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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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Rodríguez–Sanz, Álvaro, Cecilia Claramunt Puchol, Fernando Gómez Comendador, Javier Pérez-Castán, Rosa Arnaldo Valdés, Francisco Serrano Martínez et Mar Najar Godoy. « Air traffic management based on 4D-trajectories : requirements and practical implementation ». MATEC Web of Conferences 304 (2019) : 05001. http://dx.doi.org/10.1051/matecconf/201930405001.
Texte intégralRésumé :
The current Air Traffic Management (ATM) functional approach is changing: ‘time’ is now integrated as an additional fourth dimension on trajectories. This notion will impose on aircraft the compliance of accurately arrival times over designated checkpoints, called Time Windows (TWs). In this context, we review the operational concept of 4D-trajectories, by initially developing an analysis of basic requirements for their implementation in the Communications, Navigation and Surveillance (CNS) systems and then by investigating their management in the future ATM context. We focus on defining the relationships between 4D-trajectories and other concepts and systems of the future ATM framework, and the needs that it will require for its application, detailing the main tools, programs and ATM/CNS systems that must be deployed. We appraise how 4D-trajectories must be managed and planned (negotiation, synchronization, modification and verification processes). Then, based on the degradation of a 4D-trajectory, we define and introduce the necessary corrective measures by evaluating the degradation tolerances and conditions.
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Dal Sasso, Veronica, Franklin Djeumou Fomeni, Guglielmo Lulli et Konstantinos G. Zografos. « Incorporating Stakeholders’ priorities and preferences in 4D trajectory optimization ». Transportation Research Part B : Methodological 117 (novembre 2018) : 594–609. http://dx.doi.org/10.1016/j.trb.2018.09.009.
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Gardi, Alessandro, Roberto Sabatini et Trevor Kistan. « Multiobjective 4D Trajectory Optimization for Integrated Avionics and Air Traffic Management Systems ». IEEE Transactions on Aerospace and Electronic Systems 55, no 1 (février 2019) : 170–81. http://dx.doi.org/10.1109/taes.2018.2849238.
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Takeichi, Noboru. « Adaptive prediction of flight time uncertainty for ground-based 4D trajectory management ». Transportation Research Part C : Emerging Technologies 95 (octobre 2018) : 335–45. http://dx.doi.org/10.1016/j.trc.2018.07.028.
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Vitali, Alessio, Manuela Battipede et Angelo Lerro. « Multi-Objective and Multi-Phase 4D Trajectory Optimization for Climate Mitigation-Oriented Flight Planning ». Aerospace 8, no 12 (13 décembre 2021) : 395. http://dx.doi.org/10.3390/aerospace8120395.
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Aviation contribution to global warming and anthropogenic climate change is increasing every year. To reverse this trend, it is crucial to identify greener alternatives to current aviation technologies and paradigms. Research in aircraft operations can provide a swift response to new environmental requirements, being easier to exploit on current fleets. This paper presents the development of a multi-objective and multi-phase 4D trajectory optimization tool to be integrated within a Flight Management System of a commercial aircraft capable of performing 4D trajectory tracking in a Free Route Airspace context. The optimization algorithm is based on a Chebyshev pseudospectral method, adapted to perform a multi-objective optimization with the two objectives being the Direct Operating Cost and the climate cost of a climb-cruise-descent trajectory. The climate cost function applies the Global Warming Potential metric to derive a comprehensive cost index that includes the climate forcing produced by CO2 and non-CO2 emissions, and by the formation of aircraft-induced clouds. The output of the optimization tool is a set of Pareto-optimal 4D trajectories among which the aircraft operator can choose the best solution that satisfies both its economic and environmental goals.
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Brooker, Peter. « Simple Models for Airport Delays During Transition to a Trajectory-Based Air Traffic System ». Journal of Navigation 62, no 4 (octobre 2009) : 555–70. http://dx.doi.org/10.1017/s0373463309990105.
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It is now widely recognised that a paradigm shift in air traffic control concepts is needed. This requires state-of-the-art innovative technologies, making much better use of the information in the air traffic management (ATM) system. These paradigm shifts go under the names of NextGen in the USA and SESAR in Europe, which inter alia will make dramatic changes to the nature of airport operations. A vital part of moving from an existing system to a new paradigm is the operational implications of the transition process. There would be business incentives for early aircraft fitment, it is generally safer to introduce new technologies gradually, and researchers are already proposing potential transition steps to the new system. Simple queuing theory models are used to establish rough quantitative estimates of the impact of the transition to a more efficient time-based – four-dimensional (4D) – navigational and ATM system. Such models are approximate, but they do offer insight into the broad implications of system change and its significant features. 4D-equipped aircraft in essence have a contract with the airport runway – they would be required to turn up at a very precise time – and, in return, they would get priority over any other aircraft waiting for use of the runway. The main operational feature examined here is the queuing delays affecting non-4D-equipped arrivals. These get a reasonable service if the proportion of 4D-equipped aircraft is low, but this can deteriorate markedly for high proportions, and be economically unviable. Preventative measures would be to limit the additional growth of 4D-equipped flights and/or to modify their contracts to provide sufficient space for the non-4D-equipped flights to operate without excessive delays. There is a potential for non-Poisson models, for which there is little in the literature, and for more complex models, e.g. grouping a succession of 4D-equipped aircraft as a batch.
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Di Vito, Vittorio, Federico Corraro, Umberto Ciniglio et Leopoldo Verde. « An Overview on Systems and Algorithms for On-Board 3D/4D Trajectory Management ». Recent Patents on Engineering 3, no 3 (1 novembre 2009) : 149–69. http://dx.doi.org/10.2174/187221209789117744.
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Porretta, Marco, Marie-Dominique Dupuy, Wolfgang Schuster, Arnab Majumdar et Washington Ochieng. « Performance Evaluation of a Novel 4D Trajectory Prediction Model for Civil Aircraft ». Journal of Navigation 61, no 3 (26 juin 2008) : 393–420. http://dx.doi.org/10.1017/s0373463308004761.
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Future air traffic management will require a variety of automated decision support tools to provide conflict-free trajectories and their associated error margins. The ability to correctly forecast aircraft trajectories, i.e. trajectory prediction, is the central component of such automated tools, which will enable continued provision of safe and efficient services in increasingly congested skies. Current approaches for trajectory prediction, available in the open literature, make a number of assumptions in order to simplify the mathematical models of aircraft motion. Furthermore, many existing methods perform three-dimensional trajectory prediction, in which information on expected times of arrival at significant points along the intended aircraft route is not considered. This results in inaccurate trajectories not suitable for conflict detection and resolution. This paper presents a novel four-dimensional trajectory prediction scheme that makes full use of data on expected times of arrival. A three dimensional point-mass model for a standard civil aircraft is used to emulate aircraft dynamics, while the aircraft operating mode is characterised through a set of discrete variables. The aircraft performance model used relies on the EUROCONTROL Base of Aircraft Data (BADA) set and the computed trajectory accounts for the effects of wind. Inputs include navigation data and aircraft intent information, which unambiguously define the trajectory to be computed according to the flight plan. In the proposed model, aircraft intent information is summarised in a simple, but effective, set of instructions contained in a Flight Script. Furthermore, two key innovations to trajectory prediction are introduced. Firstly, a novel scheme to emulate the control system used for aircraft lateral guidance is proposed and secondly, on the basis of aircraft intent information, a new procedure to estimate speed is presented. The performance of the enhanced trajectory model proposed is quantified using a detailed operational dataset (real flight data) captured in a European airspace. The results show that, over an extended time-horizon, the enhanced model is more accurate than two representative existing methods, and that it is suitable for reliable trajectory prediction.
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Zhao, Yuandi, et Kepin Li. « A Fractal Dimension Feature Model for Accurate 4D Flight-Trajectory Prediction ». Sustainability 15, no 2 (9 janvier 2023) : 1272. http://dx.doi.org/10.3390/su15021272.
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Accurate 4D trajectory prediction plays an important role in the sustainable management of future air traffic. Aiming at the problems of inadequate feature utilization, unbalanced overall prediction (OP) result, and weak real-time response in 4D trajectory prediction by machine learning, a fractal dimension feature-prediction (FDFP) model is proposed, starting from the airborne quick access recorder (QAR) trajectory data. Firstly, the trajectory features are classified and transformed according to the aircraft operation characteristics. Then, the long short-term memory (LSTM) network is used to construct the prediction model by fractional dimensions; based on the fractal dimension feature (FDF), the different combinations of influencing factors are selected as the feature matrix, and the optimal prediction model of each dimension is obtained. Finally, 671 city pair trajectory data are used to conduct simulation experiments to verify the accuracy and effectiveness of the model. The experimental results show that the FDFP model performs well, with the mean absolute error (MAE) of longitude and latitude both less than 0.0015°, and the MAE of altitude less than 3 m. Compared with the OP model, the MAE of the FDFP model in these three dimensions decreased by 92%, 81% and 79%, respectively. Compared with experiments without feature transformation, the MAE of the FDFP model is reduced by 75%, 82%, and 69%, respectively. Each prediction of the model takes about 30 ms, which satisfies the real-time prediction conditions and can provide a reference for air traffic operation assessment.
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Huang, Guoqiang. « Global 4D Trajectory Optimization Design for Lunar Vertical Soft Landing ». Chinese Journal of Space Science 34, no 3 (2014) : 313. http://dx.doi.org/10.11728/cjss2014.03.313.
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Brooker, Peter. « Will Cost-Effectiveness Decisions Determine Future 4D Air Traffic Management Concepts ? » Journal of Navigation 68, no 3 (7 novembre 2014) : 619–33. http://dx.doi.org/10.1017/s037346331400071x.
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Would an increased emphasis on cost-effectiveness and markedly reduced controller workload/costs determine the Four-Dimensional Air Traffic Management (4D ATM) Concept – a mindset change? Are there workable concepts that focus on flightpath conformance monitoring rather than a combination of conformance and hazard monitoring? Fundamental criteria for a conformance management-based system are identified to meet workload and cost goals. A ‘Global Navigation Satellite System (GNSS)/Feedback Concept’ is sketched, with radical ingredients to convert GNSS's accurate position fixes into accurate aircraft flightpath navigation. This eliminates air/ground trajectory synchronisation processing, and focuses conflict probing/planning tools on non-conforming flights. This concept would need to address key Human Factor concerns satisfactorily.
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Xiang, Zheng, Wenqi Zhang, Deyang He et Yu Tang. « A Centralized Algorithm with Collision Avoidance for Trajectory Planning in Preflight Stage ». International Journal of Aerospace Engineering 2021 (6 janvier 2021) : 1–10. http://dx.doi.org/10.1155/2021/6657464.
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In order to better understand pretactical phase flow management with the flight plan centralized processing at its core, based on the flight plan centralized processing system and track-based operation, the aircraft’s 4D trajectory planning challenges require a deeper level of analysis. Firstly, through establishing a flight performance prediction model, in which the flight plan data is extracted and the time when an aircraft passed a specified waypoint is calculated, a 4D flight prediction can be derived. Secondly, the air traffic flow of the waypoint is calculated, and a converging point along a flight route is selected. Through adjusting the time and speed of the aircraft passing this point, conflict between aircraft is avoided. Finally, the flight is verified by CCA1532, with the connecting flight plan centralized processing center set in line with the company’s requirements. The results demonstrate that according to flight plans, the 4D trajectory of the aircraft can be predicted with the nearest minute and second, and the flow of a total of 20 aircraft within one hour before and after the passage of CCA1532 at key point WADUK can be calculated. When there is a conflict of 88 s between the convergence point and flight B, the speed of B aircraft is adjusted from 789 km/h to 778 km/h, and the time of passing the WADUK point is increased by 7 s, thereby realizing the conflict-free trajectory planning of the two flights.
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Xiang, Zheng, Wenqi Zhang, Deyang He et Yu Tang. « A Centralized Algorithm with Collision Avoidance for Trajectory Planning in Preflight Stage ». International Journal of Aerospace Engineering 2021 (6 janvier 2021) : 1–10. http://dx.doi.org/10.1155/2021/6657464.
Texte intégralRésumé :
In order to better understand pretactical phase flow management with the flight plan centralized processing at its core, based on the flight plan centralized processing system and track-based operation, the aircraft’s 4D trajectory planning challenges require a deeper level of analysis. Firstly, through establishing a flight performance prediction model, in which the flight plan data is extracted and the time when an aircraft passed a specified waypoint is calculated, a 4D flight prediction can be derived. Secondly, the air traffic flow of the waypoint is calculated, and a converging point along a flight route is selected. Through adjusting the time and speed of the aircraft passing this point, conflict between aircraft is avoided. Finally, the flight is verified by CCA1532, with the connecting flight plan centralized processing center set in line with the company’s requirements. The results demonstrate that according to flight plans, the 4D trajectory of the aircraft can be predicted with the nearest minute and second, and the flow of a total of 20 aircraft within one hour before and after the passage of CCA1532 at key point WADUK can be calculated. When there is a conflict of 88 s between the convergence point and flight B, the speed of B aircraft is adjusted from 789 km/h to 778 km/h, and the time of passing the WADUK point is increased by 7 s, thereby realizing the conflict-free trajectory planning of the two flights.
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Ramasamy, Subramanian, Roberto Sabatini, Alessandro Gardi et Trevor Kistan. « Next Generation Flight Management System for Real-Time Trajectory Based Operations ». Applied Mechanics and Materials 629 (octobre 2014) : 344–49. http://dx.doi.org/10.4028/www.scientific.net/amm.629.344.
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This paper presents the concept of operations, architecture and trajectory optimisation algorithms of a Next Generation Flight Management System (NG-FMS). The NG-FMS is developed for Four Dimensional (4D) Intent Based Operations (IBO) in the next generation Communications, Navigation, Surveillance and Air Traffic Management system (CNS+A) context. The NG-FMS, primarily responsible for the aircraft navigation and guidance task, acts as a key enabler for achieving higher level of operational efficiency and mitigating environmental impacts both in manned and unmanned aircraft applications. The NG-FMS is interoperable with the future ground based 4DT Planning, Negotiation and Validation (4-PNV) systems, enabling automated Trajectory/Intent Based Operations (TBO/IBO). After the NG-FMS architecture is presented, the key mathematical models describing the trajectory generation and optimisation modes are introduced. A detailed error analysis is performed and the uncertainties affecting the nominal trajectories are studied to obtain the total NG-FMS error budgets. These are compared with the Required Navigation Performance (RNP) values for the various operational flight tasks considered.
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Ruiz, Sergio, Javier Lopez Leones et Andrea Ranieri. « A Novel Performance Framework and Methodology to Analyze the Impact of 4D Trajectory Based Operations in the Future Air Traffic Management System ». Journal of Advanced Transportation 2018 (2018) : 1–17. http://dx.doi.org/10.1155/2018/1601295.
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The introduction of new Air Traffic Management (ATM) concepts such as Trajectory Based Operations (TBO) may produce a significant impact in all performance areas, that is, safety, capacity, flight efficiency, and others. The performance framework in use today has been tailored to the operational needs of the current ATM system and must evolve to fulfill the new needs and challenges brought by the TBO content. This paper presents a novel performance assessment framework and methodology adapted to the TBO concept. This framework can assess the key performance areas (KPAs) of safety, capacity, and flight efficiency; equity and fairness are also considered in this research, in line with recent ATM trends. A case study is presented to show the applicability of the framework and to illustrate how some of the complex interdependencies among KPAs can be captured with the proposed approach. This case study explores the TBO concept of “strategic 4D trajectory deconfliction,” where the early separation tasks of 4D trajectories at multisector level are assessed. The framework presented in this paper could potentially support the target-setting and performance requirements identification that should be fulfilled in the future ATM system to ensure determined levels of performance.
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Zeh, Thomas, Judith Rosenow et Hartmut Fricke. « Interdependent Uncertainty Handling in Trajectory Prediction ». Aerospace 6, no 2 (12 février 2019) : 15. http://dx.doi.org/10.3390/aerospace6020015.
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The concept of 4D trajectory management relies on the prediction of aircraft trajectories in time and space. Due to changes in atmospheric conditions and complexity of the air traffic itself, the reliable prediction of system states is an ongoing challenge. The emerging uncertainties have to be modeled properly and considered in decision support tools for efficient air traffic flow management. Therefore, the subjacent causes for uncertainties, their effects on the aircraft trajectory and their dependencies to each other must be understood in detail. Besides the atmospheric conditions as the main external cause, the aircraft itself induces uncertainties to its trajectory. In this study, a cause-and-effect model is introduced, which deals with multiple interdependent uncertainties with different stochastic behavior and their impact on trajectory prediction. The approach is applied to typical uncertainties in trajectory prediction, such as the actual take-off mass, non-constant true air speeds, and uncertain weather conditions. The continuous climb profiles of those disturbed trajectories are successfully predicted. In general, our approach is applicable to all sources of quantifiable interdependent uncertainties. Therewith, ground-based trajectory prediction can be improved and a successful implementation of trajectory-based operations in the European air traffic system can be advanced.
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Huang, Jin, et Jing Wei Zhang. « Arrival Flow Integration Technique of the Point Merge ». Applied Mechanics and Materials 602-605 (août 2014) : 3739–42. http://dx.doi.org/10.4028/www.scientific.net/amm.602-605.3739.
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This paper show some simulation about the Point Merge in this paper. Some new methods of Integrating arrival flows with existing technology. The paper shows that even under high traffic load, Its advantages in the typical terminal area configurations These studies indicate the inhere benefits of Point Merge in flexibility and scalability. The paper also shows that Point Merge could be a basis of 4D trajectory management.
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Barnier, Nicolas, et Cyril Allignol. « Trajectory deconfliction with constraint programming ». Knowledge Engineering Review 27, no 3 (26 juillet 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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Liu, Fangzi, Zihong Li, Hua Xie, Lei Yang et Minghua Hu. « Predicting Fuel Consumption Reduction Potentials Based on 4D Trajectory Optimization with Heterogeneous Constraints ». Sustainability 13, no 13 (23 juin 2021) : 7043. http://dx.doi.org/10.3390/su13137043.
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Investigating potential ways to improve fuel efficiency of aircraft operations is crucial for the development of the global air traffic management (ATM) performance target. The implementation of trajectory-based operations (TBOs) will play a major role in enhancing the predictability of air traffic and flight efficiency. TBO also provides new means for aircraft to save energy and reduce emissions. By comprehensively considering aircraft dynamics, available route limitations, sector capacity constraints, and air traffic control restrictions on altitude and speed, a “runway-to-runway” four-dimensional trajectory multi-objective planning method under loose-to-tight heterogeneous constraints is proposed in this paper. Taking the Shanghai–Beijing city pair as an example, the upper bounds of the Pareto front describing potential fuel consumption reduction under the influence of flight time were determined under different airspace rigidities, such as different ideal and realistic operating environments, as well as fixed and optional routes. In the congestion-free scenario with fixed route, the upper bounds on fuel consumption reduction range from 3.36% to 13.38% under different benchmarks. In the capacity-constrained scenario, the trade-off solutions of trajectory optimization are compressed due to limited available entry time slots of congested sectors. The results show that more flexible route options improve fuel-saving potentials up to 8.99%. In addition, the sensitivity analysis further illustrated the pattern of how optimal solutions evolved with congested locations and severity. The outcome of this paper would provide a preliminary framework for predicting and evaluating fuel efficiency improvement potentials in TBOs, which is meaningful for setting performance targets of green ATM systems.
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Rosenow, J., H. Fricke, T. Luchkova et M. Schultz. « Impact of optimised trajectories on air traffic flow management ». Aeronautical Journal 123, no 1260 (février 2019) : 157–73. http://dx.doi.org/10.1017/aer.2018.155.
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ABSTRACTMulticriteria trajectory optimisation is expected to increase aviation safety, efficiency and environmental compatibility, although neither the theoretical calculation of such optimised trajectories nor their implementation into today’s already safe and efficient air traffic flow management reaches a satisfying level of fidelity. The calibration of the underlying objective functions leading to the virtually best available solution is complicated and hard to identify, since the participating stakeholders are very competitive. Furthermore, operational uncertainties hamper the robust identification of an optimised trajectory. These uncertainties may arise from severe weather conditions or operational changes in the airport management. In this study, the impact of multicriteria optimised free route trajectories on the air traffic flow management is analysed and compared with a validated reference scenario which consists of real flown trajectories during a peak hour of Europe’s complete air traffic in the upper airspace. Therefore, the TOolchain for Multicriteria Aircraft Trajectory Optimisation (TOMATO) is used for both the multicriteria optimisation of txrajectories and the calculation of the reference scenario. First, this paper gives evidence for the validity of the simulation environment TOMATO, by comparison of the integrated reference results with those of the commercial fast-time air traffic optimiser (AirTOp). Second, TOMATO is used for the multicriteria trajectory optimisation, the assessment of the trajectories and the calculation of their integrated impact on the air traffic flow management, which in turn is compared with the reference scenario. Thereby, significant differences between the reference scenario and the optimised scenario can be identified, especially considering the taskload due to frequent altitude changes and rescinded constraints given by waypoints in the reference scenario. The latter and the strong impact of wind direction and wind speed cause wide differences in the patterns of the lateral trajectories in the airspace with significant influence on the airspace capacity and controller’s taskload. With this study, the possibility of a successful 4D free route implementation into Europe’s upper airspace is proven even over central Europe during peak hours, when capacity constraints are already reaching their limits.
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Palacios, Rafael, et R. John Hansman. « Filtering Enhanced Traffic Management System (ETMS) Altitude Data ». Metrology and Measurement Systems 20, no 3 (1 septembre 2013) : 453–64. http://dx.doi.org/10.2478/mms-2013-0039.
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Abstract Enhanced Traffic Management System (ETMS) stores all the information gathered by the Federal Aviation Administration (FAA) from aircraft flying in the US airspace. The data stored from each flight includes the 4D trajectory (latitude, longitude, altitude and timestamp), radar data and flight plan information. Unfortunately, there is a data quality problem in the vertical channel and the altitude component of the trajectories contains some isolated samples in which a wrong value was stored. Overall, the data is generally accurate and it was found that only 0.3% of the altitude values were incorrect, however the impact of these erroneous data in some analyses could be important, motivating the development of a filtering procedure. The approach developed for filtering ETMS altitude data includes some specific algorithms for problems found in this particular dataset, and a novel filter to correct isolated bad samples (named Despeckle filter). As a result, all altitude errors were eliminated in 99.7% of the flights affected by noise, while preserving the original values of the samples without bad data. The algorithm presented in this paper attains better results than standard filters such as the median filter, and it could be applied to any signal affected by noise in the form of spikes
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Sharma, P. K., Roopam Srivastava et Laishram Suchitra. « Validation of moving target doses using ArcCHECK Planned Dose Perturbation Algorithm ». JOURNAL OF ADVANCES IN PHYSICS 9, no 2 (4 juillet 2015) : 2348–54. http://dx.doi.org/10.24297/jap.v9i2.1392.
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 The aim of the study is to use Planned Dose Perturbation (PDP™) measurement-guided reconstruction method to estimate dynamic 4D dose and evaluate both 3D dose and DVH changes caused by target motion resulting from respiration. Five patients of Ca lung were selected for the study. Target and Organ at risks were (OARs) delineated on 4DCT data set of each patient. Dose of moving target vs. stationary target were simulated and compared for OARs and target by analyzing 3D dose and DVH(Dose Volume Histogram).There was almost 3.5% higher target maximum doses measured with moving target after applying the target motion trajectory data as compared to the stationary target whereas OARs doses were comparable. The results, clinically signifies the importance of motion management in lung tumors.
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Brooker, Peter. « SESAR and NextGen : Investing In New Paradigms ». Journal of Navigation 61, no 2 (25 mars 2008) : 195–208. http://dx.doi.org/10.1017/s0373463307004596.
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SESAR is Europe's ‘Single European Sky Air traffic Research system’. NextGen is the USA's ‘Next Generation Air Transport System’. SESAR and NextGen are developments targeted at post 2020. The common vision is to integrate and implement new technologies to improve air traffic management (ATM) performance – a ‘new paradigm’. SESAR and NextGen combine increased automation with new procedures to achieve safety, economic, capacity, environmental, and security benefits. The systems do not have to be identical, but must have aligned requirements for equipment standards and technical interoperability.A key component is a ‘cooperative surveillance’ model, where aircraft are constantly transmitting their position (from navigational satellites), flight path intent, and other useful aircraft parameters – known as ADS-B (Automatic Dependent Surveillance-Broadcast). The focus for planning and executing system operations will increasingly be aircraft 4D trajectories: a 4D trajectory is the aircraft path, three space dimensions plus time, from gate-to-gate, i.e. including the path along the ground at the airport.In analysing potential major ATM system changes, a simple division into five Key Test areas might be: Safety Credibility, Operational Concept, Technological Feasibility, Benefits and Costs, and Transition Path. The main attention here is on Benefits and Costs of SESAR. The strategic challenge will be to convince customers and stakeholders of the benefits of paradigm shift expenditure, given the associated impacts on future user charges, aircraft equipment investments and public expenditure. The analysis here shows that the existing cost benefit analysis results for SESAR are not particularly robust, possibly over-estimating Net Present Values by some tens of € billions.
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ElSayed, Mo, et Moataz Mohamed. « The Impact of Airspace Discretization on the Energy Consumption of Autonomous Unmanned Aerial Vehicles (Drones) ». Energies 15, no 14 (12 juillet 2022) : 5074. http://dx.doi.org/10.3390/en15145074.
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Promising massive emissions reduction and energy savings, the utilization of autonomous unmanned aerial vehicles (UAVs) in last-mile parcel delivery is continuously expanding. However, the limited UAV range deters their widescale adoption to replace ground modes of transportation. Moreover, real-world data on the impact of different parameters on the operation, emissions, and energy consumption is scarce. This study aims to assess the impact of airspace planning and discretization on the energy consumption of autonomous UAVs. We utilize a novel open-source comprehensive UAV autonomous programming framework and a digital-twin model to simulate real-world three-dimensional operation. The framework integrates airspace policies, UAV kinematics, and autonomy to accurately estimate the operational energy consumption via an experimentally verified energy model. In the simulated case study, airspace is discretized by both a traditional Cartesian method and a novel dynamic 4D discretization (Skyroutes) method. This allows for the comparison of different routing and trajectory planning algorithms for ten missions. The results show a variation in the energy consumption by up to 50%, which demonstrates the criticality of airspace discretization and planning on UAV charging infrastructure design, greenhouse gas emissions reduction, and airspace management.
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Pérez-Castán, Javier Alberto, Luis Pérez-Sanz, Lidia Serrano-Mira, Francisco Javier Saéz-Hernando, Irene Rodríguez Gauxachs et Víctor Fernando Gómez-Comendador. « Design of an ATC Tool for Conflict Detection Based on Machine Learning Techniques ». Aerospace 9, no 2 (26 janvier 2022) : 67. http://dx.doi.org/10.3390/aerospace9020067.
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Given the ongoing interest in the application of Machine Learning (ML) techniques, the development of new Air Traffic Control (ATC) tools is paramount for the improvement of the management of the air transport system. This article develops an ATC tool based on ML techniques for conflict detection. The methodology develops a data-driven approach that predicts separation infringements between aircraft within airspace. The methodology exploits two different ML algorithms: classification and regression. Classification algorithms denote aircraft pairs as a Situation of Interest (SI), i.e., when two aircraft are predicted to cross with a separation lower than 10 Nautical Miles (NM) and 1000 feet. Regression algorithms predict the minimum separation expected between an aircraft pair. This data-driven approach extracts ADS-B trajectories from the OpenSky Network. In addition, the historical ADS-B trajectories work as 4D trajectory predictions to be used as inputs for the database. Conflict and SI are simulated by performing temporary modifications to ensure that the aircraft pierces into the airspace in the same time period. The methodology is applied to Switzerland’s airspace. The results show that the ML algorithms could perform conflict prediction with high-accuracy metrics: 99% for SI classification and 1.5 NM for RMSE.
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Brooker, Peter. « SESAR : R&D and Project Portfolios for Airline Business Needs ». Journal of Navigation 62, no 2 (12 mars 2009) : 203–37. http://dx.doi.org/10.1017/s0373463308005237.
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‘Even the longest journey must begin where you stand.Lao-tzu‘In the long run, we're all dead’J. M. KeynesA version of this paper was first presented at the Royal Institute of Navigation NAV 08 Conference held at Church House, Westminster, London in October 2008.SESAR is Europe's ‘Single European Sky Air traffic Research system’, targeted at post-2020. The vision is to integrate and implement new technologies to improve air traffic management (ATM) performance. The focus for planning and executing system operations will increasingly be aircraft navigating high-quality 4D trajectories: a 4D trajectory is the aircraft path, three space dimensions plus time, from gate-to-gate, i.e. including the path along the ground at the airport. A 20+year ATM plan has to use limited information on the success of innovations and the development of large-scale, often safety critical, software, which by its nature can take markedly longer and cost markedly more than early estimates. SESAR must be sufficiently flexible in deployment to maximise financial benefits to individual stakeholdersusing their specific financial criteria. Airline needs are the main ATM system/business drivers. Airlines do not want to commit to developing an ‘ultra-modern system’per se, but rather to one that makes business-sensible investments in new technologies that are indispensable for achieving improved safety and meeting projected capacity requirements. The approach has been to use simple corporate finance ideas to examine the different viewpoints and business environments of air traffic service suppliers (ANSPs) and individual airlines. The key decision-making point is that ANSPs act as an agent for airlines as a whole. The key financial point is that a typical airline has to work hard to survive and needs quick paybacks on investment. The design of the SESAR R&D and project portfolios can learn lessons from information technology systems design and deployment. ‘Real option analysis’ of systems can increase business value by improving the sequencing and partitioning of projects, helping to ensure that the system is adaptable to technological innovation and changes in business needs.
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Shafienya, Hesam, et Amelia C. Regan. « 4D flight trajectory prediction using a hybrid Deep Learning prediction method based on ADS-B technology : A case study of Hartsfield–Jackson Atlanta International Airport (ATL) ». Transportation Research Part C : Emerging Technologies 144 (novembre 2022) : 103878. http://dx.doi.org/10.1016/j.trc.2022.103878.
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Pham, Duc-Thinh, Sameer Alam et Vu Duong. « An Air Traffic Controller Action Extraction-Prediction Model Using Machine Learning Approach ». Complexity 2020 (18 novembre 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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Wandelt, Sebastian, et Xiaoqian Sun. « Efficient Compression of 4D-Trajectory Data in Air Traffic Management ». IEEE Transactions on Intelligent Transportation Systems, 2014, 1–10. http://dx.doi.org/10.1109/tits.2014.2345055.
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Pleter, Octavian Thor, et Cristian Emil Constantinescu. « A review of flight trajectory optimisations ». Journal of Navigation, 23 mai 2022, 1–16. http://dx.doi.org/10.1017/s0373463322000248.
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Abstract The paper reviews the optimisation methods of the flight trajectory for airliners. In contrast to maritime navigation, where the shortest route (the orthodrome) is preferred, in air navigation, the brachistochrone is the optimal flight trajectory on the sphere or on the ellipsoid, considering the wind vector field (maximising the tail wind and minimising the head wind over the duration of the flight). The major impact of the wind on the flight trajectory results from the possible significant velocity at the normal cruise flight levels, which could reach 200 kts, or 40% of the aircraft true airspeed (TAS). Brachistochrone is independent of the flight performance optimisation (range versus speed), as computed by the flight management system. Whichever cost index (CI) is selected (and consequently, the cruise Mach number), the brachistochrone is the minimum time of flight trajectory at that target Mach number. In cruise flight, the minimum time of flight is also equivalent to the minimum fuel consumption. It concerns just the wind velocity field. All these qualify the brachistochrone as the greenest trajectory, the most fuel and emissions efficient solution relative to the atmosphere. The paper classifies the brachistochrone problems (2D, 3D and 4D brachistochrones, with or without flexible time of departure). Some numerical examples are provided. The overall optimal 4D trajectory considers many aspects, including safety, by minimisation of total costs and risks of the 4D trajectory.
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Vitale, Christian, Savvas Papaioannou, Panayiotis Kolios et Georgios Ellinas. « Autonomous 4D Trajectory Planning for Dynamic and Flexible Air Traffic Management ». Journal of Intelligent & ; Robotic Systems 106, no 1 (22 août 2022). http://dx.doi.org/10.1007/s10846-022-01715-z.
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Perez-Leon, Hector, Jose Joaquin Acevedo, Ivan Maza et Anibal Ollero. « Integration of a 4D-trajectory Follower to Improve Multi-UAV Conflict Management Within the U-Space Context ». Journal of Intelligent & ; Robotic Systems 102, no 3 (14 juin 2021). http://dx.doi.org/10.1007/s10846-021-01415-0.
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Han, Sang Hyeok, Zhen Lei, Ulrich Hermann, Ahmed Bouferguene et Mohamed Al-Hussein. « 4D-based Automation of Heavy Lift Planning in Industrial Construction Projects ». Canadian Journal of Civil Engineering, 8 septembre 2020. http://dx.doi.org/10.1139/cjce-2019-0825.
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In northern Canada, due to the harsh weather and high labor cost, contractors prefer to using modular construction approach to complete heavy industrial projects, where mobile crane are used for onsite module installations. In current practice, module lifts are often planned manually by rigging engineers. With a large number of heavy lifts to be analyzed per project, the planning process is tedious and error-prone. This paper represents a data-driven crane management system with three features: (1) identification of design errors in lifting planning; (2) responses to design changes; and (3) dynamic 3D trajectory-based lifting visualization. It covers two types of crane operations: pick from a fixed location (PFL), and pick and walking operation (PWO). This developed system helps reduce lifting time and improves safety and quality, where various lifting scenarios need to be analyzed. The system has been implemented at a collaborator company for demonstration and validation.
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Dancila, Radu I., et Ruxandra M. Botez. « New atmospheric data model for constant altitude accelerated flight performance prediction calculations and flight trajectory optimization algorithms ». Proceedings of the Institution of Mechanical Engineers, Part G : Journal of Aerospace Engineering, 14 août 2020, 095441002094555. http://dx.doi.org/10.1177/0954410020945555.
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This article presents a new method for storing and computing the atmospheric data used in time-critical flight trajectory performance prediction calculations, such as flight performance prediction calculations in flight management systems and/or flight trajectory optimization, of constant altitude cruise segments. The proposed model is constructed based on the forecast data provided by Meteorological Service Agencies, in a GRIB2 data file format, and the set of waypoints that define the lateral component of the evaluated flight profile(s). The atmospheric data model can be constructed/updated in the background or off-line, when new atmospheric prediction data are available, and subsequently used in the flight performance computations. The results obtained using the proposed model show that, on average, the atmospheric parameter values are computed six times faster than through 4D linear interpolations, while yielding identical results (value differences of the order of 10e−14). When used in flight trajectory performance calculations, the obtained results show that the proposed model conducts to significant computation time improvements. The proposed model can be extended to define the atmospheric data for a set of cruise levels (usually multiple of 1000 ft).