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Enabling Performance-‐Based Naviga6on Arrivals: Development and Simula6on Results of the Terminal Sequencing and Spacing System
John E. Robinson III and Jane Thipphavong NASA Ames Research Center MoffeI Field, California William C. Johnson NASA Langley Research Center Hampton, Virginia
11th USA/Europe Air Traffic Management Research and Development Seminar Lisbon, Portugal 23–26 June 2015
Performance-‐Based Naviga6on
• PBN benefits include: – improved fuel efficiency and reduced environmental impact – shorter, more direct flight paths – repeatable, more predictable flight paths
• PBN equipage rates for air carriers are high • PBN procedures con6nue to be developed world-‐wide
Performance-‐based naviga6on (PBN) procedures are a founda6onal element of NextGen and SESAR.
2
Mo6va6on
PBN arrival procedures not used during busy periods when maximum throughput is desired.
Light Traffic Condi6ons
25 nautical miles"
Busy Traffic Condi6ons
25 nautical miles"
3
Background
Advanced arrival management tools are not provided to terminal air traffic controllers.
• Terminal opera6ons managed by repeated turn, speed, and al6tude instruc6ons
• In the United States, numerous reports have iden6fied the need for terminal spacing tools (RTCA Task Force 5, 2009; RTCA NextGen Advisory CommiIee 2013, 2014)
• Non-‐trajectory-‐based tools have not achieved the desired performance
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Related Work
NextGen and SESAR include advanced 6me-‐based metering technologies and procedures.
• FAA is deploying interval management tools that provide efficient speeds to en route controllers
• Time-‐based separa6on has demonstrated improved throughput at London Heathrow (Morris, 2013)
• Simula6ons of 6me-‐based metering in the terminal area showed feasibility of extending the FAA’s en route capabili6es (Swenson, 2011)
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Outline
• Opera6onal Concept for PBN Arrivals • Simula6on Descrip6on
• Simula6on Results for Phoenix Sky Harbor Airport
• Implementa6on Status
• Concluding Remarks
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OPERATIONAL CONCEPT
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Opera6onal Scenario
Time-‐based scheduling provides runway arrival 6mes and fix crossing 6mes for arriving aircrai.
En route speed and path assignments correctly space aircrai for descents along
RNAV/RNP OPDs to their assigned runways.
Most flight crews use their Flight Management Systems to fly RNAV/RNP
Op6mized Profile Descent (OPD) procedures without interven6on.
Aircrai are delivered to terminal area according to schedule, but with small spacing errors that need to
be reduced to maximize throughput and avoid downstream interrup6ons of the efficient descents.
Terminal controllers correct remaining spacing errors and cope with disturbances and off-‐nominal events using tools and display
enhancements based on 4-‐D trajectories.
Meter Fix
Meter Fix
~50 NM
Meter Point
1
2
3
4
5
Terminal Area
En Route Area
8
250+ NM
Air Traffic Management Technology Demonstra6on #1 (ATD-‐1)
CMS! Controller-Managed Spacing"in Terminal Airspace"
TBFM! Traffic Management Advisor"with Terminal Metering"
FIM! Flight Deck Interval Management"for Arrival Operations"
TMA-TM! Traffic Management Advisor (TMA) with Terminal Metering"
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Terminal Sequencing and Spacing (TSS)
CMS! Controller-Managed Spacing"in Terminal Airspace"
TBFM! Traffic Management Advisor"with Terminal Metering"
FIM! Flight Deck Interval Management"for Arrival Operations"
TMA-TM! Traffic Management Advisor (TMA) with Terminal Metering"
TSS
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Display Aids for Terminal Air Traffic Controllers
25L 5
180
210 Slot
Marker
Slot Marker Speed
Runway Assignment
Landing Sequence
Speed Advisory
Timeline
Z
AWE209 090 B738
0 PHX25L
AWE652 AWE652
ETA STA
DAL1921
SWA2053
SWA1011
AWE221
SWA1825
AWE24
DAL1921
SWA2053
SWA1011 AWE209
AWE221
SWA1825
AWE273
AWE24
AWE251 SWA2197
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35
SWAP T PHX25L
AWE273
AWE209
Es6mated Airspeed
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NOTE: TSS Prototype look-‐and-‐feel is shown. FAA will finalize the opera6onal look-‐and-‐feel prior to deployment.
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SIMULATION DESCRIPTION
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Simula6on Overview
• Sixteen large-‐scale, human-‐in-‐the-‐loop simula6ons – En6re arrival opera6on – Mul6ple airports and configura6ons – Mixed equipage – Realis6c wind condi6ons and errors – Realis6c traffic demand – Experienced controllers
• Four phases: systems integra6on, concept refinement, performance evalua6on, and opera6onal integra6on
• FAA and MITRE independently conducted five addi6onal TSS simula6ons
Simula6on Designa6ons
CMS for ATD-‐1: CA-‐1, CA-‐2, CA-‐3, CA-‐4, CA-‐4.1, CA-‐5.1, CA-‐5.2, and CA-‐5.3
Full Integrated ATD-‐1 Test: FIAT-‐1, FIAT-‐2, FIAT-‐3, FIAT-‐4, and FIAT-‐5
Joint NASA/FAA SimulaDons: REACT, TSS-‐1, TSS-‐2, and OIA (post-‐publica6on)
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Simula6on Condi6ons
• “Baseline” – Current arrival scheduling
• “None” – Improved arrival scheduling (i.e., terminal metering)
• “Limited” – Improved arrival scheduling – Runway assignment, landing sequence, and slot marker
• “Full” – Improved arrival scheduling – All controller-‐managed spacing display aids
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SIMULATION RESULTS -‐ PHOENIX SKY HARBOR AIRPORT (PHX) -‐ 7 SIMULATIONS
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Modeled PBN Arrival Procedures
PHX West Flow Opera6ons PHX East Flow Opera6ons
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Simulated Wind Condi6ons
• Twenty wind scenarios based upon Phoenix area wind paIerns
• Simulated aircrai subjected to “truth” winds and automa6on tools used “predicted” winds
• Wind forecasts were temporally offset to match empirical wind errors
• Wind magnitude errors were approximately 10 knots rms (Tandale, 2013)
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Measures of Performance
• Six measures of performance evaluated for each simula6on – PBN success rate – Inter-‐arrival spacing error – Controller acceptability – Controller workload – Excess in-‐trail separa6on – Number of controller-‐to-‐pilot instruc6ons
• Two key performance parameters compared across simula6ons – PBN success rate – Inter-‐arrival spacing error
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Descrip6on of PBN Success Rate
The PBN success rate indicates how oien aircrai remain on assigned PBN arrival routes.
• Some aircrai are excluded: – Unequipped aircrai – Equipped aircrai to alternate runways
• The following criteria must be sa6sfied: – No vectoring before end of PBN arrival procedure – Intercept of final approach course near planned loca6on
• The performance goal is 80%
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PBN Success Rate Determina6on
Green flight paths are uninterrupted PBN arrival procedures Red flight paths are interrupted PBN arrival procedures
Black flight paths are excluded opera6ons – crossovers and unequipped aircrai
EAGUL MAIER
GEELA
KOOLY
PHX 26 PHX 25L
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PBN Success Rate Results
0.0#
0.1#
0.2#
0.3#
0.4#
0.5#
0.6#
0.7#
0.8#
0.9#
1.0#
CA/5.1# FIAT/2# TSS/2# FIAT/2# FIAT/2# TSS/2# FIAT/3# CA/5.2# FIAT/4# CA/5.3#
Mean%PB
N%Success%Rate%
18# 4# 6# 3# 6# 19# 18# 31# 18#3#
Baseline# None# Limited# Full#
Number of Simula6on Runs
95% Confidence Interval
Goal
+26%
+24%
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Descrip6on of Inter-‐Arrival Spacing Error
The inter-‐arrival spacing error indicates the spacing conformance at the final approach fix.
• Undelayed aircrai are excluded • The following approach is used:
– Difference between the scheduled and actual final approach fix spacing is calculated for every aircrai pair
– The 2.5% trimmed range of the spacing conformance is calculated for each simula6on run
• The performance goal is 24 seconds (i.e., 95% of flights within 12 seconds)
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Inter-‐Arrival Spacing Error Determina6on
0"
0.1"
0.2"
0.3"
0.4"
0.5"
0.6"
0.7"
0.8"
0.9"
1"
-60" -50" -40" -30" -20" -10" 0" 10" 20" 30" 40" 50" 60"
Inter&Arrival,Spacing,Error,(seconds),
Dashed box indicates 2.5% trimmed range
Results are shown for en6re FIAT-‐4 simula6on
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0"
10"
20"
30"
40"
50"
60"
CA+5.1" FIAT+2" TSS+2" FIAT+2" FIAT+2" TSS+2" FIAT+3" CA+5.2" FIAT+4" CA+5.3"
Mean%Inter)Arrival%Spa
cing%Error%(secon
ds)%
16" 4" 6" 3" 6" 19" 18" 31" 18"
Baseline" None" Limited" Full"
3"
Inter-‐Arrival Spacing Error Results
Goal
-‐17 s
-‐10 s -‐9 s -‐5 s
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IMPLEMENTATION STATUS
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Technology Transfer Achievements
TSS achieved Technology Readiness Level 6. • TSS prototype implemented in actual FAA systems
– TBFM arrival management system – STARS ELITE terminal automa6on plauorm – Opera6onal Integra6on Assessment at FAA William J. Hughes
Technical Center in May 2015
• Formal “tech transfer packages” delivered to the FAA – Technical documenta6on – Soiware source code – Training materials
• NASA con6nues to provide subject-‐maIer exper6se to FAA
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Opera6onal Deployment
FAA is implemen6ng TSS as part of NextGen.
• FAA TBFM Program Work Package 3 final investment decision passed in April 2015
• Nine airports selected for ini6al deployment – PHX, IAH, LAX, ATL, SEA, DEN, SFO, CLT, and LAS
• Deployment of TSS planned to start in early 2019
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Concluding Remarks
• Terminal Sequencing and Spacing (TSS) includes improved scheduling and display aids for terminal controllers to improve PBN u6liza6on
• TSS was tested in sixteen high-‐fidelity simula6ons
• PBN Success Rate improved to 92% with improved scheduling and display aids
• Inter-‐Arrival Spacing Error improved 5–17 seconds with improved scheduling and display aids
• TSS will be deployed to nine major U.S. airports star6ng in 2019
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hNp://Dnyurl.com/NASA-‐ATD1 hNp://www.aviaDonsystemsdivision.arc.nasa.gov/research/tacDcal/atd1.shtml
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