Engineering topics
Publications and source records attributed to Jung, Yoon.
This document serves as a user manual for the STBO Client utilized by ATC in the Tower. It describes the elements of the STBO Client and provides explanations for how to interact with the interface. STBO Client functionality includes the display of live flight information and management of traffic restrictions. The STBO Client is a component of the NASA Airspace Technology Demonstration 2 (ATD-2) sub-project.
This document serves as a user manual for the Ramp Traffic Console (RTC) Version 4.6.0 in the Ramp Control Tower. It describes the elements of the RTC interface and provides explanations for how to utilize RTC to manage ramp traffic. RTC provides live data for all flights including Earliest Off-Block Times (EOBTs) and Traffic Management Initiatives (TMIs). RTC augments management of ramp traffic by providing notifications of runway configurations, and lists flight arrivals, near arrivals, and departures as additional sources of information. This document also provides instructions for use of the Ramp Manager Traffic Console (RMTC) for Ramp Manager functions, such as adjusting the priority flight list and setting the ramp status. The RTC/RMTC ramp tools are components of the NASA Airspace Technology Demonstration 2 (ATD-2) sub-project.
In winter snow conditions, aircraft need inspection for deicing service before takeoff. Deicing service is a procedure to remove frost, ice, slush, or snow from aircraft for safe operation. Deicing operations vary by airport in many ways. Some airports have designated deicing zones, whereas some use a closed runway or terminal area to perform the procedure. Nonetheless, deicing operations add extra workloads to controllers, and cause increased taxi traffic on the ground. NASA and Korea Aerospace Research Institute (KARI) have been collaborating to model deicing operations at Incheon International Airport (ICN). This paper describes the deicing model and the study of deicing operations in departure scheduling using fast time simulations. The deicing model uses a heuristic algorithm for deicing zone assignment. In the fast time simulations, the model uses probability distributions derived from actual operation data to model deicing request and deicing zone time. It is envisioned that such a deicing model can be useful in airport surface scheduling to provide decision support and improve traffic management performance in winter snow operations.
In winter snow conditions, aircraft need inspection for deicing service before takeoff. Deicing service is a procedure to remove frost, ice, slush, or snow from aircraft for safe operation. Deicing operations vary by airport in many ways. Some airports have designated deicing zones, whereas some use a closed runway or terminal area to perform the procedure. Nonetheless, deicing operations add extra workloads to controllers, and cause increased taxi traffic on the ground. NASA and Korea Aerospace Research Institute (KARI) have been collaborating to model deicing operations at Incheon International Airport (ICN). This paper describes the deicing model and the study of deicing operations in departure scheduling using fast time simulations. The deicing model uses a heuristic algorithm for deicing zone assignment. In the fast time simulations, the model uses probability distributions derived from actual operation data to model deicing request and deicing zone time. It is envisioned that such a deicing model can be useful in airport surface scheduling to provide decision support and improve traffic management performance in winter snow operations.
Minimum Departure Interval (MDI) and Miles-In-Trail (MIT) are common traffic management tools. They both require minimum separation between departures to meet specific traffic conditions. The MDI restriction is a time separation requirement between departures, usually on the same Standard Instrument Departure (SID), whereas the MIT restriction is a distance separation requirement between aircraft, including but not limited to departure flights, to meet specific criteria associated with flight path or destination. At Incheon International Airport (IATA code: ICN) in South Korea, MDIs are imposed on 92% of departure flights. They involve specific criteria including not only having identical SID, but also satisfying other conditions, imposed on the flight path and destination. To address complicated MDI constraints, Korea Aerospace Research Institute (KARI) has been developing and improving a tactical scheduler for surface metering at ICN to provide appropriate target times for pushbacks and takeoffs for departure flights under MDIs. This paper describes the MDI requirements at ICN, the development of a heuristic scheduling algorithm to work with the MDI restrictions, and the performance evaluation of the algorithm through fast-time simulations. The performance evaluation results indicate that the proposed heuristic algorithm can provide the surface metering schedules that comply with the MDI restrictions without significant performance degradation.
This presentation provides description of the field evaluation of surface metering deployed by NASA in Charlotte International Airport (CLT) that began with a more tactical decision timeline and progressively expanded toward more strategic timelines. This will include an update on the latest status of the ongoing research and lessons learned.
This presentation provides an overview of ramp traffic control (RTC) and ramp manager traffic console (RMTC) features of ATD-2 Integrated Arrival, Departure, and Surface (IADS) system and will discuss operational use cases that cover surface metering, notification and optional hold of APREQ (approval request/call for release), EDCT (expected departure clearance time), and ground stops.
This presentation provides lessons learned for use of ramp traffic control (RTC) and ramp manager traffic console (RMTC) features of the ATD-2 (Airspace Technology Demonstration 2) Integrated Arrival, Departure, and Surface (IADS) system in an operational environment.
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.
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.
To address the Integrated Arrival, Departure, and Surface (IADS) challenge, NASA is developing and demonstrating trajectory-based departure automation under a collaborative effort with the FAA (Federal Aviation Administration) and industry known Airspace Technology Demonstration 2 (ATD-2). ATD-2 builds upon and integrates previous NASA research capabilities that include the Spot and Runway Departure Advisor (SARDA), the Precision Departure Release Capability (PDRC), and the Terminal Sequencing and Spacing (TSAS) capability. As trajectory-based departure scheduling and collaborative decision making tools are introduced in order to reduce delays and uncertainties in taxi and climb operations across the National Airspace System, users of the tools across a number of roles benefit from a real time system that enables common situational awareness. A real time dashboard was developed to inform and present users notifications and integrated information regarding airport surface operations. The dashboard is a supplement to capabilities and tools that incorporate arrival, departure, and surface air-traffic operations concepts in a NextGen environment. In addition to shared situational awareness, the dashboard offers the ability to compute real time metrics and analysis to inform users about capacity, predictability, and efficiency of the system as a whole. This paper describes the architecture of the real time dashboard as well as an initial proposed set of metrics. The potential impact of the real time dashboard is studied at the site identified for initial deployment and demonstration in 2017: Charlotte-Douglas International Airport (CLT). The architecture of implementing such a tool as well as potential uses are presented for operations at CLT. Metrics computed in real time illustrate the opportunity to provide common situational awareness and inform users of system delay, throughput, taxi time, and airport capacity. In addition, common awareness of delays and the impact of takeoff and departure restrictions stemming from traffic flow management initiatives are explored. The potential of the real time tool to inform users of the predictability and efficiency of using a trajectory-based departure scheduling system is also discussed.
To address the Integrated Arrival, Departure, and Surface (IADS) challenge, NASA is developing and demonstrating trajectory-based departure automation under a collaborative effort with the FAA and industry known as Airspace Technology Demonstration 2 (ATD-2). ATD-2 builds upon and integrates previous NASA research capabilities that include the Spot and Runway Departure Advisor (SARDA), the Precision Departure Release Capability (PDRC), and the Terminal Sequencing and Spacing (TSAS) capability. The ATD-2 field demonstration is organized into three phases. Phase I illustrates a Baseline IADS demonstration and includes all components of ATD-2 running in operational environments. Subsequent phases will fuse together strategic scheduling components as well as take into account metroplex considerations. This paper describes the baseline IADS system that was deployed at the end of 2017 and is continuing to run as part of the ATD-2 demonstration taking place at Charlotte-Douglas International Airport (CLT). The primary areas of deployment and system use are in the CLT Air Traffic Control Tower, CLT TRACON, CLT American Airlines ramp tower, Washington Center facility and American Airlines Integration Operations Center (IOC). In addition to describing the functions and capabilities that are part of the baseline IADS system, this paper also provides metrics regarding operational use as well as initial benefits metrics. Benefit metrics continue to be collected and aggregated across the areas of system delay, throughput, taxi time, fuel burn savings, and emissions savings. Furthermore, benefits as a result of common awareness of delays and the impact of takeoff and departure restrictions stemming from traffic flow management initiatives are described. The overall benefit of improved predictability and efficiency as a result of the baseline IADS system demonstration is also discussed.
The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) have been collaborating to conduct joint research addressing future surface traffic management challenges. The surface management tool from DLR, called Taxi Routing for Aircraft: Creation and Controlling (TRACC), was adapted to be integrated in NASA's fast-time simulation environment called Surface Operations Simulator and Scheduler (SOSS). The research described in this paper 1) applied TRACC to trajectory-based ramp traffic management, where TRACC generates conflict-free aircraft trajectories in a congested ramp area, 2) investigated the feasibility of the concept through the integrated TRACC-SOSS fast-time simulation, and 3) evaluated the performance of the integrated system. For this activity, TRACC was adapted for ramp operations at Charlotte Douglas International Airport, called TRACC_PB (TRACC for pushback optimization). TRACC_PB provides four-dimensional taxi trajectories with a command speed profile for each aircraft following standard taxi routes within the ramp area. In this study, departures are given the Target Movement Area entry Times (TMATs) provided by the baseline surface metering scheduler based on NASA's Spot and Runway Departure Advisor (SARDA). TRACC_PB also calculates optimal pushback times for departures, as well as the times when arrivals shall enter the ramp, the Target Movement area Exit Times (TMETs). The initial results showed that the TRACC_PB successfully generated conflict-free trajectories for the ramp area taxi operations and improved taxiing efficiency compared to the baseline results. TRACC_PB aimed to provide conflict-free taxi routes avoiding any stops while taxiing. This resulted in longer gate hold times for departures and postponed throughput values compared to the baseline simulation without trajectory optimization. Having conflict-free routes without stoppage also created shorter taxi times but required renegotiation of the given TMATs. TRACC_PB also achieved reductions in both fuel consumption and engine emissions (17% for departures and 10% for arrivals), which correlate with the ramp taxi time reduction.
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.
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.
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.
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.
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