A Practical, Route-Based Approach to Airspace Capacity Management

28TH INTERNATIONAL CONGRESS OF THE AERONAUTICAL SCIENCES A PRACTICAL, ROUTE-BASED APPROACH TO AIRSPACE CAPACITY MANAGEMENT Trevor Kistan*, Mathieu J. Philippe*, Leago S. Takalani**, Sandile Maphanga**, Armando de Olim** *Thales Air Operations, AUSTRALIA, **Air Traffic and Navigation Services, SOUTH AFRICA [email protected]; [email protected]; [email protected]; [email protected]; [email protected] Keywords: ATFM, Capacity Load Balancing, CDM, Differential Capacity, Dynamic Density, Flows, Network Effects Abstract management initiatives, such as re-routes and delays, on the load profile of various resources. Building on a deployed Air Traffic Flow Management system we focus on published routes as key resources in airspace capacity management, exploring their role in concepts such as linear dynamic density, airside- groundside resource dependencies, exit separation management, CDM, flows, interactive HMI representations of load and system-proposed flow management initiatives. 1 Background In 2010 Thales delivered its TopSky ATFM (Air Traffic Flow Management) Solution (marketed as FLOWCAT before March 2012) to the South African Air Navigation Service Figure 1: Monitoring load in a sector. The chart updates Provider, ATNS, in support of their enhanced automatically as flights are delayed or routed around the sector in “what-if” analysis. A pop-up identifies flights in ATFM initiative including use during the FIFA a “bar”. “What-if” plays are checked for infringements of Soccer World Cup. The TopSky ATFM aviation separation standards as well as for their impact Solution monitors traffic load on airside on load. resources such as waypoints, routes, sectors and Air Traffic Control positions having jurisdiction Load in sectors of airspace has been the of one or several sectors. focus of much research, with several dynamic Predictive monitoring of resources enables density models being proposed [1]-[3]. Such the early identification of potential load issues models attempt to quantify the cognitive load on and the timely implementation of traffic air traffic controllers by considering factors management initiatives to alleviate them, thus such as the current and planned manoeuvres of reducing delay, increasing throughput and the aircraft under their jurisdiction, their spatial contributing to improved safety. orientation and potential for conflict. However, A key feature of the system is the ability to indicators of sector and position load provide a conduct real-time, cumulative “what-if” gross picture at best. There is a need for a set of analyses to judge the impact of several traffic operational tools that assist in refining broad 1 Trevor Kistan, Mathieu J. Philippe, Leago S. Takalani, Sandile Maphanga, Armando de Olim flow management strategies into concrete tactics mathematical relationships for differential that utilise specific resources such as routes. capacity could be complex and a worthy topic for further research. A more practical approach is to implement 2 Why Focus on Routes a look-up table of TMA (Terminal Manoeuvring Area) resource capacities indexed by the runway 2.1 Playbooks configurations of the major aerodromes in the TMA. We can immediately simplify the model Commonly employed re-routes need to be by dismissing smaller aerodromes as identified and formalised into playbooks that contributing only to the higher order terms in a can be used to implement procedures over the Taylor series polynomial expansion long run – such as a set of alternate weather approximating the true differential capacity deviation routes. function. Playbooks are not only applicable to post- Figure 2 illustrates the concept for TMA operations analysis. They can also be used sectors. The table is populated with figures during operations as online templates for re- derived from experience and refined during routing individual flights or flows. operations to incorporate feedback on the Collaborative agreements may allow such fidelity of the evolving model – i.e. the model is re-routes to extend into military restricted areas built from data. and neighbouring FIRs (Flight Information Regions). One of the features of playbooks is to divert excessive traffic from published routes into other sectors to alleviate high demand. However, playbooks cannot address every situation and flow managers should be prepared to create ad hoc routes as necessary. 2.2 Differential Capacity Routes and feeder fix waypoints are crucial to linking airspace and ground-based resource capacities since realisable throughput is related to downstream constraints – physical, environmental or legislative. Differential capacity acknowledges that the Figure 2: A multi-dimensional cube of gross differential degree of practical usability of airspace capacities for TMA sectors. resources such as approach routes, feeder fixes, We propose that such models could be SIDs (Standard Instrument Departures) and extended to specific resources such as major STARs (Standard Arrival Routes) can be routes and feeder fixes. constrained by ground-based resource factors It is also worth observing that just as such as runway configuration. (To remove some airspace capacity may be dependent on the dependencies we assume here that the SIDs and ground-based runway configurations of the STARs are already de-conflicted to ensure various aerodromes servicing the TMA, so too smoother departure and arrival paths.) may ground-based capacities be dependent on In reality, the throughput of an approach restrictions in the overlying airspace. sector, say, could be constrained by multiple For example, the early release of reserved dependencies on the arrivals and departures at airspace that impacts several SIDs may permit the various aerodromes that it services. Such the aerodrome departure rate to be increased multiple dependencies mean that the explicit ahead of schedule. The early departure of flights 2 A PRACTICAL, ROUTE-BASED APPROACH TO AIRSPACE CAPACITY MANAGEMENT currently subject to a ground hold needs to be improved through financial and technical checked in turn to ensure that they do not arrive assistance which could provide better airspace in TMA or enroute sectors at times of peak load. utilisation. This would be further enhanced Clearly the modelling of capacity-load through the establishment of a regional ATFM balancing scenarios must be synchronised Unit as well as a regional upper airspace control between ground-based and airspace resources. unit. Differential capacity highlights the need for integrated what-if modelling. 2.4 Collaborative Decision Making 2.3 Exit Separation Airline operators routinely advise their pilots to request changes of level or route from Routes also govern the transition between air traffic control in order to optimise flight approach and enroute sectors and the handover times. The airline operator may be able to pre- to adjacent FIRs. Consider, for example, the exit validate the availability and feasibility of such separation criteria related to a receiving unit’s changes by first submitting the request to an ability to manage inbound traffic. The automated facility hosted by an ATFM Unit transferring unit may achieve the required before engaging air traffic control. separation by using a variety of techniques Such a scheme would benefit ANSPs as it (such as speed control along the route) and may would reduce the number of re-route requests impose similar flow restrictions further that have to be manually evaluated and upstream. In this manner flow restrictions at an subsequently rejected because they would result exit gate may propagate through much of the in conflict situations. airspace all the way back to the departure airport Airline operators would benefit from as a ground delay [10]. improved ANSP responsiveness to re-route BOBCAT [17] is an excellent regional requests that have already passed a “first-level” example of how to manage airspace gates by conflict check. Operators would also gain a allocating ground slots several FIRs distant moderate improvement in their ability to model from the gate. Of more interest to us is an and optimise their own operations in an equitable allocation of such ground delays to the environment where constrained resources are various aerodromes departing flights heading shared. for a common exit point – particularly if the flights are under the jurisdiction of different 2.5 Network Effects authorities. This is the case, for example, in the Pearl River Delta where the different It is now well understood that local ATFM aerodromes are located in Hong Kong, Macau measures, such as airport CDM (Collaborative and the People’s Republic of China. Decision Making), imposed on one part of the The capacities and utilisation of the various network modify the traffic observed in other routes to the exit fix are factors in the parts of the network. computation of the delay allocation. These Eurocontrol has analysed this network factors are modified during operations by off- effect in detail [6]. It impacts sector capacities, route deviations necessitated by weather, introduces unexpected delays and becomes a congestion and airspace reservations. The key parameter in the decision making process of problem is complicated by the need to also strategic and pre-tactical capacity planning. ensure an equitable distribution of delay Managing the network effect during the amongst airline operators. Ball and Pourtaklo tactical phase usually means reducing the traffic tackle the issue of equitable allocation

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