Olga Gluchshenko

Optimal mixed-mode runway — Mixed-integer programming for ATC scheduling

⇁ MIP provides dual solution quality information which can be used to evaluate the quality (i.e. optimality) of solutions. ⇁ Compacter sequences and therefore increased throughput is possible with a holistic approach. ⇁ ADCO more fits for the 70:30 usage of the runway (70% ARR). Usage of existing AMAN/DMAN investments is possible. ⇁ The holistic approaches are applicable for full mixed-mode operation (60:40 to 50:50 to 40:60). New tools may be needed. ⇁ ADCO implicitly generates more buffer, holistic approaches explicitly model the buffers. ⇁ All three approaches, however, increase the throughput and reduce controller workload compared to a master slave scenario.

Optimal mixed-mode runway scheduling — Mixed-integer programming for ATC scheduling

On mixed-mode runways arriving and departing aircraft share the same runway. Whereas arriving aircraft have rather tight constraints with respect to their touch down time departing aircraft can wait on-ground. Sufficiently large gaps have to be generated in between two different aircraft. We therefore have to schedule arriving and departing aircraft in an integrated fashion taking a diverse set of requirements, e.g., minimum separation, tight touch down windows, etc. into account. We present an integrated approach to mixed-mode runway scheduling using mixed-integer programming techniques. These techniques for solving optimization problems provides us with a quality guarantee of the computed solution as well as flexibility to incorporate additional constraints and in particular to use non-monotone objective functions. The resulting mixed-integer program can be solved fast using modern solvers. We also provide a brief comparison to other approaches using a real-world simulation and highlight advantages and disadvantages of our approach.

First results of coupling of ATM planning systems with different time horizons

With the implementation of Total Airport Management we expect that the pre-tactical airport planning for a 24h period will be tool supported in future. Usually decisions made and implemented in those pre-tactical phase influence the tactical planning. The paper at hand describes the trials performed with coupled ATM planning systems for the mentioned pre-tactical planning and the tactical controller assistance systems. It starts with a brief description of the pre-tactical planning system prototype from DLR and our research prototypes for arrival and departure management. The conceptual idea of coordination profiles to couple both kinds of planning systems are explained in short before selecting two coordination profiles for the trials. The result confirms our expectation: With the coupling the traffic flows entering the tactical planning are smoothed.