Papers by Margriet Klompstra
Lecture Notes in Control and Information Sciences
ABSTRACT In this paper we consider an oligopoly market in which the resource is nonrenewable and ... more ABSTRACT In this paper we consider an oligopoly market in which the resource is nonrenewable and exhaustible. We restrict ourselves to the case of linear demand and quadratic extraction costs. The game ends whenever the stock of resource is exhausted, therefore the final time T is determined by the condition x(T)=0. For a common resource both open-loop and feedback Nash equilibria are treated in cases where the time does (dynamic case) and does not (static case) play an explicit role. Also open-loop coalitions for both a common resource and private resources are considered.
IEEE Transactions on Automatic Control, 2000
Dynamic games in which each player has an exponential cost criterion are referred to as risk-sens... more Dynamic games in which each player has an exponential cost criterion are referred to as risk-sensitive dynamic games. In this note, Nash equilibra are considered for such games. Feedback risk-sensitive Nash equilibrium solutions are derived for two-person discrete-time linear-quadratic nonzero-sum games, both under complete state observation and shared partial observation.
Air Traffic Control Quarterly, 2003
With increasing traffic there often are environmental and economical reasons to optimise Simultan... more With increasing traffic there often are environmental and economical reasons to optimise Simultaneous Converging Instrument Approaches (SCIA) without sacrificing the high safety levels realised in air traffic. One of the well known safety issues of SCIA is the risk of a mid air collision due to a double go around. The aim of this paper is to show through a working example that there is a clear advantage to accomplish the safety protection through support of advanced accident risk assessment methodology. In this paper such methodology is applied to a specific example of SCIA at Schiphol airport. Comparison of the obtained results against FAA established SCIA criteria shows that there are situations in which these FAA criteria are not met, while the collision risk is not higher than for other situations that satisfy these criteria. The implication for Schiphol airport is that a specific change can be introduced as being risk neutral. The implication for other busy airports with converging runways might be that there is room to develop new or improved SCIA without compromising safety.
Lecture Notes in Control and Information Sciences
ABSTRACT The behaviour of players in a dynamic game is considered if they are entitled to —and ag... more ABSTRACT The behaviour of players in a dynamic game is considered if they are entitled to —and agree upon-cooperation. This cooperation will depend on time, and during time intervals in which there is no cooperation, the Nash-mode of play is assumed. Cooperation occurs if all players benefit by it.
International regulations require that aviation service providers such as aircraft operators, mai... more International regulations require that aviation service providers such as aircraft operators, maintenance organizations, air traffic service providers and aerodrome operators implement a safety management system (SMS). The applicable regulations describe four building blocks of an SMS (safety policy, safety risk management, safety assurance and safety promotion) and aviation service providers seem to have a tendency to implement these elements without much consideration of how they interlock to form a working SMS. This may result in ineffective or even counterproductive SMSs. To fully appreciate how the SMS should interlock it is beneficial to regard safety management as a control process which takes place at three interlocking levels of functioning. In the execution level, the primary control of hazards takes place through the actions of those directly in contact with them, the flight crew, air traffic controllers, maintenance personnel, etc. They exert hands-on control on known ri...
International regulations require that aviation service providers such as aircraft operators, mai... more International regulations require that aviation service providers such as aircraft operators, maintenance organizations, air traffic service providers and aerodrome operators implement a safety management system (SMS). The applicable regulations describe four building blocks of an SMS (safety policy, safety risk management, safety assurance and safety promotion) and aviation service providers seem to have a tendency to implement these elements without much consideration of how they interlock to form a working SMS. This may result in ineffective or even counterproductive SMSs. To fully appreciate how the SMS should interlock it is beneficial to regard safety management as a control process which takes place at three interlocking levels of functioning. In the execution level, the primary control of hazards takes place through the actions of those directly in contact with them, the flight crew, air traffic controllers, maintenance personnel, etc. They exert hands-on control on known ri...
This investigation has been carried out under a contract awarded by the Civil Aviation Authoritie... more This investigation has been carried out under a contract awarded by the Civil Aviation Authorities The Netherlands (NLA), contract number LI/200.16.751. Summary The increase in air traffic implies that for busy airports, such as Schiphol, new and advanced Air Traffic Management (ATM) procedures are being developed. For some proposed ATM procedures, ICAO regulations do not yet exist and a thorough safety assessment that incorporates the role of Air Traffic Control (ATC) and pilots is required. This study concerns a risk analysis of simultaneous missed approaches on Schiphol converging runways 19R and 22, where the Obstacle Clearance Altitude (OCA) of runway 22 is proposed to be reduced from 350 ft to values below 200 ft. This allows the use of runway 22 during actual CAT-I weather conditions, which will support the optimisation of the arrival scheduling. Some guidelines for the adoption of a risk criteria framework to judge the acceptability of collision risk are given. Based on integration of three NLR facilities – Information System for Safety and Risk analysis (ISTaR), Traffic Organization and Perturbation AnalyZer (TOPAZ) and Flight Track and Aircraft Noise Monitoring System (FANOMOS) – an existing risk model is extended to enable determination of the collision risk related to the proposed ATM procedure. Numerical evaluations show that the collision risk may attain an unacceptably high level under certain conditions, especially when approaching aircraft on runways 19R and 22 both make a straight missed approach, and ATC does not intervene. For trying to maintain the collision risk at a low and acceptable level, some risk reducing measures are identified. In particular, ATC monitoring and instructing – turn right! or climb to! – to aircraft conducting a missed approach on runway 19R in case of a previous straight missed approach on runway 22 is required. Provided that the identified measures are applied, the proposed reduction of the OCA of runway 22 to values below 200 ft is risk neutral within a broad spectrum of missed approach procedural aspects, and may be judged adequately safe. This conclusion is also valid for the possible future situation, where the final missed approach altitude is raised from 2000 to 3000 ft and/or the wind criteria for the use of runway combination 19R / 22 is changed toward 20/7 knots.
Automation and Control Engineering, 2006
The collision subset is more than three orders smaller in volume than the conflict subset is. • A... more The collision subset is more than three orders smaller in volume than the conflict subset is. • A safety directed model of an air traffic operation includes per aircraft also the states of the technical systems and the pilot models, which increases the size
Lecture Notes in Control and Information Science
Proc. 2nd International …, 2006
... In en-route air traffic these catastrophic events are mid-air collisions. ... Navigation Vert... more ... In en-route air traffic these catastrophic events are mid-air collisions. ... Navigation Vertical (C4) Conflict Resolution (C3) Preparation Route Change (C6) Miscellaneous (C7) ... The LPN “Intent SA” represents the intent, eg whether he intends to leave the Free Flight Airspace. ...
Dynamics and Control, 1992
The minimum-time problem is a well known problem in optimal control and several methods are avail... more The minimum-time problem is a well known problem in optimal control and several methods are available to solve this problem. In this article, an extension of the minimum-time problem will be considered. A specific optimal control problem will be treated and the so-called Isopone method to determine the optimal control is proposed. In this Isopone method, multi dimensional reachable subsets are computed repeatedly. This method is similar to dynamic programming in that it is a recursive algorithm, but is designed to reduce the amount of calculation time. The current algorithm yields, as a degenerate case, also the time optimal route.
Many States are moving away from a very active role in the supervision of aviation activities. Th... more Many States are moving away from a very active role in the supervision of aviation activities. The reasons for this include the large number of inspectors required to perform this function, confusion over safety responsibilities and the need for a large enforcement organization, factors are assumed to contradict the safety culture that is promoted as being an important factor in safety management. Instead of the active supervision of aviation activities, regulators require that aviation service providers such as aerodrome operators, air traffic service providers, aircraft operators and maintenance organisations, implement and maintain a safety management system. The performance of those safety management systems are then monitored by means of safety performance indicators. The development and measurement of proper safety performance indicators in an organisation is not straightforward however, and many important issues are still very much in the open. Which indicators represent the ...
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Papers by Margriet Klompstra