Integrated Traffic Flow Management Decision Making

Grabbe, Shon; Sridhar, Banavar; Mukherjee, Avijit

doi:10.2514/6.2009-6008

Cited by 10 publications

(8 citation statements)

References 30 publications

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“…Airspace capacity in the absence of weather is limited mostly by air traffic controller workload considerations. When traffic demand is expected to exceed capacity, traffic flow management techniques, [1][2][3][4][5][6][7] such as delaying fights on the ground, spacing them in the air and changing their routes of flight, are used to curtail demand. The delays cost the airlines and the flying public.…”

Section: Introductionmentioning

confidence: 99%

Interaction of Airspace Partitions and Traffic Flow Management Delay

Palopo

Chatterji

Lee

2010

10th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference

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To ensure that air traffic demand does not exceed airport and airspace capacities, traffic management restrictions, such as delaying aircraft on the ground, assigning them different routes and metering them in the airspace, are implemented. To reduce the delays resulting from these restrictions, revising the partitioning of airspace has been proposed to distribute capacity to yield a more efficient airspace configuration. The capacity of an airspace partition, commonly referred to as a sector, is limited by the number of flights that an air traffic controller can safely manage within the sector. Where viable, re-partitioning of the airspace distributes the flights over more efficient sectors and reduces individual sector demand. This increases the overall airspace efficiency, but requires additional resources in some sectors in terms of controllers and equipment, which is undesirable. This study examines the tradeoff of the number of sectors designed for a specified amount of traffic in a clear-weather day and the delays needed for accommodating the traffic demand. Results show that most of the delays are caused by airport arrival and departure capacity constraints. Some delays caused by airspace capacity constraints can be eliminated by re-partitioning the airspace. Analyses show that about 360 high-altitude sectors, which are approximately today's operational number of sectors of 373, are adequate for delays to be driven solely by airport capacity constraints for the current daily air traffic demand. For a marginal increase of 15 seconds of average delay, the number of sectors can be reduced to 283. In addition, simulations of traffic growths of 15% and 20% with forecasted airport capacities in the years 2018 and 2025 show that delays will continue to be governed by airport capacities. In clear-weather days, for small increases in traffic demand, increasing sector capacities will have almost no effect on delays.

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Section: Introductionmentioning

confidence: 99%

Interaction of Airspace Partitions and Traffic Flow Management Delay

Palopo

Chatterji

Lee

2010

10th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference

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“…Consider the discrete time dynamic system x k1 fx k ; v k y k gx k ; w k (1) where x k is the state of the model at the kth instant, y k is the measurement, f denotes the time-propagation function, v k is the process noise, and w k is the measurement uncertainty in the measurement model function g. It is assumed that their probability distributions are known. Let the accumulation of measurements up to the current time step k be denoted by Y k , i.e., Y k ≔ fy i ji 1; 2; : : : ; kg.…”

Section: A Bayes Filtermentioning

confidence: 99%

“…Several NASA efforts have investigated TFM using advanced iterative algorithms not only for strategic TFM in the National Airspace System (NAS) but also for managing surface traffic flows [1][2][3][4][5][6][7][8]. While these algorithms can provide precise solutions to the traffic management problem, they are more suitable for predictive control based on deterministic data.…”

Section: Introductionmentioning

confidence: 99%

Real-Time Air Traffic Flow Estimation in the Terminal Area

Yang

Menon

2015

Journal of Aircraft

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The problem of estimating the characteristics of the air traffic flow in the terminal area is considered. The estimated parameters can be used by the traffic flow coordinators and terminal area controllers to improve their response to varying air traffic flow. The approach is based on a queuing abstraction of the arrival and departure traffic routes in the terminal area. The routes are discretized as spatial servers for enforcing Federal Aviation Administration mandated separation requirements. Particle filtering methodology is employed for estimating the time-varying queuing parameters using radar track data. By considering the waypoint crossing times and airspeed as measurements, it is shown that it is feasible to estimate the time delay and its rate at various points along the arrival/departure routes. The proposed approach is illustrated using historical radar track data. A graphic display of estimated parameters to serve as a decisionsupport tool for use by the terminal area traffic controllers is also illustrated.

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“…These probabilities were shown in a previous study to be a reasonable surrogate for determining areas pilots would avoid flying through. 8 Clearly, other deviation probabilities can be used as Grabbe, et al, 10 found good results for their study of weather avoidance without considering aircraft conflicts using 60 percent CWAM deviation probabilities.…”

Section: B the Convective Weather Avoidance Modelmentioning

confidence: 99%

Analysis of Automated Aircraft Conflict Resolution and Weather Avoidance

Love

Chan²,

Lee

2009

9th AIAA Aviation Technology, Integration, and Operations Conference (ATIO)

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This paper describes an integrated solution to traffic conflict detection and resolution with weather avoidance in the Center-TRACON Automation System. An automatic conflict resolution algorithm developed and tested to resolve aircraft-to-aircraft conflicts is modified to reroute aircraft around convective weather constraints while avoiding traffic conflicts. The approach extends algorithms which resolve aircraft-to-aircraft conflicts to also resolve aircraft-to-forecast weather conflicts. Alternatively, a separate algorithm that solves aircraft to weather conflicts would have to be integrated with the current method to solve both aircraft and weather conflicts. This evaluation limited conflict resolutions to horizontal maneuvers due to software limitations in the research software that are being addressed. Simulation results show 96 percent of aircraft-to-aircraft conflicts without any weather constraints were successfully resolved. In high traffic scenarios with moderate weather, 91 percent of conflicts were resolved, while in high traffic with bad weather 72 percent of conflicts were resolved.

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Integrated Traffic Flow Management Decision Making

Cited by 10 publications

References 30 publications

Interaction of Airspace Partitions and Traffic Flow Management Delay

Interaction of Airspace Partitions and Traffic Flow Management Delay

Real-Time Air Traffic Flow Estimation in the Terminal Area

Analysis of Automated Aircraft Conflict Resolution and Weather Avoidance

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