Controlled time of arrival feasibility analysis

Smedt, David de and Bronsvoort, Jesper and McDonald, Greg (2013). Controlled time of arrival feasibility analysis. In: "Tenth USA/Europe Air Traffic Management Research and Development Seminar (ATM2013)", 10/06/2013 - 13/06/2013, Chicago, IL, USA. pp. 1-10.

Description

Title: Controlled time of arrival feasibility analysis
Author/s:
  • Smedt, David de
  • Bronsvoort, Jesper
  • McDonald, Greg
Item Type: Presentation at Congress or Conference (Article)
Event Title: Tenth USA/Europe Air Traffic Management Research and Development Seminar (ATM2013)
Event Dates: 10/06/2013 - 13/06/2013
Event Location: Chicago, IL, USA
Title of Book: Tenth USA/Europe Air Traffic Management Research and Development Seminar (ATM2013)
Date: 2013
Subjects:
Freetext Keywords: Required Time of Arrival (RTA); Controlled Time of Arrival (CTA), Trajectory Based Operation; 4D-Trajectory; Arrival Management
Faculty: E.T.S.I. Telecomunicación (UPM)
Department: Otro
Creative Commons Licenses: Recognition - No derivative works - Non commercial

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Abstract

Previous research studies and operational trials have shown that using the airborne Required Time of Arrival (RTA) function, an aircraft can individually achieve an assigned time to a metering or merge point accurately. This study goes a step further and investigates the application of RTA to a real sequence of arriving aircraft into Melbourne Australia. Assuming that the actual arrival times were Controlled Time of Arrivals (CTAs) assigned to each aircraft, the study examines if the airborne RTA solution would work. Three scenarios were compared: a baseline scenario being the actual flown trajectories in a two hour time-span into Melbourne, a scenario in which the sequential landing slot times of the baseline scenario were assigned as CTAs and a third scenario in which the landing slots could be freely redistributed to the inbound traffic as CTAs. The research found that pressure on the terminal area would sometimes require aircraft to lose more time than possible through the RTA capability. Using linear holding as an additional measure to absorb extensive delays, up to 500NM (5%) of total track reduction and 1300kg (3%) of total fuel consumption could be saved in the scenario with landing slots freely distributed as CTAs, compared to the baseline scenario. Assigning CTAs in an arrival sequence requires the ground system to have an accurate trajectory predictor to propose additional delay measures (path stretching, linear holding) if necessary. Reducing the achievable time window of the aircraft to add control margin to the RTA function, had a negative impact and increased the amount of intervention other than speed control required to solve the sequence. It was concluded that the RTA capability is not a complete solution but merely a tool to assist in managing the increasing complexity of air traffic.

More information

Item ID: 29789
DC Identifier: http://oa.upm.es/29789/
OAI Identifier: oai:oa.upm.es:29789
Deposited by: Memoria Investigacion
Deposited on: 20 Jul 2014 07:17
Last Modified: 22 Apr 2016 00:10
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