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September 28th, 2005
NASAASAS R&D
AIRSPACE SYSTEMS PROGRAM
Michael H. DurhamKenneth M. JonesThomas J. Graff
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Outline
Video - “Capacity Takes Flight” A long-term vision for a Distributed Approach to ATM
NASA ASAS R&D Concepts Enroute -
Autonomous Flight Management
Terminal -Airborne Precision Spacing (Phased Approach)Trajectory Oriented Operations with Limited Delegation
Oceanic - In-Trail Procedures (Phased Approach)
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Airborne Separation Assistance Systems
Future NAS will be required to handle two to three times more traffic than today’s system Proposed solutions include greater delegation of appropriate
air traffic management responsibilities to the flight deck of appropriately equipped aircraft
Airborne Separation Assistance Systems (ASAS) are an essential component in a “Transformed NAS”
ASAS will be implemented only after: Technical and operational challenges are addressed ASAS is proven to be safe Operational experience with ASAS is gained
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NASA ASAS R&D Elements
Enhanced Oceanic Operations
Airborne Precision Spacing Trajectory Oriented Operations With Limited Delegation
Autonomous Flight Management
FL360
FL340
FL350
Current SeparationRequirement
Meter fix
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AffordableCost is shouldered primarily by the aircraft operators that benefit from the investment.
Safely supplements ATC The traffic burden exceeding ATC’s capacity is distributed among the watchful systems and flight crews of those aircraft, resulting in more ‘eyes’ focused on safety.
Human-centered Trajectory decisions are made and monitored by pilots, informed by technology.
Self-elected aircraft operators Not a mandate. AFM is an investment decision made per aircraft at each operator’s discretion. AFM serves those who need it, where they need it, without disrupting those who don’t.
Automatically, safely, and cost-effectively adapt to significant changes in air traffic demand.
Autonomous Flight Management (AFM)
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Autonomous Operations Planner Autonomous Operations Planner (AOP): Airborne research tool set (AOP): Airborne research tool set supports flight crew decision-supports flight crew decision-making for AFR operationsmaking for AFR operations
Airborne conflict management Conflict-free maneuvering Flow constraint conformance Airspace restriction avoidance
AFR: A New Class of En Route Operation
Controller workload for increased demand is off-loaded to pilots / systems of new “AFR” aircraft
Autonomous Autonomous Flight Rules Flight Rules (AFR)(AFR)
VFRIFR
AFR
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Concept: Integrate “absolute” 4-D trajectory oriented operations with “relative” spacing operationsUse time-based metering to regulate traffic flow,Use trajectory-based operations to create efficient, nominally conflict-free
trajectories that conform to traffic management constraints and,Maintain local spacing between aircraft with airborne separation assistance systems
(ASAS).
Approach:Develop near-term concept for procedural integration of near-term technologies Develop medium-term concept with data link-supported technology integration of
advanced air/ground automationDevelop site-specific implementations that address local opportunities and
challengesUse human in the loop simulation to develop, test and refine operational concepts
Trajectory Oriented Operations With Limited Delegation (TOOWiLD)
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Basic TOOWiLD Scenario
Controller may issue merging and spacing instructions to flight crews of equipped aircraft when within ADS-B range of leader.
Controller may issue merging and spacing instructions to flight crews of equipped aircraft when within ADS-B range of leader.
Controller may assign limited delegation clearance to pass behind traffic.Controller may assign limited delegation clearance to pass behind traffic.
1. Time-based traffic management regulates inbound flow.
2. 4-D trajectory-based operations used to plan and execute conflict free flight paths.
3. Together, these operations put flight crews in a position to utilize Airborne Separation Assistance Systems (ASAS) to deal with local spacing issues, if instructed or permitted by the controller to do so.
AOC, flight crew or controller can develop efficient, conflict-free trajectory to satisfy meter fix arrival time constraint.
AOC, flight crew or controller can develop efficient, conflict-free trajectory to satisfy meter fix arrival time constraint.
Time-based metering provides meter fix arrival schedule and time constraint for inbound aircraft.
Time-based metering provides meter fix arrival schedule and time constraint for inbound aircraft.
Meter fix
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Airborne Precision Spacing (APS)
Controller clears participating flight crews to space on aircraft ahead in stream
Controller defines the optimal sequence and spacing requirements for each aircraft and communicates these to the flight crew; controller provides either a time or a distance spacing, to be achieved at threshold crossing
New airborne guidance and procedures allow the pilots to meet their assigned spacing and sequence requirements with high precision B777 navigation display view of merging and
spacing operation
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Goals• Increase throughput for arrivals in capacity-constrained terminal
airspace
• Enable growth in arrival traffic without equivalent growth in ATC infrastructure (Reliever airports, uncontrolled airports)
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Airborne Precision SpacingImprove Capacity-Constrained Terminal Arrival Operations
Phased Approach Phase 1 – Final Approach Spacing Tool (completed flight demo under AATT) Phase 2 – Include approach spacing and merging Phase 3 – Include maneuver corridors
Meteringboundary
Terminal airspace
Unequipped Aircraft
Fly with precision for optimal spacing
Phase 1 – Completed flight demo under AATT
Adhere to metering assignment for initial
spacing and sequenceMerge with converging
traffic streams Adhere to runway
assignment and sequence for load
balancing, throughput
Phase 2
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Meteringboundary
Fly with precision for optimal spacing
Adhere to metering assignment for initial
spacing and sequence
Terminal airspace
ATSP-definedmaneuvering
corridor
Maneuver within prescribed corridorsfor optimal spacing
Merge with converging
traffic streams
Adhere to runway assignment and
sequence for load balancing, throughput
Unequipped Aircraft
Airborne Precision SpacingImprove Capacity-Constrained Terminal Arrival Operations
Maneuver corridors (phase 3)
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Integration of Airborne Spacing withContinuous Descent Approaches (CDAs)
Continuous Descent Approaches (CDAs)RNAV procedure for idle power descent from cruise to final
approach Result in lower noise around airports, fuel savings, fewer
emissions, and less time in the airAircraft at near flight-idle during descentAircraft stay high longer, have steeper / faster descent
However, uncertainty in trajectories requires large spacing buffers between aircraft, thereby preventing high throughput
Goal: Integrate APS and CDA low-noise guidance to achieve optimal balanceHigh throughputLow noise and emissions
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Enhanced Oceanic OperationsOceanic Technical Characteristics and Challenges
Extended periods out of radar coverage
Large longitudinal and lateral separation minima required for safe procedural separation
Most airlines want the same tracks and altitudes results in altitude “congestion”
Safe operations but often not fuel efficient operations
Aircraft “stuck” at a non-optimal altitude due to traffic “congestion” For efficient operations, aircraft need
to climb as they burn fuel Due to traffic congestion at higher
altitudes, aircraft often restricted from climbing
Use airborne surveillance and onboard tools to facilitate altitude changes for greater fuel efficiency
Solution
Compromise
Optimal
WATRS EUR-CAR
EUR-NAM
NATOTS
CEP
SOPAC
PACOTS
NOPAC
CENPAC
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Phase 1 – Altitude Change Request Advisory ToolTool that advises pilot of available altitudes for altitude changes
Advisory information only (low certification requirements)
Phase 2 –ASAS In-Trail ProceduresAltitude changes allowed based on cockpit derived data
No delegation of separation authority
Phase 3 – Enhanced ASAS In-Trail ProceduresActive monitoring of other traffic during altitude change
Limited delegation of separation authority to cockpit
Reduced separation criteria
Phase 4 – Airborne self-separation on a track Aircraft allowed to maneuver on specially approved tracks
Closer to optimal fuel burn profiles
Enhanced Oceanic Operations Phased Approach
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Summary NASA is conducting R&D across all levels of ASAS
Started with a vision of a mature ASAS implementation Studied ASAS implementations in Enroute, Terminal, and
Oceanic operations Developed frameworks for phased implementations in each
domain
ASAS will be implemented only after: Technical and operational challenges are addressed ASAS is proven to be safe Operational experience with ASAS is gained
R&D must be driven by requirements of mature ASAS concepts capable of 2-3 times capacity
Implementations must be phased in small increments to gain operational experience