Tenth USA/Europe Air Traffic Management Research and Development Seminar

Transcription

1 Tenth USA/Europe Air Traffic Management Research and Development Seminar Evaluation of the Controller-Managed Spacing Tools, Flight-deck Interval Management and Terminal Area Metering Capabilities for the ATM Technology Demonstration #1 Jane Thipphavong Dr. Jaewoo Jung Harry N. Swenson Kevin E. Witzberger NASA Ames Research Center Moffett Field, California, USA Melody I. Lin Jimmy Nguyen Optimal Synthesis, Inc. Los Altos, California, USA Dr. Lynne Martin San Jose State University San Jose, California, USA Michael B. Downs Terry A. Smith University of California Santa Cruz Santa Cruz, California, USA

2 Motivation 2 Desire for more capacity and aircraft fuel-efficient operations at high density airports during busy periods Higher capacity can be achieved by enhancing time-based arrival management tools COMPAS: Computer Oriented Metering, Planning and Advisory System MAESTRO: Means to Aid Expedition And Sequencing of Traffic with Research of Optimization TMA: Traffic Management Advisor

3 Background 3 Key capabilities that lead to higher capacity in the terminal airspace Extended Area Navigation (RNAV) routes Precision time-based scheduling Controller precision sequencing, merging, and spacing tools Flight-deck based precision spacing En Route Operational demonstration of these integrated technologies, called the ATM Technology Demonstration #1 (ATD-1) planned for Meter fix Terminal Merge point

4 ATD-1 System 4 Objective: Flight Deck Interval Management (FIM) Integrated Arrival Management Controller Managed Spacing (CMS) in Terminal Airspace Develop guidelines to support the integration of the groundbased arrival management tools with the Flight-deck Interval Management (FIM) capability. Traffic Management Advisor with Terminal Metering (TMA-TM)

5 Outline 5 ATD-1 System Operational concept Displays and advisory tools Human In The Loop (HITL) Simulations Los Angeles Arrivals Scheduler setup, participants and scenarios Results ATD-1 system performance FIM integration with controller tools

6 ATD-1 Operational Concept All aircraft are assumed RNAV- and ADS-B (Automatic dependent surveillance-broadcast) out-equipped; FIM-equipped aircraft are also ADS-B-in-equipped 150+ NM Meter Fix 50 NM Merge Point Meter Fix

7 Flight-deck Interval Management (FIM) 7 Enables controller to issue one clearance to flight crews to achieve spacing behind a target aircraft by the Final Approach Fix (FAF)

8 FIM Pilot Station in Simulation 8 Computer for single pilot with mouse interface Generic Boeing Glass Cockpit, based on B777 design High-fidelity airframe model and FMS

9 En Route Controller Display 9 Equipage indicator when FIM capable Equipage indicator when FIM actively spacing Target aircraft indication FIM clearance

10 En Route Controller Display 10

11 Terminal Controller Advisory Tools 11 Speed advisory (L)ate/(E)arly indicator Timeline Slot marker

12 HITL Simulation Method NASA Ames ATC simulation facility 3 FIM aircraft 3 En Route, 5 Terminal radar displays Scheduler settings 40 Los Angeles Airport arrivals Delay distributed in the terminal area averaged 15 seconds with a maximum of 35 seconds En Route delay averaged 2 minutes with a maximum of 6 minutes Participants 3 En Route, 5 Terminal controller participants 3 FIM pilot participants 10 pseudo-pilot confederates 15 simulation runs, 6 included explicit target aircraft indication on the controller displays Target aircraft indication

13 RESULTS 13

14 Results: Throughput 14 Controller tools only Controller tools and 3 FIM Peak throughput ~ 83 ac/hr Published 2012 rates: 64 IFR, VFR

15 Results: Schedule conformance 15 Suggest that En Route controllers able to condition traffic to a certain precision level given a time-based schedule without additional advisory tools. Improvement in schedule conformance at FAF for FIM aircraft. Schedule conformance (sec) 99% n = 485 Non-FIM FIM n = 40 FAF Non-FIM Meter Fix FIM

16 Results: Off path time and En Route delay 16 Off path time (sec) To engage in FIM, the FIM and target aircraft must be Within 2.5 nm laterally 6,000 feet vertically Within 90º heading from RNAV route 10 second quantization bins Aircraft not involved in FIM operations (n = 485) 75% 50% FIM and target aircraft, on average, have 6 minutes less off path time than other aircraft. 25% Aircraft involved in FIM operations (n = 79) Scheduled En Route delay (sec)

17 Results: Impact of common route on FIM 17 Percentage of FIM aircraft engaging in active spacing FIM and target aircraft on same route?

18 Results: Impact of En Route delay on FIM 18 For uninterrupted FIM engagement, FIM and target aircraft scheduled En Route delay within speed control authority Scheduled En Route delay (sec) Uninterrupted FIM Interrupted Uninterrupted Target Interrupted

19 Results: Impact of target indication on FIM 19 Target aircraft indication Percentage of FIM aircraft uninterrupted Target indication displayed?

20 Recommended procedures for operational use 20 Pre-condition the FIM and target aircraft before issuing the FIM clearance. Terminal delay should be within speed control authority for schedule conformance. Target aircraft should be indicated on controller display.

21 Summary 21 Successfully integrated FIM capability with ground-based controller tools in a real-time HITL simulation. Developed operational procedures for use of the ATD-1 system. Throughput and efficiency were maintained. FIM aircraft had improved precision spacing at FAF.

22 Thanks 22