development of methods of increasing terminal flexibility ... · 30/09/2016 · development of...

Architecture

Specialists in Computer Architecture

TechnologyCorporation

Architecture

Specialists in Computer Architecture

TechnologyCorporation

Development of Methods of Increasing

Terminal Flexibility and Control

Authority

NASA Contract: NNA14AC42C

Option Year 1 Final Presentation

September 30, 2016

Version #1

Architecture Technology Corporation

1Final Briefing, 30 Sep 2016, Version 1

Outline

• Background and Overview of Departure Management What-if

Analysis

• Option Year 1 Objectives and Accomplishments

• What-if Analysis Tool Enhancements

• Traffic and Weather Scenarios

• What-if Analysis Tool Verification

• What-if Evaluation Metrics

• What-if Evaluation Example

• What-if Analysis Tool Demonstration

• Recommendations


What-if Analysis Tool

Background

• NASA Airspace Technology Demonstration 2 (ATD-2)

– Integrated arrival-departure-surface traffic management tools and

operations enable ideal trajectories for departures

– Delay at gate, unimpeded taxi on the airport surface, minimum time in

departure runway queue, and continuous climb to cruise altitude

• FAA Surface Collaborative Decision Making (CDM) Concept of

Operations

– Departure Management Programs (DMPs) to provide strategic Target

Movement Area Entry Times (TMATs) to control surface traffic levels

• Interfaces of NASA ATD-2 with FAA Surface CDM

– Interface between Spot and Runway Departure Advisor (SARDA) runway

takeoff and spot release sequence & schedule and DMP TMATs

– Ramp control to meet strategic TMATs

• What-if analysis

– Strategic planning of DMPs to mitigate effects of demand/capacity

imbalances at airport under forecast operating conditions3Final Briefing, 30 Sep 2016, Version 1

Departure Metering What-if

Analysis Concept Overview


I ----------------,

: Far-term Time Horizon • I

: • Traffic Schedule • I

: • Operating Conditions I 1 • Departure Restrictions l---------- ----------_-----------

Assess impact,::;\ on queue \.!I lengths, taxi time, gate delay, etc.

Predict per runway need for DMP; DMP start time and duration


,------- --------: Demand/Capacity : : Imbalance, Initial : I I , DMP Parameters , I I --------

Departure Reservoir Coordinator (DRC}

Analyze impact of potential changes to restrictions, runway rates, and scheduled traffic

DRC implements

Evaluate effect of DMP parameters on managing demand/capacity imbalances and meeting airport performance objectives

© DMPduring

r - - - - - - - - - - - - I using selected : Selected DMP I parameters I ;'-----1----------_j • Parameters : l ____________ ,

Departure Metering System

I ----- -------1 : Target Movement 1

I I

, Area Entry Times 1 I I

(TMATs} : -------•

ATD-2 Traffic Management

System

Actual Traffic Movements

I I ----------------

<tJ-aoEING

~

I ---------------1 : Near-term Time Horizon : • Traffic schedule : • Operating conditions I , • Departure restrictions , l - - - - - - - - - - - - - - - - - - - _I

DMP specifies TMATs for departures as per near-term conditions

I -----------------,

: Current Time , I

• Traffic situation : • Operating conditions I , • Departure restrictions : 1 ____________________ 1

ATD-2 system performs integrated arrival-departure management

Option Year 1 Objectives

SOW

• Develop and refine the what-if capability

– Airport surface

– Terminal airspace

– Metrics and interfaces

– Traffic and weather scenarios

– DMP parameters and scope

• Use what-if analysis capability

– Specify DMP parameters for CLT under different traffic and weather

conditions impacting departure traffic flow

– Evaluate effectiveness of DMPs in mitigating impacts of traffic flow

inefficiencies

• E.g., reducing delays during surface taxi & airborne transit


Option Year 1

Accomplishments


Objective Accomplishments

Airport surface • Investigated and documented CLT surface operations

• Implemented node-link modeling of airport runways, spots and terminal gates for different

configurations

• Specified modeling parameters from CLT operations data and references, Base Year analyses

• Verified implementation of models, compared simulation results to FAA ASPM

• Developed detailed models of traffic flow interactions of runways, taxiways, non-movement area

Terminal

airspace

• Implemented and verified modeling of time period miles-in-trail restrictions for departure fixes

• Implemented and verified miles-in-trail restrictions for departure runways to meet fix restrictions

• Modeled link transit times from Base Year high-fidelity departure simulation data

Metrics &

interfaces

• Implemented metrics and interfaces for DRC to assess airport departure and arrival traffic flow

and design DMPs

• Implemented interfaces to configure and conduct What-if analysis and assess results

DMP

parameters &

scope

• Summarized specifications for DMPs from FAA Surface Collaborative Decision Making ConOps

• Implemented explicit control of Target Departure Queue Length for individual departure runways

• Implemented methods to accommodate multiple flow restrictions on departures

• Implemented automatic DMP start & end times from runway queue data

Traffic &

weather

scenarios

• Identified recent operational days for idealized traffic schedule and traffic “disturbance”

scenarios

• Created input files for What-if Tool from traffic and restrictions data for those days

DMP

Evaluations

• Used What-if analysis tool to conduct demand analysis and DMP implementation for different

historical and notional traffic & weather scenarios

• Documented results & developed demonstrations


Capabilities

• Adapt to changes in airport and airspace operating conditions

– Runway configurations & rates

– Traffic levels & airport/airspace resource utilizations

– Departure fix restrictions

• Design & emulate Departure Management Program

– Scheduling of gate pushback times & TMATs

– Meter flights to control runway queue length

– Account for per-runway departure rates & multiple departure restrictions

• Rapidly evaluate airport traffic performance

– Evaluate variety of operating and DMP alternatives and uncertainty

– DMP go-no go screening, start & end times, particular runways

• Present key departure and arrival performance metrics for detailed

and aggregate performance assessment

– Metrics important to airport operations

– Nature of demand characteristics and airport traffic response

– Time period- and runway-based assessment for detailed understanding

– Aggregate assessment for comprehensive overview


CLT Airport Modeling

Enhancements• Node-link modeling of airport and

airspace

– Synthesized from gate/spot/runway/fix

routes of flights in traffic file

– Provides modeling flexibility to balance

fidelity with simulation time

• Nodes

– Queueing points where congestion

occurs

– Nodes

• Gates, spots, runways, arrival and

departure fixes abstracted as nodes

– Parameters

• Aircraft service time, Ts

• Maximum queue size, Qmax

– First in first out at specified service rate

– Traffic in-flow versus out-flow

determines flight delay

• Links

– Transit segments between nodes

– Parameter

• Transit Time TT


Aircraft undergoing transit

Transit time TT

GATE SPOT RWY FIX

Link Model

Entities modeled as nodes

Aircraft served

at rate Ts

Aircraft

waiting

in queue

Empty

queue

slots

Max queue size QMAX (if any)

NODE

Elements of node

Node Model

Arbitrary route system geometries

may be modeled

<tJ-aoEING

~

1· + +

12N

12

10

82

1

18C

18L

A Gates

D Gates

E Gates

C Gates

B Gates

CLT Airport Surface

Departure Modeling Example


Gate nodes

Spot node

Runway node

Gate-spot link

Spot-runway link

Node-link modeling of gate-spot-runway routes

• Nodes: traffic

interaction &

rate limits

• Links:

undelayed

transit

Terminal Charts - PARKING GATES n :r ~ W80-57.J ll'80-57.1 G'> ; ~

Nll •l l .S , i ; • 'll i N m N3S- IJ.4 .. ., • 3 0 < . ~

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~ W80-57.3 11'80- 57.2 !>

W80-57.0 WS0-56.9 11'80-56.e WS0-56.7 W80-5M

Ramp Conlrol

North 130.07 South 131.6 East 129.22

I© DEPARTURE CALL SPOTS 11 1-.. RAMP CONTROL SECTORS!

Weit 129.8

Dual Taxi betwHn Departure Call Spot i 11/ 12 and 13N / 13S m tr lcted to aircraft with wi ngspans less than 171' (52m) .

Dua l Taxi between Departure Ca ll Spot: 22 /23 and 24N /24S re:tricted to aircraft with wi ngspans less than 118' (36m).

• CONTROL TOWER

<tJ-aoEING

~

11'80- 56.2 \1'80-56.1

('l I

?i; Ci r- :I: o • =1 ;:o m r-'- O CJ-•

D o_,. C m G) , r-)>z 1/)

... Ci ~)>, r- ;:o

18C

18L

CLT Terminal Airspace

Departure Modeling Example


Runway node

Departure fix node

Runway-fix link

• Nodes: traffic

interaction &

rate limits

• Links:

undelayed

transit

Node-link modeling of runway-fix routes

<tJ-aoEING

~

ANDYS

CLT Node & Link Parameters/Attributes/Behavior


Node

type

Service time,

Minutes

Size limit,

aircraft

Data source

Gate 30.0 1 Estimation

Spot 1.0 N/A Estimation

Runway 2.0 N/A 30 aircraft/hour

Fix 1.7 1 SME-specified 7 miles @ 250

knots

Link type Transit time,

minutes

Data source

Gate-spot 4.0 SOSS simulation of CLT

Spot-runway 2.0 SOSS simulation of CLT

Runway-fix 14.0 Flight simulations of MERIL departures

• Service time: Minimum time to process aircraft, models rate limit of traffic passing through

node, e.g., time interval of runway departure rate, in-trail spacing of departures crossing fix

• Size limit: Number of aircraft that can be waiting for service, e.g., number of departures that

taxiway can fit, number of aircraft that can occupy terminal gate

• Transit time: Undelayed transit time between nodes

<tJ-aoEING

CLT Specialized Node Models

• Runway nodes

– Node exit time for departures as per

• Node service time

• Service time for miles-in-trail restrictions at departure fix

• Gate nodes

– Departure entry/exit times fixed

• Entry at scheduled gate entry time

• Exit at gate occupancy time or DMP-scheduled pushback time

– Arrivals delayed entry to gate until occupancy time window is

available


Fix Miles In Trail Time Start, Min Time End, Min

MERIL 20 50 150

BUCKL 15 75 200

<tJ-aoEING

What-if Tool Enhancements

DMP EmulationKey Features

• Generates TMATs to

absorb delay at the gate

• Satisfies multiple

constraints

– Minimum Gate Occupancy

Spacing

– Minimum Departure Spacing

at Runways

– Departure Fix Flow

Restrictions

• Attempts to maintain a

specified runway queue

size


Gate Entry/Ex it Spacing

Gate Entry

~ Gates

Gate Ex i t_~ ~ - -, / YJ;., ; - -

Gate Ex it Spacing'~/ ,:

, , , J:lunway Spacing

--~--' ,;1!'' --~-' ,

<tJ-aoEING

D eparture Fix ,_ l::,.

, , '-::t , , ""'11 ,

, '" , M IT Departure Flow M eter ing '

D eparture Fix l::,.

M IT :~ : Departure : : Flow Meterino >i-.:

b o '

DMP Emulation

Components

• High Level Functionality

– Three main components


Sort Flights by reference Points

RunwaysFlow

RestrictionsGates

Sort and Space Flights by time at each

reference point

Iterative Spacing Routine

Initial Attempt at full schedule

solution

‘Fine-tunes’ schedule through iteration until all constraints

are satisfied

RemainingConflicts

Component 1 Component 2 Component 3

<tJ-aoEING

DMP Emulation

Process Steps

• Step 1: Sort by Reference Point

• Step 2: Initial Sorting and Spacing

• Step 3: Iterative solution for

convergence


Sort at Flow Restrictions

Space at Gate Entry

Space at Flow Restrictions

Sort at Gate Entry

Sort at Runways

Space at Runways

Space at Gate Exit

Sort at Gate Exit

Space at Gate Entry


Sort at Gate Entry

Space at Gate Entry


Space at Runways

Space at Gate Exit

Was

delay

added?

yes

no

Solution Convergence

Step 2

Step 3

<tJ-aoEING

1 .I,

1

"' I I

'1,-

l

I I t

I

DMP Emulation

Aircraft Spacing Algorithm


1

( )

i i

space ref pt ref pt

space sp delay sp space

gate exit delay

gate rwy

runway gate exit transit delay

rwy fix

dep fix runway transit delay

t t t

if t t t t t

t t

t t t t

t t t t

Stop

Get i+1 Flight

Is flight (i+1) spacing after

(ith )sufficient?

no

yes

Get ith Flight

Advance i

Add Delay until i+1spacing behind ith

is sufficient

More Flights

?

no

yes

Start

i=1

Explicit algorithm

minimum required spacing

Existing spacing

Algorithm is the sameregardless of referencepoint

Delay is always added at the gate and cascades through all downstream reference points

3t

1t

2t

tn-1

tn

1t

2t

3t

n-1t

nt

spt

spt

spt

...

...

Sorted but not

spaced

Spaced

- - -I

I :+ : I I

I I

I I ,+ ' I I

I I

:+r I I

I I :+ : I I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I I

I I

I I

: ~· :---->: I I I

I I I

:~ : I y I

:~ : I y I

I I

._ - - - I

:+:l I

<tJ-aoEING

l '----->

DMP Emulation

Runway Queue Size Control


rin rout

q =.

rin - rout

QUEUE

in outq r r dt

1 i ii i in out iq q r r t Discrete

1out

rwy

rt

1

i

in

sp

rt

q t ie q q

i

q

sp rwy q rwy

t

et t K t

q

1

( )i i

i i

spacing runway runway

spacing sp delay sp spacing

t t t

if t t t t t

1

11

ii i sp

rwy

q q tt

Aircraft queue, q, forms

when supply rate, rin,

exceeds service rate, rout

Supply & service rates rin & rout as

inter-flight times tsp & trwy

Queue size, qi, feedback control of supply

rate/spacing, tsp, to meet target queue size, qt

0iq

Aircraft supply

rate & spacingAircraft service

rate & spacing

Delay aircraft queue entry time as needed to

satisfy inter-aircraft supply spacing, tsp

Continuous

<tJ-aoEING

• ~ IL___ _I~ •

Traffic & Weather Scenarios

Development Methods


• Information sources for scenario initialization

– Weather Underground for historical weather to select scenario days

– ASDI in-bound fix/TRACON entry fix position and time (ATA) data

– Out/Off/On/In (OOOI) from a major CLT airline operator for August 2014*

– NASA Restrictions May through Dec 2014 • Expected Departure Clearance Time (EDCT)

• Call for Release (CFR)

• Miles in Trail (MIT): used fix location and miles spacing values

– Ramp controller procedures to infer spot allocation

• Scenario preparation methodology

– Capture all arrivals/departures from 5 AM to midnight

– Infer tail number connectivity by associating scheduled gate IN-OUT times per gate

and aircraft type

– Start time for each departure based on IN time of associated arrival

– Spot assignments from airport layout, gate/runway pairs and airline Standard

Operating Procedures (SOP)

* Note: Boeing obtained Official Airline Guide (OAG) data for the 3rd quarter of 2014 as reported in the “Traffic and Weather Identification and Modeling

Document (Contract CDRL 4.6). However, the team relied entirely on the out/off/on/in (OOOI) schedule data to build the scenario.

Traffic & Weather Scenarios

Reference Data For Days


Type Date in 2014

Weather at CLT # of EDCT

# of CFR

# of MIT restrictions

Comment

Baseline (Good Weather)

August 8

Clear, visibility of 8 NM 4 25 42 Usual restrictions for CLT

Disruptive Events (Bad Weather)

August 11

Rainfall at CLT reducesvisibility to 1 NM

1 25 45 Storm moving through CLT

August 15

VMC/VFR conditions, no flow reversals

7 42 76 Weather near Atlanta with restrictions imposed by Atlanta ARTCC

August 18

2 41 180 Heavy volume restrictions due to extreme rainfall in TN and NE Alabama

Entry Fix

Exit Fix

Note: entry/exit fix positions

are outside the diagram and

are represented notionally

Scenario Days

CLT Operational Constraints Arrival Flows & TRACON Fixes

<tJ-aoEING

~

--

Weather and Traffic Scenarios

Departure Fix Restrictions

• CLT Departure Traffic With Restrictions for 8/18/2014

– What-if tool models MIT restrictions


Fix Miles In

Trail

Time

Start, Min

Time

End, Min

MERIL10 554 559

MERIL15 570 732

MERIL15 780 970

MERIL20 970 1005

MERIL25 1005 1090

MERIL25 1139 1261

MERIL10 475 505

MERIL15 1100 1185

<tJ-aoEING

Histogram of scheduled gate departure times for 8/8/2014 baseline traffic

scenario

Weather and Traffic ScenariosBaseline Scenario Surface Traffic Demand


Histogram: number of scheduled

departures by ¼ hour

3-5

30

25

~ L 0

-~ 20 0

L ®

~ 15 :J z

10

5

0 200

I

I T

400

<tJ-aoEING

~

Dis1trib uti,on of OUT 1ti m,es I I I I I

-

-

-

-

-

-

~ { J I i J ~ l.n 600 800 1000 1200 1400 1600

l"ime of dary ( m i1n)i


Verification• Traffic Simulation

– Parameter adherence

• Verified traffic flow adheres to link transit times, node service rates, node queue length limits,

departure fix restriction spacing & time period

– Comparison to FAA ASPM for 8 August 2014

• Input traffic schedule

– IN-OUT times differ from airline-scheduled times

• Departure throughput & taxi-out times

– Departure rates: Comparable maximum and total average, different hourly averages

– Taxi-out times: Comparable hourly and total averages

• Arrival throughput & taxi-in times

– Arrival rates: Comparable maximum, hourly and total averages

– Taxi-in times: Simulation higher due to gate occupancy and utilization modeling

• DMP Emulation

– Parameter adherence

• Verified scheduled departures adhere to runway rates, departure fix restrictions and gate

occupancy restrictions

– Traffic control

• Verify metering meets traffic performance requirements


Airport Evaluation Metrics

Runway Demand & Capacity


Time-bin traffic demand

for each runway

Per-runway

capacity

Arrivals

Departures

Per-runway capacity of

7-8 aircraft/quarter hour

Per-runway

capacity of 7-8

aircraft/quarter hour

0

" ,,

14 ,--------_l

12

10

5 6 z

4

r-------,---------,-------------,-----~ fiii,aR1 ~

o o~ ~~~~----;----------:-1:-----0.5 1.5 2 Simulated Time, Hours 2.5

<tJ-aoEING

14

4

o o;-____ LJ_JE__L 0.5

1.5~- o.J...J.--;--2---__J ____ _

Simulated Time, Hours 2.5 3


Departure Performance


Departure

Runway

Average

Throughput,

Departures

Per Hour

Average

Queue

Length,

Departures

Maximum

Queue

Length,

Departures

Minimum

Queue

Length,

Departures

Average Taxi

Out Time,

Minutes

Average

Gate Delay,

Minutes

18C 29 3 12 0 23.6 0

18L 26 9 25 0 41.9 0

Key performance metrics of

throughput, congestion,

taxi time and gate delay

Airport runway traffic

performance for detailed

understanding of operations

Time-bin presentation to see

trends & variability

Time period presentation to

know total performance

Limits for comparison

¢,

~ ~ <

Number of Actual Takeoffs 8 ,--------..,----r;:::r====;i

- 18C C]18L

7

5

04 a; ,::,

20

¢e 15 ~ ~ < 0 a;

,::, E ::, Z 10

5

70 Average Taxi Out Time

~ L

60

50

"' Ql "5 40 C:

~ c1i E i= ·x 30 "' I-

20

10

<tJ-aoEING

"' .l!l ::, C:

~ Average Gate Departure Delay 1 ====--------,---,

0.9

0.8

0.7

0.6

~ 0.5

i ~

0.4

0.3

0.2

0.1


Arrival Performance


Arrival

Runway

Average

Throughput,

Arrivals Per

Hour

Average Taxi

In Time,

Minutes

18C 29 23.6

18L 26 41.9

Key performance metrics of

throughput and taxi time

Airport runway traffic

performance for detailed

understanding of operations

Time-bin presentation to see

trends & variability

Time period presentation to

know total performance

Number of Actual Landings by Runway

._____ __ ______.1 z

3

2

o~~-~~-~~-~--~--~-~

0 0.5 1.5 2 2.5 3

Simulated Time, Hours

<tJ-aoEING

~ Average Taxi In Time by Runway

30 ~ ~ -~--~--~--~--~-~

1/)

2 ::, C:

~

25

20

<Ii' 15 E i=

! 10

5

~

o~~-~~-~~-~--~--~-~

0 0.5 1.5 2 2.5 3


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Tool

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0 M

in

i!l N ~

What-if Evaluation,

Airport Demand Analysis


Demand intermittently

exceeds RDR of 7-8

aircraft/quarter hour

Departure Demand Airport Departure Performance

Departures push back at

airline-scheduled times

• Runway throughput intermittently saturates

• Runway departure queues exceed target length

• Runway departures exhibit excessive taxi-out times

14~---~_N_u_m_b_e_r_o_f~D_e_p~a_rt_u_r_e_P~u_s_h_b_a_c_k_s~---~

~ 12

0 ... .2l 6 E :,

z 4

2

o ~-~~~~~~~~~~~~~~~~~~--~

0 2 3 4 5 Simulated Time, Hours

Number of Actual Takeoffs 8

7

6

5

2

o~~---~~-~ 0 2 3 4 5


10

8

o 6 ai .0 E :, z

4

2

Average Queue Length

~---

0

II 2 3 4 5


<tJ-aoEING


~ 30

25

10

5

o~---~~--~ 0 2 3 4 5


~

1~ verage Gate Departure Delay

~ 10

8

4

2

o~~-~-~-~~

0 2 3 4 5 Simulated Time, Hours

What-if Evaluation,

DMP Analysis


Departure Demand Airport Departure Performance

Departures push back at

DMP-scheduled times

• Start: 60 min

• End: 289 min

Demand more closely

complies with RDR of 7-8

aircraft/quarter hour• Runway throughput maintained

• Runway departure queues closer to target length

• Average taxi-out times reduced

• Gate holding delay introduced

Number of Departure Pushbacks 14~--~ -~ ---~----~---~---~

~ 12

0 ... i 6 E :,

z 4

I I I I

.J -I I

I I I

~ ---,-. ·~----1 .



7

6

5

~ ~ < 04 ai .0 E :, z

3

2

0 0

" - 18C C]18L

2 3 4 5 Simulated Time, Hours

12 Average Queue Length

~ L

10

8

<I= ~ ~ < 0 6 ai .0 E :, z

4

2

2 3 4 5 Simulated Time, Hours

<tJ-aoEING

~

Average Taxi Out Time Average Gate Departure Delay 35 12

~ L ~ L

30 10

25

8

(/J Cl)

(/J :i 20 C 2 ~

:, C

ai ~ 6 E ;>"; i= a,

·x 15 <ii 0

~

4

10

2 5

0 0 I d 0 2 3 4 5 0 2 3 4 5

Simulated Time, Hours Simulated Time, Hours

What-if Evaluation

Comparison, Departures


Avg Throughput,Departures/Hour

Avg QueueLength,

Departures

Max QueueLength,

Departures

Avg Taxi Out Time,Minutes

Avg Gate Delay,Minutes

Without Departure Metering 22 3 12 17.1 0

With Departure Metering 22 1 4 12.6 2.9

0

5

10

15

20

25

CLT Departure Runway 18L • Departure metering program

effective

– Runway departure throughput

maintained

– Runway queue lengths reduced

• More significant reductions

for runway 18L departures

– Arrivals to runway 18C

interfering with planned runway

departure rate

• Average taxi-out times

reduced

– More significant reduction of 4.5

minutes for departures from

runway 18L

– Arrivals to 18C impacting

departure taxi-out delay

• •

25

20

15

10

5

0

• Without Departure Metering

• With Departure Metering

CLT Departure Runway 18C

Avg Throughput,

De pa rtu res/ Hour

20

20

Avg Queue Length,

Departures

4

3

Max Queue Length,

Departures

14

10

Avg Tax i Out Time, Avg Gate Delay,

Minutes Minutes

18.6 0

16.3 3.0

<tJ-aoEING

~

What-if Evaluation

Comparison, Arrivals


avgThroughput,Arrivals/Hour

avg Taxi InTime, Minutes

Without Departure Metering 20 32.7

With Departure Metering 20 34.3

05

10152025303540

CLT Arrival Runway 18R





05

10152025303540

CLT Arrival Runway 23





05

10152025303540

CLT Arrival Runway 18C

• Arrival taxi-in time increases due to

departure gate holding

– Average taxi-in delay increase due to

increased gate occupancy of departures

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• •

Tool Demonstration

• Test case of delaying DMP start time

– Traffic schedule

• hitl6-training-advisory.list_data

• CLT south flow

• Departures: 52 from 18L, 37 from 18C

• Arrivals: 41 from 18R, 38 from 23

– Departure restrictions

• TrafficFlowRestrictions.csv

– Departure management program

• Start time, min: 60, 30


Fix Miles In Trail Time Start, Min Time End, Min

MERIL 20 50 150

BUCKL 15 75 200

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35---,--------."-P_..u,.,.s._,h.,.ba~c;;,k':s;_;&~L~al"lncl_di_riin~gii;s~-~ ===~ • Departures • Arrivals

30

¢: 25 ~ ~ ~20 0 215 E :, z

10

5

g ~ Time, Minutes

0

"'

Summary

• Developed and demonstrated prototype What-if Analysis Tool for

strategic assessment of airport traffic and planning of DMPs/TMATs

– Adaptable to forecast airport operating conditions

– Rapid evaluation of traffic

– Emulation of DMP

– Metrics & presentation to understand traffic behavior & assess airport

performance

– Supports exploring airport traffic behavior & DMP implementation

• Applied to realistic and notional traffic and weather scenarios

– Effective in planning the management of departures & arrivals

– Evaluating complicating factors of uncertainty in operating conditions


Conceptual

User Interface


File View Window Help Current Time: 20452

RWY: 18L

Current Restrktions:

Model: ~

DMP·FIX V I .lml -.Emz

Model: ~

DMP · FIX V

Model: ~

DMP-FIX V

Highlight: PJ MERIL V I

Highlight: .

LILLS V

Highlight: i.

ANDYS, BUCKL, J... V

Avg Qlength

MaxQ length

Min Q length

UT: LT: TQL :

.E -• · 1 · 1 · 1 3 1 3 1 3 1 3 3 3 - -

2100 2200 2300

UT: LT: TQL :

.E -•••. 333333 ..

2100 2200 2300

UT: LT: TQL :

m m - - I - - 10 10 10 10 10 10 - •

Avg Off-Out (mins)

Max Off-Out (mins)

Min Off-Out (mins)

2100 2200 2300

B

Avg Off delay (mins) 38 Max Off delay (mins) 60 Min Off delay (mins) 30 25

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~

Recommendations

What-if Operations

• Forecasting, what-if analysis and DMP implementation to

proactively minimize the negative impact of changing

weather, airport and traffic conditions

– Forecasting traffic flow restrictions, traffic conditions, and airport

operating conditions & estimating uncertainties of forecasts

– What-if analysis tool and process to design DMPs to

accommodate forecasts

– Categorical (fix specific) DMPs along with other runway-specific

DMPs or destination-specific TMIs for departures subject to

particular restrictions

– Collaboration of DRC with aircraft operators and other

stakeholders in the what-if analysis and DMP implementation

decision making


Recommendations

What-if Tool

• Airport & airspace modeling

– Departure restrictions: other types, assignment to specific tail numbers

– Surface traffic interaction points which impede flow

– Gate modeling: assignment alternatives for arrivals, trail tracking for detailed

impact on aircraft utilization

– Variability in runway departure rates, transit times, gate occupancy times

– Verification: flight taxi times as per OOOI data, use delay fields from SWIM/FIXM

data as a source

• DMP emulation

– Individual runways, departure runways shared with arrivals

– Alternative implementation for distinct constraints

• Traffic & weather scenarios

– Additional scenarios including Lower visibility weather conditions at CLT, North

Flow runway operations, recovery from Ground Stop

– Design around traffic patterns of interest


Backup


Verification Results

Traffic Input To Simulation


0 60 120 180 240 300 360 420 480 540 600 660 720 780 840 900 960 1020 1080

FAA ASPM 2 11 63 9 84 12 80 22 42 67 9 71 39 55 39 52 6 78 0

Simulation Input File 1 16 42 34 52 43 54 36 23 71 27 40 52 40 46 40 46 48 2

0

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30

40

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60

70

80

90

Nu

mb

er

of

De

pa

rtu

res

Time, Minutes

CLT Hourly Scheduled Departures, 8 Aug 2014

0 60 120 180 240 300 360 420 480 540 600 660 720 780 840 900 960 1020 1080

FAA ASPM 1 48 3 82 10 81 13 53 61 17 68 36 54 45 47 41 64 6 9

Simulation Input File 20 28 54 30 61 21 54 25 47 43 34 60 23 68 20 58 23 10 2

0

10

20

30

40

50

60

70

80

90

Nu

mb

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iva

ls

Time, Minutes

CLT Scheduled Arrivals, 8 Aug 2014

• Differences between hourly counts of scheduled arrivals & departures

between FAA ASPM data and traffic schedule input to simulation– Traffic schedule input file derived from OOOI data, not schedule data

– May impact comparison of hourly statistics computed from simulation output data

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I - • I -- I I I I I - • - I I I .L

I I l l T I I I I I I l l I l l l I 1 I I I I l T I I I I I l l

• I I I I I I I I I I I I I • I I I I I I I I I I I I • I I I I I I I I I I I I 7 • I I I I I I I I I I I I


Traffic Output From Simulation


0 60 120 180 240 300 360 420 480 540 600 660 720 780 840 900 960 1020 1080

FAA ASPM 0 0 47 31 56 43 66 33 55 46 38 61 34 70 24 69 18 68 12

Simulation Output 6 23 34 36 45 42 50 45 32 54 38 36 48 46 43 42 53 37 3

0

10

20

30

40

50

60

70

80

Nu

mb

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of

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Time, Minutes

CLT Departure Takeoffs, 8 Aug 2014

Source

Average Departure Throughput,

Departures Per Hour

Average Taxi Out Time,

Minutes

FAA ASPM, 8 August 2014 45 16.0

What-if Tool Traffic Simulation 36 15.9

Simulated vs. FAA ASPM hourly takeoff

rates differ significantly in many hours

Simulated vs. FAA ASPM hourly taxi-out

times comparable in many hours

• Simulated vs. FAA ASPM aggregate departure rates somewhat lower

• Simulated vs. FAA ASPM aggregate taxi-out times comparable

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~

CLT Average Taxi Out Times, 8 Aug 2014

l fM ASPM • Smul.1tion Output

35.0 I

30.0

25.0

10.0

tS.o

10.0 -I L 5,0 - - f- -

I I I I I I I I I I I I I I I I I I I I• I I I I I I I I I I I I I I I I I I I I• I I I I I I I I I I I I I I I I I I I

0.0 0 I 60 I 110 I 1IIO I 140 I 300 j 360 410 I 4IIO 540 600

660 I :m 7IIO 840 h oo T 960 1020 11~ 1 r~ FAAASPM ll.O t 15.0 t 14.l t 16.1,t 16.0 14.0 15.5 14.l 16.1 16.0 12.1 17.7 16.1 19.l 14.4 t 16.9 1 ll.7 14.4 14.0

• smul.ation Output 9.9 11.4 15.3 11.6 11.61 11.6 r 18.8 17.1 14.5 I 18.5 15.4 1s.4 T ni 13.4 13.4 19.0 1 13.0 I 18.3 I 9..l

Traffic & Weather ScenariosBaseline Scenario Surface Traffic


Scatter plot of actual departure taxi times by spot/runway assignment for

8/8/2014 baseline scenario

50 ~--~--------r-------,-----,----------,;::;-----,

45

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200 400 600 800 1000 1200 1400

Time of day (min )

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400 500 600 700 600 900 1000 1100 1200 1300 1400

Time of day (min)

Traffic & Weather ScenariosBaseline Scenario Surface Traffic


Scatter plot of actual departure taxi times overlaid onto histogram of gate

scheduled departure times for 8/8/2014 baseline scenario

Histogram: number of scheduled

departures by ¼ hour

Scatter Plot: departure taxi times for

potential future analysis & comparison

70 ~--~---~---~---~---~--~---~

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200 400 600 800 1000 1200 1400 1600

l i1me of day (min)

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~


DMP Implementation


• DMP results for simple test case hitl6-training-advisory.list_data– Throughput maintained

– Runway queue lengths comply with the target of 3/+1-2 aircraft

– Average quarter-hour taxi-out times departures are sharply reduced

– Taxi-out delay shifted to gate


7

6

5

1 <l: 04 lii .0 E :, z

3

2

o ~~~~~~~~~

0 2 3 Simulated Time, Hours

25 Average Queue Length

20

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50

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<tJ-aoEING

~ '°/ifierage Gate Departure Delay

~ 50

40

20

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Current User Interface


Airport Demand Analysis DMP Analysis

<tJ-aoEING

~

~ Airport Dema •=+ l~ I liJ Departu l•= •I• 1...a.-1

Select initial scenario informat ion

Traffic Schedule File:!C:\Work\TerminalContro l\What If OY 1\Scen ariofiles\Sens itivity\hitl6-training- advisor Q Flow Restrictions File: l1inalContro l\Wh at If OY 1 \Scenariof iles\Sensitivity\Tra fficflowRestrictionsSh ort.csv IQ I Load Scenario ]

Choose parameters for DMP w hat-if analysis

Runw ay !Targ et Depa rture! Start Time Stop Time Queue Length

Simulation & Results Configuration 18C 3 70 183

Simulation Time Step (mins.)~ 18L 3 59 r s3

Plot Time-Bin Size (mins.) ~ Choose airport/airspace parameter values for demand w hat- if analysis I An alyze I

Runway

I Departu re Departure

I MIT I Start

I

End

Rate Fix Restri ction Time Time

18C 30 MERIL6 20 50 100

18L 30 BUCKL7 15 75 1135

[ A dd Restriction j [ Remove Restriction I I A nalyze I Demand analysis results

OMP w hat-if analysis results

Departure I Ave Throughput! Ave Queue Max Queue Min Queue IAve TaxiOut l Ave Gate Runway Length Length Len gth Tim e (min) Delay (min)

18C 29.2105 1.7418 6 0 16 .0840 7.4921

Departure I Ave Th roughput! Ave Queu e Max Qu eue I Min Qu eue IAve TaxiOut l Ave Gate Runway Length Length Length Tim e (min) Delay (min)

18L 27.8571 6.7857 15 0 31.3251 7.4979

18C 29.2105 2.9728 12 0 23.5761 8.6417e-16

18L 27.3684 9.0380 25 0 39.7462 1.0931e-15 A rrival I Ave Throughput! Ave Taxi In

Runw ay Time (min) 18R 29.6386 15.7073

23 26.5116 15.7368

Arrival I Ave Throughput! Ave Taxi In Runway Time (min)

18R 29.6386 12.0244

23 26.5116 12

I Configure OMP I I•

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