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Performance Based Navigation (PBN) The Science and Application to High Density Terminal Arrivals William C. Johnson NASA Langley Research Center Presented at ANE2019 March 4, 2019

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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

[email protected]

NASA ATD-1 Project Infowww.tinyurl.com/NASA-ATD1