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Cleveland

Boston. New York. Cleveland. Philadelphia TRACON. Washington. TMA-MC Overview Tom Davis, Chief, Terminal Area ATM Research Branch 650-604-5438 tdavis@arc.nasa.gov. Traffic Management Advisor (TMA). Traffic Management tool to provide arrival traffic flow visualization and scheduling

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Cleveland

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  1. Boston New York Cleveland Philadelphia TRACON Washington TMA-MC OverviewTom Davis, Chief, Terminal Area ATM Research Branch650-604-5438tdavis@arc.nasa.gov

  2. Traffic Management Advisor (TMA) • Traffic Management tool to provide arrival traffic flow visualization and scheduling • Assists controllers in balancing arrival demand with airport capacity while minimizing delays • Develops a safe and efficient schedule for arrival traffic to maximize airport capacity • Increases airport capacity, reduces arrival delays, and reduces controller workload by advising enroute sector controllers of the optimized schedule

  3. TMA Simplified System Description Atmospheric data TMC Flow Visualization Controller advisories System control & communication Arrival time prediction Flight plan data Radar Track & Speed Controller commands Constraint Scheduling Operational ATC Computer TMA Workstations

  4. TMA: Demand Prediction • Estimated time of arrival (ETA) • Routes • Follows AK route through the outer arc to the meter fix or • Direct to meter fix/direct to outer arc (fixed radial distance from meter fix) • Nominal path from meter fix to runway threshold • Trajectory estimates (modern flight management system algorithms) • Current fuel optimal altitude, speed and descent profiles • Aircraft performance models (over 400 different model types) • Input data • Flight plan • Air traffic control HOST flight plans, radar tracks and ground speed estimates • National Oceanic and Atmospheric Administration (NOAA) winds, pressure and temperature aloft (hourly forecasts)

  5. Wpt 1 Wpt 2 Wpt 3 5 6 4 7 3 8 9 2 1 1. Capture 10,000 ft 2. Accelerate to climb speed 3. Climb to Mach/CAS transition altitude with constant CAS 4. Climb to cruise altitude with constant mach 5. Accelerate to cruise speed 6. Level flight cruise at constant Mach 7. Constant Mach descent to descent CAS 8. Constant CAS descent to crossing altitude 9. Decelerate to crossing speed Typical TMA Trajectory Profile

  6. TMA: Scheduling - Constraints • Airport configuration • Current and future airport configurations • Runway loading • Visual or instrument conditions • Capacity and control constraints • Separation requirements • Meter fix separation requirement • Runway threshold (wake vortex or user defined) • Flow rates (number of aircraft/time interval) • Airport • Runway, meter fix, gate, TRACON • Dynamic configuration changes (blocked interval on runway or meter fix)

  7. TMA: Scheduling Algorithms • Modified first-come-first-served (FCFS) • FCFS sequenced and separated at meter fix • Order of consideration at the runway • Priority gate scheduling (aka “single gate free flow”) • Close by airport departure scheduling (call for release) • Runway allocation optimization • System delay reduction • Controller heuristics • Delay/workload distribution • High/Low altitude, site adaptable • Center/TRACON dynamically adaptable

  8. TMA Flow Visualization: Controller & TMC Advisories • Timelines (TGUI) - schedule, status and control information • Threshold, meter fix and departure airport ETA/STA • Configuration management and manual schedule adjustments • Load Graphs (TGUI) - demand and schedule density information • Threshold and meter fix • Airport acceptance rate or user defined reference • Flow control advisories to sector controllers DSR • Outer arc crossing time and countdown delay • Meter fix crossing time and countdown delay • Controller tactical swap and re-sequence

  9. TMC GUI Timeline Display

  10. TMC GUI Graphical Displays

  11. Planview GUI Display

  12. DSR Sector Controller Meter List

  13. Fort Worth Center Arrival Airspace 100 nm

  14. Measured Benefits of TMA-Single Centerat ZFW/DFW • Traffic Management Coordinator: • Improved efficiency via increases in airport acceptance rate • Improved forecasting of airport capacity and staffing level • Sector Controllers: • Accurate and realizable metering advisories • Reduced workload from previous metering system (ASP) • Perceived reduction in metering duration from ASP • Traffic Management System: • Increased capacity by ~5% • Reduced delays between 2-3 minutes / aircraft • Operational status at ZFW/DFW • Operational since Oct. 1996 • 16 hrs/day (0600-2200), 7 days/week

  15. What is TMA-MC? • TMA-MC is an extension of the TMA Single-Center to regions where more than one facility is significantly involved in arrival traffic flow management • Incorporates system requirements and operational procedures for re-planning across multiple facilities • Enables transition to time-based metering • Scheduling information for airports and boundaries • Facilitates regional collaboration • Identifies and aids in alleviation of airspace resource congestion problems • TMA-MC is a priority research project for FFP2, with a goal of providing capability in the field in the 2003-2005 timeframe.

  16. TMA-MC: Who are the players? MITRE • Requirements Definition • NE Airspace Procedures • AOZ (FFP2) • TMA Operational Expertise • Algorithm Development • Software Development • Human Factors • Air Traffic • Tech Ctr. NE Corridor Controller-in-the-loop, Real-time Simulation Benefits Analysis Controller Training Field Demonstration/Testing Technology Transfer

  17. TMA-MC Approach • Focus upon a region where multi-facility issues are significant • Develop an evolutionary process toward a full Multi-Center capability which closely matches and enhances the TMA-SC • Evaluate TMA-MC in simulation at NASA, the FAA Technical Center and at selected field sites (e.g.ZNY, ZDC, ZOB, ZBW, and PHL) • Conduct TMA-MC field site activities in two phases: • Multi-Facility Collaboration (Release 1) • Automated Flow Management Advisor (Release 2)

  18. Development Phases • Release 1: Multi-facility Collaboration • Utilize TMA prediction and time-based schedulingto provide TMCs in multiple facilities with consistent, accurate arrival information • Utilize TMA graphical displays to facilitate regional collaboration to solve predicted problems • Investigate how to transition to the use of time-based metering in the complex NE environment • Investigate potential system benefits associated with collaboration • Release 2: Collaboration and Metering • Utilize TMA prediction and time-based scheduling • Enable free-flow of heavily saturated sectors while metering others • Transition to full time-based metering in all affected facilities • Develop operational procedures for collaborative metering affecting multiple facilities • Determine hierarchy for decision-making across multiple facilities • Determine benefits of metering in complex environments

  19. Challenges of TMA-MC in NE • Complex airspace • Multiple facilities, second-tier centers affecting flow • Narrow sectors, restricted controllability • Tower enroute • Crossing traffic flows • Metering • Potential benefits • Accurate prediction: a window into the future • Enhanced collaboration • Smoother traffic flow • Reduced holding

  20. Arrival airspace comparison While the original TMA, which is an intra-Center tool, is well suited to Dallas arrival operations… Philadelphia arrivals require a new, inter-Center version of TMA… Multi-Center TMA

  21. ZOB Host ZNY Host ZDC Host ZBW Host ETMS ETMS ETMS ETMS Local ARTS Local ARTS Local ARTS Local ARTS TMA-MC System Architecture CTAS (TMA) Network ETAs, STAs ZNY-TMA ZOB-TMA ZDC-TMA ZBW-TMA ATCSCC TMA

  22. Human-in-the-loop simulations • Conducted 4 simulation activities (January – June, 2001) • Real time • Controller-in-the-loop • TMCs & controllers from each facility • Traffic scenarios based on recorded live data • Simulated traffic flown by pseudo-pilots • Objectives • Familiarize controllers with time-based metering operations • Assess feasibility of doing time-based metering into Philadelphia

  23. Highlights from simulations • It’s more difficult to conform to metering times in the Philadelphia arrival airspace than it is in the Dallas/Ft. Worth arrival airspace • Greater complexity • Smaller sectors • Heavy crossing traffic • Diverse mix of traffic • New requirements for Multi-Center TMA • Expanded metering horizon • Redistribution of delay to outlying sectors • Multiple metering fixes along an arrival stream

  24. Philadelphia arrival sectors • Small, complex sectors • Heavy crossing traffic • New TMA-MC requirements • Offload interior sectors • Expand metering horizon

  25. “Conventional” metering horizon • 180-200 n.m. radius

  26. Expanded metering horizon for PHL • Improved schedule conformance • More acceptable to controllers • Error begins to accumulate in trajectory computations

  27. Upstream metering reference points • Upstream metering points effectively split the arrival metering problem into two phases • Reduces error buildup • Improves schedule stability and reliability

  28. Schedule - Key Milestones Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 • TMA-MC Software Development Award (CTO-3) • Initiate TMA-MC controller simulations • TMA-MC Software Design Review (4/16/01) • TMA-MC Software Implementation Plan (5/16/01) • Initiate Site Surveys • Complete initial TMA-MC controller simulations • TMA-MC Release 1 FAATC Simulation • TMA-MC Release 1 Site Installation (5/02) • TMA-MC Release 1 Field Evaluation • Conduct TMA-MC Release 2 controller simulations • TMA-MC Release 2 FAATC Simulation • TMA-MC Release 2 Site Installation (3/03) • TMA-MC Release 2 Field Evaluation • Technology Transfer to FAA ongoing • Transition to IDU • NASA/AATT Project Complete 2001 2002 2003 2004 Government Fiscal Year

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