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EUROCONTROL CRDS 22-24/11/2004 ICRAT 1/15 ICRAT 2004, Zilina, November 22-24, 2004 Towards the traffic synchronisation in a Functional Airspace Block Lenka.

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Presentation on theme: "EUROCONTROL CRDS 22-24/11/2004 ICRAT 1/15 ICRAT 2004, Zilina, November 22-24, 2004 Towards the traffic synchronisation in a Functional Airspace Block Lenka."— Presentation transcript:

1 EUROCONTROL CRDS 22-24/11/2004 ICRAT 1/15 ICRAT 2004, Zilina, November 22-24, 2004 Towards the traffic synchronisation in a Functional Airspace Block Lenka Dravecka University of Zilina and EUROCONTROL CRDS Supervisor: Vu DUONG and Tomas DENDIS

2 EUROCONTROL CRDS 22-24/11/2004 ICRAT 2/15 Goal of the research The overall aim is to analyse the task sharing and task duration and their impact on the operational feasibility of synchronised ATM Concept in Central European Upper Airspace. The overall aim is to analyse the task sharing and task duration and their impact on the operational feasibility of synchronised ATM Concept in Central European Upper Airspace. flow-wide improvement in performance in terms of synchronised distance separation between all aircraft evolving in a flow

3 EUROCONTROL CRDS 22-24/11/2004 ICRAT 3/15 How to start?  Synchronisation concept Highway route network with exact aircraft spacing Highway route network with exact aircraft spacing  Operational feasibility Political & social and technological issues aside Political & social and technological issues aside  Controllers’ taskload Adequate task sharing & duration Adequate task sharing & duration Several concepts follow the idea of highway route network (tube system) with aircraft sequencing to increase the airspace/airport capacity with the need of new technologies, automation and change of working methods. Several concepts follow the idea of highway route network (tube system) with aircraft sequencing to increase the airspace/airport capacity with the need of new technologies, automation and change of working methods. Performance Review Report 7

4 EUROCONTROL CRDS 22-24/11/2004 ICRAT 4/15 Reality Traffic lanes already exist Madrid/Barcelona: about 60 flights (each way) per day Rome/Milan: about 30 flights (each way) per day

5 EUROCONTROL CRDS 22-24/11/2004 ICRAT 5/15 Why synchronisation & when is it beneficial?  Operate a flow instead of flight by flight More punctuality More punctuality  Capacity gaining and efficiency increase Sequencing instead of separation Sequencing instead of separation By gaining fluidity thus saving capacity By gaining fluidity thus saving capacity When does the flow synchronisation start to be beneficial? C s = L / D space If Capacity of synchronised flow > Capacity of the flow under current conditions When does the flow synchronisation start to be beneficial? C s = L / D space If Capacity of synchronised flow > Capacity of the flow under current conditions C s – capacity of the flow L – length of the flow D space – min. separation

6 EUROCONTROL CRDS 22-24/11/2004 ICRAT 6/15 Why taskload?  Estimation and evaluation of controller taskload is an important part to support synchronised ATM concept  Task sharing and their duration influence the controller taskload hence the sector capacity

7 EUROCONTROL CRDS 22-24/11/2004 ICRAT 7/15 Minimun-3FLs (one direction) Minimum - 5Fls (two directions) How? Synchronisation model - simplified  Flow design  Part of the demand passing in the flow SPECIALIZED LEVELS  High speed  Lower speed  Crossing  Climb/descend  Sequence = speed per flow  Average of maximum and minimum speed specified for a flow FL3synchronised FL2crossing FL1climb/descend

8 EUROCONTROL CRDS 22-24/11/2004 ICRAT 8/15 Models I. One entry flow Only aircraft already in the flow will be synchronised Only aircraft already in the flow will be synchronised II. Multi entry flow Aircraft can join the flow until last Meter point Aircraft can join the flow until last Meter point  Give more time for speed adaptation  Doesn’t restrict the aircraft to join the flow  Higher flexibility Multi Entry Exit Entry point

9 EUROCONTROL CRDS 22-24/11/2004 ICRAT 9/15 C s = L / D space Example: current conditions: 60 aircraft The whole flow length synchronised: 100 aircraft > C s > C c = D space * min. nb. of aircraft (61) Than: L smin = D space * min. nb. of aircraft (61) And: L = L s + L t L t = L – L s Means that: L t = L – L s Flow structure – transition time/distance? C – capacity of the flow C c – capacity of the flow under current conditions C s – capacity of the synchronised flow L – length of the flow L s – synchronised length L t – transit length D space – min. separation between aircraft Transit phase Synchronised phase Last Ref. Point1 st Ref. PointCEATS Boundary Transit phase encompass ONE sector (?)

10 EUROCONTROL CRDS 22-24/11/2004 ICRAT 10/15  Restrictions:  To maintain the flow – moving of the aircraft should be limited  Build: FLAS, vectoring, heading  Maintain: sequence  Main flow – untouched after the last Meter point  Restrictions applied to the crossing traffic  Desired spacing  D space = D 2 – D 1 → after last Meter fix: ∑ D i+1 = ∑ D i + D space i = 1 nn Multi entry flow D space

11 EUROCONTROL CRDS 22-24/11/2004 ICRAT 11/15 Where to start?  CEATS–Central European Air Traffic Services  Rapid increase of traffic  CEATS will become high density region  Increase of ATFM delays Czech, Slovakia, Austria, Hungary, Slovenia, Croatia, Bosnia & Herzegovina, Italy (ACC Padua)

12 EUROCONTROL CRDS 22-24/11/2004 ICRAT 12/15 New STATFOR forecast for CEATS States (FEB 2004) Growth (%) - Total Flights Austria Bosnia and Herzegovina (based on STATFOR Medium Term Forecast) Croatia Czech Republic Italy (All ACCs) Hungary Slovakia Slovenia Proportion of summer en-route ATFM delays in European regions When comparing the short and the medium term forecast, it is clear that capacity planning in the Central Europe should follow the high growth scenario and that delivery of ATC capacity in this area will become a challenge. “CEATS” =124%. There are some notable increases in delay in Paris, France West and “CEATS” =124%.

13 EUROCONTROL CRDS 22-24/11/2004 ICRAT 13/15 Preliminary conclusion  Flow synchronisation can be used to smoothen the traffic operations in an environment with mainly long-hauls flights and congested areas. Sector capacity and taskload increase are the main elements to make this approach able to compete successfully with current operations or alternative proposals. The positive results depends on appropriate synchronisation model and adequate distribution of the controllers’ tasks and their durations. The positive results depends on appropriate synchronisation model and adequate distribution of the controllers’ tasks and their durations. 

14 EUROCONTROL CRDS 22-24/11/2004 ICRAT 14/15 Future work  Synchronisation model Mathematical and experimental set up Mathematical and experimental set up  Controllers’ acceptance Methodology: qualitative assessment through questionnaires & interviews Methodology: qualitative assessment through questionnaires & interviews  Task sharing & tasks duration  Controllers from 8 CEATS countries  Want to achieve Objective results of sector capacity and controllers’ taskload increase/decrease through adequate task sharing and their durations (?) supporting operational feasibility of synchronised ATM concept (?) Objective results of sector capacity and controllers’ taskload increase/decrease through adequate task sharing and their durations (?) supporting operational feasibility of synchronised ATM concept (?)

15 EUROCONTROL CRDS 22-24/11/2004 ICRAT 15/15 THANK YOU FOR ATTENTION! Contact: Phone number:


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