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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 NTRS2016

ATD-2 IADS Metroplex Traffic Management Overview Brief

ATD-2 will 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.

airspace technology demonstration↗
NASA NTRS2019

Scheduling Improvements Following the Phase 1 Field Evaluation of the ATD-2 Integrated Arrival, Departure, and Surface Concept

NASA is conducting the Airspace Technology Demonstration-2 (ATD-2) to evaluate an Integrated Arrival, Departure, and Surface (IADS) traffic management system that extends traffic sequencing for the entire life-cycle of a flight from departure gate to arrival gate within multi-airport, metroplex environments. After development and testing in human-in-the-loop simulations, the IADS system was deployed to Charlotte Douglas International Airport for a three-year field evaluation. From the initial IADS concept development through the end of the Phase 1 field evaluation many lessons were learned with regards to the IADS scheduler. In this paper we describe how data from the Phase 1 field evaluation helped identify scheduler improvements and guided the implementation of refinements. The improvements in the IADS scheduler described in this paper are incorporated into the IADS Phase 2 scheduler enabling strategic Surface Metering Programs and will be evaluated during the field evaluation.

Airspace Technology Demonstration-2↗
NASA NTRS2015

Terminal Sequencing and Spacing (TSS)

The Federal Aviation Administration's (FAA) Next Generation Air Transportation System (or NextGen) is being designed to support the predicted increases in traffic volume and to increase the capacity, efficiency and safety of the National Airspace System (NAS). The Federal Aviation Administration (FAA) identifies Performance-Based Navigation (PBN) as a key enabling capability of NextGen and is actively publishing PBN procedures at major airports throughout the United States. Standard Terminal Arrival Routes (STARs), procedures, and approaches are designed to facilitate fuel-efficient continuous descent operations. However, their use is limited during periods of high traffic demand due to the complexity of merging multiple streams of aircraft to the same airport. As a result, most arrivals in the Terminal Radar Approach Control (TRACON) area continue to be controlled using radar vectoring and step-down descents, resulting in high workload for controllers and diverting aircraft from efficient PBN trajectories. To address this issue, NASA developed the Terminal Sequencing and Spacing (TSS) system, an advanced arrival management technology that combines time-based scheduling and controller-based precision spacing tools. TSS is a ground-based controller automation tool that facilitates sequencing and merging arrivals on Performance-Based Navigation (PBN) routes, especially during highly congested demand periods. The two main components of TSS are: 1) a scheduler that de-conflicts merging arrivals in the terminal area by computing appropriate arrival times to the runway threshold and upstream terminal merge points, and 2) a set of Controller-Managed Spacing (CMS) decision support tools to efficiently assist schedule conformance. Sixteen high-fidelity human-in-the-loop simulations involving more than five hundred hours of evaluation time, were conducted to mature TSS from proof-of-concept design to a fully functional prototype. Results indicate high controller use and acceptability of the CMS tools as well as improved PBN route conformance (Figure 2). The TSS technology was transferred to the FAA in 2014, and it is targeted for deployment to several busy airports in the U.S. starting in 2018. Potential enhancements to TSS using DataComm will also be presented.

controller-managed spacing↗
NASA NTRS2015

Identifying Key Issues and Potential Solutions for Integrated Arrival, Departure, Surface Operations by Surveying Stakeholder Preferences

NASA's Aeronautics Research Mission Directorate (ARMD) collaborates with the FAA and industry to provide concepts and technologies that enhance the transition to the next-generation air-traffic management system (NextGen). To facilitate this collaboration, ARMD has a series of Airspace Technology Demonstration (ATD) sub-projects that develop, demonstrate, and transitions NASA technologies and concepts for implementation in the National Airspace System (NAS). The second of these sub-projects, ATD-2, is focused on the potential benefits to NAS stakeholders of integrated arrival, departure, surface (IADS) operations. To determine the project objectives and assess the benefits of a potential solution, NASA surveyed NAS stakeholders to understand the existing issues in arrival, departure, and surface operations, and the perceived benefits of better integrating these operations. NASA surveyed a broad cross-section of stakeholders representing the airlines, airports, air-navigation service providers, and industry providers of NAS tools. The survey indicated that improving the predictability of flight times (schedules) could improve efficiency in arrival, departure, and surface operations. Stakeholders also mentioned the need for better strategic and tactical information on traffic constraints as well as better information sharing and a coupled collaborative planning process that allows stakeholders to coordinate IADS operations. To assess the impact of a potential solution, NASA sketched an initial departure scheduling concept and assessed its viability by surveying a select group of stakeholders for a second time. The objective of the departure scheduler was to enable flights to move continuously from gate to cruise with minimal interruption in a busy metroplex airspace environment using strategic and tactical scheduling enhanced by collaborative planning between airlines and service providers. The stakeholders agreed that this departure concept could improve schedule predictability and suggested several key attributes that were necessary to make the concept successful. The goals and objectives of the planned ATD-2 sub-project will incorporate the results of this stakeholder feedback.

integrated arrival/departure/surface operations↗
NASA NTRS2018

Airspace Technology Demonstration 2 (ATD-2) Technology Description Document (TDD)

This Technology Description Document (TDD) provides an overview of the technology for the Phase 1 Baseline Integrated Arrival, Departure, and Surface (IADS) prototype system of the National Aeronautics and Space Administration's (NASA) Airspace Technology Demonstration 2 (ATD-2) project, to be demonstrated beginning in 2017 at Charlotte Douglas International Airport (CLT). Development, integration, and field demonstration of relevant technologies of the IADS system directly address recommendations made by the Next Generation Air Transportation System (NextGen) Integration Working Group (NIWG) on Surface and Data Sharing and the Surface Collaborative Decision Making (Surface CDM) concept of operations developed jointly by the Federal Aviation Administration (FAA) and aviation industry partners. NASA is developing the IADS traffic management system under the ATD-2 project in coordination with the FAA, flight operators, CLT airport, and the National Air Traffic Controllers Association (NATCA). The primary goal of ATD-2 is to improve the predictability and 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 project is a 5-year research activity beginning in 2015 and extending through 2020. The Phase 1 Baseline IADS capability resulting from the ATD-2 research will be demonstrated at the CLT airport beginning in 2017. Phase 1 will provide the initial demonstration of the integrated system with strategic and tactical scheduling, tactical departure scheduling to an en route meter point, and an early implementation prototype of a Terminal Flight Data Manager (TFDM) Electronic Flight Data (EFD) system. The strategic surface scheduling element of the capability is consistent with the Surface CDM Concept of Operations published in 2014 by the FAA Surface Operations Directorate.

integrated arrival↗
NASA NTRS2019

Scheduling Improvements Following the Phase 1 Field Evaluation of the ATD-2 Integrated Arrival, Departure, and Surface Concept

NASA is conducting the Airspace Technology Demonstration-2 to evaluate an Integrated Arrival, Departure, and Surface (IADS) traffic management system that extends traffic sequencing for the entire life-cycle of a flight from departure gate to arrival gate within multi-airport, metroplex environments. After development and testing in human-in-the-loop simulations, the IADS system was deployed to Charlotte Douglas International Airport for a three-year field evaluation. From the initial IADS concept development through the end of the Phase 1 field evaluation many lessons were learned with regards to the IADS scheduler. In this paper we describe how data from the Phase 1 field evaluation helped identify scheduler improvements and guided the implementation of refinements. The improvements in the IADS scheduler described in this paper are incorporated into the IADS Phase 2 scheduler enabling strategic Surface Metering Programs and will be evaluated during the field evaluation.

Coupe, William J.↗
NASA NTRS2013

Evaluation of the Controller-Managed Spacing Tools, Flight-Deck Interval Management and Terminal Area Metering Capabilities for the ATM Technology Demonstration #1

NASA has developed a suite of advanced arrival management technologies combining time-based scheduling with controller- and flight deck-based precision spacing capabilities that allow fuel-efficient arrival operations during periods of high throughput. An operational demonstration of these integrated technologies, i.e., the ATM Technology Demonstration #1 (ATD-1), is slated for 2016. Human-in-the-loop simulations were conducted to evaluate the performance of the ATD-1 system and validate operational feasibility. The ATD-1 system was found to be robust to scenarios with saturated demand levels and high levels of system delay. High throughput, 10 above baseline demand levels, and schedule conformance less than 20 seconds at the 75th percentile were achievable. The flight-deck interval management capabilities also improved the median schedule conformance at the final approach fix from 5 to 3 seconds with less variance.

terminal metering↗
NASA NTRSDate not supplied

Predicting Airport Runway Configurations for Decision-Support Using Supervised Learning

One of the most challenging tasks for air traffic controllers is runway configuration management (RCM). It deals with the optimal selection of runways to operate on (for arrivals and departures) based on traffic, surface wind speed, wind direction, other environmental variables, noise constraints, and several other airport-specific factors. It affects the efficiency of the National Airspace System (NAS) and both surface and airspace operations can benefit from better understanding future runway configurations. In this paper, we present a comprehensive implementation of predictive models for runway configuration estimation from large volumes of historical data. Specifically, operational data from two full years (2018 and 2019) is collected, analyzed, and fused together to build the data product used in this work. The data set differs from prior work in the field in terms of its scope, resolution, and variety of factors collected and considered. Meteorological data is collected from two different sources – current weather conditions from METAR (Meteorological Terminal Aviation Routine Weather Report) and forecast weather conditions from Localized Aviation MOS Program (LAMP). Operational data from the Federal Aviation Administration (FAA) Aviation System Performance Metrics (ASPM) related to scheduled and actual number of arrivals and departures, average taxi times, etc. are collected. NASA’s Sherlock Data Warehouse is used to identify critical information such as go-arounds, and other events that might impact RCM decision-making. All data is collected and aggregated over 15-minute intervals throughout the two years. This provides a resolution like the timescales that might be necessary for runway configuration management decision-making. A variety of supervised learning algorithms are tested including Support Vector Machine, Random Forest, Gradient Boosting, etc. including tuning of the model hyperparameters. The modeling process is applied and presented on two representative U.S. airports – Charlotte Douglas International Airport (KCLT) and Denver International Airport (KDEN). The two airports present different levels of complexity in terms of the total number of configurations used and provide a balanced perspective on the generalizability of the developed approach to other airports in the NAS. Initial results are promising (F1 score of 0.91 at KCLT and 0.83 at KDEN) for data in the test set. The final paper will contain a comprehensive comparison between different models and model building strategies as well as further refined results. Most important predictors for each airport will be identified along with a discussion and recommendations on adapting the framework to other scenarios.

Tejas G Puranik↗
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 NTRS2008

A Simulation Testbed for Airborne Merging and Spacing

The key innovation in this effort is the development of a simulation testbed for airborne merging and spacing (AM&S). We focus on concepts related to airports with Super Dense Operations where new airport runway configurations (e.g. parallel runways), sequencing, merging, and spacing are some of the concepts considered. We focus on modeling and simulating a complementary airborne and ground system for AM&S to increase efficiency and capacity of these high density terminal areas. From a ground systems perspective, a scheduling decision support tool generates arrival sequences and spacing requirements that are fed to the AM&S system operating on the flight deck. We enhanced NASA's Airspace Concept Evaluation Systems (ACES) software to model and simulate AM&S concepts and algorithms.

Santos, Michel↗
NASA NTRS2011

Low-Thrust Orbit Transfer Design for DAWN Operations at VESTA

Upon arrival at the asteroid Vesta, scheduled for July of 2011, the Dawn spacecraft will target a series of four distinct mapping orbits, each providing a unique opportunity to observe Vesta. The unknown, and potentially complex, Vesta gravity field presents challenges for designing low-thrust transfers between these mapping orbits while maintaining spacecraft safety from Vesta occultation of the Sun. This paper provides a description of the orbit transfers designed for Vesta operations along with a discussion of the constraints and methods used to design these transfers. The effect of alternate gravity fields on the viability of the designs and the design method is also considered

low thrust↗
NASA NTRS2014

Simulation Evaluation of Controller-Managed Spacing Tools under Realistic Operational Conditions

Controller-Managed Spacing (CMS) tools have been developed to aid air traffic controllers in managing high volumes of arriving aircraft according to a schedule while enabling them to fly efficient descent profiles. The CMS tools are undergoing refinement in preparation for field demonstration as part of NASA's Air Traffic Management (ATM) Technology Demonstration-1 (ATD-1). System-level ATD-1 simulations have been conducted to quantify expected efficiency and capacity gains under realistic operational conditions. This paper presents simulation results with a focus on CMS-tool human factors. The results suggest experienced controllers new to the tools find them acceptable and can use them effectively in ATD-1 operations.

simulation↗
NASA NTRS2018

Tactical Surface Metering Procedures for Charlotte Douglas International Airport

NASA has been collaborating with the Federal Aviation Administration (FAA) and aviation industry partners to develop and demonstrate new concepts and technologies for the Integrated Arrival, Departure, and Surface (IADS) traffic management capabilities under the Airspace Technology Demonstration 2 (ATD-2) project. The primary goal of the ATD-2 project is to improve the predictability and the operational efficiency of the air traffic system in metroplex environments while maintaining or improving throughput by enhancing and integrating arrival, departure and surface prediction, scheduling, and management systems. In the Phase 1 Baseline IADS Demonstration, the tactical surface scheduling capability and the user interfaces for ramp controllers and ramp traffic managers were implemented for ramp operations. The purpose of the tactical surface scheduling capability is to provide the airline ramp controller with aircraft pushback advisories that prevent surface congestion and to respond to surface and airspace constraints that become known over relatively short time horizons. For this purpose, the tactical surface metering tool first estimates the capacity of current and near-future runway resources from flight schedule and surveillance data. With demand forecasts and predicted taxi trajectories, this tool computes an efficient runway schedule of aircraft in the planning horizon based on their readiness, Earliest Off-Block Times (EOBTs), and a ration by schedule (RBS) rule. Details on the implementation of the Tactical Surface Metering tool will be provided in the full paper. Both pushback and recommended hold times advisories provided by this surface metering tool are shown on the user interfaces for the ramp controller and the ramp traffic manager, called Ramp Traffic Console (RTC) and Ramp Manager Traffic Console (RMTC), respectively. There is excess queue time in the system due to demand capacity imbalance, this time can be taken as a hold on the runway queue or at the gate and was referred to as the Metering Value. This metering value can be adjusted by the Ramp Manager in collaboration with Air Traffic Controller-Tower Traffic Management Coordinator (TMC). They selected a set of metering values as default values for the tool during human-in-the-loop simulation. As the metering value increases, there is a decrease in the gate hold and increase in the queue time at the runway. Procedures and Information needs related to managing the surface metering procedures were researched in the simulated environment. These procedures will be compared to the procedures adopted at Charlotte Douglas International Airport when the tools were deployed and adopted in November 2017 for one departure push bank per day. Feedback regarding initial issues, information needs such as the need to see EOBTs on the flight data tags and how they compare to scheduled times will also be discussed in the full paper. Initial results will be provided regarding the choice of the metering value and how it was adjusted on a daily basis and what procedures evolved will also be presented in the paper.

surface metering↗
NASA NTRS2018

Airspace Technology Demonstration 2 (ATD-2): Integrated Arrival/Departure/Surface (IADS) System Demonstration, Technology Transfer Document Summary (ReadMe)

Airspace Technology Demonstration - 2 (ATD-2) is part of NASA's Airspace Technology Demonstrations (ATD) Project under its Airspace Operations and Safety Program (AOSP). ATD-2 is a multi-year research and development effort 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. In order to ensure that the products of this knowledge and technology transfer are relevant and useful, NASA has created strong partnerships with the FAA and key industry stakeholders. This summary document and accompanying artifacts satisfy the first of three Research Transition Products (RTPs) defined in the IADS Research Transition Team (RTT) Plan. This transfer consists of NASA's ATD-2 Phase 1 Baseline IADS System capabilities.

IADS↗
NASA NTRS2019

Airspace Technology Demonstration 2 (ATD-2): Integrated Arrival/ Departure/Surface (IADS) System Demonstration Technology Transfer Document Summary (ReadMe) Version 2 - Phase 2 Fused IADS

Airspace Technology Demonstration 2 (ATD-2) is part of NASA's Airspace Technology Demonstrations (ATD) Project under its Airspace Operations and Safety Program (AOSP). ATD-2 is a multi-year research and development effort to improve the predictability and operational efficiency of the air traffic system in metroplex environments while maintaining or improving throughput by enhancing and integrating arrival, departure, and surface prediction, scheduling, and management systems. In order to ensure that the products of this knowledge and technology transfer are relevant and useful, NASA has created strong partnerships with the FAA and industry stakeholders. This summary document and accompanying artifacts satisfy the second of three research transition products (RTPs) defined in the IADS research transition team (RTT) plan. This transfer consists of NASA's ATD-2 Phase 1 Baseline IADS and Phase 2 Fused IADS system capabilities

Capps, Alan↗
NASA NTRS2020

Airspace Technology Demonstration 2 (ATD-2): Integrated Arrival/Departure/Surface (IADS) System Demonstration - Technology Transfer Document Summary (ReadMe) (Version 2.5 - Initial Phase 3 Metroplex IADS)

Airspace Technology Demonstration – 2 (ATD-2) is part of NASA’s Airspace Technology Demonstrations (ATD) Project under its Airspace Operations and Safety Program (AOSP). ATD-2 is a multi-year research and development effort to improve the predictability and operational efficiency of the air traffic system in metroplex environments while maintaining or improving throughput by enhancing and integrating arrival, departure, and surface prediction, scheduling, and management systems. In order to ensure that the products of this knowledge and technology transfer are relevant and useful, NASA has created strong partnerships with the FAA and industry stakeholders. This summary document and accompanying artifacts satisfy the next delivery of research transition products (RTPs) defined in the IADS research transition team (RTT) plan. With the ATD-2 project extended for another year, this Tech Transfer 2.5 constitutes an interim delivery of artifacts from the Phase 3 field demonstration. The final Phase 3 tech transfer delivery is planned for August 2021.

ATD-2, IADS, Phase 3, tech transfer↗
NASA NTRS2021

Airspace Technology Demonstration 2 (ATD-2): Integrated Arrival/ Departure/Surface (IADS) System Demonstration - Technology Transfer Document Summary (ReadMe)Version 3 (Final Phase 3 Metroplex IADS)

Airspace Technology Demonstration – 2 (ATD-2) is part of NASA’s Airspace Technology Demonstrations (ATD) Project under its Airspace Operations and Safety Program (AOSP). ATD-2 is a multi-year research and development effort to improve the predictability and operational efficiency of the air traffic system in metroplex environments while maintaining or improving throughput by enhancing and integrating arrival, departure, and surface prediction, scheduling, and management systems. In order to ensure that the products of this knowledge and technology transfer are relevant and useful, NASA has created strong partnerships with the FAA and industry stakeholders. This summary document and accompanying artifacts satisfy the final delivery of research transition products (RTPs) defined in the IADS research transition team (RTT) plan.

ATD-2↗