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USER-DEFINED RADAR DATA ANALYSIS FAA Headquarters Office of System Safety Washington, DC September 5, 2001 Austin Digital Inc. and Oak Ridge National Laboratory.

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Presentation on theme: "USER-DEFINED RADAR DATA ANALYSIS FAA Headquarters Office of System Safety Washington, DC September 5, 2001 Austin Digital Inc. and Oak Ridge National Laboratory."— Presentation transcript:

1 USER-DEFINED RADAR DATA ANALYSIS FAA Headquarters Office of System Safety Washington, DC September 5, 2001 Austin Digital Inc. and Oak Ridge National Laboratory

2 Objectives for Current Phase Connect Event Measurement System (EMS) with larger data set. Integrate EMS with flight track viewer. Integrate ATC elements: (e.g., runways, fixes, sectors). Continue to develop events and measurements relevant to safety analysis. Expand analysis depth. Involve “subject matter experts.”

3 Topics Data/LAX summary FOQA techniques G/A analysis –Characterization –Correlation Summary Future Plans/Issues

4 The Data Set Was Expanded Over the Two-Day 2000 Project Data consists of ~120,000 tracks of PDARS data; –thanks to ASC/NASA/ATAC. Sample period is January - February 2001. Over 90% of the operations involve LAX. ASPM-Aviation System Performance Metrics; –thanks to APO. 13% of day-time landings (0630-2400) were to the east (6/7s); –different from normal on-shore wind patterns.

5 Runway Capture Boxes LAX CONFIGURATION WITH NORTH AND SOUTH COMPLEXES

6 Applying Airline FOQA Tools and Techniques to ATC Data Measure Normal Operations Identify Events Review Individual Events

7 Applying Airline FOQA Tools and Techniques to ATC Data *** Notes Continuation *** Measure Normal Operations Identify Events Review Individual Events

8 Operations by Runway – Normal Configuration 25R 24L 24R 7R 25L 7L 6R 6L midnight 0630

9 “Turning the Boat” 25R 24L 24R 7R 25L 7L 6R 6L midnight 0630

10 Track View – “Turning the Boat” To begin animation, click on image, select ‘animations’ sub-directory on CD, and select ‘turning the boat.avi’ file.

11 Gar picture GO-AROUNDS (G/As) HAVE POTENTIAL SAFETY RELEVANCE AND ALLOW EMS IDENTIFICATION AND ANALYSIS

12 G/A Characterization There are about 160 G/As in the data: –rate is about 2.7/1000 landings; –one per 370 landings. There are many factors: –sequencing, plane not ready (G/A at higher altitudes); –spacing with preceding operations; –correlations with: airport configuration (runway dependence); equipment type; time of day; route.

13 About 40 G/As Have Altitude Greater Than 1750 ft; ATC or Aircraft Landing Readiness are Possible Factors

14 Typical Landing Spacings are ~1.5 min

15 Landing Spacings for ~15-20 are Likely Important one minute Sample Size: 124

16 Example Landing Spacing from Track Viewer To begin animation, click on image, select ‘animations’ sub-directory on CD, and select ‘landing spacing.avi’ file.

17 Example Takeoff Spacing from Track Viewer

18 G/A Due to Takeoff on Runway: No Others Even Close Sample Size: 123

19 G/As = bars landings = diamonds G/As Happen Most on 24/R, 25/L: But There are Even More Landings

20 G/A Rates are Significantly Higher for 6L, 24L, 25R: West Outboards (24R, 25L) are Below Mean

21 G/A Rates are About the Same for All Aircraft Types Sample Size: 126

22 Landings Have High Rates Most of the Day

23 G/As Follow a Similar Pattern: Counts are Relatively Lower for Some Periods 0800

24 G/A Rates are Significantly Lower for 8:00 AM and Early Afternoon/Evening

25 Tacks and waypoint Tracks and Waypoints

26 Controlled Landings are Harder with Larger -g’s: Flight energy has a –kinetic, v 2, component –and potential or altitude component. Aircraft energy divided to time to touchdown provides a rate. velocity altitude time to touch-down at LAX

27 Flights with Large -g’s May Be More Prone to Go- Arounds Extreme Values > 1.5 

28 G/A Rate Increases for > 0.13 -g

29 Example of High Energy Approach with Terrain/Airspace To begin animation, click on image, select ‘animations’ sub-directory on CD, and select ‘terrain and airspace.avi’ file.

30 About 2/3 of the 160 G/As are Correlated with EMS Measures High Altitude:40 Spacing:15-20 High -g’s30-35 Many of the Remainder May Be Associated with Low Usage Runways

31 Summary The EMS has been successfully applied to a ~120,000 flight set of tracks. The radar data has been integrated with other ATC data sources. Go-Arounds have been used as the analysis focus. Results include: –Statistics for airport configurations, runways, etc.; –Those flights with large energy bleed requirements have higher rates; –Those flights with shorter spacings to preceding operations have higher rates. These measures have potential applications to“precursor” evaluations.

32 Future Plans/Issues Ground movement data sources are needed for more detailed runway analyses. Additional data to cover seasonal use patterns. Greater involvement of facility experts. Work on a real problem. Move towards prototype software approach from present proof of concept approach.

33 Principal Points Of Contact FAA ASY Chris Pokorski202-493-4867 chris.pokorski@faa.gov Jack Wojciech202-267-9108 jack.wojciech@faa.gov ORNL Lee Berry865-574-0998 berryla@ornl.gov Simon Rose 865-574-9494 sdr@ornl.gov ADI Thom Mayer512-452-8178 tjm@ausdig.com Ben Prager512-452-8170 bap@ausdig.com


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