Project Profiles

1. Fast-Time Simulation ModellingClose
The airspace above us is like a very busy road system that needs continual monitoring, maintenance and improvement. This includes managing what's already up there whilst embracing developing technologies to increase efficiency. With this in mind, we investigate greener ways of flying by best use of routes, sectors and sophisticated aircraft software enhancements.Read more

Fast-Time modelling is traditionally used in NATS during the airspace design development process. Airspace is made up of routes, sectors and navigational points which together make up a huge map of the sky. By means of a variety of tools including industry standard simulation models, Fast-Time is used to model simulated airspace and sectors both in their current form and alternative proposed designs. Comparative analysis is undertaken to identify and highlight any strengths and weaknesses of designs throughout the development process.

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Currently, our Fast-Time team is working on conceptual designs to improve the airspace over London. In other words, the airspace designers have ideas on how things could be improved and Fast-Time captures and models those ideas. This is one of the busiest and most complicated pieces of airspace in the world, so to replicate it in a simulation model is quite a challenge.

Fast-Time modelling is also carried out for airport ground modelling; to analyse how aircraft are co-ordinated around airports to identify capacity issues.

Fast-Time in NATS is different for every single project. There's a huge variation in the different tasks the team gets involved in and it works with engineers, air traffic controllers, airspace designers and many others, all of whom have a different view of how the airspace should best perform. Essentially, Fast-Time at NATS uses the latest technology and is at the forefront of airspace development.

2. Wake Turbulence Encounter Monitoring and ReportingClose
Wake vortices are tightly spinning tornadoes of air generated at an aircraft's wingtips and are an unavoidable by-product of the generation of lift. A wake vortex pair can last for several minutes and stretch for many kilometres behind the aircraft with wind speeds of over 300km/h in the vortex core. If an aircraft flies through the vortex of another aircraft, the effect can be dramatic, resulting in a large uncommanded roll or change in altitude. This type of incident is known as a 'wake vortex encounter' or 'wake turbulence'.Read more

The details of all reported wake vortex encounters are stored on the UK Wake Vortex Encounter Database, which is managed by NATS on behalf of the Civil Aviation Authority (CAA). More than 4,500 encounters have been reported via the scheme making the UK Wake Vortex Encounter Database the most mature of its type in the world. There is a dedicated Wake Turbulence Analysis team in the NATS OA department that carries out regular monitoring and analysis of the wake vortex encounter reports. The analysis is used to identify aircraft types that experience a higher rate of wake vortex encounter than others and also particular locations, phases of flight and altitudes where encounters are most likely to occur. This information is used to support operational decisions about changing the separations between certain aircraft types in the UK.

NATS is also involved in international wake vortex projects such as Wakenet3-Europe, where we contribute expertise in wake vortex encounter reporting and analysis. The Wake Turbulence Analysis team is responsible for representing NATS in such projects and producing analyses in support of international meetings and conferences.

3. Airport Capacity StudiesClose
Airport Capacity Studies involve providing statistical analyses and fast-time simulation modelling to determine runway capacity at airports in the UK and abroad. As part of this work, OA supports the capacity declaration process at three major UK airports.Read more

The airports are coordinated and use slot allocation to restrict when aircraft are allowed to use the runway. This allows each airport to maximize the runway capacity by controlling the demand for the runway to avoid congestion and unnecessary delay. This is done by allocating time slots to specific flights and creating a schedule for the airport.

Capacity limits are used to restrict what can be scheduled in terms of the number of arrival and departure slots throughout the day. The capacity limits are determined based on the demand for slots, the current delay experienced by the aircraft using the runway at the airport and future forecasts. It is important to get the capacity declaration correct as the potential value of extra slots can run into tens of millions of pounds.

Using tools and techniques developed over a number of years, OA calculates key statistics which are used to monitor the airports operational performance, and determine the current levels of delay. A scheduling committee will use the results to decide where changes to the capacity limits can be made to improve the delay experienced by aircraft using the runway, and meet the demand for slots for the scheduling season.

Any proposed changes to the capacity limits are modelled through the NATS Fast-Time simulation tools, to provide a forecast of the future levels of delay. The scheduling committee will then consider the delay forecasts before making the final decision on what the airport operator will declare as the new capacity limits for the scheduling season.