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Control of User Preferred Trajectories in a Constrained ATM Environment |
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The objectives expressed in the Eurocontrol ATM2000+ strategy [1] lead to the improvement of the performance of the ATM system from a user’s perspective. With safety as the key parameter, improvements are sought for operational efficiency and cost effectiveness whilst minimizing the nugatory impact on the environment. The knowledge of user preferences for aircraft operation constitutes the basis. If, due to the traffic situation, the ATM system cannot accommodate the facilitate User Preferred Trajectories (UPTs), the traffic should be accommodated at minimum deviations from the UPTs. The availability of a consistent representation of predicted aircraft trajectories is paramount to achieve interoperability and consistency between the automation in the aircraft and in Flight Data Processing Systems, in particular Decision Support Tools (DSTs).
To facilitate this, the CARE Action on the Common Trajectory Prediction Initiative (CARE/TP) was initiated on March 3, 2004 [2]. A work plan consisting of 12 actions was agreed among the participants, of which 8 Actions were considered to be of high priority. The objectives of this Action Point are duly coordinated with the similar item in Action Plan 16 of the EUROCONTROL-FAA R&D Committee on the development of a Common Trajectory Prediction Capability [3].
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[1] Eurocontrol ATM 2000+ strategy |
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[2] Reference to CARE/TP |
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[3] Eurocontrol-FAA R&D Committee Action Plan 16 |
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The manufacturers of flight management systems are announcing enhanced FMS performance capabilities. They claim that these can offer substantial economic and environmental benefits. Improvements in fuel efficiency of 300 to 500 kg per flight and up to 50% reduction in noise levels of the 65dbA in affected areas are promised. Other research suggests, that the use of RNAV procedures in the TMA and the simultaneous planning of flights on Continuous Descent trajectories supported by an efficient Arrivals Management Tool, create defacto altitude separation between inbound flights, leading to an intrinsic increase of safety.
Statistics prove that Air Traffic Control today, is an industry with a very high safety record. Nevertheless the Air Transport Industry and environmental constraints are putting ever increasing demands on this performance. Where today Air Traffic Control largely depends on pure human skills, it is unlikely that this approach can be maintained forever. Like in other industries before, introduction of automation to improve ATM performance will be unavoidable and the capability to accurately predict the future trajectories of aircraft is a prerequisite for advanced ATM automation.
Different stakeholders in the ATM arena have different views as to how "User Preferred Trajectories" are specified. Aircraft operators focus on the operating costs and the flight schedules, whereas ANSPs consider safety, controller workload and environmental impact as critical issues. The automation systems in the air and on the ground have largely been developed in isolation. Therefore it is not surprising that objectives and performance targets for airborne and ground based trajectory prediction and control systems are not very well synchronized. There are indications that the lack of harmonization affects the performance of the ATM system globally in a negative way. Given that in the future further automation in the air and on the ground will be required to provide the target capacity and safety levels, it is paramount to understand the various aspects of User Preferred Trajectories and to investigate possible compromises.
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In the CARE context, Eurocontrol issued a Call for Tender to improve the "Control of User Preferred Trajectories in a constrained ATM environment" consisting of 4 workpackages and one optional workpackage.
This subject is directly related to the deliverables of Action Item 2 of the Work Plan addressing "TP Requirements capture", and Action Item 6: "Requirements for aircraft performance data". As a first step, a Call for Interest was issued, to invite those organizations that have domain knowledge and/or share an interest in this subject. The development of a common view on the future path of aircraft from the perspective of both air and ground automation applications requires a duly coordinated approach to the Trajectory Prediction challenge.
From these responses and some bilateral discussions a draft specification was developed for work that would deliver the basis for future activities.
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Five work packages were identified including one optional work package:
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