CN113610410B - Evaluation method for airport air side area control operation efficiency - Google Patents
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Abstract
An evaluation method for the control operation efficiency of an airport air side area. Extracting evaluation data of a controller from an airport air traffic control automation system; counting data of aircraft running state evaluation indexes in the ranges of the runway, the extension line, the taxiway and the parking apron; classifying the evaluation indexes, and obtaining an evaluation result of the control operation efficiency of the airport air side area according to the corresponding data of each index. The invention can evaluate the operation ability and decision level of airport controllers when commanding the aircraft. Based on objective data such as airport air side area structure data, aircraft operation parameter data and the like, control efficiency evaluation indexes and calculation methods in the three main airport air side area ranges of a runway and extension line area, a taxiway area and an apron area are designed, fair and scientific objective quantitative evaluation on the qualification capacity of airport controllers is realized, continuous healthy development of the controller teams in China is promoted, and guarantee is provided for reducing flight delay and improving the airport operation efficiency.
Description
Technical Field
The invention belongs to the technical field of civil aviation air traffic management, and particularly relates to an evaluation method for airport air side area control operation efficiency.
Background
At present, over 250 civil transportation airports are built in China. With the continuous expansion of the scale of airport facilities, particularly the complex structures of some oversized airport pavement, the mutual intersection among runways, taxiways and airport stand lanes, the problem of airport operation efficiency has been developed gradually, and how to ensure the safety, high efficiency and smoothness of the operation of aircrafts under the condition of a huge and complex system has become a hot problem for the research of airport managers. Although the civil aviation bureau issues the files of "civil aviation flight normal statistics method" and "airport flight operation guarantee standard" successively, the purpose is to accurately and objectively develop flight normal statistics, strengthen guarantee scheduling and improve guarantee efficiency, but the problem of flight delay caused by weather, flow control, airline operation management and other reasons is not solved effectively, especially the decision-making ability and command level of airport controllers are not evaluated by unified standard. Therefore, a scientific control efficiency evaluation method suitable for the airport air side area is constructed, and the method has important application significance for improving the airport operation efficiency, ensuring the normal operation of the aircraft and reducing the flight delay caused by airport control unit factors.
Disclosure of Invention
In order to solve the problems, the invention aims to provide an evaluation method for the control operation efficiency of an airport air side area.
In order to achieve the above purpose, the method for evaluating the control operation efficiency of the airport air side area provided by the invention comprises the following steps in sequence:
extracting historical data including airport air side area structure data, aircraft operation parameter data, aircraft flight plan data, controller instruction issue data and aircraft operation attribute data defined by airport control rules from an air traffic control automation system in the process of commanding an aircraft operated in an airport air side area to be evaluated by any controller, and then storing the historical data in a classified manner to serve as evaluation data of the control work efficiency of the controllers in the airport air side area;
and (B) step (B): based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the runway and extension line range of the airport air side area;
step C: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the range of the taxiway of the airport air side area;
step D: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as an aircraft running state evaluation index in the airport air side area parking apron range;
step E: and B, classifying all the air side area aircraft running state evaluation indexes of the airport obtained in the steps B to D into I to III types according to different severity degrees influencing the air side area running efficiency of the airport, and obtaining the evaluation result of the air side area control running efficiency of the controller according to the corresponding data of each index.
In step a, the airport air-side area structure data includes: coordinates of a runway center point; runway length; runway width; a set of intersection coordinates of the taxiway midline;
the aircraft operating parameter data includes: an aircraft flight number; aircraft position coordinates; aircraft altitude; the aircraft taxiing direction; the time when the aircraft enters the runway; actual take-off time of the aircraft; the time the aircraft gets off the runway; the actual landing time of the aircraft; the actual wheel gear removing time of the aircraft; actual gear time of the aircraft; aircraft door closing time;
the aircraft flight plan data includes: the aircraft predicts the departure time;
the controller instruction issue data includes: the time of issuing departure aircraft take-off permission; time of issuing landing permission of the approach aircraft;
the aircraft operation attribute data defined by the airport control rules comprises: minimum wake separation between successive off-site aircraft; minimum wake separation between successive approach aircraft; a minimum allowable horizontal separation between approach and departure aircraft; maximum allowable runway occupancy time; maximum allowable departure aircraft roll-off time; maximum allowable approach aircraft glide-in time; maximum allowable off-field aircraft queue length; maximum allowable waiting time after closing the cabin door of the off-site aircraft; the maximum allowable aircraft departure delay time.
In step B, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the airfield air side area runway and extension line range based on the evaluation data of the related control work efficiency obtained in step a are as follows:
step B1: counting the times that adjacent aircrafts continuously taking off do not meet the minimum wake flow interval standard in the runway and extension line range, wherein the adopted method is as follows: the aircraft with two frames of continuous take-off in front and back on the runway and the extension line are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S w Before aircraft j starts a turn, if the distance between the two aircraft is +.>The number of times N the off-board aircraft violates the wake interval criterion DW Increasing 1 time;
step B2: counting the times that adjacent aircraft which continuously drop do not meet the minimum wake flow interval standard in the runway and extension line range, wherein the adopted method is as follows: the two aircrafts which continuously land on the runway and the extension line in front and back are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S' w Before the aircraft j starts to be grounded, if the distance between the two aircraft is +.>The number of times N the approach aircraft violates the wake interval criterion will be entered AW Increasing 1 time;
step B3: the number of times that the controller issues the permission opportunity errors of taking off the off-site aircraft is counted, and the adopted method is as follows: assuming that the center point coordinates of the airport runway are (0, 0), the takeoff direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for a controller to issue takeoff permission to the aircraft i to be taken off is T i CT The position abscissa of the aircraft j which has received take-off permission in front of the aircraft i at any time t is respectivelyHeight is +.>The horizontal and vertical coordinates of the position of the aircraft k in front of the aircraft i, which has received the landing permission, are +.>If it isThe number of times N of the takeoff permission occasion error to be issued CT Increasing 1 time;
step B4: the method is characterized by counting the number of times that the controller issues landing permission time errors to the approach aircraft, and comprises the following steps: assuming that the coordinates of the center point of the runway are (0, 0), the landing direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for the controller to issue landing permission to the aircraft i to be approaching isThe position abscissa of the aircraft j in front of the aircraft i, which has received the landing permission, at any time t is +.>The position abscissa of the aircraft k in front of the aircraft i, which has been given take-off permission, at any time t is +.>Height is +.>If it isThe number of times N of the floor permission occasion error will be issued CL Increasing 1 time;
step B5: statisticsThe number of times that the take-off or landing aircraft occupies the runway is overtime, the adopted method is as follows: the historical data of the actual occupation time of the airfield runway is arranged in an ascending order, and the data of the 80 th percentile is taken as the allowable maximum value T of the runway occupation time RT The method comprises the steps of carrying out a first treatment on the surface of the Let the time for leaving the aircraft i to enter the runway be T i LU The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The time for the approach aircraft j to leave the runway isThe actual landing time is +.>If->The number of times of timeout of runway occupation N RU Increasing 1 time;
step B6: counting the number of times that the approach aircraft cannot land and fly back due to too small interval with the approach aircraft entering the runway, wherein the adopted method is as follows: let the position abscissa and ordinate of the departure aircraft i be respectively at any time tThe position of the approach aircraft j has the abscissa of +.>The time for the controller to issue a landing permission for the aircraft j to be approaching is +.>The minimum allowable control interval between the approach aircraft j and the departure aircraft i that has entered the runway is S O If->The number of times N of aircraft re-flying due to too small a regulation interval GR Increase 1 time.
In step C, based on the evaluation data of the relevant control work efficiency obtained in step a, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the range of the taxiway of the air side area of the airport are as follows:
step C1: the number of times that the aircraft generates relative taxiing conflict in the taxiway range is counted, and the adopted method is as follows: let the horizontal and vertical coordinates of the position of the aircraft i at any time t be respectivelyThe sliding direction is +.>The position of aircraft j at any time t has the abscissa +.>The sliding direction is +.>Intersection point set of taxiway central line in airport taxiway range is I S The method comprises the steps of carrying out a first treatment on the surface of the If you are->Set I S Is not at +.>And->On the line segment of the endpoint, the number N of relative taxi conflicts of the aircraft CS Increasing 1 time;
step C2: counting the times of time overtime of the off-site aircraft from the taxiing of the stand to the runway, wherein the adopted method is as follows: the historical data of the actual sliding-out time length of the departure aircraft are arranged in an ascending order, and the data of the 80 th percentile is taken as the maximum value T allowable for the sliding-out time SO The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW In practiceTake-off time T i TO If T i TO -T i CW ＞T SO Number of times N of timeout of sliding out the aircraft SO Increasing 1 time;
step C3: counting the times of time overtime of the approach aircraft from the sliding to the stand after leaving the runway, wherein the adopted method is as follows: the historical data of the actual sliding-in duration of the approach aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the maximum value T allowable by the sliding-in time SI The method comprises the steps of carrying out a first treatment on the surface of the Setting the actual gear time of the approach aircraft i as T i PW The actual landing time is T i LA If T i PW -T i LA ＞T SI Number of times N of timeout of sliding in aircraft SI Increase 1 time.
Step C4: counting the overlength times of the off-site aircraft queue in the range of the taxiway, wherein the adopted method is as follows: let the actual withdrawal time of the departure aircraft i be T i CW The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The actual withdrawal time of the departure aircraft j isThe actual take-off time is +.>If->Then aircraft j is taken as the off-board aircraft that is ranked ahead of aircraft i while it is waiting for take-off, and the number of off-board aircraft frames for all of the rows ahead of aircraft i is calculated as the off-board queue length Q i The method comprises the steps of carrying out a first treatment on the surface of the The historical data of the queue length of the off-site aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the maximum value Q allowable by the queue length of the off-site aircraft MD The method comprises the steps of carrying out a first treatment on the surface of the If Q i ＞Q MD Then the off-site aircraft is queued for an ultra-long number of times N MD Increase 1 time.
In step D, based on the evaluation data of the relevant control work efficiency obtained in step a, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the air side area parking apron of the airport are as follows:
step D1: counting the overtime times of continuing to wait for the aircraft to leave the cabin door, wherein the method comprises the following steps: the historical data of the continuous waiting time after the cabin door of the off-site aircraft is closed is arranged in ascending order, and the data of the 80 th percentile is taken as the allowable maximum value T of the waiting time after the cabin door is closed WA The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The actual closing time of the cabin door is T i CG If T i CW -T i CG ＞T WA Waiting for timeout times N after closing the cabin door WA Increasing 1 time;
step D2: the number of times that the departure time of the aircraft is delayed compared with the flight plan is counted, and the adopted method is as follows: the departure delay time of the aircraft is arranged in ascending order according to the history data of the actual delay time, and the data of the 80 th percentile is taken as the allowable maximum value T of the departure delay time PD The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The planned departure time is T i ET If T i CW -T i ET ＞T PD The aircraft is delayed for a time N PD Increase 1 time.
In step E, the method for classifying all the airfield air side area aircraft operation state evaluation indexes obtained in the steps B to D into the classes i to iii according to the severity of the influence on the airfield air side area operation efficiency, and then obtaining the evaluation result of the airfield air side area control operation efficiency according to the corresponding data of each index is as follows:
wherein the I-type evaluation index is an accident sign index, namely: in the command work of the controller, the index that the number of allowed occurrences is 0 times includes: the number of times that the departure aircraft violates the wake interval standard, the number of times that the approach aircraft violates the wake interval standard, the number of times that the departure permission timing is wrong, and the number of times that the landing permission timing is wrong;
the class II evaluation index is a serious error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 1 includes: the number of times of overtime runway occupation and the number of times of aircraft flying due to excessively small control interval, and the number of times of relative sliding conflict of the aircraft;
class iii evaluation index is a general error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 2 includes: the number of times of overtime of the aircraft sliding out, the number of times of overtime of the aircraft sliding in, the number of times of overlength of the off-site aircraft queue, the number of times of overtime waiting after the aircraft closes the cabin door and the number of times of off-site delay of the aircraft;
if the data of any one evaluation index exceeds the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is determined to be unqualified; and if the data of all the evaluation indexes are in the range of the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is qualified.
The method for evaluating the control operation efficiency of the airport air side area has the following beneficial effects: the operability and decision level of airport controllers in commanding the aircraft can be evaluated. Based on objective data such as airport air side area structure data, aircraft operation parameter data and the like, control efficiency evaluation indexes and calculation methods in the three main airport air side area ranges of a runway and extension line area, a taxiway area and an apron area are designed, fair and scientific objective quantitative evaluation on the qualification capacity of airport controllers is realized, continuous healthy development of the controller teams in China is promoted, and guarantee is provided for reducing flight delay and improving the airport operation efficiency.
Drawings
FIG. 1 is a flow chart of an evaluation method for airport air side area control operation efficiency provided by the invention.
FIG. 2 is a flow chart of an off-field aircraft wake interval assessment;
FIG. 3 is a flow chart of an approach aircraft wake interval assessment;
FIG. 4 is a flowchart of take-off license issue opportunity assessment;
FIG. 5 is a floor clearance issue opportunity assessment flow chart;
FIG. 6 is a flow chart of runway occupancy time assessment;
FIG. 7 is a flow chart of an assessment of the number of missed approach times of an approach aircraft;
FIG. 8 is a flow chart for relative taxi conflict number estimation;
FIG. 9 is a flow chart of off-field roll-out time evaluation;
FIG. 10 is a flow chart of approach slide-in time assessment;
FIG. 11 is a flow chart of off-line queue rack evaluation;
FIG. 12 is a flow chart of the wait time evaluation after closing the door;
fig. 13 is a flow chart for estimating the number of delays of an off-board aircraft.
Detailed Description
The invention will now be described in detail with reference to the drawings and specific examples.
As shown in fig. 1, the method for evaluating the control operation efficiency of the air side area of the airport provided by the invention comprises the following steps in sequence:
extracting historical data including airport air side area structure data, aircraft operation parameter data, aircraft flight plan data, controller instruction issue data and aircraft operation attribute data defined by airport control rules from an air traffic control automation system in the process of commanding an aircraft operated in an airport air side area to be evaluated by any controller, and then storing the historical data in a classified manner to serve as evaluation data of the control work efficiency of the controllers in the airport air side area;
the airport air side area structure data comprises: coordinates of a runway center point; runway length; runway width; a set of intersection coordinates of the taxiway midline;
the aircraft operating parameter data includes: an aircraft flight number; aircraft position coordinates; aircraft altitude; the aircraft taxiing direction; the time when the aircraft enters the runway; actual take-off time of the aircraft; the time the aircraft gets off the runway; the actual landing time of the aircraft; the actual wheel gear removing time of the aircraft; actual gear time of the aircraft; aircraft door closing time;
the aircraft flight plan data includes: the aircraft predicts the departure time;
the controller instruction issue data includes: the time of issuing departure aircraft take-off permission; time of issuing landing permission of the approach aircraft;
the aircraft operation attribute data defined by the airport control rules comprises: minimum wake separation between successive off-site aircraft; minimum wake separation between successive approach aircraft; a minimum allowable horizontal separation between approach and departure aircraft; maximum allowable runway occupancy time; maximum allowable departure aircraft roll-off time; maximum allowable approach aircraft glide-in time; maximum allowable off-field aircraft queue length; maximum allowable waiting time after closing the cabin door of the off-site aircraft; the maximum allowable aircraft departure delay time.
And (B) step (B): based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the runway and extension line range of the airport air side area;
the method comprises the following specific steps:
step B1: a certain wake separation must be maintained between aircraft continuously taking off from the same runway. As shown in fig. 2, the number of times that adjacent aircraft continuously take off do not meet the minimum wake interval standard in the runway and extension line range is counted, and the adopted method is as follows: the aircraft with two frames of continuous take-off in front and back on the runway and the extension line are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S w Before aircraft j begins a turn, if both aircraftDistance->The number of times N the off-board aircraft violates the wake interval criterion DW Increasing 1 time;
step B2: a certain wake interval must be maintained between aircraft landing continuously from the same runway. As shown in fig. 3, the number of times that adjacent aircraft that continuously land in the runway and extension line range do not meet the minimum wake interval criterion is counted by the following method: the two aircrafts which continuously land on the runway and the extension line in front and back are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S' w Before the aircraft j starts to be grounded, if the distance between the two aircraft is +.>The number of times N the approach aircraft violates the wake interval criterion will be entered AW Increasing 1 time;
step B3: the release time of the controller for taking off permission of the off-site aircraft is a key factor for guaranteeing the operation safety of an airport air side area. As shown in fig. 4, the number of times that the controller issues a take-off permission timing error to the off-site aircraft is counted, and the adopted method is as follows: assuming that the center point coordinates of the airport runway are (0, 0), the takeoff direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for a controller to issue takeoff permission to the aircraft i to be taken off is T i CT The position abscissa of the aircraft j which has received take-off permission in front of the aircraft i at any time t is respectivelyHeight is +.>The horizontal and vertical coordinates of the position of the aircraft k in front of the aircraft i, which has received the landing permission, are +.>If it isThe number of times N of the takeoff permission occasion error to be issued CT Increasing 1 time;
step B4: the release time of the controller for landing permission of the approaching aircraft is a key factor for guaranteeing the operation safety of an airport air side area. As shown in fig. 5, the number of times that the controller issues a landing permission timing error to the approach aircraft is counted, and the method adopted is as follows: assuming that the coordinates of the center point of the runway are (0, 0), the landing direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for the controller to issue landing permission to the aircraft i to be approaching is T i CL The horizontal and vertical coordinates of the position of the aircraft j which receives the landing permission in front of the aircraft i at any time t are respectivelyThe position abscissa of the aircraft k in front of the aircraft i, which has been given take-off permission, at any time t is +.>Height is +.>If it isThe number of times N of the floor permission occasion error will be issued CL Increasing 1 time;
step B5: the aircrafts' occupation time of the runway directly affects the runway capacity and the airport operating efficiency. As shown in fig. 6, statistical take-off or landingThe method adopted by the aircraft for occupying the runway for time-out is as follows: the historical data of the actual occupation time of the airfield runway is arranged in an ascending order, and the data of the 80 th percentile is taken as the allowable maximum value T of the runway occupation time RT The method comprises the steps of carrying out a first treatment on the surface of the Let the time for leaving the aircraft i to enter the runway be T i LU The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The time for the approach aircraft j to leave the runway isThe actual landing time is +.>If->The number of times of timeout of runway occupation N RU Increasing 1 time;
step B6: as shown in fig. 7, the number of times that the approach aircraft cannot land and fly around due to too small an interval with the approach aircraft that has entered the runway is counted, and the method is adopted as follows: let the position abscissa and ordinate of the departure aircraft i be respectively at any time tThe position of the approach aircraft j has the abscissa of +.>The time for the controller to issue a landing permission for the aircraft j to be approaching is +.>The minimum allowable control interval between the approach aircraft j and the departure aircraft i that has entered the runway is S O If->The number of times N of aircraft re-flying due to too small a regulation interval GR Increase 1 time.
Step C: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the range of the taxiway of the airport air side area;
the method comprises the following specific steps:
step C1: as shown in fig. 8, the number of relative taxiing conflicts generated by the aircraft within the taxiway is counted by the following method: let the horizontal and vertical coordinates of the position of the aircraft i at any time t be respectivelyThe sliding direction is +.>The position of aircraft j at any time t has the abscissa +.>The sliding direction is +.>Intersection point set of taxiway central line in airport taxiway range is I S The method comprises the steps of carrying out a first treatment on the surface of the If you are->Set I S Is not at +.>And->On the line segment of the endpoint, the number N of relative taxi conflicts of the aircraft CS Increasing 1 time;
step C2: as shown in fig. 9, the number of times of time timeout for the off-site aircraft to taxi from the stand to the runway is counted by the following method: the historical data of the actual sliding-out time length of the departure aircraft are arranged in an ascending order, and the data of the 80 th percentile is taken as the maximum value T allowable for the sliding-out time SO The method comprises the steps of carrying out a first treatment on the surface of the Actual provision of an off-site aircraft iThe gear removing time is T i CW The actual take-off time is T i TO If T i TO -T i CW ＞T SO Number of times N of timeout of sliding out the aircraft SO Increasing 1 time;
step C3: as shown in fig. 10, the number of times of time-out for the approach aircraft to glide to the stand after leaving the runway is counted, and the method is adopted as follows: the historical data of the actual sliding-in duration of the approach aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the maximum value T allowable by the sliding-in time SI The method comprises the steps of carrying out a first treatment on the surface of the Setting the actual gear time of the approach aircraft i as T i PW The actual landing time is T i LA If T i PW -T i LA ＞T SI Number of times N of timeout of sliding in aircraft SI Increase 1 time.
Step C4: as shown in fig. 11, the number of overlength off-site aircraft queues in the taxiway range is counted, and the adopted method is as follows: let the actual withdrawal time of the departure aircraft i be T i CW The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The actual withdrawal time of the departure aircraft j isThe actual take-off time is +.>If->Then aircraft j is taken as the off-board aircraft that is ranked ahead of aircraft i while it is waiting for take-off, and the number of off-board aircraft frames for all of the rows ahead of aircraft i is calculated as the off-board queue length Q i The method comprises the steps of carrying out a first treatment on the surface of the The historical data of the queue length of the off-site aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the maximum value Q allowable by the queue length of the off-site aircraft MD The method comprises the steps of carrying out a first treatment on the surface of the If Q i ＞Q MD Then the off-site aircraft is queued for an ultra-long number of times N MD Increase 1 time.
Step D: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as an aircraft running state evaluation index in the airport air side area parking apron range;
the method comprises the following specific steps:
step D1: as shown in fig. 12, the timeout number of additional waiting after the off-site aircraft closes the door is counted, and the method is as follows: the historical data of the continuous waiting time after the cabin door of the off-site aircraft is closed is arranged in ascending order, and the data of the 80 th percentile is taken as the allowable maximum value T of the waiting time after the cabin door is closed WA The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The actual closing time of the cabin door is T i CG If T i CW -T i CG ＞T WA Waiting for timeout times N after closing the cabin door WA Increasing 1 time;
step D2: as shown in fig. 13, the number of delays generated by the departure time of the aircraft compared to the flight plan is counted by: the departure delay time of the aircraft is arranged in ascending order according to the history data of the actual delay time, and the data of the 80 th percentile is taken as the allowable maximum value T of the departure delay time PD The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The planned departure time is T i ET If T i CW -T i ET ＞T PD The aircraft is delayed for a time N PD Increase 1 time.
Step E: classifying all the airfield air side area aircraft operation state evaluation indexes obtained in the steps B to D into I to III types according to different severity degrees influencing the airfield air side area operation efficiency, and obtaining an evaluation result of the airfield air side area control operation efficiency according to corresponding data of the indexes:
wherein the I-type evaluation index is an accident sign index, namely: in the command work of the controller, the index that the number of allowed occurrences is 0 times includes: the number of times that the departure aircraft violates the wake interval standard, the number of times that the approach aircraft violates the wake interval standard, the number of times that the departure permission timing is wrong, and the number of times that the landing permission timing is wrong;
the class II evaluation index is a serious error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 1 includes: the number of times of overtime runway occupation and the number of times of aircraft flying due to excessively small control interval, and the number of times of relative sliding conflict of the aircraft;
class iii evaluation index is a general error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 2 includes: the number of times of overtime of the aircraft sliding out, the number of times of overtime of the aircraft sliding in, the number of times of overlength of the off-site aircraft queue, the number of times of overtime waiting after the aircraft closes the cabin door and the number of times of off-site delay of the aircraft;
if the data of any one evaluation index exceeds the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is determined to be unqualified; and if the data of all the evaluation indexes are in the range of the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is qualified.
Claims (3)
1. The method for evaluating the control operation efficiency of the airport air side area is characterized by comprising the following steps of: the evaluation method comprises the following steps performed in sequence:
extracting historical data including airport air side area structure data, aircraft operation parameter data, aircraft flight plan data, controller instruction issue data and aircraft operation attribute data defined by airport control rules from an air traffic control automation system in the process of commanding an aircraft operated in an airport air side area to be evaluated by any controller, and then storing the historical data in a classified manner to serve as evaluation data of the control work efficiency of the controllers in the airport air side area;
and (B) step (B): based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the runway and extension line range of the airport air side area;
step C: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as the evaluation index of the running state of the aircraft in the range of the taxiway of the airport air side area;
step D: based on the evaluation data of the related control work efficiency obtained in the step A, counting the data serving as an aircraft running state evaluation index in the airport air side area parking apron range;
step E: b, classifying all the air side area aircraft running state evaluation indexes of the airport obtained in the steps B to D into I to III types according to different severity degrees affecting the air side area running efficiency of the airport, and obtaining an evaluation result of the air side area control running efficiency of the controller according to corresponding data of the indexes;
in step B, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the airfield air side area runway and extension line range based on the evaluation data of the related control work efficiency obtained in step a are as follows:
step B1: counting the times that adjacent aircrafts continuously taking off do not meet the minimum wake flow interval standard in the runway and extension line range, wherein the adopted method is as follows: the aircraft with two frames of continuous take-off in front and back on the runway and the extension line are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S w Before aircraft j starts a turn, if the distance between the two aircraft is +.>The number of times N the off-board aircraft violates the wake interval criterion DW Increasing 1 time;
step B2: statistical continuous landing of adjacent aircraftThe number of times that the minimum wake flow interval standard is not satisfied in the runway and extension line range is adopted by the method that: the two aircrafts which continuously land on the runway and the extension line in front and back are respectively an aircraft j and an aircraft i, and the horizontal coordinate and the vertical coordinate of the position of the aircraft i at any moment t are respectivelyThe horizontal and vertical coordinates of the j position of the aircraft are +.>The minimum wake interval defined by both models is S' w Before the aircraft j starts to be grounded, if the distance between the two aircraft is +.>The number of times N the approach aircraft violates the wake interval criterion will be entered AW Increasing 1 time;
step B3: the number of times that the controller issues the permission opportunity errors of taking off the off-site aircraft is counted, and the adopted method is as follows: assuming that the center point coordinates of the airport runway are (0, 0), the takeoff direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for a controller to issue takeoff permission to the aircraft i to be taken off is T i CT The position abscissa of the aircraft j which has received take-off permission in front of the aircraft i at any time t is respectivelyHeight is +.>The horizontal and vertical coordinates of the position of the aircraft k in front of the aircraft i, which has received the landing permission, are +.>If it isThe number of times N of the takeoff permission occasion error to be issued CT Increasing 1 time;
step B4: the method is characterized by counting the number of times that the controller issues landing permission time errors to the approach aircraft, and comprises the following steps: assuming that the coordinates of the center point of the runway are (0, 0), the landing direction along the runway is the positive direction of the x coordinate axis, the length of the runway is lkm, the width is bkm, and the time for the controller to issue landing permission to the aircraft i to be approaching is T i CL The horizontal and vertical coordinates of the position of the aircraft j which receives the landing permission in front of the aircraft i at any time t are respectivelyThe position abscissa of the aircraft k in front of the aircraft i, which has been given take-off permission, at any time t is +.>Height is +.>If it isThe number of times N of the floor permission occasion error will be issued CL Increasing 1 time;
step B5: counting the overtime times of taking off or landing aircraft to runway occupation, wherein the adopted method is as follows: the historical data of the actual occupation time of the airfield runway is arranged in an ascending order, and the data of the 80 th percentile is taken as the allowable maximum value T of the runway occupation time RT The method comprises the steps of carrying out a first treatment on the surface of the Let the time for leaving the aircraft i to enter the runway be T i LU The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The time for the approach aircraft j to leave the runway isThe actual landing time is +.>If->The number of times of timeout of runway occupation N RU Increasing 1 time;
step B6: counting the number of times that the approach aircraft cannot land and fly back due to too small interval with the approach aircraft entering the runway, wherein the adopted method is as follows: let the position abscissa and ordinate of the departure aircraft i be respectively at any time tThe position of the approach aircraft j has the abscissa of +.>The time for the controller to issue a landing permission for the aircraft j to be approaching is +.>The minimum allowable control interval between the approach aircraft j and the departure aircraft i that has entered the runway is S O If->The number of times N of aircraft re-flying due to too small a regulation interval GR Increasing 1 time;
in step C, based on the evaluation data of the relevant control work efficiency obtained in step a, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the range of the taxiway of the air side area of the airport are as follows:
step C1: the number of times that the aircraft generates relative taxiing conflict in the taxiway range is counted, and the adopted method is as follows: let the horizontal and vertical coordinates of the position of the aircraft i at any time t be respectivelySlidingDirection is->The position of aircraft j at any time t has the abscissa +.>The sliding direction is +.>Intersection point set of taxiway central line in airport taxiway range is I S The method comprises the steps of carrying out a first treatment on the surface of the If you are->Set I S Is not at +.>And->On the line segment of the endpoint, the number N of relative taxi conflicts of the aircraft CS Increasing 1 time;
step C2: counting the times of time overtime of the off-site aircraft from the taxiing of the stand to the runway, wherein the adopted method is as follows: the historical data of the actual sliding-out time length of the departure aircraft are arranged in an ascending order, and the data of the 80 th percentile is taken as the maximum value T allowable for the sliding-out time SO The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The actual take-off time is T i TO If T i TO -T i CW ＞T SO Number of times N of timeout of sliding out the aircraft SO Increasing 1 time;
step C3: counting the times of time overtime of the approach aircraft from the sliding to the stand after leaving the runway, wherein the adopted method is as follows: the historical data of the actual sliding-in duration of the approach aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the sliding-in timeMaximum allowable T SI The method comprises the steps of carrying out a first treatment on the surface of the Setting the actual gear time of the approach aircraft i as T i PW The actual landing time is T i LA If T i PW -T i LA ＞T SI Number of times N of timeout of sliding in aircraft SI Increasing 1 time;
step C4: counting the overlength times of the off-site aircraft queue in the range of the taxiway, wherein the adopted method is as follows: let the actual withdrawal time of the departure aircraft i be T i CW The actual take-off time is T i TO The method comprises the steps of carrying out a first treatment on the surface of the The actual withdrawal time of the departure aircraft j isThe actual take-off time is +.>If->Then aircraft j is taken as the off-board aircraft that is ranked ahead of aircraft i while it is waiting for take-off, and the number of off-board aircraft frames for all of the rows ahead of aircraft i is calculated as the off-board queue length Q i The method comprises the steps of carrying out a first treatment on the surface of the The historical data of the queue length of the off-site aircraft are arranged in ascending order, and the data of the 80 th percentile is taken as the maximum value Q allowable by the queue length of the off-site aircraft MD The method comprises the steps of carrying out a first treatment on the surface of the If Q i ＞Q MD Then the off-site aircraft is queued for an ultra-long number of times N MD Increasing 1 time;
in step D, based on the evaluation data of the relevant control work efficiency obtained in step a, the specific steps of counting the data as the evaluation index of the running state of the aircraft in the air side area parking apron of the airport are as follows:
step D1: counting the overtime times of continuing to wait for the aircraft to leave the cabin door, wherein the method comprises the following steps: the historical data of the continuous waiting time after the cabin door of the off-site aircraft is closed is arranged in ascending order, and the data of the 80 th percentile is taken as the waiting time after the cabin door is closedMaximum value T allowed WA The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The actual closing time of the cabin door is T i CG If T i CW -T i CG ＞T WA Waiting for timeout times N after closing the cabin door WA Increasing 1 time;
step D2: the number of times that the departure time of the aircraft is delayed compared with the flight plan is counted, and the adopted method is as follows: the departure delay time of the aircraft is arranged in ascending order according to the history data of the actual delay time, and the data of the 80 th percentile is taken as the allowable maximum value T of the departure delay time PD The method comprises the steps of carrying out a first treatment on the surface of the Let the actual withdrawal time of the departure aircraft i be T i CW The planned departure time is T i ET If T i CW -T i ET ＞T PD The aircraft is delayed for a time N PD Increase 1 time.
2. The method for evaluating the control operation efficiency of an airport air-side area according to claim 1, wherein: in step a, the airport air-side area structure data includes: coordinates of a runway center point; runway length; runway width; a set of intersection coordinates of the taxiway midline;
the aircraft operating parameter data includes: an aircraft flight number; aircraft position coordinates; aircraft altitude; the aircraft taxiing direction; the time when the aircraft enters the runway; actual take-off time of the aircraft; the time the aircraft gets off the runway; the actual landing time of the aircraft; the actual wheel gear removing time of the aircraft; actual gear time of the aircraft; aircraft door closing time;
the aircraft flight plan data includes: the aircraft predicts the departure time;
the controller instruction issue data includes: the time of issuing departure aircraft take-off permission; time of issuing landing permission of the approach aircraft;
the aircraft operation attribute data defined by the airport control rules comprises: minimum wake separation between successive off-site aircraft; minimum wake separation between successive approach aircraft; a minimum allowable horizontal separation between approach and departure aircraft; maximum allowable runway occupancy time; maximum allowable departure aircraft roll-off time; maximum allowable approach aircraft glide-in time; maximum allowable off-field aircraft queue length; maximum allowable waiting time after closing the cabin door of the off-site aircraft; the maximum allowable aircraft departure delay time.
3. The method for evaluating the control operation efficiency of an airport air-side area according to claim 1, wherein: in step E, the method for classifying all the airfield air side area aircraft operation state evaluation indexes obtained in the steps B to D into the classes i to iii according to the severity of the influence on the airfield air side area operation efficiency, and then obtaining the evaluation result of the airfield air side area control operation efficiency according to the corresponding data of each index is as follows:
wherein the I-type evaluation index is an accident sign index, namely: in the command work of the controller, the index that the number of allowed occurrences is 0 times includes: the number of times that the departure aircraft violates the wake interval standard, the number of times that the approach aircraft violates the wake interval standard, the number of times that the departure permission timing is wrong, and the number of times that the landing permission timing is wrong;
the class II evaluation index is a serious error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 1 includes: the number of times of overtime runway occupation and the number of times of aircraft flying due to excessively small control interval, and the number of times of relative sliding conflict of the aircraft;
class iii evaluation index is a general error index, namely: in the command work of the controller, the index that the number of allowed occurrences is 2 includes: the number of times of overtime of the aircraft sliding out, the number of times of overtime of the aircraft sliding in, the number of times of overlength of the off-site aircraft queue, the number of times of overtime waiting after the aircraft closes the cabin door and the number of times of off-site delay of the aircraft;
if the data of any one evaluation index exceeds the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is determined to be unqualified; and if the data of all the evaluation indexes are in the range of the allowable occurrence times of the corresponding index category, the working efficiency evaluation result of the controller in the command process is qualified.
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