Automation of aircrafts operational distribution among landing approach traces at moscow terminal control area in sudden change of weather conditions

Аuthors

Tin P.

Moscow Aviation Institute (National Research University), 4, Volokolamskoe shosse, Moscow, А-80, GSP-3, 125993, Russia

e-mail: thethtweaung@gmail.com

Abstract

When an aircraft approaches Moscow terminal control area, an air traffic controller instructs the crew to push down and vector by beacons. Orienting by radio beacons and following air traffic controllers instructions the plain approaches a final approach track or a landing trace matching strip magnetic direction. Selection of the strip itself depends on a number of factors, such as saving and flight safety account under limited fuel reserve, and performed according to a special algorithm.
The problem of airplane direction to one of several runways at different airfields is considered. Initial landing heading angles are set for every runway. These angles determine final courses. The total number of runways is also specified. This number defines wind heading angle which value may be changed. Depending on its direction one of two final courses is sel ected for each runway. The problem of aircraft direction during safe landing approach is considered for each runway. Horizontal flight is analyzed herewith at a given constant height. Each aircraft is characterized current time by state vector defined by the following coordinates: the shortest distance from an aircraft to a course line, minimal distance to the nearest aircraft at the flight level already on the given course line, heading angle reckoned with respect to a course line, fuel reserve spent for additional maneuvering. Parameters, accepted as constant are as follows: known flight speed, maximum allowable lateral acceleration during turns, minimal safety traffic distance at the flight level. With a shortage of space on the trace for aircraft safe traffic, a part of them is directed to a queue of this track, called «trombone», so that later land at the same airport at the earliest opportunity. Each of these aircraft current state coordinates is changeable in accordance with the known differential equations of motion describing the flight dynamics. For simplicity, each coordinate thereby corresponds to a single differential equation. One of the most important assumptions is selection of the air traffic control optimality integral criterion, which should estimate the flight efficiency in convolution. In this work, we adopt such criterion as minimum integral functional, which accounts for undesirable penalty deviation fr om the track, runway course, the distance between adjacent aircrafts on the track itself and the amount of spent fuel reserve. We decided herein to take the path of unchangeable attainment of the preset guaranteed safe movement distances between aircrafts, and this is of paramount importance.
It is required to determine the final runway courses with provision for wind direction, and allocate aircrafts among traces. Doing this requires generation of the table of priorities for all aircrafts. On the ground of this table that lists aircrafts for each runway, it is necessary to determine the priority of the approach and landing of aircrafts for each trace.
The author developed an algorithm for final course auto detection with provision for wind direction. Also solved the problem of dynamic priorities computation of a commercial airplane entering preset flight level or formation. One should take into account the possibility of this priority increase herewith. The author offers an automated solution to the problem of forming the sequence of arrival priority for randomly positioned in space aircrafts and their entering the standard arrival route.

Keywords:

security control, optimal control, aircraft, dynamic programming methods, the risk function, standard arrival routes, definition of aircraft arrival queue

References

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