Free Flight Phase 1 2000

1. Free Flight Phase 1 2000 Charlie Keegan, Director

2. CD Navigation Menu • Overview of FFP1 FFP1 Tools • CDM • URET • CTAS: TMA and pFAST • SMA • Free Flight Phase 2 • Summary Sounds can be turned off using sound button

3. FFP1 in a Nutshell • FFP1 is about achieving results • Making air traffic control less restrictive • Utilizing both new technology and improved procedures • Tools • Collaborative Decision Making • User Request Evaluation Tool • Traffic Management Advisor • passive Final Approach Spacing Tool • Surface Movement Advisor

4. Mission • Deliver • Use operationally • Evaluate the performance (benefits to users and operators) of a core set of operational capabilities by the end of 2002

5. CCLD • The intent is to deploy these capabilities, currently in development status or in limited operational use at some FAA facilities, to other facilities or locations through a process known as core capability limited deployment (CCLD) • CCLD, an emerging strategy for NAS modern- ization, is a means to manage risk exposure while incrementally providing early benefits to users

6. FFP1 Locations

7. Core Capabilities Click on an acronym to learn details about the specific FFP1 tool. To get back to this graphic depiction, click the “capabilities button” below.

8. Local Cadre team of TMC management and NATCA representatives work together to insure accurate configurations Integration Management • To ensure acceptance and use of FFP1 products in the field, cross cutting support functions take place throughout the integration process • User input is incorporated into every phase of development activity: • Benefits analysis • Operations • System engineering • Human factors • Technical issues • Airspace integration

9. Collaborative Decision Making

10. Collaborative Decision Making • Displays conferencing of shared view of real-time traffic flow situations • Provides way for users to graphically display alternate routing around hazardous weather and Special Use Airspace

11. CDM The Flight Schedule Display shows aircraft scheduled for specific minute alloted slots within a given hour. Shown is a time span of 1400 and 1700 hours (inclusive) for Newark International Cancellations (CNX) are displayed on the far right

12. Traffic Flow Management window Color code information is represented in the Current Demand Graph Current Demand Graph displays service demand (arrivals and departures per hour) as a function of selectable time increments CDM

13. CDM Total Delay Chart

14. CDM Accomplishments • CDM national airspace system status information is available on the Internet at www.fly.faa.gov/ois *as of August 31, 2000

15. Air Traffic Control System Command Center CDM Ground Delay Program Enhancements (GDPE) : 9/99 (complete) Initial Collaborative Routing (ICR): 7/99 (complete) National Airspace System Status Information (NASSI): 6/01

16. User Request Evaluation Tool

17. URET Capabilities En Route Facility • For controllers providing en route services, URET offers the following: • Automatic conflict detection • Trial planning to assist with conflict resolution or user requests • Conformance monitoring of current trajectory • Electronic flight data capability R-side Controller D-side Controller Assistant Controller Primary User

18. URET Conflict probe enables controllers to manage user requests in en route airspace by identifying potential conflicts • Prototypes deployed at Memphis and Indianapolis Centers • Increase of 200+ “directs” per day at ZID

19. URET at Indianapolis & Memphis • Continuing increase in URET usage (22x7) • Removal of static altitude crossing restrictions • Establishment of URET benefit teams • Better evaluate pilot requests and controller options

20. URET Utilization System Utilization at ZID & ZME ) (Sector - Hours Used ÷ Sector - Hours Scheduled URET Utilization 100% 1400 90% 1200 80% 1000 70% 60% 800 % Used Hours Scheduled 50% 600 40% 30% 400 20% 200 10% 0% 0 Jul Oct Nov Aug Dec Feb Mar Sep Apr May June Jan-00 % Utilization Total URET Scheduled Hours By the end of August, 2000, total sector hours used exceeded 631,000

21. ZID: Total Directs and URET Directs 1800 1600 1400 1200 # of amendments 1000 800 600 400 200 0 Jul-99 Jul-00 Jun-99 Oct-99 Jan-00 Jun-00 Feb-00 Mar-00 Apr-00 Sep-99 Nov-99 Dec-99 May-99 Aug-99 May-00 Aug-00 Avg # Directs Avg # URET Direct AMs URET at ZIDDirect Routing Amendments Notes: - Data Sampling: 2 days/week; between 13Z and 23Z - URET 2 - way processing began in July 99 - Includes any Lateral Amendment processed by Host

22. Single Controller Operation With URET Closeup of URET and DSR with Red Conflict

23. Aircraft List as shown at Memphis, sector 62 presenting flight plan information for aircraft under control of the sector -- as well as aircraft predicted to be under control of the sector in the next 20 minutes

24. Conformance Bounds The trajectory includes lateral, longitudinal, and vertical tolerances called conformance bounds. Track reports are used to detect if the trajectory is within tolerance, or “in conformance,” with the reported position and altitude of the aircraft. Maneuver Uncertainty Conformance bounds are expanded during turns and altitude transitions to account for the greater prediction uncertainty that occurs during those maneuvers. FL230 009 Altitude Transitions Aircraft type specific performance data are used to model detailed climb and descent profiles. Procedural crossing restrictions (like this one at FL230 for TYS arrivals) are integrated into the model. Reconformance A trajectory is remodeled if it is found to be out of conformance. Modeled speed, route, or altitude transition rate are adjusted accordingly, based on track history. URET Trajectories UAL1268 270C ATL 390 TYS ZTL N84BJ 270C TYS 490 ZME N84BJ 270C TYS 470 RMG ATL

25. Trial Plan – a flight plan amendment “what if” capability that allows a controller to check a proposed amendment for problems with other flights and airspace prior to issuing clearance to an aircraft.

26. This trial plan (involving change of altitude) is conflict free. The controller may choose to issue this clearance and send the flight plan amendment to the Host computer. Send AM

27. This example creates a lateral reroute by clicking slightly to the left of the original route, rejoining the route, and then selecting the Create Trial Plan function. The system creates a trial plan and checks it for conflicts.

28. American 1268’s trajectory is showing a planned descent to flight level 290 to meet a boundary crossing restriction between sector 62 and 26. The muted yellow alert shows the controller what will happen if the aircraft is cleared to descend to meet the restriction

29. The controller can create a Trial Plan removing the restriction requiring Louisville arrivals to cross from sector 62 to sector 26 at or below flight level 290

30. Send AM The resulting problem free trial plan is shown on the Plans Display. The restriction can be turned off and applied to trajectories of all applicable aircraft in the system.

31. Interfacility URET Demonstration Configuration A Indianapolis Center (ZID) URET sends Interfacility Automation Flight Plan to Memphis Center (ZME) URET, then forwards subsequent amendments & reconformances. Both URET systems now probe for conflicts. B ZID-ZME handoff is accepted. ZME URET starts using ZME Host flight plan for trajectory and forwards subsequent amendments and reconformances back to ZID. Both URET systems continue to probe for conflicts. C Exit from ZID APD Boundary. ZID URET no longer probes for conflicts. NOTE: Flight data are forwarded if the plan crosses into another center’s APD Boundary, even if it will not actually be controlled by that center. Automatic Probe Detection (APD) Boundary is an extension of the Center boundary by 200 nmi

32. ZOB 1/02 ZAU 2/02 ZDC 1/02 ZID 12/01 ZKC 12/01 ZME 11/01 ZTL 2/02 URET Locations Kansas City (ZKC) - Chicago (ZAU) - Memphis (ZME) - Indianapolis (ZID) - Atlanta (ZTL) Cleveland (ZOB) - Washington (ZDC)

33. New York Times on URET “Controllers… don’t want to do without it.” Published March 23, 2000

35. Automation aids for Controllers and TMCs • Traffic Management Advisor (TMA) enables en route controllers and traffic management specialists to develop optimal arrival scheduling plans (meter lists) for properly separated aircraft • passive Final Approach Spacing Tool (pFAST) affects traffic flow and provides runway preferences and sequence advisories to TRACON controllers • Both pFAST and TMA form the Center-TRACON Automation System

36. Terminal Traffic Flow Objectives • Balancing runways • Minimizing airport acceptance rate limitations due to weather • Enhancing prop or jet traffic flow • Accommodating restrictive terminal ramp / runway conditions

37. Traffic Management Advisor

38. Traffic Management Advisor • TMC/controller decision support tool for optimizing and smoothing the flow of en route arrivals, minimizing delays and balancing flow from the Center to a TRACON

39. TMA • Is a time-based system • Provides a schedule for all arrivals • Computes arrival times to the runway and other designated fixes • Handles dynamic traffic situations • Assists the controllers in meeting schedules by providing advisories • Enhances the sequencing process by refining super stream class protocols based on prop and jet engine characteristics

40. ZMP 6/00 ZAU ZOA 9/01 ZDV 9/00 ZTL 2/01 ZLA 11/00 ZFW 4/00 ZMA 5/01 TMA Locations Oakland (ZOA) - Los Angeles (ZLA) - Denver (ZDV) - Fort Worth (ZFW) Minneapolis/St. Paul (ZMP) - Chicago* (ZAU) - Atlanta (ZTL) - Miami (ZMA) * TBD- Begin development after completion of current airspace review and design Chicago (ORD): TBD - Begin development after completion of current airspace review and design

41. Shared Perspective Shared TMA displays in TRACONs and Towers help facilities work together to resolve flow problems and share the same perspective of dynamic traffic conditions

42. Timeline Displays • Timeline displays depict aircraft demand and scheduling information at the reference meter fix, final approach fix, or runway threshold • The timeline display is also referred to as the "TGUI," or Timeline Graphical User Interface

43. 35 30 25 Minutes after the hour 20 15 10 05 00 55 Current Time 50 45 40 Timelines • Each timeline can be configured to show arrival aircraft relative to: • meter fix • final approach fix • runway threshold • In this example, current time means current time at the runway threshold THD

44. Timelines • Aircraft “ride” the timeline downward until they reach the reference point • In this example: • AAL774 will arrive at the runway threshold (land) about 55 minutes past the hour 35 30 25 20 15 10 05 00 AAL774 > 55 50 45 40 THD

45. TMA Timeline View This display is used by the TMC to manipulate aircraft scheduled times, runway assignments, gate assignments, and meter fix assignments, and to allow for priority of emergency or time critical aircraft. Flight plan, traffic count, statistical delay and other selected information can be overlaid on the timeline display to assist traffic management with time critical decisions. Landing threshold Satellite arrivals Feeder gates

46. Scheduled Time of Arrival Estimated Time of Arrival An STA is a time that takes other traffic, airspace configurations, and arrival rate constraints into account. STAs are computed by the TMA Dynamic Planner (DP), which has calculated an arrival time according to parameters such as spacing and acceptance rates, suggesting an optimized sequence and runway for the aircraft. An ETA is the undelayed time of arrival calculated by CTAS (an estimated arrival time from the flight plan, radar returns, and weather data) Scheduling Terminology

47. TMA Scheduling • STA is based on scheduling constraints and the aircraft’s position in the stream. Constraints include: • TRACON acceptance rate • Airport acceptance rate • Runway acceptance rate • Aircraft separation requirements • Heavy, B757, etc. • Aircraft performance characteristics • Stream class separation requirements

48. Timelines are often set up to show ETAs on one side and STAs on the other. ETA aircraft tags are green. STA aircraft tags are: yellow while still being scheduled blue after they’re frozen (after the freeze horizon) Meter Fix Timeline

49. TMA facilitates visualization of traffic flow as it approaches specific reference points (such as meter fixes and runway thresholds) within a given control sector

50. TMA Planview