© 2013 The MITRE Corporation. All rights reserved. Stéphane Mondoloni FF-ICE/1 and ASBU- Block 1

© 2013 The MITRE Corporation. All rights reserved.

Stéphane Mondoloni

FF-ICE/1 and ASBU- Block 1

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FF-ICE Step 1

12th Air Navigation Conference, Recommendation 3/5:

Operational performance through flight and flow – information for a collaborative environment

That the conference:

a) Endorse the aviation system block upgrade module relating to flight and flow – information for a collaborative environment included in Block 1 and recommend that ICAO use it as a basis of its work programme on the subject;

That states:

g) Support the development of a flight information exchange model;


FF-ICE Step 1 refers to the Block 1 FICE module

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Aviation System Block Upgrades

Each Block is composed of modules reflecting capabilities Modules assigned to one of four Performance Improvement

Areas (PIAs):

– Airport Operations

– Globally Interoperable Systems and Data

– Optimum Capacity and Flexible Flights

– Efficient Flight Paths Block 1 available between 2018 to 2023 Each module is mapped to the concept components in the ICAO

Global ATM Operational Concept (ICAO Doc. 9854)


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Summary of Block 1 Modules†


Air

po

rt

Op

erat

ion

s Module Module Name AOM AO DCB TS AUO CM SDM

Optimized Airport Accessibility

Increased runway throughput through dynamic wake turbulence separation

Improved airport operations through departure, surface and arrival management

Enhanced safety and efficiency of surface operations – SURF, SURF-IA, EVS

Optimized airport operations through A-CDM total airport management

Remotely operated aerodrome control

Increased interoperability, efficiency and capacity through FF-ICE/1 before departure

Service improvement through integration of all digital information

Performance improvement through the application of SWIM

Enhanced operational decisions through integrated MET information

Improved operations through optimized ATS routing

Enhanced flow performance through network operational planning

Improved capacity and efficiency through interval management

Ground-based safety nets on approach

Improved flexibility and efficiency in descent profiles using VNAV

Improved traffic synchronization and initial trajectory-based operations

Initial integration of remotely piloted aircraft into non-segregated airspace

B1-APTA

B1-WAKE

B1-RSEQ

B1-SURF

B1-ACDM

B1-RATS

Glo

bal

ly I

nte

rop

erab

le

Sys

tem

s an

d D

ata

B1-FICE

B1-DATM

B1-SWIM

B1-AMET

B1-FRTO

B1-NOPS

B1-ASEP

B1-SNET

Op

tim

um

Cap

acit

y &

Fle

xib

le F

lig

hts

Eff

icie

nt

Fli

gh

t P

ath

B1-CDO

B1-TBO

B1-RPAS

†According to “Working document for the Aviation System Block Upgrades”, 28 March 2013

Airspace Organization & Management

Aerodrome Operations

Demand Capacity Balancing

Traffic Synchronization

Airspace User Operations

Conflict Management

Service Delivery Management

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ASBU B1 - FF-ICE Step 1 Module4DT Implications


B1-FICE

Early provision of flight intentExchange of 4DT information between the AOC and the ASPServices include:

ValidationNominal trajectory generation (in absence of user defined 4DTNegotiation (to address constraints)Update of flight informationSubscription

Knowledge of aircraft capabilities allows 4DTs closer to preferencesTrajectory or slot negotiation pre-departure

Continue to require predictions, additional information requiredInformation required for validation of 4DT against other provided informationA mechanism for negotiation of trajectoryInclusion of constraints required for 4DTSupport for update of 4DT when information changesAdditional information may be required to support subscription mechanismsEligibility checking of 4DT against aircraft capabilitiesInclusion of slots and target times for pre-departure negotiation

From the module description

Implications for 4DT

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ASBU B1 Relationship to FF-ICE Step 1 4DTAirport Operations


B1-APTA

B1-WAKE

B1-RSEQ

B1-SURF

B1-ACDM

B1-RATS

PIA: Airport Operations

B1-FICE

Integration of PBN GLS proceduresExtension to CAT II/III capability

Pairwise static wake separation matrixWTMA for runways < 2500 feet apartWTMD for runways < 2500 feet apart

Enhanced surface managementDeparture and surface integrationExtended arrival meteringUtilization of RNAV/RNP routes

4DT

Runway and time estimates for runway demandTarget times for metering and departure controlETAs for meter schedule developmentMetering fix and TOD for OPD assignmentProcedure names referenced for eligibility checking

Surface situational awarenessEnhanced traffic situational awareness w/ indications and alertsEnhanced vision systems for taxi

Collaborative airport operations planAirport performance framework with targetsDST for execution & coordination of plan Sharing of resource and operations plansReal-time monitoring

Runway and time estimates for runway demandPlanning target times

Remote provision of ATS for single aerodromeRemote provision of ATS for multiple aerodromesRemote provision of ATS for contingency situations

Procedure names in route for eligibility checking (route consistent w/ 4DT)

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ASBU B1 Relationship to FF-ICE Step 1 4DTGlobally Interoperable Systems & Data


B1-FICE

B1-DATM

B1-SWIM

B1-AMET

PIA: Globally Interoperable

Systems & Data

B1-FRTO

B1-NOPS

Harmonized framework (FIXM, AIXM, WXXM)

B1-FICE

4DT

Format, structure and definitions consistent

SWIM for ground-ground application Distribution mechanism for FIXM informationInformation within FIXM may be required to support subscription

MET Information provisionMET Information TranslationATM Impact ConversionATM Decision Support

4DT for demand estimation in impact conversionTrajectory options for ATM decision supportTrajectory prediction inputs for ATM decision support

Free routingReduced route spacingDynamic resectorization

Support for free routing in 4DT & eligibility checksParallel Offset support (across multiple ANSP)Curved Approaches used in prediction for 4DT4DT for demand estimation in resectorization

ATFM and ATFM-AOM integrationSynchronization (TFM slots)Initial UDPP †

Flexible use of AirspaceComplexity Management

4DT for demand and complexity assessmentTFM slots and target timesETAs for SAA entry times – compliance verification

†UDPP requires further elaboration

Detail provided in prior slide

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ASBU B1 Relationship to FF-ICE Step 1 4DTOptimum Capacity and Flexible Flights


B1-ASEP

B1-SNET

PIA: Optimum Capacity and

Flexible Flights

Interval management from TODTactical trajectory for GIM-S (need prediction parameters)FIM start/end and defined interval †

†Information presently being defined by SC-214. Initially consider as an extension.

Approach path monitoring (alert of aircraft proximity to terrain)

Note that the prediction parameters are obtained pre-departure & shared, but the tactical FIM/GIM parameters are provided during flight

B1-FICE

4DT

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ASBU B1 Relationship to FF-ICE Step 1 4DTEfficient Flight Path


B1-CDO

B1-TBO

PIA: Efficient Flight Path

B1-RPAS

PBN with VNAV enabling CDOsEligibility checking of procedureVertical constraints in transition 4DT

B1-FICE

4DT

4DTRADRTA/CTA into terminalD-OTISDCLD-TAXI

RTA/CTA constraintsIncorporation of 4DTRAD info (if available) to update 4DT Incorporation of TODUpdate of 4DT to reflect DCL clearances Update of 4DT times while on surfaceUpdate of 4DT to reflect CPDLC clearances

Streamline process to access non-segregated airspaceDefining airworthiness certification for RPADefining operator certificationDefining communication performance requirementsDefine remote pilot licensing agreementsDefine detect and avoid technology performance requirements

Not for 4DTFIXM UAS data elements

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Pre-departure information

AOC provides the route linked to a 4DT


DEP procedure

ARR procedure

Altitude/airspeed constraint

Requested altitudes/airspeedsStep climb w speed changeNamed points

RWY

RWY

RWY

RWY

RO

UT

E4D

T

Reference

TOD

4DT pointsLat/long/alt/time Type of TCP

Estimated runway dep timeEstimated runway arr time

IAS/ predicted wind

OAT segment

MF (significant

point)

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4DT Matches Route/procedures

ANSP Consistency Verification (example)


DEP procedure

ARR procedure

Altitude/airspeed constraint

Requested altitudes/airspeedsStep climb w speed changeNamed points

RWY

RWY

RWY

RWY

RO

UT

E4D

T

Reference

TOD MF (significant

point)



IAS/ predicted wind

Flight is eligible for procedures

Application of rules & eligibility

Constraints are correct and applied correctly

(e.g., PBN / GLS procedure)

Winds match

B1-FICE

OAT segment

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Flow constrained area pre-departure


RWY

RWY

4DT pointsLat/long/alt/time

Estimated runway dep time

Estimated runway arr time

FCA017Forecast

Multiple 4DTs used to estimate demand

FCA017 crossing 4DT point

TMI imposed - ΔT

Time target (e.g. EDCT)

Trajectory update

Trajectory options may also be provided to enable TFM automation to assign a re-route versus a delay

B1-AMET

B1-NOPS

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Clearance (pre-departure)

With DCL – route and modifications uplinked to flight deck Without DCL – initial route clearance via PDC/voice


FIR boundary

Clearance limit † (Annex 11, §3.7)

†Ideally, this is not used as clearance is coordinated. Coordination pushes the clearance limit downstream.

B1-TBO

B1-ACDM

Provides improved target times

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B1-TBO

Departure


FIR boundaryActual departure time

ANSP updates the ETAs

unequipped

ΔT

i4DTRAD

Downstream FIR has improved estimates of demand

B1-RSEQ

e.g., Flights violating curfew or exceeding capacity can be delayed with speed versus hold on arrival.

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Clearance provision - altitudes

Today, cleared altitudes are shared across boundary crossing


FIR boundaries

Cleared to FL 240

Original 4DT Profile

Requested altitude

FL 240

C-ATSU

D-ATSU

Today C-ATSU provides D-ATSU:Coordination point ETA at pointCFL (FL240)Minimum altitude at point (180)

Must cross at or above 180

Additional info for 4DT downstream:Providing the predicted altitude at the coordination pointProviding the speed at the coordination pointUpdating downstream 4DT timesProviding pressure altitude correction information

B1-ASEP

(conducted by D-ATSU)

B1-NOPS

B1-TBO

from (if available, else ground automation)

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Clearance provision – Altitude Block

Today, when block altitudes are required they are coordinated


FIR boundary

4DT Profile

C-ATSUD-ATSU

Today C-ATSU provides D-ATSU:Coordination point ETA at pointCleared block altitude (F310F370)Minimum altitude at point (F290A)

Must cross at or above 290

As before :Providing the predicted altitude at the coordination pointProviding the speed at the coordination pointUpdating downstream 4DT timesProviding pressure altitude correction information

B1-ASEP

(conducted by D-ATSU)

B1-NOPS

B1-TBO

from (if available, else ground automation)

FL310

FL370

Block altitude clearance FL310-370

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Additional notification items

Today, APAC and NAT ICD support a variety of restrictions:

– Complete speed and/or level change by a point

– Restricted time of arrival at a point

– Combination of above

– Time of a speed and/or level change (can be reflected in 4DT) Also, lateral offsets in Field 14 (estimate data)

– For weather, deviations right, left or either up to a distance of route

– Fixed offsets, specified distance left or right of route

Most restrictions represented as constraints in route (but not at time types)

Offsets represented with clearance and in 4DT, optionally with 4D Point range in trajectory


ICAO, Asia/Pacific Regional Interface Control Document (ICD) For ATS Interfacility Data Communications (AIDC), Version 3.0, Montreal, Canada, September 2007ICAO, The North Atlantic Common Coordination Interface Control Document, Version 1.3.1, Montreal, Canada, 2012

B1-FRTO

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Initial Proposal


FIR boundaryC-ATSU

D-ATSU

Today: CPL or EST (if pre-established)

4DT Profile

Route tailored

Field 15Field 14

Future (in addition to tactical info): 4DT profile (incl. sig. pts.) Preserve route past PPOS Speed at crossing Actual clearance

TI message (PANS 4444)TRU Message (APAC): Heading (HDG) Cleared Flight level (CFL) Speed (SPD) Direct to (DCT) Assigned off-track deviation (OTD)

Provides downstream ATSU with improved 4DT estimates, and info for better high-fidelity prediction where necessary.

B1-ASEP

B1-NOPS

B1-RSEQ

B1-TBO

B1-FRTO

Last significant point

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Negotiation and Acceptance


Today: Accept message (ACP) if all good Coordination (CDN) message otherwise with Field 22 (amendment)

Response: ACP, CDN or Reject (REJ) …and so on

FIR boundary

C-ATSUD-ATSU

Field 14D-ATSU - Needs different altitudeField 15

D-ATSU - Needs different route

Future: Negotiation Traj w/ altitude constraint†

or Negotiation Traj w/ new route4DT Profile

† N.B. exchange expected to be compact

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Additional Capabilities

Interval Management

– Information provided pre-departure by AOC enables prediction of trajectory for problem setup

– Information provided via 4DTRAD may be used to update prediction for above

Continuous Descent Operations

– Verify eligibility to use procedures

– Verification of 4DT that constraints applied for procedure

– Use of AOC data or 4DTRAD data for setup into procedure Extended Arrival Metering

– Use of AOC data or 4DTRAD for ETA estimation

– Use of RTA/CTA for meeting time


B1-CDO

B1-TBO

B1-TBO

B1-ASEP

B1-TBO

B1-TBO

B1-RSEQ


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Summary of 4DT


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RWY

RWY

Reference Point

TOD



IAS

The 4DT itself is straightforward

A Trajectory consists of a sequence of 4D Trajectory Points

Each 4D Trajectory Point has the following data:

The 4DT Point describes its latitude, longitude, altitude and time (ETA) The Airspeed describes the IAS or Mach at the point

The Groundspeed describes the IAS or Mach at the point

The Met data describes the Temperature, wind magnitude and direction at the point

The Altimeter setting identifies any non-standard barometric setting used for prediction

The TCP Type identifies one of several enumerated types of TCP

The Reference Point links the trajectory back to the route, if applicable

GS

MET – Wind/Temp

Altimeter setting

To route

The 4DT points are a sample of a curvilinear trajectory prediction.

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The 4DT is related to lots of other data

Trajectory-related data can be:

– Not trajectory-specific (e.g., aircraft make, model and series)

– Trajectory-specific (e.g., a route) You cannot change trajectory-specific data without obtaining a

change in the 4DT.


Requires 4DT Prediction

FIXM needs to have items to support that prediction

B1-FICE

A “trajectory group” can be used to contain trajectory-specific data including the 4DT

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Why do we need these groups?

Trajectory Negotiation, Coordination and Feedback Provision of Trajectory Options and Desired Trajectory Three types of groups are proposed:

– The agreed trajectory group Reflects known constraints, known clearances, known requests (e.g.

planned step climbs) and trajectory plan (e.g. descent, planned arrival procedure)

– The negotiation trajectory group Provides a means to exchange trajectories with proposed modifications The sequence is expected to be transient

– The ranked trajectory group (highest-ranked is desired trajectory) A sequence of trajectories expressing preferences for routing against

departure delay Rankings beyond the desired exist only pre-departure in the B1 timeframe


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What should be in these trajectory groups?


4DT

Trajectory-specific 4DT-related data

Expanded RouteRoute Route Elementssequence of

Clearances

Altitude(s)

Speed(s)

Slot Information

Each element contains

Point name

Lat/long

Constraint(s)/Targets

Requested altitude

Requested airspeed

Cleared altitude

Cleared airspeed

No

t al

way

s i

ncl

ud

ed

• Each ranked trajectory also includes TOS data

• Negotiation trajectories include source & sequence number

This data is used as input to trajectory prediction

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The contents of this material reflect the views of the author and/or the Director of the Center for Advanced Aviation System Development, and do not necessarily reflect the views of the Federal Aviation Administration (FAA) or Department of Transportation (DOT). Neither the FAA nor the DOT makes any warranty or guarantee, or promise, expressed or implied, concerning the content or accuracy of the views expressed herein.

Ó2013 The MITRE Corporation. The Government retains a nonexclusive, royalty-free right to publish or reproduce this document, or to allow others to do so, for “Government Purposes Only.”

Fiscal Year: 2013

Outcome Number: 1

PBWP Reference: 1-3.G.1-5

Documents

© 2013 The MITRE Corporation. All rights reserved. Stéphane Mondoloni FF-ICE/1 and ASBU- Block 1