Bibliographies thématiques / 4D Trajectory Management

Littérature scientifique sur le sujet « 4D Trajectory Management »

Auteur : Grafiati
Publié le 14 mars 2023

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Articles de revues sur le sujet "4D Trajectory Management"

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Guibert, Sandrine, et Laurent Guichard. « 4D trajectory management using contract of objectives ». Journal of Aerospace Operations 1, no 3 (2012) : 231–48. http://dx.doi.org/10.3233/aop-2012-0017.

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Rodríguez-Sanz, Álvaro, Fernando Gómez Comendador, Rosa M. Arnaldo Valdés, Javier A. Pérez-Castán, Pablo González García et Mar Najar Godoy Najar Godoy. « 4D-trajectory time windows : definition and uncertainty management ». Aircraft Engineering and Aerospace Technology 91, no 5 (13 mai 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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Wang, Jie Ning, He Sun et Mei Dong. « 4D Trajectory Modeling and Pub/Sub Mechanism Based on Interoperability Mode ». Applied Mechanics and Materials 411-414 (septembre 2013) : 2758–62. http://dx.doi.org/10.4028/www.scientific.net/amm.411-414.2758.

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With the rapid development of air traffic management, a number of new technologies will replace today control method. In the future, aircrafts can keep appropriate interval according to control intention. And controllers will command the whole situation in real-time. On the basis of the 4D trajectory design and plan of American in air traffic management, we establish 4D trajectory model by UML and XML Schema. Then the Pub/Sub mechanism is modeled and analyzed. Through analyzing the QoS data synchronization, we can regulate data exchange which under 4D trajectory interoperability effectively.
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Hagelauer, Patrick, et Félix Mora-Camino. « Flight Management Systems and Aircraft 4D Trajectory Optimization ». IFAC Proceedings Volumes 30, no 19 (septembre 1997) : 351–56. http://dx.doi.org/10.1016/s1474-6670(17)42324-x.

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Brooker, Peter. « 4D-Trajectory Air Traffic Management : ‘Are There ‘Killer Apps?’ – Part 1 ». Journal of Navigation 65, no 3 (27 mars 2012) : 397–408. http://dx.doi.org/10.1017/s0373463312000045.

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Europe and the USA are developing plans (‘SESAR’ and ‘NextGen’) to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. Aircraft would fly on Four Dimensional-Trajectories (4D-Trajectories), incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-Trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? Killer App(lication)s is jargon for innovations so valuable that they prove the core value of some larger technology. So, are there ‘Killer Apps’ for 4D-Trajectory ATM? Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety. The analysis here attempts to identify and then size potential 4D-Trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-Trajectory versions. Part 1 of this paper sets out the framework for investigating these questions; Part 2 will be published subsequently and will examine potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.
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MOTODANI, Akihiro, et Noboru TAKEICHI. « Modeling of Flight Time Uncertainty in 4D Trajectory Management ». JOURNAL OF THE JAPAN SOCIETY FOR AERONAUTICAL AND SPACE SCIENCES 65, no 3 (2017) : 130–34. http://dx.doi.org/10.2322/jjsass.65.130.

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Brooker, Peter. « 4D-Trajectory Air Traffic Management : Are There ‘Killer Apps’ ? – Part 2 ». Journal of Navigation 65, no 4 (30 mai 2012) : 571–87. http://dx.doi.org/10.1017/s0373463312000173.

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The USA and Europe are developing plans – NextGen and SESAR – to transform the processes of Air Traffic Management (ATM). These will improve safety and efficiency, and match predicted increases in air transportation demand. They use advanced networking technology updated with information from satellite navigation and digital non-voice communication. The strategic goal, envisaged for 15–20 years hence, is a new ATM paradigm. Aircraft would fly on Four-Dimensional (4D) trajectories, incorporating altitude, position, time, and other aircraft positions and vectors. This vision would involve extremely large investments from the airline industry and ATM service providers. Thus, development priorities need to be based on sound business cases. But will these necessarily lead to the strategic vision of a 4D-trajectory system? Will the changes in practice be limited to a series of short and medium term operational improvements rather than strategic improvements? So, are there ‘Killer Apps’ for 4D-trajectory ATM? ‘Killer App(lication)s’ is jargon for innovations so valuable that they prove the core value of some larger technology. Killer Apps generate high degrees of stakeholder technical and financial cooperation. Ironically, most past ATM Killer Apps have improved safety, e.g., modern radar data processing led to collision avoidance systems. The analysis here attempts to identify and then size potential 4D-trajectory ATM Killer Apps. The evidence for Killer Apps has to pass key tests. Killer Apps obviously have to offer enormous benefits to stakeholders in the context of the potential costs. The bulk of these benefits must not be obtainable through technologically ‘cut down’ non−4D-trajectory versions. Part 1 of this paper (Brooker, 2012a) sets out the framework for investigating these questions. Part 2 examines potential Killer Apps derived from improvements in Fuel Efficiency, Capacity and Cost. An abbreviated version of this paper was first presented at the European Navigation Conference (ENC 2011), London in November 2011.
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Rodríguez-Sanz, Álvaro, Cecilia Claramunt Puchol, Javier A. Pérez-Castán, Fernando Gómez Comendador et Rosa M. Arnaldo Valdés. « Practical implementation of 4D-trajectories in air traffic management : system requirements and time windows monitoring ». Aircraft Engineering and Aerospace Technology 92, no 9 (14 mai 2020) : 1357–75. http://dx.doi.org/10.1108/aeat-12-2019-0236.

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Purpose The current air traffic management (ATM) operational approach is changing; “time” is now integrated as an additional fourth dimension on trajectories. This notion will impose on aircraft the compliance of accurate arrival times over designated checkpoints (CPs), called time windows (TWs). This paper aims to clarify the basic requirements and foundations for the practical implementation of this functional framework. Design/methodology/approach This paper reviews the operational deployment of 4D trajectories, by defining its relationship with other concepts and systems of the future ATM and communications, navigation and surveillance (CNS) context. This allows to establish the main tools that should be considered to ease the application of the 4D-trajectories approach. This paper appraises how 4D trajectories must be managed and planned (negotiation, synchronization, modification and verification processes). Then, based on the evolution of a simulated 4D trajectory, the necessary corrective measures by evaluating the degradation tolerances and conditions are described and introduced. Findings The proposed TWs model can control the time tolerance within less than 100 s along the passing CPs of a generic trajectory, which is in line with the expected future ATM time-performance requirements. Originality/value The main contribution of this work is the provision of a holistic vision of the systems and concepts that will be necessary to implement the new 4D-trajectory concept efficiently, thus enhancing performance. It also proposes tolerance windows for trajectory degradation, to understand both when an update is necessary and what are the conditions required for pilots and air traffic controllers to provide this update.
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Brooker, Peter. « A 4D ATM Trajectory Concept Integrating GNSS and FMS ? » Journal of Navigation 67, no 4 (14 mars 2014) : 617–31. http://dx.doi.org/10.1017/s0373463314000101.

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NextGen and SESAR have now been under development for several years, but have increasingly complex engineering and operational specifications. A variant Air Traffic Management (ATM) concept is sketched for generating fuel-efficient, very accurate and air-ground synchronized 4D-trajectories by using flight segment groundspeed profiles and linking Global Navigation Satellite Systems (GNSS) data to the aircraft Flight Management Systems (FMS) with feedback control. Is this a flawed concept or a feasible and operationally practical proposition?
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Brooker, Peter. « Air Traffic Control Separation Minima : Part 2 – Transition to a Trajectory-based System ». Journal of Navigation 64, no 4 (12 septembre 2011) : 673–93. http://dx.doi.org/10.1017/s0373463311000221.

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Current strategic plans for Air Traffic Management (ATM) envisage a transition from radar control to a trajectory-based system. Part 1 sketched the historical origins of separation minima and then analysed the safety thinking behind current minima and the issues involved in risk modelling. Part 2 examines the future situation. This focuses on the intermediate steps to the final system – upgraded capabilities in a mixed-equipage system. Future traffic mixes two categories of traffic: V aircraft, i.e. vectored traditional ATC-handled, and 4D aircraft, i.e. flying on 4D trajectories. Conflict probe and other decision support tools will need to be in place, inter alia to prevent controller workload from increasing. Conceptually, future risks in the transition period will be the sum of three types of aircraft encounter risk: V/V, 4D/4D and 4D/V. These pose different kinds of problem for ATC, appropriate conflict alerting systems and risk assessment. The numbers of 4D/V encounters increase rapidly with growth in the proportion of 4D aircraft. With reduced minima, airborne collision avoidance systems would be unlikely to resolve higher relative velocity encounters were the ATC system to fail. It would be a difficult decision to reduce markedly ATC separation minima for any category of aircraft encounters during the transition period.
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Chapitres de livres sur le sujet "4D Trajectory Management"

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Gardi, Alessandro, Roberto Sabatini, Matthew Marino et Trevor Kistan. « Multi-objective 4D Trajectory Optimization for Online Strategic and Tactical Air Traffic Management ». Dans Sustainable Aviation, 185–200. Cham : Springer International Publishing, 2016. http://dx.doi.org/10.1007/978-3-319-34181-1_17.

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Ollivier-Legeay, Hortense, Abdessamad Ait El Cadi, Nicolas Belanger et David Duvivier. « A 4D Augmented Flight Management System Based on Flight Planning and Trajectory Generation Merging ». Dans Towards Autonomous Robotic Systems, 184–95. Cham : Springer International Publishing, 2020. http://dx.doi.org/10.1007/978-3-030-63486-5_21.

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Piatek, M., et A. Stelmach. « The method of safe 4D flight trajectory prediction in controlled airspace ». Dans Advances in Safety, Reliability and Risk Management, 1136–43. CRC Press, 2011. http://dx.doi.org/10.1201/b11433-159.

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Actes de conférences sur le sujet "4D Trajectory Management"

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Wichman, Keith D., Joel K. Klooster, Okko F. Bleeker et Richard M. Rademaker. « Flight validation of downlinked flight management system 4D trajectory ». Dans 2007 IEEE/AIAA 26th Digital Avionics Systems Conference. IEEE, 2007. http://dx.doi.org/10.1109/dasc.2007.4391833.

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Grout, J. F. « Full 4D trajectory management - Ground Industry point of view ». Dans 2012 Integrated Communications, Navigation and Surveillance Conference (ICNS). IEEE, 2012. http://dx.doi.org/10.1109/icnsurv.2012.6218496.

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Zillies, J. L., Angela Rebecca Schmitt et Ruzica Vujasinovic. « Multiobjective 4D optimization of a trajectory-based air traffic management ». Dans 2013 Integrated Communications, Navigation and Surveillance Conference (ICNS 2013). IEEE, 2013. http://dx.doi.org/10.1109/icnsurv.2013.6548524.

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Zillies, Julia, et Angela Schmitt. « Multiobjective 4D optimization of a trajectory-based air traffic management ». Dans 2013 Integrated Communications, Navigation and Surveillance Conference (ICNS). IEEE, 2013. http://dx.doi.org/10.1109/icnsurv.2013.6548603.

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Peters, Mark. « 4D trajectory departure traffic flow management concepts utilizing user-preferred trajectories ». Dans 2007 IEEE/AIAA 26th Digital Avionics Systems Conference. IEEE, 2007. http://dx.doi.org/10.1109/dasc.2007.4391818.

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Guibert, Sandrine, Laurent Guichard, Christoph Rihacek et Jean-Yves Grau. « Result from evaluation of 4D trajectory management with contract-of-objectives ». Dans 2009 IEEE/AIAA 28th Digital Avionics Systems Conference (DASC). IEEE, 2009. http://dx.doi.org/10.1109/dasc.2009.5347512.

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Oberheid, Hendrik, Bernhard Weber, Marco-Michael Temme et Alexander Kuenz. « Visual assistance to support late merging operations in 4D trajectory-based arrival management ». Dans 2009 IEEE/AIAA 28th Digital Avionics Systems Conference (DASC). IEEE, 2009. http://dx.doi.org/10.1109/dasc.2009.5347543.

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Koyuncu, Emre, Eduardo Garcia et Gokhan Inalhan. « Flight deck automation support with dynamic 4D trajectory management for ACAS : AUTOFLY-Aid ». Dans 2012 Integrated Communications, Navigation and Surveillance Conference (ICNS). IEEE, 2012. http://dx.doi.org/10.1109/icnsurv.2012.6218387.

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Olivares, Alberto, Manuel Soler et Ernesto Staffetti. « Multiphase mixed-integer optimal control applied to 4D trajectory planning in air traffic management ». Dans the 3rd International Conference. New York, New York, USA : ACM Press, 2013. http://dx.doi.org/10.1145/2494493.2494505.

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Morscheck, Fabian. « A Modular Experimental Flight Management and 4D Trajectory Generation System for Unmanned Multicopter, Urban Air Mobility Vehicles and Other VTOL Vehicles ». Dans 2021 IEEE/AIAA 40th Digital Avionics Systems Conference (DASC). IEEE, 2021. http://dx.doi.org/10.1109/dasc52595.2021.9594290.

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