城市空中交通和无人系统的空中交通管制评估

名词

Air Traffic Control (ATC) 空中管制

Small Aircraft Transportation Systems (SATS)

Urban Air Mobility (UAM)

Unmanned Aircraft Systems (UAS)

National Airspace System (NAS)

Concept of Operations (ConOps)

标题

Assessment of air traffic control for urban air mobility and unmanned systems
链接

文章的内容和贡献

问题背景

由于UAM和SATS等新型飞行器系统的出现，ATC需要提高可扩展性(scalability)

Air Traffic Control (ATC) scalability was identified as a leading constraint for the operation of helicopter networks in the 1970’s [1], Small Aircraft Transportation Systems (SATS) in the 2000’s [2], and Urban Air Mobility (UAM) systems emerging today [3]. Despite dramatic differences in vehicle technologies and configurations between these three envisioned systems, the scalability of ATC to support these new operators was perceived as a common constraint

文章贡献

This paper assesses how the introduction of urban air mobility services and unmanned aircraft systems may challenge Air Traffic Control (ATC) in the United States and what opportunities exist to support these forthcoming operations.

google translate:本文评估了引入城市空中交通服务和无人驾驶飞机系统将如何挑战美国的空中交通管制（ATC），以及存在哪些机会来支持这些即将开展的行动。

This paper reviews the unique challenges that UAS and UAM operations will place upon the ATC system in the United States.

google translate: 本文回顾了UAS和UAM运营将对美国ATC系统带来的独特挑战。

The fundamental mechanisms through which the scalability of ATC is limited were determined

google translate: 确定了限制ATC可扩展性的基本机制

UAM、UAS给ATC(空中管制)带来的挑战

ATC challenges from UAM and UAS operations.

• a significantly increased number of total operations.

• operations at greater densities than routinely seen today.

• en route operations at lower altitudes than most today.

• pilots, automation, and aircraft that may have widely varying performance capabilities and training .

总操作数大大增加。

以比今天常规的更高的密度进行操作。

在比今天大多数地方更低的高度进行途中操作。

飞行员，自动化和飞机可能具有广泛不同的性能和训练能力。

Increased Number of Operations

The FAA has registered over 900,000 UAS under 25 kg (55 lbs) since late 2015.

The FAA’s Air Traffic Organization (ATO) currently provides ATC services to roughly 200,000 General Aviation (GA) aircraft and 7,000 commercial aviation aircraft within the NAS. The ATO handles roughly 50 million tower operations and another 43 million en route operations per year

美国联邦航空局（FAA）的空中交通组织（ATO）目前为NAS内约200,000架通用航空（GA）飞机和7,000架商用航空飞机提供ATC服务。 ATO每年处理大约5千万个塔式运营和另外4,300万个在途运营

Increased Density of Operations

1. First, the current voice-based communications methods used by controllers is unscalable to such flight densities.

2. frequency spectrum that would be necessary to host these communications, would not be feasible without additional decision support or automation.

3. existing surveillance and navigation technologies may be insufficient

4. current ConOps for ATC requires relatively large separation minima between all aircraft

Low Altitude Operations

Low altitude operations in mountainous areas or cities may encounter airspace that does not have surveillance coverage due to the line of sight limitations of these systems

由于这些系统的视线限制，在山区或城市中的低空运行可能会遇到没有监视范围的空域

traditional navigational aids (VOR & DME equipment) may not provide reliable coverage for this reason

因此，传统的导航设备（VOR和DME设备）可能无法提供可靠的覆盖范围

the use of Global Positioning System (GPS) technologies becomes less reliable at low altitudes due to signal multipath and urban canyon impacts

由于信号多径和城市峡谷的影响，在低空使用全球定位系统（GPS）技术的可靠性降低

Heterogeneity(不均匀性) in Pilots, Automation, and Aircraft

飞行员，自动化和飞机的异质性

While UAM aircraft are anticipated to initially be flown by professional, onboard pilots, most operators propose increasing levels of automation over time

虽然预计UAM飞机最初将由专业的机上飞行员驾驶，但随着时间的推移，大多数运营商建议提高自动化水平

scalability implications（影响） of conventional approaches to manage airspace——传统空管方法对扩展性的弊端

An ATC scalability constraint is one where ATC becomes unable to support a sufficient number of aircraft operations in an airspace to meet the demands of operators at the times and locations they desire to fly

ATC可扩展性约束是指ATC无法在空域中支持足够数量的飞机运行，无法满足运营商在他们希望飞行的时间和位置上的需求的情况

Implications of a Failure to Manage Airspace Capacity管理空域失败

1) Inability to Access Airspace 无法进入管制区域

ATC could therefore prevent UAM aircraft from accessing more than half of the surface area of a city if the flight capacity of the overlying airspace were reached

94% of these missions required entrance into one of these controlled airspaces

Special Use Airspace (SUA) and especially Temporary Flight Restrictions (TFRs) may further reduce the capacity of airspace.

2) Reduction of Flight Safety 安全性下降

the lack of a centralized entity ensuring separation and managing aircraft flow may lead to another operational implication concerning reduced flight safety

Implications of Demand Adjustments to Manage Capacity需求调整失败

manage anticipated traffic volumes. Demand adjustments seek either to spatially or temporally disperse aircraft that would otherwise have converged on an airport or airspace volume and exceeded its capacity.

管理预期的流量。需求调整旨在在空间或时间上分散飞机，否则这些飞机本来会集中在机场或空域上，超出其容量。

1) Ground Delay地面延误

the aircraft may be delayed on the ground by ATC to temporally disperse aircraft arriving at a facility or sector.

ground delays are applied first to operations originating nearer to the saturated airspace or facility. This means UAM and UAS operations may experience more frequent ground delays than current commercial operators.

2) Airborne Delay空中延误

In comparison to ground delay, airborne delay is almost exclusively used as a tactical measure to address imminent or actual airspace/airport saturation

Implications of Supply Adjustments to Increase Capacity供应调整失败

供应调整对提高容量的影响

Airspace is currently divided into “sectors” which are volumes of airspace managed by an individual or team of controllers

The mechanisms identified as “structural factors” jointly set the theoretical capacity of a sector.

增加容量的机制会造成额外的开销

These dynamic mechanisms and factors may be exercised to increase the practical capacity of a sector and result in two additional implications for ATC and operators.

1) Increased Financial Burden on ANSPs and Operators

2) Rationing of ATC Services to Prioritized Users将ATC服务分配给优先用户

Sector capacity is reduced as a consequence of supporting aircraft with heterogeneous pilot skills, flight performance, and automation. The FAA may increase sector capacity (in some cases dramatically) simply by prioritizing airspace users who offer better performance and equipage.

由于使用多样化的飞行员技能，飞行性能和自动化来支持飞机，导致部门能力下降。 FAA可以通过优先考虑提供更好性能和装备的空域用户，来提高部门的能力（在某些情况下可以大大提高）

challenges and opportunities for air traffic control of low altitude, urban airspace

Special Use Airspace and Airspace Geometry

in practice the capacity of a controlled airspace sector is typically limited by controller workload rather than aircraft spacing limitations

实际上，受控空域的能力通常受管制员工作量的限制，而不是飞机间距的限制

One potential approach to increase airspace capacity is to leverage dynamic sectorization

增加空域容量的一种潜在方法是利用动态sector划分

The concept proposes to dynamically adjust sector geometries to more efficiently distribute aircraft between an overburdened sector and a nearby underutilized sector.

该概念建议动态调整扇区几何形状，以更有效地在负担过重的扇区和附近未充分利用的扇区之间分配飞机。

A potential consequence of scaling back ATC services to increase airspace capacity is a reduction of flight safety

缩减ATC服务以增加空域容量的潜在后果是飞行安全性下降

Community Acceptance

Aircraft and helicopter operations, especially those occurring at low altitudes or on the surface, may expose individuals to significant levels of noise.

飞机和直升机的操作，尤其是那些发生在低海拔或地面的操作，可能会使个人受到很大的噪声。

ft and helicopter operations, especially those occurring at low altitudes or on the surface, may expose individuals to significant levels of noise.

飞机和直升机的操作，尤其是那些发生在低海拔或地面的操作，可能会使个人受到很大的噪声。