Search results

The current air traffic management (ATM) operational approach is changing; “time” is now integrated as an additional fourth dimension on trajectories. This notion will impose on aircraft the compliance of accurate arrival times over designated checkpoints (CPs), called time windows (TWs). This paper aims to clarify the basic requirements and foundations for the practical implementation of this functional framework.

This paper reviews the operational deployment of 4D trajectories, by defining its relationship with other concepts and systems of the future ATM and communications, navigation and surveillance (CNS) context. This allows to establish the main tools that should be considered to ease the application of the 4D-trajectories approach. This paper appraises how 4D trajectories must be managed and planned (negotiation, synchronization, modification and verification processes). Then, based on the evolution of a simulated 4D trajectory, the necessary corrective measures by evaluating the degradation tolerances and conditions are described and introduced.

The proposed TWs model can control the time tolerance within less than 100 s along the passing CPs of a generic trajectory, which is in line with the expected future ATM time-performance requirements.

The main contribution of this work is the provision of a holistic vision of the systems and concepts that will be necessary to implement the new 4D-trajectory concept efficiently, thus enhancing performance. It also proposes tolerance windows for trajectory degradation, to understand both when an update is necessary and what are the conditions required for pilots and air traffic controllers to provide this update.

The use of the 4D trajectory operational concept in the future air traffic management (ATM) system will require the aircraft to meet very accurately an arrival time over a designated checkpoint. To do this, time intervals known as time windows (TW) are defined. The purpose of this paper is to develop a methodology to characterise these TWs and to manage the uncertainty associated with the evolution of 4D trajectories.

4D trajectories are modelled using a point mass model and EUROCONTROL’s BADA methodology. The authors stochastically evaluate the variability of the parameters that influence 4D trajectories using Monte Carlo simulation. This enables the authors to delimit TWs for several checkpoints. Finally, the authors set out a causal model, based on a Bayesian network approach, to evaluate the impact of variations in fundamental parameters at the chosen checkpoints.

The initial results show that the proposed TW model limits the deviation in time to less than 27 s at the checkpoints of an en-route segment (300 NM).

The objective of new trajectory-based operations is to efficiently and strategically manage the expected increase in air traffic volumes and to apply tactical interventions as a last resort only. We need new tools to support 4D trajectory management functions such as strategic and collaborative planning. The authors propose a novel approach for to ensure aircraft punctuality.

The main contribution of the paper is the development of a model to deal with uncertainty and to increase predictability in 4D trajectories, which are key elements of the future airspace operational environment.

Recent studies concerning future air transport systems propose an operational model based on contract‐based air transportation system concepts, which impose 4D (spatial and time) constraints, called target windows (TWs), at different parts of the flight plan that an aircraft has to respect. The paper's aim is to find the set of all possible approaches for controlling punctuality at destination without violating the constraints imposed by a given sequence of TWs.

By quantifying such factors as distance between neighbouring TWs, size and temporal location of TWs, as well as the duration for which each TW should be valid, the authors arrived at a methodology for calculating a feasible sequence of TWs specific and appropriate to each flight scenario. Using these they sought control interface designs that would provide better arrival times at flight path reference points while minimizing potential conflicts.

A “pinch‐and‐pull” interface capable of implementing a real‐time, arrival‐time delay‐minimization process, which aims to achieve punctuality at destination by dynamically imposing appropriate modifications on aircraft flight velocities as dictated by TW definitions, was created.

With novel improvements to current methods for controlling aircraft punctuality at destination as proposed in this paper, great strides in flight path manoeuvrability may result, provided the pace of data management and display can parallel such developments.

The unorthodox approach to optimizing punctuality involves novel development of TWs, so as to transitively reduce uncertainty throughout the 4D trajectory defining the journey, rather than just at terminals. As a means of dramatically enhancing information display, a highly efficient pinch‐and‐pull interface for visualising these TWs was also developed.

This study aims to determine the distance and duration to reach airports mixing height of 3,000 feet limit. Airport operations significantly contribute to the aircraft landing and take-off (LTO) cycle. Eurocontrol’s SO6 data sets comprise several abutted segment data to analyse the duration and distance for specific flights.

Two consequential methods have been used to calculate the distance and destination from the SO6 databases. First, SQL filtering and pivot tables were formed for the required data. Second, over 583,000 data lines for a year of Boeing 747–400 aircraft routes were calculated and filtered for the monthly assessments.

LTO cycles’ durations have deviated −24% to 76% from the ICAO assumptions. Distance facts determined for specific airports as 2.57 to 3.66 nm for take-off and 5.02 to 23.25 nm for the landing. The average duration of the aircraft’s in mentioned airport take-off are 66 to 74 s and 40 to 50 s; averages have been calculated as 70 to 44 s. Landing durations have been calculated for four different airports as 173 to 476 s.

This study provides a re-evaluation chance for the current assumptions and helps for better assessments. Each airport and aircraft combinations have their duration and distance figures.

This study has calculated the first LTO distances in the literature for the aerodrome. This method applies to all airports, airline fleets and aircraft if the segmented SO6 data are available.

The purpose of this paper is to present a new visualization display based on a pinch‐and‐pull concept with 4D spatial‐temporal energy trajectory (4DET), for energy profile management of air traffic, specifically in relation to air traffic control for use in the flight deck environments of the future.

The energetic state of an aircraft may be specified by “fly‐by parameters” which include speed, thrust, altitude, configuration, heading and even flight path; real‐time knowledge of how such parameters complement or influence each other is essential for the successful execution of complex in‐flight procedures. Here, the authors have conducted interviews with pilots and pilot trainers using the cognitive task analysis technique, from which the scope was identified for improving current flight management systems. In particular, pilots reflected a desire for a more innovative means of energy management that strives to utilize and present available flight data in a more efficient, readily‐accessible manner. In response to these concerns the authors propose a novel on‐board visualization display concept for energy management, which goes beyond traditional confines of defining trajectories in space and time.

Expanding the concept of a 4D spatial‐temporal trajectory (4DT) to include the notion of energy, hereafter referred to as the 4DET, automated, real‐time, calculations of energy requirements can be incorporated within intuitive, user‐interfaced, 3D visualisation displays.

An intuitive algorithm and display concept expected to help future ATCOs and pilots with more interactive and reliable control of aircraft energy dissipation in an era of increased information overload. This may be particularly relevant for dealing with stressful flight scenarios such as take‐offs and landings, ultimately improving arrival‐time accuracy and airport efficiency.

Through this 4DET concept the paper unveils an innovative method for improving transport punctuality and flight safety, which in particular may be applicable for future European air traffic management initiatives, in keeping with the general projected trend of increasing air traffic in the skies.

This paper aims to suggest feasible solutions to overcome the problem of unmanned aerial vehicles integration within the existing airspace.

It envisages innovative time-based separation procedures that will enhance the integration in the future air traffic management (ATM) system of next generation of large remotely piloted aircraft system (RPAS). 4D navigation and dynamic mobile area concepts, both proposed in the framework of Single European Sky ATM Research program, are brought together to hypothesize innovative time-based separation procedures aiming at promoting integration of RPAS in the future ATM system.

Benefits of proposed procedures, mainly evaluated in terms of volume reduction of segregated airspace, are quantitatively analyzed on the basis of realistic operational scenarios focusing on monitoring activities in both nominal and emergency conditions. Eventually, the major limits of time-based separation for RPAS are investigated.

The implementation of the envisaged procedures will be a key enabler in RPAS integration in future ATM integration.

In the current ATM scenario, separation of RPAS from air traffic is ensured by segregating a large amount of airspace areas with fixed dimensions, dramatically limiting the activities of these vehicles.

The purpose of this paper is to create a flight route optimization for all flights that aims to minimize the total cost consists of fuel cost, ground delay cost and air delay cost over the fixed route and free route airspaces.

Efficient usage of current available airspace capacity becomes more and more important with the increasing flight demands. The efficient capacity usage of an airspace is generally in contradiction to optimum flight efficiency of a single flight. It can only be achieved with the holistic approach that focusing all flights over mixed airspaces and their routes instead of single flight route optimization for a single airspace. In the scope of this paper, optimization methods were developed to find the best route planning for all flights considering the benefits of all flights not only a single flight. This paper is searching for an optimization to reduce the total cost for all flights in mixed airspaces. With the developed optimization models, the determination of conflict-free optimum routes and delay amounts was achieved with airway capacity and separation minimum constraints in mixed airspaces. The mathematical model and the simulated annealing method were developed for these purposes.

The total cost values for flights were minimized by both developed mathematical model and simulated annealing algorithm. With the mathematical model, a reduction in total route length of 4.13% and a reduction in fuel consumption of 3.95% was achieved in a mixed airspace. The optimization algorithm with simulated annealing has also 3.11% flight distance saving and 3.03% fuel consumption enhancement.

Although the wind condition can change the fuel consumption and flight durations, the paper does not include the wind condition effects. If the wind condition effect is considered, the shortest route may not always cause the least fuel consumption especially under the head wind condition.

The results of this paper show that a flight route optimization as a holistic approach considering the all flight demand information enhances the fuel consumption and flight duration. Because of this reason, the developed optimization model can be effectively used to minimize the fuel consumption and reduce the exhaust emissions of aircraft.

This paper develops the mathematical model and simulated annealing algorithm for the optimization of flight route over the mixed airspaces that compose of fixed and free route airspaces. Each model offers the best available and conflict-free route plan and if necessary required delay amounts for each demanded flight under the airspace capacity, airspace route structure and used separation minimum for each airspace.