Central East Pacific Flight Routing

Grabbe, Shon; Sridhar, Banavar; Kopardekar, Parimal; Cheng, Nadia

doi:10.2514/6.2006-6773

Cited by 30 publications

(35 citation statements)

References 6 publications

(1 reference statement)

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“…Quasi-linearization has been shown to be effective in free flight problems with dense traffic conditions [30]. For creating wind-optimal free flight routes dynamic programming methods have shown to be effective [19]. Also rule based systems have been used to handle conflicts in free flight systems [17].…”

Section: Traditional Air Traffic Management Approachesmentioning

confidence: 99%

“…In addition to being applied to the current airspace model, traditional optimization methods have also been applied to "free flight" paradigms, where aircraft can improve efficiency by using custom routes [8,17,19,25,30,35,50]. Quasi-linearization has been shown to be effective in free flight problems with dense traffic conditions [30].…”

Section: Traditional Air Traffic Management Approachesmentioning

confidence: 99%

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A multiagent approach to managing air traffic flow

Agogino

Tumer

2010

Auton Agent Multi-Agent Syst

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Abstract. Intelligent air traffic flow management is one of the fundamental challenges facing the Federal Aviation Administration (FAA) today. FAA estimates put weather, routing decisions and airport condition induced delays at 1,682,700 hours in 2007 [18], resulting in a staggering economic loss of over $41 Billion [42]. New solutions to the flow management are needed to accommodate the threefold increase in air traffic anticipated over the next two decades. Indeed, this is a complex problem where the interactions of changing conditions (e.g., weather), conflicting priorities (e.g., different airlines), limited resources (e.g., air traffic controllers) and heavy volume (e.g., over 40,000 flights over the US airspace) demand an adaptive and robust solution.In this paper we explore a multiagent algorithm where agents use reinforcement learning to reduce congestion through local actions. Each agent is associated with a fix (a specific location in 2D space) and has one of three actions: setting separation between airplanes, ordering ground delays or performing reroutes. We simulate air traffic using FACET which is an air traffic flow simulator developed at NASA and used extensively by the FAA and industry. Our FACET simulations on both artificial and real historical data from the Chicago and New York airspaces show that agents receiving personalized rewards reduce congestion by up to 80% over agents receiving a global reward and by up to 90% over a current industry approach (Monte Carlo estimation).

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Section: Traditional Air Traffic Management Approachesmentioning

confidence: 99%

Section: Traditional Air Traffic Management Approachesmentioning

confidence: 99%

A multiagent approach to managing air traffic flow

Agogino

Tumer

2010

Auton Agent Multi-Agent Syst

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“…A recent study examines the travel time and fuel usage savings of transitioning from the fixed Central East Pacific routes to user-preferred routes through develop minimum time wind-optimal routes using dynamic programming algorithm [6]. Several new operational strategies in air traffic management have been proposed that can potentially mitigate the impact of persistent contrail on climate change.…”

Section: Introductionmentioning

confidence: 99%

Cross-polar aircraft trajectory optimization and the potential climate impact

Sridhar

Chen²,

Ng³

2011

2011 IEEE/AIAA 30th Digital Avionics Systems Conference

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Cross-Polar routes offer new opportunities for air travel markets. Transpolar flights reduce travel times, fuel burns, and associated environmental emissions by flying direct paths between many North American and Asian cities. This study evaluates the potential benefits of flying wind-optimal polar routes and assessed their potential impact on climate change. An optimization algorithm is developed for transpolar flights to generate wind-optimal trajectories that minimize climate impact of aircraft, in terms of global warming potentials (relative to warming by one kg of CO 2 ) of several types of emissions, while avoiding regions of airspace that facilitate persistent contrail formation. Estimations of global warming potential are incorporated into the objective function of the optimization algorithm to assess the climate impact of aircraft emissions discharged at a given location and altitude. The regions of airspace with very low ambient temperature and areas favorable to persistent contrail formation are modeled as undesirable regions that aircraft should avoid and are formulated as soft state constraints. The fuel burn and climate impact of cross-polar air traffic flying various types of trajectory including flight plan, great circle, windoptimal, and contrail-avoidance are computed for 15 origin-destination pairs between major international airports in the U.S. and Asia. Wind-optimal routes reduce average fuel burn of flight plan routes by 4.4% on December 4, 2010 and 8.0% on August 7, 2010, respectively. The tradeoff between persistent contrail formation and additional global warming potential of aircraft emissions is investigated with and without altitude optimization. Without altitude optimization, the reduction in contrail travel times is gradual with increase in total fuel consumption. When altitude is optimized, a one percent increase in additional global warming potential, a climate impact equivalent to that of 4070kg and 4220kg CO 2 emission, reduces 135 and 105 minutes persistent contrail formation per flight during a day with medium and high contrail formation, respectively.

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“…In Ref. 10 the benefits of wind-optimal routing in the Central East Pacific region were evaluated. The study found an average time and distance savings of 4.8 minutes and 4.0 nmi per flight, respectively.…”

Section: Introductionmentioning

confidence: 99%

“…[6][7][8][9][10][11][12][13] In Ref. 7, it was shown that significant cost savings could be achieved without adversely impacting the traffic management functions.…”

Section: Introductionmentioning

confidence: 99%

Economic and Safety Impacts of Flight Routing in the National Airspace System

Palopo¹,

Windhorst²,

Musaffar³

et al. 2007

7th AIAA ATIO Conf, 2nd CEIAT Int'l Conf on Innov and Integr in Aero Sciences,17th LTA Systems Tech Conf; Followed by 2nd TEOS

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A study analyzing the economic and safety impacts of different flight routing methods in the National Airspace System is presented. It compares filed flight routes, wind-optimal routes, and great-circle routes. Routing differences are measured by flight time, fuel burn, sector count, and number of conflicts. Wind-optimal routes exhibit on average approximately one percent less flight time and fuel burn than filed flight routes. In addition, they produce an average of 13 less conflicts in Class A airspace (18,000 feet and above). All three routing methods are qualitatively equivalent in terms of sector count distribution. These results agree with earlier studies, which investigated some combinations of these types of routes and metrics. The contribution of this paper is that it consistently compares the three routing methods across the United States using the four metrics.

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Central East Pacific Flight Routing

Cited by 30 publications

References 6 publications

A multiagent approach to managing air traffic flow

A multiagent approach to managing air traffic flow

Cross-polar aircraft trajectory optimization and the potential climate impact

Economic and Safety Impacts of Flight Routing in the National Airspace System

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