Feasibility and Benefits of a Cockpit Traffic Display-Based Separation Procedure for Single Runway Arrivals and Departures Implications of a Pilot Survey and Laboratory Simulations Dr. Anand M. Mundra David A. Domino, John R. Helleberg, Arthur P. Smith ATM2009 Conference, Napa, CA June 30, 2009
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Average Daily Delay Hours In U.S. NAS (2000-2007) 1 of 2 341 40% 3 0% 8 1% 90 11% 11 1% 30 4% EQUIP OTHER OTHER WEATHER RUNWAY/TAXI Delays Charged To Arrival Airport VOLUME BELOW VISUAL Total = 844 hrs/day 360 43% Delays Not Charged To Arrival Airport Source: OPSNET Notes: Other delays not charged to arrival airport include delays assigned to ARTCCs and TRACONs as well as departure delays. 3
Average Daily Delay Hours In U.S. NAS (2000-2007) 2 of 2 43% of all delays in the NAS are attributable to weather conditions when visual separation cannot be used BELOW (GOOD) VISUAL 4
Spacing Over the Threshold behind Large Aircraft at LAX VMC Vs. IMC 5
Spacing behind Heavies VMC Vs. IMC 6
A Note on Terminology The term IMC-CAVS will likely not survive Terms such as CDTI derived Separation CDS probably more accurate We are using the term CAVS in this briefing to indicate CDTI based visual-like separation 7
CDTI (Cockpit Display of Traffic Information) Assisted Visual-like Separation (CAVS) 1 of 4 Visual judgment of range and closure rate Visual How fast? How far? Am I gaining? 8
CDTI (Cockpit Display of Traffic Information) Assisted Visual-like Separation (CAVS) 2 of 4 Visual judgment of range and closure rate GS 144 +00 CDTI info is more accurate: ADS-B Visual I m getting closer.. but only at 9 kts How fast? How far? CR +09 Am I gaining? GS 135 2.5 nm ABC 123 LRG How fast? 135 kt, exactly How far? 2.5 nm, exactly 9
CDTI (Cockpit Display of Traffic Information) Assisted Visual-like Separation (CAVS) 3 of 4 Visual judgment of range and closure rate GS 144 +00 CDTI info is more accurate: ADS-B Visual I m getting closer.. but only at 9 kts How fast? How far? CR +09 Am I gaining? Even when the other aircraft can t be seen GS 135 2.5 nm ABC 123 LRG How fast? 135 kt, exactly How far? 2.5 nm, exactly 10
CDTI (Cockpit Display of Traffic Information) Assisted Visual-like Separation (CAVS) 4 of 4 Visual judgment of range and closure rate GS 144 +00 CDTI info is more accurate: ADS-B Visual I m getting closer.. but only at 9 kts How fast? How far? CR +09 Am I gaining? Even when the other aircraft can t be seen GS 135 2.5 nm ABC 123 LRG How fast? 135 kt, exactly How far? 2.5 nm, exactly CAVS builds on current visual procedures 11
Current CAVS (1 of 3) Set-Up Controller provides traffic advisory Pilot acquires traffic out-the-window and correlates with CDTI Pilot reports aircraft in sight and selects target on the CDTI Controller issues clearance for visual separation and/or visual approach 270 DAL210-10 +10 CAL34.. 33 5 DEF112-10 GS GS 188 188 R R 4.9 4.9 UPS927 LRG CR 33 DEF112 R 5.2 GS183 GS 188 R LRG 4.9 UPS927 LRG Not to scale 12
Current CAVS (2 of 3) CDTI for Separation Once lead aircraft is lost out-the-window, CDTI alone can be used for separation 270 DAL210-10 +10 CAL34.. 23 5 DEF112-10 GS 175 R 4.0 UPS927 LRG CR 23 DEF112 GS 175 R 5.2 R 4.0 GS183 UPS927 LRG LRG Not to scale 13
Current CAVS (3 of 3) Landing Continue to normal landing using both visual and / or CDTI Own-ship must remain in VMC for the entire approach 270 6 DAL210-10 5 +10 CAL34 DEF112-10.. GS 140 R 3.0 UPS927 LRG CR 6 DEF112 GS 140 R R 5.23.0 GS183 UPS927 LRG Reacquisition Not to scale 14
CAVS: Evaluation Results and Application Status Pilots indicated that CAVS was acceptable in a two crew environment and that they would routinely perform CAVS with appropriate training More confident in the use of the CDTI as compared to out-the-window visual cues for establishing appropriate spacing indicated that CDTI enhanced safety of visual approach ops UPS received operational approval Strong interest in extension into IMC ( IMC-CAVS ) Currently own-ship needs to remain in VMC 15
Issues in extending Single Runway Arrival CAVS into IMC Terrain Addressed by staying on instrument procedure Wake What are the concerns? How are they addressed today? What tools could help in IMC? 16
Conditions Causing Wake Concern on Approaches to Single Runways 415 commercial pilots 98% concerned re wake during visuals Concerns: Winds Lead distance lead above glide path Lead size 17
Techniques Employed in Avoiding Wakes on Approach to Single Runways Fly high Increase spacing Fly upwind Speed-up (for stability) 18
CDTI Tools for Wake Avoidance Lead Altitude History (1 of 2) 19
CDTI Tools for Wake Avoidance Lead Altitude History (2 of 2) Selected target and altitude history in magenta Here, ownship current trajectory slightly above TTF altitude history 20
CDTI Tools for Wake Avoidance Lead Altitude History on PFD (1 of 2) 21
CDTI Tools for Wake Avoidance Lead Altitude History on PFD (2 of 2) Own altitude in relation to TTF altitude (cyan) when TTF was at current own position Abbott T. Simulation of a cockpit-display concept for executing a wake-vortex avoidance procedure, NASA TP-2300, NASA Langley Research Center, Hampton, VA, 1985 22
Basic Single Runway CAVS: Vector to Follow on ILS (1 of 4) ILS 25L Two aircraft inbound to LAX GS 212 360 12 DEF 456-13 +00 CR 10 GS 202 5.7nm ABC 123 LRG 23
Basic Single Runway CAVS: Vector to Follow on ILS (2 of 4) ILS 25L Two aircraft inbound to LAX GS 212 360 12 ATC points out traffic DEF 456-13 +00 CR 10 GS 202 5.7nm ABC 123 LRG 24
Basic Single Runway CAVS: Vector to Follow on ILS (3 of 4) ILS 25L Two aircraft inbound to LAX GS 212 360 12 ATC points out traffic DEF 456-13 Pilot identifies traffic; reports traffic identified +00 CR 10 GS 202 5.7nm ABC 123 LRG 25
Basic Single Runway CAVS: Vector to Follow on ILS (4 of 4) ILS 25L Two aircraft inbound to LAX GS 212 360 12 ATC points out traffic DEF 456-13 Pilot identifies traffic; reports traffic identified +00 CR 10 ATC advises expect CAVS clearance GS 202 5.7nm ABC 123 LRG 26
Single Runway Arrival CAVS ILS 25L GS 190 360 12 Ownship monitors traffic ATC turns TTF to intercept localizer, issues approach clearance -05 GS 182 4.4 nm ABC 123 LRG
Single Runway Arrival CAVS ILS 25L ATC issues clearance for ILS intercept to own ship and advises maintain CAVS separation GS 180 12 280 TTF joins localizer; is approaching final approach fix, slowing to approach speed GS 155 3.3 nm ABC 123 LRG 28
Single Runway Arrival CAVS (1 of 4) ILS 25L GS 142 243 On final approach Ownship monitors deceleration of Lead; observes closure rate & range -13 CR 6 GS 136 4.6 nm ABC 123 HVY 5 29
Single Runway Arrival CAVS (2 of 4) ILS 25L GS 142 243 On final approach Ownship monitors deceleration of Lead; observes closure rate & range. -13 Wake situation awareness Index shows Lead glideslope position at Ownship current position. CR 6 GS 136 4.6 nm ABC 123 HVY 5 30
Single Runway Arrival CAVS (3 of 4) ILS 25L GS 142 243 On final approach Ownship monitors deceleration of Lead; observes closure rate & range. -13 Wake situation awareness Index shows Lead glideslope position at Ownship current position. CR 6 GS 136 4.6 nm ABC 123 HVY Vertical situation: position with respect to Lead aircraft vertical path 5 31
Single Runway Arrival CAVS (4 of 4) ILS 25L Minimum separation on final driven by runway occupancy and pilot judgment, supported by precise closure rate and range information GS 142 243 On final approach Ownship monitors deceleration of Lead; observes closure rate & range -13 Wake situation awareness Index shows Lead glideslope position at Ownship current position. CR 6 GS 136 4.6 nm ABC 123 HVY Vertical situation: position with respect to Lead aircraft vertical path 32 5
Mean Bedford Workload Score by Trial Number Workload 1 = workload insignificant 10 = task abandoned Trial Number 3 or lower = acceptable without task redesign 33
Mean Response to Selected Postscenario Questions 34
Spacing Performance VMC Baseline Vs. IMC-CAVS 35
CDTI display feature relative rankings Lower value means higher ranking 36
Departure Patterns for LAX Traffic May 19, 2008 37
LAX Tower Estimates for Departures (1 of 4) ADR 72 68 72 clear over flight path; visual departures 68 IFR over flight path; IFR departures ATL 38
LAX Tower Estimates for Departures (2 of 4) 80 80 Regain visual rates with departure CAVS ADR 72 72 clear over flight path; visual departures ATL 39
LAX Tower Estimates for Departures (3 of 4) 80 80 Regain visual rates with departure CAVS ADR 72 72 clear over flight path; visual departures 68 Airport departure rates at most airports decrease when visual separation cannot be applied Weather minima differ for airports Controllers provide extra spacing to ensure separation Noticeable at many busy airports ATL 40
CAVS on Departures (1 of 3) GS --- ---- 250 ATC advises trailing departure to expect CAVS +03 CR -135 GS 135 1.1 nm ABC 123 LRG 41
CAVS on Departures (2 of 3) GS --- ---- 250 ATC advises trailing departure to expect CAVS +03 Pilot identifies traffic; reports traffic identified CR -135 GS 135 1.1 nm ABC 123 LRG 42
CAVS on Departures (3 of 3) GS --- ---- 250 ATC advises trailing departure to expect CAVS +03 Pilot identifies traffic; reports traffic identified CR -135 ATC advises lead direction of flight, states maintain CAVS separation ; issues takeoff clearance GS 135 1.1 nm ABC 123 LRG 43
(1 of 3) GS 225 12 250 +03 CR -15 GS 240 2.7 nm ABC 123 LRG 44
(2 of 3) GS 225 12 250 +03 Lead is accelerating; initial spacing is increasing until ownship matches speed Pilots maintain appropriate spacing just as they do when using direct visual separation CR -15 GS 240 2.7 nm ABC 123 LRG 45
(3 of 3) GS 225 12 250 +03 Lead is accelerating; initial spacing is increasing until ownship matches speed Pilots maintain appropriate spacing just as they do when using direct visual separation CR -15 Pilots maintain safe separation from leading aircraft during the departure operations even as lead traffic climbs into the marine layer GS 240 2.7 nm ABC 123 LRG 46
(1 of 2) GS 247 12 250 +11 GS 255 3.2 nm ABC 123 LRG 47
(2 of 2) GS 247 12 250 +11 CAVS ends when other separation exists; altitude, lateral, or divergent headings GS 255 3.2 nm ABC 123 LRG 48
Conclusions CDTI based operations indicate promise of significant improvement over current instrument operations Comparable to visual operations in the U.S. Studies for single runway arrivals and departures indicate Pilot acceptance in IMC Improvement in spacing performance over IMC There are many other CDTI based possibilities for such improvements Equivalent visual operations in the U.S. 49
Further Research Display requirements Features Location Certification and flight authorization requirements Min spacing requirements? Ceiling & visibility minima Start with low VMC, work to lower minima ATC interface and integration Generalized use of CDTI for separation In the U.S., for Equivalent Visual Operations 50
Back up Slides 51
Pilot and Equipment Categories 52
Potential Single Runway Arrival Capacity Gain with CAVS 53
Simulation Overview 8 pilots: all with air carriers, 2 RJ (E145), 3 large (A320 and B737), 3 heavy (B777 and A300), 5 Captains, 3 First Officers Mean flight hours 10000+ (range 2200 to 21000) 2 training scenarios, 2 baseline visual approaches in clear weather, 14 ILS approaches in 2 blocks, weather 1000-1500 ceiling, 5 miles visibility 4 trials with no spacing instruction 4 trials with no less than 2 nm instruction 6 trials with Wake SA tools available, 3 behind large, 3 behind heavy Ownship on final about 22 nm from threshold at start of each trial TTF either on final or intercepting from base leg 54
CDTI Cockpit Installation for CAVS Simulation EFB CDTI EFB CDTI For the CAVS simulation the CDTI was implemented on an EFB mounted outboard of the primary flight instruments 55
Selected Research Questions and Preliminary Subjective Results Did pilots indicate that they would be willing to accept the responsibility for separation from traffic while performing an instrument approach in IMC? Yes 1 Using the CDTI to maintain my own separation during ILS approach was acceptable as experienced in this simulation. 4.375 Pilot NA SD D N A SA 1 5 2 5 3 4 4 5 5 5 6 4 7 3 8 4 0 0 3 12 20 8 6 I would be willing to accept responsibility for separation from the traffic I am following using a CDTI with the features I used in this simulation 4.125 Pilot NA SD D N A SA 1 4 2 4 3 4 4 5 5 4 6 4 7 3 8 5 0 0 3 20 10 8 Note that initial visual acquisition was not required in this simulation, a main difference from the CEFR simulations of 2003 56
Selected Research Questions and Preliminary Subjective Results Did adding the CAVS separation task to the normal tasks of performing an ILS adversely affected normal procedures or safety? No 5 I was confident that I could safely use the CDTI to manage my separation from TTF. 4.5 Pilot NA SD D N A SA 1 5 2 4 3 4 4 5 5 5 6 4 7 4 8 5 0 0 0 16 20 8 15 Performing the CAVS procedure interfered with checklist completion during final approach operations. 1.75 Pilot NA SD D N A SA 1 2 2 1 3 2 4 1 5 2 6 2 7 2 8 2 2 12 0 0 0 8 57 16 Performing the CAVS procedure interfered with other crew duties during final approach operations. 1.875 Pilot NA SD D N A SA 1 2 2 2 3 2 4 1 5 2 6 2 7 2 8 2 1 14 0 0 0 8
Selected Research Questions and Preliminary Subjective Results Did pilots find the wake situation awareness displays useful? Yes for PFD, mixed for profile view, but both ranked lowest 29 The wake situation awareness cue (lead altitude history display) on the PFD provided useful information when following a heavy jet.. 4.375 Pilot NA SD D N A SA 1 4 2 5 3 3 4 5 5 5 6 4 7 4 8 5 0 0 3 12 20 8 32 The vertical situation display with breadcrumbs provided useful information when following a heavy jet 3.25 Pilot NA SD D N A SA 1 2 2 3 3 4 4 3 5 3 6 4 7 3 8 4 0 2 12 12 0 8 Post flight debriefing indicated that the vertical scale of the profile view was too large to indicate useful altitude information compared to PFD cue Some pilot also thought size of vertical view was too small During approaches only a few pilots actually made adjustments 58