9 th USA / Europe Air Traffic Management R&D Seminar June 14 June 17, 2011 Berlin, Germany
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1 9 th USA / Europe Air Traffic Management R&D Seminar June 14 June 17, 2011 Berlin, Germany Image istockphoto.com
2 Overview IM-S Background IM-S in Departure Operations MITRE IM-S Departure Simulation
3 IM-S Background
4 What is Interval Management (Spacing)? Airborne Spacing Application: achieve and maintain an assigned spacing goal with a designated aircraft. Ground-based IM-S (GIM-S) MITRE Image istockphoto.com Flight deck-based IM-S (FIM-S) FAA / EUROCONTROL Cooperative Research & Development, (2001). Principles of operation for the use of airborne separation assurance systems, Version 7.1, 19 June 2001
5 Arrival IM-S Example Maintain (on OPD) Achieve FAA
6 Why IM-S? Low-variance spacing More OPDs Reduced Interventions Lower Workload Image courtesy of Brian Barmore, NASA Langley
7 Sample Past / On-Going Efforts On Similar (Arrival) Concepts Eurocontrol NASA Co-Space / Sequencing and Merging Terminal Arrival: Self-Spacing for Merging and In-Trail Separation / Concept Element-11 Trajectory-Oriented Operations With Limited Delegation (TOOWiLD) Airborne Precision Spacing (APS) / Airborne Merging and Spacing for Terminal Arrivals (AMSTAR) FAA / RTCA Initial and final approach spacing Requirements Focus Group (RFG) Package 1 applications ASPA-FIM
8 What has past MITRE IM-S (arrival) research shown? Acceptability Situational Awareness Workload Operations Number of Pilot/Controller Communications Pilots Controllers Slight increase, En-route No effect Operationally Improves but still Easy Improves acceptable awareness efficiency Terminal Variable Reduced En-Route Operationally acceptable No effect Reduces Fewer controller interventions Fewer mike keyings and less time on frequency Terminal N/A* N/A* *Note: terminal controller objective results were not reliable due to confounding OPD design.
9 Current IM-S Development Activities Standards and Requirements Concept Definition Research and Testing RFG ASPA-FIM SPR SESAR ASPA-IM-S&M Data COMM IM Messages IM-S/DS MOPS (Preparation) GIM-S RD Approach and Arrival CONOPS Mid-Term and Beyond CONOPS Use Cases FAA / SESAR Simulations FAA / SESAR Field Data Collection IM-DS Benefits
10 Presumably, IM-S acceptability and benefits could extend into the departure domain. Image istockphoto.com
11 IM-S in Departure Operations
12 Possible Departure Application for IM-S Chicago O Hare International (ORD) and Chicago Midway (MDW) must coordinate to run certain departure streams. The ORD departure controller must create, at least, a 14 nm gap between its departures to accommodate a MDW departure. The MDW departure controller must then merge its departures into the gap using radar vectors and airspeed. Mundra, A. D., Domino, D. A., Smith, A. P., Bateman, H. L., Stassen, H. P., Lunsford, C. R., & Porter D. J. (2008). Some new potential ASAS Applications in the terminal and en route domains. Proceedings of 26th Congress of International Council of the Aeronautical Sciences including the 8th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference, Anchorage, Alaska, USA, September Reston, VA: AIAA, Inc
13 If the spacing goals for this operation are not met, the impact can include stopping departures until the situation is resolved. FIM-S could be used to manage the entire stream, and allow MDW departures to accurately and precisely get into position. Image dreamstime.com
14 Departure IM-S Concept (Notional) RFG ASPA-FIM SPR FAA Multiple Airports Multiple Runways Single Stream Runway Image istockphoto.com
15 Departure IM-S Concept (Notional) Current tools and procedures allow controllers to sequence departing aircraft merging into the overhead stream, but have limitations. IM-S may help controllers merge departing aircraft into an overhead stream by allowing flight crews to achieve the assigned spacing goal at a point and then (optionally) maintain that assigned spacing goal using onboard equipment. A departure IM-S operation may benefit from a GIM capability, but this might not be required for all operations.
16 Departure FIM-S Initiation Clearance (Notional) Target Aircraft whom to achieve / maintain spacing from IM Clearance Type achieve-by then maintain, maintain Assigned Spacing Goal desired spacing (time or distance) Special Points achieve-by point, planned termination point, etc.
17 Departure IM-S Considerations (Notional) Initiation Altitude 250 kt speed restriction below 10,000 ft Cockpit workload Automation inputs Frequency congestion Termination Termination point ATC notification Speed-to-fly after termination
18 MITRE Departure IM-S Simulation
19 Departure IM-S Simulation Research Questions 1. What is the impact on flight deck operations? 2. What are the human performance impacts? 3. What are the key flight deck display considerations? 4. What are the algorithm design considerations?
20 Simulation Method Procedure Eight, two-participant crews per day completed 3 training and 9 data collection scenarios Participants 16 current pilots with Boeing automation experience Simulation environment Hartsfield-Jackson Atlanta International Airport (KATL) DAWGS-1 Departure Data Collection Questionnaires Objective data Simulation Apparatus MITRE IDEA Lab 777 cockpit MITRE
21 South Departure Scenario MITRE
22 CDTI CDTI and AGD Displays AGD All Images: MITRE
23 Speed Guidance Algorithm The simulation algorithm was based on the EUROCONTROL CoSpace algorithm and was modified to account for departure and climb profiles not known a priori. Greater potential for IM Speed fluctuations during departures due to: Unrestricted climbs resulting in highly divergent vertical profiles, Pitch used to control target speed; changes vertical speed/profile. In order to dampen IM Speed fluctuations during departure, the time the algorithm used to fix a range error was held constant and quantized at four minutes. IM Aircraft s Current Position (time t) Precise 3 First Common Point 2 DAWGS (Achieve-by Point) Target Aircraft s Time-History Position (time t T D ) 4 Minute Point MITRE EUROCONTROL (2006). CoSpace 2005-ASAS Sequencing and Merging: Flight Deck User Requirements, Version 2.1
24 Simulation Phraseology Initiation Clearance (after point-out) Atlanta Center: Delta forty nine, space reference D-A-L one two three, six zero seconds, achieve-and-terminate at DAWGS. Delta 49: Space reference D-A-L one two three, six zero seconds, achieve-and-terminate at DAWGS, Delta forty nine. Pilot Termination Delta 49: Atlanta Center, Delta forty nine is terminating spacing.
25 Key Findings: Operational Impact Pilots suggested FIM-S is compatible with, acceptable for, and desirable for the current flight deck operations in the en route airspace. Crews: had a clear understanding of [their] spacing with the aircraft ahead and how well it was being achieved. Were able to comfortably achieve the requested spacing interval. 97% IM Speed conformance rate. Some pilots felt that Precise spacing improves operational efficiency as compared to operating a similar aircraft under similar conditions. However, several pilots expressed concern that the IM Speeds would drive an aircraft off of its most fuel-efficient climb profile. Cockpit tasks were successfully completed. Less communication reported as compared to real-world operations.
26 Key Findings: Spacing Performance at Achieve-By Point DAWGS Scenario Mean (sec) SD Baseline* North North South South *The baseline comparison should not be construed as a measure of algorithm vs. controller performance. The baseline is included to provide a comparison of the effect of the FIM-S algorithm vs. situations when the traffic ran relatively unperturbed, and as a comparative measure of overall spacing consistency at the achieve-by point.
27 Key Findings: Initiation and Termination Necessary information was available from the ATC set-up message to detect and couple to the target aircraft. Initiation point (altitude) was acceptable. Normal termination procedures rated as clear. However, despite training, some pilots were unsure of what speed to fly at the normal termination point.
28 Key Findings: Human Performance Overall workload with IM-S rated as low. Some noted slightly increased workload, but still felt that they had enough spare capacity for all desirable additional tasks. All but one pilots rated FIM-S as either: no more difficult than current departure operations, or more difficult than most current departures but the average pilot can do it. IM-S increased head-down time compared to similar operations, but the level was acceptable. The majority of pilots found that IM-S had little to no effect on their crew coordination and action prioritization.
29 Key Findings: Displays No additional difficulty noted integrating the displays into normal instrument scan. However, a majority found the FIM-S displays made instrument scanning more demanding. Can AGD be used as primary source of information? Most Pilots Flying agreed Most Pilots Monitoring disagreed CDTI Elements Found Particularly Useful Target Aircraft Differential Ground Speed Target Aircraft Highlight Target Aircraft Groundspeed
30 In sum The simulation findings suggest that a departure IM-S operation may be feasible and manageable from a flight deck perspective, with a promise of crew acceptability. Future research areas should include: ATC acceptability Benefits Termination procedures Information display Algorithm designs MITRE The The MITRE MITRE Corporation. Corporation. All Rights Reserved. Image istockphoto.com
31 Points of Contact Questions about the Interval Management concept and development should be directed to: John Koelling Application Lead - Interval Management FAA Surveillance & Broadcast Services John.H.Koelling@nasa.gov Questions about this briefing can be directed to: William Penhallegon The MITRE Corporation Center for Advanced Aviation System Development (CAASD) McLean, VA penhallegon@mitre.org Randall Bone The MITRE Corporation Center for Advanced Aviation System Development (CAASD) McLean, VA bone@mitre.org
32 THANK YOU Image istockphoto.com
33 This is the copyright work of The MITRE Corporation and was produced for the U.S. Government under Contract Number DTFA01-01-C and is subject to Federal Aviation Administration Acquisition Management System Clause , Rights in Data-General, Alt. III and Alt. IV (Oct. 1996). No other use other than that granted to the U.S. Government, or to those acting on behalf of the U.S. Government, under that Clause is authorized without the express written permission of The MITRE Corporation. For further information, please contact The MITRE Corporation, Contract Office, 7515 Colshire Drive, McLean, VA 22102, (703) The contents of this material reflect the views of the author and/or the Director of the Center for Advanced Aviation System Development, and do not necessarily reflect the views of the Federal Aviation Administration (FAA) or Department of Transportation (DOT). Neither the FAA nor the DOT makes any warranty or guarantee, or promise, expressed or implied, concerning the content or accuracy of the views expressed herein The MITRE Corporation. This document has been approved for public release. Distribution unlimited. Case Number:
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