High Density Airport Time-based RNAV/RNP NextGen/JPDO Demonstrations 3D Path Arrival Management (PAM) Project

1. High Density Airport Time-based RNAV/RNP NextGen/JPDO Demonstrations 3D Path Arrival Management (PAM) Project

2. Table of Contents • The Team • Executive Summary – What is 3D PAM • Project Status • Detailed Description of the Concept • High Level Schedule

3. NextGen Transportation System Joint Planning and Development Office Team Members

4. 3D PAM – FAA, NASA and Industry Leads for Coordination: • Marc Buntin - Project Lead • Richard Coppenbarger - EDA Principal Investigator • Ewald Schoemig – FD Concept Lead, FD HITL Sims • Doug Sweet - EDA SW development

5. Executive Summary(The Problem) • Significant congestion exists today in the arrival and departures streams of medium to large airports • Air Traffic Controllers frequently sequence traffic • Diminishes capacity and efficiency • Problem will not improve without intervention • 3D Path Arrival Management operational concept is an initial intervention in advance of NextGen 4D trajectory operations to address this problem.

6. Executive Summary(The solution – 3D PAM) • Efficient and predictable method to deliver aircraft from the TOD to a metering fix: • Requires: New automation support tool (TMA enhancement) and modern FMS • Allows the aircraft to fly an efficient, optimized descent arrival trajectory from cruise to meter fix • The automation provides the clearance for the ATC to send to an aircraft • Clearance issued via voice (Future: domestic datalink) • Clearance is manually loaded into the FMS for execution • The FMS executes the clearance taking advantage of RNAV / RNP capabilities

7. 3D PAM Concept Definition • Efficient and predictable method to deliver aircraft from the TOD to a metering fix in medium/high traffic demand: • New automation support tool (TMA enhancement) and • Modern FMS • Ground automation provides conflict-free, trajectory-based clearance advisories to ATC • Clearance issued via voice (Future: domestic datalink) • Trajectory-based clearances are FMS executed in the airplane: • Utilization of existing aircraft navigation capabilities (LNAV, VNAV, RNP) 3D Path Arrival Management concept is an initial intervention to 4D Trajectory Based Operations, providing efficiency benefits in today’s operational environment

8. Primary Expected Benefits • Improved flight efficiency: • Reliable / Efficient routing • Optimum speed and altitude profiles • Reduced fuel burn, emissions and environmental impact • Operational efficiency improvements: • Improved meter fix delivery accuracies • Delay reduction • Reduced frequency and duration of voice communications • Increase controller productivity • Reduced workload from trajectory clearances • Increased flight path predictability and repeatability • Flight path execution with airplane navigation accuracies • Improved air/ground situational awareness

9. Required Navigation Performance (RNAV/RNP) and 3D Path Operations • Operational Environment – Arrival Transition: • Path stretching is required when speed control is insufficient to achieve spacing • ATC uses automation tools to select conflict free path and speed to space traffic • Voice based clearances for all aircraft • FMS execution of cleared flight paths • 3D Path Design: • Lateral path design enables FMS-based execution with LNAV, not headingcommands RNP • En-route: “Place/Bearing/Distance” or lateral offsets • Arrival transition: “Place/Bearing/Distance” (PBD) • Terminal Area: Pre-defined 3D paths, published and available in air and on ground • Vertical flight path enables VNAV execution by the aircraft: • FMS optimizes the vertical profile: Continuous Descent Arrivals (CDA) in high traffic conditions

10. 3D Paths in Arrival Management - Overview • Ground automation maximizes airport throughput and flight efficiency • Computes schedule at runways and meter fixes • Selects cruise/descent speeds and lateral path stretch to meet schedule • ATC provides complete flight path from cruise to Meter Fix • Allows FMS to fly optimal vertical profile • LNAV/RNP/VNAV execution of flight path • Enables trajectory-based operations Path Stretch Start TOD Path Stretch End Triangular Delay Paths in Center: Waypoint Insertion Using Place-Bearing Distance (PBD)– Cleared Using Voice Meter Fix 3D PAM Target Domain Pre-Defined 3D Path Sets in Terminal Area

11. ZFW/ZHU Center Boundary Houston TRACON Boundary Typical Arrival Paths and Vectoring Areas in High Demand Heavy Traffic Flow Through Four Corner Posts Requires Path Stretching

12. Arrival Management Automation Traffic Management (TMA) and En Route Descent Advisor (EDA) Functions Required: EDA Functionality

13. Flight: EGF586 Clearance issued Before TOD STA Original path ETA Mag. North Stretched Path Bearing: 52 deg Distance: 61nm Meter Fix: DAS EGF586 P/DAS 052 061 P/DASC/250 D/240 3D Paths in Arrival Management: Supporting Ground Automation Meter Fix Schedule: Traffic Management Advisor (TMA) Path-Based Advisory to Meet the Schedule: En-Route Descent Advisor (EDA) Functionality

14. Arrival Management Event Sequence - Center

15. 3D PAM – Clearance and Aircraft Types • Strategic 3D Path clearances: • Issued after TMA freeze horizon and before TOD • Path stretch based on Place-Bearing Distance (PBD) • Conflict free EDA type advisories consist of new cruise/descent speeds, lateral path stretch, and intermediate altitude (for conflicts only) • Tactical 3D Path clearances – issued if required: • Strategic clearance could not be implemented • EDA time-based monitoring: Meter fix ETA out of compliance • Combined speed and path stretch advisory based on PBD • Considered Aircraft Types:

16. 3D PAM Core FY08 Activities • Project plans for FY08 focuses on four main areas • Development of the overall 3D PAM Concept • ATC / Flight deck perspective • Continued development of EDA functionality • Initiation of the Concept Requirements Definition phase of AMS process • Definition of Functional Requirements Specification (Acquisition strategy TBD)

17. Q1 Q1 Q1 Q1 Q1 Q2 Q2 Q2 Q2 Q2 Q3 Q3 Q3 Q3 Q3 Q4 Q4 Q4 Q4 Q4 High Level Schedule FY08 FY09 FY10 FY11 FY12 ATC / FD Centric Simulations OMB / JPDO Demonstrations Integrated Sim Demo Boeing (Seattle, WA) Flight Demo (Denver, CO) Fast Time Sims. Metrics ID / Initial Metrics Plan Initial Benefits Analysis CRD Process IARD Process Flight Trials Tech Transfer – EDA Functionality JRC – 2A All work is being conducted in collaboration with following offices: TMA and ERAM Organizational partners: JPDO, ATO-E, ATO-R, ATO-T JRC-2A lead most likely ATO-E (Acquisition strategy is TBD)

18. Summary 3D Paths provide a feasible near term operational concept: • Based on integrated use of current FMS capabilities and advanced ground automation (TMA, EDA-type functionality) • Feasible in today’s operational environment • Provides near term efficiency benefits – enables CDA operations from TOD to meter fix • Crucial step towards Trajectory Based Operations in NextGen • Enables transition to integrated data link operations • Mixed equipage accommodation in future concepts • Initial implementation domain from cruise to meter fixes