AIR SPACE CAPACITY ASSESSMENT REGARDING THE PROBLEM OF THE COLLABORATIVE MANAGEMENT OF AIR TRAFFIC FLOWS

Air transportation industry traditionally stays on the cutting edge of technology. Feats of engineering are introduced during aircraft design and operation, airfields and airways arrangement, radio technology development. In order to raise the economic efficiency, air transportation providers increase airspace capacity. Experts of the International Civil Aviation Organization (ICAO) are planning to triple the achieved quantitative indicators by 2025 both on the basis of growing scientific and technical potential and through the improvement of air traffic management. Technically, such a rise is due to the development of the satellite navigation, but it requires updating of the flight regulation rules. This gap is filled in the ICAO regulatory documents where the technology which guarantees the required air space capacity indicators on the basis of the operational coordination of specialists (the totality of the so-called "planning horizons") has been developed. At present, there is no analytical apparatus for the optimal choice of new technologies practical realization; only universal means are known (for example, simulation modeling of aviation systems). This article discusses several related analytical models of flight control processes and air space capacity assessments on a flight priority basis are given. Each flight corresponds to the state priority of its service, which can vary depending on the development of the situation in the air (distress on board, hazardous atmospheric phenomena, equipment failures, etc.). The problem of the interacting planning horizons capacity assessment is analyzed using a model of a multichannel system with priorities. Each planning horizon is a service channel that performs the functions of air traffic flow management, restructuring the space and the management process on its territory, as well as maintaining the integrity of information in the interacting horizons. The evaluation criteria which worked well in practice are indicators of the average service waiting time and the probability of failure which is thought of such events as the direction of the aircraft to the alternate aerodrome, missed approach procedure, departure delay and other significant deviations from the balanced daily plan of airspace use.

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