1. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 1 > Future Air Ground Integration > A. Kuenz FAGI – Future Air Ground Integration Alexander Kuenz, Institute of Flight Guidance, DLR Braunschweig, Germany Presented on REACT Workshop 2008, Seville

2. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 2 > Future Air Ground Integration > A. Kuenz Future Air Ground Integration - FAGI DLR-funded project Duration Jan 2007 – Dec 2009 Involved Departments: Institute of Flight Guidance/Braunschweig Institute of Communication and Navigation/ Oberpfaffenhofen+Neustrelitz Equipment: Flight Operations/Braunschweig and Institute of Flight Systems/Braunschweig First concept finalized, first validation by experts done Development of tools in progress Final validation by ATM-simulations in 2009

3. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 3 > Future Air Ground Integration > A. Kuenz FAGI – Objectives Concept:Trajectory-/Time-based guidance of a traffic mix with heterogeneous equipage Solve the trade-off between noise/fuel efficiency and capacity Optimizing runway usage for mixed mode (departures and arrivals) Capacity:equal or better, potential “time based separation” Safety:equal or better Workload:reduction for equipped aircraft Efficiency:200-500 kg less fuel per landing aircraft (equipped) Noise:reduction by 3db for equipped aircraft

4. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 4 > Future Air Ground Integration > A. Kuenz Environmentally friendly procedures in terms of NOx and CO 2 emissions Noise emissions and immisions on the ground Fuel efficiency Achieved by Efficient usage of engines Low drag aircraft configuration Flying high altitudes Motivation: A Definition of „Green Trajectories“ } Arrival: Continuous Descent Approaches (CDA)

5. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 5 > Future Air Ground Integration > A. Kuenz 3° DLR`s Advanced Continuous Descent Approach Distance to Touchdown Altitude CFL No level flight from Top of descent to touchdown Engines idle …but great demands on - trajectory prediction and - guidance precision Once in descent, it is hardly possible to react on ATC instructions

6. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 6 > Future Air Ground Integration > A. Kuenz Trajectory Prediction and Guidance using DLR’s Advanced Flight Management System (AFMS)

7. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 7 > Future Air Ground Integration > A. Kuenz Flight and Simulation Trials VFW614 (ATTAS) Airbus A330 FFS (ZFB) Adaptation to aircraft type via Base of Aircraft Data provided by Eurocontrol

8. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 8 > Future Air Ground Integration > A. Kuenz Deviations from planned 4D-trajectory Deviations may occur due to Insufficient or imprecise aircraft performance data Jitter in the configuration points Inaccurate weather forecast … Possible reactions are to Hold the correct speed and cumulate an altitude error Hold the correct altitude and cumulate a speed error Average altitude and speed error The AFMS tries to hold the time deviation at minimum.

9. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 9 > Future Air Ground Integration > A. Kuenz ATTASA330 LDLP auto.+/-5s, +/-100ft+/-3s, +/-100ft LDLP man.+/-6s, +/-100ft+/-3s, +/-100ft CDA auto.+/-5s, +/-100ft+/-2s, +/-100ft CDA man.+/-5s, +/-100ft+/-4s, +/-100ft SCDA auto.+/-8s, +/-150ft+/-4s, +/-100ft SCDA man.+/-9s, +/-150ft+/-5s, +/-150ft Two approaches differed (10 seconds time precision): Constant downdraft in the lee of Harz mountains, but the weather forecast does not contain vertical wind components A mini jet stream was encountered between 10000ft and 5000ft without a sampling point for the weather grid in-between. Inaccurate weather is the main factor for deviations! Results of automatic and manual ATTAS/A330 approaches (>30 NM)

10. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 10 > Future Air Ground Integration > A. Kuenz LDLP ACDA Noise footprints of LDLP and ACDA (SIMUL) Approaches with Airbus A320 to 25R in Frankfurt Main via Gedern RW25R REDGO (FAF) GED 0246810121416 NM 0 2 4 6 8 10 NM

11. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 11 > Future Air Ground Integration > A. Kuenz Two Aircraft landing in Frankfurt… Capacity Driven Early Merging: Same Lateral Route Same Altitude Profile Same Speed Profile  Assuming different types of aircraft, ACDAs are unsuitable in high traffic situations

12. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 12 > Future Air Ground Integration > A. Kuenz Requirements to handle green trajectories in high traffic TMAs: Trajectory-based handling to benefit from the described airborne capabilities  User preferred Trajectory Mixed traffic support for FMS-equipped and unequipped aircraft Late merging to fly the aircraft’s optimum profile as long as possible Time-based separation could even improve today’s capacity Emergency handling and flexible planning for short term departures

13. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 13 > Future Air Ground Integration > A. Kuenz Extended TMA Radius 80-120NM to allow time variation by speed changes Strategic path stretching if speed variation is insufficient DLR’s approach for a Trajectory Based TMA handling

14. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 14 > Future Air Ground Integration > A. Kuenz Late Merging Point Merging just before final approach (e.g. G/S intercept) Time based merging, time constraint for every approaching aircraft DLR’s approach for a Trajectory Based TMA handling

15. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 15 > Future Air Ground Integration > A. Kuenz RTAs for the Late Merging Point are assigned when entering the E-TMA DLR’s approach for a Trajectory Based TMA handling

16. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 16 > Future Air Ground Integration > A. Kuenz Static E-TMA entries Aligned to the main traffic routes Keep TMA structured and clearly arranged DLR’s approach for a Trajectory Based TMA handling

17. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 17 > Future Air Ground Integration > A. Kuenz Dynamic E-TMA entries Are provided if possible For aircraft entering between static entries DLR’s approach for a Trajectory Based TMA handling

18. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 18 > Future Air Ground Integration > A. Kuenz Procedural Separation before merging allows flying aircraft optimized vertical and speed profiles DLR’s approach for a Trajectory Based TMA handling

19. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 19 > Future Air Ground Integration > A. Kuenz FMS-equipped aircraft can fly their predicted trajectory on their own and fulfill the time constraint at the Late Merging Point 10:05:37 +/-5s DLR’s approach for a Trajectory Based TMA handling

20. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 20 > Future Air Ground Integration > A. Kuenz Unequipped aircraft are supposed to be integrated by means of a ground based guidance module. A trombone path stretching area helps to improve accuracy. 10:07:20 +/-?s DLR’s approach for a Trajectory Based TMA handling

21. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 21 > Future Air Ground Integration > A. Kuenz Trombone also used for Insertion of short term departures Equipped aircraft violating their constraints Insertion of emergency delays DLR’s approach for a Trajectory Based TMA handling

22. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 22 > Future Air Ground Integration > A. Kuenz DLR’s approach for a Trajectory Based TMA handling Procedural separation between direct and trombone aircraft: Equipped aircraft perform shallow descents Trombone aircraft are forced to stay above at intersections The proposed E-TMA structure is promising but not verified yet!

23. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 23 > Future Air Ground Integration > A. Kuenz TP Air-Ground Synchronization: Requirements Onboard: Highly accurate 4D trajectory flyable fulfilling predefined constraints High Mid-term reliability, no update necessary in most cases for last 100NM On Ground: 4D trajectory needed for Trajectory Based Conflict Detection and Resolution for Conformance Monitoring Required lateral and time accuracy is medium to high Required vertical accuracy is low due to route structure

24. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 24 > Future Air Ground Integration > A. Kuenz TP Air-Ground Synchronization: Prediction No need for a high bandwidth data link Air and Ground Trajectory predicted with preferably same input data List of Waypoints exchanged by Route Name via R/T Constraints are defined by Route + one Time constraint at Late-Merging Point Aircraft Performance Model from BADA Descent Parameter via R/T Some inputs not available on ground: Same Weather, Aircraft’s Weight, Turn Radius, Airliner’s specific settings…

25. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 25 > Future Air Ground Integration > A. Kuenz TP Air-Ground Synchronization: Assumptions Lateral assumptions: Route based on straights and curved segments Bank-Angle: Speed & Bank  Turn- Radius Vertical assumptions: Arriving aircraft do not climb in E-TMA Aircraft descend as late as possible flying the descent profile Speed assumptions: Arriving aircraft do not accelerate in E-TMA Arriving aircraft decelerate as late as possible to reach RTA at LMP Learn from aircraft’s progress: when deviations occur, regenerate!

26. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 26 > Future Air Ground Integration > A. Kuenz Conclusion ACDA flight and simulation trials with ATTAS & A330 proved high accuracy of DLR’s AFMS in manual and automatic mode Inaccurate weather forecast is main factor for deviations Achieved precisions of 150ft altitude and 5 seconds time deviation for idle descents are good enough for trajectory based TMA-handling A trajectory based TMA concept was introduced providing operations for mixed traffic and emergencies No need for a high band- width data link, TP synchron- ization can be done via R/T.

27. Presented on REACT Workshop, Seville > June 24-25, 2008 Slide 27 > Future Air Ground Integration > A. Kuenz Thanks for your attention! Questions?