning

confidence: 99%

“…Often, aircraft wait in long queues to depart due to airport capacity limitations or non-optimal surface planning. Currently, ground and local controllers tend to make aircraft sequence decisions on a first-come-first-served basis or with simple heuristics based on local information [5]. While first-come-first-served is a good strategy for providing fair schedules, it guarantees neither maximum throughput nor minimum taxi times.…”

Section: Introductionmentioning

confidence: 99%

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A Mixed Integer Linear Program for Solving a Multiple Route Taxi Scheduling Problem

Montoya

Wood

Rathinam³

et al. 2010

AIAA Guidance, Navigation, and Control Conference

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Aircraft movements on taxiways at busy airports often create bottlenecks. This paper introduces a mixed integer linear program to solve a Multiple Route Aircraft Taxi Scheduling Problem. The outputs of the model are in the form of optimal taxi schedules, which include routing decisions for taxiing aircraft. The model extends an existing single route formulation to include routing decisions. An efficient comparison framework compares the multi-route formulation and the single route formulation. The multi-route model is exercised for east side airport surface traffic at Dallas/Fort Worth International Airport to determine if any arrival taxi time savings can be achieved by allowing arrivals to have two taxi routes: a route that crosses an active departure runway and a perimeter route that avoids the crossing. Results indicate that the multi-route formulation yields reduced arrival taxi times over the single route formulation only when a perimeter taxiway is used. In conditions where the departure aircraft are given an optimal and fixed takeoff sequence, accumulative arrival taxi time savings in the multi-route formulation can be as high as 3.6 hours more than the single route formulation. If the departure sequence is not optimal, the multi-route formulation results in less taxi time savings made over the single route formulation, but the average arrival taxi time is significantly decreased.

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Section: Preliminary Resultsmentioning

confidence: 99%

Section: Introductionmentioning

confidence: 99%

A Mixed Integer Linear Program for Solving a Multiple Route Taxi Scheduling Problem

Montoya

Wood

Rathinam³

et al. 2010

AIAA Guidance, Navigation, and Control Conference

Self Cite

View full text Add to dashboard Cite

show abstract

“…Unfortunately, this solution has limited value because many airport systems have exhausted their physical space or are constrained by various environmental regulations. In addition, [3] found that air traffic controllers use simple heuristics for scheduling. When trying to schedule a runway, air traffic controllers are faced with the problem of ordering aircraft to use the runway so that they yield maximum runway efficiency.…”

Section: Introductionmentioning

confidence: 99%

Runway Scheduling Using Generalized Dynamic Programming

Montoya

Wood

Rathinam

2011

AIAA Guidance, Navigation, and Control Conference

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A generalized dynamic programming method for finding a set of pareto optimal solutions for a runway scheduling problem is introduced. The algorithm generates a set of runway flight sequences that are optimal for both runway throughput and delay. Realistic timebased operational constraints are considered, including miles-in-trail separation, runway crossings, and wake vortex separation. The authors also model divergent runway takeoff operations to allow for reduced wake vortex separation. A modeled Dallas/Fort Worth International airport and three baseline heuristics are used to illustrate preliminary benefits of using the generalized dynamic programming method. Simulated traffic levels ranged from 10 aircraft to 30 aircraft with each test case spanning 15 minutes. The optimal solution shows a 40-70 percent decrease in the expected delay per aircraft over the baseline schedulers. Computational results suggest that the algorithm is promising for real-time application with an average computation time of 4.5 seconds. For even faster computation times, two heuristics are developed. As compared to the optimal, the heuristics are within 5% of the expected delay per aircraft and 1% of the expected number of runway operations per hour and can be 1000x faster.

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“…With regards to airplane traffic a few models have been developed to simulate ground operations on airports [8,9]. These models' significant weakness is their usage of a constant taxiing speed.…”

Section: Cellular Automata For Airplane Trafficmentioning

confidence: 99%

“…The International Civil Aviation Organization (ICAO) assumes airplanes taxiing at 7 % thrust (engine power setting) [15]. Further publications using flight data recorder archives propose different values from 4 % [9] up to 9 % [17]. By use of the ICAO thrust value, fuel burn for the most used airplanes in Duesseldorf can be found in Tab.…”

Section: Cellular Automata For Airplane Trafficmentioning

confidence: 99%

Simulation and Optimization of Ground Traffic on Airports using Cellular Automata

Mazur

Schreckenberg

2018

Coll Dyn

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Due to increasing numbers of airplane operations on international airports in Germany, the efficiency of airport-ground operations becomes more and more important. Some airports, such as the international airport of Duesseldorf, have reached their capacity limit and need major improvements in order to handle the continuously growing number of airplanes and passengers. Further expansion of the airport is impossible because of limited space. To improve airport-ground operations, simulations are useful for evaluating suggestions in advance and for avoiding poor planning. Therefore the CAMAT-Model was developed (Cellular Automaton Model for Airport Traffic), seeking to simulate the dynamics of all airplanes as realistically as possible. Improvements on the current layout as well as new taxiways and new taxiing routes can be simulated.In this paper we present the CAMAT-Model as well as examples of possible improvements at the airport of Duesseldorf and their influence on airplanes' average taxiing times.

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A Simulator for Modeling Aircraft Surface Operations at Airports

Cited by 23 publications

References 2 publications

A Mixed Integer Linear Program for Solving a Multiple Route Taxi Scheduling Problem

A Mixed Integer Linear Program for Solving a Multiple Route Taxi Scheduling Problem

Runway Scheduling Using Generalized Dynamic Programming

Simulation and Optimization of Ground Traffic on Airports using Cellular Automata

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