Michael Harrison Aviation Management Associates Alternative PNT Public Meeting Stanford University August Federal Aviation Administration

Transcription

1 Michael Harrison Aviation Management Associates Alternative PNT Public Meeting Stanford University

2 Suspending Current Belief Current practices for air traffic control, procedures and separation will not change We know how to do communications, navigation, surveillance and automation it will not change Human centered approach for controller Separation is the responsibility of the controller Automation is there to help The aircraft is more capable than the ATC system 2

3 Project Yourself to 2025 and Beyond Your trajectory is negotiated and normally, you get your choices (the business trajectory) ATC system cannot be scaled up to handle 2X traffic 2X traffic is more than a controller can handle Automation separates aircraft based on their trajectory Controllers manage demand and airspace Controllers intercede to provide control by exception Conformance to a trajectory is a requirement Non-conformance has consequences to individual performance and the business case 3

4 NextGen Concept of Operations Dependent on TBO Provides high-level discussion of the future Supports development of an Enterprise Architecture To learn more, go to: 4

5 TBO Study Team Led by the JPDO (Maureen Keegan) Composed of members of other NextGen working groups Focused on describing TBO in an operational context (scenario based) Work in progress Proposing initial requirements Work toward consensus across the community Parallel effort to RTCA s Trajectory Operations near and mid-term initiative 5

6 TBO Study Team Charge Who Dispatch, flight crew, ANSP What Scenarios, Use Cases, Findings and Recommendations When Where Throughout the NAS and Off-shore Why To drive consensus on TBO, provide information for architectural analysis, identify recommended changes to the JPDO Integrated Work Plan and Operational Improvements How Through leveraging and integrating decades of government, industry, and academic research and development 6

7 We are pioneers who have traveled in planes and crossed the mighty divide. We must tell others so they can follow to the land of TBO. 7

8 Definitions Trajectory Operations is the concept of an air traffic management system in which every aircraft that is operating in or managed by the system is represented by a four-dimensional trajectory (4DT). Every managed aircraft known to the system has a 4DT either provided by the user or derived from a flight plan or type of operation. Trajectory operations, or TOps, represent a mid-term implementation strategy to gain capacity and efficiency. (FAA Starting Definition into RTCA) 8

9 Definitions Trajectory-based Operations Provides separation, sequencing, merging and spacing of flights based on a combination of their current and future positions. TBO operates gate-to-gate, extending benefits to all phases of flight operations. TBO uses the 4DT to both strategically manage and tactically control surface and airborne operations. Aircraft are handled by their trajectory. (TBO Study Team Def n) 9

10 Evolution of ATC/ATM" Past Procedural Separation Present Radar Separation Conformance Monitoring Transition A Bridge to TBO Future 4-D Trajectory Separation Estimate current & future aircraft positions Know current & estimate future aircraft position Ground-based monitoring of 4D track performance Intent Know current and Know future positions 10

11 Trajectories Lat :07:43 = 4D Lon (Baro) Altitude Time 4D + Path = 4D Trajectory (4DT) 11

12 Trajectories (Con t) Required Time Performance (RTP) Created by TBO Study Team to describe tolerances of acceptable variability at key points in the 4DT Varies with need for precision to manage airspace and separation Represented as: ETA estimated time of arrival (+ 15 minutes) CTA controlled time of arrival Used by controllers and automation RTA required time of arrival Used by pilots and avionics (single value for flight leg) 12

13 Trajectories (Con t) Lateral trajectories and time can exist end-to-end, but vertically there are some parts of the flight profile where a defined path (trajectory) does not exist Reality You Get This Not This Perception Trajectory Profile View 13

14 TBO Coverage TBO ADS-B In ADS-B Out RNP 1 RNP 0.3 RNP 0.1 RNP Where Needed - Terminal Oceanic RNP 4 RNP 1 RNP 10 RNP 2 RNP Where Needed - Cruise RNAV Everywhere En Route 14

15 Big Airspace New York Metroplex Philadelphia Baltimore/Washington Metroplex Atlanta Metroplex Central Florida Chicago Metroplex Northern California Southern California OEP Airports TBO Coverage Top 100 Airports? How many not already covered? All IFR Serviced Airports? En Route Off-shore Oceanic 15

16 Big Airspace High Density Replaces geography with functional airspace Distinctions between ARTCCs and TRACONs blur 17,000 Feet nm 27,000 Feet 200 nm Current Big Airspace Big Airspace eliminates intermediate level-offs and complex airspace boundaries for transfer of control between controllers 16

17 RNP 1 and RNP 0.3 with 3-mile Separation Lateral Protection 1 nm RNP Protection Overlap 2 x RNP x RNP nm Separation 2 x RNP 0.3 Arrival Path No Transgression Zone (NTZ) 2 x RNP nm Airspace Freed Up No Overlap 1.5 nm Airspace Freed Up 17

18 Airspace and Arrival Gains with RNP 2 x RNP value is containment zone 3 nm 3 nm 3 nm 3 nm Lateral ADS-B Separation RNP 2 8 nm Lateral Protection RNP 1 4 nm Lateral RNP 1 4 nm Lateral RNP nm Lateral 10 nm Lateral Distance 18

19 Operating Environments of TBO Flight Planning Trajectory Negotiation and Acceptance Surface Movement Takeoff and Climb En Route Cruise Arrival Approach Landing Surface Movement 19

20 Surface Movement Taxi Out Moving maps Electronic delivery of taxi routing Traffic display Low vis to 300 Runway Visual Range (RVR) Lower with enhanced vision Need to know takeoff time and progress in meeting time through surveillance OEP Airports Position precision in low visibility + 3 meters Time precision + 1 minute GNSS Interference Impact loss of surface tracking at non-mlat locations 20

21 Takeoff - Climb Centerline guidance for takeoff in low vis to RVR 300 RNP 0.3 departure paths for OEP airports RNP 1.0 paths for other airports Optimized Climb Profiles built on aircraft performance Radius to fix (RF) turns from opposite-direction departures GNSS Interference Impact reduced departure rate, radar vectors only for non-ins aircraft, limits in the number of departure paths, increased separation distance 21

22 En Route Cruise 3-mile separation above FL 240 (may be FL 180) with RNP 1 RNP 2 and 5 mile separation in low density airspace Maneuvering, passing, merging and spacing using ADS-B In with conflict detecting and alerting on the flight deck Mixed Mach operations with passing maneuvers GNSS Interference Impact must go from 3- to 5-mile separation, loss of cockpit tools relying on ADS-B, wider tolerances on timing for TBO, reduce demand, miles in trail restrictions, reducing capacity until stabilized, re-routing around interference areas 22

23 Top of Descent (TOD) Defined by the aircraft (+ 1 minute early, - 3 minutes late) Transition to RNP 1.0 before arrival at TOD Sequence of landing set before TOD Not a fixed point in space but along a defined path connecting to a STAR Optimum Profile Descent (OPD) 3-mile separation GNSS Interference Impact transition to 5-mile separation, then back to 3-mile, Inertial aircraft continue, others must be vectored and lose benefit of the OPD, demand throttled back to deal with lack of precision positioning and reporting 23

24 Arrival 3-mile separation with airborne merging and spacing Starts up to 130 miles out from airport at Top of Descent Optimized Profile Descent with transition from RNP 1 to RNP 0.3 (likely around 12-15,000 feet) 250 Knot restriction below 10,000 feet eliminated Multiple arrival paths enabled by RNP 0.3 Altitudes defined by waypoints (Likely) RTP + 30 seconds for high density airports GNSS Interference impact loss of arrival paths, increased separation beyond 40 miles, radar vectors for non-ins equipped aircraft, demand reduced, efficiency lost 24

25 Approach - Landing RNP 0.3 transition to final approach segment at RNP 0.1 Extensive use of radius-to-fix to final GNSS approach Stable Approach Point 1,000 feet AGL (approx 3.2 miles out) RTP at Initial + 20 seconds, RTP at threshold seconds Landing two on a runway at certain locations for high density operations 25

26 Approach Landing (Con t) Very closely spaced dependent runway operations down to 750 feet runway separation distance Reached in phases 2,500 feet independent, 1,500 feet dependent, 1,000 feet dependent, 750 feet dependent (recommended) Leader-follower self-separation GNSS Interference Impact lose capacity and efficiency, loss of merging and spacing, self-separation, use of radar vectors, discontinue most parallel runway operations,, increases in separation distance, loss of approaches at airport (# of ILS s retained becomes an issue) 26

27 Surface Movement Taxi In Aircraft deceleration aids after touchdown Data link of preferred exit and taxi routing Time performance continues to the gate Common situational awareness GNSS Interference Impact arrivals back up, some limitations in low-vis taxi operations, loss of target tracking in the automation except at MLAT locations, use of automated taxi instructions and clearances would be limited, greater human performance requirements 27

28 RNP Nav/Sur Performance 3 nm RNP 1 RNP 1 RNP 0.3 Top of Descent RNP 0.3 RNP 0.3 < 3 nm Takeoff Landing RNP 0.1 RNP 0.3 Independent Closely Spaced Parallel Runways Dependent Closely Spaced Parallel Runways 2,500 Feet Separa<on RNP Feet Separa<on < RNP 0.1

29 2025 Performance (TBO) Cruise Top of Descent Takeoff Climb Arrival Approach Landing RNP nm Sep RNP 1 RNP 0.3 RNP nm Sep

30 Challenges with Interference without APNT Get from 3-mile to 5-mile separation en route and on arrivals outside of 40 nm Implement procedures to sustain separation at reduced throughput Support flights through interference area Reroute aircraft around interference area to reduce demand Throttle back demand to compensate for loss of capabilities like parallel runway approaches Limit RNAV/RNP arrivals and departures and reduce options to handling arrivals Shift some aircraft to radar vectors significant implications Recover aircraft in weather Continue to dispatch aircraft Operate at reduced capacity and efficiency 30

31 GNSS Enabled PBN and ADS-B Navigation (> 99.0% Availability) Accuracy (95%) Containment (10-7 ) Separation Surveillance (>99.9% Availability) NACp (95%) NIC (10-7 ) Positioning GNSS PNT ( %) *10 nm 20 nm En Route *4 nm 8 nm 5 nm 308m (7) 1 nm (5) GPS *2 nm 4 nm Terminal *1 nm 2 nm LNAV *0.3 nm 0.6 nm 3 nm 171m (8) 0.6 nm (6) RNP (AR) *0.1 nm **0.1 nm 2.5 nm DPA 171m (8) 0.2 nm (7) SBAS LPV 16m/4m 40m/50m LPV m/4m 40m/35m 2.5 nm DPA 171m (8) 0.2 nm (7) GLS Cat-I 16m/4m 40m/10m GLS Cat-III 16m/2m 40m/10m 2.0 nm IPA 121 m (8) 0.2 nm (7) GBAS * Operational requirements are defined for total system accuracy, which is dominated by fight technical error. Position accuracy for these operations is negligible. ** Containment for RNP AR is specified as a total system requirement; value representative of current approvals. Dependent Parallel Approach (DPA) Independent Parallel Approach (IPA) Surveillance Integrity Level (SIL) Navigation Integrity Category (NIC) Navigation Accuracy Category for Position (NACp)

32 PNT and ADS-B Enabled Trajectory-Based Operations (TBO) Flight Operation Navigation Surveillance Positioning Time (>99.0% Availability) (>99.9% Availability) GNSS PNT Performance Accuracy (95%) Containment (10-7 ) Separation NACp (95%) NIC (10-7 ) ( %) RTP 1 Taxi-out Visual Visual Visual 0.05 nm (8) nm (6) 2 GNSS (+/-) 1 minute Low-vis ( RVR) 1m 3m 1,200 feet m (8) 0.2 nm (7) GBAS (+/-) 3 minutes 4 Low-vis (<300 RVR) 1m 3m 1,200 feet 121 m (8) 0.2 nm (7) GBAS (+/-) 3 minutes Takeoff Visual Visual Visual 0.05 nm (8) 0.6 nm (6) GNSS (+5/-15) minutes High Density Airport Visual Visual Visual 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 1 minute Low-vis ( RVR) 5 1m 3m 3 nm 0.05 nm (8) 0.6 nm (6) GBAS (+/-) 3 minutes 4 Low-vis (<300 RVR) 1m 3m 3 nm 0.05 nm (8) 0.6 nm (6) GBAS (+/-) 3 minutes 4 Climb to Cleanup nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 1 minute Departure/Climb 1 nm 2 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+5/-15) minutes Top of Climb 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+5/-15) minutes High Density Airspace 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+1/-5) minutes Top of Climb 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+1/-5) minutes Top of Climb (Merge) 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 1 minute 7 Cruise 8 10 nm 20 nm 20 nm 0.1 nm (7) 1 nm (5) GNSS (+/-) 2-5 minutes 4 nm 8 nm 10 nm 0.1 nm (7) 1 nm (5) GNSS (+/-) 2-5 minutes 2 nm 4 nm 5 nm 0.1 nm (7) 1 nm (5) GNSS (+/-) 2-5 minutes High Density Airspace 1 nm 2 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 1-3 minutes

33 Flight Operation Navigation Surveillance Positioning Time (>99.0% Availability) (>99.9% Availability) GNSS PNT Performance Accuracy (95%) Containment (10-7 ) Separation NACp (95%) NIC (10-7 ) ( %) RTP 1 Top of Descent 2 nm 4 nm 5 nm 0.1 nm (7) 1 nm (5) GNSS (+/-) 3 minutes High Density Airspace 1 nm 2 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+1/-3) minutes Arrival 1 nm 2 nm 3 nm 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 3 minutes High Density Airspace 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) SBAS (+/-) 30 seconds Single Runway LNAV 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) SBAS RNP (AR) 0.1 nm 0.1 nm 3 nm 0.05 nm (8) 0.2 nm (7) SBAS LPV 16m/4m 40m/50m 3 nm 0.05 nm (8) 0.2 nm (7) SBAS LPV m/4m 40m/35m 3 nm 0.05 nm (8) 0.2 nm (7) SBAS GLS Cat-I 16m/4m 40m/10m 3 nm 121 m (8) 0.2 nm (7) GBAS GLS Cat-III 16m/4m 40m/10m 3 nm 121 m (8) 0.2 nm (7) GBAS High Density Airports Parallel Runways 10 > 4,300 feet Separation PNT and ADS-B Enabled Trajectory-Based Operations (TBO) 0.3 nm 0.6 nm 3 nm 0.05 nm (8) 0.6 nm (6) SBAS 3,400-4,300 feet 16m/4m 40m/10m 2 nm 121 m (8) 0.2 nm (7) SBAS 2,500-3,400 feet 16m/4m 40m/10m 2 nm 121 m (8) 0.2 nm (7) GBAS 1,600-2,500 feet 16m/4m 40m/10m 2.5 nm 121 m (8) 0.2 nm (7) GBAS 750-1,600 feet 16m/4m 40m/10m 2.5 nm 121 m (8) 0.2 nm (7) GBAS Taxi-in Visual Visual Visual 0.05 nm (8) 0.6 nm (6) GNSS (+/-) 3 minutes Low-vis ( RVR) 1m 3m 1,200 feet 121 m (8) 0.2 nm (7) GBAS (+/-) 3 minutes Low-vis (<300 RVR) 1m 3m 1,200 feet 121 m (8) 0.2 nm (7) GBAS (+/-) 3 minutes

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