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The achievement of a regular distributed aircraft arrival rate at the TM borders and the smooth integration of different flows of traffic are the main objects of flow control in the approach area. With respect to these goals some ...
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The achievement of a regular distributed aircraft arrival rate at the TM borders and the smooth integration of different flows of traffic are the main objects of flow control in the approach area. With respect to these goals some fundamental flow control measures normally being applied in a selected near terminal area were investigated by the analysis of real traffic recordings as well as by controller interviews. The effects of certain flow control principles on the entry and exit distribution and on the further evolution of traffic within the TMA are explained. Finally it is discussed to which degree such different flow control techniques should be considered in a future computer assisted ATC system.
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When an airport experiences low ceiling or visibility conditions the arrivalcapacity is significantly reduced. This is particularly true at airports that use both their main runway and their crosswind runway in Visual Meteorologic...
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When an airport experiences low ceiling or visibility conditions the arrivalcapacity is significantly reduced. This is particularly true at airports that use both their main runway and their crosswind runway in Visual Meteorological Conditions (VMC). The consequence of this is an increase in delays. A concept for continuing to conduct approaches in Instrument Meteorological Conditions (IMC) to converging runways has been proposed which calls for coordinating the approaches to the two runways such that a stagger between the aircraft is maintained. This procedure is known as Dependent Converging Instrument Approaches (DCIA). This paper develops a DCIA procedure applicable to any runway geometry. The procedure is defined and modeled to capture its safety critical aspects. From this analysis recommendations are made concerning the stagger values and other factors relevant to applying this procedure safely.
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A technique to add the time constraint to the automatic descent feature of the existing L-1011 aircraft Flight Management System (FMS) was developed. Software modifications were incorporated in the FMS computer program and the res...
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A technique to add the time constraint to the automatic descent feature of the existing L-1011 aircraft Flight Management System (FMS) was developed. Software modifications were incorporated in the FMS computer program and the results checked by lab simulation and on a series of eleven test flights. An arrival time dispersion (2 sigma) of 19 seconds was achieved. The 4 D descent technique can be integrated with the time-based metering method of air traffic control. Substantial reductions in delays at today's busy airports should result.
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摘要 :
A technique to add the time constraint to the automatic descent feature of the existing L-1011 aircraft Flight Management System (FMS) was developed. Software modifications were incorporated in the FMS computer program and the res...
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A technique to add the time constraint to the automatic descent feature of the existing L-1011 aircraft Flight Management System (FMS) was developed. Software modifications were incorporated in the FMS computer program and the results checked by lab simulation and on a series of eleven test flights. An arrival time dispersion (2 sigma) of 19 seconds was achieved. The 4 D descent technique can be integrated with the time-based metering method of air traffic control. Substantial reductions in delays at today's busy airports should result.
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The Joint University Program in Air Transportation Systems provides opportunities for progress by students, staff and faculty at the Avionics Engineering Center, Ohio University. During the 1992-93 year, four conference papers and...
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The Joint University Program in Air Transportation Systems provides opportunities for progress by students, staff and faculty at the Avionics Engineering Center, Ohio University. During the 1992-93 year, four conference papers and two M.S. theses were produced; these are summarized in the bibliography. The conference papers are included in their entirety, for reference.
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Metering and spacing (M & S) system's algorithms described assume an aircraft two dimensional are navigation capability. The three navigation systems compared were: very high frequency omnidirectional range/distance measuring equipment (VOR/DME) and ILS, VOR/DME and or - 40 MLS, and VOR/DME and or - 60 MLS. Other factors studied were M & S tentative schedule point location, route geometry effects, and approach gate location effects. Summarized results are: the MLS offers some improvement over VOR/DME and ILS if all approach routes contain computer assisted turns; pilot reaction to moving the gate closer to the runway threshold may adversely affect M & S performance; and coupling en route metering to terminal scheduling transfers most of the terminal holding to more full efficien...
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Metering and spacing (M & S) system's algorithms described assume an aircraft two dimensional are navigation capability. The three navigation systems compared were: very high frequency omnidirectional range/distance measuring equipment (VOR/DME) and ILS, VOR/DME and or - 40 MLS, and VOR/DME and or - 60 MLS. Other factors studied were M & S tentative schedule point location, route geometry effects, and approach gate location effects. Summarized results are: the MLS offers some improvement over VOR/DME and ILS if all approach routes contain computer assisted turns; pilot reaction to moving the gate closer to the runway threshold may adversely affect M & S performance; and coupling en route metering to terminal scheduling transfers most of the terminal holding to more full efficient, higher altitude en route delay.
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摘要 :
Metering and spacing (M & S) system's algorithms described assume an aircraft two dimensional are navigation capability. The three navigation systems compared were: very high frequency omnidirectional range/distance measuring equipment (VOR/DME) and ILS, VOR/DME and + or - 40 MLS, and VOR/DME and + or - 60 MLS. Other factors studied were M & S tentative schedule point location, route geometry effects, and approach gate location effects. Summarized results are: the MLS offers some improvement over VOR/DME and ILS if all approach routes contain computer assisted turns; pilot reaction to moving the gate closer to the runway threshold may adversely affect M & S performance; and coupling en route metering to terminal scheduling transfers most of the terminal holding to more full efficien...
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Metering and spacing (M & S) system's algorithms described assume an aircraft two dimensional are navigation capability. The three navigation systems compared were: very high frequency omnidirectional range/distance measuring equipment (VOR/DME) and ILS, VOR/DME and + or - 40 MLS, and VOR/DME and + or - 60 MLS. Other factors studied were M & S tentative schedule point location, route geometry effects, and approach gate location effects. Summarized results are: the MLS offers some improvement over VOR/DME and ILS if all approach routes contain computer assisted turns; pilot reaction to moving the gate closer to the runway threshold may adversely affect M & S performance; and coupling en route metering to terminal scheduling transfers most of the terminal holding to more full efficient, higher altitude en route delay.
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Modernization of the airline fleet avionics is essential to fully enable future technologies and procedures for increasing national airspace system capacity. However in the current national airspace system, system-wide benefits ga...
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Modernization of the airline fleet avionics is essential to fully enable future technologies and procedures for increasing national airspace system capacity. However in the current national airspace system, system-wide benefits gained by avionics upgrade are not fully directed to aircraft/airlines that upgrade, resulting in slow fleet modernization rate. Preferential merge re-sequence scheduling is a best-equipped-best-served concept designed to incentivize avionics upgrade among airlines by allowing aircraft with new avionics (high-equipped) to be re-sequenced ahead of aircraft without the upgrades (low-equipped) at enroute merge waypoints. The goal of this study is to investigate the potential benefits gained or lost by airlines under a high or low-equipped fleet scenario if preferential merge resequence scheduling is implemented.
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This paper presents an overview of the sixth revision to an algorithm specifically designed to support NASA's Airborne Precision Spacing concept. This algorithm is referred to as the Airborne Spacing for Terminal Arrival Routes ve...
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This paper presents an overview of the sixth revision to an algorithm specifically designed to support NASA's Airborne Precision Spacing concept. This algorithm is referred to as the Airborne Spacing for Terminal Arrival Routes version 13 (ASTAR13). This airborne self-spacing concept contains both trajectory-based and state-based mechanisms for calculating the speeds required to achieve or maintain a precise spacing interval. The trajectory-based capability allows for spacing operations prior to the aircraft being on a common path. This algorithm was also designed specifically to support a standalone, non-integrated implementation in the spacing aircraft. This current revision to the algorithm adds the state-based capability in support of evolving industry standards relating to airborne self-spacing.
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This paper describes the design, development and results from a high fidelity human-in-the-loop simulation of an integrated set of trajectory-based automation tools providing precision scheduling, sequencing and controller merging...
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This paper describes the design, development and results from a high fidelity human-in-the-loop simulation of an integrated set of trajectory-based automation tools providing precision scheduling, sequencing and controller merging and spacing functions. These integrated functions are combined into a system called the Terminal Area Precision Scheduling and Spacing (TAPSS) system. It is a strategic and tactical planning tool that provides Traffic Management Coordinators, En Route and Terminal Radar Approach Control air traffic controllers the ability to efficiently optimize the arrival capacity of a demand-impacted airport while simultaneously enabling fuel-efficient descent procedures. The TAPSS system consists of four-dimensional trajectory prediction, arrival runway balancing, aircraft separation constraint-based scheduling, traffic flow visualization and trajectory-based advisories to assist controllers in efficient metering, sequencing and spacing. The TAPSS system was evaluated and compared to today's ATC operation through extensive series of human-in-the-loop simulations for arrival flows into the Los Angeles International Airport. The test conditions included the variation of aircraft demand from a baseline of today's capacity constrained periods through 5%, 10% and 20% increases. Performance data were collected for engineering and human factor analysis and compared with similar operations both with and without the TAPSS system. The engineering data indicate operations with the TAPSS show up to a 10% increase in airport throughput during capacity constrained periods while maintaining fuel-efficient aircraft descent profiles from cruise to landing.
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