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An important consequence of such a simplification is that it greatly reduces the number of actions by the flight crew that need to be simulated. In the extreme case, if the aircraft is simply assumed to follow its assigned flight path, the role of the flight crew is effectively reduced to modifying the assigned flight path in response to air traffic control instructions. In order to ensure that the associated workload on the controller is properly modeled, it may be necessary to explicitly model the communications between these flight crews and the controller, but beyond this, the flight crews play no role and the aircraft simply follows the flight path or taxi path assigned by the controller.
At greater levels of fidelity, the decisions of the flight crew can be explicitly modeled, but the actual operation of the aircraft can be simplified by assuming that the flight crew can directly modify the intended flight path of the aircraft, which then simply follows that flight path. This is actually not that different from what occurs in practice when the aircraft is being flown using the flight management system. In such situations, it may be necessary to define a “pseudo-task” for the flight crew to perform that represents the actual tasks involved in flying the aircraft.
A similar situation can occur on the air traffic control side. While it will generally be necessary to model at least one air traffic controller (or controller team) in full detail, in order to generate the appropriate communications and decisions, the actions of controllers in adjacent sectors (or staffing other positions in a control tower) may be represented indirectly by allowing the simulation logic to modify the intended flight paths of the aircraft in that sector or under the control of those position. In the case of aircraft where the flight crew actions are explicitly modeled, it may be necessary for the adjacent controllers to generate and respond to relevant communications rather than control the flight path of those aircraft directly.
Therefore, a simulation of air traffic operations is likely to include at least four classes of simulated agent:
. Flight-path following aircraft for which flight crew actions are not explicitly modeled
. Aircraft for which flight crew actions are explicitly modeled
. Air traffic controllers whose decisions and communications are explicitly modeled
. Air traffic controllers whose only role is to generate and respond to appropriate communications with aircraft for which flight crew actions are explicitly modeled.
Since “dumb” aircraft for which flight crew actions are not being explicitly modeled may have to interact with “smart” controllers whose decisions and communications are being modeled, and vice versa, the design of the simulation may require intermediate agents that keep track of whether a given aircraft or controller is being modeled in detail or not, and interact with each simulated entity in an appropriate way.
Reconfigurable Flight Simulator
For the purposes of the current project, it was decided to base the air traffic simulation on the Reconfigurable Flight Simulator (RFS) technology, developed by researchers at the Georgia Institute of Technology (Ippolito and Pritchett, 2000; Pritchett et al., 2000). RFS is an agent-based simulation architecture originally designed for human-in-the-loop applications of aircraft flight control simulation based on principles of object-oriented analysis and design. This architecture allows for the inclusion of several broad types of objects:
An arbitrary number of vehicle objects can be included in a simulation to provide continuous-time or other representations of the dynamics of aircraft and other types of vehicles. All vehicles are added to a master list of Vehicle objects, VehicleList, which serves as a means of accessing the reference to the object when needed. Each Vehicle object has access to the simulation’s VehicleList. For this project we use a waypoint-following aircraft model for aircraft in the simulation.
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