Redesigning Air Traffic Control

1
Redesigning Air Traffic Control

• Workshop Session 2
• CTAS and Direct-To Functionality
• September 28, 2000

Dr. Heinz Erzberger
Michelle Eshow NASA Ames Research
Center meshow_at_lcs.mit.edu / meshow_at_arc.nasa.gov
2
CTAS Background

• CTAS Center-TRACON Automation System
• a suite of decision support tools for ATC
• concept started at NASA in late 80s supported
  by FAA since 1991
• first 2 tools (TMA, pFAST) field tested at DFW in
  1997 now being deployed by FAA and its
  contractors under FAA Free Flight Phase 1
  program
• Running at Minn., Denver coming to LAX, ATL,
  STL, MIA, SFO
• FAA/NASA continue to run NASA software version at
  DFW/ZFW to refine current tools, develop future
  products
• CTAS represents a rare success in development and
  tech transfer of usable, effective automation for
  ATC

3
CTAS Tools

• Traffic Management Advisor (TMA)
• schedules aircraft arriving at major airports
  (from Center into TRACON)
• provides flow viz aids to TMCs at Center and
  TRACON
• provides STA and current delay to Center sector
  controllers
• Passive Final Approach Spacing Tool (pFAST)
• determines optimum runway for each arriving
  aircraft
• determines landing sequence for all aircraft on a
  runway
• provides runway and sequence to TRACON
  controllers
• Collaborative Arrival Planner (CAP)
• securely provides CTAS data to airlines for use
  in near-term planning

4
CTAS Tools

• Direct-To (D2)
• looks for time-saving shortcuts in aircraft
  flight plan routes
• Active FAST (aFAST)
• adds graphical turn and speed advisories to pFAST
  to help controllers achieve runway assignment and
  sequencing
• Multi-Center TMA (McTMA)
• extends TMA to handle the Northeast corridor in
  which PHL TRACON borders NY and Washington
  Centers and arrival planning must start in
  Cleveland Center
• plus others of less significance or not in
  active development

5
CTAS Design Philosophy

• Automation should
• serve the human (controller, pilot, dispatcher,)
  and not vice versa
• enhance controllers perception of traffic
  situation
• complement controller skills
• achieve well defined objectives
• be designed with controllers as members of design
  team
• be refined and validated in field tests

6
Technical Approach
Operational
Test
Preparation
for Operational
Development Progress
Test
Adaptation
Controller and Pilot involvement
Assessment Team
for Target
Site
System
Development
Initial
Team (SDT)
Software
Human Factors
Concept
On-site Controllers
Participating Airlines
Analysis
Definition
Shadowing
Engineers Computer Scientists Human Factors
Experts Local Controllers, Pilots Dispatchers
Real-time Simulation
Fast-time Simulation
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Internal Development Process
Research Groups (AFA, AFC)
Specification of Algorithms Computer-human
interface External interface Data collection Etc.
Passive testing with live data
Functional requirements development
Controller-in-loop simulation
Field testing
Daily use
Testing
Software Design, Development
Validation Verification
Development Group (AFD)
Release
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Advantages of Approach

• Detailed requirements and design evolve from
  knowledge of actual operations
• Forces a human-centered automation design
  philosophy
• Assures air traffic controller and airline
  involvement throughout design process
• Forces concurrent design of computer human
  interface and training program
• Leads to early products

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CTAS at DFW/ZFW
FAST at DFW TRACON
TMA at Fort Worth Center
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Direct-To Origins

• Potential of a Direct-To Tool was discovered
  unexpectedly during field tests of CTAS Conflict
  Probe / Trial Planning functions at Denver Center
  (Sept. 97) and was confirmed at Fort Worth Center
  (Nov. 98)
• At both Centers, controllers pointed out a
  preferred use for the Trial Planning function
  searching for and evaluating direct routes that
  are conflict free
• The Direct-To Tool was built to automate search
  for and execution of direct route trajectories

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Direct-To Tool

• Direct-To identifies aircraft that can save at
  least one minute by flying direct to a
  down-stream fix on their route of flight.
• Direct-To list on controllers display shows
  eligible aircraft, time savings, direct-to fixes,
  and conflict status.

• Point-and-click Trial Planner allows controllers
  to easily display, modify, and send Direct-To
  flight plan amendments into the Host computer.
• Potential savings in flying time for Ft. Worth
  Center airspace is approximately 1,800 minutes
  per day or about 2.5 minutes per Direct-To
  clearance advisory.

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Trial-Planning a Direct-To Advisory
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Direct-To Functions

• Predict 4-Dimensional trajectories for all
  tracked aircraft every track update (12 seconds)
• uses wind and aircraft performance data
• Probe all trajectories for conflicts and display
  results
• Probe all non-arrival trajectories to search for
  time-saving shortcuts, and display results
• Trial Planner
• modify aircraft clearances without affecting
  other controller displays changes can be
  rejected easily mouse-driven
• to speed response to controller inputs, trial
  plan trajectories are re-computed and re-analyzed
  every second
• if controller accepts new flight plan, it can be
  sent back to Host as an amendment

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Additional Functions

• Can generate arrival trajectories to meet the TMA
  STA, and extract controller advisories to achieve
  that trajectory
• Can predict loading of sectors (aka dynamic
  density)
• Spacing Tool to assist miles-in-trail en-route
  metering
• Numerous data collection options

15
Direct-To Field Test (10/2000)

• Direct-To runs on auxiliary flat panel displays
  at 3 ZFW sector positions
• Controller operates Direct-To primarily with
  mouse.
• Keyboard for backup and engineering set up
• Articulated arm facilitates configuration changes
  for experiment phases and non test periods
• NASA observer answers questions, takes notes

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Direct-To Test Setup
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Test Installation
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Direct-To Plans

• Validate concept in field test next month
• Continue to refine software and add features (eg,
  routing around special use airspace)
• Continue tech transfer to FAA
• Award contract to re-implement display on R and
  D side of sector workstations
• Redesign core algorithmic component
  (profile_selector_cntr) to achieve more reliable
  and maintainable software