Terminal area trajectory synthesis for air traffic control automation

Slattery, Rhonda

doi:10.1109/acc.1995.520941

Cited by 20 publications

(10 citation statements)

References 4 publications

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“…Algorithms for accurate metering conformance, conflict detection, and conflict resolution have been developed and integrated within research-prototype software. 12,18 This section presents an overview of the conceptual approach and motivation to the EDA algorithms for arrival-metering advisories.…”

Section: Integration Of Metering Conformance and Cdandrmentioning

confidence: 99%

“…Figure 7 illustrates the final goal of strategic trajectory planning for conflict-free metering conformance. For this case, the EDA automatic-resolution function 18 was activated. Although normally active, this function was de-activated for the previous two cases (figures 5 and 6) to illustrate the contribution of metering conformance to conflict probe.…”

Section: Controller Plansmentioning

confidence: 99%

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En route Descent Advisor concept for arrival metering

Green

Vivona²

2001

AIAA Guidance, Navigation, and Control Conference and Exhibit

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The En-route Descent Advisor (EDA) is a set of decision support tool (DST) capabilities for managing complex en route traffic subject to metering restrictions. The goal is to enable controller procedures to evolve from today's emphasis on sector management towards procedures more oriented towards trajectory management. EDA will help controllers transition traffic from a "Free Flight" (minimally restricted) en route environment into an efficiently organized arrival flow into terminal airspace. EDA assists controllers with high-density arrival metering by providing fuelefficient metering-conformance advisories that are integrated with conflict detection and resolution (CD&R) capabilities. Results of engineering analyses indicate that EDA advisories, based on accurate trajectory-prediction techniques, have the potential to reduce the rate of conflict-probe false alarms and missed alerts by 20% and improve the efficiency of transition airspace operations resulting in an annual nationwide benefit of $ 291 million.

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Section: Integration Of Metering Conformance and Cdandrmentioning

confidence: 99%

Section: Controller Plansmentioning

confidence: 99%

En route Descent Advisor concept for arrival metering

Green

Vivona²

2001

AIAA Guidance, Navigation, and Control Conference and Exhibit

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“…The full DA interface was used for data collection and conflict prediction. 7 The TMA station included the normal complement of TMA displays for displaying arrival traffic demand and delay in plan view, timeline, and load graph formats. 8 For this test, the TMA station also included a display of DA data for monitoring the test activities, as well as a data link communications terminal for accessing the UAL dispatch database and facilitating two-way data link communications with UAL flight crews via the ARINC [Aeronautical Radio, Inc.] Communications Addressing and Reporting System (ACARS).…”

Section: Ctas Systemmentioning

confidence: 99%

Field evaluation of descent advisor trajectory prediction accuracy for en-route clearance advisories

Green

Vivona²,

Grace

et al. 1998

Guidance, Navigation, and Control Conference and Exhibit

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The Descent Advisor (DA) automation tool has undergone a series of field tests at the Denver Air Route Traffic Control Center to study the feasibility of DAbased clearances and procedures. The latest evaluation, conducted in the fall of 1995, expanded the operational nature of DA testing to include a wider variety of test conditions. A total of 197 commercial flights from three airlines participated in the study over twenty-three days of testing. Aircraft included large and heavy jet transports, both conventional-and flight-managementsystem-equipped, and turboprop commuter types. The primary objective was to measure DA trajectory prediction accuracy for use in validating DA metering advisories and developing conflict-probe error models. Previous evaluations, involving large jet types only, demonstrated an arrival time prediction accuracy within 20 sec. The 1995 test results indicate a mean error of 0.5 sec late with a standard deviation of 14.3 sec. The least variation was found for flight-management-systemequipped jets with a standard deviation of 11.9 sec compared to 15.2 and 15.4 sec for conventionalequipped jets and turboprop types respectively. This paper describes the test and presents an analysis of the descent trajectory prediction accuracy in terms of errors in the horizontal profile, altitude profile, and arrival time.

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“…The time-scales for ETAs and STAs (FCFS and 2-CPS in this instance) have been shifted by a constant amount to make the figure more compact, with the assumption that all aircraft take the same amount of time to travel from the Center boundary to the runway. This can be easily extended to the case where the different travel times are known from the Trajectory Synthesizer [16], [23].…”

Section: A Minimizing Average Delaymentioning

confidence: 99%

“…Every airport is located within a center. Once an arriving aircraft is at the boundary of the center (about 45-60 min from the destination airport), tools such as the Trajectory Synthesizer (a decision-support system developed by NASA that predicts a complete time-based trajectory along the expected path [23]) may be used to determine the ETA at which the aircraft will land on an assigned runway, assuming it follows a nominal route and speed profile [18]. If the aircraft is speeded up, the actual time of arrival will be earlier than the estimated time of arrival.…”

Section: ) Limited Deviation From Fcfsmentioning

confidence: 99%

A Study of Tradeoffs in Scheduling Terminal-Area Operations

Lee

Balakrishnan

2008

Proc. IEEE

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| The terminal area surrounding an airport is an important component of the air transportation system, and efficient terminal-area schedules are essential for accommodating the projected increase in air traffic demand. Aircraft arrival schedules are subject to a variety of operational constraints, such as minimum separation for safety, required arrival time-windows, limited deviation from a first-come firstserved sequence, and precedence constraints. There is also a range of objectives associated with multiple stakeholders that could be optimized in these schedules; the associated tradeoffs are evaluated in this paper. A dynamic programming algorithm for determining the minimum cost arrival schedule, given aircraft-dependent delay costs, is presented. The proposed approach makes it possible to determine various tradeoffs in terminal-area operations. A comparison of maximum throughput and minimum average delay schedules shows that the benefit from maximizing throughput could be at the expense of an increase in average delay, and that minimizing delay is the more advantageous of the two objectives in most cases. A comprehensive analysis of the tradeoffs between throughput and fuel costs and throughput and operating costs is conducted, accounting for both the cost of delay (as reported by the airlines) and the cost of speeding up when possible (from models of aircraft performance).

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Terminal area trajectory synthesis for air traffic control automation

Cited by 20 publications

References 4 publications

En route Descent Advisor concept for arrival metering

En route Descent Advisor concept for arrival metering

Field evaluation of descent advisor trajectory prediction accuracy for en-route clearance advisories

A Study of Tradeoffs in Scheduling Terminal-Area Operations

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