erat: new concepts to improve planning and environmental...

1

ERAT: New concepts to improve planningand environmental performance in the TMA

Michael Portier

ERAT Project Coordinator, To70

ERAT Presentation April 2011

Jeff

Text Box

Copied 6/12/2016 from: http://www.cdti.es/recursos/doc/eventoscdti/aerodays2011/5a1.pdf

2

• Brief overview of EU co-funded project ERAT

• ERAT concept for Stockholm Arlanda

• ERAT concept for London Heathrow


Contents of presentation

3


ERAT objectives

• Reduce environmental impact (noise, emissions)

• Maintain current safety levels

• Maintain current capacity

• Concept development aligned with SESAR

• Operational concept deployable in 2015

The ERAT project develops and validates ConOps for the eTMA airspace of a medium and a high density traffic airport, in such a way that the environmental impact of air traffic in 2015 is significantly reduced while maintaining safety levels and airport and airspace capacity.

4


• ANSPs

• Airport operator

• Airline

• R&D establishments

• Aircraft manufacturer

• Engine manufacturer

• SMEs

Consortium partners across Europe

5

• Project budget 6.8 M€ (of which 3.5 M€ EU contribution)

• Duration: Nov 2007 – April 2011 (3.5 yrs)

• 3 partners are also SESAR members

• 1 partner is a SESAR „founding father‟

• 1 associated partner of SESAR

• EU co-funded but supervised by SESAR JU

• SJU supports the ERAT project


General project information

6


Schematic project WP setup

Development steps Stockholm Arlanda

London Heathrow

Inventory of concept elements

Define Validation plan

Define ConOps

Validate ConOps

Summarise findings

= work package

7

LFV Green Flights…vision and objective!

Taxi Take-off En-Route Approach

Green Departure Green Cruise Green Approach

VISION up to 2012…

80% of all approaches shall be

offered to do Green Approaches

into LFV airports.

80% of all traffic flying over

FL285 shall be given opportunity

to fly the straightest route.

erat


8


ERAT concept for Stockholm Arlanda

9


ERAT concept development work for Stockholm Arlanda

• Advanced AMAN development:– Enlarged planning horizon

(~40 min)

– 30-35 min freeze horizon

– CTA allocation functionality

– Include short flights (<30 min) in planning

– AMAN HMI integrated in controller working position

• A more realistic traffic generator: TrafficSim

• Design of P-RNAV STARs and short RNP STARs

• LFV will take an important step into time based operations (SESAR ConOps storyboard step 1)

10

short flights


AMAN planning horizon

11

Standard Arrivals


Closed P-RNAV STAR

with ILS approach:

• P-RNAV routes from TMA entry to runway 19L

• Controlled Time of Arrival, CTA waypoint, at 30 NM

• Aircraft passing CTA with accuracy of +/- 30 sec

12

Standard Arrivals


Short RNP STARs

RWY 19L:

• Less track miles

• CTA at 30 NM

• When vectors to ILS are needed, more demanding to recover for ATCOs

• Short RNP not used together with P-RNAV during ERAT

13


Visualisation of ERAT concept at

Stockholm Arlanda

14

• Current aircraft capabilities / no new aircraft systems

• LFV already works with an arrival manager, but requires more advanced functions to improve predictability and efficiency of operations

• Two sessions of real time simulations, assessing:– Environmental benefits (noise and emissions)

– Capacity

– Predictability

– Efficiency

– Safety

– Controller operability and acceptability

– Flexibility


Validation exercises for ARN concept

15

• Improvements of arrival planning and predictability of operations, allowing an increase of CDAs

• 70-100% of the CTA capable aircraft successfully performed a CDA (~80% until runway)

• Improved planning benefits (hub) airline operations

• Concept proved to able to manage up to 30-34 arrivals per hour

• Small fuel burn & CO2 reduction for arriving traffic with potential for more

• Short flights are now included in arrival planning and can absorb delays on the ground rather than in the air

potential for more fuel burn/CO2 reductions


Achievements of the Stockholm Arlanda concept (1/2)

16

• Concept had no influence on continuous climbs (CCD)

• Reduced noise levels on the ground at some locations

• Current safety levels were maintained

• ATCo acceptability of concept and procedures was positive

• Simulations have demonstrated feasible advanced AMAN functions with associated HMI to run time based operations

• LFV ATCo: “most realistic real time simulation ever”

Limitations and remaining issues to be addressed in SESAR


Achievements of the Stockholm Arlanda concept (2/2)

17


ERAT concept for London Heathrow

18


Heathrow current operations

• 4 holding stacks

• Tactical CDAs starting when leaving the holds

• Departures level off at 6000ft until clear of arriving traffic

19

• Operational objectives:– Introduce higher start of CDAs

– Facilitate Continuous Climb Departures (CCD)

– Less holding stacks

– Higher holding levels

• Assumptions:– Current aircraft capabilities / no new aircraft systems

– Dependency on an implemented AMAN

– Aircraft are P-RNAV capable

• Two development cycles:– HEART1A (H1A) concept

– Refined LHR concept


ERAT concept development work for

London Heathrow

20


ERAT HEART1A concept at Heathrow

21

• One serie of real time simulation to validate H1A using the following scenarios:

– Full P-RNAV profile

– P-RNAV from IAF to a point late downwind, then vector to FAF

– Vector from IAF to a point early downwind, then P-RNAV to FAF

– Vector from IAF to FAF

– Baseline (current operations)

• Assessments:– Environmental benefits (noise and emissions)

– Capacity

– Safety

– Controller operability and acceptability


Validation exercises for the LHR

Heart1A (H1A) concept

22


Baseline HEART1A

Visual comparison – descent profiles(density plots derived from RTS data)

23


Baseline HEART1A

Visual comparison – climb profiles(density plots derived from RTS data)

24


Visualisation of HEART1A concept at

London Heathrow

25


Validation results of HEART1A concept

• Main issue was that the concept did not support the required capacity

– Maximum landing rate achieved with closed transitions was 36 per hour (even in a simplified environment)

• A lack of a dynamic AMAN in the RTS impacted upon the results

– No dynamic arrival management meant that positive ATC intervention could not take place in en-route sectors

– Result was that the ATC intervention at the metering fixes was not taken into account

– Culminated in unrealistic use of outer holding, which skewed the results

26

• Fast time simulation (AirTOp) to validate the following scenarios:

– Refined LHR concept

– H1A (to enable comparison between FTS and RTS results)

– Baseline (current operations)

• Assessments and tools:– Environmental benefits (noise with INM and emissions with AEM)

– Capacity (especially arrival rate)

– Safety

– Efficiency (e.g. impact on stack delay)


Validation exercises for the LHR

refined concept

27


ERAT London Heathrow refined concept

28


29


Visualisation of ERAT London Heathrow concept (derived from FTS data)

30


Descent profiles(derived from FTS data)

Baseline ERAT_LHR

31


Climb profiles(derived from FTS data)

Baseline ERAT_LHR

32


Trade-off:

fuel burn reduction vs. noise reduction

33

• Capacity maintained at current day levels (~ 42/hr/rwy) thanks to introduction of Point Merge

• Arrivals burn more fuel due to a 19% increase in distance flown

• The locations of the IAF have contributed to longer distance flown from the TMA entry point

• CCD has shown improved fuel efficiency and provides potential for more if cleared to cruise flight level

• Route design cause changes to noise contours where both local increases and decreases were found

• Workload is difficult to assess with FTS, but the expectation is that the use of Point Merge will contribute to reduction of R/T and workload (RTS validation by internal NATS project)


Achievements of the London Heathrow refined concept

34

• Extra miles flown can not be compensated with CDAs

• Holdings remain necessary as reservoir to maximise the runway capacity, however with higher holding and locations further away, fuel burn for arrivals can be reduced

• NATS is considering to maintain four holdings but to reduce the holding time per flight

• Trade-off between fuel burn reduction and local noise exposure on the ground


Lessons learnt from the Heathrow

concept development work in ERAT

35


How ERAT achievements feeds into

SESAR work programme

• Concept development work

• Development of advanced AMAN

• Controlled Time of Arrival concept

• Environmental assessment methodologies

Various projects under WP5, like sub WP5.6(Queue Management in TMA

and En-Route)

WP6.8 (coupling AMAN-

DMAN) and sub WP10.9(ATC systems)

Project 5.6.1 (in

coordination with WP9 on

airborne systems)

environmental projects of WP16

36

Thank you for your attention

www.erat.aero


erat: new concepts to improve planning and environmental...

Documents