Showing papers on "Required navigation performance published in 2009"

Integrated approach

Abstract: The Federal Aviation Administration (FAA), with its NextGen Air Transportation System (NextGen) and Performance-Based Navigation (PBN) initiatives, is moving towards a concept of integrated procedures implementation. Performance-Based Navigation initiatives include implementing Area Navigation (RNAV) and Required Navigation Performance (RNP) routes and procedures. The integrative concept of implementation of these procedures would mean a migration away from site by site (or runway by runway) procedure implementation process towards a NextGen readiness concept. This concept will include development of an integrated system of PBN routes and procedures by geographic area (incorporating metro areas and outlying airports). This concept delivers optimum benefits for the air traffic and carrier community. In addition, the integrative approach helps in prioritizing and formulating the funding requests to combine airspace, environmental, and procedures development. This paper discusses different aspects of this integrative approach.

Vertical Required Navigation Performance Containment with Radio Altitude

Abstract: A monitor on-board an aircraft which uses radio altitude measurements as the basic observable altitude during runway approach. The basic concept utilizes the aircraft's navigation system, which includes means to store and retrieve radio altitude thresholds as a function of the distance along the desired path from the runway thresholds. These threshold functions are determined in advance based on a radio altitude reference which is defined as the expected radio altimeter measurement that would be made if the airplane were exactly on the desired reference path. Vertical containment monitoring is achieved by comparing the radio altitude measurement to computed thresholds for both too high and too low. During the approach, an annunciation message can be generated if the radio altitude measurement is above or below the threshold limits. Using this monitor ensures that the total system error for the aircraft is contained within a bound called the Vertical Containment Level of the desired reference path in space with a probability that is specified.

Near-Term Terminal Area Automation for Arrival Coordination

Abstract: As the Federal Aviation Administration (FAA) increasingly implements Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures during the transition to the Next Generation Air Transportation System (NextGen), air traffic control (ATC) operational facilities expect to improve the predictability of arrival operations. Sponsored by the FAA, The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD) explored methods for retaining this predictability for merging traffic. This paper focuses on a nearterm solution which leverages RNAV and RNP procedures to improve predictability of merging arrival operations in the terminal area. CAASD, in coordination with ATC specialists from FAA operational facilities, has developed the concept for a near-term automation capability which calculates the distance of aircraft to a merge point along an RNAV or RNP procedure and conveys this information via an indicator on the terminal controller workstation. The relative position information facilitates early decision making by controllers, which reduces reliance on vectors, thereby maintaining the predictability of the operation. To further develop the concept and define its functional and interface requirements, CAASD developed a research prototype. Using this prototype, CAASD has conducted Human-In-The-Loop (HITL) simulations with ATC specialists. These simulations led to a version of the prototype for which the FAA has requested and CAASD has developed a plan for a field evaluation. KeywordsCRDA; Terminal Merging; Relative Position; RPI; Situation Awareness; Spacing; Traffic Management Coordinator; Controller Workload

Arrival Management Architecture and Performance Analysis with Advanced Automation and Avionics Capabilities

Abstract: This paper describes an arrival management functional architecture that can be applied to the modeling and analysis of the broad range of arrival management operational concepts currently under consideration by the ATM community. This architecture includes a potential for 2 stages of ground-based arrival planning supported by a range of automation capabilities, as well as advanced navigation , communication and surveillance capabilities. The paper describes a methodology for performing trade studies on the operational concepts, and a fast-time modeling capability that is in use at Boeing to support the BCA Airspace Operational Design program. Trade study results are presented for concepts that include a single-stage arrival planning sy stem, Area Navigation (RNAV) and Required Navigation Performance (RNP) with path options, Required Time of Arrival (RTA) and airplane Merging and Spacing (M&S). I. Introduction The evolution of the Air Traffic Management (ATM) system from current operations to an envisioned system such as NextGen/SESAR is postulated to involve a progression of operational change from today’s tactical control by radar to a trajectory-based operation. The definition of trajectory-based operations is still evolving, but it is expected that required airplane capabilities will include 4D trajectory execution with lateral and vertical navigation performance bounds, as well as navigation to a required time of arrival at one or more points in space, and/or airplane traffic situation awareness with merging and spacing applications. This paper describes operational concept options for 4D trajectory-based arrival management, using Flight Management Systems (FMS) capable of RNAV, Vertical Navigation (VNAV), RNP, as well as RTA and M&S. Furthermore, it is assumed that the ATM automation system includes the capability of producing an optimized arrival management plan that maximizes the throughput of a large airport, while enabling the airplane to fully utilize the above capabilities. The authors believe that all of these capabilities could become available in modern airplanes and ground systems in the mid-term timeframe, defined in this work as the period 2013-2018, although work still remains to validate the air/ground integrated solution and operational benefits. The analysis presented here is focused on the use of the RNAV/RNP, VNAV, RTA and M&S capabilities during the arrival phase, starting in en route airspace while the airplane is still in cruise, through the initial descent to the TRACON meter fix and through TRACON airspace to the arrival runway. The paper assumes an arrival management process that is consistent with the current FAA automation architecture for Time-Based Metering, and with the capabilities of the NASA Center-TRACON Automation System (CTAS) that are designed to optimize traffic flow to the TRACON Meter Fix, i.e. the Traffic Management Advisor (TMA) and En Route Descent Advisor (EDA) 1-2 . Additionally, the paper assumes the use of an advanced automation capability for efficient operations through the TRACON that supports the airplane capabilities described above. The paper will make references to the use of these particular capabilities, but acknowledges that many other similar capabilities are already in use or under development by other Air Traffic Service (ATS) providers, and are expected to also evolve towards 4D trajectorybased operations.

Analysis of advanced flight management systems (FMS), flight management computer (FMC) field observations, trials; lateral and vertical path integration

Abstract: The differences in performance of various manufacturers' Flight Management Systems (FMSs) and their associated Flight Management Computers (FMCs) have the potential for significant impact on the air traffic control system and as such need to be examined and reexamined. While Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures and routes are designed according to criteria contained in Federal Aviation Administration (FAA) orders, FMC manufacturers build their systems in accordance with Minimum Aviation System Performance Standards (MASPS) [1] and Minimum Operational Performance Standards (MOPS) [2] for area navigation systems, Technical Service Orders and Advisory Circulars. It is anticipated that the resulting performance of the aircraft FMC will meet the procedure design requirements identified in the FAA criteria. Airlines and air traffic controllers have as their goal flight procedures where aircraft operations meet expectations for repeatability and predictability to levels of performance sufficient to support performance based operations in the National Airspace System (NAS). Sometimes, due to the nearly independent development of procedure design criteria and aircraft performance standards, the paths of various aircraft on the same procedure do not overlap and do not match the expectancy of the procedure designer. These differences may result from any or all of the following: variations in FMC equipment installed on the aircraft; variations and errors in procedure coding in the FMC navigation database; variations in aircraft-to-FMC interface and associated aircraft performance capabilities; and variations in flight crew training and procedures. The hypothesis of this paper is that the basic FMCs built by avionics manufacturers and installed as the core of the FMC/FMS combinations in various airframe platforms perform differently and we will attempt to quantify those differences. This paper focuses on aspects of lateral and vertical flight FMC performance when processing mandatory block altitudes, aircraft bank angle on turns above flight level nineteen thousand five hundred feet (FL195), determining the vertical transition point at fly-by waypoints, and execution of Optimized Profile Descents (OPDs). Public instrument procedures flown using RNAV are used as the baseline for measuring performance variations. Controlled field observations trials were made using thirteen test benches and four simulators at seven major FMC manufacturers and three airlines. The intent of this report is to contribute technical data as a foundation for the acceptance of mandatory block altitude usage in RNAV and Basic RNP procedures; allow Standard Instrument Departure (SID) and Standard Arrival (STAR) procedure design criteria to utilize bank angles in excess of five degrees above FL195; satisfy an open FAA/Industry Aeronautical Charting Forum issue concerning the vertical transition point at fly-by waypoints; and assess FMC processing of an Optimized Profile Descent.

Analysis of divergences from area navigation departure routes at DFW airport

Abstract: The Next Generation Air Transportation System (NextGen) calls for the extensive use of trajectory management for aircraft to achieve precision flight paths [1]. To understand, develop, and model systems that support these NextGen operations, especially in the terminal area, NASA is looking at today's precision operations to gain insight into the expected behavior. This paper documents characteristics of aircraft that are both on and vectored from routes in the execution of area navigation (RNAV) precision departures to support precision modeling and provide for NextGen super density operations research. Dallas/Fort Worth International Airport (DFW) was selected for this case study as these kinds of precise departure procedures have been in daily use there for years. One-third of DFW RNAV departures encounter some form of vectoring away from the defined RNAV routes. The majority of these, about one-quarter of the departures, are given direct routings that bypass fixes on the route and shorten the distance flown within the Terminal Radar Approach Control (TRACON). These divergences primarily result from controllers taking advantage of opportunities in the airborne traffic, similar to direct-to routing in enroute airspace [2], and are not the result of departure sequencing or avoiding loss of separation. During the planning of the RNAV procedures, some of this vectoring was expected and even encouraged, but the number of aircraft so affected has grown over time. Pilots and air traffic controllers use the precision navigation capability required for the RNAV departure procedures to bypass portions of the routes. While this is applicable to DFW alone, it is a reminder that the human elements in the system frequently find new and innovative uses for elements of the procedures, or the technology behind them. The numbers of aircraft vectored in the course of RNAV departure operations is comparable to those departing with reduced spacing, the main benefit of the original RNAV implementation. The data presented here demonstrate the flexibility of the procedures as currently used.

Benefits and constraints of time-based metering along RNAV STAR routes

Abstract: The NextGen Integration and Implementation Office of the Federal Aviation Administration has outlined a set of novel operational concepts for improving the efficiency of air traffic operations. In the terminal domain, one proposed operational change is Time-Based Metering (TBM) utilizing Area Navigation (RNAV) Standard Terminal Arrival (STAR) route assignments. The MITRE Corporation's Center for Advanced Aviation System Development (CAASD) was tasked to provide benefits and feasibility analysis of these proposed changes and to develop models to test concepts for use in the management and control of air traffic. This paper describes the evaluation of potential benefits and constraints on the feasibility of implementing TBM along RNAV STAR routes. It focuses on computer simulated trial runs of a case study in which time-based metered delivery is implemented at Hartsfield-Jackson Atlanta International airport. This study has yielded two important findings. The first finding is the maximum tolerable variation of actually realized en-route to terminal delivery times from the prescribed schedule times. The second finding is an estimate of the potential reduction in low altitude vectoring in high density airspace.

Eye-Tracking Analysis of Near-Term Terminal Automation for Arrival Coordination

Abstract: Sponsored by the Federal Aviation Administration (FAA), The MITRE Corporation’s Center for Advanced Aviation System Development (CAASD) developed the Relative Position Indicator (RPI) concept. RPI is an automation concept to aid air traffic controllers in coordinating arrival traffic, reducing the need to vector for spacing during merging operations and, thus, retaining the benefits of Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures. Validation activities involving an RPI research prototype have shown benefits in achieving more efficient merging and spacing of aircraft. Since the RPI concept makes additional information available on the situation display that can be referenced by the controller, an understanding of this information presence upon controller scan behavior was desired. As part of a Human-In-The-Loop (HITL) simulation of Denver operations conducted by CAASD, a comparison of two scenarios was made to evaluate the change in controller attentional allocation , as measured by an eye-tracking capability, when RPI is introduced. The simulated traffic consisted of predominantly RNAV operations and was managed with and without RPI automation. Participants were air traffic control specialists at Denver Terminal Radar Approach Control (TRACON) facility. Given the design of the RPI tool, two behavior changes were anticipated; 1) an increase of time spent scanning the primary flow of a merging flow geometry and 2) an increase of time spent scanning farther ahead or in advance of the merge point location. The eye-tracking analysis provides a preliminary indication that RPI does affect air traffic controller visual scanning patterns. Although the magnitude of change does not seem concerning , additional evaluation should be pursued to understand the impact of this change.

Probabilistic Aircraft Conflict Analysis for a Future Air Traffic Management System

Abstract: This paper presents a simplified analysis of probabilistic aircraft conflict management in the context of a future vision for the air traffic management system. In such a future vision, the air traffic management system may include four-dimensional flight contracts that define conformance limits for aircraft position as a function of time, routine use of probabilistic approaches to pro-actively manage air traffic, and reduced aircraft separation standards. In the future air traffic management system, probabilities of conflict across multiple potential conflicting aircraft might be used as a means to assess and manage traffic situations with a longer look-ahead than is used in the current air traffic management system. We begin the analysis of such a future system by analyzing two-aircraft potential-conflict scenarios in the horizontal plane. We show how Monte Carlo simulation techniques can be applied to estimate probabilities of conflict (before deliberate actions are taken to resolve the conflicts) and how these probabilities depend on aircraft separation standards. Results are generated for multiple identical potential conflict pairs, with probabilities estimated as functions of angle of incidence. In order to better understand the implications of the results for future air traffic management operations, the modeling methodology is applied to find minimum speed changes and lateral deviations needed to achieve specified target probabilities of conflict across multiple independent potential conflict pairs. The analysis shows, in simplified scenarios, how application of appropriate speed changes and position deviations could be used to pro-actively manage air traffic, with probability of conflict serving as a metric. We draw preliminary implications for future air traffic management operations based on this simplified analysis. We also discuss how this analysis illustrates the role of relatively simple modeling approaches to systems engineering involving complex systems like the future air traffic management system.

FMS flight plans in synthetic vision primary flight displays

Abstract: This paper describes display concepts and flight tests evaluations of flight management system (FMS) flight plan integration into Honeywell’s synthetic vision (SV) integrated primary flight display systems (IPFD). The prototype IPFD displays consist of primary flight symbology overlay with flight path information and flight director guidance cues on the SV external 3D background scenes. The IPFD conformal perspective-view background displays include terrain and obstacle scenes generated with Honeywell’s enhanced ground proximity warning system (EGPWS) databases, runway displays generated with commercial FMS databases, and 3D flight plan information coming directly from on-board FMS systems. The flight plan display concepts include 3D waypoint representations with altitude constraints, terrain tracing curves and vectors based on airframe performances, and required navigation performance (RNP) data. The considerations for providing flight crews with intuitive views of complex approach procedures with minimal display clutter are discussed. The flight test data on-board Honeywell Citation Sovereign aircraft and pilot feedback are summarized with the emphasis on the test results involving approaches into terrain-challenged air fields with complex FMS approach procedures. .

Balancing Air Traffic Control workload across dual area navigation arrival procedures

Abstract: Area Navigation (RNAV) is a key component for improving the efficiency and capacity of the National Airspace System (NAS). As such, the Federal Aviation Administration (FAA) has been implementing RNAV Standard Instrument Departures (SIDs) and Standard Terminal Arrival Routes (STARs) at airports throughout the NAS. An increasingly more common aspect of the implementation process involves a Human-in-the-Loop (HITL) simulation of new procedure designs in the pre-implementation phase to evaluate traffic management difficulty, given the proposed changes, and to validate operational assumptions. The Terminal Area Route Generation Evaluation and Traffic Simulation (TARGETS) tool, developed by the MITRE Corporation's Center for Advanced Aviation System Development (CAASD), provides a testing platform to simulate traffic in both en route and terminal airspace in an integrated operations setting to achieve an accurate representation of site-specific air traffic environments. This paper describes the simulation results of a large airport environment where dual RNAV STAR procedure designs were evaluated by conducting a HITL simulation using the TARGETS tool with Certified Professional Controller (CPC) participants. The dual RNAV STARs are created as parallel arrival routings, designed with sufficient separation between them to allow for independent operations, and are used to manage high arrival demand or mixed aircraft performance over a given corner-post. During this simulation, aircraft on these STARs needed to be efficiently merged within terminal airspace, where space for vectoring was limited, in order to feed a single runway. The focus of the simulation was to assess how different traffic delivery strategies, referred to as the ‘operational use’ of the RNAV STARs, could be used to move traffic from en route to Terminal Radar Approach Control (TRACON) airspace and the associated impacts on Air Traffic Control (ATC) workload. Other data included track data and participant feedback captured in a focus group-like discussion conducted at the conclusion of each scenario. Results show that when traffic was equally distributed across the parallel RNAV procedures, workload increased for TRACON controllers. In contrast, when traffic was primarily delivered using a single RNAV procedure, workload increased for the Air Route Traffic Control Center (ARTCC) controllers. A solution that provided more of a workload balance was achieved by allowing ARTCC controllers to offload aircraft on the first RNAV procedure (primary flow) to the second RNAV procedure (secondary flow), on an as-needed basis. The results of this effort reflect the effectiveness of HITL simulation in the pre-implementation phase for identifying tailored air traffic management solutions that can help increase the likelihood of successful RNAV procedure implementation so that benefits can be enabled.

RNP approach and departure procedures

Abstract: Subtitle: Required Navigation Performance has the potential to save business aircraft operators time, conserve fuel and reduce noise

Analysis on Cross-track Deviation of Required Navigation Performance(RNP) Based on Flight Data

Abstract: As a new navigation means, RNP evaluation is a very important research subject currently. The lateral deviation calculation method based on RNP flight data is researched and the short distance coordinate conversion between geographical coordinate and plane rectangular coordinate in approach phases is discussed. Furthermore, a method to calculate the actual tract relative to the defined track is put forward for each phase. It can provide excellent theoretical basis for further analyzing and verifying RNP.