Flight-Deck Surface Trajectory-Based Operations

Foyle, David C.; Hooey, Becky L.; Bakowski, Deborah L.; Kunkle, Christina L.

doi:10.1080/10508414.2015.1097090

Cited by 3 publications

(1 citation statement)

References 12 publications

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“…Final average RTA error was reduced to +/-6 seconds, but with increased head-down time, pilots reported that "bounding" the aircraft's speed was "unsafe". In a subsequent study 22 , it was found that when taxi clearances included a required taxi speed, RTA error at the departure runway was between 20 and 30 seconds; however, along the taxi route, the aircraft was out of conformance (more than +/-30 seconds) 28% of the time. These simulations show that procedural solutions (i.e., incorporating a speed requirement into a taxi clearance) do not provide adequate 4DT conformance, and demonstrate the need for 4DT flight deck displays.…”

Section: B Preliminary Feasibility Assessmentsmentioning

confidence: 94%

A Concept of Operations for Trajectory-based Taxi Operations

Okuniek

Gerdes

Jakobi

et al. 2016

16th AIAA Aviation Technology, Integration, and Operations Conference

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A harmonized concept of operations (ConOps) for future surface operations that considers the surface management practices and policies that currently exist in the U.S. and Europe was developed by NASA and DLR. The high-level concept includes a surface traffic scheduling system that generates conflict-free four-dimensional trajectories (4DTs) for all aircraft on the airport surface and on-board or ground-based guidance to enable the flight crew to adhere to the trajectories. This new vision aims to reduce delays caused by disruptions and purely reactive surface guidance and increase efficiency by an optimized use of resources supported by the new concept based on high sophisticated planning means. It further results in reduced environmental impact of the surface operations. This paper identifies and describes the necessary functions of the concept and explains the relationships among them. The concept is supported by results from research conducted to assess the feasibility of this concept. The implementation of this concept poses some challenges that were used as a basis to derive research requirements that will be jointly addressed by NASA and DLR in the future. Nomenclature 4DT= Four-Dimensional Trajectory A-CDM = Airport Collaborative Decision Making ANSP = Air Navigation Service Provider ATC = Air Traffic Control ATCO = Air Traffic Controller CADEO = Controller Assistance for Departure Optimization

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Section: B Preliminary Feasibility Assessmentsmentioning

confidence: 94%

A Concept of Operations for Trajectory-based Taxi Operations

Okuniek

Gerdes

Jakobi

et al. 2016

16th AIAA Aviation Technology, Integration, and Operations Conference

Self Cite

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A framework for integrating arrival, departure, and surface operations scheduling

Zelinski

2014

2014 IEEE/AIAA 33rd Digital Avionics Systems Conference (DASC)

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This paper proposes a framework for integrating scheduling between arrival, departure, and surface operations to address the drawbacks of domain segregated scheduling. The framework organizes scheduling tasks by time horizon rather than domain. The four-level framework hierarchy includes the configuration schedule, flight schedule, flight schedule update, and schedule conformance. Current NASA research gaps within this framework are discussed and key areas are proposed where future research should focus to facilitate scheduler integration.

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Safely conducting airport surface trajectory-based operations

Jones

Prinzel

Bailey

et al. 2014

2014 IEEE/AIAA 33rd Digital Avionics Systems Conference (DASC)

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A piloted simulation study was conducted at the National Aeronautics and Space Administration (NASA) Langley Research Center (LaRC) to evaluate the ability to safely conduct surface trajectory-based operations (STBO) by assessing the impact of providing traffic intent information, conflict detection and resolution (CD&R) system capability, and the display of STBO guidance to the flight crew on both head-down and head-up displays (HUD). Nominal and off-nominal conflict scenarios were conducted using 12 airline crews operating in a simulated Memphis International Airport terminal environment. The flight crews met their required time-of-arrival at route end within 10 seconds on 98 percent of the trials, well within the acceptable performance bounds of 15 seconds. Traffic intent information was found to be useful in determining the intent of conflict traffic, with graphical presentation preferred. The CD&R system was only minimally effective during STBO because the prevailing visibility was sufficient for visual detection of incurring traffic. Overall, the pilots indicated STBO increased general situation awareness but also negatively impacted workload, reduced the ability to watch for other traffic, and increased head-down time.

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Flight-Deck Surface Trajectory-Based Operations

Cited by 3 publications

References 12 publications

A Concept of Operations for Trajectory-based Taxi Operations

A Concept of Operations for Trajectory-based Taxi Operations

A framework for integrating arrival, departure, and surface operations scheduling

Safely conducting airport surface trajectory-based operations

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