Arash Yousefi George L. Donohue, Ph.D. Chun-Hung Chen, Ph.D.

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1 Investigation of Airspace Metrics for Design and Evaluation of New ATM Concepts Arash Yousefi George L. Donohue, Ph.D. Chun-Hung Chen, Ph.D. Air Transportation Systems Lab George Mason University Presented at: NEXTOR - FAA - INFORMS Conference, June 2-5, 2003, Virginia Tech Northern Virginia Center

2 Motivation 85 percent of U.S. air traffic controllers (14,000) will be eligible for retirement over the next decade (Bureau of Labor Statistics) and lack of replacing workforce may result to future crises. Available radio spectrum for controller-pilot communication is limited. Current airspace sectorization is not the most efficient design. (NAR MITRE CAASD) Establishment of baseline airspace metrics is inevitable for evaluating any changes resulting from new ATC systems or procedures.

3 Background Lack of intrinsic metrics for airspace capacity and complexity: Number of aircraft passing through a sector does not capture the real airspace complexity, (Sridhar et al. 1998). Complexity of the mental workload is related to the number of aircraft in a sector but there are many other factors contribute in the control process. ATC workload depends of many qualitative and quantitative parameters. It is extremely difficult to develop mathematical models of ATC workload. Different approaches have been established to model the ATC workload and measure the airspace complexity.

4 Recent Related Work Perceived complexity of an air traffic situation, (Wyndemere Inc., 96). Related to the cognitive ATC workload with or without the knowledge of aircraft intent. Human oriented and very subjective. Dynamic Density (Laudeman et al, NASA ARC, 1998) More quantitative and based on the flow characteristics. B.Sridhar et al., 1998, developed a model to predict the evolution of this metric in the near future. Delahaye et al., 2000: 1. Geometric approach: Based on the properties of aircraft relevant position and speed. 2. Airspace system as a dynamic system: model the history of air traffic as the evolution of a hidden dynamic system over time. Impact of structure on cognitive complexity, (Histon et al., 2002). Much more...

5 Airspace Complexity Aircraft in each sector based on the sector complexity produce different workload levels for controllers. Critical factors contribute to sector complexity( assuming good weather conditions): Coordination factors: required coordination actions for conflict resolution, level of aircraft intend knowledge, Geometrical and geographical factors: sectors geometry & volume, airports, proximity of SUAs, # of neighboring sectors, # of hand in/off points, Traffic factors: # of altitude changes, # of crossing altitude profiles, # of intersecting routes, sector transit time, fleet mix, Encounter factors: conflict convergence angle, conflicting aircraft relative speed, separation requirements, flight phases, A fundamental question: Is there any metric that reflects all critical factors contribute to the sector complexity

6 Airspace Density & Transit Time a b T Total Transit ti me = i = 1 [minute/sector] Sector Density = Number of aircraft passing through a sector during any given time interval [aircraft/sector] Neither of these metrics, alone, adequately estimates the level of controller activity. n i Where: T i = Transit time for aircraft i in the sector. n = Total number of aircraft passing through the sector during any given time interval. T1 min T2 min T3 min T1 min T3 min den a = denb T2 min = 3 Transa Trans b a: More conflicts due to route intersection b: More control time due to longer routes

7 ATC Workload Simulation Similar to simulations of other systems containing human and machine interaction, simulating controller workload is a very challenging task. One approach could be: Total workload consists of 4 parameters: 1. Horizontal Movement Workload (WL HM ) 2. Conflict Detection and Resolution Workload (WL CDR ) 3. Coordination Workload (WL C ) 4. Altitude-Change Workload (WL AC ) In each sector or group of sectors, the summation of these four parameters gives the total workload. Total WL = (WLHM + WLCDR + WLC + WLAC )

8 ATC Workload Simulation (cont.) Movement or basic workload (WL HM ) is determined by the number of aircraft in a sector (sector density) and average transit time. WL F N HM HM HM = F HM = Adjustment = Number T = Average (N of HM Flight T) factor aircraft Time for where : horizontal passing through movement sector The altitude-change workload (WL AC ) is determined by the type of sector altitude clearance request for level off, commence climb and commence descent. the WL F N AC AC AC = F AC N AC = Altitude clearance factor = Number of aircraft with this where : clearance

9 ATC Workload Simulation (cont.) The conflict detection & resolution workload (WL CDR ) is based on conflict detection using the conflict type and conflict severity. The conflict type is determined by the tracks of the aircraft (succeeding, crossing or opposite) and the flight phases (climbing, cruising, or descending). For each type there is an adjustment factor F CDR. The conflict severity is the percentage of available separation. For example if % or % of minimum separation is available. For each conflict severity, there is an associated adjustment factor defined as T CS. WL F T N CDR CS CDR CDR = Conflict severity factor = Number of aircraft w ith this conflict type severity = F CDR (T CT N CDR ) wh ere : = Adjustment factor based on conflict type and

10 ATC Workload Simulation (cont.) The coordination workload (WL C ) is determined by the type of coordination action including: Voice Call Clearance issue Inter facility transfer Silent transfer Intra facility transfer Tower transfer For each of them there is a factor that reflects the complexity of that action WL F C N C C = F C N CA = Cordinatio n action factor = Number of aircraft with this where : coordination action

Simulation Controller s Complexity rating Virtual Air Traffic (VATUSA) www.vatusa.org Use of TAAM: Airspace: 5 ARTCCs in NE of US (ZDC, ZID, ZNY, ZBW and ZAU) ~ 162 sectors.

11 Simulation Controller s Complexity rating Virtual Air Traffic (VATUSA) Use of TAAM: Airspace: 5 ARTCCs in NE of US (ZDC, ZID, ZNY, ZBW and ZAU) ~ 162 sectors. Airports: 667 airports sending/receiving flights from the 5 mentioned ARTCCs. Schedule: Time table for full daily GA and commercial flights (VFR & IFR). TAAM outputs are used to quantify the ATC workload.

12 Simulation (cont.) The 667 airports considered in the study Market segment Number of daily flights - Non-GA including Commercial, GA and Cargo (IFR) extracted from the Flight Explorer - General Aviation traffic (IFR and VFR) generated using economic activities between OD Total ARTCC Number of Sectors ZDC 43 ZNY 25 ZID 34 ZBW 19 ZAU 41 Total daily flights used in the simulation

13 Impact of GA Operations Growth Workload / Day/ Center ZDC ZAU ZNY ZID ZBW % Increase in Number of Daily GA Operations Relevant to research on projected growth of GA activities on ATC workload. Workload increase rate varies for each center. i.e in ZDC ~ 25% increase in daily workload if GA operation doubles

14 Airspace Complexity Quantification Aircraft in each sector, based on the sector complexity, create different workload levels. For each sector, Complexity Index (CI) is defined as the average workload per each aircraft. For a given time epoch: CI = Total Workload Total Number of Aircraft = (WL HM + WL CDR + WL C + WL Total Number of Aircraft AC ) CI reflects critical factors contribute to the sector complexity.

15 CI Distribution for 5 NE Centers Large variation for CI among all sectors Non-efficiency in sectors with low complexity More operational errors may occur in high complex sectors % Non efficient design 2 = Complexity Index (CI) for 162 simulated sectors µ σ = Possibly more operational errors Hypothesis: An efficient airspace sectorization should uniformly distribute the complexity among all sectors.

16 CI Distribution (cont.) 50 (out of 162) most complex sectors in NE corridor Although not rigorous, overall, less complex sectors have higher traffic volume. Intuitively it can be interpreted as a good design (less complex sectors are capable to accommodate more aircraft without exceeding the controller workload thresholds). ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU Complexity Index (CI) Mean 2.2 for Sectors CI Distribution Daily Movement [acft/day]

17 50 Most Complex Sectors Center Boundary Low altitude sectors High altitude sectors Ultra high altitude sectors Most of the complex sectors are located next to the center boundaries Includes all altitude ranges Picture produced using Flight Explorer

18 Daily movement CI: mean=1.86, max=2.61, min=0.7 ZDC25 CI=0.7 Picture produced using Flight Explorer Low altitude Structured traffic Low density Next to noncontrolled airspace No airport No SUA Complexity order: 162/162 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H ZDC09 ZDC25

19 Daily movement CI: mean=1.86, max=2.61, min=0.7 ZDC09 CI=1.2 Picture produced using Flight Explorer Ultra high Structured traffic Low density Next to noncontrolled airspace No SUA Inter-sector handoff points are concentrated Complexity order: 161/162 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H ZDC09 ZDC25

20 ZBW17 CI=1.25 Daily movement CI: mean=1.86, max=2.61, min=0.7 High altitude Highly structured Inter-sector handoff points are concentrated Complexity order: 160/162 Picture produced using Flight Explorer ZBW17H ZDC01 ZDC09 ZDC25 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66

Low altitude Non-structured traffic Many track intersections Many inter-sector handoff points Burlington INTL Airport Many level changes for flights operating out of BTV Short sector transit times at

21 Low altitude Non-structured traffic Many track intersections Many inter-sector handoff points Burlington INTL Airport Many level changes for flights operating out of BTV Short sector transit times at the edges BTV Daily movement CI: mean=1.86, max=2.61, min=0.7 ZBW53 CI=2.57 Complexity order: 2/162 Picture produced using Flight Explorer ZBW17H ZDC25 ZDC09 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01

High altitude Non-structured traffic Many track intersections Many inter-sector handoff points Indianapolis INTL & Terre Haute INTL Airports Many level change for flights operating out of IND ZID99

22 High altitude Non-structured traffic Many track intersections Many inter-sector handoff points Indianapolis INTL & Terre Haute INTL Airports Many level change for flights operating out of IND ZID99 CI=2.55 Daily movement CI: mean=1.86, max=2.61, min=0.7 IND Complexity order: 3/162 Picture produced using Flight Explorer ZBW17H ZDC01 ZDC09 ZDC25 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66

23 Daily movement CI: mean=1.86, max=2.61, min=0.7 ZID97 CI=2.5 Picture produced using Flight Explorer Complexity order: 4/162 Ultra high Non-structured traffic Many inter-sector handoff points Many track intersections ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H ZDC09 ZDC25

24 Low altitude and small SUA blocks sector entrance Proximity of two large airports (BWI and PHL) Many altitude changes Almost structured but also many crossing traffic Short sector transit times at the edges BWI SUA ZDC18 CI=2.17 PHL Daily movement CI: mean=1.86, max=2.61, min=0.7 ACY Complexity order: 16/162 Picture produced using Flight Explorer ZDC25 ZDC09 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H

25 Low altitude and small Structured but also many crossing traffic Proximity of three airports (BWI, PHL & ACY) Many altitude changes BWI ZDC19 CI=2.08 PHL Daily movement CI: mean=1.86, max=2.61, min=0.7 ACY Complexity order: 28/162 Picture produced using Flight Explorer ZDC25 ZDC09 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H

26 High altitude Daily movement Small volume Structured but also many crossing traffic Proximity of two large airports (BWI and PHL) Proximity of SUA BWI PHL CI: mean=1.86, max=2.61, min=0.7 ACY ZDC58 CI=2.03 Complexity order: 36/162 SUA Picture produced using Flight Explorer ZDC25 ZDC09 ZAU53 ZBW53 ZID99 ZID97 ZDC10 ZID92 ZNY50 ZID96 ZBW09 ZAU52 ZAU29 ZDC36 ZAU55 ZAU27 ZID94 ZDC18H ZBW39 ZBW02L ZAU24 ZDC37 ZAU37 ZDC53 ZID29 ZDC38 ZAU56 ZID81 ZDC59 ZDC19H ZDC02 ZAU25 ZDC54 ZDC16 ZAU42 ZID98 ZID18 ZDC58 ZAU74 ZNY34 ZNY26 ZDC21 ZID33 ZDC22 ZAU51 ZAU45 ZID32 ZDC34 ZAU64 ZID17 ZID91 ZID34 ZID24 ZDC72 ZAU36 ZAU28 ZID20 ZAU46 ZNY51 ZAU54 ZNY75 ZID23 ZAU82 ZAU38 ZNY35 ZAU75 ZNY27 ZBW46H ZID19 ZDC30 ZAU83 ZAU73 ZNY68 ZID82 ZNY66 ZID87 ZID85 ZNY10 ZID86 ZDC12 ZAU60 ZAU26 ZID83 ZDC11 ZID84 ZDC03 ZID88 ZDC28 ZDC27 ZAU39 ZID80 ZDC52 ZDC15 ZAU34 ZBW18L ZNY73 ZID31 ZDC06 ZBW38 ZAU61 ZBW52 ZBW31H ZNY67 ZDC05 ZNY74 ZBW19H ZNY11 ZID89 ZID35 ZID30 ZID22 ZAU77 ZNY56 ZAU76 ZAU47 ZAU35 ZDC32 ZAU79 ZAU78 ZNY9 ZBW19L ZAU84 ZAU65 ZNY42 ZDC20 ZID95 ZDC04 ZBW24 ZNY39 ZDC29 ZNY49 ZDC31 ZBW18H ZNY65 ZID25 ZID21 ZNY25 ZDC35 ZDC19L ZNY36 ZBW17L ZBW46L ZBW31L ZAU81 ZBW02H ZNY55 ZDC17 ZDC50 ZNY86 ZDC26 ZDC18L ZDC51 ZDC24 ZAU80 ZAU44 ZBW01 ZAU63 ZNY93 ZDC23 ZAU66 ZDC01 ZBW17H

27 Notes and Summary Complexity Index as a airspace complexity metric is described. CI appears to capture critical complexity factors. Results of CI computation supports the recent studies in structured airspace. Minimizing CI could be an objective in future airspace design. Designing sectors with more uniform complexities might enhance the airspace safety and efficiency. Computation of CI requires a highly detailed airspace model: TAAM (detailed but slow), RAMS (detailed but no access), FACET (detailed?, faster). Future work: Conduct evaluation by comparing CI to qualitative ATC assessments. Research on a new airspace design using CI as one of the objective parameters.

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