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ICRAT 2004, Zilina, November 22-24, 2004

Towards the traffic synchronisation Towards the traffic synchronisation in a Functional Airspace Blockin a Functional Airspace Block

Lenka DraveckaUniversity of Zilina

and EUROCONTROL CRDS

Supervisor: Vu DUONG and Tomas DENDIS

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Goal of the research

The overall aim is to analyse The overall aim is to analyse

the task sharing and task duration and their impact the task sharing and task duration and their impact

on the operational feasibility of synchronised on the operational feasibility of synchronised

ATM Concept in Central European Upper Airspace.ATM Concept in Central European Upper Airspace.

The overall aim is to analyse The overall aim is to analyse

the task sharing and task duration and their impact the task sharing and task duration and their impact

on the operational feasibility of synchronised on the operational feasibility of synchronised

ATM Concept in Central European Upper Airspace.ATM Concept in Central European Upper Airspace.

flow-wide improvement in performanceflow-wide improvement in performance

in terms of synchronised distance separation in terms of synchronised distance separation

between all aircraft evolving in a flow between all aircraft evolving in a flow

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How to start?

Synchronisation conceptSynchronisation concept Highway route network with exact aircraft Highway route network with exact aircraft

spacingspacing

Operational feasibilityOperational feasibility Political & social and technological issues Political & social and technological issues

asideaside

Controllers’ taskloadControllers’ taskload Adequate task sharing & durationAdequate 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

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Reality

Traffic lanes already existMadrid/Barcelona: about 60 flights (each way) per day

Rome/Milan: about 30 flights (each way) per day

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Why synchronisation & when is it beneficial?

Operate a flow instead of flight by flightOperate a flow instead of flight by flight More punctualityMore punctuality

Capacity gaining and efficiency increaseCapacity gaining and efficiency increase Sequencing instead of separationSequencing instead of separation By gaining fluidity thus saving capacityBy gaining fluidity thus saving capacity

When does the flow synchronisation start to be beneficial?When does the flow synchronisation start to be beneficial?

CCss = L / D = L / Dspacespace

If If Capacity of synchronised flow Capacity of synchronised flow >> Capacity of the flow under current conditionsCapacity of the flow under current conditions

When does the flow synchronisation start to be beneficial?When does the flow synchronisation start to be beneficial?

CCss = L / D = L / Dspacespace

If If Capacity of synchronised flow Capacity of synchronised flow >> Capacity of the flow under current conditionsCapacity of the flow under current conditions

Cs – capacity of the flow

L – length of the flow

Dspace – min. separation

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Why taskload?

Estimation and evaluation of Estimation and evaluation of controller taskload is an controller taskload is an important part to support important part to support synchronised ATM conceptsynchronised ATM concept

Task sharing and their duration Task sharing and their duration influence the controller taskload influence the controller taskload hence the sector capacityhence the sector capacity

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Minimun-3FLs Minimun-3FLs (one direction)(one direction)

Minimum - 5Fls (two directions)

How? Synchronisation model - simplified

Flow designFlow design Part of the demand passing in the flowPart of the demand passing in the flow

SPECIALIZED LEVELSSPECIALIZED LEVELS High speedHigh speed Lower speedLower speed CrossingCrossing Climb/descendClimb/descend

Sequence = speed per flowSequence = speed per flow Average Average of maximum and minimum speed specified for a flowof maximum and minimum speed specified for a flow

FL3 synchronised

FL2 crossing

FL1 climb/descend

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Models

I.I. One entry flowOne entry flow Only aircraft already in the flow will be synchronisedOnly aircraft already in the flow will be synchronised

II.II. Multi entry flowMulti entry flow Aircraft can join the flow until last Meter pointAircraft can join the flow until last Meter point

Give more time for speed adaptationGive more time for speed adaptation Doesn’t restrict the aircraft to join the flowDoesn’t restrict the aircraft to join the flow Higher flexibilityHigher flexibility

Multi EntryExit

Entry point

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CCss = L / D = L / Dspacespace Example: current conditions: 60 aircraftExample: current conditions: 60 aircraft

The whole flow length synchronised: 100 aircraftThe whole flow length synchronised: 100 aircraft

Cs >> Cc

Than: Lsmin = D= Dspace space ** min. nb. of aircraft (61)min. nb. of aircraft (61)

And:And: L = L L = Lss + L + Ltt

Means that: L Ltt = L – L = L – Lss

Flow structure – transition time/distance?

C – capacity of the flow Cc – capacity of the flow under current conditions

Cs – capacity of the synchronised flow

L – length of the flow

Ls – synchronised length

Lt – transit length

Dspace – min. separation between aircraft

Transit phase

Synchronised phase

Last Ref. Point 1st Ref. Point CEATS Boundary

Transit phase encompass ONE sector (?)

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Restrictions:Restrictions: To maintain the flow – moving of the aircraft should be limitedTo maintain the flow – moving of the aircraft should be limited

Build: FLAS, vectoring, headingBuild: FLAS, vectoring, headingMaintain: sequenceMaintain: sequence

Main flow – untouched after the last Meter pointMain flow – untouched after the last Meter point Restrictions applied to the crossing trafficRestrictions applied to the crossing traffic Desired spacingDesired spacing

DDspacespace = D = D22 – D– D11 → → after last Meter fix: after last Meter fix: ∑ D∑ Di+1i+1 = ∑ D = ∑ Dii + D + Dspacespace

i = 1 i = 1

n n

Multi entry flow

D spaceD space

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Where to start?

CEATS–Central European Air Traffic ServicesCEATS–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) Czech, Slovakia, Austria, Hungary, Slovenia, Croatia, Bosnia & Herzegovina, Italy (ACC Padua)

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New STATFOR forecast for CEATS States (FEB 2004)

Growth (%) - Total Flights 2004 2005

Austria 6.5 12.4

Bosnia and Herzegovina(based on STATFOR Medium Term

Forecast)

5.8 9.8

Croatia 4.4 10.2

Czech Republic 16 32.2

Italy(All ACCs)

0.5 3.4

Hungary 11 16.1

Slovakia 19 33.2

Slovenia 3.2 10.2Proportion 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.

There are some notable increases in delay in Paris, France West and “CEATS” =124%.“CEATS” =124%.

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Preliminary conclusion

Flow synchronisation can be used to smoothen the traffic Flow synchronisation can be used to smoothen the traffic operations in an environment with mainly long-hauls flights operations in an environment with mainly long-hauls flights

and congested areas.and congested areas.

Sector capacity and taskload increase are the main elements Sector capacity and taskload increase are the main elements to make this approach able to compete successfully with to make this approach able to compete successfully with

current operations or alternative proposals. current operations or alternative proposals.

The positive results depends on appropriate synchronisation The positive results depends on appropriate synchronisation model and adequate distribution of the controllers’ tasks model and adequate distribution of the controllers’ tasks

and their durations.and their durations.

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Future work

Synchronisation modelSynchronisation model Mathematical and experimental set upMathematical and experimental set up

Controllers’ acceptance Controllers’ acceptance Methodology: qualitative assessment through questionnaires & Methodology: qualitative assessment through questionnaires &

interviewsinterviews Task sharing & tasks durationTask sharing & tasks duration Controllers from 8 CEATS countriesControllers from 8 CEATS countries

Want to achieveWant to achieve Objective results of sector capacity and controllers’ taskload Objective results of sector capacity and controllers’ taskload

increase/decrease through increase/decrease through adequate task sharing and their adequate task sharing and their durations (?) supporting operational feasibility of synchronised durations (?) supporting operational feasibility of synchronised ATM concept (?)ATM concept (?)

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THANK YOU FOR THANK YOU FOR ATTENTION!ATTENTION!

Contact: Contact: lenka.dravecka@eurocontrol.int

Phone number:+36 30 584 0667Phone number:+36 30 584 0667