Latest revision as of 05:47, 2 February 2021

Abstract

To ensure that air traffic demand does not exceed airport and airspace capacities, traffic management restrictions, such as delaying aircraft on the ground, assigning them different routes and metering them in the airspace, are implemented. To reduce the delays resulting from these restrictions, revising the partitioning of airspace has been proposed to distribute capacity to yield a more efficient airspace configuration. The capacity of an airspace partition, commonly referred to as a sector, is limited by the number of flights that an air traffic controller can safely manage within the sector. Where viable, re-partitioning of the airspace distributes the flights over more efficient sectors and reduces individual sector demand. This increases the overall airspace efficiency, but requires additional resources in some sectors in terms of controllers and equipment, which is undesirable. This study examines the tradeoff of the number of sectors designed for a specified amount of traffic in a clear-weather day and the delays needed for accommodating the traffic demand. Results show that most of the delays are caused by airport arrival and departure capacity constraints. Some delays caused by airspace capacity constraints can be eliminated by re-partitioning the airspace. Analyses show that about 360 high-altitude sectors, which are approximately today s operational number of sectors of 373, are adequate for delays to be driven solely by airport capacity constraints for the current daily air traffic demand. For a marginal increase of 15 seconds of average delay, the number of sectors can be reduced to 283. In addition, simulations of traffic growths of 15% and 20% with forecasted airport capacities in the years 2018 and 2025 show that delays will continue to be governed by airport capacities. In clear-weather days, for small increases in traffic demand, increasing sector capacities will have almost no effect on delays.

Original document

The different versions of the original document can be found in:

• http://www.aviationsystemsdivision.arc.nasa.gov/publications/2010/Palopo_ATIO2010_final.pdf

• http://arc.aiaa.org/doi/pdf/10.2514/6.2010-9295,

http://dx.doi.org/10.2514/6.2010-9295

• https://www.aviationsystems.arc.nasa.gov/publications/2010/Palopo_ATIO2010_final.pdf,

https://www.aviationsystemsdivision.arc.nasa.gov/publications/2010/Palopo_ATIO2010_final.pdf,

https://ntrs.nasa.gov/archive/nasa/casi.ntrs.nasa.gov/20110008165.pdf,

https://ntrs.nasa.gov/search.jsp?R=20110008165,

https://repository.exst.jaxa.jp/dspace/handle/a-is/248164,

http://www.aviationsystems.arc.nasa.gov/publications/2010/Palopo_ATIO2010_final.pdf,

https://academic.microsoft.com/#/detail/2077222467