Gate-to-Gate Operations Update Captain Bob Hilb UPS Advanced Flight Systems April 14, 2008

1. Gate-to-Gate OperationsUpdateCaptain Bob HilbUPSAdvanced Flight SystemsApril 14, 2008

2. Agenda • Background • Gate-to-Gate Scheduling and Control • Merging and Spacing • Cockpit Display of Traffic Information Assisted Visual Separation • Surface Area Movement Management • Benefits

3. Implementation Concept • Gate-to-Gate surveillance, RTA/Flight Deck Merging and Spacing (FDMS), NextGen CDA RNAV/RNP procedures, and Datalink • Enable building and controlling of a total schedule • Systems approach needed • Optimize to the total system, not sub-optimization of each individual capability • FDMS can deliver aircraft to the runway, the critical point of the schedule, within a few seconds • Time based wake turbulence separation can enable all weather capacity consistency • Runway stagger technique to further optimize runway usage • Can be done with minimal FMS and ATC automation changes

4. Louisville Technology Demonstration • Previous • Surface Management System (SMS) • Successful test of Continuous Descent Arrivals (CDAs) • ADS-B Cockpit Display of Traffic Information (CDTI) on 107 B-757 and B-767 aircraft – ADS-B “Out” on other aircraft • Now • Airline Based En-route Sequencing and Spacing (ABESS) • Five B-757 with ACSS SafeRoute - FDMS, CDTI Assisted Visual Separation (CAVS) and Surface Area Movement Management (SAMM) • B-767 Certification and Ops Approval imminent

5. SMS – Airport View

6. Continuous Descent Arrivals • Arrival procedure (RNAV/RNP) for idle power descent from cruise to final approach • saves fuel, lowers noise, lowers emissions • FAA Center of Excellence for Noise & Emissions sponsored successful trials Oct. 2004 at SDF

7. Trial Results • Reduced Noise Impact • CDA (Sept 14 -18) • ) • Continuous Descent Arrivals – October 2004 Trials • 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 Baseline (Sep 28-Oct 2)

8. Trial Results • Identified the need for a closed loop spacing system for high traffic density NextGen CDAs • Needs affordable retrofit to make the concept feasible • Bundled applications in an Electronic Flight Bag • Merging and Spacing • Surface Area Movement Management • ATC datalink and others • Surveillance Processor alternative to FMS upgrade • FDMS with RTA

9. ABESS • Based on earlier MITRE and NASA work • Uses all available surveillance sources to predict aircraft sequence and build schedule for arrival fix (at all runway ends – future) • FAA radars, ACARS, ADS-B, and Rapid Update Cycle (RUC) winds (SMS for all nearby airports - future) • Detects conflicts • Calculates speed changes and RTA to smooth flow • Uplinks speed to aircraft and M&S info (RTA future) • Joint FAA, NASA, MITRE, UPS project

10. Scheduling Process • Utilize fused surveillance (with ADS-B accuracies) and SMS to allow scheduling of aircraft inbound to a hub • All aircraft within defined time horizon (1-2 hours?) • All airborne and pre-departure traffic • SMS predicts when aircraft at close-in airports will be ready for take-off • Schedule built to maximum capacity for each runway with slots for pre-departure aircraft • Move slots as required

11. Controlling the Schedule • Airborne aircraft are initially given speeds (RTA – future) via datalink to achieve strategic schedule • Datalink - initially ACARS, ultimately ATC datalink • Scheduler - initially ABESS, ultimately in terminal traffic manager • Pre-departure aircraft are given take-off times to make their slots • Similar to today’s controlled take-off time process • Slots are easily moved to accommodate unexpected ground delays • Within ADS-B range, aircraft are assigned the aircraft to follow and spacing interval via datalink • Aircraft use FDMS to the runway

12. Currently in Revenue Service VMC or IMC Merging and Spacing NextGen Constant Descent Arrival (CDA) CDTI Assisted Visual Separation (CAVS) / CEFR Approach

13. Merging and Spacing – Now • Redesigned RNAV/RNP arrivals that utilize CDA principles • AOC strategic scheduling and spacing at Louisville • Airline Operations Center (AOC) utilizes ABESS to provide speed, spacing, and aircraft-to-follow assignments to flight crew • ATC responsibilities unchanged • Responsible for separation • Intervenes, if necessary, to maintain arrival flow • Maintains awareness of AOC and flight deck spacing operations

14. VMC Capacity in IMC Conditions • CDTI Assisted Visual Separation (CAVS) • Provides the ability to maintain “Visual Approach” arrival rates in conditions that currently require Instrument Approaches • Advanced ATSA-VSA • Initially allows loss of out the window visual during Visual Approaches • Ultimately penetrate cloud layer in basic VMC Next Steps • Relieve controller of wake turbulence separation responsibility • With extremely consistent delivery of aircraft at runway using FDMS • Use FDMS for runway stagger

15. SAMM

16. Surface Area Movement Management (SAMM) • Airport surface map and traffic displayed on the EFB provides surface situational awareness • Tracks the movements of own aircraft and other ground and airborne traffic in the terminal area using ADS-B • ASDE-X based Traffic Information Service-Broadcast (TIS-B) (next year) • Alerts crews of potential conflicts with traffic (next year) • Alerts crews if incursion is imminent (next year) • Commercial Aviation Safety Team (CAST) determined moving map with traffic over 95% effective • All other strategies less than 50% effective

17. Current Results • Five 757s equipped with SafeRoute • 1-2 nights weekly, 2-4 aircraft per night • Limitations - crew training, aircraft availability • FDMS has worked as advertised • No problems with SAMM, about 75 airports in database • CAVS working as advertised, concerns on call sign usage but not needed for CAVS • Should activate a 757 in Europe shortly • Expect 767 cert and ops approval shortly • Will activate 3-4 767s immediately thereafter

18. Runway Stagger • During simultaneous dependant approaches controllers raised concerns over spacing • Ability to use FDMS to space off of the aircraft on the parallel runway would greatly enhance capacity in many airports • It could also allow many airports to make more runways mixed use with even further capacity gains • Can take advantage of previous Paired Approach application work with runway separations down to 700 feet 2500 ft or less  1.5 mi diagonal  Normal spacing 1.5 mi diagonal 

19. Merging and Spacing Operations • Flight deck-based spacing function • Uses CDTI and Speed Guidance • After flying NextGen CDA, CAVS approach can be flown • Worldwide implementation • ATC utilizes scheduling tool for all participants • Aircraft flying NextGen CDA require M&S functions • Runways can be designated for M&S operations in a mixed equipment environment for early implementation

20. UPS Aircraft Architecture • ACSS Surveillance (TCAS) 3000 • ACSS Transponder upgrade - DO-260A • Boeing Class III EFB (possibility of using Class II/III or 2 Class II EFBs) • ADS-B Applications • CPDLC (future) • Surface Moving Map • AOC Applications • Simple speed guidance display

21. Benefits • UPS Louisville • Significant fuel, distance, and time reductions measured but with limited data • Should have public results soon • Airspace System • First major step towards aviation modernization • Affordable retro-fit, ability to standardize across all fleet types allows near term implementation • Provides guidance for new aircraft implementation • Bundled applications within in one system create layered, cumulative benefits with good ROI • Accelerates EUROCONTROL, FAA, and JPDO plans