1. www.smiths-aerospace.com © 2006 by Smiths Aerospace Green Approaches: 4D-Trajectory Enabled Continuous Descent Approaches Keith Wichman -- Smiths Aerospace FAA New Technologies Workshop III 9-10 January 2007, Arlington Virginia

2. © 2007 by Smiths Aerospace 2 Example: Aircraft capability Thrust Entire descent & approach: Least possible thrust Highest possible altitude Entire descent & approach: Least possible thrust Highest possible altitude Todays std practice 6~10 step downs Todays std practice 6~10 step downs

3. © 2007 by Smiths Aerospace 3 Why are CDA’s not used wholesale? Myth: “CDA’s reduce capacity” Idle descent vertical and time profiles can vary widely from aircraft to aircraft This uncertainty drives need for ATC to block large chunks of airspace Thus, CDA’s practiced today generally off-peak hours and/or sub- optimal descents (least-common-denominator fixed vertical profiles) Solution: Marriage with 4D-trajectory downlink, and if needed, onboard time-guidance (RTA) functionality supplies ATC with observability and predictability to use CDA’s during dense operations Requirements: Aircraft – 4D FMS’s already predict reliable 4D Trajectories (4DT) and guide to Required Times of Arrival. Need appropriate downlink of the 4DT ANSP – Operational shift toward Trajectory Based Operations (TBO) to incorporate the 4DT and the development of necessary support applications

4. © 2007 by Smiths Aerospace 4 Trajectory-Based Operations Basis for strategic planning and tactical operations including separation management. Key concept element for the USA’s NGATS and Europe’s SESAR Four-dimensional trajectory (4DT) is the cornerstone of Trajectory-Based Operations for improved predictability “Open-ended” flight maneuvers (such as vectoring) reduce predictability. “Closed” trajectory-based maneuvers improve predictability. While designed to optimize an individual flight and reduce pilot workload, modern FMS’s offer much capability that could be tapped by ATM to optimize the whole system. Trajectory-based operations seeks to exploit this functionality.

5. © 2007 by Smiths Aerospace 5 The Paradigm Shift Procedural Estimate the current and planned a/c positions Past Radar Know the current and estimate planned a/c positions Today Trajectory Know & share the current and planned a/c positions A320 Future

6. © 2007 by Smiths Aerospace 6 Roadmap NGATS and SESAR aim to set vision and path to achieve 4DT ATM In-service operational evaluations represent “forays” into the future: Validation of concepts Validation of benefits Results and data informs decisions of political activities (NGATS, SESAR) These vanguard activities require effective teaming across domains ANSP (and equipment suppliers) Operators (and OEM + suppliers) Airport Authority … basis for the integrated system seen by NGATS and SESAR. The European Commission’s NUP2+ Program is presented here. “Triplets”

7. © 2007 by Smiths Aerospace 7 Terminal Movements with Trajectory-Based Operations Increased arrival/departure throughput and efficiency. Increased predictability Reduced track distances Reduced voice communications & vectoring More efficient vertical profiles with reduced fuel consumption. Metering Fix

8. © 2007 by Smiths Aerospace 8 FMS and Avionics

9. © 2007 by Smiths Aerospace 9 Required Time of Arrival Algorithm is based on speed variation. Fixed lateral path Fixed cruise altitude Required Time of Arrival is enabled for any point in the flight plan. Available on 737 aircraft since 1986. Demonstrated performance in trials with SAS in 2001. Future enhancements: Improved control to the runway accounting for fixed speed segments. Compensation for control error tolerance when reporting trajectory early in the flight. Include lateral offset and/or cruise altitude variation when additional delay is required.

10. © 2007 by Smiths Aerospace 10 RTA to the Runway Results were obtained in trials with SAS in 2001 (33 flights). Performance is better when controlling to start of arrival due to more speed-control authority. Limited control late in descent due to constrained speed. RTA Target MaxMeanSTD Top of STAR 7 Sec4.8 Sec2.7 Sec Runway21 Sec12.7 Sec7.3 Sec Latest Arrival Time Required Time of Arrival Earliest Arrival Time Climb Cruise FL350 Descent Phase Typical flight data

11. © 2007 by Smiths Aerospace 11 ARINC 702A-1 Trajectory Bus Aircraft current-state information 2Hz Aircraft 4D trajectory predictions (Intent) Each minute or when FP changes Full trajectory to runway Includes vertical wpts and turns Dedicated ARINC 429 Bus As per ARINC702A-1 Intent Bus in B737 U10.6 FMS ARINC429 Trajectory Bus AOCATC Current A/C State and Trajectory Predictions ACARS messages added for interim use in flight trials By REQ from ATC One-time or periodic downlink First application in 2005 – Provide FMS 4D trajectory to ATC! ACARS in 2007!

12. © 2007 by Smiths Aerospace 12 ARINC 702A-1 4DT Data for Stockholm to Malmo Flight Route: ESSAESMS10 ---------starts here----------- 1,,,N59397E017581. 1,R,113,N59401E018009,108,090122. C,,,N59376E018019,500,090227. 0,R,557,N59359E017585,769,090306. 0,L,934,N59302E017443,1279,090456. 0,,,N59070E017184,2511,090907. 0,R,1893,N59044E017155,2604,090932. B,,,N58515E016548,3032,091149. 8,,,N58380E016335,3500,091408. 0,,,N58366E016312,3500,091423. 0,,,N57592E015342,3500,092051. 0,,,N57388E015041,3500,092420. 0,,,N57024E014122,3500,093032. 0,,,N56455E013489,3500,093323. 9,,,N56354E013354,3500,093504. 0,L,981,N56345E013340,3450,093513. B,,,N56295E013331,3223,093553. 0,L,1249,N55550E013268,2010,094058. 1,R,406,N55247E013335,1002,094623. 1,R,215,N55210E013322,886,094712. C,,,N55189E013229,500,094951. 0,L,171,N55198E013275,459,095034. 0,,,N55276E013235,148,095357. 0,,,N55314E013227,29,095528. 1,,,N55329E013212:00002926 EOT finalLDU=1, CRC=3483 0,L,934,N59302E017443,1279,090456 Point Type Turn Radius Lat / Lon Altitude Time! Turn Direction

13. © 2007 by Smiths Aerospace 13 Airlines Airports Industrialgroup ANS NUP 2+ Partners

14. © 2007 by Smiths Aerospace 14 NUP2+ Trajectory Usage ANSP - Airport LFV CIES AOC SAS RC Hermes ACARS ARINC 702A-1 standard Flight operations began January 19 th, 2006

15. © 2007 by Smiths Aerospace 15 Trajectory Reporting ARINC 702A Supplement 1 was defined for early implementation. Implemented in 737 FMS with U10.6 software – dedicated ARINC 429 bus. ACARS downlink of trajectory intent information as interim datalink. European Commission (EC) supported activity, NUP2+, in Sweden and Austria. Operational evaluations began in October 2005 including: RTA contracting to the runway. Green Approaches (CDAs) with FMS 4D trajectory to preserve capacity. Slot Swapping Ground Holding First air/ground operation connectivity of FMS 4DT with Arrival Manager… Airlines are deriving demonstrable benefits (punctuality, fuel). Operations now in medium traffic conditions… moving toward peak traffic.

16. © 2007 by Smiths Aerospace 16 First 4D FMS Trajectory Downlink

17. © 2007 by Smiths Aerospace 17 Controlled Time of Arrival Generated by a Time-Based Metering system to merge traffic from metering fixes to a runway. A key capability of an FMS is to “self-deliver” to a specified waypoint at a Required Time of Arrival (RTA). The FMS efficiently operates a flight with a user selected Cost Index (CI) and a Continuous Descent Approach (CDA). Accurate ETAs need to be downlinked from the aircraft to close the loop with ground control. Cost Index (CI) CI = time cost / fuel cost Speed Cost Time Cost Fuel Cost Continuous Descent Approach (CDA) Distance Altitude CDA Dive and Drive Approach

18. © 2007 by Smiths Aerospace 18 ANSP Integration of 4DT in Arrival Management

19. © 2007 by Smiths Aerospace 19 Pilot updates FMS and pushes more accurate ETA. 3 Expected STAR is sent back to the aircraft. 2 OFF message including ETA for Arlanda arrival is sent via data link 1 Lift-Off Climb En-route ATC sends Green Approach STAR to aircraft. This STAR is defined all the way to ILS. Pilot updates FMS and pushes more accurate ETA. 4 40min before ETA ground system automatically requests full remaining 4D trajectory description in order to be able to plan for this aircraft and merge it with ordinary traffic. Based on this the Approach controller can chose to assign an RTA constraint to the aircraft (on the second) 5 ATC request RTA (close to the latest down linked ETA in order to be almost sure that aircraft will accept) 6 Aircraft accepts RTA. 7 3min before ToD ground system automatically request 4DT in order to get accurat ETA/RTA from aircraft. 8 Descent Aircraft performs Green Approach 9 Strategic Communication Description

20. © 2007 by Smiths Aerospace 20 Example from live trial Via 4DT downlink SAS075 confirms GA HAMMAR1V with ETA 06:49 Via 4DT downlink SAS2059 confirms GA HAMMAR1V with ETA 06:50 Controller want 180 second separation. Send RTA 06:47:00 to SAS075 Reply: RTA unachievable Sends RTA 06:48:00 to SAS075 and RTA 06:51:00 to SAS2059 RTA Accepted In the new downlinked 4DT messages, the time separation at HMR had increased from 1 to 2 minutes Controlling to time resulted in physical separation of 10NM at OM

21. © 2007 by Smiths Aerospace 21 Benefits of the 4DT Approach 1st 4DT downlink 19th of October 2005 1st 4DT Flight 19th of January 2006 General 4DT operation from 26th of March 2006

22. © 2007 by Smiths Aerospace 22 NUP 2+ Results Fuel Savings CDA vs Standard Approach

23. © 2007 by Smiths Aerospace 23 TRANSCAP Noise results

24. © 2007 by Smiths Aerospace 24 Next step Arlanda: Mixed mode operation 5NM 10NM 160kts OM

25. © 2007 by Smiths Aerospace 25 Next step Arlanda: Mixed mode operation

26. © 2007 by Smiths Aerospace 26 SAS Sweden Experience from 800+ Green Approaches More than 650 Green Approaches flown to date… (and counting) resulted in: 204 Metric Ton CO2 reduction yearly 715 kg of NOx reduction yearly 130,000 kg of fuel saved SAS-Sweden 36,000 Green Approaches per year into Stockholm alone $5.8M fuel reduction yearly 23,000 Metric Ton CO2 reduction yearly 79 Metric Ton of NOx reduction yearly Large noise reductions (being quantified) SAS and LFV expanding Green Approaches throughout domestic Sweden

27. © 2007 by Smiths Aerospace 27 NUP2+ Steps for 2007 Install VMMR to downlink 4DT via ADS-B Install EFBs for surface movement guidance operations Install enhanced FMS software for better predictions and RTA Conduct controller simulations with mixed equipage and high traffic Operate regularly in peak traffic (>57 mvts/hr), mixed equipage, CDAs and validate capacity unchanged or increased. Infuse results into JPDO-NGATS and SESAR Also… Plans firming to expand the operations in 2007 to adjacent regions in “core-Europe” in order to begin developing end-end benefits to participating airline operations.