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At least 19 records
All sourcesNASA NTRSDOE OSTI
NASA NTRS2018

Impact of Different Trajectory Option Set Participation Levels within an Air Traffic Management Collaborative Trajectory Option Program

This paper presents the methodology and results of a Human-In-The-Loop (HITL) simulation study conducted in the Airspace Operations Laboratory at NASA Ames Research Center. This study is a part of NASA's ongoing research into developing an Integrated Demand Management (IDM) concept, whose aim is to improve traffic flow management (TFM) by coordinating the FAA's strategic Traffic Flow Management System (TFMS) with its more tactical Time-Based Flow Management (TBFM) system. The purpose of TFM is to regulate air traffic demand so that it is delivered efficiently through constrained airspace resources without exceeding their capacity limits. The IDM concept leverages a new TFMS capability called the Collaborative Trajectory Options Program (CTOP) to strategically pre-condition traffic demand flowing into a TBFM-managed arrival environment, where TBFM is responsible for managing traffic tactically by generating precise arrival schedules. Unlike other TFM tools, CTOP gives flight operators the option of submitting a set of user-preferred alternative trajectories for each flight. CTOP can then use these trajectory option sets (or TOSs) to find user-preferred alternative routes to reduce demand on an overloaded resource. CTOP's effectiveness in redistributing demand is limited, however, by the availability of flights with alternative routes. The research presented in this paper focuses on evaluating the impact on TFM operations by varying the percentage of flights that submit a multiple-option TOS ('TOS participation levels'). Results show the impact on overall system performance and on the rerouted flights themselves. The simulation used a Newark (EWR) airport arrival scenario, with en route weather affecting traffic inbound from the west. Participants were asked to control each of the three arrival flows (north, west, and south) to meet their individual capacity constraints while simultaneously ensuring efficient utilization of the capacity at the destination airport. A large, permeable convective weather cell located southeast of Chicago severely reduced the capacity of the west flow. The study evaluated the impact of five different TOS participation levels on CTOP's ability to re-allocate traffic from the west and improve TFM performance in terms of delay assignment and traffic delivery rate to the airport. Overall, the results showed that increasing TOS submissions allowed the overall system delays to be reduced and fairly distributed among the three arrival flows, at the same time achieving the airport throughput rate. Moreover, it was found that aircraft who submitted a TOS saw a greater reduction in delay, even when they were assigned longer routes. This was particularly true when fewer aircraft submitted a TOS. The results confirm that the CTOP operations with higher TOS participation levels helped utilize the overall National Airspace System (NAS) resources as well as benefited the users who participated.

Yoo, Hyo-Sang↗
NASA NTRSDate not supplied

Demonstration of Airline-Based Airborne Reroute Operations using Trajectory Option Sets and Third-Party Tools

A concept that enables advanced airborne reroute operations is proposed, built on NextGen capabilities called Airborne Reroute (ABRR) and Trajectory Option Set (TOS). The concept introduces new third-party services / tools for the airline dispatchers to generate airline-preferred trajectories in response to convective weather events. The airborne TOS routes are sent to the traffic flow managers, who can evaluate the feasibility of the trajectory options with the help of their own third-party services / tools which have been built for this concept. A virtual demonstration study was conducted to elicit feedback from air traffic and airline subject-matter-experts. The feedback was generally positive, both in the benefits of the concept and the feasibility / need for the new tools to enable the concept but their feedback was mixed on the feasibility of the new tools to be third-party services instead of being integrated into their core tools. Nevertheless, this concept explores and demonstrates an evolutionary pathway toward a service-oriented future that shifts the responsibilities and the capabilities of air traffic operations from the air traffic service providers to the airline industry and third-party vendors.

airborne reroutes↗
NASA NTRSDate not supplied

NASA ATD-2 Trajectory Option Set Prototype Capability for Rerouting Departures in Metroplex Airspace

This paper describes NASA’s Airspace Technology Demonstration 2 (ATD-2) Phase 3 prototype capability that is being tested in the North Texas region through summer 2021. For the first time, a shared Decision Support Tool (DST) provides opportunities for participating Flight Operators (FOs) and Air Traffic Controllers (ATCs) to coordinate using a Trajectory Option Set (TOS). When the metroplex airspace is impacted by demand/capacity imbalances, TOS enables departure flights to be rerouted to alternative departure routes with less surface delay.

trajectory option set↗
NASA NTRSDate not supplied

NASA ATD-2 Trajectory Option Set Prototype Capability for Rerouting Departures in Metroplex Airspace

This video recorded presentation is about the NASA’s Airspace Technology Demonstration 2 (ATD-2) Phase 3 prototype capability that is being tested in the North Texas region through summer 2021. For the first time, a shared Decision Support Tool (DST) provides opportunities for participating Flight Operators (FOs) and Air Traffic Controllers (ATCs) to coordinate using a Trajectory Option Set (TOS). When the metroplex airspace is impacted by demand/capacity imbalances, TOS enables departure flights to be rerouted to alternative departure routes with less surface delay.

Trajectory Option Set↗
NASA NTRSDate not supplied

Modeling Relative Trajectory Costs for Airborne Trajectory Reroutes using Trajectory Option Sets

As part of the Increasing Diverse Operations Project (IDO), the Trajectory Options Program (TOS), which was introduced with the Collaborative Trajectory Options Program, is used in a novel way to help reroute airborne aircraft. Different trajectories in this TOS are ranked by a Relative Trajectory Cost (RTC) which had to be adapted from its original use expressing ground delay, into expressing costs in a dollar value to adapt to aircraft being airborne. For this, a set of models consisting of the parameters Fuel, Crew, Airspace and Downstream Congestion cost, has been developed in an attempt to represent linear and non-linear behavior of airline delay costs. While Fuel and Airspace Cost in this model increase linearly, the Parameter Crew consists of three subset factors which leverage an underlying Crew-Placement algorithm using the IDO scenario to model non-linearity. The parameter Downstream Congestion attempts to predict delay in minutes by looking at sector overload for each sector a selected trajectory passes through.

automation↗
NASA NTRS2020

ATD-2 Phase 3 Scheduling in a Metroplex Environment Incorporating Trajectory Option Sets

The NASA Airspace Technology Demonstration 2 Phase 1 and 2 Field Evaluations have successfully demonstrated new technologies developed to manage the Integrated Arrival, Departure, and Surface traffic flows at a single airport. The Phase 3 Field Evaluation extends the capabilities to a Metroplex environment where multiple airports are interacting and sharing resources along the terminal boundary. This paper describes the scheduling algorithm enabling the coordinated scheduling and describes the interaction between airports within the Metroplex and the terminal boundary. We describe the metrics developed to inform flight operators about reroute opportunities and discuss the potential benefits to the rerouted flight and the system-wide aggregate benefits of a single reroute. We believe that the capabilities developed and the lessons learned during the Phase 3 Field Evaluation will set up the National Airspace System for future success.

Airspace Technology Demonstration 2↗
NASA NTRS2022

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 Field Evaluation, Trajectory Option Set, Pre↗
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 NTRSDate not supplied

Demonstrating Early-Adopter Benefits of Submitting Multiple Trajectory Options for Airlines

A workshop at NASA Ames Research Center was held with airline industry stakeholders to demonstrate the impact of using Trajectory Options Sets (TOSs) during a Collaborative Trajectory Options Program (CTOP) for severe weather operations. The demonstration was conducted using apart-task Human-in-the-Loop (HITL) simulation of the Integrated Demand Management (IDM) concept, which is an air traffic management method that uses CTOP to deliver preconditioned traffic to the Time-Based Flow Management (TBFM) region. The demonstration addressed the following research objectives: first, determine who receives a greater benefit, TOS-participating or TOS-excluded airlines? Second, determine which method of trajectory selection yields a better solution, human/manual selection or automation? Finally, obtain feedback from stakeholders on their impression of the concept and recommendations for future work. The results showed that TOS-participating airlines received greater benefit in terms of total ground delay, ground delay savings, number of reroute options, and additional flight time, compared to TOS-excluded airlines. However, this result was dependent on the situational context, such as the number and location of flights. We found that all airlines benefitted when just a subset of airlines submitted TOS, but the greatest benefit went to the TOS-participating airlines. These benefits to the TOS-participating airlines were diminished as the number of TOS-participants in the system increased. Therefore, there was an “early-adopter” effect that suggested airlines could benefit by becoming the first to equip TOS without causing unfair disadvantages to those who do not equip TOS. In addition, we found that manual selection of trajectory options performed similarly to CTOP, but the CTOP solution was more efficient in terms of number of reroutes, additional flight time, and average ground delay for rerouted flights. Feedback from the stakeholders was solicited, and their overall impressions of the demonstrations were positive. They remarked that CTOP could do a better job than current day solutions, and they thought airlines could benefit from continuing to develop TOS capabilities.

Integrated Demand Management↗
NASA NTRS2017

Efficient Trajectory Options Allocation for the Collaborative Trajectory Options Program

The Collaborative Trajectory Options Program (CTOP) is a Traffic Management Initiative (TMI) intended to control the air traffic flow rates at multiple specified Flow Constrained Areas (FCAs), where demand exceeds capacity. CTOP allows flight operators to submit the desired Trajectory Options Set (TOS) for each affected flight with associated Relative Trajectory Cost (RTC) for each option. CTOP then creates a feasible schedule that complies with capacity constraints by assigning affected flights with routes and departure delays in such a way as to minimize the total cost while maintaining equity across flight operators. The current version of CTOP implements a Ration-by-Schedule (RBS) scheme, which assigns the best available options to flights based on a First-Scheduled-First-Served heuristic. In the present study, an alternative flight scheduling approach is developed based on linear optimization. Results suggest that such an approach can significantly reduce flight delays, in the deterministic case, while maintaining equity as defined using a Max-Min fairness scheme.

Traffic Management Initiative (TMI)↗
NASA NTRSDate not supplied

Shadow Evaluation of the ATD-2 Phase 3Trajectory Option Set Reroute Capability in the North Texas Metroplex

This paper presents results of NASA’s Airspace Technology Demonstration 2 Phase 3 Trajectory Option Set reroute capability designed to resolve a demand capacity imbalance along the terminal airspace boundary. We focus on Candidate flights generated during the Stormy 2020 Shadow Evaluation which was the result of using the system to passively collect predictions for each flight at the OUT event. Benefit metrics associated with the predictions are defined for the individual rerouted flight and also the system-wide savings. Candidate flights are grouped into three distinct use cases and the benefit mechanism is explained for each use case along with illustrative data. Analysis of the different use cases shed light on the underlying causes of the reroute opportunities. Lessons learned from the Stormy 2020 Shadow Evaluation including the importance of reroutes during recovery from Severe Weather Avoidance Programs and also reroutes in the absence of terminal airspace constraints will be incorporated into the Phase 3 Field Evaluation in 2021 to maximize reroute opportunities.

Airspace Technology Demonstration 2↗
NASA NTRS2018

Integrated Demand Management Findings from March 2018 Simulation: Demonstrating Benefits of Submitting Multiple Trajectory Options

This presentation provides a summary of August 2017 Newark airport simulation, with focus on impact of varying Trajectory Options Set (TOS) "participation levels" (i.e., the percentage of flights that submit TOSs), as well as the results from March 2018 LaGuardia simulation with Flow Evaluation Team, which focused on benefits to individual carriers of participation. During the study, we demonstrated that both the participating and non-participating airlines benefited when TOSs but that the participating airlines benefited most and the improvement seen by participants was greatest when overall participation was lower.

New York↗
NASA NTRS2020

Required Filtering to Optimize Use of TOS

This presentation was originally given to ATD-2 industry partners at the Surface CDM (Collaborative Decision Making) Team (SCT) & Flow Evaluation Team (FET) meeting at NTX on 2/20/2020. The briefing presented lessons learned from Stormy 19, an overview of how terminal restrictions are handled by the ATD-2 system, and additional Trajectory Option Sets (TOS) route filtering capabilities planned for Stormy 20.

ATD-2↗
NASA NTRS2017

Efficient Trajectory Options Allocation for the Collaborative Trajectory Options Program

The Collaborative Trajectory Options Program (CTOP) is a Traffic Management Initiative (TMI) intended to control the air traffic flow rates at multiple specified Flow Constrained Areas (FCAs), where demand exceeds capacity. CTOP allows flight operators to submit the desired Trajectory Options Set (TOS) for each affected flight with associated Relative Trajectory Cost (RTC) for each option. CTOP then creates a feasible schedule that complies with capacity constraints by assigning affected flights with routes and departure delays in such a way as to minimize the total cost while maintaining equity across flight operators. The current version of CTOP implements a Ration-by-Schedule (RBS) scheme, which assigns the best available options to flights based on a First-Scheduled-First-Served heuristic. In the present study, an alternative flight scheduling approach is developed based on linear optimization. Results suggest that such an approach can significantly reduce flight delays, in the deterministic case, while maintaining equity as defined using a Max-Min fairness scheme.

Rodionova, O.↗
NASA NTRS2020

Stormy 19 Review Meeting

This presentation was originally given to ATD-2 field demo partners on 10/2/2019. The briefing presented a review of the Trajectory Option Sets (TOS) process, key enhancements completed for Stormy 19, and potential future capabilities for the ATD-2 system.

ATD-2↗
NASA NTRSDate not supplied

Quality of Candidate Flights and Submission Prediction in Collaborative Digital Departure Reroute

Collaborative Digital Departure Reroute (CDDR) enables the reroute of flights using a flight operator proposed set of alternative route options, referred to as Trajectory Option Set (TOS), in order to reduce delay on the airport's surface and in the Metroplex environment. The reroute functionality is enabled through NASA's Digital Information Platform (DIP). TOS candidate flights are defined as flights with an alternative route with delay savings greater than the flight operator defined relative trajectory cost. This paper analyzes the TOS candidate flights at Dallas/Fort Worth International Airport (KDFW) in the North Texas Metroplex to gain insight into which candidate flights are higher quality through a scoring method. This insight will inform refinements to help CDDR focus on high quality reroute opportunities. Binary classification models for predicting the flight operator's submission of candidate flights are also explored in this paper.

Machine Learning↗