ADD Validation in NUP2Slide 1 AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation work of NUP II ADD TT Costas TAMVACLIS EUROCONTROL

ADD Validation in NUP2 Slide 1

AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation work of NUP II ADD TT

Costas TAMVACLIS EUROCONTROL Exp. Centre, Paris, France

Nick McFARLANE HELIOS Technology Ltd, Surrey, UK

Billy JOSEFSSON LFV (Swedish ANS), Norrköping, Sweden

ASAS TN2 Workshop, Sept 26-28, 2005


Aircraft Derived Data (ADD)

• What is it, what can it be?• ADD and operational use• ADD work in NUP II• The case of Arlanda RNAV Approaches • Current status• Conclusions


What is ADD? • ADD is a surveillance application in which avionics

data are transmitted from the aircraft to the ground, and possibly other aircraft

• Reported parameters:• Aircraft identification/equipage/equipment status• Aircraft configuration

• flap settings, de-icing etc.

• Current state measurements, • 3-D position, bank angle, ground/airspeed vectors, meteo, weight etc

• Pilot ‘set’ parameters or targets (short term intent), • selected altitude, heading, airspeed and next waypoints

• Avionics flight path data/calculations, • intermediate waypoints and estimated times of arrival (ETAs)

• The supplied data may be• displayed to the Air Traffic Controller, and/or • used in ground processing functions and decision support tools.

Surveillance functions

Ground user

Trajectory prediction

Tools Surveillance functions

Ground user

Trajectory prediction

Tools


ADD Operational Use• Controller Access Parameters (CAP)

• For display to the ATCO

• Improved Tracking• Up to date a/c characteristics • More accurate state information

• Controller Decision Support Tools• MTCD, AMAN, MSP

• Benefit from more accurate trajectory prediction

• Conformance Monitoring• Improved detection of deviations• Fewer false alerts

• Safety Nets• Detection of flight level busts• Fewer false alerts

•Predicted time of arrival T0

Actual time of arrival T1

Predicted time of arrival T0

Actual time of arrival T1


Benefits of ADD to TP

ADD Parameter Use Benefit

3D positionspeed vectorsvertical rateroll angle/turn ratemeteo data

ADD enhanced tracking and conformance monitoring systems;provide inputs to the TP

More accurate inputs to short look-ahead (< 2 min) predictionsMore frequent and accurate triggers for trajectory recalculation

Aircraft weightAircraft configuration

Used in aircraft performance modeling More accurate climb and descent profile predictions

Short term intent Constraints used in climb, descent and turn prediction

More accurate turn and climb/ descent profile predictions

Aircraft intentTop of climbTop of descent

Update the system flight plan on which trajectory prediction is based.

More accurate lateral and vertical trajectory estimates

Aircraft reported ETAs Update or replace ETAs predicted by the ground TP.

More accurate ETA estimates


ADD Validation in NUP II

ADD OSED ver 2.7 publishedops environment and applicable procedures

ADD Validation plan published methodology and required activities for the most promising applications

Application selected for validation: Support of “environmentally friendly” RNAV approach procedures at Arlanda Airport

Require sequencing and monitoring tools demanding high accuracy trajectory predictions

TP accuracy could be improved significantly with ADD

http://www.nup.nu/asp/main.asp


Arlanda Approaches

• Current final approach procedures pose significant noise and pollution problems to heavily populated areas.

• especially for the new runway 01R• Legal conditions for using 01R

necessitate alternative approach procedures

• possibly curved RNAV/CDA • The new RNAV procedures

must ensure safety and maintain current air traffic capacity levels.

• including support for non equipped traffic


Validation Exercise Objective

• A workshop with Arlanda controllers and navigation experts defined suitable approach procedures and decision support tools.

• These procedures and tools must be assessed to • evaluate safety,• quantify the achievable air traffic capacity, and • establish tool feasibility

• depends on achievable TP accuracy

• Initial Objective for ADD validation under NUP II: • Determine the achievable TP accuracy though the use of ADD

parameters

• Arlanda RNAV approach validation will be pursued beyond NUP II


Airport Configuration

• Arlanda airport has three runways: • two parallel runways 01L-19R and 01R-19L • converging runway 08-26 located north of 01R

• Runway usage depends on wind direction and also on peak or off- peak situation• Presently segregated operations are

used for the two parallel runways. • In the future 01L and 01R will be used

in mixed mode during peak hours• in order to increase capacity

G H F

TWR

MK

R

S

J K

TWR W 118,5

TWR E 125,125

GND N 121,925

GND W 121,70

GND E 121,975

IHP U14

IHP W11

IHPW12

IHP Z18

IHPX18

IHPX19

DEICE-M

TRS3 MIKE ARRIVAL: Cross TRS FL150 or below, intercept TRS R-040 and proceed to TRS DME 29. Turn left, intercept TEB R-179 and proceed to TEB (IAF) Note 1. Clearance limit is normally the IAF Note 2. Aircraft to Stockholm Arlanda shall not operate at airspeed of more than 250 kt IAS below FL 100 unless otherwise instructed Note 3. From IAF aircraft will be radar vectored to final Note 4. When established on ILS final, maintain 160 kt or more until passing OM unless otherwise instructed


Current O1R Approaches

DKR

TEB (IAF)

TRS

ELTOK

HMR

XILAN

ERK BALVI (IAF)

• 01R STAR defined to TEB from where radar vectoring is performed.

• A/C on STAR do not interfere with other TMA sectors.

• Depending on traffic situation A/C may be vectored after passing IAF or earlier

A B

C

D

E


Example of curved RNAV Approach

• RNAV-based ‘S’ turn (two RF turns) manoeuvre before intercepting the ILS.

• The ‘S’ turn enables avoidance of an environmentally sensitive area.

• Such an approach would be suitablefor RNP 0.3 RNAV equipped aircraft.

• Issues:• safety of independent approaches

• missed turns

• merging of straight-in and curved RNAV approaches

• equipped and non equipped a/c


Tested curved RNAV procedure


Merging of mixed traffic

• A procedure needed to merge thestraight-in and curved RNAV traffic approaching 01R

• The Arlanda workshop recommended:• traffic sequencing prior to the split

between the two 01R approach branches, AND

• provision of speed advisories to the controller, OR

• monitoring tool providing real time visual feedback of merge point arrival spacing

• Both solutions require highly accurate trajectory prediction• need to determine TP accuracy required,

• and whether this accuracy can be achieved with ADD (and which ADD parameters)

RNP 0.3 capable aircraft

RNP 0.3 capable aircraft


Current status of validation

• Simulations of 01R straight-in and curved RNAV approaches with a Boeing 737 cockpit simulator• capable of generating ADD

• applying different weather conditions

• TP predictions generated from recorded data to measure TP look-ahead accuracy• with and without ADD

• and different subsets of ADD • a/c weight, air/ground speed vectors, meteo, autopilot settings,

TCPs, GPS position

• A flight trial is planned (for October 05) to validate the results of the simulations


Conclusions • ADD offer many potential benefits

• see NUP2 ADD OSED • benefits to DST occur primarily through TP accuracy improvements

• ADD benefit validation is feasible only case by case.• The particular case of Arlanda was chosen because

• it requires high TP accuracy, and • may be applicable to many other airports

• validation is still ongoing (until Dec. 05)• will need to be continued beyond NUP II

• to evaluate impact on RNAV DST and hence controller acceptability and airport capacity


ADDThe link between aircraft and ATM

Thank You!


Example of FMS supplied data

ARINC label Name Units

001 Waypoint

056 ETA Hours / mins / 0.1 mins

075 Gross Weight Lbs

103 FMC Airspeed Knots

213 Static Air Temperature Degrees C

233-236 Flight number ASCII characters

310 Latitude Degrees

311 Longitude Degrees

312 Ground speed Knots

315 Wind speed Knots

316 Wind direction Degrees

321 Flight path angle Degrees


ADD Downlink mechanisms

• ADS-B- 1090MHz Ext. Squitter- VDL-4- UAT

• Enhanced Mode S radar• ADS-C• ACARS


Sources of TP Errors

• Weather forecast uncertainties• Turn dynamics• Aircraft performance modelling fidelity

• i.e. simplifications, omissions and uncertainty in the mathematical models used to estimate the trajectory

• Erroneous assumptions on aircraft characteristics• These vary dynamically (for example aircraft weight) but

are usually assigned values derived from flight plan data and/or aircraft performance databases

• Tracking and flight mode errors• Pilot and controller intent uncertainties


Sources of TP Errors

• Weather forecast uncertainties• Turn dynamics• Aircraft performance modelling fidelity

• i.e. simplifications, omissions and uncertainty in the mathematical models used to estimate the trajectory

• Erroneous assumptions on aircraft characteristics• These vary dynamically (for example aircraft weight) but

are usually assigned values derived from flight plan data and/or aircraft performance databases

• Tracking and flight mode errors• Pilot and controller intent uncertaintiesADD can reduce most

of these errors!


Operational Benefits from ADD 1/2

• ICAO adopted 7 conceptual changes at ANConf 11, 2003

• 4 out of 7 are strongly linked to ADD-traffic synchronization -demand and capacity balancing -conflict management-airspace user operations

• Benefits, how? -Increased predictability-Increased quality of data-Enriched ATM data is made avilable


Operational Benefits from ADD 2/2

Safety

Strategic and tactical planning i.e. MSP, MTCD

Arrival management

Flight time spent in holding patterns

Optimization of airport resources

Collaborative decision making i.e. prioritisation

Fleet management

Documents

ADD Validation in NUP2Slide 1 AIRCRAFT DERIVED DATA FOR MORE EFFICIENT ATM OPERATIONS The validation work of NUP II ADD TT Costas TAMVACLIS EUROCONTROL