2011 Trajectory Based Operations Flight Trials

2011 Trajectory Based
Operations Flight Trials
Chris Wynnyk
Mahesh Balakrishna
Paul MacWilliams
Dr. Thomas Becher
June 11 th , 2013
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Acknowledgments
FAA Sponsors: Neal Suchy and Matt Modderno (ANG)
ASA and ZSE management for their support
ASA pilots and ZSE air traffic controllers for participating
ASA ACARS group for working with us to set up automated messaging
MIT Lincoln Lab: John Taylor, Tom Teller
MITRE: Dave Gouldey, Robin Kirkman, Mushava Kodzwa, Niamh Lowry,
Cameron Osborne, Thomas Schafer, Roland Sgorcea, Will Symionow,
John Timberlake, Carmen Villani, and Mitch Wynnyk
Systems Enginuity: Alan Bell
Veracity Engineering: Lou Rosgen and Steve Torzone
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Findings
• Meet time accuracy is very
Meter Fixes
RTAs Issued
good for aircraft fully executing
the RTA
JAKSN
KSEA
OLM
• While limited implementation is
possible, additional capabilities
and procedures are needed for
broader use
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RADDY
CHINS
SEVEN
• Many factors beyond accuracy
affect the operational viability
GLASR
EIGHT
OLYMPIA
SEVEN
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Overview
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4D Trajectory Based Operations (TBO)
Concept
Apply RTA and FMS downlink data to time-based arrival metering
Research
Operational data analysis (TMA, FMS downlinks)
Large scale parametric studies (Spacing / RTA factors)
Human in the Loop Simulations (HITL)
Seattle Flight Trials (2010, 2011)
Objectives
Evaluate viability for Mid-term implementation (2015 - 2018)
Inform on standards development
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2011 Seattle Flight Trials
Overview
Large-scale use of RTA for meeting meter fix times into SeattleTacoma International Airport (KSEA)
Nov 30th, 2011 – Dec 22nd, 2011
833 Flights assigned an RTA
3 metering fixes (OLM, RADDY, JAKSN), North and South flow
Automated data transfer and data collection
Objectives
Increase RTA acceptance + success rate
Assess viability of RTA as a near-term leave behind operation
Automate information exchange
Increase exposure to RTA concepts/procedures
Assess FMS downlink data use for ATC
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PLANNING HORIZON
1. RTA Planning/Calculation:
2. RTA Assignment:
RTA
Monitoring:
• 3.
TMA
ground
system calculates STA
• Sector A/B controller assigns the STA as
ATC Monitors
thedownlinked
aircraft to assure that
• •Detailed
flight plan
an RTA to the aircraft at the merge fix
it willand
meet
the RTA using:
• Winds
performance
limits
• The pilot accepts RTA clearance verbally
• Host/ERAM Controller tools
uplinked
• Crew enter the RTA into the FMS and the
• TMA information
aircraft adjusts the throttle to meet the
• Takes action if aircraft does not appear to
RTA.
be able to meet the RTA
(Typically > 200 nm)
FREEZE HORIZON
(Typically 150 - 200 nm)
Sector A
Sector B
Sector C
1
2
3
TRACON
Arrival
Runway
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Previous Trials
2010 Trials
2011 Trials
Duration
7 days
23 days
Fleet
ASA subset
Entire ASA fleet
Metering Conditions
Non-metering
Metering and
non-metering
Airport Configuration (Flow)
South only
North and South
Meter Fixes
OLM
OLM, RADDY, JAKSN
Flights Assigned an RTA
57
833
Wind Forecast Uplinks
Descent only
Cruise and Descent
Automation
Limited
Extensive using
ACARS
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Issues and Mitigations
Issue
Mitigation
Difficult to detect “RTA Unable”
events
Improved detection through ACARS message downlink.
Some flights missing downlink data
Extensive FMS ACARS automation to provide complete flight information,
including both periodic and event-driven message downlinks. Dataset includes
true airspeed, detailed trajectory predictions, RTA window and status, cost index,
wind measurements, and event-acknowledgement messages.
Unexpected RTA window sizes
RTA Window periodically downlinked and displayed to ZSE prior to RTA
assignment.
Missing or out of date FMS-entered
winds, winds mismatch with the
TMA system
FMS cruise and descent winds automatically uplinked via wind service, downlink
to acknowledge pilot acceptance. Wind values interpolated from 2-hour Rapid
Update Cycle data, the same source as TMA.
FMS Performance – speed
fluctuations, low speeds, high deck
angles, and buffet alerts observed
during RTA HITLs [8]
Aircraft performance limits configured with minimum Climb, Cruise, and Descent
Calibrated Air Speeds (CAS); Pilot to intervene in cases of inappropriate speeds,
cancelling the RTA.
Speed, altitude constraints not
honored by RTA
Performance limits automatically uplinked to aircraft based on planned trajectory.
RTA Window unavailable on the
FMS downlink bus
Temporary RTA uplinked to aircraft FMS, triggering the FMS to calculate the RTA
Window, window information subsequently available for downlink.
Limited support tools for RTA
monitoring
Intent Display provides aircraft eligibility, diagnostics, and RTA status information.
TMC communicates assignment to ATC via phone call.
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Intent Display
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Data Analysis Framework
ACARS Messages
Intent Display Data
ETMS Records
NOP Radar Tracks
Observer Notes
RUC Winds
TMA Records
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Flight Trials
Database
Software
Analysis
Scripts
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Quantitative
Results
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Results
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833 RTA Assignments
RADDY
KSEA
JAKSN
OLM
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Flight Distributions
Airport Configuration
Meter Fix
619 (78%)
125 (15%)
653 (78%)
RADDY
89 (11%)
OLM
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JAKSN
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South
Flow
180 (22%)
North
Flow
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Time Performance
833 RTA Assignments
514 (61%) AAA: Assigned, Accepted, Achieved
81 (10%) AAT: Assigned, Accepted, Outside
Tolerance (±20 seconds)
132 (16%) AAC: Assigned, Accepted, Canceled
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79 (9%)
AAU: Assigned, Accepted, Unachievable
27 (3%)
AUI: Assigned, Unable Immediately
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Number of Flights
Crossing Time Distribution
CrossingTime – FmsEnteredRtaTime (seconds)
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Aircraft Configuration
Configuration Step
Aircraft
% Total % Previous
Eligible Meter Fix
1532
100%
-
Requested Descent Winds
1423
92.9%
92.9%
Sent Descent Winds
1357
88.6%
95.4%
Accepted Descent Winds
1281
83.6%
94.4%
Accepted Cruise Winds (if Sent)
1258
82.1%
98.0%
Accepted Performance Limits
1205
78.7%
95.8%
Accepted Temporary RTA
731
47.7%
60.7%
Issued RTA
833
54.4%
69.1%
†
† As percentage of Accepted Performance Limits.
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Speed and Altitude Compliance Rates
% Within
Compliance
OLM
North
JAKSN
South
North
RADDY
South
North
South
Speed
89.1
92.0
75
95.8
100
90.4
Altitude
83.6
100
100
87.5
100
100
Speed
83.3
78.0
100
100
100
87.5
Altitude
83.3
96
100
100
100
100
AAA
AAT
Note: A number of these flights were likely cleared by ATC
to cross the meter fix outside published restrictions
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Speed and Cost Index Changes
at RTA Assignment
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Speed Change vs. Absorbed Delay
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Cumulative Distribution
Distribution Function
(CDF)
Cumulative
Function
(CDF)
Wind Error
RUC
2-Hr
No Wind
Cruise &
Descent
Wind
Flight
Plan
Wind
Vector Wind
Vector
WindError
Error[knots]
[knots]
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TMA ETA minus FMS ETA [sec]
Air Ground Harmonization
Without Wind Update
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With Wind Update
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Controller Feedback
Based on 38 survey responses (approximately 241 RTA assignments)
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Detailed Controller Feedback
yes
If the aircraft were not able to meet the RTA times, did the crews
inform you in a timely manner?
89%
Were the flight crews well informed and did they respond in an
expected manner?
Was sufficient information identifying RTA flights present in the
datablock (i.e. 4th line)?
84%
If you accepted a handoff on an RTA aircraft, were you aware that
an RTA had been assigned and what time had been assigned?
88%
Were the RTAs to be assigned passed to you in a timely manner?
93%
Was the speed/descent profile of the RTA flights within the
expected performance range?
Were you usually able to allow the aircraft to achieve RTA without
altering the course, altitude, or speed of surrounding traffic?
61%
Did you have to cancel an RTA clearance?
44%
Was the phraseology for issuing and controlling the RTA
aircraft clear and concise?
86%
Were you able to give RTA clearances to all eligible aircraft?
43%
89%
72%
0%
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no
50%
100%
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Conclusions
Conclusions
Meet time accuracy is very good for aircraft fully executing the RTA
Many factors beyond accuracy affect the operational viability
Additional automation and ground support tools would enable broader use
Next Steps
Further develop and mature concepts for RTA use:
RTA for departure spacing
RTA coupled with other concepts such as 3D PAM and Interval Management
Inform on standards development:
RTCA SC-227: Updates to the MASPS / MOPS – RTA requirements
RTCA SC-214: Data Communications – RTA and trajectory-related
message sets
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Questions
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Speed and Altitude Restrictions
STAR
OLM7
CHINS7
GLASR8
Flow
Restrictions
North
250 KIAS / 12000 ft MSL for OLM
South
270 KIAS / at or above 17000 ft MSL for OLM
North
250 KIAS / 12000 ft MSL for RADDY
South
270 KIAS / 16000 ft MSL for RADDY
North
270 KIAS / 16000 ft MSL for JAKSN
South
250 KIAS / 12000 ft MSL for JAKSN
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Flight Trials Wind Uplink
1
Aircraft
FMS
7
2
ACARS
Service
3
5
6
NFDC Database
Research
Wind
Service
4
ASA AOC
RUC Winds
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