Jupiter TFM Simulation Environment

1. Jupiter TFM Simulation Environment

2. Topics Left to Impress You With 0900

3. What is Jupiter TFM Simulation Environment (JSE)? JSE is a proven, distributed, human-in-the-loop simulation environment that consists of two parts: A core flight simulator (potential to simulate the entire NAS for a day or multiple days)? An emulator of the traffic flow management infrastructure Objectives of using JSE Evaluation and development of new concepts in congestion management Procedural change evaluation and validation Technology integration and evaluation without effecting the operational environment Engage key stakeholders through interactive war games Fast-time simulations for post analysis and reporting

4. JSE/ISE Operating Environment

5. JSE�s Flight Simulation Starts with an historical snapshot of actual flight data We hold over 7 years of archived flight data Simulates the major phases/states of a flight Scheduled Filed Taxi Out/In Runway departure/arrival Ascent/Descent Cruise Uses queuing models at constrained NAS resources Runways (also currently developing a higher granularity simulation for the airport surface � gates, taxiways, etc.)? Arrival fixes (FCA, FEA, and sector demand managed through human interaction)? MIT restriction impacts occur through integration with FACET Adds unpredictability by random variance in the gate departures

6. JSE�s TFM Infrastructure Emulation

7. JSE�s TFM Infrastructure Emulation (Cont�d)?

8. System Architecture

9. JSE Tools and Technologies

10. User Interaction with JSE

11. Successful Uses of JSE (2002-2008)?

12. SEVEN � System Enhancements for Versatile Electronic Negotiation

13. Basic Idea Users submit �flight plans� with multiple routing options and update these options as often as needed FAA identifies areas of interest/concern by creating interactive dynamic flight lists As conditions change, the demand allowed through the constrained area is adjusted up or down by checking/unchecking flights on list Unchecked flights are placed on highest available priority option that drop them from the list or if no such option exists then a flight is delayed on ground System impact assessment capabilities allow the FAA to model impacts on the NAS of different actions Manages uncertainty by being extremely agile Allows the easy recovering of resources if conditions improve/change reducing need for �Wait and See� Gets the FAA out of the business of finding routes (new paradigm)?

14. Multiple Routing Options Prioritized routing options consist of different combinations of routes, altitudes, speeds, and ptimes Users update/adjust list of options dynamically as needed Tools like ROG could help users to develop a set of feasible options that avoid constraints for a particular flight Default last choice option = wait on the ground If ground delay issued then user can still update list of options to avoid constraint and remove ground delay Options & priorities remembered until updated by user (or expire)? Only user submitted options (or ground delay) would be considered, thus avoiding need for electronic exception

15. Interactive Dynamic Flight Lists Lists can be created for any NAS resource of �interest� Lists are dynamic: update as changes occur Lists are interactive: demand is managed from within the list Flights that are checked can use the resource Unchecked flights are placed on highest priority option that avoids the resource. If no such option exists, then a flight is delayed on ground (if not yet active)?

16. Collaborative Routing Resource Allocation Tool (CRRAT)? Functionality FACET interaction and HITL usage

17. CRRAT Overview

18. What is CRRAT? An algorithm to assign scarce (constrained) NAS resources to flights and/or carriers, given capacities on those constraints and requests to use them Both equity and efficiency of solution are considered Fast run time to this NP-hard scheduling problem Solving NAS-wide problems (several hundred resources and thousands of flights) in seconds to minutes. Highly flexible and configurable �Resources� could be airports, runways, taxi spots, waypoints, sectors, etc. It doesn�t know/care what the resources are Collaborative: designed to dovetail with user needs and input Multiple route options per flight

19. Multi-Objective Purpose Allocate scarce NAS resources Maximize (i) system efficiency, (ii) airline efficiency, and (iii) equity subject to constraints that Each flight be assigned a viable path and departure time For each time period, and for each resource, the capacity is not violated

20. Sample Applications NAS-wide flow control E.g. All sectors and airports Flow Constrained Area (FCA) Sectors not recommended GDP airports (trivial application)? Large-scale weather fronts e.g. that restrict flow to the east coast of the United States, storm systems that block passage across Cleveland Center, and the TFM desire to reduce arrival flow to the New York City area. Multi-fix GDP problem Each fix is established as a resource, as well as the airport itself. Each flight intending to arrive at the GDP airport requires use of exactly one of the arrival fix resources and the airport resource.

21. Configurable Priority Rules Examples of flight prioritization rules that can be achieved Grover-Jack (First-come First-served)? Ration-by-Schedule (RBS)/(First-scheduled First-served)? Accrued Delay Time-ordered Accrued Delay (TOAD)? Random Flight Selection And many more� Best algorithms achieving 15-30% less total delay than RBS

22. CRRAT Software Summary

23. Input / Output

24. CRRAT Library Generic Java library with the core resource allocation capabilities from CRRAT Multi-resource, interdependent scheduling Multiple routes per flight Stable, reusable software, currently used by SEVEN Command and Control SBIR CRRAT

25. FACET Interaction CRRAT exists as an application with NASA�s Future ATM Concepts Evaluation Tool (FACET)?

26. CRRAT HITLs CRRAT played a large role in the launching of the Airspace Flow Program (AFP) Traffic Management Initiatives AFP supporting analysis in 2004-2005 Demonstrated the failings of GDPs in support of SWAP and proffered AFPs as an alternative CRRAT served as a prototype AFP system, integrated with JSE Demonstrations to senior FAA decision makers in early 2005 AFPs went operational in 2006

27. CRRAT HITLs

28. CRRAT HITLs

29. Backup Slides

30. Brief History Phase 1 and Phase 2 SBIR project sponsored by NASA (2002-2004)? Major features and methodology developed Elaboration of Jason Burke MS thesis (UMD)? Further embellishment through C2 SBIR and various FAA projects Used in support of initial AFP analysis and demonstrations (2005)?

31. More Detailed Input / Output

32. Core Algorithm

33. Output (Decision Variables)? Each flight f ? F receives a path (sequence of resources) that it will use along with the time it should be at each resource

36. Incorporating Routing Preferences Three routes available to a flight. Air delay (e.g. extra miles flown over the shortest middle route) can be computed in advance. Once potential ground delays are known for each route, then cost of each route for the carrier can be computed.