Redesigning Air Traffic Control

航空发表于 2010-5-30 22:26:24

Redesigning Air Traffic Control
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航空发表于 2010-5-30 22:26:34

1 1 Redesigning Air Traffic Control Workshop Session 1: Airspace, Procedures, and Flight Plans September 21, 2000 Michelle Eshow NASA Ames Research Center <A href="mailto:meshow@lcs.mit.edu">meshow@lcs.mit.edu</A> / <A href="mailto:meshow@arc.nasa.gov">meshow@arc.nasa.gov</A> 2 Outline u Motivation for ATC R&D u ATC Structure, Facilities u Airspace u Controller Roles and Responsibilities u Delay Causes u Flight Plans and Route Processing u Challenges of Automation for ATC 2 3 Motivation for ATC Automation R&D u ATC system is already beyond its capacity. But FAA predicts that by 2010 the number of passengers will rise 59%, to 1 billion/year. Nothing on the drawing board will handle this increase. (NY Times, 09/05/00) u ATC system is very complex and hard to understand, analyze, or quantify, which makes it interesting! u Current level of automation is rudimentary compared with other systems (eg, aircraft flight control systems) u Application of usable automation to ATC is required to meet air travel demands 4 National Airspace System u Handles: 63,000,000 Tower Assisted Operations u Carries: 544,000,000 Passengers u Over: 537,000,000,000 Revenue Passenger Miles u Using: 18,700 Air Carrier A/C F 170,000 General Aviation A/C u Supported by: 639,000 Pilots F 651,000 Non-pilots u Burning: 18,000,000,000 Gallons of Fuel u Generating: $87,000,000,000 Revenues u Producing: $5,300,000,000 Profit u In Spite of: $3,500,000,000 in Delays 3 5 FAA Statistics u Employs: 48,000 People u Including: 17,000 Air Traffic Controllers u Operating: 21 Centers F 194 TRACONs F 476 Towers F 1 Command Center u Costing: $9,200,000,000 Annual Outlay 6 Functions of Air Traffic Management u Air Traffic Control: u Efficiently manage traffic flow u Provide flight information (weather, facility) u Initiate search and rescue operations Maintain legal separation among aircraft 4 7 ATC Basics u Airline flights are under positive control at all times u Control is effected by voice via radio u Control is handed off from one controller/facility to another as flight proceeds across boundaries F controller directs pilot to speak to next facility on a different radio frequency u Communications include: F speed, heading, altitude instructions (vectors) F notification of other aircraft F which course or runway to expect F contact next facility on new frequency 8 ATM Tactical Information Architecture Future Controller Airline Dispatch AOC Active Controller Host Computer and ATC Information Network Flight Crew Voice ACARS Flight Plan OAG Flight Plan Voice DA’s Procedures Flight Strips, Flight Information Object Slide courtesy of Prof. J. Hansman 5 9 ATC Facilities u Surface (“Ground”) F taxiways u Local Control (“Tower”) F surface to ~5 nm out, 2500 ft altitude u Terminal Area Control/TRACON (“Approach” or “Departure”) F to ~40 nm from airport, ~15K ft altitude (inverted wedding cake) u En-Route Control/ARTCC (“Center”) F between, above TRACONs and everything above 18K ft u Flow Control/ATC Systems Command Center F centralized planning for national flow control (does not directly control flights) 10 Air Traffic Control System ATCT ATCT ARTCC (Center) TRACON TRACON TMU 6 11 US Airspace Sector Structure Slide courtesy of Prof. J. Hansman 12 Air Route Traffic Control Center (ARTCC) A facility established to provide air traffic control service to aircraft operating on IFR flight plans within controlled airspace and principally during the en route phase of flight. At some airports not served by an Approach Control facility, the ARTCC provides limited approach control service. When equipment capabilities and controller workload permit, certain advisory/assistance services may be provided to VFR aircraft. Air Traffic Control Manual Order 7110.65 Pilot/Controller Glossary Seattle ZSE Oakland ZOA Los Angeles ZLA Salt Lake City ZLC Minneapolis ZMP Denver ZDV Albuquerque ZAB Kansas City ZKC Ft. Worth ZFW Houston ZHU Chicago ZAU Memphis ZME Atlanta ZTL Indianapolis ZID Jacksonville ZJX Miami ZMA Washington ZDC Cleveland ZOB New York ZNY Boston ZBW Anchorage ZAN Honolulu CERAP ZHN Guam CERAP ZUA San Juan CERAP ZSU 21 ARTCCs 3 CERAPs (combined Center RAPCONs) 7 13 Airspace Orientation FL 230 & Below Fort Worth ARTCC 18 Low Altitude Sectors 14 Airspace Orientation FL 240 & Above Fort Worth ARTCC 15 High Altitude Sectors LBB MAF 8 15 Super High Sectors High Sectors Low Sectors Approach Control FL350 and above FL240 to FL330 VFR TWR or Uncontrolled FL230 and below 16 TRACON Video Map 9 17 TRACON SECTOR DELEGATED AIRSPACE TRACON Sector Delegated Airspace 18 Special Use Airspace u Alert Area u Air Traffic Control Assigned Airspace u Controlled Firing Area u Military Operating Area u Prohibited Area u Restricted Area u Warning Area 10 19 Possum Specialty Glen Rose Specialty Bowie Specialty Cedar Creek Specialty Quitman Specialty Bonham Specialty Frisco Specialty Facility Organization Fort Worth ARTCC 7 Areas of Specialization 20 Center Controllers u Each sector has a team of 1 to 3 controllers assigned F safely and efficiently move traffic along their planned routes F merge, setup flights for delivery to next facility F must get/give permission to hand-off/receive aircraft u In quiet periods, contiguous sectors may be combined u Each Area has an Area Supervisor u In Traffic Management Unit, Traffic Management Coordinators make strategic decisions about flows F eg, based on weather and available runways, set TRACON arrival rates (aircraft/hour) F coordinate flow parameters with adjacent facilities 11 21 ARTCC ATC Positions RADAR or “R” Position Assistant or ATA Position Radar Associate or “D” Position Hand-off/ Tracker Position u Teamwork u Flexibility u Technique 22 Sector Workstation 12 23 Traffic Management Unit (with CTAS) 24 Display System Replacement (DSR) Console 13 25 En Route Full Data Block AAL278 330C 068 500 Position Symbol Beacon Target Aircraft Identification Ground Speed Mode ‘C’ Altitude X100 Leader Line Computer Identification Number Vector Line Histories 26 Radar Targets/Symbols u Flat track u Free track u Coast track u Primary target u Secondary target F Correlated target F Non-correlated target * # (Radar updates every 10-12 seconds) 14 27 Center Radar Display CO 123 350C B757 310 Slide courtesy of Prof. J. Hansman 28 Example Scenario DFW Airport Arrival Meter Fix DFW Arrivals DFW Departures Overflights in Cruise flight plan routes En Route Sector Boundaries TRACON Boundary 15 29 ATM Functional Structure Aircraft Aircraft State Guidance and Navigation AC State Sensor Sector Traffic Control Traffic Sensor Vectors Clearances Sector Traffic Planning National Flow Planning Approved Flight Plans Approved Handoffs Desired Sector Loads Clearance Requests Other Aircraft States Flight Planning Weather Flight Schedule Filed Flight Plans Negotiate Handoffs Schedule of Capacities hrs - day 5-20 min 5 min < 5 min Facility Flow Planning hrs Execution - Tactical Level Planning - Strategic Level Airline CFMU TMU D-side R-side Pilot Planned Flow Rates Clearance Requests Measurement Real State Plan/Intent Requests AOC Efficiency Throughput Increasing Criticality Level Safety Slide courtesy of Prof. J. Hansman 30 SF Bay Area - East Flow Slide courtesy of Prof. J. Hansman 16 31 SF Bay Area - West Flow Slide courtesy of Prof. J. Hansman 32 Capacity Limit Factors u Airport Capacity F Runways F Gates F Landside Limits F Weather u Airspace Capacity F Airspace Design F Controller Workload u Demand F Peak Demand F Hub & Spoke Networks u Environmental Limits F Noise (relates to Airport) F Emissions (local, Ozone, NOX, CO2) Slide courtesy of Prof. J. Hansman 17 33 Schedule Factors u Peak Demand/Capacity issue driven by airline Hub and Spoke scheduling behavior F Peak demand often exceeds airport IFR capacity (VFR/IFR Limits) F Depend on bank spreading and lulls to recover F Hub and Spoke amplifies delay u Hub and spoke is an efficient network F Supports weak demand markets u Schedules driven by competitive/market factors F Operations respond to marketing F Trend to more frequent services, smaller aircraft F Ratchet behavior F Impact of regional jets u Ultimately, airlines will schedule rationally F To delay tolerance of the market (delay homeostasis) u Limited federal or local mechanisms to regulate schedule Slide courtesy of Prof. J. Hansman 34 Flight Plans u Flight plans F initially filed by airline F give intent of aircraft (route, altitude, take-off time) F are amended to reflect controller clearance changes F are printed for each sector 20-30 mins before aircraft arrives F printed strips arranged next to radar display in rough eta order F serve as a physical reminder about aircraft F controllers write clearances by hand on strips F strips can be physically handed off along with aircraft F flight plans critical to trajectory prediction by automation tools 18 35 Flight Plan Fields Field Definition Example Flight id Airline + flight no AAL108 Computer id Host id number 817 Aircraft Type/Equipment T/B757/G Beacon code Radar transponder id 0245 Cruise altitude Cleared altitude/100 370 True airspeed knots 280 Departure fix Origination SFO Coordination fix Where aircraft will appear in this Center TXO Coordination time Time at which it will appear, GMT 1335 Status Type of flight plan Proposed Route See following 36 Flight Progress Strips En Route AAL278 1 T/B722/R T468 G500 21 068 09 TXK 1930 330 DFW.\.TXK LIT J6 HVQ LDN JASEN1 IAD LIT o AAL278 SPL FLT 19 45 6262 *ZTL Type aircraft Aircraft Identification Number of times flight plan has been amended Type Equipment Filed true airspeed Ground speed Computer Identification Sector number Strip number Estimated Time at fix Fix posting for Sector 21 Altitude Coordination fix time Previous fix Coordination Symbol to adjacent ATC facility Beacon code Route of flight Remarks section u Control Symbology u Red/Black Strip Marking TCAS Equipped 19 Standard Instrument Departure (SID) 37 (Pilots hard copy) 38 Highways of the Sky (Airways) DFW LIT MEM CHA SPA GSO IAD J66 J66 J118 J118 J14 J14 (Direct) Jet Routes FL180 Victor Routes FL180 V124 20 39 Standard Terminal Arrival Route IAD Depart HDG 190 Expect RV to Final Turbojets expect clearance to Cross at 11,000’ at 250kts HVQ 07 2 BKW 095 DILNN FINKS 07 9 R-259 AML LDN R-206 JASEN GILBY R- 300 DOCCS “AAL278, Reduce speed to TWO ONE ZERO, Contact Dulles Approach ONE TWO ZERO POINT FOUR FIVE.” “AAL278, Reducing and switching, Good Day.” Requested Route Turbojets Expect Clearance to Cross at FL240 Jasen One Arrival Charleston Transition 40 Flight Plan Routes u Helpful hints DFW.DALL5.TXK..LIT.J131.PXV.J29.JHW.J82.ALB.GDM2.BOS F 4 letters + 1 number: SID or STAR (TRACON route) F 3 letters: waypoint (also indicates VOR nav aid) F J + number: jet route (V + number: victor/vfr route) F “..” separates 2 like elements (ABC..DEF) F “.” separates 2 un-like elements (ABC.J52) u Some variations: u Other waypoint types: F lat/long, x/y, radial/distance: 47N/121W, 437/248, DFW300040 SJC./.TXO..SJT.CUGAR6.IAH Will enter ZFW at TXO; don’t need to see earlier part of route 21 41 Domain Challenges of ATC Automation u Control techniques very different for different facilities (Center, TRACON, Tower…) u Even among same-type facilities, procedures vary widely (Chicago Center vs Ft. Worth Center) u Airspace description data not always easily parsed u Electronic system outputs do not always reflect reality u Every rule has exceptions u Difficult/costly to change procedures at the moment new tools are introduced (need fallback position) u Lots of politics among FAA, unions, airlines...

Virgin 发表于 2010-6-1 09:55:49

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lane49 发表于 2010-9-18 11:04:08

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Redesigning Air Traffic Control