national aeronautics and space administration ads-b enabled green operations using integrated...
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National Aeronautics and Space Administration
www.nasa.gov
ADS-B Enabled Green Operations usingIntegrated Scheduling and Spacing (AEGIS)
Standard Full Briefing PackageJune 13, 2011
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BackgroundDemonstration Overview
Research Foundations
BackgroundDemonstration Overview
Research Foundations
Background
• In 2010– Elements of NASA research nearing demonstration maturity– National R&D Plan, FAA and JPDO Plans updated identifying strong needs
for NASA products– Stakeholder input and feedback on successes, future goals, and needs
align with emerging capabilities
• In 2011– OMB and Congress have requested NASA to:
• Accelerate ATM technology transition, including ADS-B• Conduct more relevant flight research emphasizing enhancing aviation safety and
airspace efficiency
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Collaborative Partnering Approach
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Near-Term Focus
Extend interaction with ATM community to define a series of partnered integrated technology demonstrations •Begin phased shifting of resources towards support of integrated technology demos, while continuing to support foundational research as a source for future technology demonstration activities
ATM Tech DemoATM Tech Demo
Integ. ATM Tech Demo #2Integ. ATM Tech Demo #2
Integ. ATM Tech Demo #3Integ. ATM Tech Demo #3
FY11 FY12 FY13 FY14 FY15 FY16
BackgroundDemonstration Overview
Research Foundations
Today’s National Airspace System
• Air traffic controller’s role is to keep aircraft separated, maintain throughput, and provide efficient flight paths– All three objectives cannot be met when traffic demand is high
• Aircraft can execute efficient flight paths– Efficient profiles can be provided as long as they are not interrupted by other
traffic (e.g., conflicts)
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Technical Challenge
• Reduce the high cognitive workload that prevents simultaneously achieving safe, efficient, and expedient operations during congested periods
• Provide an integrated set of decision support tools and automation – To create efficient arrival sequences and schedules for all flights– To develop trajectories that meet the schedule and merge the aircraft, as
necessary– To provide real-time advisories for fuel-efficient trajectories that meet the
schedule, and– To use ADS-B-based flight deck merging and spacing capabilities to allow aircraft
to maintain precise spacing
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Objective
Demonstrate feasibility of sustained high throughput of fuel-efficient arrival operations using precision time-
based scheduling, speed control and CNS technologies
Advanced Traffic Management Advisor (TMA)Controller-Managed Spacing (CMS) ToolsFlight Deck Interval Management (FIM)
ADS-B InfrastructureArea Navigation (RNAV) Arrival Routes
Optimized Profile Descent (OPD) Procedures
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Resources
• Planning to invest approximately $10M per year for the next 3-4 years– Much of that will be focused outside of the agency
• Leverage partnerships to provide cost sharing opportunities that can accelerate implementation paths– FAA– Airspace Users– Aircraft and Avionics Manufacturers– System integrators
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Motivation
• Individual research components have been shown to have throughput, delay and fuel-efficiency benefits
• Integration of components is needed to sustain peak throughput of fuel-efficient operations– Ground-based and airborne capabilities are needed to efficiently achieve
and maintain spacing using speed control– Precision scheduling is needed to determine merge sequences far
enough in advance for speed control to be effective
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Benefits
• Higher throughput and more efficient flight paths– Key metric is increased inter-arrival precision– Less path stretching used to maintain separation (fuel savings)– Fewer level segments used to absorb delay (fuel savings)– Increased throughput during high-density operations– Less tactical intervention to maintain separation (workload reduction)
• Accelerated technology demonstration of a major integrated NextGen capability for terminal operations
• Promotes accelerated ADS-B equipage and enables other advanced capabilities– In-Trail Follow (ITF)– Runway Incursion Warning (SURF-IA)– Cockpit Display of Traffic Information Assisted Visual Separation (CAVS)
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Operational Context
En RouteMetering(~60 sec)
TerminalMetering(~30 sec)
Ground-basedSpacing Aids(~15 sec)
Flight Deck-basedSpacing Aids(~5 sec)
Increasing level of automation, accuracy, maturity…Increasing level of automation, accuracy, maturity…
Terminal vectoringExcess separation
CDAs during low demand
Terminal TBOReduced excess separationCDAs during high demand
Independent Scheduling Integrated Scheduling and Spacing
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NOTE: Nominal spacing precisionIs indicated in parentheses.
Operational Scenario
Time-based scheduling provides runway arrival schedule and fix crossing times for arriving aircraft.
En route speed and path assignments correctly space aircraft for descents on RNAV/RNP OPDs
to assigned runways.
Most flight crews use FMS to fly OPDs along RNAV/RNP routes – largely without controller intervention.
Aircraft are delivered to terminal meter fixes according to schedule, but arrive with spacing
errors that need to be reduced to maximize throughput and avoid spacing violations.
Terminal controllers correct residual spacing errors and cope with disturbances and off-nominal events using tools and
display enhancements based on 4-D trajectories.
Meter Fix
Meter Fix
Some flight crews use onboard speed guidance to achieve precise fix crossing
and landing times and to maintain required traffic separation. 15
200 NM
50 NM
Merge Fix
ADS-B Enabled Green Operations using Integrated Scheduling and Spacing (AEGIS)
Integrated Arrival SolutionFlight Deck Interval Management
(FIM) to Runway ThresholdController Managed Spacing(CMS) in Terminal Airspace
Advance Traffic Management Advisor (TMA)with Terminal Metering
Approach
• Leverage partnerships to access NextGen’s ATM infrastructure– Federal Aviation Administration (SBS, ATO, AVS, and TBFM)– Users (aircraft with ADS-B In/Out capabilities) – Avionics manufacturers to adapt flight deck merging and spacing algorithm– Aircraft manufacturer– Ground-based schedule software integration in a demonstration system– System integrators
• Develop simulation and demonstration scenarios focused on the partners’ business cases to achieve significant cost sharing
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Approach (continued)
• Accelerate the maturation of NASA’s Super Density Operations research– Enhanced Traffic Management Advisor (time-based scheduling)– Controller-Managed Spacing (ground-based spacing)– Flight Deck Merging & Spacing (airborne-based spacing)
• Pursue an aggressive schedule of high fidelity integration experiments involving all of the capabilities– Initial human-in-the-loop simulation using NASA laboratories in FY12/13– Culminating simulations will use FAA Tech Center assets and FAA personnel in
FY14
• Demonstrate the integrated capabilities in a controlled, yet realistic, operational environment in FY15
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Success Criteria
• Concrete recommendations and justifications are made for integrated precision scheduling and spacing capabilities
• FAA and Airspace Users use results to support critical acquisition decisions for precision scheduling and spacing technologies
• System performance found to be operationally acceptable during demonstrations
• System performance validates and/or calibrates the performance expectations used by other analyses
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BackgroundDemonstration Overview
Research Foundations
Advanced CNS Capabilities
• Leverage planned NextGen capabilities
• Use optimized vertical profile for entire descent
• Provide continuous arrival route to runway threshold
• Incorporate broad range of equipage levels– RNAV (most)– RNP (many)– ADS-B Out (some)– ADS-B In/Out (few)
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Advanced Scheduling
• Precision route structure to runways– Mostly RNAV OPD arrivals– Primarily speed control past top-of-
descent
• Enhanced TMA Scheduler– Terminal metering compatible with
Interval Management and RTA operations
• Controller decision support– Timelines to meter points– TMA information displayed to en
route and terminal controllers
Metering Fixes
MergePoints
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Advanced Scheduling Requirements
• Flexible yet structured airspace with defined routing from en-route airspace through the terminal airspace to primary, secondary, etc… landing runways
• Accurate 4-D predictions with nominal, fast and slow speed profiles for control margin
• Defined reference points/locations for application of control– Meter-fix in Center airspace– Merge-points in terminal airspace– Final Approach Fix– Runway Threshold
• Accurate surveillance and wind-field information• Define separation constraints and intrail spacing buffers per arrival
procedure and wake separation category
TMA Software Changes
• RNAV Arrival Procedures– Speed and altitude restrictions add to nominal interior routes– Altitude restrictions prescribe simple “cross at” altitude– Speed restrictions prescribe range of speeds– RA generates fast, nominal, and slow TRACON transit times
• Improved TRACON delay model– Maximum TRACON delay limited to speed control– Delay between each terminal metering point defined by nominal and
slow segment transit times
• Improved TRACON trajectory model– Vertical profiles use 2.4° flight path angle (code + adaptation)– Speed profile maintains constant CAS between speed restrictions
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Advanced Scheduling Results
Simulation Run Time (minutes)10020 12040 60 80
0
20
40
60
80
100
Runw
ay T
hrou
ghpu
t
Today’sOperations
Precision Operations
Unconstrained Demand
Transition from arrival rate-based scheduling to aircraft separation-based scheduling can increase throughput by 10%.
Source: Swenson et. al., “Design and Evaluation of the Terminal Area Precision Scheduling and Spacing System,” 9 th
USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Analysis of Runway Utilization
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Advanced Scheduling Results
Precision scheduling allows sustained use of efficient descents from cruise to touchdown during very busy periods
Analysis of Descent Profiles
Today’s Operations
Distance to Touchdown (nm)
Precision Operations
Distance to Touchdown (nm)
26Source: Swenson et. al., “Design and Evaluation of the Terminal Area Precision Scheduling and Spacing System,” 9 th
USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Controller Managed Spacing
”Schedule" "Slot Marker" "Speed Advisory"
Early/Late Indication Early/Late Indication +Slot Marker
Slot Marker +Speed Advisory
Three Successively More Advanced ToolsetsThree Successively More Advanced Toolsets
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CMS Software
• Controller spacing tools reside outside TMA– Currently implemented in simulation environment called Multi-Aircraft
Control System (MACS)– Plans to move functionality into CTAS (design TBD)
• Generic trajectory model– MACS uses BADA model for trajectory prediction– Synchronized procedure definition and wind forecasts between CTAS and
MACS
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Controller Managed Spacing Results
Schedule information, slot markers and speed advisories can achieve more precise spacing than tactical control.
Source: Kupfer et. al., “Controller Support Tools for Schedule-Based Terminal-Area Operations”,9th USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Excess Separation at Runway Threshold (nm)
Num
ber o
f Airc
raft
Pai
rsAnalysis of Excess Separation
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Schedule (green)
Slot Markers (blue)
Speed Advisories (red)
Manual (purple)
Controller Managed Spacing Results
Controller Managed Spacing tools allow controllers to maintain RNAV route conformance during moderate traffic levels
Analysis of Route Conformance
30Source: Kupfer et. al., “Controller Support Tools for Schedule-Based Terminal-Area Operations”,9th USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Flight Deck Interval Management
• Computes lead and ownship times of arrival at runway threshold
• Calculates speed guidance to achieve desired spacing over remainder of route
• Corrects speed, if necessary, to prevent spacing errors (delegated spacing)
• Enables smaller spacing buffer, increasing throughput during high-density operations
Ownship ETA = 14:23:30
Lead ETA = 14:22:15
• Assigned spacing interval: 90 sec• 15 seconds early to threshold Slow down 5 knots 31
Flight Deck Interval Management Results
Flight Deck Interval Management can provide precision spacing of 5-7 seconds despite large initial variations in flight profiles.
Study Type Standard Deviation
Fast-time studies 1.8 – 4.2 s
HITL in-trail only 1.7 s
HITL merging routes 4.7 s
HITL with OPD and interruption
4.5 s
Flight eval of in-trail only 7.7 s
DFW radar data 19.6 s
DTW multi-lat data 27 s
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Flight Deck Interval Management Results
Interval Management has been designed to provide stable behavior for long strings of aircraft while keeping the flight crew workload at an acceptable level.
Frequency of Speed Adjustments
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Next Steps
• NASA has begun documenting the changes needed to ReTMA for terminal metering– First version of documentation will be delivered to FAA in mid-June– Transition to ReTMA is expected for FY12 activities
• TAPSS2 HITL is evaluating the robustness of the terminal metering and CMS capabilities to schedule disruptions– Missed approaches– Slot swaps
• NASA continues to mature FIM capabilities through several activities targeting the needs of the community– Increasingly complex operational scenarios (parallel runways, arrival disruptions,
mixed equipage)– Avionics integration of NASA technology
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Concluding Remarks
• NASA has developed several foundational technologies ready to be integrated and demonstrated operationally
• These tools highly leverage the FAA’s investment in NextGen infrastructure: ADS-B, RNAV/RNP routes, OPD procedures
• These technologies demonstrate the benefits of a critical set of NextGen capabilities for terminal operations
• NASA is pursuing partnerships to operationally demonstrate these integrated scheduling and spacing capabilities:– To motivate the acceleration of ADS-B In equipage– To sustain environmentally efficient operations at peak throughput
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Reference Material
Isaacson et. al., “A Concept for Robust, High Density Terminal Air Traffic Operations,” ATIO 2010, Fort Worth TX, 13-15, September 2010.
Swenson et. al., “Design and Evaluation of the Terminal Area Precision Scheduling and Spacing System,” 9 th USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Thipphavong et. al., “Design Considerations of a New Terminal Area Arrival Scheduler,” ATIO 2010, Fort Worth TX, 13-15 September 2010.
Kupfer et. al., “Controller Support Tools for Schedule-Based Terminal-Area Operations”, 9 th USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
Kupfer et. al., “Controller Managed Spacing – A Human-in-the-Loop Simulation of Terminal-Area Operations,” GNC2010.Callantine et. al., “Human-in-the-Loop Simulation of Trajectory-Based Terminal-Area Operations”, 27 th International Congress of
Aeronautical Sciences (ICAS2010).
Murdoch et. al., “Evaluation of an Airborne Spacing Concept to Support Continuous Descent Arrival Operations,” 8 th ATM2009, Barmore et. al., “Airborne Precision Spacing: A Trajectory-based Approach to Improve Terminal Area Operations,” DASC 2006,
Portland, OR, October 15-19, 2006Barmore, et. Al., “Airborne Managed Spacing in Multiple Arrival Streams,” 24 th ICAS 2004
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