Fedja Netjasov

Developing a generic metric of terminal airspace traffic complexity

This article develops a generic metric for measuring the complexity of a given terminal airspace (TMA). The metric includes static and dynamic complexity, both consisting of the complexity component for arriving and departing traffic. The main objective of the developed metric is as follows: evaluation of particular alternative solutions for airspace organisation and design and related air traffic complexity under the given circumstances, which could be used for planning purposes at the strategic and the tactical level. For this reason, the proposed metric reflects the expected complexity over a certain time period, rather than the current value of complexity. The main factors influencing complexity of a given TMA are: configuration of TMA, which implies among other factors, the number and length of arrival/departure trajectories, the airport(s) runway system capacity, air traffic volume, aircraft fleet mix, spatial distribution of traffic and the air traffic control separation rules. Unlike most other approaches, the one presented in this article disregards the air traffic controller workload issue from explicit consideration, but indicates the level of complexity which could influence the workload that he or she could be faced with under the specified circumstances. The output consists of complexity values dependent of the configuration, i.e. three-dimensional geometry of the given TMA and approach/departure trajectories in it, air traffic volume, aircraft fleet mix and the spatial distribution of traffic. The developed complexity metric has been applied to TMA traffic around London Heathrow Airport, UK.

A Model of Air Traffic Assignment as a Measure for Mitigating Noise at Airports: The Zurich Airport Case

Abstract One of the biggest problems facing modern airports is the noise generated by air traffic, and the impact of that noise on those living nearby. Noise is an unavoidable consequence of air traffic but it can be reduced in numerous ways, including technical innovations in aircraft design and legislation. This paper presents a model of air traffic assignment as a measure for mitigating noise from air traffic at airports. The model is developed specifically for Zurich Airport (one of the busiest airports in Europe) but could easily be applied to other airports experiencing similar problems. The model is based on the categorization of aircraft according to engine type and wake turbulence category and the assignment of specific runways for take-off and landing for each aircraft category. It incorporates two basic goals: to increase airport capacity and to reduce the noise level in the airports surroundings. Although these goals are in apparent conflict, it is shown in the Zurich Airport case that the model allows for reductions in noise levels of, on average, 1 dB(A) with a traffic volume increase of 20%. The European Commissions (ECs) ‘long term noise levels’ model is also presented and tested on the same airport case. The results show that the air traffic assignment model produces systematically higher values for noise reduction than the EC model. However, some similarities of results are also apparent.

HAZARD IDENTIFICATION APPROACH FOR FUTURE HIGHLY-AUTOMATED AIR TRAFFIC MANAGEMENT CONCEPTS OF OPERATION: EXPERIENCES FROM THE AUTOPACE PROJECT

In future air traffic management (ATM) a significant increase in automation is expected, in order to cope with growing air transport demand. The automation will take more active role during the provision of the air traffic control (ATC) services, while future air traffic controller (ATCo) will monitor and/or approve actions performed by automated ATC systems. ATCo will need to be trained to safely adapt to new role, with special emphasis to be prepared for active participation in the case of automated system failure (non-nominal situations). Developing appropriate training should rely on assessed safety hazards in future ATM. AUTOPACE project (funded by the SESAR Joint Undertaking within the framework S2020 Exploratory Research Programme as part of the Horizon 2020 programme) looks into 2050 and beyond. In order to assess safety hazards, an approach based on hazard identification brainstorming sessions with operational experts, combining four well known and complementary methods used in aviation is proposed. Future ATCo environment is observed through two main parts. Internal, core part contains ATCo and ATC system and their relations. External part (environment) gathers Local Traffic Manager, System Wide Information Management (SWIM), other ATC systems/ATCos and traffic (aircraft/pilot). Two expert brainstorming sessions were performed based on future tasks and description of nominal and non-nominal situations which were defined at the beginning of the project. One, with academic experts, resulted with initial set of hazards. The second, with operational experts (experienced ATCos), provided a validation of the initial set and some additional, complementary hazards. Final output from both sessions is the list of “operation specific” (general) and “task specific” hazards identified. Those hazards are subject to further characterization (assignment of severity and likelihood), aiming to determine safety critical hazards that will serve as an input for development of new training methods for future ATCos.