EP1188137A1 - Air traffic management system - Google Patents
Air traffic management systemInfo
- Publication number
- EP1188137A1 EP1188137A1 EP00913964A EP00913964A EP1188137A1 EP 1188137 A1 EP1188137 A1 EP 1188137A1 EP 00913964 A EP00913964 A EP 00913964A EP 00913964 A EP00913964 A EP 00913964A EP 1188137 A1 EP1188137 A1 EP 1188137A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- aircraft
- time
- flight
- travel
- departure
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Classifications
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0043—Traffic management of multiple aircrafts from the ground
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/0095—Aspects of air-traffic control not provided for in the other subgroups of this main group
-
- G—PHYSICS
- G08—SIGNALLING
- G08G—TRAFFIC CONTROL SYSTEMS
- G08G5/00—Traffic control systems for aircraft, e.g. air-traffic control [ATC]
- G08G5/02—Automatic approach or landing aids, i.e. systems in which flight data of incoming planes are processed to provide landing data
- G08G5/025—Navigation or guidance aids
Definitions
- the present invention relates to a method for scheduling the flow of air traffic into a destination airport over a particular time period.
- the airline industry provides services to its customers which are designed to satisfy air travel requirements, such services include ensuring adequate flow of air traffic at an airport.
- airport capacity varies with the prevailing weather and associated noise abatement requirements.
- delays to scheduled aircraft arrivals and departures have occurred.
- the sequencing of air traffic landing at a particular airport is a function of Air Traffic Control (ATC), with controller ensuring that runway movement rates are optimised as aircraft arrive at their destination. Any resultant delay is absorbed by aircraft holding or flying additional track miles, thus incurring unnecessary cost to operations.
- ATC Air Traffic Control
- the ATC typically regulates the flow of traffic at an airport by:
- the object of the invention is to provide an improved method and system for scheduling the flow of air traffic.
- a method for scheduling the flow of air traffic into a destination airport over a particular time period including the steps of:
- the method may also further include the step of:
- the method may also further include the step of:
- a system to scheduling the flow of air traffic into a destination airport over a pa ⁇ icular time period including: an aircraft arrival schedule means adapted to establish record an arrival schedule over the particular time period at said destination airport for a plurality of aircraft, said aircraft arrival schedule means capable of determining prior to the particular time period, the departure airports from which each of said aircraft departs, so as to define a travel path from a departure airport to the destination airport for each aircraft and wherein the travel path of each aircraft is divided into a plurality of travel sequences; data base means adapted to estimate from historical data, an initial time estimate for each travel sequence, said initial time estimate being dependent upon any one or more of the following variables:
- any other travel time influencing factor any other travel time influencing factor: and wherein the aircraft arrival schedule means is further adapted to establish an initial total estimated travel time for each aircraft by summing the respective travel sequence times for each aircraft, and to sequence the departure time of each aircraft in accordance with the initial total estimated travel time, so that the time of aircraft arrival is estimated and an arrival schedule is established.
- the aircraft arrival schedule means may monitor the variable conditions so as to be appraised of when the total estimated travel time for one or more aircraft is likely to vary from said initial total estimated travel time.
- the aircraft arrival schedule means may also allow amendment of the departure times of any of the aircraft for which the total estimated travel time has been varied so that the aircraft arrive in substantial accordance with the arrival schedule.
- variable conditions are monitored in real time. More preferably, the variable conditions may be monitored by a real time computer system. Preferably the method is implemented using a computer software program.
- the historical data may be recorded in a database.
- the database may be a relational database and further comprise a database management system for the upkeep and management of the historical records.
- the airport traffic is monitored and controlled by at least one air traffic control person who also sets the landing time at the destination airport.
- the plurality of aircraft is operated by a plurality of airline operators.
- the operators of the airlines will usually communicate the times at which they intend to arrive at the destination airport.
- the communication may be by any number of means such as facsimile, email, or via a direct modem link with the air traffic control person.
- the communication via any number of means such as facsimile, email, or via a direct modem link with the air traffic control person.
- the communication via
- i ute Sheet modem may allow an airline operator to monitor the departure times set for their designated aircraft from the departure airports.
- the estimated historical data for each travel sequence is taken from measured data from a multiplicity of flights.
- the particular period of time is a 24 hour period of time broken into daily time quartiles of 6 hour periods each, allowing for easy management of the system by the air traffic control person and the airline operator.
- the estimated arrival schedule for each aircraft is assigned a time period in which the aircraft can land, known as the programmed time of landing.
- the variable conditions that are monitored includes delays.
- the variable conditions may further include notifications of newly scheduled and re-scheduled flights, amendment of a terminal area management plan (the plan used to manage the flow of taxiing traffic about an airport. Additionally any flight cancellations may also be monitored.
- Fig. 1 shows schematic illustrations of a method for scheduling the flow of air traffic into a destination airport over a particular time period. Detailed description of the embodiments
- FIG 1 is a method for scheduling the flow of air traffic into a destination airport over a particular time period.
- the method includes the step of the first stage 10 in which the arrival schedule is sent from an airline operator to an air craft control person of a destination airport.
- the aircraft controller determines at stage 10. the available times during a given period in which the planes can actually land at the destination airport so that an arrival schedule is established.
- step 20 in which the travel path of the plurality of flights are determined.
- Substitute Sheet The travel paths are then broken down into travel sequences at step 30, for each of the flights.
- the travel path of the flight is broken down into separate record components to be recorded as:
- the time for each of these sequences is estimated from stored historical data 50.
- the historical data 50 is stored times for each of the time periods:
- time periods (a) to (d) are dependent upon: (a) the aircraft type
- step 60 in which each of the times determined from the flight times (a) to (d) are added so as to determine the total time for each flight. From this total time, the time at which each flight should depart from its departure airport is determined and the departure time is then set.
- the estimated flight times for each sequence are then monitored at stage 70 during the progress of the flights for the time period.
- the time difference between the estimated times at 40 and the actual times which are monitored for each record component at 80 are then assessed at 90. If there is a difference between the estimated and the actual flight times at 90, and other flights have not departed from their departure airports, then the flight departure time is amended at step 100 and a new departure time is set at 60
- the delay of an aircraft in flight is reduced and the traffic flow about an airport becomes easier to manage.
- the reduction delay in this example of the invention and in the embodiment desc ⁇ bed below significantly reduces the operating costs of the airline operator, ensures schedule stability, and improves gate utilisation, aircraft utilisation, crew utilisation and passenger connections.
- the real time data provides real time information regarding a flight which can assist in conducting scenarios for alternative flight landing times and take off schedules.
- CTMS Central Traffic Management System
- the CTMS is closely coupled to the live ATC system.
- the CTMS assists in the smooth operation of the ATC system by recalculating the departure times of scheduled flights inbound to CTMS aerodromes so as to minimise or eliminate the need for flow control and the inherent airborne delays.
- CTMS uses data items (see “Data Items " described below) to recalculate the departure time of scheduled flights as follows:
- CTMS estimates an arrival schedule for each flight of an airline over a particular time period by calculating the Programmed Times of landing (PTL) available within each half hour period of the particular time period, for each CTMS ai ⁇ ort.
- PTL Programmed Times of landing
- CTMS calculates the estimated landing time for each flight based on the scheduled gate departure time. This is achieved by estimating from historical data, an initial time estimate for each stage of the flight path. The data is determined from historical data measured for the following stages of flight:
- CTMS allocates a programmed time of landing to each flight and calculates all of the programmed flight event times based on the PTL.
- CTMS repeats the above processes (steps 1 to 4) so as to amend the departure times for individual notifications of newly scheduled and re-scheduled flights.
- Substitute Sheet 6 CTMS also repeats these processes (steps 1 to 4), for all affected flights at routine TAMP re-issue times and when an individual TAMP is amended so as to amend the departure times.
- CTMS checks and when necessary modifies flight schedules based on FPL, CHG messages received via the AFTN. FPL messages for unscheduled flights are also decoded and added to the lists of flights.
- CTMS follows the progress of all flights recording, where known, the actual times at which significant events occur for each flight (ie. Gate departure, take off, landing and gate arrival).
- the CTMS uses various data types, these are:
- TAMP Terminal Area Management Plan
- This data is supplied by the major airlines for the scheduled movements of their aircraft and possibly for other aircraft for which they have a responsibility. It is provided on a daily basis for the following two days of operations, giving a daily update of the next day's operations.
- CTMS receives data from the TAAATS system. The following data is required
- GATA Terminal Area Reference Data Terminal area reference data has a number of elements as shown in the following table:
- the ETF interval is stored in five broad categories for each route.
- CTMS computed tomography
- Airline schedule data covering a 48 period is be transferred at approximately 5.00 PM to the ATC of each CTMS ai ⁇ ort by the airlines who have flights due to land within the 48 hour period.
- CTMS extracts and stores the following data for each flight for the 48 hour period:
- Aircraft Identification this may be the FLT NO or the REG.
- the aircraft type category is obtained by searching the Aircraft Category Table for the entry matching the aircraft Type. Entries in the Aircraft Category Table appears as shown in the following table of examples:
- CTMS uses the ADES, ADEP and Category fields to access the fix reference table to obtain the default route and inbound fix applicable to this ADEP, ADES and aircraft Category. Where the aircraft category is not known, a default route and fix based on ADEP and ADES only will be used and an aircraft category will be assumed.
- TAMP data is normally input daily at a set time by the responsible Air Traffic Controller at each CTMS ai ⁇ ort.
- TAMP data comprises four quartiles each covering a 6 hour period.
- Each quartile comprises 12 'lines' containing the RWY configuration, hourly acceptance rate and approach type for a 15 minute period.
- Each quartile and line will commence at a specific time that may be offset from the hour and half hour by up to 15 minutes.
- a number of draft quartiles may be created for each period.
- the controller may evaluate the delay that will result from the combination of different active and draft quartiles using the delay forecast function. When the controller has selected the most appropriate quartile for a period it will be designated as active and the previously active quartile will become superseded.
- CTMS will register the four active quartiles, if present, as the TAMP for the location.
- the delay forecast function allows access to the airline schedules for the period covered by the nominated quartiles and calculates the delay (if any) that would be generated at the location for each half hour period. Active and draft quartiles may be in the calculation.
- the forecast delay for each 30 minute period is displayed to the controller for evaluation.
- TAMP data cannot be changed retrospectively, ie. quartiles and lines currently in use or not yet in use may be amended provided they are draft, but those whose period of validity has expired may not.
- the CTMS calculates the PTLs available for each 15 minute period from the ai ⁇ ort acceptance rate, as shown in the following table of examples:
- CTMS recalculates the ETDS, TOFS and ETLS.
- the outbound and inbound route segments from the flight plan are correlated with the assumed route obtained for this flight from the airline schedule and the fix reference table.
- CTMS will identify new set course point and inbound fix and recalculate the ETDS, TOFS, ETLS and GATS event times for the flight
- CTMS compares the flight planned ETA with the GATS.
- a Flight Plan Modification message includes an amended departure time, that is different to the ETDS by more than a pre-defined compatibility margin, as defined by a VSP.
- CTMS will store the new ETD as the GDTS and recalculate all flight event times based on this new GDTS, as shown in the following table :
- a new PTL will not be allocated to a scheduled flight for which :
- CTMS AFTN DLA messages the CTMS ai ⁇ ort. As the format for this type of message does not include a new ETD, CTMS will not take any action on receipt of a DLA message.
- Aircraft actual movement advice sourced from the AFTN and or from within the TAAATS system is detailed within the chapter titled "Flight Progress Monitoring”.
- CTMS commences the flight programming function.
- the flight programming function involves using the various data fields loaded in the schedules and TAMPs to access the appropriate reference tables and from these to calculate a series of intervals and event times for each flight based on the scheduled gate departure time, as follows :
- TOFS Time Over Inbound Fix
- the flight schedule is then sorted into an arrival sequence by GATS at each CTMS ai ⁇ ort.
- Each Flight is allocated a Programmed time of Landing (PTL), 'untouchable' flights are allocated first to ensure that the appropriate PTL is available for allocation.
- PTL Programmed time of Landing
- TOFP Time Over Fix
- the above event times are the same as the scheduled times unless the allocated PTL is later than the ETL by more than a pre-defined compatibility margin.
- CTMS systems allows airline operators to make decisions relating to changing and swapping PTL's within their own system.
- CTMS shall accommodate this by allowing :
- CTMS will be required to perform a number of steps as shown in the following step action table:
- the ADEP passenger terminal is obtained by searching the passenger terminal table for entries matching the airline operator for the flight.
- the airline operator is determined from the leading 2 or 3 non-numeric characters in the FLT NO.
- the ADEP GNDMI is obtained by searching the ground manoeuvring table for an entry matching the ADEP passenger terminal, the ADEP departure runway (as defined in the TAMP for the schedule departure time) and the aircraft category for the flight.
- the TOTS for each flight is the Scheduled Departure Time plus the ADEP GNDMI.
- ADEP GNDMI Default values for ADEP GNDMI are used for CTMS ai ⁇ orts when there is no active TAMP quartile registered for the period in which the departure is to occur.
- CTMS performs a number of steps as shown in the following step action table:
- the ADEP TMAMI is obtained by searching the terminal area manoeuvring table for an entry matching the ADEP, the ADEP departure runway (as defined in the TAMP for the schedule departure time), the ADES and the aircraft category for the flight.
- the ETDS for each flight is the TOTS plus the ADEP TMAMI.
- ADEP TMAMI Default values for ADEP TMAMI will be used for CTMS ai ⁇ orts when if there is no active TAMP quartile registered for the period in which the departure is to occur.
- CTMS performs a number of steps as shown in the following step action table:
- the ETF is obtained by searching the ETF table for an entry matching the ADEP, the route fix and the aircraft category for the flight.
- the TOFS for each flight is the ETDS plus the ETF.
- CTMS performs a number of steps as shown in the following step action table:
- the ADES TMAMI is obtained by searching the ADES TMAMI table for an entry matching the inbound fix, the ADES runway and approach type (from the ADES TAMP), and the aircraft category for the flight.
- the ETLS for each flight is the TOFS plus the ADES TMAMI.
- CTMS When a valid flight plan is received for a flight into a CTMS ai ⁇ ort which has not previously been notified, CTMS must calculate event times for it. The process for calculating these event times involves a number of steps as shown in the following table:
- the aircraft category is obtained by searching the Aircraft Category table for the entry matching the aircraft TYP.
- the default terminals in the passenger terminal table for the ADEP and ADES will be used for unnotified flights.
- the ADEP GNDMI and TMAMI are obtained by referencing the ADEP TAMP (or using default values) and searching the ground and TMA manoeuvring interval tables for entries matching the flight details.
- the ADES GNDMI and TMAMI are obtained by referencing the ADES TAMP (or using default values) and searching the ground and TMA manoeuvring interval tables for entries matching the flight details.
- Substitute Sheet The ETDF is the ETD from the flight plan
- the GDTF is the ETDF minus the ADEP TMAMI and GNDMI
- the TOTF is the ETD minus the ADEP TMAMI
- the ETLF is the ETA from the flight plan
- the TOFF is the ETLF minus the ADES TMAMI
- the GATF is the ETLF plus the ADES GNDMI
- PTLs are allocated to unnotified flights only to prevent those PTLs being allocated to scheduled flights via the Examine Flight Options Function.
- CTMS will calculate only the ADEP GDTF and ADEP TOTF. These flights are not monitored after take off.
- the allocation of PTLs to flights is performed when the scheduled event time calculations for all flights have been completed.
- the Flight Programming function involves a number of steps as shown in the following table:
- the schedules submitted by the various airlines are merged and sorted in ascending order by GATS for each CTMS ai ⁇ ort.
- the latest possible landing time is the gate arrival time from the airline schedule minus the ADES GNDMI.
- the earliest possible landing time is the ETLS calculated from the scheduled gate departure time.
- CTMS performs a number of steps as shown in the following step action table:
- the ADES passenger terminal is obtained by searching the passenger terminal table for entries matching the airline operator for the flight, weather the Domestic or International terminal is to be used.
- the database will be checked to see if the operator is represented by or hosted by another airline (at that ADES). If so, the other airlines details will be used. If not, then the default terminal for the ai ⁇ ort will be assumed.
- the ADES GNDMI is obtained by searching the ground manoeuvring table for an entry matching the ADES, the ADES RWY (from the ADES TAMP), the ADES passenger terminal and the aircraft category for the flight.
- the GATP for each flight is the allocated PTL plus the ADES GNDMI.
- the TOFP for each flight is the allocated PTL minus the ADES TMAMI.
- the ETDP for each flight is the TOFP minus the ETF.
- the TOTP for each flight is the ETDP minus the ADEP TMAMI.
- the GATP for each flight is the TOTP minus the ADEP GNDMI.
- CTMS Whenever a new active TAMP quartile for a CTMS ai ⁇ ort that involves a change to the ai ⁇ ort configuration for arrivals and/or departures, a change in the arrival acceptance rate and/or type of approach is registered, CTMS:
- New flights will not disrupt PTLs allocated via the bulk programming already performed. New flights will be fitted into the arrival sequence for each CTMS ai ⁇ ort as the availability of PTLs permits.
- the examine flight options function permits users to evaluate the feasibility of conducting an unscheduled or newly scheduled flight to a CTMS ai ⁇ ort.
- the Examine Flight Options Function also permits interactive users to enter details of a proposed flight or to revise details for an existing flight.
- the CTMS will run the flight programming function to calculate the ETL for that flight and
- Substitute Sheet determine the nearest available PTL which is on or after the ETL. This PTL is displayed to the user together with other PTLs which are available for allocation to the flight.
- the user then has the ability to reserve a PTL for the proposed flight, by FLT NO, for a period determined by agreement within the CCB.
- the registration of itinerant flight function permit ATS users to register a new scheduled flight.
- the operation of the register itinerant flight function is similar to the examine flight options function.
- Itinerant flights advised prior to bulk programming will be included in the 'bulk programming'. Itinerant flights advised after bulk programming will be allocated a PTL without disrupting existing allocations.
- the Flight Progress Monitoring Function is provided to assist airlines to get an improved view of what is happening to the progress of their flights.
- Aircraft movement messages that permit CTMS to monitor the progress of flights are as follows:
- TAAATS data is provided to update ETL and GAT.
- the designated fix display function permits users to sort and display snapshot lists of flights over designated fixes and ai ⁇ orts in chronological order. It also permits counts of flights over designated fixes and ai ⁇ orts together with the ability to make projections.
- the CTMS Upon receipt of a gate departure time from a suitably equipped aircraft or ai ⁇ ort operator the CTMS shall change the flight status from planned to Active, store this time in the Actual Gate Departure Time (GDTA) field and extrapolate the :
- GDTA Actual Gate Departure Time
- the CTMS Upon receipt of a take off advice from a suitably equipped aircraft or ai ⁇ ort operator, the CTMS shall store this time in the actual take off time (TOFA) field and re-extrapolate the:
- the CTMS Upon receipt of a DEP or other departure advice from a suitable equipped aircraft or ai ⁇ ort operator, the CTMS shall store this time in the ATD field and re-extrapolate the:
- the CTMS Upon receipt of a landing time from a suitably equipped aircraft or ai ⁇ ort operator, the CTMS shall store this time in the ATL field and re-extrapolate the Gate Arrival Time (GATE).
- GATE Gate Arrival Time
- the CTMS Upon receipt of a Gate Arrival Time from a suitably equipped aircraft or ai ⁇ ort operator, the CTMS shall store this time in the Actual Gate Arrival Time (GATA) field and change the flight status from Active to Complete.
- GATA Actual Gate Arrival Time
- the system shall update the ETL and extrapolate a new GAT from that ETL and the taxi time for the nominated runway.
- CTMS can also provide the capability to produce additional reports for users in real time. These reports represent a snapshot at the time of generation and automatic update will not be supported.
- ATC shall be able to generate reports for ATC users. These reports will include:
- Major airlines can be provided with a total view of the database excluding details of flights not under their direct operational control, or an affiliated airline.
Abstract
Description
Claims
Applications Claiming Priority (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
AUPP965299 | 1999-04-08 | ||
AUPP9652A AUPP965299A0 (en) | 1999-04-08 | 1999-04-08 | Air traffic management system |
PCT/AU2000/000290 WO2000062234A1 (en) | 1999-04-08 | 2000-04-07 | Air traffic management system |
Publications (3)
Publication Number | Publication Date |
---|---|
EP1188137A1 true EP1188137A1 (en) | 2002-03-20 |
EP1188137A4 EP1188137A4 (en) | 2003-06-25 |
EP1188137B1 EP1188137B1 (en) | 2007-02-14 |
Family
ID=3813850
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP00913964A Expired - Lifetime EP1188137B1 (en) | 1999-04-08 | 2000-04-07 | Air traffic management system |
Country Status (6)
Country | Link |
---|---|
EP (1) | EP1188137B1 (en) |
AT (1) | ATE354151T1 (en) |
AU (1) | AUPP965299A0 (en) |
DE (1) | DE60033390D1 (en) |
HK (1) | HK1045739A1 (en) |
WO (1) | WO2000062234A1 (en) |
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JPH0827811B2 (en) * | 1985-02-28 | 1996-03-21 | 株式会社日立製作所 | Transportation planning method and system |
US5200901A (en) * | 1986-11-18 | 1993-04-06 | Ufa, Inc. | Direct entry air traffic control system for accident analysis and training |
-
1999
- 1999-04-08 AU AUPP9652A patent/AUPP965299A0/en not_active Abandoned
-
2000
- 2000-04-07 AT AT00913964T patent/ATE354151T1/en not_active IP Right Cessation
- 2000-04-07 DE DE60033390T patent/DE60033390D1/en not_active Expired - Lifetime
- 2000-04-07 WO PCT/AU2000/000290 patent/WO2000062234A1/en active IP Right Grant
- 2000-04-07 EP EP00913964A patent/EP1188137B1/en not_active Expired - Lifetime
-
2002
- 2002-09-19 HK HK02106842.5A patent/HK1045739A1/en unknown
Patent Citations (3)
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US4706198A (en) * | 1985-03-04 | 1987-11-10 | Thurman Daniel M | Computerized airspace control system |
US5265023A (en) * | 1990-07-27 | 1993-11-23 | Mitre Corporation | Method for issuing adaptive ground delays to air traffic |
GB2327517A (en) * | 1997-06-09 | 1999-01-27 | Director General Ship Research | Runway reservation system |
Non-Patent Citations (1)
Title |
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See also references of WO0062234A1 * |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
RU2453914C1 (en) * | 2011-04-21 | 2012-06-20 | Иван Владимирович Морозов | Method of forming passenger traffic in abnormal (emergency) situations and electronic document circulation method for said system |
Also Published As
Publication number | Publication date |
---|---|
WO2000062234A1 (en) | 2000-10-19 |
AUPP965299A0 (en) | 1999-04-29 |
EP1188137B1 (en) | 2007-02-14 |
HK1045739A1 (en) | 2002-12-06 |
ATE354151T1 (en) | 2007-03-15 |
DE60033390D1 (en) | 2007-03-29 |
EP1188137A4 (en) | 2003-06-25 |
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