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NASA NTRSDate not supplied

ATD-2 Field Evaluation of Pre-Departure Trajectory Option Set Reroutes in North Texas Metroplex

The NASA Airspace Technology Demonstration-2 Phase 3 capabilities extend Integrated Arrival, Departure and Surface scheduling to a Metroplex environment where multiple airports are interacting and sharing resources along the terminal boundary. The Phase 3 coordinated scheduling provides pre-departure reroute recommendations to ﬂight operators which reduce delay caused by terminal restrictions. This paper reports results of the Phase 3 Stormy 2021 Field Evaluation conducted between November 2020 and September 2021 in the North Texas Metroplex. During the ﬁeld evaluation NASA partnered with the FAA, American Airlines, Southwest Airlines, and Envoy Airlines to evaluate Phase 3 capabilities in an operational environment. The beneﬁts results are provided as delay savings metrics measured in time and converted to fuel and emissions savings using detailed fuel ﬂow models provided by ﬂight operators.

ATD-2↗

NASA NTRS2018

Airspace Technology Demonstration 2 (ATD-2) Phase 1 Concept of Use (ConUse)

This document presents an operational Concept of Use (ConUse) for the Phase 1 Baseline Integrated Arrival, Departure, and Surface (IADS) prototype system of NASA's Airspace Technology Demonstration 2 (ATD-2) sub-project, which began demonstration in 2017 at Charlotte Douglas International Airport (CLT). NASA is developing the IADS system under the ATD-2 sub-project in coordination with the Federal Aviation Administration (FAA) and aviation industry partners. The primary goal of ATD-2 sub-project is to improve the predictability and the operational efficiency of the air traffic system in metroplex environments, through the enhancement, development, and integration of the nation's most advanced and sophisticated arrival, departure, and surface prediction, scheduling, and management systems. The ATD-2 effort is a five-year research activity through 2020. The initial phase of the ATD-2 sub-project, which is the focus of this document, will demonstrate the Phase 1 Baseline IADS capability at CLT in 2017. The Phase 1 Baseline IADS capabilities of the ATD-2 sub-project consists of: (a) Strategic and tactical surface scheduling to improve efficiency and predictability of airport surface operations, (b) Tactical departure scheduling to enhance merging of departures into overhead traffic streams via accurate predictions of takeoff times and automated coordination between the Airport Traffic Control Tower (ATCT, or Tower) and the Air Route Traffic Control Center (ARTCC, or Center), (c) Improvements in departure surface demand predictions in Time Based Flow Management (TBFM), (d) A prototype Electronic Flight Data (EFD) system provided by the FAA via the Terminal Flight Data Manager (TFDM) early implementation effort, and (e) Improved situational awareness and demand predictions through integration with the Traffic Flow Management System (TFMS), TBFM, and TFDM (3Ts) for electronic data integration and exchange, and an on-screen dashboard displaying pertinent analytics in real-time. The surface scheduling and metering element of the capability is consistent with the Surface CDM Concept of Operations published in 2014 by the FAA Surface Operations Directorate.1 Upon successful demonstration of the Phase 1 Baseline IADS capability, follow-on demonstrations of the matured IADS traffic management capabilities will be conducted in the 2018-2020 timeframe. At the end of each phase of the demonstrations, NASA will transfer the ATD-2 sub-project technology to the FAA and industry partners.

integrated arrival↗

NASA NTRS2021

ATD-2 Phase 3 Benefits Mechanism

NASA has been developing and demonstrating a suite of decision support capabilities for integrated arrival, departure, and surface (IADS) operations in a metroplex environment. The effort is being made in three phases, under NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project, through a close partnership with the Federal Aviation Administration (FAA), air carriers, airport, and general aviation community. ATD-2 Phase 1 & 2 have successfully demonstrated new technologies developed to manage the IADS capabilities at a single airport. The Phase 3 builds upon Phases 1 and 2 by extending the capabilities to a Metroplex environment where multiple airports are interacting and competing for resources at the terminal boundary. This document describes the metrics used to inform the flight operators, Air Traffic Control (ATC) tower, FAA, and even broader aviation community about opportunities to reroute aircraft and the metrics used to assess the performance of the ATD-2 Phase 3 system including benefits. This document provides definitions and detailed calculation methods of identified Phase 3 benefit metrics such as OFF Delay Savings, IN Delay Savings, and Aggregate System-Wide Savings. This document also describes the mechanism to translate delay savings metrics into fuel and emissions savings.

ATD-2 Phase 3↗

NASA NTRS2019

Future Surface Decision Support Overview

This presentation presents the capabilities of the Airspace Technology Demonstration 2 (ATD-2) Integrated Arrival, Departure, and Surface (IADS) system as a surface decision support tool for users, including Air Traffic Control (ATC) personnel working at the tower and Center facilities and airline Ramp personnel. The ATD-2 IADS capabilities include data exchange and integration, modeling and scheduling, surface metering, and departure scheduling for overhead stream insertion of constrained flights.

Surface Decision Support↗

NASA NTRS2017

Evaluation of a Tactical Surface Metering Tool for Charlotte Douglas International Airport Via Human-in-the-Loop Simulation

NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in/out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration

air traffic management↗

NASA NTRS2017

Evaluation of a Tactical Surface Metering Tool for Charlotte Douglas International Airport via Human-in-the-Loop Simulation

NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In March 2017, NASA conducted a human-in-the-loop (HITL) simulation for integrated surface and airspace operations, modeling Charlotte Douglas International Airport, to evaluate the operational procedures and information requirements for the tactical surface metering tool, and data exchange elements between the airline controlled ramp and ATC Tower. In this paper, we focus on the calibration of the tactical surface metering tool using various metrics measured from the HITL simulation results. Key performance metrics include gate hold times from pushback advisories, taxi-in-out times, runway throughput, and departure queue size. Subjective metrics presented in this paper include workload, situational awareness, and acceptability of the metering tool and its calibration.

Verma, Savita↗

NASA NTRS2020

Strategic Surface Metering at Charlotte Douglas International Airport

NASA is conducting a field test of the Airspace Technology Demonstration2 (ATD-2) to evaluate an Integrated Arrival, Departure, and Surface (IADS) traffic management system. The IADS system was deployed to Charlotte Douglas International Airport (CLT) in 2017 for a three-year field evaluation. The Phase 1 field evaluation included tactical surface metering, which manages departure excess taxi time by tactically assigning gate holds. Phase 2 built upon the lessons learned from Phase 1 to extend surface metering into the strategic metering timeframes. In this paper, we describe the strategic metering capabilities of the ATD-2 IADS system and the operational results from CLT.

Airspace Technology Demonstration 2↗

NASA NTRS2015

Scheduling and Delivering Aircraft to Departure Fixes in the NY Metroplex with Controller-Managed Spacing Tools

In this paper, successful Time-Based Flow Management (TBFM) scheduling systems for arrivals are considered and adapted to apply to departures. We present a concept of operations that integrates Controller-Managed Spacing tools for departures (CMS-D) with existing tactical departure scheduling tools to coordinate demand at departure fixes in a metroplex environment. We tested our concept in a Human-in-the-Loop simulation and compared the effect of two scheduling conditions: 1) "Departure Scheduling" consisting of an emulation of the Integrated Departure and Arrival Capability (IDAC) where Towers and a Planner (Traffic Management Coordinator at the appropriate facility) coordinate aircraft scheduled takeoff times to departure fixes; and 2) "Arrival Sensitive Departure Scheduling" where, in addition, the Tower and Planner also consider arrival Scheduled Time of Arrivals (STAs) at the airport's dependent runway. Results indicate little difference between the two scheduling conditions, but a large difference between the No Tools and the two scheduling conditions with CMS-D tools. The scheduling/CMS-D tools conditions markedly reduced heading, speed clearances, and workload for controllers who were merging flows at the departure fixes. In the tool conditions, departure controllers conditioned departures earlier rather than later when aircraft were tied near the departure fixes. In the scheduling/CMS-D tools conditions, departures crossed the departure fixes 50 seconds earlier and with an 8% error rate (consisting of time ahead or behind desired time of arrival) compared to a 19% error rate in the No Tool condition. Two exploratory runs showed that similar beneficial effects can be obtained only with the CMS-D tools without scheduling takeoff times, but at the cost of a somewhat higher workload for controllers, indicating the benefits of pre-departure scheduling of aircraft with minimal delays. Hence, we found that CMS-D tools were very beneficial in the metroplex environment we tested but that further research is needed to clarify the benefits of the various scheduling approaches.

terminal airspace↗

NASA NTRSDate not supplied

Impact of General Aviation Operations on Airport Performance Through Fast-Time Simulations at Charlotte Douglas International Airport

NASA, in partnership with the Federal Aviation Administration and commercial airlines, deployed the Integrated Arrival, Departure, and Surface (IADS) traffic management system at Charlotte Douglas International Airport (CLT) in 2017 for field evaluation. The system features new capabilities of data exchange and integration, collaborative surface metering and scheduling, which has demonstrated operational benefits of reducing delay time and fuel consumption. General Aviation flights, however, are not currently included in the surface metering programs because of their different operational procedures and lack of reliable predictability in departure time. Thus, their impact on the system performance is not well understood. This paper presents a study of the impact of General Aviation traffic at CLT using fast-time simulations.

General Aviation↗

NASA NTRS2018

Tactical Surface Metering Procedures and Information Needs for Charlotte Douglas International Airport

NASA has been working with the FAA and aviation industry partners to develop and demonstrate new concepts and technologies that integrate arrival, departure, and surface traffic management capabilities. In the fall of 2017, NASA began deployment of their technologies in a phased manner to assist with the integrated surface and airspace operations at Charlotte Douglas International Airport (Charlotte, NC). Initial technologies included a tactical surface metering tool and data exchange elements between the airline-controlled ramp and Federal Aviation Administration controlled ATC Tower. In this paper, we focus on the procedures associated with the tactical surface metering tool used in the ramp control tower. This tool was first calibrated in Human-In-the-Loop simulations and was further developed when it was used in the operational world. This paper describes the collaborative procedures that the users exercised in their respective operational worlds to enable surface metering and how several metrics were used to improve the metering algorithm.

Human Factors↗

NASA NTRS2020

Investigating Effects of Controlled Flights through Fast-Time Simulation

Departure flights at major U.S. airports are often subject to Traffic Management Initiatives to mitigate congestion and delay due to demand-capacity imbalances. These controlled flights can lead to inefficiency and delay on the airport surface. The integrated arrival, departure, and surface traffic management capabilities developed by NASA’s Airspace Technology Demonstration 2 (ATD-2) sub-project provide enhanced operational efficiency and predictability of flight operations through data exchange and integration, surface metering, and automated coordination of release time of controlled flights for overhead stream insertion. This paper evaluates the impacts of controlled flights on airport performance and assesses the ATD-2 benefits of pushback hold advisories for both controlled and non-controlled flights using fast-time simulation for Charlotte Douglas International Airport.

controlled flight↗

NASA NTRS2019

Departure Approval Request Compliance Effects on Overhead Stream Insertion

Integrated Arrival-Departure-Surface (IADS) air traffic management relies on information sharing and integration between automation systems for efficiency, predictability, and throughput improvements throughout the National Airspace System (NAS). The NASA Airspace Technology Demonstration 2 (ATD-2) project supports this effort by integrating SWIM (System Wide Information Management) information and evaluating and refining potential TFDM (Terminal Flight Data Manager) functionality in a surface traffic management system fielded at Charlotte-Douglas International Airport (CLT). Among the IADS areas under study during ATD-2 is the use of electronically negotiated departure times for efficiently inserting flights into overhead traffic streams. Stream-insertion accuracy is important for reducing excessive vectoring that negatively impacts the NAS by increasing controller workload along with aircraft fuel burn and emissions. Departure-time approval requests (APREQs) provide center-approved departure times to allow for smooth stream insertion. In this presentation, TBFM (Time-Based Flow Management) and ATD-2 flight summary data are used to empirically show that APREQ compliance leads to improved stream insertion.

Overhead-Stream Insertion↗

NASA NTRS2017

Assessing Tactical Scheduler Options for Time-Based Surface Metering

NASA is committed to demonstrating a concept of integrated arrival, departure, and surface operations by 2020 under the Airspace Technology Demonstration 2 (ATD2) sub-project. This will be accomplished starting with a demonstration of flight specific time-based departure metering at Charlotte Douglass International Airport (CLT). ATD2 tactical metering capability is based on NASAs Spot And Runway Departure Advisor (SARDA) which has been tested successfully in human-in-the-loop simulations of CLT. SARDA makes use of surface surveillance data and surface modeling to estimate the earliest takeoff time for each flight active on the airport surface or ready for pushback from the gate. The system then schedules each flight to its assigned runway in order of earliest takeoff time and assigns a target pushback time, displayed to ramp controllers as an advisory gate hold time. The objective of this method of departure metering is to move as much delay as possible to the gate to minimize surface congestion and engine on-time, while keeping sufficient pressure on the runway to maintain throughput. This flight specific approached enables greater flight efficiency and predictability, facilitating trajectory-based operations and surface-airspace integration, which ATD2 aims to achieve.Throughout ATD2 project formulation and system development, researchers have continuously engaged with stakeholders and future users, uncovering key system requirements for tactical metering that SARDA did not address. The SARDA scheduler is updated every 10 seconds using real-time surface surveillance data to ensure the most up-to-date information is used to predict runway usage. However, rapid updates also open the potential for fluctuating advisories, which Ramp controllers at a busy airport like CLT find unacceptable. Therefore, ATD2 tactical metering requires that all advisories freeze once flights are ready so that Ramp controllers may communicate a single hold time when responding to pilot ready calls.

Zelinski, Shannon↗

NASA NTRS2017

Integrated Demand Management: Minimizing Unanticipated Excessive Departure Delay while Ensuring Fairness from a Traffic Management Initiative

This paper introduces NASA's Integrated Demand Management (IDM) concept and presents the results from an early proof-of-concept evaluation and an exploratory experiment. An initial development of the concept was focused on integrating two systems - i.e. the FAA's newly deployed Traffic Flow Management System (TFMS) tool called the Collaborative Trajectory Options Program (CTOP) and the Time-Based Flow Management (TBFM) system with Extended Metering (XM) capabilities to manage projected heavy traffic demand into a capacity-constrained airport. A human-in-the-loop (HITL) simulation experiment was conducted to demonstrate the feasibility of the initial development of the concept by adapting it to an arrival traffic problem at Newark Liberty International Airport (EWR) during clear weather conditions. In this study, the CTOP was utilized to strategically plan the arrival traffic demand by controlling take-off times of both short- and long-haul flights (long-hauls specify aircraft outside TBFM regions and short-hauls specify aircraft within TBFM regions) in a way that results in equitable delays among the groups. Such strategic planning allows less airborne delay to occur within TBFM by feeding manageable long-haul traffic demand while reserving sufficient slots in the overhead streams for the short-haul departures. The manageable traffic demand indicates the TBFM scheduler assigns no more airborne delay than its assigned airspace is capable of absorbing. TBFM then uses its time-based metering capabilities to deliver the desirable throughput by tactically rescheduling the TBFM entered long-haul flights and short-haul departures. Additional research was also performed to explore use of Required Time of Arrival (RTA) capabilities as a potential control mechanism for the airborne flights to improve arrival traffic delivery accuracy of scheduled long-haul traffic demand. The study results show that both short- and long-haul flights received similar ground delays. In addition, there was a noticeable reduction in the total amount of excessive unanticipated last-minute ground delays, i.e. delays that are frequently imposed on the short-haul flight in current day operations due to saturation in the overhead stream, commonly referred to as 'double penalty'. Furthermore, the concept achieved the target throughput while minimizing the expected cost associated with overall delays in arrival traffic. Assessment of the RTA capabilities showed that there was indeed improvement of the scheduled entry times into TBFM regions by using RTA capabilities. However, with respect to reduction in delays incurred within TBFM, there was no observable benefit of improving the precision of long-haul flights entry times.

Collaborative Trajectory Options Program (CTOP)↗

NASA NTRS2019

Prediction of Pushback Times and Ramp Taxi Times for Departures at Charlotte Airport

When optimizing the takeoff sequence and schedule for departures at busy airports, it is important to accurately predict the taxi times from gate to runway because those are used to calculate the earliest possible takeoff times. Several airports like Charlotte Douglas International Airport show relatively long taxi times inside the ramp area with large variations, with respect to the travel times in the airport movement area. Also, the pushback process times have not been accurately modeled so far mainly due to the lack of accurate data. The recent deployment of the integrated arrival, departure, and surface traffic management system at Charlotte airport by NASA enables more accurate flight data in the airport surface operations to be obtained. Taking advantage of this system, actual pushback times and ramp taxi times from historical flight data at this airport are analyzed. Based on the analysis, a simple, data-driven prediction model is introduced for estimating pushback times and ramp transit times of individual departure flights. To evaluate the performance of this prediction model, several machine learning techniques are also applied to the same dataset. The prediction results show that the data-driven prediction model is as good as the machine learning algorithms when comparing various prediction performance metrics.

Lee, Hanbong↗

NASA NTRS2019

Prediction of Pushback Times and Ramp Taxi Times for Departures at Charlotte Airport

airport surface operations↗

NASA NTRS2019

Fast-Time Simulation for Evaluating the Impact of Estimated Flight Ready Time Uncertainty on Surface Metering

NASA has been developing and demonstrating new concepts and technologies for Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. One of the IADS capabilities in the ATD-2 project is surface metering enabled by a tactical surface scheduler to provide controllers with the pushback advisories for departures at gates. The tactical surface scheduler uses the estimated flight ready times provided by airlines, called Earliest Off-Block Times (EOBTs), as input to calculate the target off-block times for pushback advisories. However, the EOBTs are often inaccurate and deviate from the actual flight ready times, which may reduce the benefits of surface metering. In this paper, a linear regression model is developed to model the EOBT uncertainty distribution over time based on actual EOBT data collected at Charlotte airport. This EOBT model is integrated with a tactical surface scheduler and a fast-time simulation tool. To evaluate the impact of the EOBT accuracy on airport surface operations, fast-time simulations are implemented for selected traffic scenarios under different levels of modelled EOBT accuracy. The simulation results show that the EOBT uncertainty affects several performance metrics related to the surface metering, such as gate hold, taxi time reduction, and target takeoff time predictability, which in turn influences ATD-2's scheduler performance.

tactical surface scheduler↗

NASA NTRS2019

Fast-Time Simulation for Evaluating the Impact of Estimated Flight Ready Time Uncertainty on Surface Metering

tactical surface scheduler↗