WO2002082407A1 - Schedule based management system for optimizing aircraft arrivals at airports - Google Patents
Schedule based management system for optimizing aircraft arrivals at airports Download PDFInfo
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- WO2002082407A1 WO2002082407A1 PCT/GB2002/001600 GB0201600W WO02082407A1 WO 2002082407 A1 WO2002082407 A1 WO 2002082407A1 GB 0201600 W GB0201600 W GB 0201600W WO 02082407 A1 WO02082407 A1 WO 02082407A1
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- tats
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- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0043—Traffic management of multiple aircrafts from the ground
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0095—Aspects of air-traffic control not provided for in the other subgroups of this main group
Definitions
- the present invention generally relates to control of aircraft from flight origination to destination, and more particularly to a 15 collaborative system for scheduling arrivals at destination airports.
- time tables provide additional time, beyond actual flight and taxi times required, to allow for delays either airborne or pre-departure . This is known as padding of block times, and produces additional cost because more aircraft are required to cover the same number of services.
- crew will uplift additional fuel to allow for holding time in the air, be it created by the lengthening of the route by ATC - (lateral holding) or "race track" holding over a navigational fix. This creates cost to the airlines in three ways: 1) if you carry additional weight of fuel the aircraft burns additional fuel to carry it; 2) when you are in a holding pattern
- SAMS management tools are concerned with sequencing aircraft that are already airborne and in relatively close proximity to the destination airfield (usually within the radar horizon) .
- Some systems only look at aircraft that are already in airborne holding patterns near the airfield and then sequence them as far as the "first come first served" rule will allow.
- ATC concepts have always looked at how to order the aircraft once in flight on the basis that they will appear in the ATC control zone at the destination airport in a largely random manner. The randomness of the entry of aircraft has always been seen as the ultimate problem.
- the focus of these systems is to respond as efficiently as possible to the mix of traffic that arrives in the vicinity of the destination airport, by de-bunching and tinkering with the order.
- Satellite based information systems can further refine this approach and better enable an airfield ATC to sequence landings.
- Tactical Arrival Times or "TATs” At the destination airport prior to departure.
- An object of the invention is to reduce the ATC resources currently expended to respond
- Another object of the invention is to minimize airborne delays, which are built into the difference between gate departure and gate arrival times .
- a further object of the invention is to stabilise entry of arriving aircraft into the ATC process .
- Another object of the invention is to provide a stable platform of cost and scheduling benefits for users, a platform which will serve as a driver for the airlines which are users of the invention to change their behaviours and practices .
- the present invention provides a Schedule Activated Management System (SAMS) to manage the inbound flow of aircraft to an airfield by ensuring that aircraft are pre-sequenced (i.e. before
- the SAMS process uses operational data derived from airlines and then provides a collaborative methodology for sharing this data with the air traffic control (ATC) agency in such a manner as to negotiate for each flight a Tactical Arrival Time (TAT) .
- Tactical Arrival Time TAT
- the outcome of this collaborative negotiation is a daily arrival schedule providing a predetermined operational arrival time for each aircraft movement.
- the data used in the SAMS system relates to airline punctuality, taxi times at departure airfields and actual flight times predicted on a flight-by-flight basis by airline flight planning systems. This information is combined to effect a predictive arrival time at a desired navigational fix.
- the system When used in conjunction with an optimised sequencing process for the final arrival time, the system then creates a TAT for an individual flight.
- TATs will be issued prior to departure for all aircraft at a SAMS compliant airport
- the system can also incorporate tactical updates to the TATs via ground to aircraft data or voice communications.
- a pre- departure only version would be considered a "basic SAMS system.”
- With the development and incorporation of a cactical update module the system would be considered an "advanced SAMS system" .
- Arrival delays are highly predictable through effective modelling. Furthermore, the entry of
- the method of the invention optimizes aircraft arrivals at congested airports by obtaining basic flight information for all flights scheduled to arrive at an airport during a specified operational period, this information including for each flight a flight number and a requested Tactical Arrival Time (TAT) ; creating from this basic flight information target TATs for each flight; offering these target TATs to the airlines controlling these flights; negotiating with the airlines until there is acceptance of TATs for these flights; and then issuing final TATs, each TAT for a flight being issued prior to departure of the flight.
- Airlines share proportionally in a measure of departures from requested TATs, such measures being optionally weighted.
- Figures 1A through IF are a flow chart showing the method of the invention in its best mode of implementation, beginning with establishment of the SAMS operation (Figure 1A) , and continuing through creating data bases and education processes (Figure IB) , on the day operation ( Figure IC) , that TAT allocation process ( Figures ID and IE) , and operation to landing ( Figure IF) .
- FIGS 2A through 2D describe the steps in the communication between airlines and an air traffic control authority to establish TATs.
- FIGS. 3A through 3G describe how TAT requests are optimally used in allocating TATs against a template.
- SAMS ANSP(s) Air Traffic Service Provider - can be applied to either an air traffic agency or a provider airport authority.
- Gate to Gate Refers to view of total aircraft journey process from departure parking position to arrival parking position .
- Hold(ing) Delaying process for aircraft awaiting or being positioned into a landing sequence .
- Schedule Activity of aircraft suggested by a time table or operational plan.
- Slot Nominated sequencing time for an aircraft may be issued either by an airport authority related to the Aright to land at@ that airport, or by an ATC agency as a time band for an aircraft to be at a certain point in space.
- Airline (users) establishes databases to determine GPTs to be applied to each flight number.
- the GPT is the addition of two airline derived elements of time, one related to airline punctuality the other to taxi time for expected runway in use.
- punctuality can be derived from any data source such as ACARS, company estimates, historical airport or ATC data or company targets. Taxi time will normally be derived from a similar data source or could be averaged information. Orientation of projected departure runway will be assessed from either meteorological data on the day, requirements created by local noise control regulations or from statistical information.
- ANSP examines historical flight demand planned verses actual traffic patterns and from this creates in its data base an outline of optimal arrival distribution based on reducing the number of large wake vortex separation events. This is used as a template for ANSPs SAMS software to configure TATs requested by airline users. As noted in block (A5) , data can be drawn from
- A6 The output of the system at this point in the planning process is a basic map of an optimised arrival sequence.
- A7 ANSP then consults with users to establish process and verify planning assumptions.
- A8) ANSP works with airlines to establish and test communication systems.
- A9) ANSP provides communication and education package to ATCOs and if appropriate liaise with other control agencies.
- A10 In addition to examining elements of GPT a further database is created of correction times to be applied to departure routes on the basis of the difference between actual and planned distance to be flown.
- Individual airlines load database into SAMS software. This includes the calculation of the variability of flight time for the SAMS message to be sent to the ANSP. SAMS allows for this to be fixed on a flight time/aircraft type basis or variable on the day. Also at this stage airlines integrate flight planning systems into their system.
- the ANSP receives the SAMS messages including the requested company TATs. These are then processed by the system, which compares requests to ideal sequences and looks for the best match to produce blocks of pre-sequenced aircraft of the same wake vortex types.
- the model sequence contains an over booking profile to allow for perturbations.
- the ANSP offers TATs to airlines on the basis of the following priority: 1) as requested; 2) within the parameters declared by the airline; or 3) later than the parameters offered by the airline.
- A16 In the event that the airfield handles long range arriving aircraft the process of building the arrival sequence of TATs will vary in the following way.
- A17 Long range departures will be allocated provisional TATs based on producing blocks of heavy classification wake vortex aircraft. The timing of these blocks will be built up around the optimal projected sequence for the planned traffic sequence taking account of the expected short haul traffic (short range) .
- A18 Given that long range aircraft will have their initial TATs issued based on the weather
- SAMS designated ATC sector for the airfield aircraft will confirm their TAT with ATC.
- the airline making a flight may then treat the TAT as its own. It may then swap TATs between aircraft of the same wake vortex type, or trade TATs with other users .
- Aircrew are issued with TAT before departure and usually as part of the pre-flight briefing process. This is a vital and unique virtue of the SAMS system as the prior knowledge of TAT at the fuel planning stage enables the crew to avoid the loading of unnecessary fuel that previously would have been carried to meet unknown holding delays.
- Crew will then manage the departure and taxi of the aircraft to arrive at the take off position at a time equivalent to the total of the GPT after STD.
- Aircraft departs at the requested time and crew then manage the en- route phase to achieve the TAT. All methods of en- route speed management are useable with SAMS, with the only proviso being that normal procedures are followed with ATC.
- Aircraft are sequenced into landing flow based on optimal tactical sequence after executing no more than one holding pattern.
- the aim of the sequencing will be to ensure that the logic of SAMS is followed as far as possible and that the controller bunches aircraft into blocks of the same wake vortex types, which reduces holding delay by making the sequencing more efficient and generating
- Each TAT request contains four pieces of information: the aircraft flight number, the specific TAT requested by the airline, a time flexibility range (+/- minutes on TAT) , and the wake vortex type of the aircraft (for example: heavy, medium, light) . These are processed by the ATC looking at best fit 220 against an optimal arrival sequence as defined by a collaborative negotiation between the ATC and the airlines. Provisional TATs 230 are then issued, as shown in Figure 2B, not less than four hours before the first flight of the operational period. On receipt of the TAT from the ATC the airline either accepts or declines the TAT. If it declines the TAT it resubmits another TAT request 235 for this aircraft. Issued TATs 240 will either be as requested by the airline, or within the speed/range
- SAMS variation i.e. the time flexibility
- the airport then makes the TATs, as established and accepted, available 250 to all airport users. These are then available to be issued to operating pilots prior to flight.
- TATs may be described with reference to Figure 2D.
- a time period 255 between push off from the gate and takeoff a climb 260 to altitude, and then cruising 265 to a navigational fix 270, followed by descent 275 and landing, with a time period 280 between landing and arrival at the destination gate.
- revisions 294 would only be carried out in the event that factors not forecast 290 affected the arrival flow 292.
- the airport SAMS system communicates 285 with aircraft in flight using air/ground data or voice to update TATs if required.
- the ATC will have been passed the TAT request for all operators and flights. In the event that no information is provided for a flight that is know to be operating
- the process of creating the TAT sequence begins with a model generated by the allocating system software, or alternatively through the use of a paper based process.
- this model 300 will have in it a theoretical sequence of aircraft by TATs derived from a combination of airline timetables 301, airport slots 303 (if applicable) and historical arrival patterns 302.
- Prior experience data provides a guide to the likely mix of traffic, and .makes it possible not only to aim at a pre-optimized arrival sequence but also to predict what the gains will be at the airport in terms of additional slots.
- the model 300 will be a template for sequencing of the aircraft into blocks of like-wake vortex types (as shown in item 300 in Figure 3A) which will provide a first level of processing for the incoming TATs.
- This model 300 serves as a template for the allocation of TATs on any operational day. For the purposes of illustration, the model 300 shown in
- Figures 3A through 3F shows a one hour time period from 0800 to 0900, divided into wake vortex blocks.
- three wake vortex types Heavy, Medium and Light
- FIG. 3A through 3F shows a one hour time period from 0800 to 0900, divided into wake vortex blocks.
- three wake vortex types Heavy, Medium and Light
- FIG. 3F shows a one hour time period from 0800 to 0900, divided into wake vortex blocks.
- three wake vortex types Heavy, Medium and Light
- the first step in the allocation of TATs is the receipt of the SAMS message shown in Figure 3B.
- the message contains the wake vortex type 313
- the requested TAT 311 is a time, illustrated in Figure 3B by an intersection at some point 312 on the model 300 between 0800 hours and 0900 hours.
- the allocation system will first test to see whether all the requested TATs can be satisfied, but this outcome is unlikely in an airport and time frame which is crowded and for which the SAMS process provides a solution to overcrowding. In solving overcrowding, the logic of the SAMS system tries to create "packets" of aircraft of the same
- SAMS wake vortex type This minimizes the additional time and distance separation required for lighter aircraft to follow heavier aircraft in a landing corridor, thus permitting more landings within the same time frame.
- the consequence of creating "packets" is that some aircraft may have requested TATs that are within the time packet of another vortex type, and therefore cannot be satisfied. Once this has been determined, the system will use the time flexibility provided in the TAT request message to find an alternate TAT consistent with the request.
- the resulting increase in the capacity of a SAMS compliant airport to handle arrival traffic needs to be balanced against the competitive needs of the airline users of the SAMS system.
- the system must be fair, and be seen to be fair by the airlines participating in the SAMS collaborative process.
- To achieve this SAMS provides a measure of departures from requested TATs, such that over time this measure is shared proportionally by the users.
- a suitable measure of departures from requested TATs for an airline could be the average number of minutes per flight. That is, if an airline landed three aircraft and one of them was given a TAT thirty minutes later than the requested TAT that would be an average of ten minutes per arriving flight. This measure is incorporated into the SAMS logic in such a fashion that, over time, it will be more or less the same for each airline user.
- this measure may be weighted by the number of passengers, or the number of passenger miles, associated with the arriving flights. In this event the departure in minutes from the requested TAT would be multiplied by the number of passengers affected, or the number of passenger miles affected, and this figure would be averaged over the total number of passengers, or passenger miles, for an airline's flights which arrive at the airport. Similar measures will be evident to those skilled in the art.
- the SAMS messages received by the ATC agency from the airline contains a span of possible arrival times, derived by the airline from its own information.
- the TAT flexibility that is given by the airline shows the variation in arrival time at the nominated fix that can be achieved by the aircraft within the flight envelope described by the normal flight planned route. Within this span will lie the airline's preferred TAT. If a TAT is
- SAMS eventually issued by the ATC agency that is other than that requested by the airline, but within the width of TAT flexibility, the crew operating the aircraft will then be able to meet the assigned TAT by making adjustments within the flight envelope or varying the planned departure time.
- the airlines will plan their flights to leave later in the time tables. That is, departure time will be derived from an arrival time, a novel but logical result enabled by the pre-departure allocation of TATs.
- TAT messages are received from airlines and other aircraft operators. These messages provide the SAMS system with the three pieces of data that are required to sequence the aircraft and then allo'cate TATs. These are: requested TAT, time flexibility range and wake vortex type. This information is represented diagrammatically in Figure 3B by a vertical bar 310 representing a period of time covering the flexibility range, a horizontal bar 311 indicating the requested TAT within the time period and the letter 313 of the wake vortex type. Although the full range of wake vortex types is normally five or six, the diagrams illustrate three (H for heavy, M for medium and L for light) to simplify the discussion.
- SAMS overlay them on the model 300 it already contains and seek to build the most efficient sequence.
- Efficiency is achieved by creating an optimal balance between the requested TATs and the number of packages of grouped wake vortex types.
- the final pattern will provide a sensible balance between the potential for delays on ground and maximising the overall efficiency of the system through reduced holding periods and increased movements.
- To enable this balance to be achieved it is necessary to consider the effect of the allocated TAT on the total block time of the individual flight, and then reduce the amount of total holding delay and verify that the grouping of aircraft into "packets" of like vortex type enables the increased movement rate (i.e. increased number of landings) to be achieved for the airport.
- Figures 3D, 3E and 3F show how the TAT request and flexibility information and vortex type for aircraft arriving in a time period (0800 to 0900) are used to assign TATs, respectively, for aircraft of vortex type heavy, medium and light.
- Figure 3D shows the "Heavy" aircraft 330 from the illustrative sample shown in Figure 3C. In this example there are three "Heavy” aircraft, and each are allocated TATs 331 in the "Heavy" wake vortex block in the model 300. Note that the assigned TATs are different from the requested TATs.
- the TAT allocations 341 for a half dozen "Medium” aircraft are shown in Figure 3E, derived from the information 340 provided by the
- Figure 3G illustrates the issuance back to the airlines or operators of the TATs 361 that have been built up as described in Figures 3D, 3E and 3F.
- the final times 360 issued will take into account the likelihood that there will be some late/early arrivals, which can be managed through the system resilience. It is expected that the system will operate to the required level of efficiency (reduced delays and increased movement rate ' s producing the consequent financial benefits to the airline users of the system) if 80% of flights are able to adhere to a window of plus or minus two minutes around the allocated TAT.
- SAMS is robust in its design and takes into account that some aircraft will on occasion arrive early (attempting to create an advantage in the flow pattern) , and some will arrive late due to operational reasons, e.g. passenger handling problems. In constructing the TAT schedule this is taken into account by providing slightly more arrivals per rolling hour than the declared capacity of the target runway or airport. Although this could be achieved by a number of methods the
- SAMS suggested method is to create additional TATs not by duplication but by slightly reducing the planned time period between aircraft below the operationally required time i.e. if the normal separation is 1 min 30 sec between aircraft, within the TAT allocation process this might be made 1 min 20 sec. When this 10 second "saving" is compounded throughout the operational day it allows additional TATs to be allocated without allocating any duplicate times.
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Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
EP02722414A EP1384219A1 (en) | 2001-04-09 | 2002-04-05 | Schedule based management system for optimizing aircraft arrivals at airports |
JP2002580294A JP2004526258A (en) | 2001-04-09 | 2002-04-05 | A schedule-based management system that optimizes aircraft arrivals at airports |
CA002443832A CA2443832A1 (en) | 2001-04-09 | 2002-04-05 | Schedule based management system for optimizing aircraft arrivals at airports |
Applications Claiming Priority (4)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US28243901P | 2001-04-09 | 2001-04-09 | |
US60/282,439 | 2001-04-09 | ||
US10/012,983 | 2001-11-06 | ||
US10/012,983 US6584400B2 (en) | 2001-04-09 | 2001-11-06 | Schedule activated management system for optimizing aircraft arrivals at congested airports |
Publications (1)
Publication Number | Publication Date |
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WO2002082407A1 true WO2002082407A1 (en) | 2002-10-17 |
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Application Number | Title | Priority Date | Filing Date |
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PCT/GB2002/001600 WO2002082407A1 (en) | 2001-04-09 | 2002-04-05 | Schedule based management system for optimizing aircraft arrivals at airports |
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US (1) | US6584400B2 (en) |
EP (1) | EP1384219A1 (en) |
JP (1) | JP2004526258A (en) |
CA (1) | CA2443832A1 (en) |
WO (1) | WO2002082407A1 (en) |
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US20020177943A1 (en) | 2002-11-28 |
US6584400B2 (en) | 2003-06-24 |
CA2443832A1 (en) | 2002-10-17 |
EP1384219A1 (en) | 2004-01-28 |
JP2004526258A (en) | 2004-08-26 |
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