1. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 NUP II+…results from different areas… …not only CPDLC and S&M Presented by Fredrik Lindblom, LFV Fredrik.lindblom@lfv.se +46 11 192794

2. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Agenda Introduction to NUP II+ NUP II+ Focus Areas Applications Addressing The Problems & Findings from Trials –A-SMGCS –A-CDA (Green Approach) –CDM –CPDLC LFV’s Ambitions For The Future Questions

3. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Introduction to NUP II+ Partners from ANSP, Airlines, Airport and IndustryHistory & Time Schedule NEAN NEAP NUP I NUP II NUP II+ -96-99-04-07 The project is 50% funded by the European Commission through the so-called Multi- annual Indicative Programme (MIP) and Trans-European Transport Network (TEN-T)

4. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Agenda Introduction to NUP II+ NUP II+ Focus Areas Applications Addressing The Problems & Findings from Trials –A-SMGCS –A-CDA (Green Approach) –CDM –CPDLC LFV’s Ambitions For The Future Questions

5. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 NUP II+ Focus Areas NUP II+ performs trials to address problems such as: –Environment (noise & emissions) –Cost effective operations for airlines and airport –Safety –Capacity –Predictability

6. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Agenda Introduction to NUP II+ NUP II+ Focus Areas Applications Addressing The Problems & Findings from Trials –A-SMGCS –A-CDA (Green Approach) –CDM –CPDLC LFV’s Ambitions For The Future Questions

7. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Applications Addressing the Problems Extremely complex problem to solve!! Environment (noise & emissions) + Cost effective operations + Safety + Capacity + Predictability = A better ATM system The applications A-SMGCS A-CDA CDM CPDLC USER DRIVEN REQUIRMENTS

8. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-SMGCS …what are we doing? Situational Awareness Runway Incursions Routing Clearance & Deviation Tested through Real Time Simulation in 2006 (including both Controller & Pilot HMI): Pilots very optimistic to the increased awareness and the fact that the routing guidance information makes it easier to follow the correct taxi route. Pilots and Controllers believe that the Runway Incursion functionality increases the safety. Dramatic decrease of voice communication

9. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-SMGCS … what are we doing? Situational Awareness Runway Incursions Routing Clearance & Deviation Live Trials in June & August-September - 4 SAS Boeing 737 will be equipped with Electronic Flight Bags (EFB) that supports all applications - Controller HMI in Arlanda TWR 4 equipped SAS B737NG 10” Electronic Flight Bags Controller Work Stations in Arlanda TWR Platform able to support more advanced ASAS applications Platform able to support more advanced ASAS applications

10. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-CDA …doing something for the environment The aircraft leaves the gate and taxi to the runway The pilot sends down a ETA to the AMAN. The AMAN sends back a STAR to the aircraft. Once the STAR is received a new FMS ETA is calculated and sent to the AMAN. During the flight the FMS ETA might be updated and downlinked to the AMAN. If the flow into Arlanda allows an A-CDA (in low traffic) the controller initiates the approach appox 10 min before ToD. The FMS starts the A-CDA from ToD. This also goes under the name of “Green Approach” If the separation to other aircraft is not maintained the A-CDA is aborted traditional methods are applied. The traditional radar vectored approach with level outs that consumes more fuel and creates more noise that a CDA. The aircraft touches down at the arrival airport only seconds from the calculated FMS ETA. Both fuel consumption and noise emissions are decreased This is so easy…why do we not do it everywhere and all the time :o)

11. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-CDA …doing something for the environment The aircraft leaves the gate and taxi to the runway The pilot sends down a ETA to the AMAN. The AMAN sends back a STAR to the aircraft. Once the STAR is received a new FMS ETA is calculated and sent to the AMAN. During the flight the FMS ETA might be updated and downlinked to the AMAN. If the flow into Arlanda allows an A-CDA (in low traffic) the controller initiates the approach appox 10 min before ToD. The FMS starts the A-CDA from ToD. This also goes under the name of “Green Approach” If the separation to other aircraft is not maintained the A-CDA is aborted traditional methods are applied. The traditional radar vectored approach with level outs that consumes more fuel and creates more noise that a CDA. The aircraft touches down at the arrival airport only seconds from the calculated FMS ETA. Both fuel consumption and noise emissions are decreased The problems with A-CDA (or any CDA) is that with present techniques and methodology it can only be used in low traffic scenarios hence lowering capacity if introduced at larger airports 24/7. Live Trials  Performing A-CDAs to collect ADD for analysis (ETA/RTA and 4D trajectory performance).  Gaining operational feedback on procedures (pilots & controllers)  Analysis of the environmental effects  Over 1100 A-CDAs performed since March last year NUP II+ idea is to use ADD (Aircraft Derived Data), FMS ETA and 4D-trajectory integrated in a support-tool so that the A-CDA can be used in more dense traffic Real Time Simulation  Performing A-CDAs in medium and high traffic scenarios  Investigating feasibility with and without controller support tools.  Mixed traffic levels (equipped vs. non equipped)

12. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-CDA …doing something for the environment Results so far… –Noise Noise contours runway 01R – A-CDANoise contours runway 01R – Standard Approach

13. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 A-CDA …doing something for the environment Results so far… –Emissions Data from the ~1000 A-CDA performed so far show fuel savings of between 100 – 150 kg/approach hence saving 316 – 474 kg CO 2. Corresponds to a 20% decrease of emissions compared to a traditional approach in low traffic. –FMS ETA/RTA & 4D-Trajectory analysis Ongoing work comparing and analysing Tracked Radar data, ADS-B, Quick Access Recorder data (Flight data) with downlinked FMS data. Results expected by late summer 2007

14. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Early Morning Peak CDM …getting predictability? Sharing Arrival Times based on the best reference available! Sharing Arrival Times based on the best reference available! Time sources as Input FMS ETA Eurocat 2000 information Radar information Flightplan information Time sources as Input FMS ETA Eurocat 2000 information Radar information Flightplan information System Support Tool CIES (Collaborative Information Exchange System) System Support Tool CIES (Collaborative Information Exchange System) Airlines ATCC & TWR Ground Handling Airport

15. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 CDM …getting predictability

16. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 CPDLC …results from Real Time Simulation Main simulation objectives:  Compare the controller’s workload, when executing ASAS, with and without CPDLC.  The hypothesis was that the use of CPDLC would reduce controller workload  Assess the ASAS/CPDLC HMI for the controllers  Assess the criticality of the response time from the pilots of the CPDLC instructions Results & Conclusions:  The impression was that this might be a way to be able to optimise the traffic flow which is very beneficial for the airlines seeking to trim costs and definitely considering environmental effects regarding fuel consumption and noise abatement.

17. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 CPDLC …results from Real Time Simulation Results & Conclusions (cont…): * Further more the ASAS S&M and CPDLC simulation was very positive concerning the communication/CPDLC part of the simulation. * HMI examples Results & Conclusions (cont…): * Further more the ASAS S&M and CPDLC simulation was very positive concerning the communication/CPDLC part of the simulation. * HMI examples Alerts Warnings

18. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 CPDLC …results from Real Time Simulation Results & Conclusions (cont…): * HMI examples Results & Conclusions (cont…): * HMI examples CPDLC messages for ASAS

19. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Agenda Introduction to NUP II+ NUP II+ Focus Areas Applications Addressing The Problems & Findings from Trials –A-SMGCS –A-CDA (Green Approach) –CDM –CPDLC LFV’s Ambitions For The Future Questions

20. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 LFV’s Ambitions For the Future Implementation Step 2 Implementation Step 3 Implementation Step 1 2007 ~2015 2009 2012 LFV’s Green Flight Initiative Green Approach Implementation of CDA’s at five airports in Sweden: Landvetter Arlanda Sturup/Malmö Umeå Luleå ARN - AMS INTERCONT Expansion of CDM concept with FMS ETA/RTA operations etc. Cooperation with LFV; LVNL, KLM and SAS SAS, LFV and Airbus cooperation to introduce CDA operation for Airbus 330/340 into Arlanda A-CDA CDM ETA/RTA 4D Trajectory A-SMGCS EFB Environment Predictability Safety VMMR

21. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Agenda Introduction to NUP II+ NUP II+ Focus Areas Applications Addressing The Problems & Findings from Trials –A-SMGCS –A-CDA (Green Approach) –CDM –CPDLC LFV’s Ambitions For The Future Questions

22. 4 th Workshop, Amsterdam, 23 rd -25 th April 2007 Thank You for Your Attention!!