ADD Validation in NUP2Slide 1 AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation...
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Transcript of ADD Validation in NUP2Slide 1 AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation...
ADD Validation in NUP2 Slide 1
AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation work of NUP II ADD TT
Costas TAMVACLIS EUROCONTROL Exp. Centre, Paris, France
Nick McFARLANE HELIOS Technology Ltd, Surrey, UK
Billy JOSEFSSON LFV (Swedish ANS), Norrköping, Sweden
ASAS TN2 Workshop, Sept 26-28, 2005
ADD Validation in NUP2 Slide 2
Aircraft Derived Data (ADD)
• What is it, what can it be?• ADD and operational use• ADD work in NUP II• The case of Arlanda RNAV Approaches • Current status• Conclusions
ADD Validation in NUP2 Slide 3
What is ADD? • ADD is a surveillance application in which avionics
data are transmitted from the aircraft to the ground, and possibly other aircraft
• Reported parameters:• Aircraft identification/equipage/equipment status• Aircraft configuration
• flap settings, de-icing etc.
• Current state measurements, • 3-D position, bank angle, ground/airspeed vectors, meteo, weight etc
• Pilot ‘set’ parameters or targets (short term intent), • selected altitude, heading, airspeed and next waypoints
• Avionics flight path data/calculations, • intermediate waypoints and estimated times of arrival (ETAs)
• The supplied data may be• displayed to the Air Traffic Controller, and/or • used in ground processing functions and decision support tools.
Surveillance functions
Ground user
Trajectory prediction
Tools Surveillance functions
Ground user
Trajectory prediction
Tools
ADD Validation in NUP2 Slide 4
ADD Operational Use• Controller Access Parameters (CAP)
• For display to the ATCO
• Improved Tracking• Up to date a/c characteristics • More accurate state information
• Controller Decision Support Tools• MTCD, AMAN, MSP
• Benefit from more accurate trajectory prediction
• Conformance Monitoring• Improved detection of deviations• Fewer false alerts
• Safety Nets• Detection of flight level busts• Fewer false alerts
•Predicted time of arrival T0
Actual time of arrival T1
Predicted time of arrival T0
Actual time of arrival T1
ADD Validation in NUP2 Slide 5
Benefits of ADD to TP
ADD Parameter Use Benefit
3D positionspeed vectorsvertical rateroll angle/turn ratemeteo data
ADD enhanced tracking and conformance monitoring systems;provide inputs to the TP
More accurate inputs to short look-ahead (< 2 min) predictionsMore frequent and accurate triggers for trajectory recalculation
Aircraft weightAircraft configuration
Used in aircraft performance modeling More accurate climb and descent profile predictions
Short term intent Constraints used in climb, descent and turn prediction
More accurate turn and climb/ descent profile predictions
Aircraft intentTop of climbTop of descent
Update the system flight plan on which trajectory prediction is based.
More accurate lateral and vertical trajectory estimates
Aircraft reported ETAs Update or replace ETAs predicted by the ground TP.
More accurate ETA estimates
ADD Validation in NUP2 Slide 6
ADD Validation in NUP II
ADD OSED ver 2.7 publishedops environment and applicable procedures
ADD Validation plan published methodology and required activities for the most promising applications
Application selected for validation: Support of “environmentally friendly” RNAV approach procedures at Arlanda Airport
Require sequencing and monitoring tools demanding high accuracy trajectory predictions
TP accuracy could be improved significantly with ADD
ADD Validation in NUP2 Slide 7
Arlanda Approaches
• Current final approach procedures pose significant noise and pollution problems to heavily populated areas.
• especially for the new runway 01R• Legal conditions for using 01R
necessitate alternative approach procedures
• possibly curved RNAV/CDA • The new RNAV procedures
must ensure safety and maintain current air traffic capacity levels.
• including support for non equipped traffic
ADD Validation in NUP2 Slide 8
Validation Exercise Objective
• A workshop with Arlanda controllers and navigation experts defined suitable approach procedures and decision support tools.
• These procedures and tools must be assessed to • evaluate safety,• quantify the achievable air traffic capacity, and • establish tool feasibility
• depends on achievable TP accuracy
• Initial Objective for ADD validation under NUP II: • Determine the achievable TP accuracy though the use of ADD
parameters
• Arlanda RNAV approach validation will be pursued beyond NUP II
ADD Validation in NUP2 Slide 9
Airport Configuration
• Arlanda airport has three runways: • two parallel runways 01L-19R and 01R-19L • converging runway 08-26 located north of 01R
• Runway usage depends on wind direction and also on peak or off- peak situation• Presently segregated operations are
used for the two parallel runways. • In the future 01L and 01R will be used
in mixed mode during peak hours• in order to increase capacity
G H F
TWR
MK
R
S
J K
TWR W 118,5
TWR E 125,125
GND N 121,925
GND W 121,70
GND E 121,975
IHP U14
IHP W11
IHPW12
IHP Z18
IHPX18
IHPX19
DEICE-M
TRS3 MIKE ARRIVAL: Cross TRS FL150 or below, intercept TRS R-040 and proceed to TRS DME 29. Turn left, intercept TEB R-179 and proceed to TEB (IAF) Note 1. Clearance limit is normally the IAF Note 2. Aircraft to Stockholm Arlanda shall not operate at airspeed of more than 250 kt IAS below FL 100 unless otherwise instructed Note 3. From IAF aircraft will be radar vectored to final Note 4. When established on ILS final, maintain 160 kt or more until passing OM unless otherwise instructed
ADD Validation in NUP2 Slide 10
Current O1R Approaches
DKR
TEB (IAF)
TRS
ELTOK
HMR
XILAN
ERK BALVI (IAF)
• 01R STAR defined to TEB from where radar vectoring is performed.
• A/C on STAR do not interfere with other TMA sectors.
• Depending on traffic situation A/C may be vectored after passing IAF or earlier
A B
C
D
E
ADD Validation in NUP2 Slide 11
Example of curved RNAV Approach
• RNAV-based ‘S’ turn (two RF turns) manoeuvre before intercepting the ILS.
• The ‘S’ turn enables avoidance of an environmentally sensitive area.
• Such an approach would be suitablefor RNP 0.3 RNAV equipped aircraft.
• Issues:• safety of independent approaches
• missed turns
• merging of straight-in and curved RNAV approaches
• equipped and non equipped a/c
ADD Validation in NUP2 Slide 12
Tested curved RNAV procedure
ADD Validation in NUP2 Slide 13
Merging of mixed traffic
• A procedure needed to merge thestraight-in and curved RNAV traffic approaching 01R
• The Arlanda workshop recommended:• traffic sequencing prior to the split
between the two 01R approach branches, AND
• provision of speed advisories to the controller, OR
• monitoring tool providing real time visual feedback of merge point arrival spacing
• Both solutions require highly accurate trajectory prediction• need to determine TP accuracy required,
• and whether this accuracy can be achieved with ADD (and which ADD parameters)
RNP 0.3 capable aircraft
RNP 0.3 capable aircraft
ADD Validation in NUP2 Slide 14
Current status of validation
• Simulations of 01R straight-in and curved RNAV approaches with a Boeing 737 cockpit simulator• capable of generating ADD
• applying different weather conditions
• TP predictions generated from recorded data to measure TP look-ahead accuracy• with and without ADD
• and different subsets of ADD • a/c weight, air/ground speed vectors, meteo, autopilot settings,
TCPs, GPS position
• A flight trial is planned (for October 05) to validate the results of the simulations
ADD Validation in NUP2 Slide 15
Conclusions • ADD offer many potential benefits
• see NUP2 ADD OSED • benefits to DST occur primarily through TP accuracy improvements
• ADD benefit validation is feasible only case by case.• The particular case of Arlanda was chosen because
• it requires high TP accuracy, and • may be applicable to many other airports
• validation is still ongoing (until Dec. 05)• will need to be continued beyond NUP II
• to evaluate impact on RNAV DST and hence controller acceptability and airport capacity
ADD Validation in NUP2 Slide 16
ADDThe link between aircraft and ATM
Thank You!
ADD Validation in NUP2 Slide 17
Example of FMS supplied data
ARINC label Name Units
001 Waypoint
056 ETA Hours / mins / 0.1 mins
075 Gross Weight Lbs
103 FMC Airspeed Knots
213 Static Air Temperature Degrees C
233-236 Flight number ASCII characters
310 Latitude Degrees
311 Longitude Degrees
312 Ground speed Knots
315 Wind speed Knots
316 Wind direction Degrees
321 Flight path angle Degrees
ADD Validation in NUP2 Slide 18
ADD Downlink mechanisms
• ADS-B- 1090MHz Ext. Squitter- VDL-4- UAT
• Enhanced Mode S radar• ADS-C• ACARS
ADD Validation in NUP2 Slide 19
Sources of TP Errors
• Weather forecast uncertainties• Turn dynamics• Aircraft performance modelling fidelity
• i.e. simplifications, omissions and uncertainty in the mathematical models used to estimate the trajectory
• Erroneous assumptions on aircraft characteristics• These vary dynamically (for example aircraft weight) but
are usually assigned values derived from flight plan data and/or aircraft performance databases
• Tracking and flight mode errors• Pilot and controller intent uncertainties
ADD Validation in NUP2 Slide 20
Sources of TP Errors
• Weather forecast uncertainties• Turn dynamics• Aircraft performance modelling fidelity
• i.e. simplifications, omissions and uncertainty in the mathematical models used to estimate the trajectory
• Erroneous assumptions on aircraft characteristics• These vary dynamically (for example aircraft weight) but
are usually assigned values derived from flight plan data and/or aircraft performance databases
• Tracking and flight mode errors• Pilot and controller intent uncertaintiesADD can reduce most
of these errors!
ADD Validation in NUP2 Slide 21
Operational Benefits from ADD 1/2
• ICAO adopted 7 conceptual changes at ANConf 11, 2003
• 4 out of 7 are strongly linked to ADD-traffic synchronization -demand and capacity balancing -conflict management-airspace user operations
• Benefits, how? -Increased predictability-Increased quality of data-Enriched ATM data is made avilable
ADD Validation in NUP2 Slide 22
Operational Benefits from ADD 2/2
Safety
Strategic and tactical planning i.e. MSP, MTCD
Arrival management
Flight time spent in holding patterns
Optimization of airport resources
Collaborative decision making i.e. prioritisation
Fleet management