China
Africa
Explore chapters and articles related to this topic
Air Traffic Control System
Published in Milica Kalić, Slavica Dožić, Danica Babić, Introduction to the Air Transport System, 2022
Milica Kalić, Slavica Dožić, Danica Babić
Aviation is increasingly moving to the new navigation systems technology, i.e., GPS-based navigation, which improves safety and flight efficiency by enabling aircraft to fly direct from departure to destination using the most fuel-efficient routes. GPS is a space-based positioning, velocity, and time system, which enables three-dimensional position determination for all phases of flight from departure, en-route, and arrival, to airport surface navigation. Greater use of GPS navigation system allows aircraft to fly user-preferred routes from waypoint to waypoint, where waypoints do not depend on ground infrastructure. This feature is of particular importance in areas that lack suitable ground based navigation aids or surveillance equipment.
Operational environment
Published in Peter J. Bruce, Yi Gao, John M. C. King, Airline Operations, 2018
There will typically be a mix of ground-based and satellite navigation systems. Ground-based navigation infrastructure is being rapidly replaced by Global Navigation Satellite System (GNSS) operations due to satellite reliability, availability and relative cost. Global Positioning System (GPS)-based navigation both en route and for instrument arrivals is quickly superseding traditional navigation systems and is now in many circumstances the accepted primary means of navigation.
Task difficulty and physiological measures of mental workload in air traffic control: a scoping review
Published in Ergonomics, 2022
Murillo Pagnotta, David M. Jacobs, Patricia L. de Frutos, Ruben Rodríguez, Jorge Ibáñez-Gijón, David Travieso
Table 1 categorises the studies according to the participants and the ATC situation. The sample included 7 real-world studies (henceforth referred to as field studies) and 34 simulation studies. Of the 34 simulation studies, 32 implemented some form of experimental design (the exceptions being Dasari, Shou, and Ding 2017, and Shou and Ding 2013), and all but 2 of the 32 experimental simulation studies manipulated task difficulty (the exceptions being Maior, Wilson, and Sharples 2018 and Weiland et al. 2013). The experimental design has important consequences for how the effect of task difficulty on MWL is examined. Studies that manipulate task difficulty can directly treat the respective design variables as predictors. In contrast, studies that do not manipulate task difficulty (including the four above-mentioned simulation studies and the seven field studies) need to record variables that operationalise task difficulty (e.g. current number of aircraft) and retrospectively examine the relation between such variables and measures of MWL. In Table 1, and in the remaining part of this article, the ATC environments were divided into airport and en-route situations (given the similarity to en-route environments, approach environments were included under the label en-route).
Evaluating the operational performance of airside and landside at Chinese airports with novel inputs
Published in Transportation Planning and Technology, 2018
Baocheng Zhang, Lili Wang, Zhijian Ye, Jianzhong Wang, Wenpeng Zhai
The primary method of controlling the immediate airport airside environment is visual observation from the aerodrome control tower. Airport or tower controllers are responsible for the separation and efficient movement of aircraft operating on parking positions, taxiways and runways of the airport itself, and aircraft in the air near the airport, generally 5 to 10 nautical miles (9 to 18 km) depending on the airport procedures. Hence, the main work of an air traffic controller in an airport tower is to issue clearance for landing and take-off and guide aircraft taxiing. Accordingly, airport congestion can be separated into airside and landside congestion. Air traffic congestion includes airport-airside congestion, terminal (approach) congestion and en-route congestion. Therefore, airport-airside congestion is one of air traffic congestion while airport-landside congestion is not. Airside congestion is a major cause for the large delays that currently affect the Air Traffic Management (ATM) system (Lozano, Gutiérrez, and Moreno 2013; Fan, Wu, and Zhou 2014). Therefore, airside performance is addressed as well as landside performance (passenger-terminal and cargo-warehousing) in this paper.
Emission-aware adjustable robust flight path planning with respect to fuel and contrail cost
Published in Transportmetrica B: Transport Dynamics, 2023
We consider a complete en-route flight path as starting from a predefined initial waypoint at the start of the cruising phase to a predefined last waypoint at the end of the cruising phase. Only cruising phase is modelled as the take-off and landing phases are not the key areas of concern with minimising fuel consumption and contrail length via re-routing and changing of flight level manoeuvres. Two decision variables and are introduced to determine the flight path planning. The decision variable is the route selection. If route is selected, . 0, otherwise. The flight level selection is determined by . If flight level is selected to execute the cruising operations, . 0, otherwise. En-route flight level decision is a joint decision of , , and . Given that and equal to 1, flight is expected to continue cruising at the same flight level if . If , flight will change flight levels at waypoint and remain at flight level until it reaches waypoint .