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Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Are homogeneous performance.

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Presentation on theme: "Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Are homogeneous performance."— Presentation transcript:

1 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Are homogeneous performance metrics for the whole ATM system life cycle available? Dr. Professor Francisco Saez & Professor Fernando Gomez Department of Aeronautical Infrastructure, Air and Space Systems and Airports. Polythecnic University of Madrid John N. Polky, Ph. D. Boeing Research & Technology Center, S.L.

2 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Objective of the work Illustrate the existent gap between high level performance indicators used normally for setting concept performance targets (ATM system capacity increase,etc... ) and low level metrics and indicators. Identify existing and recognised links. Identify those areas where additional R&D effort is still required for quantifying and modelling the various links and contribution between metrics. ATM community objective: To have available a measurement framework (an homogenous and coherent set of metrics) for the whole concept life cycle.

3 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Context the new concepts definition process TOO HIGH LEVEL! TOO LOW LEVEL! TOO CONSTRAINED BY THE IMPLEMENTATION! Which are the performances that really characterise the ATM System? ATM 2000+ SAFETY, CAPACITY, ECONOMICS.... PRC SAFETY, DELAY, ACCESS FLEXIBILTY. Controller workload number of conflicts, etc.... CCDTI suitability number of resolution advisories, etc....

4 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Context the performance measurement framework? Which is the relationship between low level measurements and high levels performances? The contribution of low level indicators to the high level indicators should be quantified and unique mathematics relationships should be established. Which are the performances that really characterise the ATM System? R&D is required for Identify and develop the mayor gaps between High and Low level indicators That work is fundamental for completing the overall validation framework

5 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 ATM SYSTEM Local Indicator ATM sub system GLOBAL indicator ? High level performance areas vs. Local performance elements (I) Outcomes Results for customers Outputs Products and services Processes Activities to achieve outputs Inputs Resources GLOBALINDICATORS LOCALINDICATORS Focus on value of service provided to the user Extension beyond traditional measures of capacity and delay Modern approach to the ATM system performance measurement

6 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Complex and not characterise relationships between: High level/Global performance objectives (areas, performance...) Specific or Local performance indicators (factors, metrics,...) High level/Global performance objectives are related to the Overall ATM systems performances Specific or Local performance indicators are related to system components ( either airborne, ground systems, pilots, controllers, procedures,etc... Contributes or not to achieve the target performance objectives +- High level performance areas vs. Local performance elements (II)

7 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Examples: High level/Global performance objectives (areas, performance...) Specific or Local performance indicators (factors, metrics,...) PRC/PRU: Performance area KPA Delay Factor that contributes to delay?: Controller workload: Global Indicator KPI Total minutes of delay/Total number of flights Capacity index (increase in movements for a given ATFM delay) Local indicator : Percentage of time spent of the frequency Number of aircraft handled. High level performance areas vs. Local performance elements (III)

8 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Performance indicators framework elements ATS perspective Safety... Capacity Efficiency Cost effectiveness Pilots workload Equipment Controllers workload... Controllers situational awareness Separations standards Conflicts Delays Stress +- Other stakeholders perspective Pilot perspective Final user perspective +- +30% -5% Perspectives ATM System performances Global indicators Factors contributing to ATM System performances Local indicators

9 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Work to be done Documentation and databases analysis Approach definition Methodology definition Structure and framework definition Gaps and R&D needs identification Metrics population of the database Feedback evaluationFramework rework and upgrade Framework and supporting database diffusion PHASE 1 PHASE 2 PHASE 3 R+D actions Links and relationships modelling Continuous metrics assessment Continuos Framework rework and upgrade PHASE 4 Supporting database creation Metrics population of the database Framework structure validity evaluation Framework rework and upgrade ON GOING WORK

10 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Performance indicators framework scheme Low level /Local indicators or subsystem performances Stakeholders/ participants perspective or points of view ATS Airlines Airpots Final users ---- Performances areas categorisation ------ Delay Metrics/ measurements ------ Total minutes of delay/Total number of flights High level / Global ATM Performance areas or system performances CODA TORCH PRC ATM 2000+ OCD CAF/T Human factors Atomatizacion CNS Separation standards ATFM Local Factors ------ workload Metrics/ measurements ------ Total minutes on the frecuency Identify the missing contributions Develop a structured framework that allows interrelationships.

11 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Developing a structured framework that allows interrelationships. (I) High/global ATM system performance level An unique and structured framework of performances that allows or accommodate the various stakeholders views. Each ones of the performances area will be characterised by their intrinsic characteristics and by the relationships with the others. Global indicators are proposed for each one of the performance that are their intrinsic characteristics Metric/units/measurements are compiled for each intrinsic area or global indicator Studied sources:OCD, ATM2000+, PRC, CAFT, INTEGRA, TORCH, NAS DELAY: Stakeholder view relevant to: UPPER LOWER COLATERALLIntrinsic characteristics Metrics/measurements/units Global indicators

12 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Developing a structured framework that allows interrelationships. (III) ASSESSMENT OR MODELLING Local Indicators

13 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Developing a structured framework that allows interrelationships. (IV) Performance aggregation process Once this low level characterisation is done performance aggregation models should be considered ASSESSMENT OR MODELLING

14 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Gaps and R&D needs identification Final products Measurement framework Stakeholder views Performance area Life cycle state Agregation models Subsystem under analysis Structured breakdown decomposition of factors s contribution to each performance Performance roadmap Relational database

15 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Evolution of the approaches towards performance metrics User oriented view ATM 2000+ Safety Capacity Efficiency Environment Contributes to Characterise Operational improvements Conceptual Level No explicit measurements proposed Do not reflect perspectives of the stakeholders. PRC KPA Safety Delay Predictability Access Flexibility Availability Equity Flight efficiency Cost-effectiveness Environment Contributes to typify the received service OCD Safety Capacity Efficiency Environment Security Economic Uniformity Quality CAF/T Delay Predictability Flexibility Efficiency Access Cost of service Productivity Capacity Traffic Safety

16 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 ATM 2000+ OCD Safety Capacity Efficiency Environment PRC (KPA) / CAFT Delay Predictability Access Flexibility Availability Equity Safety Flight efficiency Cost-effectiveness Environment

17 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 CAF/T versus PRC approach PRC KPA Delay Predictability Flexibility Flight efficiency Access Cost-effectiveness Availability Equity Environment Safety CAF/T Delay Predictability Flexibility Efficiency Access Cost of service Productivity Capacity Traffic Safety It accounts for the time in excess of the optimum time that it takes a user to complete an operation It accounts for the abitly of the user to predict variation and build and maintain optimum flight schedules It accounts for the ability of the system to accommodate changing user needs in real time and without penalty It accounts for the abitly of the ATM system to allow the user to adopt the preferred flight profile (route and level) It accounts for the ability to enter the ATC system and obtain services on demand The value for the money that the user received from the ATS Measures of an output over the cost to produce it Number of operations using a resource in a specified period of time Number of total operation (flight passengers) Measures exposure of certain incidents Measures the availability of critical ATM resources and services Measures equity of treatment Measures the conformance of air transport to environment regulations Measures the conformance of air transport to specified safety targets Common conceptual definitions and aims but different metrics

18 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 FUSION and STRUCTURATION European Performance Review System: CRCO, STATFORD, CFMU, CODA, EATCHIP CIP monitoring OCD ATM2000+ MAEVACAF/T PRC Airspace Management handbook R+D projects results FAA performance measurement database SAFETYCAPACITYENVIRONMENTEFICIENCY DELAY ACCESS PREDICTABILITY FLEXIBILITY AVAILABLITY EQUITY FLIGHT EFFICIENCY COST OF THE SERVICE PRODUCTIVITY Thirteen top ATM issues Framework approach (I)

19 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Identifying factor that contribuyes to the ATM system performances Example: Delay Performance Breakdown decomposition ! Incremental approach Main assessed approaches: PRC approach Initial delay attributes characterisation Initial delay breakdown decomposition Initial Delay global indicators organisation Initial identification of factor and subsystem contributing to the total ATM system Delay Proposal of aggregation models. + Integrated delay measurement framework delay intrinsic attributes delay indicators characterisation breakdown decomposition aggregation model CAF/T approach + CFMU approach + CODA approach + R&D projects approach + Operation assessment approach

20 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Initial DELAY intrinsic attributes Abstracted from PRC DELAY Delay key attributes MAGNITUD SEVERITY ABSORPTION Total delay/Total Nº of flights Nº of delayed flights/Total Nº of flights Total delay /Nº of delayed flights DELAY Breakdown decomposition by contributions (Phases of the flight operation, before and during the flight) DELAY TD/Nº TF Nº DF/Nº TF TD/NºDF Causal Factor = Delay/cause Delay key attribute extension MAGNITUD SEVERITY ABSORPTION

21 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Extended DELAY breakdown decomposition: Contributions to the total delay (PRC) PRC+CODA Extension PRC+CODA+ Operational assessment views

22 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 DELAY DT/Nº TV Nº VD/Nº TV DT/Nº VD DELAY * Without repetition nor duplication Initial Delay Aggregation Model MAGNITUD SEVERITY ABSORPTION Breakdown decomposition by contributions (Phases of the flight operation, before and during the flight) Total delay/Total Nº of flights Nº of delayed flights/Total Nº of flights Total delay /Nº of delayed flights

23 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Mixed time references systems and origins (I) Several time reference system are used for measuring delays: There is a need of defining those references clearly and stabilised how to pass from one to another. Co-ordinates translation PRC Defines : Optimum times Preferred times Planned times Scheduled times Actual times Optimum times Preferred times Planned times Scheduled times Actual times Event at Tn Difference between optimum and preferred time Difference between planned and preferred time Difference between schedule and planned time Difference between actual and schedule time Difference between actual and optimum Difference between actual and planned time Delay can be calculate as difference between the various time reference as convenience

24 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 DELAY place for R&D actions in the delay measurement framework? DT/Nº TV Nº VD/Nº TV DT/Nº VD CAPACITY Delay/traffic curves as a measure of capacity variation Capacity Index Areas requiring further R+D Capacity MAGNITUD SEVERITY ABSORPTION Causal Factor = Delay/cause Specially attention should be pay on traffic patterns definition when relating delay and capacity. ? Lack of models for understanding the high level relationships between performance parameters. Extension of the breakdown decomposition Definition of proper mechanisms that relates the various time reference systems so mechanisms for translation are available. Mapping delay metrics to the proposed structure and database population

25 Departamento de Infraestructura, Sistemas Aeroespaciales y Aeropuertos DISAA - UPM May 2002 FAA / Eurocontrol AP2, 5 and 6 TIM/9 Conclussions. Project object To have available a measurement framework (an homogenous and coherent set of metrics) for the whole concept life cycle. To unify sources and stakeholders views. To be corrected and completed by ATM Community To be used by anyone that could be interested in.


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