Presented to: REACT Workshop By: Jay Merkle Date:25 June 2008 Federal Aviation Administration High...

Presented to: REACT Workshop

By: Jay Merkle

Date:25 June 2008

Federal AviationAdministration

High Density Airport Time-based RNAV/RNP NextGen/JPDO Demonstrations

3D Path Arrival Management (PAM) Project

2Federal AviationAdministration

NextGen High Density Airports Theme

Table of ContentsTable of Contents• The Team

• Executive Summary – What is 3D PAM

• Project Status

• Detailed Description of the Concept

• High Level Schedule



Team MembersNextGen Transportation System

Joint Planning and Development Office



3D PAM – FAA, NASA and Industry Leads for Coordination:

– Marc Buntin - Project Lead

– Richard Coppenbarger - EDA Principal Investigator

– Ewald Schoemig – FD Concept Lead, FD HITL Sims

– Doug Sweet - EDA SW development



Executive Summary(The Problem)

• Significant congestion exists today in the arrival and departures streams of medium to large airports

• Air Traffic Controllers frequently sequence traffic

– Diminishes capacity and efficiency

– Problem will not improve without intervention

• 3D Path Arrival Management operational concept is an initial intervention in advance of NextGen 4D trajectory operations to address this problem.



Executive Summary(The solution – 3D PAM)

• Efficient and predictable method to deliver aircraft from the TOD to a metering fix: – Requires: New automation support tool

(TMA enhancement) and modern FMS

• Allows the aircraft to fly an efficient, optimized descent arrival trajectory from cruise to meter fix

• The automation provides the clearance for the ATC to send to an aircraft

– Clearance issued via voice (Future: domestic datalink)

• Clearance is manually loaded into the FMS for execution

– The FMS executes the clearance taking advantage of RNAV / RNP capabilities



3D PAM Concept Definition

• Efficient and predictable method to deliver aircraft from the TOD to a metering fix in medium/high traffic demand:

• New automation support tool (TMA enhancement) and • Modern FMS

• Ground automation provides conflict-free, trajectory-based clearance advisories to ATC

– Clearance issued via voice (Future: domestic datalink)

• Trajectory-based clearances are FMS executed in the airplane:– Utilization of existing aircraft navigation capabilities (LNAV, VNAV, RNP)

3D Path Arrival Management concept is an initial intervention to 4D Trajectory Based Operations, providing efficiency benefits in today’s operational environment



Primary Expected Benefits• Improved flight efficiency:

– Reliable / Efficient routing

– Optimum speed and altitude profiles

– Reduced fuel burn, emissions and environmental impact

• Operational efficiency improvements:– Improved meter fix delivery accuracies

– Delay reduction

– Reduced frequency and duration of voice communications

• Increase controller productivity– Reduced workload from trajectory clearances

• Increased flight path predictability and repeatability– Flight path execution with airplane navigation accuracies

– Improved air/ground situational awareness



Required Navigation Performance (RNAV/RNP) and 3D Path Operations

• Operational Environment – Arrival Transition:– Path stretching is required when speed control is insufficient to achieve spacing– ATC uses automation tools to select conflict free path and speed to space traffic– Voice based clearances for all aircraft– FMS execution of cleared flight paths

• 3D Path Design:– Lateral path design enables FMS-based execution with LNAV, not heading

commands RNP• En-route: “Place/Bearing/Distance” or lateral offsets• Arrival transition: “Place/Bearing/Distance” (PBD)• Terminal Area: Pre-defined 3D paths, published and available in air and on ground

– Vertical flight path enables VNAV execution by the aircraft:• FMS optimizes the vertical profile:

Continuous Descent Arrivals (CDA) in high traffic conditions



MeterFix

Pre-Defined 3D Path Setsin Terminal Area

3D Paths in Arrival Management - Overview

Triangular Delay Paths in Center:Waypoint Insertion Using

Place-Bearing Distance (PBD)– Cleared Using Voice

Path StretchStart

Path Stretch

End

TOD

3D PAM Target Domain

• Ground automation maximizes airport throughput and flight efficiency

– Computes schedule at runways and meter fixes

– Selects cruise/descent speeds and lateral path

stretch to meet schedule

• ATC provides complete flight path

from cruise to Meter Fix

• Allows FMS to fly optimal vertical profile

• LNAV/RNP/VNAV execution of flight path

• Enables trajectory-based operations



Typical Arrival Paths and Vectoring Areas in High Demand

Heavy Traffic Flow Through Four Corner Posts

Requires Path Stretching

HOAGIROKIT

TEXNNDAISETTA

STROS

TRINITY

LISSE

GLAND

COLET

SEALY

CUZZ

to J29

to JCT

to IDU

IAH

HOU

HOAGIROKIT

TEXNNDAISETTA

STROS

TRINITY

LISSE

GLAND

COLET

SEALY

CUZZ

to J29

to JCT

to IDU

COLET

SEALY

CUZZ

to J29

to JCT

to IDU

IAH

HOU

ZFW/ZHUCenter Boundary

Houston TRACON Boundary



Arrival Management AutomationTraffic Management (TMA) andEn Route Descent Advisor (EDA) Functions

Required: EDAFunctionality



3D Paths in Arrival Management: Supporting Ground Automation

Path-Based Advisory to Meet the Schedule:En-Route Descent Advisor (EDA) Functionality

ETA

STAOriginal path

EGF586 P/DAS 052 061 P/DAS C/250 D/240

Stretched Path

Meter Fix:DAS

Flight: EGF586

Distance: 61nm

Mag. North

Bearing:52 deg

Clearance issuedBefore TOD

Meter Fix Schedule:Traffic Management Advisor

(TMA)



Arrival Management Event Sequence - Center



3D PAM – Clearance and Aircraft Types• Strategic 3D Path clearances:

– Issued after TMA freeze horizon and before TOD– Path stretch based on Place-Bearing Distance (PBD) – Conflict free EDA type advisories consist of new cruise/descent speeds,

lateral path stretch, and intermediate altitude (for conflicts only)

• Tactical 3D Path clearances – issued if required:– Strategic clearance could not be implemented– EDA time-based monitoring: Meter fix ETA out of compliance – Combined speed and path stretch advisory based on PBD

• Considered Aircraft Types:

Equipage Level

Capability

3DPBD capable, LNAV, VNAV and FMC/CDU based cruise/descent speed change

2D PBD capable; Only LNAV

Non-equipped No PBD capability, No LNAV, VNAV capabilities



3D PAM Core FY08 Activities• Project plans for FY08 focuses on four

main areas

– Development of the overall 3D PAM Concept

• ATC / Flight deck perspective

– Continued development of EDA functionality

– Initiation of the Concept Requirements Definition phase of AMS process

– Definition of Functional Requirements Specification

(Acquisition strategy TBD)



High Level Schedule

FY08Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4 Q1 Q2 Q3 Q4

FY09 FY10 FY11Q1 Q2 Q3 Q4

FY12

ATC / FD Centric Simulations

OMB / JPDO Demonstrations

Fast Time Sims.

Metrics ID / Initial Metrics Plan

CRD Process

IARD Process

Flight Trials

JRC – 2A

Flight Demo (Denver, CO)Integrated Sim DemoBoeing (Seattle, WA)

Initial Benefits Analysis

• All work is being conducted in collaboration with following offices: TMA and ERAM

• Organizational partners: JPDO, ATO-E, ATO-R, ATO-T

• JRC-2A lead most likely ATO-E (Acquisition strategy is TBD)

Tech Transfer – EDA Functionality



Summary

3D Paths provide a feasible near term operational

concept: Based on integrated use of current FMS capabilities and advanced

ground automation (TMA, EDA-type functionality)

Feasible in today’s operational environment

Provides near term efficiency benefits – enables CDA operations

from TOD to meter fix

Crucial step towards Trajectory Based Operations in NextGen

Enables transition to integrated data link operations

Mixed equipage accommodation in future concepts

Initial implementation domain from cruise to meter fixes

Presented to: REACT Workshop By: Jay Merkle Date:25 June 2008 Federal Aviation Administration High...

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