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ATC/ATM (Air Traffic Control/Management)
Published in Milan Janić, System Analysis and Modelling in Air Transport, 2021
The TMA (Terminal Manoeuvring Area) established above and around an airport zone ensures the safe, efficient, and effective handling of arriving and departing aircraft flows under given conditions. In either analytical or simulation modelling of its capacity, the terminal area is usually represented as a prism with a polygon-shaped base and corners as the entry/exit gates. In such case, these entry/exit gates are the connecting/transfer locations between the terminal area and LAA (Low Altitude Airspace). They are usually defined by the navigational aids, which enable the arriving aircraft to perform, if necessary, the holding pattern before entering the terminal area. After entering the terminal area, these aircraft follow the assigned arrival trajectories to the landing runway. These trajectories can be defined by: (i) the navigational aids located inside the terminal; (ii) two- (2D), three- (3D) or four- (4D) aerial navigation system; (iii) the ATC controller’s radar vectoring, including the aircraft headings, heights, and speeds. In any case, when all aircraft have to follow such trajectories, they are known as STARs (Standard Terminal Arrival Route (s)). Similarly, the departure routes can be defined. If all aircraft are required to follow them, they are known as SID (Standard Instrument Departure) routes or DPs departure procedures (DPs). Figure 4.3 shows the simplified scheme of the set of STARs in TMA.
The Air Traffic Management System
Published in Tom Kontogiannis, Stathis Malakis, Cognitive Engineering and Safety Organization in Air Traffic Management, 2017
Tom Kontogiannis, Stathis Malakis
Navigation systems (i.e., commonly termed navaids) refer to a group of land and space based systems that enable pilots to know their exact position in the airspace or, in the vicinity of an airport. The en-route navigation depends on airways that essentially form a network of “highways” in the sky. An airway is a control area that forms a sort of corridor in the airspace (ICAO 2007a). In the vicinity of airports, navigation depends on creating funnels for approach and landing with the routes that connect the airport with the surrounding airways. For instance, a Standard Instrument Departure (SID) is created when an IFR departure route links a runway with a specified significant point normally in an airway. With the aid of appropriate flight instrumentation systems, the flight crew can make use of an Instrument Approach Procedure (IAP) in order to maneuver from an initial approach fix, or the beginning of an arrival route, to a point for landing in the runway.
Aircraft performance
Published in Paul Clark, Buying the Big Jets, 2017
Aircraft mostly follow designated airways, Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs). Where no designated airway exists, random tracking can be used. In some areas of the world even the designated tracks actually shift position twice a day. Clearly, the complexities and highly variable nature of real aircraft operations are very difficult to replicate in a single performance calculation, which is intended to be used as the template for airline payload capability.
An efficient algorithm for solving the system optimisation problem in transportation
Published in International Journal of Systems Science, 2020
Han Yun-xiang, Huang Xiao-qiong
In this section, we study different cases to demonstrate the performance and effectiveness of the proposed method. First, we describe the basic setup of experimental verification, then discuss each experimental process and give the corresponding conclusions. Shanghai International Airport is one of the busiest airports in the world. The available data in its terminal control area includes ADS-B records. The airspace structure considered in the case study is shown in Figure 2, which highlights nine departure routes, each of which has a specific length. In addition, it is assumed that each departure route has a unique starting point with a fixed configuration. For PIKAS, both 22D and 24D use the same fix. In order to calculate the demand of departure routes in the area under consideration, air traffic controllers need the transit time between each location point and the requested route. These values are shown in Table 1. When departure aircraft approaches the exit fix, the aircraft is handed off from a terminal control area controller to area control centre controllers, and it begins following the corresponding standard instrument departure (SID) route. This section presents numerical results obtained by the proposed optimisation algorithm discussed in section 2 for various configurations of departure routes. To evaluate the model efficiency introduced in this study, we compared the analysis results with different process time (Han et al., 2017).