Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
Todd Farley
(650) 604-0596
Time-Based Metering and the
Multi-Center Traffic Management
Advisor (McTMA)
Ames Research Center
Agenda
• McTMA training, part 1
Time-based metering Why the push for metering? Why here? Why now?
Autopsy of failed metering programs Metering: then and now
The transition to time-based metering It can be done. Here’s how it’s going at ZLA…
Introduction to McTMA
McTMA system architecture
What’s next? The game plan and your role in it
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
Time-Based Metering
The “M” word…
Ames Research Center
Time-based metering
“We tried that already. It didn’t work. You can leave now.”
- Boston Center controller
“This is the best feed of aircraft I have seen from ZLA ever.”
- SoCal Tracon controller
Ames Research Center
Time-based metering
• Why the push to go to metering?
Theoretically proven to be more efficient Throughput Arrival delay Airborne holding
… but what about workload?
Ames Research Center
In practice: so far, so good At every TMA site so far, results from operational use
have validated the benefits that theory suggests
… including workload
TMA: Single-Center vs. Multi-Center
ZAB ZFW
ZAU ZOB
ZTL
ZJX
ZDC
ZBW
ZNY
ZMA ZHU
ZKC
ZME
ZDV
TMA-SC FFP1
PHL
BOS
CVG
DTW
IAH
MEM
ORD
PHX
PIT
SEA
SLC
STL
LAX
SFO
DEN
MSP
DFW
ATL
MIA
MCO
CLTLAS
Minneapolis
ZMP
ZSE Seattle
ZLC Salt Lake
ZOA Oakland
ZLA
Los Angeles
Albuquerque
Denver
Houston
Kansas City
MemphisFort Worth
Atlanta
Miami
Jacksonville
Chicago
Boston
Cleveland
Washington
STLDec 2006
CVGNov 2005
IAHAug 2003 MEM
May 2006
ZID
TMA-SC FFP2
TMA-MC
New York
Ames Research Center
Time-based metering
• Why the push to go to metering here?
We’ve tried the obvious places and it’s worked ZFW, ZMP, ZLA, etc.
• ZLA is the first facility to transition from miles-in-trail to time-based metering, and the results have been positive(more on that later)
This is the Northeast Corridor… there’s more demand and tighter constraints here than anywhere
The Northeast is the ultimate test
• Why Philly? RTCA recommendation Its location makes it interesting from a research perspective
Ames Research Center
Time-based metering
time·based me·ter·ing (tīm bāsed mē’t r-ing) n. 1. A traffic management alternative to miles-in-trail spacing to de-peak the arrival demand to meet a downstream restriction. 2. A sector control technique by which aircraft are vectored (speed, heading, and/or altitude) to meet a crossing-time restriction at a coordination fix.
e
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Time-based metering
• In theory, a more efficient way of spacing traffic flows to spread out the demand to meet capacity.
Time-based metering10 miles in trail
Ames Research Center
100 nm
Time-based metering
• In practice, works very well in airspace with large, open sectors that have been metering for years. for example,
ZFW & ZMP
… of course, that’s not the case here.
Ames Research Center
Arrival airspace comparison
• ZNY characteristics Small, complex sectors Heavy crossing traffic Flights in transition
Ames Research Center
Time-based metering
• Here’s the basic question:Is there a way to implement time-based meteringin complex airspace that makes sense in terms of efficiency and workload?
Ames Research Center
McTMA cadre
Traffic management: Boucher, Kurz, RosenbergNATCA CPCs: Golder, Kohler, Cummings
Traffic management: Jay Conroy, Jack WhiteNATCA CPC: Mike Dowd
Traffic management:Mike Klinker, Barry ConstantNATCA CPC: Bob Padgett
Traffic management: Mark Evans, Doug DavisNATCA CPCs: Jim Bartel, Bob Weaver
Traffic management: John KelleyNATCA CPC: Patrick Rodden
NASA: Tom Davis, Todd Farley, Ty Hoang, Steve Landry, Kathy LeeMITRE: Kerry Levin, Dennis Rowe
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
“We tried that already. It didn’t work.”
Metering: Then and Now
This is not your father’s metering system…
Ames Research Center
Time-based metering predecessors
• En-Route Metering (ERM) 1970s-80s [R.I.P.]
• Arrival Spacing Program (ASP) 1980s-today
• Both failed to work in complex airspace
Ames Research Center
Time-based metering predecessors
• Shortcomings are well understood, and surmountable ERM and ASP are Host-resident programs
Subject to processing limitations of the Host Inaccurate trajectory estimates
No wind data Inaccurate trajectory estimates
Host-resident programs unable to interface with other Centers Unable to develop a common metering plan across Centers Adjacent Centers worked with uncoordinated arrival metering plans
Ames Research Center
Time-based metering with McTMA
• McTMA is a completely different approach Not a Host-resident program;
McTMA is a brand new, independent infrastructure of state-of-the-art computer equipment
Superior computational resources make possible the use of far more sophisticated trajectory modeling and scheduling algorithms
• More accurate trajectory estimates
Ames Research Center
Time-based metering with McTMA
• McTMA is a completely different approach McTMA has access to hourly wind updates (RUC forecasts)
More accurate trajectory estimates
• The inherent advantages of the TMA approach over that of ERM or ASP have resulted in significant operational improvements at every facility that has upgraded from ASP to TMA Land more aircraft per hour 5-8% throughput increase Less metering
Ames Research Center
Time-based metering with McTMA
• McTMA is a completely different approach McTMA is fully integrated between Centers
Access to all relevant flightplan and track data Able to exchange metering data across Centers
• Adjacent Centers synchronized to a common arrival metering plan
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
The transition to time-based metering
It can be done. Here’s how it’s going at ZLA…
Ames Research Center
LAX transition to metering
• Traffic management before metering Adjacent Center MIT initiatives or
GDP or both MIT-based initiatives (jets) Call for release on satellite
departures (ZLA and SCT TMU) Internal holding at SLI, DARTS,
LAHAB No-notice holding by ZLA at SCT
boundary Occasional unfilled gaps on finals Arrival numbers often below
advertised AAR TMS delays common on IFR
days
LAX Arrival Rates
6876
84
0
20
40
60
80
100
ILS ILS/VAP VAP
64-
68
72-
76
78-
84
Ames Research Center
LAX transition to metering
• Benefits for LAX arrival operations ZLA
Vectoring occurs in High Altitude sectors Less coordination necessary (speeds/vectors) between SCT feeder
sectors and ZLA sectors No-notice holding greatly reduced
SCT Arrival flow to SCT based on all traffic and the runway availability Aircraft are staggered on merging routes (East gate) Speeds faster transitioning to finals Less space wasted on finals
Ames Research Center
• Traffic management initiatives for initial time-based metering trials
Implemented to allow for safe transition to new procedures associated with time-based metering
May 14 - TMI’s (regardless of AAR at LAX) 30 MIT from East Adjacent ARTCC’s - ZAB, ZDV, ZLC 20 MIT from ZOA SAN arrivals (from the East) routed south O/IPL (Sector 39) 10 MIT - VTU Departures (from SCT) Altitude capping for arrivals to LA Basin/San Diego area airports (i.e.
BUR/VNY, SNA/LGB, SAN/CRQ)
June 4 - TMI’s back to normal operations. Dynamic application based on sector demand and workload
LAX transition to metering
Ames Research Center
• May 30 (1700-1850Z) WXWX: VIS 3 MI, BKN 006, OVC 008. VIS North 2 MI No VAP’s LAX advertised AAR 64 due to heavy mix and 3
mile separation at THD East Winds at altitude Actual arrivals: 1710-1810z
69 Heavy/757 mix 38%
6469
0
10
20
30
40
50
60
70
AAR
SCT AAR
ACTUAL
38%
Heavy/757
May 30 metering trial results
38%
Heavy/757
Ames Research Center
June 7 metering trial results
68 69 71
0
15
30
45
60
75
Arrivals
AAR
1740-1840
1800-1900
• June 7 (1615-1900Z) WXWX: IFR OVC 008 No VAP’s LAX advertised AAR 68 Actual arrivals: 1740-1840z
69 (Heavy/757 mix: 43%)
Actual arrivals: 1800-1900z
71 (Heavy/757 mix: 34%)
43% Heavy/757
34% Heavy/757
Ames Research Center
68
59 61
0
15
30
45
60
75
Arrivals
AAR1700-18001800-1900
June 10: no metering
• June 10 (1700-1900): WX: BKN/OVC 020 (IFR) No VAP’s LAX advertised AAR 68 Actual arrivals: 1700-1800z
59 (Heavy/757 mix: 32%)
Actual arrivals: 1800-1900z
61 (Heavy/757 mix: 36%)
3 A/C held @ VTU/DARTS for +10 SAN +27 (Ground Delay)
Ames Research Center
Transition to metering at LAX
“It is difficult to compare metering vs. non-metering arrival numbers; however, I believe that if metering had been used (on June 10), the arrival numbers would have been higher, without the delays incurred today.”
Gary Hobbs, STMC, Southern California TRACON
• SCT statement regarding June 10
Ames Research Center
• June 21 (1630-1830Z): WXWX: IFR OVC 020 No VAP’s LAX advertised AAR 64 - 68 Actual arrivals - 10 minute running
totals 1630-1830z1630-1830z : 67-66-68-67-68-68 Heavy/757 Mix - 10 minute % running totals 1630-1830z1630-1830z
31-34-35-39-38-41
Metering has provided a more consistent flow of traffic over long periods of time
68 67 68 6868
0
15
30
45
60
75
Arrivals
AAR
1630-1830 AVG
1650-1750
1710-1810
1720-1820
41% Heavy/757
38% Heavy/757
35% Heavy/757
June 21 metering trial results
Ames Research Center
• June 27 (1630-1850Z): WXWX: IFR OVC 020 No VAP’s until 1815z AAR 72 @ 1815z LAX advertised AAR: 68 - 72 Actual arrivals - 10 minute running
totals 1730-1900z 66-68-69-69 Heavy/757 mix correlates to net
hourly arrivals
68 66 69 6968
0
15
30
45
60
75
Arrivals
AAR
1730-1830
1740-1840
1750-1850
1800-190029%
Heavy/757
33%
Heavy/757
37%
Heavy/757
41%
Heavy/757
June 27 metering trial results
Ames Research CenterTraffic flow from the East is staggered reducing the
incidence of vectoring within TRACON airspace.
Ames Research Center
ZLA transition to metering
• SCT testimonials for time-based metering
“This is the best feed of aircraft I have seen from ZLA (to LAX) ever.”
Doug Voelpel, SCT LA Area
“We were busy (during rush on June 7), but we were never out of control and we consistently had enough aircraft to fill both of the finals.”
Dan Boyle, SCT LA Area
“Do you have to stop metering?”
SCT TM (daily)
Ames Research Center
Improved awareness results in: Fewer surprises Earlier knowledge of traffic and delay
spikes Improved quality of information to
controller
More consistent flows reduce: No-notice holding Incidence of excessive ground
delays Frequency of sudden need to create
a “hole” in sequence, e.g., for aircraft in a low sector
Fluctuation in flow rates into approach airspace
Coordination with TRACON, TMC’s, supervisors
Allows flexible traffic options Spacing is based on runway
availability Delays can be effectively managed
according to sector workload
Enhanced credibility with airspace users Improved accuracy of delays and
holding predictions Equitable distribution of delays
counters perception of favoritism
The bottom line
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
Introduction to Multi-Center TMA
Officially: TMA-MC
NASA Jive: McTMA
Ames Research Center
efficient arrival plan: one which effectively manages demand to meet capacity as closely as practical.
What is TMA?
• Traffic Management Advisor TMU planning tool for arrival rush operations Tool for passive communication/coordination
between ARTCC(s) and TRACON Time-based metering tool Purpose: Help generate and implement a
more efficient arrival plan for the adapted TRACON & airport
Seeks to manage these arrival flows while the aircraft are still in Center airspace
Goal: improve throughput, ease workload, reduce delay, increase capacity, improve coordination between facilities
TMA is being deployed nationally as part of the FAA’s Free Flight Program.
Ames Research Center
What is TMA in practical terms…
• Predicts arrival demand TMA provides fresh (12-second update), accurate prediction of
the arrival demand
• Matches demand to capacity Based on constraints entered by the TMC (e.g., AAR, meter fix
closures, etc.), TMA computes a time-based schedule by which arrival demand will meet (and not exceed) the capacity of the airport & TRACON
• Provides metering targets Sector controllers implement the schedule by vectoring aircraft
to meet crossing times posted on their radar displays
Ames Research Center
What is TMA-MC?
• TMA Multi-Center is an extension of the TMA Single-Center to regions where more than one facility is significantly involved in arrival traffic flow management TMA-MC creates a network of TMA’s at adjacent Centers Enables transition to time-based metering in complex airspace Provides scheduling information at adapted runways, approach
fixes, and upstream Center boundaries Facilitates regional collaboration
TMA-MC is a priority research project for the FAA’s Free Flight Program,
with a goal of providing capability in the field in the 2004-2005 timeframe.
Ames Research Center
System control&
communication
Atmosphericdata
Arrival timeprediction
TMC Flow VisualizationController advisories
Flight plan dataRadar Track & SpeedController commands
Operational ATC Computer
ConstraintScheduling
TMA Workstations
TMA basic system description
Ames Research Center
TMA functions
• TMA (single-center, multi-center, whatever) essentially does three things:
(1) Predict arrival demand more accurately than anything available today
(2) Help TMU develop a better plan for the arrival rush via Timeline display (see next slide) and a much, much smarter
scheduling algorithm than has ever been available with ASP
(3) Produce metering lists to implement the overall arrival plan. The advisories are designed to distribute the metering delay (i.e.,
workload) upstream and/or downstream across different sectors, areas, and even facilities. The result is that separate flows into a common destination (PHL TRACON, for example) are synchronized to the overall master arrival plan generated in the TMUs.
Ames Research Center
• Round 1: Multi-Facility Collaboration (March - June) TMA to provide TMCs in multiple facilities with consistent,
accurate arrival information Each TMU to use TMA to help develop a coordinated arrival plan Develop the ops concept
Determine hierarchy for decision-making between facilities
• Round 2: Metering (Fall ’03 - Spring ’04) Use TMA time-based scheduling
Enable free-flow of heavily saturated sectors while metering others
Transition to time-based metering in all McTMA facilities Develop operational procedures for metering in multiple facilities
Determine costs/benefits of metering in complex airspace
Field test phases
Ames Research Center
Challenges for McTMA in NE Corridor
• Complex airspace Involves multiple facilities (TMUs, sectors, and TRACONs) Small sectors, restricted controllability Tower enroute control (TEC) traffic Crossing traffic flows Streams of metered traffic with unmetered traffic Transition to metering control techniques
• Potential benefits Accurate prediction: a reliable window on the next 90 minutes Smoother traffic flow: fewer ties, less airborne holding, more
advance notice when holding is required Redistributed, more balanced workload
Ames Research Center
Who’s involved
NE CorridorController-in-the-loop, Real-time Simulation
Benefits AnalysisController Training
Field Demonstration/TestingTechnology Transfer
•AOZ (FFP2)
•Air Traffic•WJHTC
• Requirements definition• NE airspace procedures
MITRE• TMA operational expertise• System design• Algorithm development• Human factors
• System-S/W development• Installation
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
McTMA System Architecture
The plumbing…
Ames Research CenterTerminal Area ATM Research BranchMoffett Field, California
What’s next?
The Game Plan
Ames Research Center
Field trials 1 and 2
M T W T F SS
27
65
12 13
19 20
26
January 2003
1 2 3 4
7 8 9 10 11
14 15 16 17 18
21 22 23 24 25
28 29 30 31
M T W T F SS
109
16 17
23 24
5 6 7 8
11 12 13 14 15
18 19 20 21 22
25 26 27 28 1
1
2 3 4
February 2003
• Evaluate each TMA instance in standalone mode
• Objectives Confirm McTMA installations and network are stable Verify internal flight data processing Refine internal ETA computations Collect baseline data
• Expected result Each TMA node operating stably Reliable flight data processing within each TMA
and between TMA pairs Accurate partial ETA’s
Ames Research Center
Field trial 3
• Transition to full McTMA network
• Objectives Connect and operate full McTMA network Verify flight data processing Refine end-to-end ETA computations Collect baseline data
• Expected results McTMA network operating stably Reliable flight data processing throughout
the McTMA network Accurate end-to-end ETA’s TMCs familiar with timeline display, load graph display,
and basic scheduling panels
M T W T F SS
31
109
16 17
23 24
30
5 6 7 8
11 12 13 14 15
18 19 20 21 22
25 26 27 28 29
2 3 4
March 2003
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Field trials 4 and 5
• Round 1 operational evaluations
• Objectives Evaluate candidate operational concepts
for coordinated arrival planning Conduct human factors assessments
Usability, suitability, acceptability Collect baseline data
• Expected results Accurate demand forecasts Critical review of operational concept candidates User interface design requirements Scheduling performance data collected
April 2003
M T W T F SS
30
98
15 16
22 23
29
4 5 6 7
10 11 12 13 14
17 18 19 20 21
24 25 26 27 28
1 2 3
June 2003
M T W T F SS
28
76
13 14
20 21
27
21 3 4 5
8 9 10 11 12
15 16 17 18 19
22 23 24 25 26
29 30 1 2 3
Ames Research Center
Simulation at WJHTC
• Objectives Meter competing arrival flows with overflight traffic Training
Provide cadre with exposure to metering operations and techniques in the presence of competing arrival flows prior to the start of metering trials in the field
Illustrate the workload benefits of regulating arrival flows using McTMA; Illustrate the workload costs of poor metering conformance
Demonstrate how TMUs at different facilities can coordinate their decisions (e.g., departure releases) with respect to competing, external flows, and thereby avoid holding at their meter fix(es)
Research Identify the need for requirements changes in the McTMA
scheduling and/or delay distribution algorithms Assess the impact of unscheduled TEC flights
M T W T F SS
1110
17 18
24 25
6 7 8 9
12 13 14 15 16
19 20 21 22 23
26 27 28 29 30
3 4 5
August 2003
1 2
Ames Research Center
Field trials 6 and 7
• Round 2 operational evaluations Shadowing
• Objective Assess McTMA metering performance
Activate McTMA advisories for shadowing• TMCs use Timeline display to coordinate acceptance rates
and restrictions• Output fed into McTMA for shadowing exercises• Controllers shadow the advisories for one rush,
then debrief• Shadow use of departure release tool by TMCs
Assess metering advisories and human factors issues Collect data for performance metrics
M T W T F SS
29
87
14 15
21 22
28
3 4 5 6
9 10 11 12 13
16 17 18 19 20
23 24 25 26 27
30
31 1 2
September 2003
M T W T F SS
27
65
12 13
19 20
26
October 2003
1 2 3 4
7 8 9 10 11
14 15 16 17 18
21 22 23 24 25
28 29 30 31
M T W T F SS
109
16 17
23 24
5 6 7 8
11 12 13 14 15
18 19 20 21 22
25 26 27 28 29
1
2 3 4
November 2003
Ames Research Center
Field trials 8 and 9
• Round 2 operational evaluations Active metering
• Objective Assess McTMA performance and TFM operations in
live traffic situations Activate McTMA advisories for live metering
of PHL arrivals• TMCs coordinate acceptance rates and restrictions• Controllers use advisories for one rush, then debrief• TMCs use advisories to issue departure releases
Assess McTMA performance and human factors issues
• Expected results Coordinated, efficient, workable arrival rush planning
and control
January 2004
February 2004
March 2004
M T W T F SS1 2 3
1211
18 19
25 26
7 8 9 10
13 14 15 16 17
20 21 22 23 24
27 28 29 30 31
4 5 6
M T W T F SS
98
15 16
22 23
4 5 6 7
10 11 12 13 14
17 18 19 20 21
24 25 26 27 28
1 2 3
M T W T F SS
29
87
14 15
21 22
28
3 4 5 6
9 10 11 12 13
16 17 18 19 20
23 24 25 26 27
30
29 1 2
31
Ames Research Center
Enough already
Thanks for your time and interest
For more information:[email protected]
better yet, just gimme a call or drop me a line:
Todd Farley(650) [email protected]
See you March 4th