performance based navigation (pbn) the science and ......performance based navigation (pbn) the...
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Performance Based Navigation (PBN)
The Science and Application to High Density Terminal ArrivalsWilliam C. Johnson
NASA Langley Research Center
Presented at ANE2019
March 4, 2019
A FundamentalAir Traffic Management Concept
• As Demand approaches Capacity, Efficiency is negatively impacted
• What are some of the impacts of the efficiency loss?– Passenger/cargo delays
– Schedule conformance reduction along the flight plan
– Increased fuel (burned and reserves)
– Flight plan deviations
• Increases uncertainty and limits optimization of strategic objectives
• One example metric is:
– Uninterrupted Flights: The percentage of flights that do not require an instruction to change the heading, speed or altitude of the aircraft
Efficiency (as Uninterrupted Flights) vsDemand-To-Capacity Ratio
0
10
20
30
40
50
60
70
80
90
100
0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00
Un
inte
rru
pte
dFl
igh
ts (
%)
Demand-To-Capacity Ratio
No Tools
No Spacing Tools
Arrival Rate: 42383430
Assumes Area Navigation/RNAV Optimized Profile Descents for arrival phase
Source: Huang et. al., “System Analysis Integration and Evaluation (SAIE) NRA: Year 2 2nd Quarterly Review”,Saab Sensis Corporation (2012).
Performance at High Ratio is particularly important for High Density Terminal Operations
Motivation
• PBN is an important mitigation for the efficiency loss
• PBN establishes better defined routes using a series of waypoints with associated speed and altitude constraints as needed
• The routes are defined by a team of local community members that includes, at a minimum, traffic flow managers, air traffic control managers, operators, and manufacturers
– Aircraft must be able to reliably conform to the routes so operator and manufacturer input is critical
• Once the routes are defined, they are published and incorporated by systems integrators into ground and airborne automation systems
• Automation systems can use the published routes to build partial or full trajectories that can be used to improve the precision and accuracy of air traffic management systems
Continuous Routes
WPT8
leg10
WPT10
250/10000
WPT7
ORIG
DEST
WPT1
WPT2
WPT3
WPT4 WPT5 WPT6
WPT9
WPT11
WPT12
SPD12/ALT12
250/10000
ALT8
RTA10
Takeoff
Climb
Cruise
Descent
Approach
T/C T/D
leg1
leg2
leg3
leg4
leg5 leg6
leg8
leg7
leg9
leg11
leg12
leg13
Range
Altitu
de
Profile of a gate-to-gate trajectory
Brief Example of Continuous Route Implementation for Arrivals in the NAS
• Denver International Airport– Published RNAV Standard
Terminal Arrivals (STAR)
– Published Instrument Approach Procedures (IAP)• IAPs connect all STARs to all RWYs in
both North and South flow configurations
– Enables a full trajectory to be well estimated from En-Route /Cruise all the way down to the RWY
Diagram of all STARs and their IAP connections to RWYs at DEN
New Tools – An Essential Part of PBN
• Publishing new routes and operating aircraft that can tightly conform to the published routes can provide some efficiency improvements alone but including additional tools can further improve efficiency as demand approaches capacity
Arrival Vertical Profiles (No new tools)
Distance to Touchdown (NM)
Turboprops
Jets
Arrival Vertical Profiles (with new tools)
Distance to Touchdown (NM)
Turboprops
Jets
Source: Swenson et. al., “Design and Evaluation of the Terminal Area Precision Scheduling and Spacing System,” 9th
USA/Europe Air Traffic Management Research and Development Seminar (ATM2011), Berlin, Germany.
New Tools – PBN Conformance Improvement
25 nautical miles 25 nautical miles
PBN routes without new scheduling tools PBN routes with new scheduling tools
Lateral Path Profiles
Source: J. Thipphavong et al., “Evaluation of Terminal Sequencing and Spacing System for Performance-Based Navigation Arrivals,” 32nd Digital Avionics Systems Conference, Syracuse, 6-10 October 2013.
Efficiency (as Uninterrupted Flights) vsDemand-To-Capacity Ratio
0
10
20
30
40
50
60
70
80
90
100
0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00
Un
inte
rru
pte
dFl
igh
ts (
%)
Demand-To-Capacity Ratio
No Tools
No Spacing Tools
Arrival Rate: 42383430
Assumes Area Navigation/RNAV Optimized Profile Descents for arrival phase
Source: Huang et. al., “System Analysis Integration and Evaluation (SAIE) NRA: Year 2 2nd Quarterly Review”,Saab Sensis Corporation (2012).
Efficiency (as Uninterrupted Flights) vsDemand-To-Capacity Ratio with new Tools
Ground-based and airborne spacing tools allow more frequent use of uninterrupted RNAV OPDs for the entire arrival phase.
Source: Huang et. al., “System Analysis Integration and Evaluation (SAIE) NRA: Year 2 2nd Quarterly Review”,Saab Sensis Corporation (2012).
0
10
20
30
40
50
60
70
80
90
100
0.60 0.65 0.70 0.75 0.80 0.85 0.90 0.95 1.00
Un
inte
rru
pte
dFl
igh
ts (
%)
Demand-To-Capacity Ratio
No Spacing Tools
Ground-based Spacing Tools
Airborne Spacing Tools
Arrival Rate: 42383430
Summary
PBN including:– More efficient routes
– Aircraft/equipment/crews that can conform to the routes
– Automation that supports new routes with improved scheduling and spacing tools
Improves the operational efficiency as Demand approaches Capacity which is critical to enabling system wide performance and efficiency improvements at High Density Terminals
Questions
William C. JohnsonNASA Langley Research Center
NASA ATD-1 Project Infowww.tinyurl.com/NASA-ATD1