Focusing on Advanced Point Merge System

Trajectory Management in TMA with Advanced
Point Merge System
13/06/2018
Presented by Man LIANG
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Outline
1 Focusing on Point Merge System (PMS)
2 Thinking about PMS in Beijing, China
3 Latest progress in Post-doc research

Outline
Operational topology
Advanced topology
Challenges and contributions
3 Key problems in arrival management
Proposed solutions
Methodology
Advanced Point Merge System (PMS) topology for BCIA (ZBAA)
Optimization algorithm
Trajectory engine
Experiments and numerical results
Conclusion and perspectives
Integration with wind prediction data
Total PMS concept for DaXing Airport (ZB??)
Multi-level PMS for squeezing A380 into busy airport

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Focusing on Point Merge System (PMS) Thinking about PMS in Beijing, China Latest progress in Post-doc research
PMS
PMS was developed by the EUROCONTROL Experimental Center in 2006.
Systematized method of sequencing ﬂows
Linear holding mode
Less workload for controllers and pilots
Figure: Basic PMS topology for single runway

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Operational PMS topology
Figure: PMS for one runway

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Figure: PMS in Dublin APP, one runway

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Figure: PMS in London ACC, one merging point

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Figure: PMS in Oslo APP, two runways

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Figure: PMS in Paris ACC, two merging points

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New PMS topology concepts: Multi-level on the
sequencing leg
Multi-Level and Multi-Point Merge
System (MLMPMS), or Multi-Level
Point Merge (ML-PM)
To ensure operation safety and
reduce traﬃc complexity.
To properly sequence aircraft into
the airport in the congestion
circumstance.
To design a target altitude at
each way-point to guide aircraft
to execute a near-Continuous
Descent Approach (CDA)
descent (not a fuel optimal
descent, but a near 3 degree
descent) outside the part of
sequencing legs.
Figure: Segregated vertical levels on sequencing leg

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New PMS topology concepts: Mixed mode for easy
trajectory management
Figure: PMS for two parallel runways in APP : mixed mode

Outline
Operational topology
Advanced topology
Proposed solutions
Methodology
Advanced PMS topology for BCIA (ZBAA)
Optimization algorithm
Trajectory engine
Experiments and numerical results

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Traﬃc demand in China

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Source: Civil Aviation Administration of China

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Source: Airbus, Boeing

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Bottleneck of current air traﬃc in China: Capacity
Insuﬃcient airspace for civil aviation (“hard” capacity)
Main air routes in China

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Bottleneck of current air traﬃc in China: Capacity
Insuﬃcient airspace for civil aviation (“hard” capacity)
Trajectories in Beijing TMA (one-month ADS-B data)
Low level of optimization in operation (“soft” capacity)

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Contributions
Research goals: Advanced PMS concept in TMA
1 To meet the requirements of parallel runway operations in China
2 To face the challenge of ”small manoeuvring airspace with dense traffic”
3 To manage a dense traffic with 75% Medium and 25% Heavy, 0% Light aircraft
4 To increase capacity by more dynamic position shift in landing queue
5 To increase flight efficiency by more smooth continuous descent profile
6 To automate some of the routine control works for controllers

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Contributions
Research goals: Advanced PMS concept in TMA
1 To meet the requirements of parallel runway operations in China
2 To face the challenge of ”small manoeuvring airspace with dense traffic”
3 To manage a dense traffic with 75% Medium and 25% Heavy, 0% Light aircraft
4 To increase capacity by more dynamic position shift in landing queue
5 To increase flight efficiency by more smooth continuous descent profile
6 To automate some of the routine control works for controllers
Three parts of my research during my Ph.D study in ENAC
1 Propose a novel route network topology with advanced PMS (Efficiency)
2 Build up a trajectory engine to generate more realistic trajectories (Flyability
and predictablity)
3 Find the conflict-free good solution (Optimization and automation)

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Problem 1: Sequencing optimization
Sequencing is the queue
management of the arrival ﬂows
over a time window of 30-45
minutes in TMA.

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minutes in TMA.
Sequencing optimization is to
apply Constrained Position
Shifting (CPS) technique to First
Come First Served (FCFS)
sequence.

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minutes in TMA.
Sequencing optimization is to
apply Constrained Position
Shifting (CPS) technique to First
Come First Served (FCFS)
sequence.
MPS <= 3 [?].

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Problem 2: Runway assignment
Runway assignment have to be considered in multi-runway operations.
With runway re-assignment (runway allocation), we could balance the runway
landings and departures at all available runways.

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Problem 3: Merging control
Merging control is used to handle real-time traﬃc ﬂows at the tactical level.
Recent merging method
Radar vectoring
Avionics-based merging

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Problem 3: Merging control
Merging control is used to handle real-time traffic flows at the tactical level.
Recent merging method
Radar vectoring
Avionics-based merging
Advanced merging study
Automated merging with conflict-free and airborne spacing
New merging topology design

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Proposed solutions
Methodology overview
Figure: Framework

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Proposed solutions
Advanced PMS topology for ZBAA
Figure: Current ZBAA TMA airspace

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Proposed solutions
Figure: Position of PMS should cover the mainly manoeuvring area used by controllers
to manage the arrivals: QFU 18 arrivals

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Proposed solutions
Figure: Advanced PMS concept for arrivals: two directions

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Proposed solutions
Figure: Advanced PMS for integrated arrival and departure: X-PMS

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Proposed solutions
Optimization algorithm: Given data
Figure: Given data for departure
Figure: Given data for arrivals

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Proposed solutions
Decision (control) variables
Figure: Variables for departure Figure: Variables for arrivals

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Proposed solutions
Constraints
For example:
Figure: Aircraft separation

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Proposed solutions
Conflict detection
The total number of conflicts Ci of each aircraft i ∈ F is the union of the following
three subsets: Ci = Li ∪ Ni ∪ Mi (Link conflict, Node conflict and Merge conflict)

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Proposed solutions
Objective function: goal
z = min C + α1D + α2S + α3P. (1)
C is the total number of conﬂicts,
D is the average square delay from Estimated Time of Arrival (ETA),
S is the average landing interval,
P is the total position shift in the FCFS landing queue.

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Proposed solutions
Sliding window control
Figure: Receding Horizon Control (RHC) approach

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Proposed solutions
Heuristic searching algorithm in sub-problem

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Proposed solutions
Flight procedure
3D procedures
24 available arrival routes
Target altitudes at waypoints
Figure: Flight procedure design

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Proposed solutions
Flight control
Three control parameters
OP: Fixed Rate of Descent (ROD),
Constant Calibrated Air Speed (CAS),
Constant Altitude
AC: Cruise, Approach, Land conﬁguration
AM: 3D, 2D motion
Figure: Multiphase dynamical control process

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Proposed solutions
BADA and Total Energy model
Speed and fuel
Total Energy Model (TEM) is used to
predict aircraft trajectories.
BADA 3.13 aircraft performance model is
used for deﬁning the aerodynamic
parameters.
m ˙Va = Thr − D − mg sin γa, (2)
Va = f {CAS} (3)
L =
1
2
ρSV 2
a CL, (4)
D =
1
2
ρSV 2
a CD , (5)
Thr =
ROD
f{M}
×
mg
Va
+ D, (6)
Fuel = f {Thr} (7)

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Proposed solutions
Experiments and numerical results: one example
Integrated arrivals and departures management
Dataset
Four traffic samples, with 100, 110, 120 and 130 flights per hour respectively.
50% of the flights are arrivals, the other 50% are departing flights.
For arrival flights, there are 14% from KM, 16% from JB, 15% from BOBAK,
25% from VYK, 15% from DOGAR, 15% from GITUM.
For departing flights, there are 14% to KM, 16% to SOSDI, 15% to RENOB,
20% to LADIX, 15% to TONIL, 10% to CDY, and 10% YV.
3 runways: 18L-36R is only for departure, 01-19 is only for arrival, and 18R-36L
for both.

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Proposed solutions
Result: conﬂict-free trajectory for Beijing X-PMS
Figure: Hot spots areas with integrated arrivals and departures

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Proposed solutions
Result: conﬂict-free trajectory for Beijing X-PMS
Figure: Validation of system

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Conclusion of Ph.D study
Numerical results under test conditions show that:
1 The ML-PM route network could support an efficient and dynamic
trajectory control for parallel runway operations.
2 The proposed system has a stable de-conflict performance to handle
dense routine traffic in busy TMAs. It could increase capacity for
busy airport.
3 The user-defined parameter settings in optimization algorithm can
be changed according to different user preferences.
4 The proposed system could be easily implemented for busy airport
with parallel runways.

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Perspectives of Ph.D study
Three main directions for future research:
1 Wind forecast modelling could be added to improve the
predictability of the trajectory.
2 It will be interesting to test other heuristic algorithms with current
SA algorithm.
3 New route network topology based on ML-PM for airport with
multiple runways, such as Beijing new airport Da Xing, is important.

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Improvements in Post-doc research
To add wind prediction data in the current trajectory engine.

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Wind factor for precise trajectory prediction
Proposed solution: only pick up the required wind data at the
speciﬁc way-points and target ﬂight altitude.

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Wind factor for precise trajectory prediction
Proposed solution: only pick up the required wind data at the
speciﬁc way-points and target ﬂight altitude.
Data resource: Global Forecast System (FGS), projection of up to 180 hours in 3 hours intervals

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DaXing Airport in China
Figure: Location of Daxing Airport

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DaXing Airport in China
Figure: 1 step: 4 runways

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Advanced PMS topology for DaXing
To design new PMS topology for multiple runways.
Figure: X-PMS concept for multiple runways: departures+arrivals+multiple runways
(Daxing airport)

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Advanced PMS topology for DaXing
To design new PMS topology for multiple runways.
Figure: X-PMS for multiple runways: departures+arrivals+multiple runways (Daxing
airport)

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A380-800 and Dubai airport
A380s place constraints on how many additional flights Dubai
airport can handle each day
The Airbus A380-800, with a maximum take-off mass in the order
of 560000 kg, is the largest passenger aircraft ever to enter into
revenue service.
Emirates is the biggest operator of the super jumbo, already flies 60
of the A380s and intends to increase A380 fleet to 140.
Dubai airport is a massive transfer hub for long-haul flights. It is the
busiest airport for Airbus A380 and Boeing 777 movements, and the
busiest airport in the world operating with only two runways.

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Radar Wake Turbulence Separation Minima for A380-800
The following wake turbulence radar separation minima should be applied
to aircraft in the approach and departure phases of ﬂight.
The minima should be applied when:
an aircraft is operating directly behind an A380-800 aircraft at the same altitude or less than 300 m (1 000
ft) below; or
both aircraft are using the same runway, or parallel runways separated by less than 760 m; or an aircraft is
crossing behind an A380-800 aircraft, at the same altitude or less than 300 m (1 000 ft) below.

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Multi-level PMS for A380s
This concept is for:
Smartly squeeze A380 at the right position of landing queue.
Easily manage A380 from diﬀerent entry points of TMA to the runway close to
the airport F gate.
Separate A380s with other aircraft with vertical separation (1000ft), give more
chance for the others to overtake A380s and fast landing at the airport.

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The end
If you have questions, please contact me on: man.liang@enac.fr.
Post-doc research is supported by Thales.

Focusing on Advanced Point Merge System

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