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Journal articles on the topic 'En-route Airspace'
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Kodera, Martin, Jakub Hospodka, and Martin Chleboun. "Flight planning and flexible use of airspace in Free route airspace area." MAD - Magazine of Aviation Development 2, no. 7 (2014): 4. http://dx.doi.org/10.14311/mad.2014.07.01.
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<span style="font-family: 'Times New Roman','serif'; font-size: 10pt; mso-fareast-font-family: 'MS Mincho'; mso-ansi-language: EN-GB; mso-fareast-language: EN-US; mso-bidi-language: AR-SA;" lang="EN-GB">The paper summarizes changes in the flight planning caused by the introduction of Free Route Airspace Project and suggests possible measures needed to be adopted across the whole system in order to ensure military and civilian aircraft remain segregated in a way that is today ensured by the system of conditional routes. The paper suggests a possible solution in flight planning using existing flight planning tools provided by the CFMU.</span>
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Shin, Sanghyun, Jayaprakash Suraj Nandiganahalli, Jian Wei, and Inseok Hwang. "Diagnostic Throughput Factor Analysis Tool for En-Route Airspace." Journal of Aircraft 53, no. 3 (2016): 665–79. http://dx.doi.org/10.2514/1.c032777.
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Palma Fraga, Ricardo, Ziho Kang, Jerry M. Crutchfield, and Saptarshi Mandal. "Visual Search and Conflict Mitigation Strategies Used by Expert en Route Air Traffic Controllers." Aerospace 8, no. 7 (2021): 170. http://dx.doi.org/10.3390/aerospace8070170.
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The role of the en route air traffic control specialist (ATCS) is vital to maintaining safety and efficiency within the National Airspace System (NAS). ATCSs must vigilantly scan the airspace under their control and adjacent airspaces using an En Route Automation Modernization (ERAM) radar display. The intent of this research is to provide an understanding of the expert controller visual search and aircraft conflict mitigation strategies that could be used as scaffolding methods during ATCS training. Interviews and experiments were conducted to elicit visual scanning and conflict mitigation strategies from the retired controllers who were employed as air traffic control instructors. The interview results were characterized and classified using various heuristics. In particular, representative visual scanpaths were identified, which accord with the interview results of the visual search strategies. The highlights of our findings include: (1) participants used systematic search patterns, such as circular, spiral, linear or quadrant-based, to extract operation-relevant information; (2) participants applied an information hierarchy when aircraft information was cognitively processed (altitude -> direction -> speed); (3) altitude or direction changes were generally preferred over speed changes when imminent potential conflicts were mitigated. Potential applications exist in the implementation of the findings into the training curriculum of candidates.
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I.L., Byzov. "ASSESSMENT OF THE EXPECTED WORKLOAD OF THE ATC SECTORS IN THE AREA OF YEKATERINBURG EN-ROUTE ATC CENTRE." Chronos 6, no. 2(52) (2021): 59–62. http://dx.doi.org/10.52013/2658-7556-52-2-13.
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This article is devoted to the assessment of the expected workload of the ATC sectors in the area of Yekaterinburg en-route ATC centre. The expected intensity of aircraft traffic flows during peak hours is assessed using the system of mathematical models based on the revealed patterns in accordance with the results of observations on the number of handled aircraft. The actual ATM problems for the new airspace structure have been revealed. Recommendations for improving the airspace structure of Yekaterinburg en-route ATC centre have been developed.
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Paielli, Russell A. "Tactical Conflict Resolution Using Vertical Maneuvers in En Route Airspace." Journal of Aircraft 45, no. 6 (2008): 2111–19. http://dx.doi.org/10.2514/1.39427.
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Oktal, Hakan, Kadriye Yaman, and Refail Kasımbeyli. "A Mathematical Programming Approach to Optimum Airspace Sectorisation Problem." Journal of Navigation 73, no. 3 (2019): 599–612. http://dx.doi.org/10.1017/s0373463319000833.
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The aim of this study is to provide a balanced distribution of air traffic controller workload (ATCW) across airspace sectors taking into account the complexity of airspace sectors and the factors affecting ATCW, both objective and perceived. Almost all the studies focusing on the airspace sectorisation problem use heuristic or metaheuristic algorithms in dynamic simulation environments instead of a mathematical modelling approach. The paper proposes a multi-objective mixed integer mathematical model for airspace sectorisation. The model is applied to the upper, en-route level of Turkish airspace. Geographical information systems (GIS) are used to advantage for airspace analysis. The multi-objective model developed in this paper is scalarised by using the conic scalarisation method. For solving the scalarised problem, the CPLEX and DICOPT solvers of GAMS software are implemented. Finally, the optimal sector boundaries of Turkish airspace are defined.
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Wang, Lili, Wanle Wang, Fang Wei, and Yakun Hu. "Research on the Classification of Air Route Intersections in the Airspace of China." Transportation Research Record: Journal of the Transportation Research Board 2673, no. 2 (2019): 243–51. http://dx.doi.org/10.1177/0361198118825452.
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As the intersecting points of crossing traffic flows, air route intersections are the major bottlenecks in the world’s airspace due to restricted airspace and rapid growth of air traffic. In order to reduce controller workload and maintain traffic safety, air traffic operation units in China devised the idea of “overpasses” at busy intersections. The basic idea is to strategically separate flows of aircraft on intersecting routes vertically by allocating distinct flight levels to them. In practice, aircraft are required to maintain an agreed flight level en route long before they cross the intersection. With more and more “overpasses” being established, the available airspace is becoming more restricted, the result of which is a drop in the overall airspace efficiency. Therefore, the air traffic management community would benefit from a quantification indicator to determine whether an overpass should be established at a particular intersection. In this paper, such an indicator—a classification index—is proposed for air route intersections based on the calculated intersection complexity and collision risk. Additionally, according to the calculation results of the classification index for typical intersections in Chinese airspace, an intersection classification system is presented, which can serve as guidance for the establishment of overpasses in the future. A case study is provided to demonstrate the working of the system. The proposed intersection classification method should help decision makers better understand the operation characteristics of intersections in Chinese airspace and make informed decisions to balance workload and efficiency.
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Çetek, Cem, and Ramazan Kürşat Çeçen. "EN-ROUTE AIRSPACE CAPACITY AND TRAFFIC FLOW ENHANCEMENT USING GENETIC ALGORITHMS." ANADOLU UNIVERSITY JOURNAL OF SCIENCE AND TECHNOLOGY A - Applied Sciences and Engineering 18, no. 1 (2017): 39. http://dx.doi.org/10.18038/aubtda.300431.
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Janic, Milan. "Modelling extra aircraft fuel consumption in an en‐route airspace environment." Transportation Planning and Technology 18, no. 3 (1994): 163–86. http://dx.doi.org/10.1080/03081069408717542.
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Kim, Kwangyeon, Raj Deshmukh, and Inseok Hwang. "Development of data-driven conflict resolution generator for en-route airspace." Aerospace Science and Technology 114 (July 2021): 106744. http://dx.doi.org/10.1016/j.ast.2021.106744.
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Cecen, R. K., and C. Cetek. "Conflict-free en-route operations with horizontal resolution manoeuvers using a heuristic algorithm." Aeronautical Journal 124, no. 1275 (2020): 767–85. http://dx.doi.org/10.1017/aer.2020.5.
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ABSTRACTAircraft conflict resolution is an important part of air traffic control operations. This study presents a mixed integer linear programming model (MILP) using a space discretisation technique to deal with aircraft conflict resolutions in en-route flight operations. The purpose of space discretisation is to concentrate on only the significant points of the airspace. The model integrates the multi entry point approach with an airspeed adjustment technique in the horizontal plane. The model aims to generate conflict-free trajectories while minimising the total changes in entry points and airspeed values. A new heuristic algorithm was developed due to the complexity of the problem. The computational results demonstrated that the proposed approach resolved aircraft conflicts for 450 different traffic scenarios in less than a minute. Considerable fuel savings were achieved with no significant increase in delay or flight time compared to conventional vectoring techniques in a fixed entry point airspace structure.
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Dudoit, Anrieta, and Jonas Stankūnas. "THE COMPARISON OF THE EN-ROUTE HORIZONTAL FLIGHT TRAJECTORY COMPONENTS / HORIZONTALIŲ MARŠRUTINIŲ SKRYDŽIŲ TRAJEKTORIJOS KOMPONENTŲ PALYGINIMAS." Mokslas – Lietuvos ateitis 7, no. 5 (2016): 577–82. http://dx.doi.org/10.3846/mla.2015.836.
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EUROCONTROL aims at improving the design and use of the European routes. Inefficiencies in the design of airspace and use of the air route network are considered to be a major causal factor of flight inefficiencies in Europe. The European ATM system is the sum total of a large number of separate Air Navigation Service Providers (ANSP) whereas the US system is operated by a single ANSP. Airspace fragmentation following National Borders makes flight routes inefficient due to non requested air routes, flight time, excessive fuel burn, CO and NOx emissions. That is the reason why airspace and the fixed route network should be reorganised to satisfy airspace operator needs and maintain required safety levels.The focus of the paper is to show the differences between planned flights and actual trajectories in terms of flight distance, duration and fuel burn. In connection with this, an overview of these indicators in Europe and the USA was made. EUROCONTROL siekia pagerinti Europos maršrutų planus ir jų naudojimą. Neefektyvus oro erdvės planų ir oro maršrutinio tinklo naudojimas laikomas viena pagrindinių Europos skrydžių neefektyvumo priežasčių. Europos oro eismo valdymo (angl. ATM) sistema sudaryta iš daugelio atskirų oro navigacijos paslaugų teikėjų (angl. ANSP), o JAV sistema valdoma vieno oro navigacijos paslaugų teikėjo. Oro erdvės susiskirstymas pagal valstybių ribas daro skrydžio maršrutus neefektyvius dėl nepareikalautų oro maršrutų, skrydžio laiko, per didelio kuro sunaudojimo, CO ir NOx išsiskyrimo. Štai kodėl reikėtų pertvarkyti oro erdvę ir fiksuotų maršrutų tinklą, norint patenkinti oro erdvės operatorių poreikius ir išlaikyti reikalingą saugumo lygį. Šio straipsnio tikslas – parodyti skirtumus tarp suplanuotų skrydžių ir realių trajektorijų, įvertinant skrydžio atstumą, trukmę ir kuro sunaudojimą. Be to, buvo padaryta šių rodiklių apžvalga Europos ir JAV mastu.
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Kim, Kwangyeon, and Inseok Hwang. "Intent-Based Detection and Characterization of Aircraft Maneuvers in En Route Airspace." Journal of Aerospace Information Systems 15, no. 2 (2018): 72–91. http://dx.doi.org/10.2514/1.i010566.
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Pérez-Castán, Rodríguez-Sanz, Gómez Comendador, and Arnaldo Valdés. "ATC Separation Assurance for RPASs and Conventional Aircraft in En-Route Airspace." Safety 5, no. 3 (2019): 41. http://dx.doi.org/10.3390/safety5030041.
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Remotely-piloted aircraft systems (RPASs) present interesting and complex challenges for air traffic management. One of the most critical aspects of the integration of RPASs in non-segregated airspace is safety assessments. This paper lays out a methodology for estimating the minimum protection distance (MPD) that is required to avoid potential conflicts between RPASs and conventional aircraft. The MPD determines the final moment that air traffic control may instruct a RPAS to start climbing with a fixed rate of climb (ROC) to avoid separation minima infringement. The methodology sets out a conflict-resolution algorithm to estimate the MPD. It also models the impact of communication, navigation, and surveillance requirements on the MPD. The main difference between RPASs and conventional aircraft is that the former needs additional communication between the RPAS and pilot in the form of a required Comand and Control link performance (RLP). Finally, the authors carried out Monte Carlo simulations to estimate the value of the MPD only for the head-on encounter, which is the worst scenario. The results showed that the main factors affecting the MPD were RLP and ROC. By increasing RLP and decreasing ROC it was possible to reduce the MPD from 28 to 17 nautical miles; however, the variation in the MPD was not linear.
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Lichoń, Daniel, and Marek Orkisz. "Models of the Reference Departure and Arrival IFR Procedures for the Purpose of Research in RPAS Integration in Controlled Airspace." Journal of KONES 26, no. 3 (2019): 121–28. http://dx.doi.org/10.2478/kones-2019-0065.
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Abstract The air operations in controlled airspace performed according to Instrument Flight Rules (IFR) are composed of three main flight phases, i.e. departure, cruise, arrival. Controlled airspace is divided into the terminal area and en-route airspace. The terminal area encloses the departure and arrival phases while the en-route airspace encloses the cruise phase. The IFR procedures are designed for manned aviation to ensure the safety of air operations. Development of the aviation concerns among others the increase in the number of unmanned aviation operations. Currently, on the European level, there is an on-going, long-term program of integration of the unmanned aviation in the uniform (non-segregated) airspace. This work concerns the research in the integration of the Remotely Piloted Aircraft Systems (RPAS) in the IFR procedures of the controlled airports. The objective was to build the reference models of Standard Instrument Departure and Arrival Procedures (SID and STAR). Basing on the procedure design guidelines the models of procedural nominal track, tolerance area, obstacle clearance area, climb or descend gradient, manoeuvres in SID and STAR were done. The guidelines describe the operational minima thus the statistics of existing procedures was done to select the suitable procedure parameters such as a number of navigational points, segments lengths, altitudes, climb or descent gradients. Reference models of SID include straight departure and turning departure procedures. Reference models of STAR include non-precision approach procedures according to used navigational aids, i.e. GNSS, VOR. The reference procedures were numerically implemented which will be used in the further works on RPAS integration problem by simulations of the RPAS ability to execute of the SID and STAR.
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Ratcliffe, S. "The Air Traffic Capacity of Two-Dimensional Airspace." Journal of Navigation 47, no. 1 (1994): 33–40. http://dx.doi.org/10.1017/s0373463300011103.
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At the present day European ATC is exercised by a multiplicity of more-or-less autonomous control centres. ‘Flow Regulation’ is used roughly to match traffic demand to the capacity of the en-route ATC and of the destination airport. The ATC authority at the point of departure for a remote destination cannot however give any guarantee that the pilot will be able to follow his chosen trajectory. The filed flight plan and the departure clearance have been described as a ‘licence to get into the sky and see what happens’.
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Tian, Wen, Huiqing Xu, Yixing Guo, Bin Hu, and Yi Yao. "Probabilistic En Route Sector Traffic Demand Prediction Based upon Statistical Analysis of Error Distribution Characteristics." Journal of Advanced Transportation 2018 (August 13, 2018): 1–13. http://dx.doi.org/10.1155/2018/8184513.
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In China, air traffic congestion has become increasingly prominent and tends to spread from terminal areas to en route networks. Accurate and objective traffic demand prediction could alleviate congestion effectively. However, the usual demand prediction is based on conjecture method of flying track, and the number of aircraft flying over a sector in a set time interval could be inferred through the location information of any aircraft track. In this paper, we proposed a probabilistic traffic demand prediction method by considering the deviations caused by random events, such as the change of departure or arrival time, the temporary change in route or altitude under severe weather conditions, and unscheduled cancellation for a flight. The probabilistic method quantifies these uncertain factors and presents numerical value with its corresponding probability instead of the deterministic number of aircraft in a sector during a time interval. The analysis results indicate that the probabilistic traffic demand prediction based on error distribution characteristics achieves an effective match with the realistic operation in airspace of central and southern China, which contributes to enhancing the implementation of airspace congestion risk management.
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Cherniavsky, Ellen, and Laurence Gordon. "Measuring the Performance of the National Airspace System in the En Route Environment." Air Traffic Control Quarterly 9, no. 1 (2001): 21–43. http://dx.doi.org/10.2514/atcq.9.1.21.
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Ratcliffe, S. "Alternative Strategies for Traffic Flow-Management in Europe." Journal of Navigation 43, no. 2 (1990): 209–14. http://dx.doi.org/10.1017/s0373463300009541.
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This paper attempts to challenge some of the principles on which en-route airspace is presently allocated, whilst pointing out the practical difficulties of implementing any alternative strategy. The paper does not discuss airport capacity limitations and terminal area problems, although these also contribute to restrictions on traffic flow.
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Zhou, Qinyan, Wendong Yang, and Jinfu Zhu. "Mapping a Multilayer Air Transport Network with the Integration of Airway, Route, and Flight Network." Journal of Applied Mathematics 2019 (May 20, 2019): 1–10. http://dx.doi.org/10.1155/2019/8282954.
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This paper develops a mapping approach to explore the relationship between different layers of a multilayer air transport network composed of airway, route, and flight network. A two-step methodology is adopted to investigate the hierarchical structure and mapping relationship of the integrated network. First, the relationship between airway and route network is characterized by a multisource multisink shortest path method based on a generalized incidence matrix. Second, the relationship between route and flight network is formulated by a two-dimension array. A case study of an en route airspace in Lanzhou air traffic control area in China verifies the feasibility of the proposed two-step methodology.
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Shand, Andrew. "GPS –An Airline User's View." Journal of Navigation 48, no. 3 (1995): 319–34. http://dx.doi.org/10.1017/s0373463300012844.
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This paper is intended to provide an operator's view of the impact of GPS on the air transport industry. The discussion centres on use of GPS for the en-route, oceanic, terminal area and precision approach phases of flight. In summary the author suggests the following:(i) Inefficient use of airspace is costing the airlines a huge amount of money. However, GPS is not a pre-requisite of a move towards more efficient use of that airspace, although it will be required as part of the eventual CNS/ATM package. In the near term, better usage of current equipment such as IRS and DME, together with the introduction of ADS can provide the required level of accuracy for reduced separation in en-route and oceanic airspace.(ii) There is a real need to provide navigation for non-precision approach worldwide, independent of ground-based infrastructure. This is the area in which GPS can provide the most immediate improvement to safety.(iii) There are still a large number of questions hanging over GPS for precision approach. This leads the author to believe that it will not be capable of replacing ILS for the more critical Cat 2 and 3 applications quickly enough to avoid the loss of these capabilities in some critical locations. For this reason, it is postulated that MLS will be required in Europe, at least. Even if MLS is not required, there will still need to be a means of dealing with the transition away from ILS and for this reason the concept of a multi-mode receiver has been developed.
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Brooker, Peter. "Future Air Traffic Management: Quantitative En Route Safety Assessment Part 1 – Review of Present Methods." Journal of Navigation 55, no. 2 (2002): 197–211. http://dx.doi.org/10.1017/s0373463302001716.
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This is the first of two papers on Quantitative Safety Assessment – vital to the successful introduction of future Air Traffic Management systems. The goal of the two papers is to identify key future questions and the best methods to deal with them. The focus is en route European commercial traffic in controlled airspace, particularly risks from mid-air collision. Part 1 is a critical sketch of the historical context, methods used, and the use of analytical ‘models’ for safety assessment. Aspects covered include safety philosophy principles, safety targets, procedural separation standards, the Reich model and its problems, and radar separation standards.
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Bae, Joong-Won, and Sang-Jeong Lee. "A Study on a En-route Model of UTM Airspace for Small Unmanned Aerial Vehicles." Journal of Korean Institute of Communications and Information Sciences 43, no. 2 (2018): 363–70. http://dx.doi.org/10.7840/kics.2018.43.2.363.
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Fernandes, Alicia, and Juan Rebollo. "An Oceanic Trajectory Based Operations Concept Shaped by Operational Influences." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 60, no. 1 (2016): 66–70. http://dx.doi.org/10.1177/1541931213601015.
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Oceanic operations suffer from multiple inefficiencies, including large separation requirements relative to domestic airspace, time-consuming processes for amending en route trajectories, difficulties exchanging data between Flight Information Regions (FIRs), and restrictions on User Preferred Routes (UPRs). The result is that aircraft fly suboptimal trajectories, burning fuel and time that could be conserved. Transitioning to Trajectory Based Operations (TBO) is expected to improve operational efficiency. However, few TBO research initiatives involve operational personnel before it is too late for operational feedback to do more than de-scope the implementation to a single dimension. A human-centered approach to developing a concept for applying TBO to improve trajectory efficiency in oceanic airspace yielded a concept that explicitly incorporates uncertainty in strategic planning and requires careful consideration of the fourth dimension – in this case, altitude – in trajectory negotiation and conformance monitoring.
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Chen, Dan, Minghua Hu, Honghai Zhang, Jianan Yin, and Ke Han. "A network based dynamic air traffic flow model for en route airspace system traffic flow optimization." Transportation Research Part E: Logistics and Transportation Review 106 (October 2017): 1–19. http://dx.doi.org/10.1016/j.tre.2017.07.009.
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Pérez-Castán, Javier A., Fernando Gómez Comendador, Álvaro Rodríguez-Sanz, Rosa M. Arnaldo Valdés, and Jose Felix Alonso-Alarcon. "Safe RPAS integration in non-segregated airspace." Aircraft Engineering and Aerospace Technology 92, no. 6 (2020): 801–6. http://dx.doi.org/10.1108/aeat-11-2019-0224.
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Purpose This paper aims to assess the implications in safety levels by the integration of remotely piloted aircraft system (RPAS). The goal is to calculate the number of RPAS that can jointly operate with conventional aircraft regarding conflict risk, without exceeding current safety levels. Design/methodology/approach This approach benchmarks a calculated level of safety (CLS) with a target level of safety (TLS). Monte Carlo (MC) simulations quantify the TLS based on the current operation of conventional aircraft. Then, different experiments calculate the CLS associated with combinations of conventional aircraft and RPAS. MC simulations are performed based on probabilistic distributions of aircraft performances, entry times and geographical distribution. The safety levels are based on a conflict risk model because the safety metrics are the average number of conflicts and average conflict duration. Findings The results provide restrictions to the number of RPAS that can jointly operate with conventional aircraft. The TLS is quantified for four conventional aircraft. MC simulations confirm that the integration of RPAS demands a reduction in the total number of aircraft. The same number of RPAS than conventional aircraft shows an increase over 90% average number of conflicts and 300% average conflict time. Research limitations/implications The methodology is applied to one flight level of en-route airspace without considering climbing or descending aircraft. Originality/value This paper is one of the most advanced investigations performed to quantify the number of RPAS that can be safely integrated into non-segregated airspace, which is one of the challenges for the forthcoming integration of RPAS. Particularly, Europe draws to allow operating RPAS and conventional aircraft in non-segregated airspace by 2025, but this demanding perspective entails a thorough analysis of operational and safety aspects involved.
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Majumdar, Arnab, Washington Y. Ochieng, Gérard McAuley, Jean Michel Lenzi, and Catalin Lepadatu. "The Factors Affecting Airspace Capacity in Europe: A Cross-Sectional Time-Series Analysis Using Simulated Controller Workload Data." Journal of Navigation 57, no. 3 (2004): 385–405. http://dx.doi.org/10.1017/s0373463304002863.
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Air traffic in Europe is increasing at a rapid rate and traffic patterns no longer display pronounced daily peaks but instead exhibit peak spreading. Airspace capacity planning can no longer be for the peak period but must consider the whole day. En route airspace capacity in the high density European air traffic network is determined by controller workload. Controller workload is primarily affected by the features of the air traffic and ATC sector. This paper considers the air traffic and ATC sector factors that affect controller workload throughout the whole day. A simulation study using the widely used Reorganized ATC Mathematical Simulator (RAMS) model of air traffic controller workload is conducted for the Central European Air Traffic Services (CEATS) Upper Area Control Centre region of Europe. A cross-sectional time series analysis of the simulation output is conducted with corrections for temporal autocorrelation in the data. The results indicate that a subset of traffic and sector variables and their parameter estimates can be used to predict controller workload in any sector of the CEATS region in any given hour.
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Scallen, S. F., Kip Smith, and P. A. Hancock. "Pilot Actions during Traffic Situations in a Free-Flight Airspace Structure." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 40, no. 2 (1996): 111–15. http://dx.doi.org/10.1177/154193129604000223.
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One facet of the proposed restructuring of the National Airspace System currently generating much interest is called ‘Free Flight’. At the heart of the Free Flight system is an increased flexibility in pilot decision making and responsibility for the definition and maintenance of separation, of preferred routes and speeds, and the conduct of maneuvers in response to potential conflicts and other emergencies in the airspace. Here, we describe a simulation experiment where fifteen commercial pilots were presented with traffic conflict situations in the en route environment. Within the scenarios we manipulated density, type of conflict, and relative bearing of conflict aircraft. Pilots were required to navigate a simulated 757 aircraft to destination airport, avoiding all possible traffic conflicts. Their ability to maintain separation was the principle dependent measure. Results indicated that density and bearing did not appear to have any substantive effect on pilot response. However, overtaking conflicts produced a higher frequency of operational errors than crossing or converging conflicts. Further analysis of individual pilot responses revealed different strategies. Analysis of individual overtaking scenarios revealed patterns of pilot action associated with efficient and often creative conflict resolutions. An example of an inefficient conflict resolution was also identified.
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Pérez–Castán, Javier A., Fernando Gómez Comendador, Alvaro Rodriguez–Sanz, Rosa M. Arnaldo, and Jaime Torrecilla. "How many RPAS can be safely integrated in non–segregated airspace?" MATEC Web of Conferences 304 (2019): 05003. http://dx.doi.org/10.1051/matecconf/201930405003.
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The forthcoming integration of Remotely Piloted Aircraft System (RPAS) is one of the cmost omplex challenges for aviation. Europe draws to allow operating RPAS and conventional aircraft in non-segregated airspace by 2025, but this demanding perspective entails a thorough analysis of the different aspects involved. The RPAS integration in non-segregated airspace cannot imply an increase in the safety levels. This paper assesses how the RPAS integration affects safety levels. The goal is to regulate the number of RPAS that can jointly operate with conventional aircraft regarding conflict risk. This approach benchmarks a Calculated Level of Safety (CLS) with a Target Level of Safety (TLS). Monte Carlo (MC) simulations quantify the TLS based on schedules of conventional aircraft. Then, different combinations of conventional aircraft and RPAS provide different CLS. MC simulations are performed based on probabilistic distributions of aircraft performances, entry times and geographical distribution of aircraft. The safety levels are based on a conflict-risk model because the primary metrics are average number of conflicts and average conflict duration. The methodology is applied to one flight level of en-route airspace. The results provide restrictions to the number of RPAS that can jointly operate with conventional aircraft. Particularly, the TLS is quantified for four conventional aircraft and MC simulations provide the combinations of conventional aircraft and RPAS that fulfil the CLS. The same number of RPAS than conventional aircraft shows an increase over 90% average number of conflicts and 300% average conflict time.
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Huang, Jin. "Research on Collision Avoidance in Terminal Area Based on RNP and 3D Paths." Applied Mechanics and Materials 556-562 (May 2014): 6128–31. http://dx.doi.org/10.4028/www.scientific.net/amm.556-562.6128.
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We describes an operational concept in this paper, it enables increased airspace and airport capacity by using the Flight Management System (FMS), Required Navigation Performance capabilities (RNP) and air traffic management automation tools. This concept can be applied to en route and terminal operation. It realizes ground to air communication by using of voice and data chain. This paper analyzes several key performance parameters which affect arrival management process. This concept models the arrivals by using the performance modeling approach. The results of the modeling proves several factors that influence the delivery accuracy and delay in the arrival process ,these factors include the path and speed discretization, wind, trajectory prediction and navigation performance.
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Sekine, Katsuhiro, Furuto Kato, Kota Kageyama, and Eri Itoh. "Data-Driven Simulation for Evaluating the Impact of Lower Arrival Aircraft Separation on Available Airspace and Runway Capacity at Tokyo International Airport." Aerospace 8, no. 6 (2021): 165. http://dx.doi.org/10.3390/aerospace8060165.
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Although the application of new wake turbulence categories, the so-called “RECAT (wake turbulence category re-categorization)”, will realize lower aircraft separation minima and directly increase runway throughput, the impacts of increasing arrival traffic on the surrounding airspace and arrival traffic flow as a whole have not yet been discussed. This paper proposes a data-driven simulation approach and evaluates the effectiveness of the lower aircraft separation in the arrival traffic at the target airport. The maximum runway capacity was clarified using statistics on aircraft types, stochastic distributions of inter-aircraft time and runway occupancy time, and the levels of the automation systems that supported air traffic controllers’ separation work. Based on the estimated available runway capacity, simulation models were proposed by analyzing actual radar track and flight plan data during the 6 months between September 2019 and February 2020, under actual operational constraints and weather conditions. The simulation results showed that the application of RECAT would reduce vectoring time in the terminal area by 7% to 10% under the current airspace and runway capacity when following a first-come first-served arrival sequence. In addition, increasing airspace capacity by 10% in the terminal area could dramatically reduce en-route and takeoff delay times while keeping vectoring time the same as under the current operation in the terminal area. These findings clarified that applying RECAT would contribute to mitigating air traffic congestion close to the airport, and to reducing delay times in arrival traffic as a whole while increasing runway throughput. The simulation results demonstrated the relevance of the theoretical results given by queue-based approaches in the authors’ past studies.
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Chen, Dan, Minghua Hu, Ke Han, Honghai Zhang, and Jianan Yin. "Short/medium-term prediction for the aviation emissions in the en route airspace considering the fluctuation in air traffic demand." Transportation Research Part D: Transport and Environment 48 (October 2016): 46–62. http://dx.doi.org/10.1016/j.trd.2016.08.003.
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Lindsay, Kenneth S. "Workload-Based Capacity for Air Traffic Management." Transportation Research Record: Journal of the Transportation Research Board 2501, no. 1 (2015): 9–17. http://dx.doi.org/10.3141/2501-02.
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The charter of FAA is to promote the safe, orderly, and expeditious use of the National Airspace System (NAS). To ensure that traffic flow is safe and efficient, FAA needs to know the expected traffic demand on the sector and the sector's capacity to accommodate that demand. When sector capacity is inadequate to meet the demand, congestion occurs. To ensure that safety is not compromised, FAA often takes action to reduce demand or increase capacity to avoid congestion. The MITRE Corporation's Center for Advanced Aviation System Development developed a time-on-task workload model to assess capacity and congestion in en route NAS sectors. A metric was developed and used along with the workload generated by the model and a workload threshold to estimate sector capacity. The metric, as constructed, enabled equitable comparison of capacity of different sectors, regardless of size. A field and lab evaluation of the workload model was used to quantify the model's task coverage and to calibrate its parameter values. The workload model was used to generate workload, capacity, and congestion profiles for selected en route sectors during good weather and during convective weather. The data used to generate the profiles can be used for various air traffic management applications.
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Harriman, David, Steven Leighton, and Bastiaan Ober. "Tools for GPS B-RNAV." Journal of Navigation 53, no. 3 (2000): 403–11. http://dx.doi.org/10.1017/s0373463300001016.
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This paper discusses the design, development and operation of two tools intended for B-RNAV operations: the enhanced AUGUR system, which was commissioned by EUROCONTROL, and the Global Positioning System (GPS) Performance Monitoring System (GPMS), commissioned by National Air Traffic Services Ltd. (NATS). Both tools were implemented by STASYS Ltd., with support from Delft University on AUGUR algorithm issues. AUGUR, a Predictive GPS Receiver Autonomous Integrity Monitoring (RAIM) system, performs complex calculations and provides an easy-to-interpret Internet-based interface to aid aircraft operators with the use of GPS. Enhancements to AUGUR have been implemented to meet user requests and the requirements of a future Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) on the airworthiness and operational approval for the use of Area Navigation (RNAV) systems in European airspace designated for Precision RNAV (P-RNAV) operations. The GPMS records output from a variety of GPS UE, has a real-time interface, performs simulations based on logged data, and permits remote analysis. The work carried out consisted of specifying a system to meet the safety study recommendations, choosing hardware, analysing interface requirements, and developing systems and software. These tools are now in place to help with GPS B-RNAV operations, and provide a layer of safety for both en-route flight and GPS-based non-precision approach operations in European airspace.
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Benhabib, Seyla. "Transformations of Citizenship: The Case of Contemporary Europe." Government and Opposition 37, no. 4 (2002): 439–65. http://dx.doi.org/10.1111/1477-7053.00110.
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In The Mid-Morning Hours Of 11 September 2001, Shortly After the second Twin Tower of the World Trade Center had collapsed, amidst the fog surrounding us all – who, when, why – I heard a brief item of news on the radio. Canada had closed its airspace to all American planes still en route; since US airports were also closed for several hours on that day, these pilots would have no choice but to return to their destinations or to circle the airs in search of ‘safe haven’. This news was not repeated. Canada eventually did permit US airplanes to land and many transatlantic passengers found safety in Iceland's Reykjavik airport for a period of time, up to several days in some cases.This small incident is one among the many in recent years that have made increasingly transparent the fragility of the territorially bounded and state-centric international order. For a few brief hours, the passengers of the airplanes that could not obtain landing permission were like refugees without first admittance claims. The same logic that permits states to deny first admittance to certain refugees and asylees, and often contrary to the Geneva Convention on the Status of Refugees, was operative in this instance as well. Invoking national security concerns, the USA's closest neighbour could, even if briefly, follow the imperatives of sovereign statehood and close its airspace as well as landing privileges to passengers who had now become ‘refugees in orbit‘ in the heavens.
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Chevalier, Jeremie, Daniel Delahaye, Mohammed Sbihi, and Pierre Marechal. "Departure and Arrival Routes Optimization Near Large Airports." Aerospace 6, no. 7 (2019): 80. http://dx.doi.org/10.3390/aerospace6070080.
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The bottleneck of today’s airspace is the Terminal Maneuvering Areas (TMA), where aircraft leave their routes to descend to an airport or take off and reach the en-route sector. To avoid congestion in these areas, an efficient design of departure and arrival routes is necessary. In this paper, a solution for designing departure and arrival routes is proposed, which takes into account the runway configuration, the surroundings of the airport and operational constraints such as limited slopes or turn angles. The routes consist of two parts: a horizontal path in a graph constructed by sampling the TMA around the runway, to which is associated a cone of altitudes. The set of all routes is optimized by the Simulated Annealing metaheuristic. In the process and at each iteration, each route is computed by defining adequately the cost of the arcs in the graph and then searching a path on it. The costs are chosen so as to avoid zigzag behaviors as much as possible. Two tests were performed, one on an instance taken from the literature and the other on an artificial problem designed specifically to test this approach. The obtained results are satisfying with regard to the current state of air operations management and constraints.
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Rodgers, Mark D. "SATORI: Situation Assessment through Re-Creation of Incidents." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 37, no. 15 (1993): 1031. http://dx.doi.org/10.1177/154193129303701503.
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A system has been developed that graphically re-creates the radar data recorded at En Route air traffic control facilities. Each facility records data sent to the radar displays associated with the airspace under its control on a System Analysis Report (SAR) tape. SATORI (Situation Assessment Through Re-creation of Incidents) overlays the SAR data on the appropriate sector maps using map data from the Adaptation Control Environmental System (ACES) database. Voice records from the audiotape recording of the communications between the controller and pilots, and interphone communications are digitized and replayed in synchrony with the events displayed on the screen. Figure 1 details the SATORI data processing flow. The analog switch display settings of the PVD are not recorded, however subroutines have been written for SATORI that allow the display to be set up with the settings reported to have been used by a given controller. In addition to the above, SATORI has the capability to display the high and low weather intensity that was displayed on a given PVD. All software routines written for SATORI use Open Systems Foundation (OSF) technology. Similar data to those available from En Route facilities are recorded at TRACON facilities and should allow for the development of a re-creation tool much like the one discussed in this report. Once SATORI is evaluated, it will be possible to accomplish the goals of evaluating system designs, over-the-shoulder appraisals, training outcomes, and measuring controller performance.
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Brooker, Peter. "Radar Inaccuracies and Mid-Air Collision Risk: Part 1 A Dynamic Methodology." Journal of Navigation 57, no. 1 (2004): 25–37. http://dx.doi.org/10.1017/s0373463303002558.
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Air traffic controllers use a radar separation minimum when keeping aircraft safely apart. The choice of minimum needs to ensure, to a very high degree of confidence, that radar inaccuracies are not putting the aircraft into a risk of collision – controllers can of course be required to use larger minima for operational reasons. A particular separation minimum necessarily feeds back into requirements on radar design criteria, data processing and performance. The estimation of the radar separation minimum is significantly improved by the use of a new methodology. Previous derivations were a major step forward, but were ‘static’, in that they did not attempt to take properly into account how controllers use separation minima dynamically. An analysis on the use of separation minima in en route airspace by controllers concludes that they are generally likely to use the radar minimum to pass aircraft, rather than to use the minimum in a ‘strategic’ sense (e.g. ‘in trail’ separation). The new ‘Event Model’ methodology recognises that collisions cannot happen instantly: the aircraft pair concerned must move from a safe configuration to a hazardous one. Collisions are therefore events caused by flawed flight paths, dependent on both the initial positions of aircraft and their subsequent movements and velocities.
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Barnier, Nicolas, and Cyril Allignol. "Trajectory deconfliction with constraint programming." Knowledge Engineering Review 27, no. 3 (2012): 291–307. http://dx.doi.org/10.1017/s0269888912000227.
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AbstractAs acknowledged by the SESAR (Single European Sky ATM (Air Traffic Management) Research) program, current Air Traffic Control (ATC) systems must be drastically improved to accommodate the predicted traffic growth in Europe. In this context, the Episode 3 project aims at assessing the performance of new ATM concepts, like 4D-trajectory planning and strategic deconfliction.One of the bottlenecks impeding ATC performances is the hourly capacity constraints defined on each en-route ATC sector to limit the rate of aircraft. Previous works were mainly focused on optimizing the current ground holding slot allocation process devised to satisfy these constraints. We propose to estimate the cost of directly solving all conflicts in the upper airspace with ground holding, provided that aircraft were able to follow their trajectories accurately.We present a Constraint Programming model of this large-scale combinatorial optimization problem and the results obtained with the FaCiLe (Functional Constraint Library). We study the effect of uncertainties on the departure time and estimate the cost of improving the robustness of our solutions with the Complete Air Traffic Simulator (CATS). Encouraging results were obtained without uncertainty but the costs of robust solutions are prohibitive. Our approach may however be improved, for example, with a prior flight level allocation and the dynamic resolution of remaining conflicts with one of CATS’ modules.
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Rodríguez-Sanz, Álvaro, Fernando Gómez Comendador, Rosa M. Arnaldo Valdés, Javier A. Pérez-Castán, Pablo González García, and Mar Najar Godoy Najar Godoy. "4D-trajectory time windows: definition and uncertainty management." Aircraft Engineering and Aerospace Technology 91, no. 5 (2019): 761–82. http://dx.doi.org/10.1108/aeat-01-2018-0031.
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PurposeThe 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.Design/methodology/approach4D 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.FindingsThe 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).Practical implicationsThe 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.Originality/valueThe 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.
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Pham, Duc-Thinh, Sameer Alam, and Vu Duong. "An Air Traffic Controller Action Extraction-Prediction Model Using Machine Learning Approach." Complexity 2020 (November 18, 2020): 1–19. http://dx.doi.org/10.1155/2020/1659103.
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In air traffic control, the airspace is divided into several smaller sectors for better management of air traffic and air traffic controller workload. Such sectors are usually managed by a team of two air traffic controllers: planning controller (D-side) and executive controller (R-side). D-side controller is responsible for processing flight-plan information to plan and organize the flow of traffic entering the sector. R-side controller deals with ensuring safety of flights in their sector. A better understanding and predictability of D-side controller actions, for a given traffic scenario, may help in automating some of its tasks and hence reduce workload. In this paper, we propose a learning model to predict D-side controller actions. The learning problem is modeled as a supervised learning problem, where the target variables are D-side controller actions and the explanatory variables are the aircraft 4D trajectory features. The model is trained on six months of ADS-B data over an en-route sector, and its generalization performance was assessed, using crossvalidation, on the same sector. Results indicate that the model for vertical maneuver actions provides highest prediction accuracy (99%). Besides, the model for speed change and course change action provides predictability accuracy of 80% and 87%, respectively. The model to predict the set of all the actions (altitude, speed, and course change) for each flight achieves an accuracy of 70% implying for 70% of flights; D-side controller’s action can be predicted from trajectory information at sector entry position. In terms of operational validation, the proposed approach is envisioned as ATCO assisting tool, not an autonomous tool. Thus, there is always ATCO discretion element, and as more ATCO actions are collected, the models can be further trained for better accuracy. For future work, we will consider expanding the feature set by including parameters such as weather and wind. Moreover, human in the loop simulation will be performed to measure the effectiveness of the proposed approach.
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Sáez Nieto, F. J., R. Arnaldo Valdés, E. J. García González, G. McAuley, and M. I. Izquierdo. "Development of a three-dimensional collision risk model tool to assess safety in high density en-route airspaces." Proceedings of the Institution of Mechanical Engineers, Part G: Journal of Aerospace Engineering 224, no. 10 (2010): 1119–29. http://dx.doi.org/10.1243/09544100jaero704.
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Bowden, Vanessa, Luke Ren, and Shayne Loft. "Supervising High Degree Automation in Simulated Air Traffic Control." Proceedings of the Human Factors and Ergonomics Society Annual Meeting 62, no. 1 (2018): 86. http://dx.doi.org/10.1177/1541931218621019.
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Implementing high degree automation in future air traffic control (ATC) systems will be crucial for coping with increased air traffic demand and maintaining safety. However, issues associated with the passive monitoring role assumed by operators in these systems continue to be of concern. Passive monitoring can lead to a range of human operator performance problems when overseeing automation. The performance cost when human operators are placed in a passive monitoring role has been conceptualized as the out-of-the-loop (OOTL) performance problem: where adding more automation to a system makes it less likely that the operator will notice an automation failure and intervene appropriately (Endsley & Kiris, 1995). The OOTL performance problem has been attributed to numerous factors including vigilance decrements, fatigue, task disengagement, and poor situation awareness. This study tested two different approaches to addressing the OOTL performance problem associated with high degree automation in a simulation of en-route ATC (ATC-labAdvanced; Fothergill, Loft, & Neal, 2009). Following a 60-min training and practice session, 115 university student participants completed two 30-min ATC scenarios; one under manual control and one where they supervised high degree automation (counterbalanced order). The automation performed all acceptances for aircraft entering the sector of controlled airspace, handed off all departing aircraft, and resolved all conflicts between aircraft pairs that would otherwise have violated the minimum safe separation standards (except for a single automation failure event). Participants were instructed that the automation was highly reliable, but not infallible. The first aim was to confirm that while high degree automation can reduce workload, it can also lead to increased task disengagement and fatigue when compared to manual control. Furthermore, to determine how well participants supervised the automation, the conflict detection automation failed once late in the automation scenario. This failure involved two aircraft violating the minimum lateral and vertical separation standard and being missed by the automation. We expected to find that participants would fail to detect this conflict more often, or be slower to detect it, when under automation conditions, compared to a comparable conflict event presented when under manual control. Our second aim was to investigate whether these costs of automation could be ameliorated by techniques designed to improve task engagement. Participants were assigned to one of three automation conditions, including automation with (1) no acknowledgements, (2) acknowledgments, or (3) queries. In the no acknowledgements condition, automation failure monitoring was the only task performed. In the acknowledgements condition, similar to Pop et al. (2012), participants were additionally instructed to click to acknowledge each automated action, thereby potentially improving engagement by adding an active component to an otherwise passive monitoring task. In the queries condition, participants were queried regarding the past, present, and future state of aircraft on the display. The goal was to help participants maintain an accurate mental model (aka. situation awareness) when using automation. We found that automation reduced workload, increased disengagement and fatigue, and impaired detection of a single conflict detection failure event compared to manual task performance. Consistent with previous research, this shows that as a higher degree of automation is added to a system, it becomes less likely that the operator will notice automation failures and intervene appropriately (e.g. Pop et al., 2012). The first intervention tested whether adding automation acknowledgement requirements to the task made it easier for participants to detect and resolve a single automation failure event. The results showed that there was no difference between automation with and without acknowledgement requirements on workload, task disengagement, fatigue, and the detection of the automation failure event. The second intervention tested whether adding queries regarding aircraft on the display would improve failure detection performance. The queries intervention successfully reduced task disengagement and trended towards reducing fatigue, while workload was maintained at a level similar to that of manual control. These findings suggest that the manipulation successfully reduced some of the subjective deficits associated with the passive monitoring of automation. However, there was a significant cost to participants’ ability to detect and resolve the automation failure event relative to manual performance, where half the participants in the queries condition missed the automation failure entirely, compared to 25% in the no queries condition. Response times to detect the failure event were also considerably longer when queries were included compared to no queries. One explanation is that the queries condition may have been engaging to the point of distraction. This is supported by qualitative information provided by participants, where 40% mentioned that they found the queries to be distracting. Future studies may wish to examine the effectiveness of auditory queries instead of visual queries, potentially with verbal instead of typed responses. This may allow queries to reduce task disengagement and fatigue while potentially improving participants’ ability to intervene to automation failures.
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Yang, Shangwen, Yongjie Yan, and Ping Chen. "Robust Optimization Models for Flight Rerouting." International Journal of Computational Methods, February 3, 2020, 2040001. http://dx.doi.org/10.1142/s0219876220400010.
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To solve the rerouting problem resulted from uncertain adverse weather and multiple flight-confined areas, absolute robust, deviation robust, and relative robust optimization models for flight rerouting were proposed. Maximum flow method was applied for determining the value of maximum flow for the en-route network affected by adverse weather. A numerical test based on the simulated data of a civil airspace unit was performed. Test results show that, compared with the stochastic model under equal probability scenarios, the robust optimization models gain better effect in adapting to scenario changes. The superiority of the models was verified.
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Motyka, Anna, and Eric Tchouamou Njoya. "Single European Sky: The progress so Far." Journal of Aerospace Technology and Management, no. 12 (August 28, 2020). http://dx.doi.org/10.5028/jatm.v12.1175.
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This paper aims to assess the progress made towards the implementation of a Single European Sky (SES). It examines the program’s four main key performance indicators - environmental impact, safety, cost efficiency and capacity - and depicts in more detail the sequence of changes in each problematic area, thereby providing a better visualization of the main milestones and the issues hindering proposed reforms. The paper concludes that the overall process of reforming European airspace within SES has been slow and delayed, partly due to a lack of cooperation and commitment from air navigation service providers and states to deliver the information needed and apply desired amendments. The paper recommends several actions, which could improve the SES performance, including among others the implementation of incentives to meet the program’s objectives, as well as penalties for lack of cooperation, and the introduction of a common en-route charging rate at the European level.