Enabling user preferences through data exchange

Green, Steven M.; Goka, T.; Williams, D. H.

doi:10.2514/6.1997-3682

Cited by 18 publications

(4 citation statements)

References 2 publications

(5 reference statements)

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“…In addition, good precision between airborne Flight Management Systems (FMS) and ATC-DST trajectory predictions will maximize the potential for DAG-TM concepts by ensuring the interoperability of air and ground automation. 14,15 Further details on EDA trajectory-prediction methods and prediction-accuracy validation results may be found in Ref. 12,16, and 17.…”

Section: Core Eda Capabilitiesmentioning

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 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: Core Eda Capabilitiesmentioning

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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“…A process to integrate user preferences in air traffic management (ATM) by means of data exchange between the user (AOC or pilot) and ATM is described in reference [14]. The authors consider the exchange of maneuver cost information as one element within a more elaborate trajectory negotiation process.…”

Section: Introductionmentioning

confidence: 99%

Trajectory management driven by user preferences

Torres¹,

Martin²,

Klooster³

et al. 2011

2011 IEEE/AIAA 30th Digital Avionics Systems Conference

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The evolution of the Traffic Flow Management (TFM) and Air Traffic Control (ATC) systems towards Trajectory Based Operations (TBO) is constrained by the need to support a mixed fleet of aircraft for the foreseeable future. Trajectory synchronization and negotiation in particular are key enablers of TBO that need to take into account both the advanced capabilities in existing and future Flight Management Systems (FMS), and the limitations in performance and capabilities of legacy aircraft. Trajectory management systems will have to address the challenges imposed by this reality. Lockheed Martin and General Electric (GE) have established a Joint Strategic Research Initiative (JSRI) to develop technologies that can efficiently address the challenges of trajectory management. In this paper, we describe a user preference driven trajectory management concept that was developed under the JSRI. The idea consists of providing flight-specific cost information to Decision Support Tools (DST) used by controllers for strategic conflict resolution and schedule management. The cost of operating a flight may be decomposed into the cost of fuel and other direct and time related costs (such as crew pay, aircraft maintenance, or connecting passengers). In current operations, there is no practical mechanism to make this information known to the ground automation (or the controller) which needs to make changes to the business trajectory; moreover, much of this information is considered proprietary or sensitive by the operators, making it difficult or impossible to determine the true cost impact of modifications to the reference business trajectory. However, it is precisely the overall cost of operations that should be driving the decision process. A mechanism has been developed to extract the effective operating cost from the FMS and to make that information available to ground DSTs. Cost information is encoded in coefficients that do not reveal operator specific business strategies that may be considered proprietary. This enables the ground controller (and DSTs) to make an informed decision that may increase the likelihood of operators business objectives being accommodated, and would allow operators to better inform ATC's decisions such that the impact on the business objectives are minimized when changes are required. The encoding of cost information is made in a compact way so that communication band-width requirements are reasonable.

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“…The ability to specify the preferred arrival order within the user's own arrival bank is useful for maximizing bank integrity and minimizing bank time; i.e., exchange of passengers/cargo and aircraft servicing. 5 The development of new arrival ow managementtechniquesthat considerpriorities expressedby air carriers will likely reduce the economic impact of ATM restrictions on the airlines. This leads to increased airline economic ef ciencyby allowing airlines to have greatercontrolover their individual arrival banks of aircraft.…”

Section: Introductionmentioning

confidence: 99%

Delay Exchanges in Arrival Sequencing and Scheduling

Carr

Erzberger

Neuman

1999

Journal of Aircraft

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Air traf c management (ATM) must often place restrictions on arriving ights transitioning from en route airspace to highly congested terminal airspace. The restriction of arrival traf c, or arrival ow management, is performed without regard for the relative priority that airlines may be placing on individual ights. The development of new arrival ow management techniques that consider priorities expressed by air carriers will reduce the economic impact of ATM restrictions and lead to increased airline economic ef ciency by allowing airlines to have greater control over their individual arrival banks of aircraft. NASA is exploring the possibility of allowing airlines to express relative arrival priorities to ATM through the development of new sequencing and scheduling algorithms that take airline arrival preferences into account. This paper introduces the concept of "delay exchange," which is de ned as a fair method of accommodating an airline request for an earlier arrival by advancing the landing time of one aircraft while simultaneously delaying another aircraft from the same airline. Fast-time simulation is used to evaluate the feasibility of scheduling these delay exchanges among individual arriving aircraft. Results show that the probability of successfully time advancing an aircraft is highest for an algorithm that allows delay exchange between aircraft arriving at any feeder x. Results also show that the success of this algorithm varies with airport acceptance rate, indicating that the performance of this algorithm is a function of traf c density as well as the position of the aircraft within the traf c rush interval.

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Enabling user preferences through data exchange

Cited by 18 publications

References 2 publications

En route Descent Advisor concept for arrival metering

En route Descent Advisor concept for arrival metering

Trajectory management driven by user preferences

Delay Exchanges in Arrival Sequencing and Scheduling

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