Europes Emerging TrajectoryBased ATM Environment Keith D' Wichman, Smiths Aerospace, Grand Rapids, M

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Europes Emerging Trajectory-Based ATM
EnvironmentKeith D. Wichman, Smiths Aerospace,
Grand Rapids, MichiganLars GV Lindberg and
Ludwig Kilchert, AVTECH, Åkersberga, SwedenOkko
F. Bleeker, Rockwell-Collins, Amsterdam, The
Netherlands22nd Digital Avionics Systems
Conference 12-16 October 2003Indianapolis, IN
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Outline

• Introduction
• Problem Statement
• Future Vision
• SWIM
• 4D Trajectory Management
• Operational Concept
• Way Forward

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Introduction
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Present ATM Approach is Not Successful

• Neither an agreed ATM Concept nor a Vision has
  evolved
• ATC interests and organization
• ATC failure to understand airborne needs,
  capabilities and dependability
• Conflicting interests between aircraft and ground
  equipment suppliers

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Traditional Environment...
Certification
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Our Inheritance

• Centralized, control oriented ATC bottleneck
• First come, first served creates unmanageable
  peaks
• Ancient operational rules
• Datalink largely unsupported/unused
• Fragmented airspace national and departmental
  walls
• Communication man oriented, no redundancy
• Airports one man (tower) show
• Inadequate Decision Support Tools (DSTs)
• No common unambiguous reference data set
  air/ground
• Limited up-front cooperation among actors

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Without Mandates...
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Future Vision
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Overall ATM Objectives

• Get more aircraft through the available
  infrastructure
• Safely
• On-time
• Ecologically
• Economically

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Essential ATM Improvements
and Ground
Aircraft

• 4D prediction and control
• Airborne traffic awareness, control and alerting
• Surface traffic awareness and alerting
• Data exchange between ATC, A/C and AOC
• Terrain and weather awareness and alerting
• HMI
• Communication

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Goal
Certification
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Cornerstones

• SWIM System-Wide Information Management
• 4D Trajectory Management
• These cornerstones have now been laid by
  EUROCONTROL and the EC as foundational for
  tomorrows ATM environment.
• Heritage PHARE, AFAS, MA-AFAS, C-ATM, etc.

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Generalized Aircraft Control System
current state
planned or reference state
D control error
response
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4-Layered Control System
Loop (rad/s)
actual state
planned state
position 0.0030.03
guidance 0.030.3
control 0.33.0
actuation 3.010
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Collective set of movements (air traffic
management system)
Optimisation process
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Concept
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To-days Operational Principle

• Flight schedule currently used for reference
  only
• Very good flight planning, A/C guidance and
  control
• High number of unexpected, avoidable ATC
  organisation/procedure related interferences
  during flight preparation and conduct
• Automatic cascading of problems to other airspace
  users

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Solution

• Provide seamless operation from planning to
  destination gate
• Use one method to describe and control the
  profile to the destination gate
• the agreed 4D trajectory (2D time on ground)
• Any essential alteration there-off shall always
  result in
  a new agreed 4D trajectory

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Solution

• Conformance with agreed 4D trajectory takes
  priority over other sorting rules
• Use transparent data exchange to provide common
  knowledge base
• Air/air
• Air/ground and
• Ground/ground

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4D Trajectory

• It is constructed by AOC and refined by cockpit
  considering the A/C, (ATM) constraints, cost,
  schedule, fuel and load
• It is calculated from destination to origin or
  A/C position
• It always requires a continuous 3D trajectory to
  destination
• It is unique per A/C, reflecting all agreements
• It is easily described, reassembled, understood,
  controlled

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Trajectory

• The
• TRAJECTORY
• is the best determinant for all parties

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Trajectory Concept

• The trajectory will be monitored and maintained
  in cooperation
• The last agreed trajectory is valid until
  renegotiated
• The cockpit is committed to control this
  trajectory
• Requires Transparent Communication

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Aircraft (individual trajectory)
ATM (collective set)
Aircraft optimum

• Generate trajectory
• (own optimization criteria)
• submit (broadcast)

• Include in all trajectories set
• fit to slots, CDR, maximize flow, etc
• determine shortfalls
• generate and issue constraints to resolve

Constraints ? 0

• Re-iterate trajectory
• (incl ATM constraints)
• submit (broadcast)

Revised trajectory

• Include in all trajectories set
• fit to slots, CDR, maximize flow, etc
• determine shortfalls
• generate and issue constraints to resolve

Constraints 0

• Re-iterate trajectory
• (incl zero ATM constraints)
• submit (broadcast)

Individual trajectory near optimum
Collective set optimized
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Data Exchange - 4D Trajectory

• Core Data Exchange is based on
• Current state,
• 4D Trajectory,
• trajectory under negotiation, if applicable

Traditional flight plan
Trajectory actually flown
Derived position, when reassembled
Trajectory displayed, reported and flown
Perishable current state Lat/Long, Altitude,
Time, Radius, Attribute
Next Waypoints Lat/Long, Altitude, Time, Radius,
Attribute
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Uncontrolled Arrival Time (1st come, 1st served)
?
?
?
rwy
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Controlled Arrival Time (1st planned, 1st served)
?
?
?
Controlled arrival time requires controlled T/O
time, which will require controlled off block
?
?
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Flight Trials Runway-to-Runway Required Time
of Arrival Evaluations for Time-Based ATM
Environment
Keith D. Wichman, Smiths Aerospace, Grand Rapids,
MichiganGöran Carlsson, Scandinavian Airlines,
Stockholm, SwedenLars G.V. Lindberg, AVTECH,
Åkersberga, Sweden
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Routes Flown for Trials

• 33 RTA trial flights conducted by Smiths
  Aerospace with SAS.
• 17 different flight crews.
• Swedish CAA provided undisturbed priority
  servicing.
• RTA Accuracy Results

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Quality of 4D Trajectory Prediction

• Depends on
• Actual aircraft performance
• Quality of distance and dynamic weight
• Knowledge of upcoming ATC restrictions
• Quality of weather prediction
• The way the aircraft is controlled

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Composite physical rwy capacity
45 sec landing, take-off minimum sequence
time ( 80 mvmt/hr)
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Optimal System
Interlaced T/Os on a variety of SIDS
Continuous descent on a variety of STARS
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Transparent Communication

• Defines the automatic data exchange, required to
  build and maintain a commonly agreed 4D
  trajectory
• This data exchange shall be transparent for the
  operators
• ADS-B is the best available link for this
  application

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RECOMMEND
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Additional Concepts

• Please see the paper for additional comments on
• Runway Capacity
• Approach Mechanization and Approach Path
• Landing Slot Negotiation
• Primary and Secondary Control Targets
• Missed Approach Procedure / Exit Procedure
• Brake-to-Exit and Runway Exit to Gate
• Takeoff Slot Negotiation, Clearance, and
  Departure
• Airspace Organization

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Recommendations

• Today it is possible to initiate SWIM 4D
  Trajectory
• Incremental flight demonstrations (Arlanda Flow)
• Large-scale live trials with development (C-ATM
  OPTIMAL)
• Step 2, develop evaluate set of incremental
  steps
• Integrate transparent communication of 4D Traj.
• 4D datalink services (FLPCY-4D, PTC, 4D-TR)
• Step 3,
• ASAS (CDR, CDTI), Station Keeping
• NEED Airlines, OEMs, Ground Providers to INVEST!

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Keith D. Wichman Smiths Aerospace 3290
Patterson Ave SE Grand Rapids, MI 49512-1991
keith.wichman_at_smiths-aerospace.com 1
616.241.8710 (voice) www.smiths-aerospace.com
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Backup
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Rwy capacity governs system capacity
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Collaborative Programs

• EC Framework 5
• AFAS (Aircaft in the Future ATM System)
• Smiths-SAS RTA Flight Trials
• INTENT
• EC Framework 6
• Nordic Flow
• OPTIMAL (Optimized Procedures Techniques for
  Improved Approach and Landing)
• C-ATM (Collaborative Air Traffic Management)

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Landing - rwy occupancy time
45 sec rwy occupancy time
To the gate
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Take-off - rwy occupancy time
45 sec rwy occupancy time
From the gate