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www.smiths-aerospace.com © 2006 by Smiths Aerospace
Green Approaches:
4D-Trajectory Enabled
Continuous Descent Approaches
Keith Wichman -- Smiths Aerospace
FAA New Technologies Workshop III
9-10 January 2007, Arlington Virginia
2 © 2007 by Smiths Aerospace
Example: Aircraft capability
ThrustThrust
ThrustThrust
Entire descent & approach:• Least possible thrust• Highest possible altitude
Entire descent & approach:• Least possible thrust• Highest possible altitude Todays std practice
6~10 step downsTodays std practice
6~10 step downs
3 © 2007 by Smiths Aerospace
Why are CDA’s not used wholesale?
Myth: “CDA’s reduce capacity”
• Idle descent vertical and time profiles can vary widely from aircraft to aircraft
• This uncertainty drives need for ATC to block large chunks of airspace
Thus, CDA’s practiced today generally off-peak hours and/or sub-optimal descents (least-common-denominator fixed vertical profiles)
Solution: Marriage with 4D-trajectory downlink, and if needed, onboard time-guidance (RTA) functionality supplies ATC with observability and predictability to use CDA’s during dense operations
Requirements:
• Aircraft – 4D FMS’s already predict reliable 4D Trajectories (4DT) and guide to Required Times of Arrival. Need appropriate downlink of the 4DT
• ANSP – Operational shift toward Trajectory Based Operations (TBO) to incorporate the 4DT and the development of necessary support applications
4 © 2007 by Smiths Aerospace
Trajectory-Based Operations
Basis for strategic planning and tactical operations including separation management.
• Key concept element for the USA’s NGATS and Europe’s SESAR
• Four-dimensional trajectory (4DT) is the cornerstone of Trajectory-Based Operations for improved predictability
• “Open-ended” flight maneuvers (such as vectoring) reduce predictability.
• “Closed” trajectory-based maneuvers improve predictability.
While designed to optimize an individual flight and reduce pilot workload, modern FMS’s offer much capability that could be tapped by ATM to optimize the whole system. Trajectory-based operations seeks to exploit this functionality.
5 © 2007 by Smiths Aerospace
The Paradigm Shift
ProceduralEstimate the current and planned a/c positions
Past
RadarKnow the
current and estimate
planned a/c positions
Today
TrajectoryKnow & share
the current and planned a/c positions
A320
Future
6 © 2007 by Smiths Aerospace
Roadmap
NGATS and SESAR aim to set vision and path to achieve 4DT ATM
In-service operational evaluations represent “forays” into the future:• Validation of concepts
• Validation of benefits
• Results and data informs decisions of political activities (NGATS, SESAR)
These vanguard activities require effective teaming across domains• ANSP (and equipment suppliers)
• Operators (and OEM + suppliers)
• Airport Authority
… basis for the integrated system seen by NGATS and SESAR.
The European Commission’s NUP2+ Program is presented here.
“Trip
lets”
7 © 2007 by Smiths Aerospace
Terminal Movements with Trajectory-Based Operations
Increased arrival/departure throughput and efficiency.
• Increased predictability
• Reduced track distances
• Reduced voice communications & vectoring
More efficient vertical profiles with reduced fuel consumption.
Metering Fix
8 © 2007 by Smiths Aerospace
FMS and Avionics
9 © 2007 by Smiths Aerospace
Required Time of Arrival
Algorithm is based on speed variation.
• Fixed lateral path
• Fixed cruise altitude
Required Time of Arrival is enabled for any point in the flight plan.
• Available on 737 aircraft since 1986.
• Demonstrated performance in trials with SAS in 2001.
Future enhancements:
• Improved control to the runway accounting for fixed speed segments.
• Compensation for control error tolerance when reporting trajectory early in the flight.
• Include lateral offset and/or cruise altitude variation when additional delay is required.
10 © 2007 by Smiths Aerospace
RTA to the Runway
Results were obtained in trials with SAS in 2001 (33 flights).
Performance is better when controlling to start of arrival due to more speed-control authority.
Limited control late in descent due to constrained speed.
RTA Target
Max Mean STD
Top of STAR
7 Sec 4.8 Sec 2.7 Sec
Runway 21 Sec 12.7 Sec 7.3 Sec
24
26
28
30
32
34
250 200 150 100 50 0
Distance to RTA Waypoint (NM)
Tim
e (
Min
ute
s)
Latest Arrival Time
Required Time of Arrival
Earliest Arrival Time
Climb Cruise FL350 Descent Phase
Typical flight data
Malmö
Ängelholm
Luleå
Stockholm
11 © 2007 by Smiths Aerospace
• ARINC 702A-1 Trajectory Bus
• Aircraft current-state information 2Hz
• Aircraft 4D trajectory predictions (Intent)
• Each minute or when FP changes
• Full trajectory to runway
• Includes vertical wpts and turns
• Dedicated ARINC 429 Bus
• As per ARINC702A-1
Intent Bus in B737 U10.6 FMS
ARINC42
9
Traje
ctory
Bus
AOC ATC
Current A/C State and Trajectory Predictions
• ACARS messages added for interim use in flight trials
• By REQ from ATC
• One-time or periodic downlink
First application in 2005 –Provide FMS 4D trajectory to ATC!
ACARS
in 2007!
12 © 2007 by Smiths Aerospace
ARINC 702A-1 4DT Data for Stockholm to Malmo Flight
Route: ESSAESMS10
---------starts here-----------
1,,,N59397E017581.
1,R,113,N59401E018009,108,090122.
C,,,N59376E018019,500,090227.
0,R,557,N59359E017585,769,090306.
0,L,934,N59302E017443,1279,090456.
0,,,N59070E017184,2511,090907.
0,R,1893,N59044E017155,2604,090932.
B,,,N58515E016548,3032,091149.
8,,,N58380E016335,3500,091408.
0,,,N58366E016312,3500,091423.
0,,,N57592E015342,3500,092051.
0,,,N57388E015041,3500,092420.
0,,,N57024E014122,3500,093032.
0,,,N56455E013489,3500,093323.
9,,,N56354E013354,3500,093504.
0,L,981,N56345E013340,3450,093513.
B,,,N56295E013331,3223,093553.
0,L,1249,N55550E013268,2010,094058.
1,R,406,N55247E013335,1002,094623.
1,R,215,N55210E013322,886,094712.
C,,,N55189E013229,500,094951.
0,L,171,N55198E013275,459,095034.
0,,,N55276E013235,148,095357.
0,,,N55314E013227,29,095528.
1,,,N55329E013212:00002926
EOT finalLDU=1, CRC=3483
0,L,934,N59302E017443,1279,0904560,L,934,N59302E017443,1279,090456
Point TypePoint Type
Turn RadiusTurn Radius
Lat / LonLat / Lon
AltitudeAltitude
Time!Time!
Turn DirectionTurn Direction
13 © 2007 by Smiths Aerospace
AirlinesAirlines
AirportsAirports
Industrial Industrial groupgroup
ANSANS
NUP 2+ Partners
14 © 2007 by Smiths Aerospace
NUP2+ Trajectory Usage
ANSP - AirportLFV CIES
AOCSAS
RC Hermes
ACARSARINC 702A-1 standard
Flight operations beganJanuary 19th, 2006
15 © 2007 by Smiths Aerospace
Trajectory Reporting
ARINC 702A Supplement 1 was defined for early implementation.
• Implemented in 737 FMS with U10.6 software – dedicated ARINC 429 bus.
• ACARS downlink of trajectory intent information as interim datalink.
• European Commission (EC) supported activity, NUP2+, in Sweden and Austria.
Operational evaluations began in October 2005 including:
• RTA contracting to the runway.
• Green Approaches (CDAs) with FMS 4D trajectory to preserve capacity.
• Slot Swapping
• Ground Holding
First air/ground operation connectivity of FMS 4DT with Arrival Manager…
• Airlines are deriving demonstrable benefits (punctuality, fuel).
• Operations now in medium traffic conditions… moving toward peak traffic.
16 © 2007 by Smiths Aerospace
First 4D FMS Trajectory Downlink
17 © 2007 by Smiths Aerospace
Controlled Time of Arrival
Generated by a Time-Based Metering system to merge traffic from metering fixes to a runway.
• A key capability of an FMS is to “self-deliver” to a specified waypoint at a Required Time of Arrival (RTA).
• The FMS efficiently operates a flight with a user selected Cost Index (CI) and a Continuous Descent Approach (CDA).
• Accurate ETAs need to be downlinked from the aircraft to close the loop with ground control.
Cost Index (CI)
CI = time cost / fuel cost
Speed
Cost
Time Cost
Fuel Cost
Continuous Descent Approach (CDA)
Distance
Altitude
CDADive and Drive
Approach
18 © 2007 by Smiths Aerospace
ANSP Integration of 4DT in Arrival Management
19 © 2007 by Smiths Aerospace
Pilot updates FMS and pushes more accurate ETA.
3
Expected STAR is sent back to the aircraft.
2OFF message including ETA for Arlanda arrival is sent via data link
1
ATC Arlanda
Lift-Off
ClimbEn-route
ATC sends Green Approach STAR to aircraft. This STAR is defined all the way to ILS.Pilot updates FMS and pushes more accurate ETA.
4
40min before ETA ground system automatically requests full remaining 4D trajectory description in order to be able to plan for this aircraft and merge it with ordinary traffic. Based on this the Approach controller can chose to assign an RTA constraint to the aircraft (on the second)
5
ATC request RTA (close to the latest down linked ETA in order to be almost sure that aircraft will accept)
6
Aircraft accepts RTA.7
3min before ToD ground system automatically request 4DT in order to get accurat ETA/RTA from aircraft.
8
Descent
Aircraft performs Green Approach9
Strategic Communication Description
20 © 2007 by Smiths Aerospace
Example from live trial
Via 4DT downlink SAS075 confirms GA HAMMAR1V with ETA
06:49
Via 4DT downlink SAS2059 confirms
GA HAMMAR1V with ETA 06:50
Controller want 180 second separation. Send
RTA 06:47:00 to SAS075
Reply: RTA unachievable
Sends RTA 06:48:00 to SAS075 and RTA
06:51:00 to SAS2059
RTA Accepted
RTA AcceptedIn the new downlinked 4DT messages, the time
separation at HMR had increased from 1 to 2 minutes
Controlling to time resulted in physical
separation of 10NM at OM
21 © 2007 by Smiths Aerospace
Benefits of the 4DT Approach
1st 4DT downlink 19th of October 20051st 4DT Flight 19th of January 2006General 4DT operation from 26th of March 2006
22 © 2007 by Smiths Aerospace
Fuel Consumption
0
100
200
300
400
500
600
140 135 130 125 120 115 110 105 100 95 90 85 80 75 70 65 60 55 50 45 40 35 30 25 20 15 10 5 0
Distance to THR (Nm)
fu
el (
kg
)
SK605/49T+
SK606/48T-
SIM: 49T-
SIM: 59+
PERF: 60T
PERF: 47T
SK007/59T+
NUP 2+ ResultsFuel Savings CDA vs Standard Approach
23 © 2007 by Smiths Aerospace
TRANSCAP Noise results
24 © 2007 by Smiths Aerospace
Next step Arlanda: Mixed mode operation
5NM10NM
160kts OM160kts OM
25 © 2007 by Smiths Aerospace
Next step Arlanda: Mixed mode operation
26 © 2007 by Smiths Aerospace
SAS Sweden Experience from 800+ Green Approaches
More than 650 Green Approaches flown to date… (and counting) resulted in:
• 204 Metric Ton CO2 reduction yearly
• 715 kg of NOx reduction yearly
• 130,000 kg of fuel saved
SAS-Sweden 36,000 Green Approaches per year into Stockholm alone
• $5.8M fuel reduction yearly
• 23,000 Metric Ton CO2 reduction yearly
• 79 Metric Ton of NOx reduction yearly
• Large noise reductions (being quantified)
SAS and LFV expanding Green Approaches throughout domestic Sweden
27 © 2007 by Smiths Aerospace
NUP2+ Steps for 2007
Install VMMR to downlink 4DT via ADS-B
Install EFBs for surface movement guidance operations
Install enhanced FMS software for better predictions and RTA
Conduct controller simulations with mixed equipage and high traffic
Operate regularly in peak traffic (>57 mvts/hr), mixed equipage, CDAs and validate capacity unchanged or increased.
Infuse results into JPDO-NGATS and SESAR
Also…
Plans firming to expand the operations in 2007 to adjacent regions in “core-Europe” in order to begin developing end-end benefits to participating airline operations.
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