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Air Traffic ManagementSteve BradfordChief Scientist – Architecture & NextGen DevelopmentApril 22, 2013
Trajectory Operations: Transformation Procedural Based Control:
Control on Where We Think the Aircraft Is
Landmark Navigation
Radio Beacons
Position Reports
Surveillance Based Control: Control on Where We Know the
Aircraft Is
VOR/DME
RADAR
Trajectory Based Control: Control on Where We Know
the Aircraft Will Be
RNP
ADS-B
DataComm
2
Questions
• Status and Direction for NextGen and what is the anticipated timing for implementation?
• How will NextGen handle UAVs and high speed flight?
• How will it integrate into the International Air Space• What impacts to airlines relative to necessary
changes they will have to implement to accommodate NextGen?
• What impacts, if any to the Business & General Aviation segments as a result of NextGen?
Increasing Imperative for Change
4
Trajectory TimelineCollision Avoidance
Separation Management
Trajectory Management
Flow ManagementAirspace Management
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6
Realigned Elements of NextGen
Today’s National Airspace System NextGen
Inefficient routes & fuel consumption
Ground-based Navigation and Surveillance
Disconnected Information Systems
Cognitive-Based Air Traffic “Control”
Air Traffic Control Communications By Voice
Fragmented Weather Forecasting
Focus on major airports
Airport Operations Limited By Visibility Conditions
Forensic Safety Systems
Shorter flight paths/ fuel saving procedures; alternative fuels; reduced noise
Satellite-based Navigation and Surveillance
Information More Readily Accessible
Automation, Decision Support Tools
Routine Information Sent Digitally
Forecasts Embedded into Decisions
Focus on metropolitan areas
Operations Continue Into Lower Visibility Conditions
Prognostic Safety Systems
Overlay:RVFP/GVFP RNAV (RNP)
RNAV/RNP to ILS
Repeatable Track (LNAV/VNAV/SPD)Simultaneous Operations
ATC/Pilot/TFM Predictability
56.10%
19.70%17.00%
7.20%
5,000+ ft / 5+ nm 2,500+ ft / 3+ nm 800+ ft / 2+ nnm NA / 300 RVR
VisualCharted
RVFPGVFP RNP
ILS
One Track, Three Approaches, All Weather
RVFP / GVFP RNAV / RNP ILS / RNP to ILS
Why a Single Track Through the Bay in All Weather Conditions is Critical to Success
B6500A6000
6000
5000
12 milesfurther
Continuous 3 degreeGlideslope from HEDDR
ATC issues and pilots fly the same track every time, predictable and stabilizedSTAR connects to all approaches, continues the 3 degree glideslope, no level-offs or
t
A consistent thread• Advanced procedures to save fuel and time• Navigation to support advanced procedures –
APNT• Information that provides both aircraft and crew
capabilities• TBFM to TSS, from workload to sequencing and
spacing – beyond simple cognition• Datacomm to adjust, communicate, alleviate
storage issues• Work in all weather • High Volume traffic – Metroplex• Same pattern – all weather all visibility
2013
2014
Expansion of ADS‐B
CY 14 16 18 20 22 24 26 28 30
Segment 1 Phase 1- Tower Service
Segment 1 Phase 2- En Route Services
Departure Clearances (DCL)Tower IOC
Avionics
En Route IOCInitial En Route
Services
Full En Route Services
Transfer of CommunicationsInitial Check-InAltitudes / Altimeter SettingsGo Button / Airborne Reroutes
Tailored Arrivals Controller Initiated Routes Direct-to-FixCrossing RestrictionsAdvisory MessagesSpeed and Headings Beacon CodesStuck Microphone
DataComm Services Roadmap
TFM Data Comm (OI#44)
RTCA TF5 Operation
Data Comm RoutineCommunications (OI#17)
Reroutes (OI#16)
DepartureClearance (OI#39)
Ground SystemFANS
FANS 1/A+ over VDL-2 transitioning to ATN
ATN
Tailored Arrivals (OI#42)
Data Comm RoutineCommunications (OI#17)
Segment 2- Advanced Services
4D TrajectoriesD-TAXI
National SitesZLC and ZTL
Ground Infrastructure – Tower Data Link Service (TDLS)– En Route Automation Modernization (ERAM)– FAA Telecommunications Infrastructure (FTI)
Uplink/Downlink Infrastructure– Data Comm Integrated Services (DCIS/DCNS)
Aircraft Upgrades– FANS 1/A+ over VDL‐2, later adding ATN B2
Tower Service ‐ System Elements
UAS and ATM- Integration• Assumption 1: The aircraft needs to by flying a trajectory agreement.
• Assumption 2: The aircraft has an FMS
• Assumption 3: Most the communications will be by data
communications.
• Assumption 4: TCAS – the UAS needs to be able to automatically
execute TCAS logic.
• Assumption 5: NVS – the voice switch needs to treat the remote
operator as it that position is on the flight deck
• Assumption 6: The lost link procedure needs to be filed as an
alternate trajectory.
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Challenges to GlobalHarmonization
• It is critical that future ATM technologies be compatible and interoperable (Standards)
• Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old)
• Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization)
• Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics)
• ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)
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Air Navigation Global Performance Improvement Roadmap
Block 0: 2013 to 2018
Block 1: 2018 to 2023
Block 2: 2023 to 2028
Block 3: 2028+
Each block describes the upgrade needed to support the overall effort in each time frame.
Global, Interoperable ATM System
Challenges to GlobalHarmonization
• It is critical that future ATM technologies be compatible and interoperable (Standards)
• Integration of new technologies, systems, procedures and concepts into domestic airspace (Mixing new with old)
• Regional collaboration to coordinate modernization technologies and time lines (Cross boundary and multilateral harmonization)
• Service Provider and Operator investment required to realize full benefits (Infrastructure and avionics)
• ICAO, CANSO and others must continue leadership role in promoting cross-regional harmonization (ICAO Block Upgrades)
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ICAO Block Upgrades
NextGen and SESAR
• All items are aligned with NextGen and SESAR coordination plans
• ICAO Block timelines are more conservative than FAA
• Just as NextGen is not everything, for everyone, all the time, neither are the blocks
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Aligning with EuropeFull TB
O Ope
ratio
nal Capabilitie
s (OC)
SESARUS
FANS 1/A
ATNB1
2018+ EU SESAR
IOC Dates
2023+ US Segment 2
Planned
Baseline 2
2013 EU ATNB1 (Link 2000)
OC Gap
Harmon
ization Time Gap
US Desire
d BA
SELINE 2
Validated
Baseline 2
Additional (US Desired) Baseline 2:
4 D Trajectory + Dynamic RNP2 & 3
Advanced Interval Mgt2
ATC Winds
Planned Baseline 2 Tower and Airborne Clearance Flight Information Services (NOTAM, VOLMET, Hazardous Weather, RVR)
Validated Baseline 24D Trajectory1
Interval Management Spacing4
In Trail Management4
Enhanced Clearance D- ATIS (text)D-Taxi clearance
• FANS 1/APartial 4D TrajectoryPosition Report Dep/Oceanic/En-Route ClearancesClimb & Descent ProcedurePosition Reporting
• ATN Baseline 1 (ATC COM)Information exchange/reportEn-Route Clearance Request/DeliveryCommunication ManagementMic Check
Notes:1 with ADS-C (Flight Path Intent)2 with ATC winds3 RNP by Leg Type; Variable Turns + ATC winds4 Voice replacement only
2016 US DCL
CNS Avionics• Communication
Data Comm Aeronautical Telecommunications Network (ATN) Baseline 2
• Enables clearances and computer-to-computer (ATC-aircraft) data exchanges that are not possible via voice
• Navigation Advanced Required Navigation Performance (RNP)
• RNP equipment standards so aircraft will fly routes predictably and with precision; adds time-based navigation to current RNP capabilities
Alternative Position Navigation and Timing (PNT)• “Backup” approach that mitigates consequences of a Global Navigation Satellite System (GNSS)
service disruption
• SurveillanceADS-B-In applications per ADS-B-In ARC recommendations
• Advanced airborne surveillance applications using cockpit displays and automation supportAdvanced Traffic Collision Avoidance System (TCAS)
• Next-generation collision avoidance which reduces nuisance alerts and improves safety; also will be tailored to work with ADS-B-In systems for closely-spaced operations
ATN B2
ATN B2
JFK Model and Fully Functional TFDM
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DRM
Airport Authority
Flight OperatorsAir Traffic
ControlTMATs
ATM NAS Data
Aircraft status/intent
TMATs En route restrictions, TMIs
TMATs
NAS status
TMATsAirport status
Expected Additional BenefitsIntegration with Air Traffic Management Systems will improve coordination with system-wide restrictions and traffic flowProvide ATC with the right mix of aircraft to build efficient departure scheduleElectronic flight data (EFD) improves efficiency of communication and enables rapid and efficient departure queuing
TFDM
Actual BenefitsAllows scheduling departure releases prior to aircraft pushing back, letting aircraft take delay at gate, reducing fuel burn, taxi time, passenger frustration, and airframe timeReduces overall departure delay time (gate + taxi time)
DMCC
Airport Authority
Flight OperatorsAir Traffic
ControlTMATs
Air Traffic Management
Aircraft status/intent
TMATs En route restrictions, TMIs
NAS status
Airport status
JFK
Automated, comprehensive
Manual, limited
2017
Question 5
• What impacts, if any to the Business & General Aviation segments as a result of NextGen?
ADS-B Out Rule• Improved service in previously non-radar airspace
Gulf of Mexico, Alaska, Colorado, …ADS-B in services – traffic, Flight Information
ACAS-XpBlended Airspace – Collaborative with Colorado
LPV: Better Access to Small & GA Airports
ACAS Architecture
MontroseConstellation
Aeronautical Fix5 nm Radius
Virtual Radar
RifleConstellation
Virtual Radar‐ TBD
GunnisonConstellation
TellurideConstellation
DurangoConstellation
HaydenConstellation
Phases I & IICoverage Areas
Aeronautical Fix
5 nm Radius
Phase I
Phase II
Surface Surveillance Sources ADS‐B, MLAT, LCGS
ATCT Like Services Controlling Radar Facility
En Route and Local Surveillance Sources ‐Legacy Radars (SSR, PSR)
ADS‐B/WAM, etc.
Hybrid Airspace 5 nm
Radius
Class A Airspace
Class E Airspace
Blended Airspace