Simulations of Continuous Descent Operations with Arrival-Management Automation and Mixed Flight-Deck Interval Management Equipage Todd J. Callantine, Michael Kupfer, and Lynne Martin San Jose State University/NASA Ames Research Center Thomas Prevot NASA Ames Research Center
Research Team Nancy Bienert Connie Brasil Chris Cabrall Ashley Gomez Sarah Hunt Kim Jobe Vick Kelkar Joey Mercer Susan Morey Faisal Omar Terry Smith Jessica Ciotti Brian Donnelly Chuck McAleavy Danny Vincent Victoria Dulchinos John Kaneshige Sandy Lozito Shivanjli Sharma
Overview NASA Air Traffic Management Technology Demonstration-1 (ATD-1) ATD-1 Concept of Operations Controller-Managed Spacing (CMS) Tools Prior CMS ATD-1 ( CA ) Simulations CA-4 Simulation CA-4 Results Conclusions and Future Research
ATD-1 Demonstrate NextGen Performance-Based Navigation arrival-management methods to save fuel, reduce noise, and maximize the use of existing capacity Schedule arrivals for de-conflicted Continuous Descent Operations (CDOs) Use ADS-B-enabled Flight-Deck Interval Management (FIM) for increased inter-arrival precision Accelerate transfer of NASA-developed technologies Collect operational data and provide to partners and stakeholders Interval Management Terminal-Area Precision Scheduling System (IM-TAPSS)
TRACON Center Airspace ATD-1 Concept of Operations Scheduling TMA-TM assigns runways, computes schedules for meter-fixes, terminal-area fixes, runways Preconditioning Controllers use speed, path assignments to adjust aircraft toward frozen schedule Descent/FIM Initiation Merging/Spacing Adjustments Controllers issue descend via CDO clearances, FIM clearances to equipped aircraft Controllers use CMS tools to issue speeds to unequipped aircraft, monitor FIM operations B. Baxley, W. Johnson, H. Swenson, J. Robinson, T. Prevot, T. Callantine, J. Scardina, M. Greene., Air Traffic Management Technology Demonstration-1 concept of operations (ATD-1 ConOps), Version 2.0 NASA Technical Memorandum 2013-xxxxx, Hampton, VA: NASA Langley Research Center, in press.
Example Phraseology Clearance Type CDO Initiation with Runway Assignment FIM Clearance Availability FIM Initiation CDO Speed Adjustment CDO Termination FIM Suspension ATC Phraseology <CALLSIGN>, DESCEND VIA THE MAIER THREE ARRIVAL, BOULDER CITY TRANSITION, TO RUNWAY TWO-SIX. <CALLSIGN>, INTERVAL SPACING AVAILABLE, ADVISE WHEN READY TO COPY. <CALLSIGN>, FOR INTERVAL SPACING, CROSS JIFFY AT 1432:30Z. WHEN ABLE, SPACE NINE-ZERO SECONDS BEHIND DELTA EIGHT-SEVEN-SEVEN ON THE BONHAM FIVE ARRIVAL, FORT SMITH TRANSITION. <CALLSIGN>, DESCEND VIA THE MAIER THREE ARRIVAL, EXCEPT MAINTAIN TWO-ZERO-ZERO KNOTS. <CALLSIGN>, DESCENT CLEARANCE CANCELLED, FLY HEADING TWO-ZERO-ZERO, MAINTAIN SEVEN THOUSAND FEET <CALLSIGN>, SUSPEND INTERVAL SPACING, SLOW TO TWO-THREE-ZERO KNOTS.
Controller-Managed Spacing Tools Slot Marker Early/Late Indicator Speed Advisory Timelines show current schedule Slot markers translate temporal STA information to spatial target Early/late indicators put timeline STA ETA error in aircraft data block Speed advisories suggest speed to fly in order to get on schedule 7
Throughput, Aircraft/hr Confidence in Tool (1-7) 45 40 35 30 25 20 runways 0 5 10 15 20 25 30 35 40 Prior CMS-ATD1 Research Average Throughput During 10-minute Windows Time, min Baseline_17C Baseline_18R Tools_17C Tools_18R Successful initial integration of ATD-1 simulation components Improved operations via en-route preconditioning of all aircraft Experienced DFW controllers with no prior exposure found ATD-1 operations acceptable Greater familiarity with tools, operations, and phraseology is needed T. Callantine, C. Cabrall, M. Kupfer, F. Omar, and T. Prevot, Initial investigations of controller tools and procedures for schedule-based arrival operations with mixed flight-deck interval management equipage, AIAA-2012-5673, Reston, VA: American Institute of Aeronautics and Astronautics, 2012. CA-1 Controllers generally receptive to ATD-1 mixed-fim-equipage arrival operations CA-2 CA-3 7 6 5 4 3 2 Tool ratings consistent with prior studies Speed Advisories Tools, workload, and proposed phraseology acceptable Workload in ATD-1 conditions significantly lower than for currentday operations Timelines Early/Late Indicators Slot Markers Spacing Cones FIM Status 1 1 2 3 4 5 6 7 Tool Helpfulness (1-7) 8
CA-4 Simulation Continue investigation of issues identified in CA 1, 2, and 3 Quantify effects of imprecise (< 2 mins MF delay) vs. precise (< 1 min MF delay) flow preconditioning Refine FIM status designators Compare full CMS toolset to slot markers and timelines only Continue to focus on IM-TAPSS and ATD-1 laboratory integration Adapt simulated airspace, traffic scenarios, and TMA-TM for PHX west-flow operations Integrate B744 simulator Integrate realistic winds
Airspace/Routes/Winds 10
FOR EXPERIMENTAL USE ONLY 2500 1126 MSL 5000 HDG 030 GEELA 16000 250K PHX25L PXR R-336 AVENT MNSTR 16000 250K 15000 PRUNN DELSE PHX26 3000 170K 1740 1135 MSL GS 3.3 GS 3.1 GS 2.8 1.7 NM 3.9 NM 3.4 NM 3000 5000 PXR POPKE R-163 HDG 130 PHX25L KONTE SCADE GS 3.2 GS 3.1 GS 2.5 2.7 NM 3 NM 3.8 NM PHX26 2040 DELSE 1740 KONTE 2040 3000 170K JAGAL GIPSE 4000 4000 HENSN 11000 250K GEELA PRUNN 3000 170K SCADE 3000 170K JAGAL 4000 1 NOV 2012 to 31 JAN 2013 GIPSE 4000 156 (7) EDDNA 9000 210K LOOSY 9000 210K BRUSR 16000 250K 13000 139 (4) CACTY 077 (6) 062 (8) HUBUB 12000 250K 10000 HOKEY 10000 250K KUCOO 7000 210K 081 (4) NIMBY 7000 210K 078 (8) 168 (3.5) 347 (3.5) TOMPY 5500 210K LINEA 5500 210K 203 (6) 203 (7) HOMRR 16000 250K ESDEE 10000 210K 8000 BASSL 8000 210K 6000 DERVL 5000 210K 4500 FINAP 6000 5000 322 (12) PUKRE 8000 210K CABOS 12000 10000 204 (4) VNNOM 11000 250K 10000 SQUEZ 15000 250K 12000 N EAGUL FIVE GEELA SIX KOOLY FOUR MAIER FIVE PHOENIX, ARIZONA PHOENIX SKY HARBOR INTL RUNWAY 25L AND 26 ARRIVALS 1 NOV 2012 to 31 JAN 2013
Meter List and FIM Clearance ATC DAL808, INTERVAL SPACING AVAILABLE, ADVISE WHEN READY TO COPY DAL808, FOR INTERVAL SPACING, CROSS SCADE AT ONE NINER, ONE FIVE PLUS TWO FOUR ZULU. WHEN ABLE, SPACE ONE-THREE-ZERO SECONDS BEHIND UNITED SEVEN- FOUR-ONE ON THE GEELA SIX ARRIVAL, BLYTHE TRANSITION Flight Crew DAL808 READY TO COPY SCHEDULED TIME AT SCADE IS 1915 PLUS 24, SPACE AT SCADE 130 SECONDS BEHIND UAL741 ON BLYTHE GEELA SIX, DAL808 12
Center FIM Status Designators and Speed Advisories GIM speed advisory available FIM Equipped Advised GIM speed FIM Clearance Issued RTA Mode Reported Paired Spacing Mode Reported 13
TRACON FIM Status Designators FIM Clearance Issued RTA Mode Reported Paired Spacing Mode Reported FIM status designators override CMS early/late indicators or speed advisories 14
Center Terminal Area Participants Controllers Experimental subjects 2 Feeders and 2 Finals 4 Center Retired controllers, most with CMS tool and/or AOL experience Confederates 1 Center, 1 Tower Pilots ASTORs 8 ASTOR pilots with glass-cockpit experience 10-12 Regional jet pilots and SJSU aviation students as pseudo-pilots Pseudo-Pilots B744 crews 15
Traffic Scenarios Traffic mixes derived from PHX recorded traffic Similarly balanced meter-fix loading Meter-fix delay: ~2-4 min Target throughput: ~42-44 ac/hr per runway (0.3 nmi scheduling buffer) FIM-equipped desktop simulators inserted on EAGUL and KOOLY routes B744 inserted on MAIER and EAGUL routes 16
MF Flow Preconditioning (Late) (Early) 17
Example Tracks and Profiles Precise vs. Imprecise Flow Preconditioning (tracks, profiles shown separately on next four slides) 18
Example Tracks: Precise 19
Example Tracks: Imprecise 20
Example Profiles: Precise 21
Example Profiles: Imprecise 22
Flow Preconditioning Effects on Lateral Route Conformance 23
WAK Rating Addendum: B744 Workload Ratings 7 6 5 4 3 2 1 0 Imprecise Captain First Officer Precise 24
Subjective Results TMA-TM schedules mostly rated as achievable, stable, and accurate En-route speed advisories rated only moderately accurate and stable Controllers largely successful in maintaining scheduled throughput levels All CMS tools rated acceptable, but slot markers rated less stable than timelines; controllers expressed a desire to flexibly control when slot markers are displayed for particular aircraft No significant differences in ratings for slot markers and timelines only, versus full toolset with third-line information FIM clearances rated between moderately manageable and very manageable ; controllers gave high ratings for read-back clarity, accuracy, and timeliness FIM status designators rated favorably; Center controllers rated status-updating task very acceptable, TRACON controllers reasonably acceptable FIM operations increased task complexity, but not excessively 25
Conclusions and Future Research Successful adaptation of IM-TAPSS for PHX, compatibility/operational need verified Importance of tool familiarity verified Importance of involving en-route controllers in arrival management demonstrated CA-5 simulation begins July 2013 Compare baseline and ATD-1 performance measures for realistic PHX traffic and winds 26