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Slide 1 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
FAGI – Future Air Ground Integration
Alexander Kuenz,Institute of Flight Guidance, DLR Braunschweig, Germany
Presented on REACT Workshop 2008, Seville
Slide 2 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Future Air Ground Integration - FAGI
DLR-funded project
Duration Jan 2007 – Dec 2009
Involved Departments:
Institute of Flight Guidance/Braunschweig
Institute of Communication and Navigation/ Oberpfaffenhofen+Neustrelitz
Equipment: Flight Operations/Braunschweig and Institute of Flight Systems/Braunschweig
First concept finalized, first validation by experts done
Development of tools in progress
Final validation by ATM-simulations in 2009
Slide 4 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Environmentally friendly
procedures in terms of
NOx and CO2 emissions
Noise emissions andimmisions on the ground
Fuel efficiency
Achieved by
Efficient usage of engines
Low drag aircraft configuration
Flying high altitudes
Motivation: A Definition of „Green Trajectories“
} Arrival: Continuous Descent Approaches (CDA)
Slide 5 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
3°
DLR`s Advanced Continuous Descent Approach
Distance to Touchdown
Alti
tude
CFL
No level flight from Top of descent to
touchdown
Engines idle
…but great demands on- trajectory prediction and- guidance precision
Once in descent, it is hardly possible to react on ATC instructions
Slide 6 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Trajectory Prediction and Guidance using DLR’s Advanced Flight Management System (AFMS)
Altitude and Time
constraints
List of Waypoints
Weather Forecast
Aircraft Model
Descent Parameter
AFMS Cockpit
ATTASG
uida
nce
Com
man
ds
Slide 7 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Flight and Simulation TrialsVFW614 (ATTAS) Airbus A330 FFS (ZFB)
Adaptation to aircraft type via Base of Aircraft Data provided by Eurocontrol
Slide 8 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Deviations from planned 4D-trajectory
Deviations may occur due to
Insufficient or imprecise aircraft performance data
Jitter in the configuration points
Inaccurate weather forecast
…
Possible reactions are to
Hold the correct speed and cumulate an altitude error
Hold the correct altitude and cumulate a speed error
Average altitude and speed error
The AFMS tries to hold the time deviation at minimum.
Slide 9 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
ATTAS A330
LDLP auto. +/-5s, +/-100ft +/-3s, +/-100ft
LDLP man. +/-6s, +/-100ft +/-3s, +/-100ft
CDA auto. +/-5s, +/-100ft +/-2s, +/-100ft
CDA man. +/-5s, +/-100ft +/-4s, +/-100ft
SCDA auto. +/-8s, +/-150ft +/-4s, +/-100ft
SCDA man. +/-9s, +/-150ft +/-5s, +/-150ft
Two approaches differed (10 seconds time precision):
Constant downdraft in the lee of Harz mountains, but the weather forecast does not contain vertical wind components
A mini jet stream was encountered between 10000ft and 5000ft without a sampling point for the weather grid in-between.
Inaccurate weather is the main factor for deviations!
Results of automatic and manual ATTAS/A330 approaches (>30 NM)
Slide 10 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
LDLPACDA
Noise footprints of LDLP and ACDA (SIMUL)
Approaches with Airbus A320 to 25R in Frankfurt Main via Gedern
RW25R
REDGO (FAF)
GED
0 2 4 6 8 10 12 14 16 NM
0
2
4
6
8
10
NM
Slide 11 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Two Aircraft landing in Frankfurt…
Capacity Driven Early Merging:
Same Lateral Route
Same Altitude Profile
Same Speed Profile
Assuming different types of aircraft, ACDAs are unsuitable in high traffic situations
Slide 12 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Requirements to handle green trajectories in high traffic TMAs:
Trajectory-based handling to benefit from the described airborne capabilities User preferred Trajectory
Mixed traffic support for FMS-equipped and unequipped aircraft
Late merging to fly the aircraft’s optimum profile as long as possible
Time-based separation could even improve today’s capacity
Emergency handling and flexible planning for short term departures
Slide 13 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Extended TMA
Radius 80-120NM to allow time variation by speed changes
Strategic path stretching if speed variation is insufficient
DLR’s approach for a Trajectory Based TMAhandling
Slide 14 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Late Merging Point
Merging just before final approach (e.g. G/S intercept)
Time based merging, time constraint for every approaching aircraft
DLR’s approach for a Trajectory Based TMAhandling
Slide 15 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
RTAs for the Late Merging Point are assigned when entering the E-TMA
DLR’s approach for a Trajectory Based TMAhandling
Slide 16 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Static E-TMA entries
Aligned to the main traffic routes
Keep TMA structured and clearly arranged
DLR’s approach for a Trajectory Based TMAhandling
Slide 17 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Dynamic E-TMA entries
Are provided if possible
For aircraft entering between static entries
DLR’s approach for a Trajectory Based TMAhandling
Slide 18 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Procedural Separation before merging allows flying aircraft optimized vertical and speed profiles
DLR’s approach for a Trajectory Based TMAhandling
Slide 19 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
FMS-equipped aircraft can fly their predicted trajectory on their own and fulfill the time constraint at the Late Merging Point
10:05:37 +/-5s
DLR’s approach for a Trajectory Based TMAhandling
Slide 20 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Unequipped aircraft are supposed to be integrated by means of a ground based guidance module.
A trombone path stretching area helps to improve accuracy.
10:07:20 +/-?s
DLR’s approach for a Trajectory Based TMAhandling
Slide 21 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Trombone also used for
Insertion of short term departures
Equipped aircraft violating their constraints
Insertion of emergency delays
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
DLR’s approach for a Trajectory Based TMAhandling
Slide 22 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
DLR’s approach for a Trajectory Based TMA handling
E-TMA
Static (standard)
E-TMA entries
enroute
11
12
12
Late Merging Point,Time-based separation to
threshold
StrategicPath-
Stretching
10
100
>5500ft for Trombone AC
Dynamic 4D Routes for
dynamic entries
NM
Procedural separation between direct and trombone aircraft:
Equipped aircraft perform shallow descents
Trombone aircraft are forced to stay above at intersections
The proposed E-TMA structure is promising but not verified yet!
Slide 23 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
TP Air-Ground Synchronization: Requirements
Onboard:
Highly accurate 4D trajectory flyable fulfilling predefined constraints
High Mid-term reliability, no update necessary in most cases for last 100NM
On Ground:
4D trajectory needed
for Trajectory Based Conflict Detection and Resolution
for Conformance Monitoring
Required lateral and time accuracy is medium to high
Required vertical accuracy is low due to route structure
Slide 24 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
TP Air-Ground Synchronization: Prediction
No need for a high bandwidth data linkAir and Ground Trajectory predicted with preferably same input dataList of Waypoints exchanged by Route Name via R/TConstraints are defined by Route + one Time constraint at Late-Merging PointAircraft Performance Model from BADADescent Parameter via R/TSome inputs not available on ground: Same Weather, Aircraft’s Weight, Turn Radius, Airliner’s specific settings…
Altitude and Time
constraints
List of Waypoints
Weather Forecast
Aircraft Model
Descent Parameter
AFMS Cockpit
ATTAS
Gui
danc
e C
omm
ands
Slide 25 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
TP Air-Ground Synchronization: Assumptions
Lateral assumptions:
Route based on straights and curved segments
Bank-Angle: Speed & Bank Turn-Radius
Vertical assumptions:
Arriving aircraft do not climb in E-TMA
Aircraft descend as late as possible flying the descent profile
Speed assumptions:
Arriving aircraft do not accelerate in E-TMA
Arriving aircraft decelerate as late as possible to reach RTA at LMP
Learn from aircraft’s progress: when deviations occur, regenerate!
710
IAS
Slide 26 > Future Air Ground Integration > A. KuenzPresented on REACT Workshop, Seville > June 24-25, 2008
Conclusion
ACDA flight and simulation trials with ATTAS & A330 proved high accuracy of DLR’s AFMS in manual and automatic mode
Inaccurate weather forecast is main factor for deviations
Achieved precisions of 150ft altitude and 5 seconds time deviation for idle descents are good enough for trajectory based TMA-handling
A trajectory based TMAconcept was introducedproviding operationsfor mixed traffic and emergencies
No need for a high band-width data link, TP synchron-ization can be done viaR/T.