Surveillance and Broadcast Services

1. Surveillance and Broadcast Services Merging and Spacing Enabling Continuous Descent Arrivals – An Update ASAS-TN 2.5: Towards an ASAS-Global Network: Next Steps Rome, Italy. 12 – 13 November 2008 Wes Stoops and Randall Bone November 12, 2008

2. Outline • Merging and Spacing (M&S) Overview • UPS Flight Deck Operations • ATC Operations • Next Steps

3. M&S Overview

4. M&S Concept Departure Terminal En route Terminal Landing A  A A A   Arrival procedure Approach      A B B B   B A   B Air to ground FDMS (air to air)  B B AOC – Airline Operations Center ATC – Air Traffic Control FDMS – Flight Deck-Based Merging and Spacing

5. UPS FDMS Initial Implementation • Time-based airborne spacing application • AOC uplinks FDMS initiation message • Flight crew follows on-board speed advisories • Speed only used to achieve spacing • En route and terminal • Instrument Flight Rules (IFR) (instrument or visual meteorological conditions) under surveillance • Predominately single airline arriving to an airport via one merge fix, one arrival (e.g., Continuous Descent Arrival (CDA)), and one approach to one runway

6. Expected Benefits • Consistent, low variance spacing between paired aircraft at the entry to an arrival procedure (e.g., CDA) and on final approach • Continued CDA operations in medium density environments • CDA benefits seen by UPS • 30% reduction in noise (up to 6 dB) • 34% reduction in nitrous oxide (NOx) emissions • Below 3000 feet • 250 to 465 pounds less fuel burn per flight • Ground-based M&S expected to allow CDAs when demand <=70%. FDMS could increase

7. Current Implementation Status (1 of 4) • UPS has company-specific CDAs in place

8. Current Implementation Status (2 of 4) • UPS has five Boeing 757 aircraft equipped with Aviation Communication & Surveillance Systems (ACSS) Cockpit Display of Traffic Information (CDTI) hosted on class III Electronic Flight Bag (EFB) for FDMS and new display (ADS-B Guidance Display) • Co-space derived algorithm • UPS Boeing 767 are certified but not yet operationally approved for FDMS • UPS has the 107 of it’s Boeing 757 and 767 aircraft transmitting ADS-B

9. Current Implementation Status (3 of 4) • UPS conducting FDMS about once a week due to limited number of aircraft and limited number of trained pilots (since Jan 2008) • US West Coast arrivals • Late night operations • 40+ two-ship flights • 1 three-ship flight • 757 spacing off 767 (5 nautical mile terminal separation required) • Assigned interval of 145 seconds yielding ~ 5.80 nautical mile final spacing (@150 knots)

10. Current Implementation Status (4 of 4) • Data collection • On-going baseline and FDMS data collection • Ground-based M&S under-going testing and development • Strategic sequencing and spacing for CDAs and FDMS • Believed necessary for appropriate set-up to FDMS • Testing of near-term / AOC implementation • Concept development of longer-term ATC implementation

11. UPS Flight Deck Operations

12. UPS FDMS Equipment AGD ACARS EFB / CDTI

13. UPS Operation - Domain

14. UPS Operation – Initiation • Daily coordination with UPS and the associated ATC facilities • Message send via datalink (ACARS) from GOC • Traffic To Follow (TTF) • Interval (in seconds) • Common merge fix

15. UPS Operation – Set-Up • Message send via datalink (Aircraft Communications Addressing and Reporting System (ACARS)) from Global Operations Center (GOC)

16. UPS Operation – Set-Up Menu 145

18. UPS Operation - Conduct • Communicate with ATC on initiation and when checking in to each new frequency “…Company Spacing…” • Follow speed commands to merge fix through CDA and instrument approach • 15 knot or greater speed changes

19. TFC MSG TGT DIST DIFF GS CMD SPD 9.9 235

21. UPS Operation - Termination • No communication required if terminating at normal point of 1500 Above Ground Level (AGL)

22. UPS Operation – Initial Impressions • Initiation method (datalink) acceptable • Flight crews following appropriate phraseology and it appears to be sufficient • Non-normal situations are sufficiently resolved • Visual approach and visual separation issuance during final portions of the arrival if spacing issue • Current flight crew coordination procedures are sufficient • CDTI is a useful tool • Need more data on spacing performance

23. ATC Operations

24. ATC Operations (SDF) • Hours of operations – 0100 to 0400 local time • West Coast arrivals (16 aircraft) • 4 CDAs

25. ATC Operations – Aircraft Routes

26. ATC Operations (SDF) - CDAs *NOTE- CDA’s can be conducted without FDMS. The Requirements Focus Group (RFG) is currently discussing FDMS applications beyond CDA’s.

27. ATC Operations - (SDF)

28. ATC Operations (SDF)

29. ATC Operations (SDF)

30. ATC Operations (SDF) Restricted Area

31. ATC Operations (SDF)

33. ATC Operations – Initial Impressions (1 of 2) • En Route • Minimal to no effect • Terminal • Blending FDMS and non-FDMS aircraft • IMC weather adds to the complexity • Vertical profile of CDA is higher and must be factored into future airspace design

34. ATC Operations – Initial Impressions (2 of 2) • ATC Benefits - Reduced Workload • Flight crews manage spacing interval • ATC monitors interval to ensure separation • Traditional handling- 8 to10 transmissions • FDMS handling- 4 to 5 transmissions • Consistent Aircraft Performance

35. Next Steps

36. Next Steps (1 of 2) • UPS waiting on Boeing 767 operational approval for FDMS • Examine whether 15 knot quantization is too coarse • Temporary hold on weekly operations due to UPS busy period prior to winter holidays • Continued testing of ground-based M&S • Field test event following 767 operational approval and ground-based M&S tool maturation • Report out on results and provide feedback to RFG, etc.

37. Next Steps (2 of 2) • Work completed on concept and safety will be used as input to RFG during development of Sequencing and Merging (S&M) • S&M covers the initial implementation of FDMS • Move beyond the initial, interim UPS and SDF only implementation • Other airlines, other locations, and more complex environments • Continue to develop benefits case • Define next implementation of ground-based and flight deck-based M&S