Redesigning Air Traffic Control

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Redesigning Air Traffic Control

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Redesigning Air Traffic Control
Workshop Session 1:
Airspace, Procedures, and Flight Plans
September 21, 2000
Michelle Eshow
NASA Ames Research Center
meshow@lcs.mit.edu / meshow@arc.nasa.gov
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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
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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
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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
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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
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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
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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
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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
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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)
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Air Traffic Control System
ATCT ATCT
ARTCC
(Center)
TRACON TRACON
TMU
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US Airspace Sector Structure
Slide courtesy of Prof. J. Hansman
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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)
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Airspace Orientation
FL 230 & Below
Fort Worth ARTCC
18 Low Altitude Sectors
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Airspace Orientation
FL 240 & Above
Fort Worth ARTCC
15 High Altitude Sectors
LBB
MAF
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Super High Sectors
High Sectors
Low Sectors
Approach
Control
FL350 and above
FL240 to FL330
VFR TWR
or
Uncontrolled
FL230 and below
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TRACON Video Map
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TRACON SECTOR
DELEGATED AIRSPACE
TRACON Sector Delegated Airspace
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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
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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
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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
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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
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Sector Workstation
12
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Traffic Management Unit
(with CTAS)
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Display System Replacement (DSR)
Console
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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
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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)
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Center Radar Display
CO 123
350C
B757 310
Slide courtesy of Prof. J. Hansman
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Example Scenario
DFW Airport
Arrival Meter Fix
DFW Arrivals
DFW Departures
Overflights in Cruise
flight plan
routes
En Route Sector Boundaries
TRACON Boundary
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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
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SF Bay Area - East Flow
Slide courtesy of Prof. J. Hansman
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SF Bay Area - West Flow
Slide courtesy of Prof. J. Hansman
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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
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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
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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
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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
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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
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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
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Standard Instrument Departure (SID) 37
(Pilots hard copy)
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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
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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
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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
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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...

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