react workshop planning business trajectories present & future - … from an airline’s...

REACT Workshop

Planning Business TrajectoriesPresent & Future

- … from an Airline’s Perspective -

Seville, June 24th, 2008

Ekkehard GuttASM - Planning & ATM

EK Flight Operations Support

How to predict the best Route …

1. Status quo

Status Quo Oil reaches record $140 a barrel.

Air traffic to double until 2020. Available capacity on current ATS-Route structure not sufficient – “ground

based infrastructure”.

Missing civil/military cooperation and coordination in most part of the world.

Aeronautical Information Management not ‘state-of-the-art’.

Ground Delays / Enroute Delays. Not all airspace stakeholders are involved in future decision-making.

National borders – not traffic flows – dictate the airspace environment.

FANS-1/A – Aircraft Equipment

• Typically the Emirates Aircraft equipage includes :– ADS-C & CPDLC– VHF & SATCOM Data Links via ACARS– FMS & RNAV– 3 Inertial Reference Systems– Classic Navigation Systems (VOR, DME, ILS, etc)– GPS

How are these technically quite modern aircraft treated in the environment?

Current Airspace environment (?)

Why do we operate a brand-new 300t aircraft on Non-Precision Approaches using 60 year old criteria and profiles? (Emirates is authorised for 7 Approach Types; we would just like to operate two in the future: ILS & RNAV.)

RNAV and RNP form the globally harmonised ICAO “Performance Based Navigation” (PBN) concept.RNAV/RNP is a proven method for effectively increasing the safety, dependability and efficiency of flight operations. (ICAO Doc 9613 (PBN Manual)).

The “Casablanca Curve”…

The “Casablanca Curve”…

The “Casablanca Curve”… - Available FPL-Routing CMN-DXB

All airspace is the concern of ATM and an usable resource

2. Where are we today?

- some examples…

AUSOTS – Australia / NOROTS - Canada

UPR (User Preferred Routes): DXB-PER-PER

“DARP”-ing in the Pacific Region…

“Dynamic Airborne Re-route Procedure”

Organised Track Systems/Random Routes in Oceanic Airspaces

NavCanada: Traffic Density Analyser (TDA)

The TDA is the collaboration tool for NAT-(North Atlantic) Operators and Air Traffic Service Providers.

It is the first time in aviation history that acollaborative decision making-tool is available on a global basis.

31

Bottom

Runway Averages

AAL01

Close

Ground Status

FL350 ERAKA (12)

3. “On-Time” Management

Airport “On-Time” Management

How can we improve the Airport “On-Time” Management?

-This is an important aspect for trajectory operationsin regards to predictability!

In order to solve the general issue of on-timeperformance at the Airport, all stakeholders have to be involved:

Airport “On-Time” Management

• Airport Operators• ATC• Airlines• Handling Agents• Regulators• …

4. Trajectory Prediction

Trajectory Contract for airspace access

“CONTRACT”

ATC (1) ATC (2)

“CONTRACT”F

IR (

1)

FIR

(2)

EGDS – Emirates Ground Data Link System

Datalink Service Provider

GroundEarthStation

RemoteGroundStation

Air Traffic Control / ATC

Aircraft Flight Management System (FMS)

CPDLC / ADS

SATCOMSatellite

GPSSatellite

Airline Operations Control / AOC

GN

D C

OM

M N

ET

WO

RK

DS

P N

ET

WO

RK

AIR

/ G

ND

C

OM

MA

IRC

RA

FT

A

VIO

NIC

S

SA

TE

LL

ITE

CO

NS

TE

LL

AT

ION

EGDSEGDS

LIDOLIDO

Trajectory Intend - Transmission

Trajectory Prediction

Trajectory Prediction

Detecting conflicts and the resolution (revised flight paths)

V = >

V = <

FL = +

FL = =

Trajectory Prediction – Coordination of Problems

Trajectory Prediction

Transmit & Receive…• FPL Intend• Separation• Coordination of “problems”• Time• 4D-Trajectories: Latitude, Longitude, Altitude, Time• Winds• Weather hazards• Traffic hazards• Fuel• Terrain hazards• …

Trajectory Prediction

ATC

AOC AOC

Airspace is the resource

Today: ATS-Routes

Airspace is the usable resource

Tomorrow: Airspace

Increase of capacity…

5. The role of Air Traffic Control

ATC vs. ATM

Air Traffic CONTROL

Air Traffic MANAGEMENT

The role of ATC ATM in the future Planned Routing / Dynamic changes of Trajectories Conflict Management – Controller has still authority!

Terminal Airspace – Tailored SIDs/Tailored STARs Providing, Sharing and Collecting information (traffic, WX, AIP, NOTAM…)

“AIM”

Coordination Civil/Military Users and Airspaces

Traffic Flow depends on most current information

(Flexible) Responding to changing conditions

Search and Rescue

Security and Safety

Transform global ATM

Support/cooperate in technology development

ICAO A

nnex 11 (SARPs)

Air Tra

ffic S

ervices

ICAO D

oc 4444 (PANS-A

TM)

Air Tra

ffic M

anagement

6. The FMS and the EFF/EFP

What will the future bring us?

• Most current FMCs cannot easily meet a Required Time of Arrival (RTA) on descent.

• Terminal airspace/Arrivals: typically radar vectoring off the path by ATC to make adjustments.

• Current on-board FMS data base has limited capacity that will be exceeded in the future by more RNAV arrivals at more locations (limited memory).

• Many systems and database entries in the cockpit remind me of an ‘Excel Sheet’ environment.

Today’s limitations

The FMS and the EFB/EFF technology

The average mobile phone has300 times the memory and processing power of a FMS.

The development of the EFBtechnology is a consequence of where we stand with the FMStechnology.

Ideally - on future aircraft types -concepts of FMS and EFB development should lead to a single integrated system.

EFB/EFF Evolution – Situational Display

B4776/08 NOTAMNQ)LRBB/QRRCA/IV/BO/W/285/460/4727N02702E045A)LRBBB)0806230900 C)0806231300E)RESTRICTED AREA LRR6 ACTIVATED. MIL FLT FLT WILL BE COORD BTN CIV AND MIL ATC EXPECT RADAR VECTORINGF)FL100 G)FL240

Drift-down/Depressurisation – Situational Display

7. Conclusion…

Business Trajectories

Isn’t it all about information managementand data sharing?

Our Vision for the future…

“Our vision for our future global ATM system is one where a pilot can fly into JFK International Airport in New York, Changi Airport in Singapore or Capital Airport in Beijing without any differences in equipment, procedures, or the quality of air traffic services.”

FAA Administrator Marion Blakey

Increased capacity in the airspace, higher flexibility and improved cost efficiency can only be achieved in a regional ATM system. We need to ensure there is no a disconnect between Europe, Canada, Australia or the U.S.

Dubai

Djakarta Stockholm

Lagos

Summary…

• Record high fuel costs

• Global concerns about the environment: fuel saving

and reducing emissions are both in everybody’s interest

• More operational flexibility – combined with the existing

modern technology – is essential to meeting the

airspace demands.

• Consideration of a regional ATM-System

• All airspace is the concern of ATM & is a useable resource

• The Airlines are more than happy to assist and to work together

• Quality of Aeronautical Information Management has to improve

• Continuous military/civil coordination

Thank you for attention.

Ekkehard GuttEmiratesFlight Operations SupportASM – Planning & ATMDubai/U.A.E.

Phone: +971 4 708 4307Fax: +971 4 286 4085SITA: DXBONEKAFTN: OMDBUAEKekkehard.gutt@emirates.com