Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503327
R. Chamlou
As the aviation community moves toward the Next Generation Air Transportation System (NextGen), the current Traffic Alert and Collision Avoidance System (TCAS II) may become inadequate. This paper describes two types of algorithms that use Automatic Dependent Surveillance-Broadcast (ADS-B) as the surveillance source for future airborne collision avoidance systems (CASs). The first type, denoted by NextCAS I, estimates the range, range rate, altitude and altitude rate from the ADS-B state vector information but maintains much of the detection and all of the resolution logic structure of the current TCAS. The second type, denoted by NextCAS II, provides a novel approach to detection and resolution of air traffic conflicts in the 3-dimensional (3-D) airspace between two aircraft. The inputs to the detection algorithm are the current 3-D position and speed vector of both aircraft and a cylindrical minimum safety protection zone (PZ) around the conflicting aircraft. For a CAS, the size of the configurable PZ can be assigned values that the Federal Aviation Administration (FAA) considers as a near mid-air collision (NMAC1) incident. When available, additional inputs, such as measurement uncertainties and intruder type (e.g., manned/unmanned), can be used to alter the default protection zone. The conflict detection takes into account the 3-D encounter (e.g., closure rate, miss distance, relative converging maneuver). The resolution algorithm initially computes a set of six resolution advisories (RAs) and associated resolution alert times that ensure no violation of the protection zone. The six resolutions consist of three sets of two maneuvers related to: ground track (left, right), forward speed (speed up, slow down), and vertical speed (climb, descend). The 1 NMAC - The NMAC is defined by a cylindrical volume with a radius of 500 ft and a height of 200 ft, centered on each aircraft. initial solutions take into account ownship capability (i.e., max climb/descent rate, max turn rate, max speed/stall speed) and ownship pilot response delay (e.g., autonomous vs. manual RA execution). These six solutions are subsequently down-selected in two steps: first, based on the encounter geometry, a single implicitly coordinated, independent solution is selected for each of the three dimensions; then, based on ownship preferences and operational considerations, a final RA solution is selected.
{"title":"Design principles and algorithm development for two types of NextGen airborne conflict detection and collision avoidance","authors":"R. Chamlou","doi":"10.1109/ICNSURV.2010.5503327","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503327","url":null,"abstract":"As the aviation community moves toward the Next Generation Air Transportation System (NextGen), the current Traffic Alert and Collision Avoidance System (TCAS II) may become inadequate. This paper describes two types of algorithms that use Automatic Dependent Surveillance-Broadcast (ADS-B) as the surveillance source for future airborne collision avoidance systems (CASs). The first type, denoted by NextCAS I, estimates the range, range rate, altitude and altitude rate from the ADS-B state vector information but maintains much of the detection and all of the resolution logic structure of the current TCAS. The second type, denoted by NextCAS II, provides a novel approach to detection and resolution of air traffic conflicts in the 3-dimensional (3-D) airspace between two aircraft. The inputs to the detection algorithm are the current 3-D position and speed vector of both aircraft and a cylindrical minimum safety protection zone (PZ) around the conflicting aircraft. For a CAS, the size of the configurable PZ can be assigned values that the Federal Aviation Administration (FAA) considers as a near mid-air collision (NMAC1) incident. When available, additional inputs, such as measurement uncertainties and intruder type (e.g., manned/unmanned), can be used to alter the default protection zone. The conflict detection takes into account the 3-D encounter (e.g., closure rate, miss distance, relative converging maneuver). The resolution algorithm initially computes a set of six resolution advisories (RAs) and associated resolution alert times that ensure no violation of the protection zone. The six resolutions consist of three sets of two maneuvers related to: ground track (left, right), forward speed (speed up, slow down), and vertical speed (climb, descend). The 1 NMAC - The NMAC is defined by a cylindrical volume with a radius of 500 ft and a height of 200 ft, centered on each aircraft. initial solutions take into account ownship capability (i.e., max climb/descent rate, max turn rate, max speed/stall speed) and ownship pilot response delay (e.g., autonomous vs. manual RA execution). These six solutions are subsequently down-selected in two steps: first, based on the encounter geometry, a single implicitly coordinated, independent solution is selected for each of the three dimensions; then, based on ownship preferences and operational considerations, a final RA solution is selected.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"10 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"114671028","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503234
L. Sherry, G. Calderon-Meza, A. Samant
Delays in arrival of airline passengers should be the on-time performance metric of the airline passenger transportation system (not flight delays). A passenger trip can experience arrival delays, relative to the ticketed arrival time, as a result of a delayed flight, as well as a diverted flight, cancelled flight, denied boarding, and/or missed connection. This paper describes the results of analysis of annual passenger trip delays for U.S. domestic airline flights from 2007 to 2009. These results are based on estimated itineraries and load factors, and actual airline (flight) on-time performance data available from government websites.
{"title":"Trends in airline passenger trip delays (2007 – 2009)","authors":"L. Sherry, G. Calderon-Meza, A. Samant","doi":"10.1109/ICNSURV.2010.5503234","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503234","url":null,"abstract":"Delays in arrival of airline passengers should be the on-time performance metric of the airline passenger transportation system (not flight delays). A passenger trip can experience arrival delays, relative to the ticketed arrival time, as a result of a delayed flight, as well as a diverted flight, cancelled flight, denied boarding, and/or missed connection. This paper describes the results of analysis of annual passenger trip delays for U.S. domestic airline flights from 2007 to 2009. These results are based on estimated itineraries and load factors, and actual airline (flight) on-time performance data available from government websites.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"74 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"117028974","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503340
H. Crane, R. Eftekari
Radar data collected from three different monopulse secondary surveillance radar (MSSR) types are analyzed to assess azimuth measurement error characteristics. Aircraft radar position reports are compared with Global Positioning System (GPS) position reports delivered by Automatic Dependent Surveillance-Broadcast (ADS-B) for aircraft targets of opportunity. ADS-B positions are regarded as truth for error determination. The analysis procedure applies techniques developed to minimize timing discrepancy between ADS and radar position measurement systems to achieve best time registration and to minimize azimuth measurement bias for separate aircraft tracks in the population. Azimuth error probability distribution models that best fit the data are determined by a procedure that tests values for distribution parameters and maximizes the fit quality for Gaussian, double Gaussian, and Gauss-Laplace error distributions. The analysis found that azimuth errors for the general population of aircraft best fit a double Gaussian error distribution model. An analysis technique that removed the residual azimuth bias for individual aircraft tracks produced a result where the azimuth errors best fit a Gauss-Laplace error model. The double Gaussian result is representative of a surveillance system that applies techniques to generally remove azimuth and time bias. The Gauss-Laplace models a surveillance system that dynamically aligns and removes bias for individual aircraft.
{"title":"Monopulse secondary surveillance radar azimuth error distribution analysis","authors":"H. Crane, R. Eftekari","doi":"10.1109/ICNSURV.2010.5503340","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503340","url":null,"abstract":"Radar data collected from three different monopulse secondary surveillance radar (MSSR) types are analyzed to assess azimuth measurement error characteristics. Aircraft radar position reports are compared with Global Positioning System (GPS) position reports delivered by Automatic Dependent Surveillance-Broadcast (ADS-B) for aircraft targets of opportunity. ADS-B positions are regarded as truth for error determination. The analysis procedure applies techniques developed to minimize timing discrepancy between ADS and radar position measurement systems to achieve best time registration and to minimize azimuth measurement bias for separate aircraft tracks in the population. Azimuth error probability distribution models that best fit the data are determined by a procedure that tests values for distribution parameters and maximizes the fit quality for Gaussian, double Gaussian, and Gauss-Laplace error distributions. The analysis found that azimuth errors for the general population of aircraft best fit a double Gaussian error distribution model. An analysis technique that removed the residual azimuth bias for individual aircraft tracks produced a result where the azimuth errors best fit a Gauss-Laplace error model. The double Gaussian result is representative of a surveillance system that applies techniques to generally remove azimuth and time bias. The Gauss-Laplace models a surveillance system that dynamically aligns and removes bias for individual aircraft.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"33 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"127591374","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503242
G. Calderon-Meza, L. Sherry
Trajectory-Based Operations is a NextGen initiative that seeks to increase the effective-capacity of the National Airspace System by adding flexibility to the 4-D trajectories as flights traverse airspace.
{"title":"Analysis of stakeholder benefits of NextGen Trajectory-Based Operations","authors":"G. Calderon-Meza, L. Sherry","doi":"10.1109/ICNSURV.2010.5503242","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503242","url":null,"abstract":"Trajectory-Based Operations is a NextGen initiative that seeks to increase the effective-capacity of the National Airspace System by adding flexibility to the 4-D trajectories as flights traverse airspace.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"11 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"130704475","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503231
J. Ferguson, K. Hoffman, L. Sherry, G. Donohue, Abdul Kara
Industry strategists, government regulators, and the media have focused on addressing concerns over the performance of the air transportation system with respect to delays. One of the strategies proposed has been to limit the scheduled operations at an airport to a-priori feasible capacity limits. This approach has been criticized on the basis that it would reduce the number of markets served and increase airfares.
{"title":"Airline response to changing economics and policy","authors":"J. Ferguson, K. Hoffman, L. Sherry, G. Donohue, Abdul Kara","doi":"10.1109/ICNSURV.2010.5503231","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503231","url":null,"abstract":"Industry strategists, government regulators, and the media have focused on addressing concerns over the performance of the air transportation system with respect to delays. One of the strategies proposed has been to limit the scheduled operations at an airport to a-priori feasible capacity limits. This approach has been criticized on the basis that it would reduce the number of markets served and increase airfares.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"35 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"134486420","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503293
T. Stull
Presents a collection of slides covering the following topics: runway access; metroplex; deregulated environment; airspace; and RNAV operation.
展示一系列幻灯片，涵盖以下主题:跑道通道;大都会区;放松管制的环境;领空;和RNAV操作。
{"title":"Designing for the future: Civil aviation and airline perspectives of the current and future air transportation system","authors":"T. Stull","doi":"10.1109/ICNSURV.2010.5503293","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503293","url":null,"abstract":"Presents a collection of slides covering the following topics: runway access; metroplex; deregulated environment; airspace; and RNAV operation.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"70 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"124409723","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503233
D. Schaar, L. Sherry
Airports are of significant economic importance to regional businesses and to the quality of life of residents by providing access to safe, secure, rapid, affordable air transportation services. At the major U.S. airports, regional airport authorities operate the airports as public utilities providing infrastructure to service providers and their supply chain under “revenue neutral” financial regulations. As public entities with no stockholder profit motives, the airport authorities are obliged to work to balance the interests of all of their stakeholders to build the airport infrastructure, lease space to service providers, and ensure that the service providers collaborate to provide seamless, safe, secure service to the consumers of air travel services. A review of published airport benchmarks revealed that they are largely ambiguous on stakeholders and stakeholder boundaries.
{"title":"Analysis of airport stakeholders","authors":"D. Schaar, L. Sherry","doi":"10.1109/ICNSURV.2010.5503233","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503233","url":null,"abstract":"Airports are of significant economic importance to regional businesses and to the quality of life of residents by providing access to safe, secure, rapid, affordable air transportation services. At the major U.S. airports, regional airport authorities operate the airports as public utilities providing infrastructure to service providers and their supply chain under “revenue neutral” financial regulations. As public entities with no stockholder profit motives, the airport authorities are obliged to work to balance the interests of all of their stakeholders to build the airport infrastructure, lease space to service providers, and ensure that the service providers collaborate to provide seamless, safe, secure service to the consumers of air travel services. A review of published airport benchmarks revealed that they are largely ambiguous on stakeholders and stakeholder boundaries.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"53 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126555064","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503334
C. Bolczak, Joyce Forman
This paper discusses the concept of the NextGen Flight Risk Profile (FRP), which is envisioned to provide a common operational reference model for depicting the risk assessment information, including a computed risk level, of all active flights in the FAA National Airspace System (NAS). The FRP is stipulated in the FAA's Air Domain Security Concept of Operations [1], which states that the FAA and its security partners will jointly develop the following: • A pre-defined set of security risk profiles that reflect the spectrum of threats which may jeopardize the NAS in any form. • A pre-determined set of potential FAA Air Traffic Organization (ATO) response options for each defined risk profile.
{"title":"Aviation security: NextGen Flight Risk Profile","authors":"C. Bolczak, Joyce Forman","doi":"10.1109/ICNSURV.2010.5503334","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503334","url":null,"abstract":"This paper discusses the concept of the NextGen Flight Risk Profile (FRP), which is envisioned to provide a common operational reference model for depicting the risk assessment information, including a computed risk level, of all active flights in the FAA National Airspace System (NAS). The FRP is stipulated in the FAA's Air Domain Security Concept of Operations [1], which states that the FAA and its security partners will jointly develop the following: • A pre-defined set of security risk profiles that reflect the spectrum of threats which may jeopardize the NAS in any form. • A pre-determined set of potential FAA Air Traffic Organization (ATO) response options for each defined risk profile.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"13 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"123063803","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503306
E. Gringinger, D. Eier, D. Merkl
The heart of Air Traffic Control (ATC) lays in the Control Room (CR) in the ATC en route center, Terminal Radar Approach Control (TRACON), and ATC Tower (ATCT) facilities. However, CRs are also used in other mission critical domains such as 911, or Emergency control centers. In the past this led to the development of domain specific control rooms resulting in different solutions for each specific environment. This raises the cost for efficient software development and increases the time-to-market. A modern Ontology-Based Control Room Framework (ONTOCOR) could dramatically improve this Air Traffic Management (ATM) situation. Uniform and open standards build up ontologies described by the Web Ontology Language (OWL). Information Management (IM) and the development of uniform and open standards are key components of the Next Generation Air Transportation System (NextGen) and Europe's SESAR Program. ONTOCOR increases productive code usage and reduces software development. It focuses on improving efficiency and gain effort by code reusability, thus contributing to reduction of deployment cost of such solutions. This paper analyzes and compares different ontology languages as well as relevant semantic tools for ontology development and management. The present paper will also give a brief survey on ontology-based software engineering, before the ongoing research of ONTOCOR is introduced.
{"title":"Ontology-based CNS software development","authors":"E. Gringinger, D. Eier, D. Merkl","doi":"10.1109/ICNSURV.2010.5503306","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503306","url":null,"abstract":"The heart of Air Traffic Control (ATC) lays in the Control Room (CR) in the ATC en route center, Terminal Radar Approach Control (TRACON), and ATC Tower (ATCT) facilities. However, CRs are also used in other mission critical domains such as 911, or Emergency control centers. In the past this led to the development of domain specific control rooms resulting in different solutions for each specific environment. This raises the cost for efficient software development and increases the time-to-market. A modern Ontology-Based Control Room Framework (ONTOCOR) could dramatically improve this Air Traffic Management (ATM) situation. Uniform and open standards build up ontologies described by the Web Ontology Language (OWL). Information Management (IM) and the development of uniform and open standards are key components of the Next Generation Air Transportation System (NextGen) and Europe's SESAR Program. ONTOCOR increases productive code usage and reduces software development. It focuses on improving efficiency and gain effort by code reusability, thus contributing to reduction of deployment cost of such solutions. This paper analyzes and compares different ontology languages as well as relevant semantic tools for ontology development and management. The present paper will also give a brief survey on ontology-based software engineering, before the ongoing research of ONTOCOR is introduced.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"2 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"115456450","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
Pub Date : 2010-05-11DOI: 10.1109/ICNSURV.2010.5503235
S. Stroiney, B. Levy, C. Knickerbocker
Departure management holds the promise of improved runway throughput and reduced queue length, taxi time, fuel burn, and emissions. A departure management tool (DMAN) in development at Sensis Corporation achieves these benefits by controlling the times at which aircraft push back from the gate or enter the airport movement area. DMAN automatically determines times for taxi clearance and take-off for each flight, and allows users to modify this schedule as desired. This tool integrates with existing information sources and other decision support tools, requiring minimal equipment investment and minimal changes to operational practice. Therefore, the efficiency benefits of departure management are achievable today. We evaluate the likely benefits of using a departure management tool by performing day-long simulations of traffic at two airports - John F. Kennedy International Airport (JFK) and Philadelphia International Airport (PHL). For each airport, we simulate two scenarios. The first is a baseline in which departures taxi and queue at the runway on a first-come-first-served (FCFS) basis, corresponding to airport operations today. The quantitative accuracy of this model is validated by comparing to recorded surveillance data. In the second simulated scenario, DMAN is used to hold aircraft at the gate and to adjust the departure sequence. Comparing taxi times, fuel burn, emissions, and overall delay between the two scenarios, we find substantial improvement in all of these measures when the DMAN tool is in use.
{"title":"Departure management: Savings in taxi time, fuel burn, and emissions","authors":"S. Stroiney, B. Levy, C. Knickerbocker","doi":"10.1109/ICNSURV.2010.5503235","DOIUrl":"https://doi.org/10.1109/ICNSURV.2010.5503235","url":null,"abstract":"Departure management holds the promise of improved runway throughput and reduced queue length, taxi time, fuel burn, and emissions. A departure management tool (DMAN) in development at Sensis Corporation achieves these benefits by controlling the times at which aircraft push back from the gate or enter the airport movement area. DMAN automatically determines times for taxi clearance and take-off for each flight, and allows users to modify this schedule as desired. This tool integrates with existing information sources and other decision support tools, requiring minimal equipment investment and minimal changes to operational practice. Therefore, the efficiency benefits of departure management are achievable today. We evaluate the likely benefits of using a departure management tool by performing day-long simulations of traffic at two airports - John F. Kennedy International Airport (JFK) and Philadelphia International Airport (PHL). For each airport, we simulate two scenarios. The first is a baseline in which departures taxi and queue at the runway on a first-come-first-served (FCFS) basis, corresponding to airport operations today. The quantitative accuracy of this model is validated by comparing to recorded surveillance data. In the second simulated scenario, DMAN is used to hold aircraft at the gate and to adjust the departure sequence. Comparing taxi times, fuel burn, emissions, and overall delay between the two scenarios, we find substantial improvement in all of these measures when the DMAN tool is in use.","PeriodicalId":345677,"journal":{"name":"2010 Integrated Communications, Navigation, and Surveillance Conference Proceedings","volume":"1 1","pages":"0"},"PeriodicalIF":0.0,"publicationDate":"2010-05-11","publicationTypes":"Journal Article","fieldsOfStudy":null,"isOpenAccess":false,"openAccessPdf":"","citationCount":null,"resultStr":null,"platform":"Semanticscholar","paperid":"126311454","PeriodicalName":null,"FirstCategoryId":null,"ListUrlMain":null,"RegionNum":0,"RegionCategory":"","ArticlePicture":[],"TitleCN":null,"AbstractTextCN":null,"PMCID":"","EPubDate":null,"PubModel":null,"JCR":null,"JCRName":null,"Score":null,"Total":0}
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