Propagation of airborne spacing errors in merging traffic streams
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1 Propagation of airborne spacing errors in merging traffic streams Dan Ivanescu *, Chris Shaw, Eric Hoffman, Karim Zeghal EUROCONTROL Experimental Centre with the support of CASCADE programme & ATC domain of EUROCONTROL EATM EVP programme of EC DGTREN * Steria Company, France European Organisation for the Safety of Air Navigation
2 Plan of the presentation Objective Introduction Operational concept Airborne spacing Apparatus Method Parameters, Metrics Operational scenario Performance requirements Results Conclusion EEC cockpit display merge behind 2
3 Objective Objective is to investigate how disturbances of time spacing error are propagated through sequences significantly longer than two aircraft, during a descent from 2, feet down to 4, feet behaviour of aircraft under airborne spacing while being merged (i.e. string creation) and close to landing (i.e. string termination) check wave propagation effects in TMA over time periods several times longer than length of instantaneous string i.e. standing waves 3
4 Introduction 4 Results from road highway traffic, military vehicle platoons etc. conclude string stability cannot be obtained when vehicles use only relative spacing information to maintain constant distance behind a predecessor Constant time delay based spacing potential solution Related studies Seiler, Pant, Hedrick, (22), Disturbance propagation in large interconnected systems Slater (22), Dynamics of self-spacing in a stream of in-trail aircraft Abbott (22), "Speed control law for precision terminal area In-trail self-spacing" Krishnamurthy, Barmore, Bussink (2), Airborne Precision Spacing in Merging Terminal Arrival Routes: a Fast-time Simulation Study
5 Operational concept Airborne spacing New task allocation between controllers and flight crew Set of new spacing instructions where the flight crew can be tasked by the controller to maintain a given spacing with respect to a designated aircraft Sequencing applications in terminal areas Remain/heading then remain behind Merge/heading then merge behind To maintain current spacing Remain To maintain predicted spacing Merge Adjust speed Adjust speed
6 Apparatus Aircraft model All aircraft are Airbus A32 Point mass with bank angle, thrust, lift and drag models validated by NLR Standard atmosphere, zero wind Airborne spacing time delay based guidance Trail has to minimise along track error with respect to a ghost of the target Lead history could be used - a spacing anticipation time constant to compensate for lags in the system due to mass inertia and throttle response delay to reduce the number of discrete speed changes requested to the pilot GS_desired (t) = GS_lead (t-time_spacing + spacing_anticipation) + Correction_term (t) Simulation platform MATLAB/Simulink 6
7 Method (/4): scenario set-up Environment: aircraft under spacing in final approach ~ hour of simulated traffic, with 3 aircraft Required constant time spacing: 9s At any instant about six pairs of aircraft in sequence RUNWAY 4, ft IAS 8 FAF MERGE WAYPOINT 3 NM 3 NM IAF IAF 2 FL IAS 23 FL 2 IAS 23 7
8 Method (2/4): experiment metrics Three metrics derived from real-time experiment Accuracy metric: time spacing error during the maintain spacing phase both in manual and automatic modes Activity metric: number of speed adjustments per minute performed by the pilot Cost metric: aims at assessing excessive speed changes performed by the trail aircraft 8
9 Method (3/4): experimental parameters Experimental parameters Parameters Spacing anticipation time (s) Airborne spacing director mode Initial time spacing error between aircraft (s) Top of Descent distance from FAF (NM) Values,,,, 2 Automatic mode and manual mode with human pilot model Random between - (trail early) to + (trail late) Random between 38 and 42 Number of trials Automatic mode: 8 trials (2,4 aircraft pairs) Manual mode: trials (3, aircraft pairs) 9
10 Method (4/4): performance requirements Performance requirements derived for a pair of aircraft Requirement type Accuracy Control activity Control cost Performance Requirement parameter Automatic mode Manual mode Mean <.s Time spacing error lower safety containment bound = -4s upper efficiency containment bound = 4s Frequency of speed adjustments Cumulative airspeed variation Not applicable Mean < 2.s lower safety containment bound = -6s upper efficiency containment bound = 6s Mean < action per minute, with a standard deviation < action per minute Mean < knots with a standard deviation < knots Goal: derive requirements independently of the spacing algorithms
11 Results: wave propagation Time spacing error [seconds] Pairs of aircraft in TMA Number of sequences Time spacing error [seconds] Pairs of aircraft in TMA Number of sequences Spacing anticipation = s Spacing anticipation = s Time spacing error [seconds] Pairs of aircraft in TMA 2 2 Number of sequences 2 Wave propagation (in time) as function of spacing anticipation Spacing anticipation = 2s
12 Results: wave propagation. Automatic mode Spacing error as function of travelled distance. Automatic mode Spacing error as function of travelled distance -. Time spacing error [s] Time spacing error [s] Travelled distance [Nm] IAF Spacing anticipation = s. Automatic mode Spacing error as function of travelled distance FAF Travelled distance [Nm] IAF Spacing anticipation = s FAF Time spacing error [s]. Wave propagation (in distance) as function of spacing anticipation Travelled distance [Nm] IAF FAF Spacing anticipation = 2s
13 Accuracy results: along track time spacing error (Statistics) Time spacing error [seconds] Max 9% 8% Mean.% Min -6-8 Auto 8 trials Manual trials Mode / Number of trials 3
14 Activity and cost results (Statistics) Number of speed actions per minute Max Mean+Std Mean Mean-Std Min Cummulative CAS [knots] Max 9% Mean +Std Mean.% Mean - Std Min - Manual trials Mode / Number of trials Auto 8 trials Manual trials Mode / Number of trials 4
15 Conclusions & Future work Time spacing error can propagate forwards / backwards runway, but wave compression can be avoided by making use of the history of the preceding aircraft to compensate for lags using a time based control guidance Statistical trials An anticipation of s cancelled the wave (flat peak in spacing error, stationary relative to the ground) Spacing accuracy (automatic and manual) and number of speed actions met the initial set of performance requirements Cost in speed variation in manual mode higher than required: Future work trade-off between accuracy and cost could be reviewed Extreme entry conditions, cross-track errors Refinement of requirements through real-time simulation
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