Sector-Less Air Traffic Management: Initial Investigations

Dương, Vũ; Gawinowski, Gilles; Nicolaon, Jean-Pierre; Nguyen, Huy-Hoang

doi:10.2514/atcq.10.4.379

Cited by 15 publications

(12 citation statements)

References 2 publications

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“…In the part of the CA that borders upon the AFA it is of a critical importance that the autonomous flights can be safely integrated with the rest of not-autonomous traffic, and that the airspace organization including traffic flow management enables a fractal dimension comparable to the fractal dimension of the AFA. Both major criteria of the CA bordering the AFA are met with the Automated Airspace (AA) type of CA proposed in [4], if a reception zone is introduced into the AA at its border with the AFA.…”

Section: Problem Of Transition Flight To/from Autonomous Flight Airspacementioning

confidence: 99%

“…The roles of controllers in the AA are strategic control of traffic flow, handling of unusual traffic situations, and monitoring and control of unequipped aircraft [4]. This facilitates the autonomous and non-autonomous aircraft mix in the AA.…”

Section: Problem Of Transition Flight To/from Autonomous Flight Airspacementioning

confidence: 99%

“…The statement holds for either freeflight [2], sector-less airspace [4], or automated airspace [5] envisioned to cope with the increasing demand in the crowded skies above.…”

mentioning

confidence: 99%

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The Autonomous Flight

Magister¹,

Zupanič²

2012

Advances in Air Navigation Services

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Section: Problem Of Transition Flight To/from Autonomous Flight Airspacementioning

confidence: 99%

Section: Problem Of Transition Flight To/from Autonomous Flight Airspacementioning

confidence: 99%

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The Autonomous Flight

Magister¹,

Zupanič²

2012

Advances in Air Navigation Services

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“…The deciding factor for the autonomous-flight [8], free-flight [5], sector-less [1], and automated [3] airspace feasibility is the ability of the future Airborne Separation Assurance Systems (ASAS) onboard each aircraft airborne to correctly and timely detect every potential in-flight conflict of lost separation. However, the conflict can only be detected opportunely and accurately if the ASAS is based upon four-dimensional prediction of airborne traffic situation.…”

Section: Introductionmentioning

confidence: 99%

Long Range Aircraft Trajectory Prediction

Magister¹

2012

PROMET

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INTRODUCTIONTo cope with the increasing demand in the crowded skies above and to make unmanned aircraft systems integrated flight operations possible diverse concepts of airspace organization and management are envisioned. The deciding factor for the autonomous-flight [8], free-flight [5], sector-less [1], and automated [3] airspace feasibility is the ability of the future Airborne Separation Assurance Systems (ASAS) onboard each aircraft airborne to correctly and timely detect every potential in-flight conflict of lost separation. However, the conflict can only be detected opportunely and accurately if the ASAS is based upon four-dimensional prediction of airborne traffic situation. The stability of the latter depends crucially upon the future trajectory of each and every aircraft aloft prediction accuracy.The problem is that with the existing technology and methodology the look-ahead time for the construction of accurate future trajectory of aircraft flight is reduced to only about 5 to 7 minutes in advance [6]. The longer look-ahead time results in predicted traffic situation instability [5] and consequently unreliability or even inability of conflict detection.A simple Traffic Collision Avoidance System-like model of flight predicts each aircraft future trajectory with extrapolation of its ground speed vector from the aircraft last position, while the aircraft ground speed vector is derived with interpolation between its last two known positions. For two aircraft encounters the simple model [9], where an aircraft about to descent and the intruder are denoted by index 2 and 1 respectively, can be written as: Obviously, this model (1) is based upon the presumptions of: (a) constant aircraft ground speed and direction v G , resulting in constant relative angles between aircraft in the horizontal y R and vertical q R plane, and therefore including (b) constant wind speed and direction, and (c) constant static state (temperature) of atmosphere as well. Impaired by the uncertainty in future aircraft trajectory, the simple model of aircraft relative flight (1) can be regarded as a short-range conflict detection instrument since it cannot account for the flight crew future intent regarding aircraft trajectory and flight regime as well as for weather conditions and future aircraft trajectory variations due to the aircraft true airspeed variableness. The longer look-ahead time based on the simple model of flight decreases the trajectory prediction accuracy which increases the air traffic controller safety margins as they are formed through experience and reflect the biasing of decisions to favour safety over accuracy including expectations regarding uncertainty in aircraft trajectory [7] reducing in the process the airspace utilization as well as air traffic flow efficiency.Because of the problem described, the ASAS on-board aircraft cannot assure conflict-free trajectory generation for descent through the autonomous flight airspace (AFA) as envisioned in [8] where probabilities of in-flight conflicts are dis...

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“…How does one simultaneously accommodate increasing numbers of aircraft into an already saturated airspace, whilst maintaining safety at at least current levels, and simultaneously improving the efficiency of Air Traffic Services by reducing delays? An innovative ATM concept, called Sector-Less Air Trafic Management, defined by [2] at the ATM conference, 2001 tries to answer this question.…”

Section: Introductionmentioning

confidence: 99%

Redesign of the European route network for sector-less

Rivière

The 23rd Digital Avionics Systems Conference (IEEE Cat. No.04CH37576)

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canacitv of air traffic control services force us to containing n aircraft, one controller will be responsible for a limited number of m aircraft, from departure to arrival terminal areas (TMA). The increase in air traffic and the limited simulator, The Secfor-Less concept will be evaluated in terms of capacity and delay due to conflicts. This will also provide the route density of the network necessary for this concept.

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Sector-Less Air Traffic Management: Initial Investigations

Cited by 15 publications

References 2 publications

The Autonomous Flight

The Autonomous Flight

Long Range Aircraft Trajectory Prediction

Redesign of the European route network for sector-less

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