4D Trajectory and Time-of-Arrival Control to Enable Continuous Descent Arrivals

Klooster, Joel K.; Wichman, Keith D.; Bleeker, Okko

doi:10.2514/6.2008-7402

Cited by 43 publications

(26 citation statements)

References 3 publications

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“…5 TEMO uses energy principles to reduce aircraft fuel burn, gaseous emissions and noise nuisance whilst maintaining runway capacity. TEMO differs from other CDO concepts [6][7][8][9][10][11][12] by explicitly using an energy management algorithm 13 to achieve a continuous engine-idle descent, while satisfying time constraints at two control points, Initial Approach Fix (IAF) and the runway threshold. When integrated in a capable Flight Management System (FMS) and autopilot, TEMO could in principle be used in full authority automation during the descent phase of flight.…”

Section: Introductionmentioning

confidence: 99%

Time and Energy Management During Approach: A Human-in-the-Loop Study

Jong

Bussink²,

Verhoeven³

et al. 2017

Journal of Aircraft

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Section: Introductionmentioning

confidence: 99%

Time and Energy Management During Approach: A Human-in-the-Loop Study

Jong

Bussink²,

Verhoeven³

et al. 2017

Journal of Aircraft

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“…The difference 2.C. [5][6] in Top of Descent location is less than 1NM for the nominal speed schedule (0.82/300kts) and less than 4NM for the speed schedules near the boundaries of the speed envelope. The arrival time, measured over a fixed total distance, differed by no more than 5 seconds for the nominal speed schedules and by no more than 9 seconds for the minimum and maximum speed schedules.…”

Section: Evaluation Of Trajectory Predictionmentioning

confidence: 95%

“…With this simple wind-blending algorithm, the maximum wind error between the actual wind profile and the predicted wind profile in the experimental FMS was either 15 or 25 knots at FL160. These wind prediction errors can be considered realistic, taking into account observations from CASSIS flight trials presented in [6].…”

Section: Windmentioning

confidence: 99%

Flight simulations using time control with different levels of flight guidance

Smedt

Pütz

2009

2009 IEEE/AIAA 28th Digital Avionics Systems Conference

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4D-trajectory-based operations are proposed by SESAR 1 and NextGen 2 as fundamental cornerstones of Air Traffic Management (ATM) system improvements of the future. An airborne Required Time of Arrival (RTA) function is seen as an initial enabler to allow better and more accurate planning of aircraft arriving, for example, at airspace sector boundaries or at the entry of a Terminal Area (TMA). Today, not all aircraft are equipped with RTA. In addition, aircraft have varying FMS trajectory prediction performances, varying levels of flight guidance functions (for example VNAV) and some aircraft do not have auto-thrust. All these factors may have an impact on the ability of an aircraft to fly a trajectory with a time constraint.To assess the feasibility of implementing arrival time control in an existing aircraft without excessive hardware modifications, an experimental FMS with RTA capability was developed and coupled to an existing Airbus A330 flight simulator at the scientific research facility of the Berlin Institute of Technology.A series of flight simulations was performed, using the RTA function in combination with different vertical profiles and different levels of flight guidance and automation. Some flights were flown using manual pitch control and without auto-thrust. Nearly all flights achieved an arrival time error of less than 10 seconds. Minimum flight guidance requirements were identified as an indication of the required calibrated airspeed (CAS) in the primary field of view of the pilot and an indication of the deviation from the reference vertical profile (VDEV). Finally a new RTA algorithm was designed to reduce the magnitude of the speed variations and was tested by means of fast-time simulation.

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“…[1][2][3][4][5][6][7][8][9][10][11] The Efficient Descent Advisor [6][7][8][9][10][11] (EDA) is a decision-support tool for air-traffic controllers that can generate trajectory-based clearance advisories that define continuous descent approaches (CDAs). The advisories could also be generated so that they satisfy arrival-scheduling constraints and satisfy minimum separation requirements with respect to the predicted locations of other traffic.…”

Section: Introductionmentioning

confidence: 99%

Estimating Controller Intervention Probabilities for Optimized Profile Descent Arrivals

Meyn

Erzberger

Huynh³

2011

11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference

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Simulations of arrival traffic at Dallas/Fort-Worth and Denver airportswere conducted to evaluate incorporating scheduling and separation constraints into advisories that define continuous descent approaches. The goal was to reduce the number of controller interventions required to ensure flights maintain minimum separation distances of 5 nmi horizontally and 1000 ft vertically. It was shown that simply incorporating arrival meter fix crossing-time constraints into the advisory generation could eliminate over half of the all predicted separation violations and more than 80% of the predicted violations between two arrival flights. Predicted separation violations between arrivals and non-arrivals were 32% of all predicted separation violations at Denver and 41% at Dallas/Fort-Worth. A probabilistic analysis of meter fix crossing-time errors is included which shows that some controller interventions will still be required even when the predicted crossing-times of the advisories are set to add a 1 or 2 nmi buffer above the minimum in-trail separation of 5 nmi. The 2 nmi buffer was shown to increase average flight delays by up to 30 sec when compared to the 1 nmi buffer, but it only resulted in a maximum decrease in average arrival throughput of one flight per hour.

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4D Trajectory and Time-of-Arrival Control to Enable Continuous Descent Arrivals

Cited by 43 publications

References 3 publications

Time and Energy Management During Approach: A Human-in-the-Loop Study

Time and Energy Management During Approach: A Human-in-the-Loop Study

Flight simulations using time control with different levels of flight guidance

Estimating Controller Intervention Probabilities for Optimized Profile Descent Arrivals

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