Www.smiths-aerospace.com © 2006 by Smiths Aerospace Green Approaches: 4D-Trajectory Enabled...

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www.smiths-aerospace.com © 2006 by Smiths Aerospace Green Approaches : 4D-Trajectory Enabled Continuous Descent Approaches Keith Wichman -- Smiths Aerospace FAA New Technologies Workshop III 9-10 January 2007, Arlington Virginia

Transcript of Www.smiths-aerospace.com © 2006 by Smiths Aerospace Green Approaches: 4D-Trajectory Enabled...

Page 1: Www.smiths-aerospace.com © 2006 by Smiths Aerospace Green Approaches: 4D-Trajectory Enabled Continuous Descent Approaches Keith Wichman -- Smiths Aerospace.

www.smiths-aerospace.com © 2006 by Smiths Aerospace

Green Approaches:

4D-Trajectory Enabled

Continuous Descent Approaches

Keith Wichman -- Smiths Aerospace

FAA New Technologies Workshop III

9-10 January 2007, Arlington Virginia

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Example: Aircraft capability

ThrustThrust

ThrustThrust

Entire descent & approach:• Least possible thrust• Highest possible altitude

Entire descent & approach:• Least possible thrust• Highest possible altitude Todays std practice

6~10 step downsTodays std practice

6~10 step downs

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Why are CDA’s not used wholesale?

Myth: “CDA’s reduce capacity”

• Idle descent vertical and time profiles can vary widely from aircraft to aircraft

• This uncertainty drives need for ATC to block large chunks of airspace

Thus, CDA’s practiced today generally off-peak hours and/or sub-optimal descents (least-common-denominator fixed vertical profiles)

Solution: Marriage with 4D-trajectory downlink, and if needed, onboard time-guidance (RTA) functionality supplies ATC with observability and predictability to use CDA’s during dense operations

Requirements:

• Aircraft – 4D FMS’s already predict reliable 4D Trajectories (4DT) and guide to Required Times of Arrival. Need appropriate downlink of the 4DT

• ANSP – Operational shift toward Trajectory Based Operations (TBO) to incorporate the 4DT and the development of necessary support applications

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Trajectory-Based Operations

Basis for strategic planning and tactical operations including separation management.

• Key concept element for the USA’s NGATS and Europe’s SESAR

• Four-dimensional trajectory (4DT) is the cornerstone of Trajectory-Based Operations for improved predictability

• “Open-ended” flight maneuvers (such as vectoring) reduce predictability.

• “Closed” trajectory-based maneuvers improve predictability.

While designed to optimize an individual flight and reduce pilot workload, modern FMS’s offer much capability that could be tapped by ATM to optimize the whole system. Trajectory-based operations seeks to exploit this functionality.

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The Paradigm Shift

ProceduralEstimate the current and planned a/c positions

Past

RadarKnow the

current and estimate

planned a/c positions

Today

TrajectoryKnow & share

the current and planned a/c positions

A320

Future

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Roadmap

NGATS and SESAR aim to set vision and path to achieve 4DT ATM

In-service operational evaluations represent “forays” into the future:• Validation of concepts

• Validation of benefits

• Results and data informs decisions of political activities (NGATS, SESAR)

These vanguard activities require effective teaming across domains• ANSP (and equipment suppliers)

• Operators (and OEM + suppliers)

• Airport Authority

… basis for the integrated system seen by NGATS and SESAR.

The European Commission’s NUP2+ Program is presented here.

“Trip

lets”

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Terminal Movements with Trajectory-Based Operations

Increased arrival/departure throughput and efficiency.

• Increased predictability

• Reduced track distances

• Reduced voice communications & vectoring

More efficient vertical profiles with reduced fuel consumption.

Metering Fix

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FMS and Avionics

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Required Time of Arrival

Algorithm is based on speed variation.

• Fixed lateral path

• Fixed cruise altitude

Required Time of Arrival is enabled for any point in the flight plan.

• Available on 737 aircraft since 1986.

• Demonstrated performance in trials with SAS in 2001.

Future enhancements:

• Improved control to the runway accounting for fixed speed segments.

• Compensation for control error tolerance when reporting trajectory early in the flight.

• Include lateral offset and/or cruise altitude variation when additional delay is required.

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RTA to the Runway

Results were obtained in trials with SAS in 2001 (33 flights).

Performance is better when controlling to start of arrival due to more speed-control authority.

Limited control late in descent due to constrained speed.

RTA Target

Max Mean STD

Top of STAR

7 Sec 4.8 Sec 2.7 Sec

Runway 21 Sec 12.7 Sec 7.3 Sec

24

26

28

30

32

34

250 200 150 100 50 0

Distance to RTA Waypoint (NM)

Tim

e (

Min

ute

s)

Latest Arrival Time

Required Time of Arrival

Earliest Arrival Time

Climb Cruise FL350 Descent Phase

Typical flight data

Malmö

Ängelholm

Luleå

Stockholm

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• ARINC 702A-1 Trajectory Bus

• Aircraft current-state information 2Hz

• Aircraft 4D trajectory predictions (Intent)

• Each minute or when FP changes

• Full trajectory to runway

• Includes vertical wpts and turns

• Dedicated ARINC 429 Bus

• As per ARINC702A-1

Intent Bus in B737 U10.6 FMS

ARINC42

9

Traje

ctory

Bus

AOC ATC

Current A/C State and Trajectory Predictions

• ACARS messages added for interim use in flight trials

• By REQ from ATC

• One-time or periodic downlink

First application in 2005 –Provide FMS 4D trajectory to ATC!

ACARS

in 2007!

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ARINC 702A-1 4DT Data for Stockholm to Malmo Flight

Route: ESSAESMS10

---------starts here-----------

1,,,N59397E017581.

1,R,113,N59401E018009,108,090122.

C,,,N59376E018019,500,090227.

0,R,557,N59359E017585,769,090306.

0,L,934,N59302E017443,1279,090456.

0,,,N59070E017184,2511,090907.

0,R,1893,N59044E017155,2604,090932.

B,,,N58515E016548,3032,091149.

8,,,N58380E016335,3500,091408.

0,,,N58366E016312,3500,091423.

0,,,N57592E015342,3500,092051.

0,,,N57388E015041,3500,092420.

0,,,N57024E014122,3500,093032.

0,,,N56455E013489,3500,093323.

9,,,N56354E013354,3500,093504.

0,L,981,N56345E013340,3450,093513.

B,,,N56295E013331,3223,093553.

0,L,1249,N55550E013268,2010,094058.

1,R,406,N55247E013335,1002,094623.

1,R,215,N55210E013322,886,094712.

C,,,N55189E013229,500,094951.

0,L,171,N55198E013275,459,095034.

0,,,N55276E013235,148,095357.

0,,,N55314E013227,29,095528.

1,,,N55329E013212:00002926

EOT finalLDU=1, CRC=3483

0,L,934,N59302E017443,1279,0904560,L,934,N59302E017443,1279,090456

Point TypePoint Type

Turn RadiusTurn Radius

Lat / LonLat / Lon

AltitudeAltitude

Time!Time!

Turn DirectionTurn Direction

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AirlinesAirlines

AirportsAirports

Industrial Industrial groupgroup

ANSANS

NUP 2+ Partners

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NUP2+ Trajectory Usage

ANSP - AirportLFV CIES

AOCSAS

RC Hermes

ACARSARINC 702A-1 standard

Flight operations beganJanuary 19th, 2006

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Trajectory Reporting

ARINC 702A Supplement 1 was defined for early implementation.

• Implemented in 737 FMS with U10.6 software – dedicated ARINC 429 bus.

• ACARS downlink of trajectory intent information as interim datalink.

• European Commission (EC) supported activity, NUP2+, in Sweden and Austria.

Operational evaluations began in October 2005 including:

• RTA contracting to the runway.

• Green Approaches (CDAs) with FMS 4D trajectory to preserve capacity.

• Slot Swapping

• Ground Holding

First air/ground operation connectivity of FMS 4DT with Arrival Manager…

• Airlines are deriving demonstrable benefits (punctuality, fuel).

• Operations now in medium traffic conditions… moving toward peak traffic.

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First 4D FMS Trajectory Downlink

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Controlled Time of Arrival

Generated by a Time-Based Metering system to merge traffic from metering fixes to a runway.

• A key capability of an FMS is to “self-deliver” to a specified waypoint at a Required Time of Arrival (RTA).

• The FMS efficiently operates a flight with a user selected Cost Index (CI) and a Continuous Descent Approach (CDA).

• Accurate ETAs need to be downlinked from the aircraft to close the loop with ground control.

Cost Index (CI)

CI = time cost / fuel cost

Speed

Cost

Time Cost

Fuel Cost

Continuous Descent Approach (CDA)

Distance

Altitude

CDADive and Drive

Approach

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ANSP Integration of 4DT in Arrival Management

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Pilot updates FMS and pushes more accurate ETA.

3

Expected STAR is sent back to the aircraft.

2OFF message including ETA for Arlanda arrival is sent via data link

1

ATC Arlanda

Lift-Off

ClimbEn-route

ATC sends Green Approach STAR to aircraft. This STAR is defined all the way to ILS.Pilot updates FMS and pushes more accurate ETA.

4

40min before ETA ground system automatically requests full remaining 4D trajectory description in order to be able to plan for this aircraft and merge it with ordinary traffic. Based on this the Approach controller can chose to assign an RTA constraint to the aircraft (on the second)

5

ATC request RTA (close to the latest down linked ETA in order to be almost sure that aircraft will accept)

6

Aircraft accepts RTA.7

3min before ToD ground system automatically request 4DT in order to get accurat ETA/RTA from aircraft.

8

Descent

Aircraft performs Green Approach9

Strategic Communication Description

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Example from live trial

Via 4DT downlink SAS075 confirms GA HAMMAR1V with ETA

06:49

Via 4DT downlink SAS2059 confirms

GA HAMMAR1V with ETA 06:50

Controller want 180 second separation. Send

RTA 06:47:00 to SAS075

Reply: RTA unachievable

Sends RTA 06:48:00 to SAS075 and RTA

06:51:00 to SAS2059

RTA Accepted

RTA AcceptedIn the new downlinked 4DT messages, the time

separation at HMR had increased from 1 to 2 minutes

Controlling to time resulted in physical

separation of 10NM at OM

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Benefits of the 4DT Approach

1st 4DT downlink 19th of October 20051st 4DT Flight 19th of January 2006General 4DT operation from 26th of March 2006

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Fuel Consumption

0

100

200

300

400

500

600

140 135 130 125 120 115 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0

Distance to THR (Nm)

fu

el (

kg

)

SK605/49T+

SK606/48T-

SIM: 49T-

SIM: 59+

PERF: 60T

PERF: 47T

SK007/59T+

NUP 2+ ResultsFuel Savings CDA vs Standard Approach

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TRANSCAP Noise results

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Next step Arlanda: Mixed mode operation

5NM10NM

160kts OM160kts OM

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Next step Arlanda: Mixed mode operation

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SAS Sweden Experience from 800+ Green Approaches

More than 650 Green Approaches flown to date… (and counting) resulted in:

• 204 Metric Ton CO2 reduction yearly

• 715 kg of NOx reduction yearly

• 130,000 kg of fuel saved

SAS-Sweden 36,000 Green Approaches per year into Stockholm alone

• $5.8M fuel reduction yearly

• 23,000 Metric Ton CO2 reduction yearly

• 79 Metric Ton of NOx reduction yearly

• Large noise reductions (being quantified)

 

SAS and LFV expanding Green Approaches throughout domestic Sweden

 

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NUP2+ Steps for 2007

Install VMMR to downlink 4DT via ADS-B

Install EFBs for surface movement guidance operations

Install enhanced FMS software for better predictions and RTA

Conduct controller simulations with mixed equipage and high traffic

Operate regularly in peak traffic (>57 mvts/hr), mixed equipage, CDAs and validate capacity unchanged or increased.

Infuse results into JPDO-NGATS and SESAR

Also…

Plans firming to expand the operations in 2007 to adjacent regions in “core-Europe” in order to begin developing end-end benefits to participating airline operations.