Air Traffic Management. Steve Bradford Chief Scientist Architecture & NextGen Development April 22, 2013

Transcription

1 Air Traffic Management Steve Bradford Chief Scientist Architecture & NextGen Development April 22, 2013

2 Trajectory Operations: Transformation Procedural Based Control: Control on Where We Think the Aircraft Is Surveillance Based Control: Control on Where We Know the Aircraft Is Trajectory Based Control: Control on Where We Know the Aircraft Will Be Landmark Navigation Radio Beacons Position Reports VOR/DME RADAR RNP ADS-B DataComm 2

3 Questions Status and Direction for NextGen and what is the anticipated timing for implementation? How will NextGen handle UAVs and high speed flight? How will it integrate into the International Air Space What impacts to airlines relative to necessary changes they will have to implement to accommodate NextGen? What impacts, if any to the Business & General Aviation segments as a result of NextGen?

4 Increasing Imperative for Change 4

5 Trajectory Timeline Collision Avoidance Separation Management Airspace Management Trajectory Management Flow Management 5

6 Realigned Elements of NextGen Today s National Airspace System Inefficient routes & fuel consumption Ground-based Navigation and Surveillance Disconnected Information Systems Cognitive-Based Air Traffic Control Air Traffic Control Communications By Voice Fragmented Weather Forecasting Focus on major airports Airport Operations Limited By Visibility Conditions Forensic Safety Systems NextGen Shorter flight paths/ fuel saving procedures; alternative fuels; reduced noise Satellite-based Navigation and Surveillance Information More Readily Accessible Automation, Decision Support Tools Routine Information Sent Digitally Forecasts Embedded into Decisions Focus on metropolitan areas Operations Continue Into Lower Visibility Conditions Prognostic Safety Systems 6

7 Overlay: RVFP/GVFP RNAV (RNP) RNAV/RNP to ILS Repeatable Track (LNAV/VNAV/SPD) Simultaneous Operations ATC/Pilot/TFM Predictability

8 56.10% Visual Charted 19.70% RVFP GVFP 17.00% RNP 7.20% ILS 5,000+ ft / 5+ nm 2,500+ ft / 3+ nm 800+ ft / 2+ nnm NA / 300 RVR

9 One Track, Three Approaches, All Weather RVFP / GVFP RNAV / RNP ILS / RNP to ILS

10 Why a Single Track Through the Bay in All Weather Conditions is Critical to Success B6500 A miles further 5000 Continuous 3 degree Glideslope from HEDDR ATC issues and pilots fly the same track every time, predictable and stabilized STAR connects to all approaches, continues the 3 degree glideslope, no level-offs or

11 A consistent thread Advanced procedures to save fuel and time Navigation to support advanced procedures APNT Information that provides both aircraft and crew capabilities TBFM to TSS, from workload to sequencing and spacing beyond simple cognition Datacomm to adjust, communicate, alleviate storage issues Work in all weather High Volume traffic Metroplex Same pattern all weather all visibility

12 Expansion of ADS B

13 DataComm Services Roadmap CY RTCA TF5 Operation Segment 1 Phase 1 -Tower Service Tower IOC Departure Clearances (DCL) Departure Clearance (OI#39) Segment 1 Phase 2 - En Route Services Initial En Route Services En Route IOC Full En Route Services Transfer of Communications Initial Check-In Altitudes / Altimeter Settings Go Button / Airborne Reroutes Tailored Arrivals Controller Initiated Routes Direct-to-Fix Crossing Restrictions Advisory Messages Speed and Headings Beacon Codes Stuck Microphone Data Comm Routine Communications (OI#17) TFM Data Comm (OI#44) Tailored Arrivals (OI#42) Reroutes (OI#16) Data Comm Routine Communications (OI#17) Avionics FANS 1/A+ over VDL-2 transitioning to ATN Ground System FANS ATN Segment 2 - Advanced Services 4D Trajectories D-TAXI

14 Tower Service System Elements Ground Infrastructure Tower Data Link Service (TDLS) En Route Automation Modernization (ERAM) FAA Telecommunications Infrastructure (FTI) Uplink/Downlink Infrastructure Data Comm Integrated Services (DCIS/DCNS) Aircraft Upgrades FANS 1/A+ over VDL 2, later adding ATN B2 National Sites ZLC and ZTL

15 UAS and ATM- Integration Assumption 1: The aircraft needs to by flying a trajectory agreement. Assumption 2: The aircraft has an FMS Assumption 3: Most the communications will be by data communications. Assumption 4: TCAS the UAS needs to be able to automatically execute TCAS logic. Assumption 5: NVS the voice switch needs to treat the remote operator as it that position is on the flight deck Assumption 6: The lost link procedure needs to be filed as an alternate trajectory. 15

16 Challenges to Global Harmonization It is critical that future ATM technologies be compatible and interoperable (Standards) Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old) Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization) Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics) ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades) 16

17 Air Navigation Global Performance Improvement Roadmap Global, Interoperable ATM System Block 0: 2013 to 2018 Block 1: 2018 to 2023 Block 2: 2023 to 2028 Block 3: Each block describes the upgrade needed to support the overall effort in each time frame.

18 Challenges to Global Harmonization It is critical that future ATM technologies be compatible and interoperable (Standards) Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old) Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization) Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics) ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades) 18

19 ICAO Block Upgrades

20 NextGen and SESAR All items are aligned with NextGen and SESAR coordination plans ICAO Block timelines are more conservative than FAA Just as NextGen is not everything, for everyone, all the time, neither are the blocks 20

21 Aligning with Europe Full TBO Operational Capabilities (OC) OC Gap US US Desired BASELINE 2 FANS 1/A SESAR Planned Baseline 2 Validated Baseline 2 ATNB1 IOC Dates US Segment 2 Harmonization Time Gap EU SESAR 2016 US DCL 2013 EU ATNB1 (Link 2000) Notes: 1 with ADS-C (Flight Path Intent) 2 with ATC winds 3 RNP by Leg Type; Variable Turns + ATC winds 4 Voice replacement only Additional (US Desired) Baseline 2: 4 D Trajectory + Dynamic RNP 2 & 3 Advanced Interval Mgt 2 ATC Winds Planned Baseline 2 Tower and Airborne Clearance Flight Information Services (NOTAM, VOLMET, Hazardous Weather, RVR) Validated Baseline 2 4D Trajectory 1 Interval Management Spacing 4 In Trail Management 4 Enhanced Clearance D- ATIS (text) D-Taxi clearance FANS 1/A Partial 4D Trajectory Position Report Dep/Oceanic/En-Route Clearances Climb & Descent Procedure Position Reporting ATN Baseline 1 (ATC COM) Information exchange/report En-Route Clearance Request/Delivery Communication Management Mic Check

22 Communication CNS Avionics Data Comm Aeronautical Telecommunications Network (ATN) Baseline 2 Enables clearances and computer-to-computer (ATC-aircraft) data exchanges that are not possible via voice Navigation Advanced Required Navigation Performance (RNP) RNP equipment standards so aircraft will fly routes predictably and with precision; adds time-based navigation to current RNP capabilities Alternative Position Navigation and Timing (PNT) Backup approach that mitigates consequences of a Global Navigation Satellite System (GNSS) service disruption Surveillance ATN B2 ATN B2 ADS-B-In applications per ADS-B-In ARC recommendations Advanced airborne surveillance applications using cockpit displays and automation support Advanced Traffic Collision Avoidance System (TCAS) Next-generation collision avoidance which reduces nuisance alerts and improves safety; also will be tailored to work with ADS-B-In systems for closely-spaced operations

23 JFK Model and Fully Functional TFDM Airport Authority JFK Air Traffic Management Airport Authority TFDM ATM NAS Data TMATs Airport status DMCC En route restrictions, TMIs TMATs Airport status DRM TMATs En route restrictions, TMIs 2017 Aircraft status/intent Flight Operators TMATs NAS status Air Traffic Control Aircraft status/intent Flight Operators TMATs NAS status TMATs Air Traffic Control Actual Benefits Allows scheduling departure releases prior to aircraft pushing back, letting aircraft take delay at gate, reducing fuel burn, taxi time, passenger frustration, and airframe time Reduces overall departure delay time (gate + taxi time) Automated, comprehensive Manual, limited 23 Expected Additional Benefits Integration with Air Traffic Management Systems will improve coordination with system-wide restrictions and traffic flow Provide ATC with the right mix of aircraft to build efficient departure schedule Electronic flight data (EFD) improves efficiency of communication and enables rapid and efficient departure queuing

24 Question 5 What impacts, if any to the Business & General Aviation segments as a result of NextGen? ADS-B Out Rule Improved service in previously non-radar airspace Gulf of Mexico, Alaska, Colorado, ADS-B in services traffic, Flight Information ACAS-Xp Blended Airspace Collaborative with Colorado

25 LPV: Better Access to Small & GA Airports

26 ACAS Architecture

27 5 nm Radius Rifle Constellation Aeronautical Fix Hayden Constellation Virtual Radar Phases I & II Coverage Areas Phase I Phase II Montrose Constellation Gunnison Constellation 5 nm Radius Telluride Constellation Durango Constellation Aeronautical Fix Virtual Radar TBD

28 Blended Airspace Class A Airspace En Route and Local Surveillance Sources Legacy Radars (SSR, PSR) ADS B/WAM, etc. Hybrid Airspace 5 nm Radius Class E Airspace Surface Surveillance Sources ADS B, MLAT, LCGS ATCT Like Services Controlling Radar Facility