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Global Global Air Traffic Management

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Global Air Traffic Management by ASBU, GANP, A-CDM and 4 D Trajectory

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Global Global Air Traffic Management

  1. 1. Global Air Traffic Management Arvind Kumar Singh, 9/22/2016 1
  2. 2. ATM ATS FIS ATC ATFCM ASM FUA CDR 1/2/3 Air Space Design 9/22/2016 2 ATM
  3. 3. ICAO Strategic Objectives  Safety: Enhance global civil aviation safety.  Air Navigation Capacity and Efficiency Increase capacity and improve efficiency of the global civil aviation system.  Security and Facilitation: Enhance global civil aviation security and facilitation.  Economic Development of Air Transport: Foster the development of a sound & economically- viable civil aviation system.  Environmental Protection: Minimize the adverse environmental effects of civil aviation activities.9/22/2016 3
  4. 4. ASBU Methodology  Programmatic and flexible global System Engineering approach  Allow States to transition to advanced Air Navigation capacities based on their specific operational requirements  Federate ATM Community in realizing the global harmonization, increased capacity and improved environmental efficiency 9/22/2016 4
  5. 5. Basis for Block Upgrades  Foundation of blocks originates from existing, near term implementation plans and extracted from (examples): Aligned with ICAO ATM Operational Concept  Block upgrades will allow structured approach to meet regional and local needs , while considering associated business cases  Recognition that all modules are not required in all airspaces 9/22/2016 5
  6. 6. Aviation System Block Upgrades  Intended Operational Improvement/Metric to determine success  Necessary Procedures/Air and Ground  Necessary Technology/Air and Ground  Regulatory Approval Plan/Air and Ground  Well understood by a Global Demonstration Trial  All synchronized to allow initial implementation  Won’t matter when or where implemented 9/22/2016 6
  7. 7. ASBU Approach  Addresses ANSP, aircraft & regularity requirements  4 improvement areas identified  Implementation through Blocks (0, 1, 2 and 3), each containing modules  Each module is explained in a standardized 4-5 pages template  Provide a series of measurable, operational performance improvements  Organized into flexible & scalable building blocks  Could be introduced as needed  All modules are not required in all airspaces 9/22/2016 7
  8. 8. 8 8 Understanding the Relationships Optimum Capacity and Flexible Flights Globally Interoperable Systems and Data Efficient Flight Path Airport Operations Performance Improvement Areas Block 0 (2013) Block 1 (2018) Block 2 (2023) Block 3 (2028 & >) B3-15B2-15B1-15B0-15 Module
  9. 9. Block 0: Content Overview 9 Block 0 Today and Beyond; Based on Operational Need 3 Modules depending on: Ground-Ground Integration based on AIDC; Digital AIM using AIXM and other developments. 5 Modules depending on: GNSS-based Approaches; Better Wake Vortex Minima; A-SMGCS; Airport CDM, Improved Metering 7 Modules based on: PBN, FUA and CDM in combination; Improved Flow Planning and Air Traffic Situational Awareness. 3 Modules based on: Existing Datalink Operations which support CDOs, CCOs and En-Route Operations Optimum Capacity and Flexible Flights Globally Interoperable Systems and Data Efficient Flight Path Airport Operations Performance Improvement Areas Full 4D – TBO And More Traffic Complexity Management Full FF-ICE And More Integrated AMAN/DMAN /SMAN 9
  10. 10. 9/22/2016 10
  11. 11. Block 0: Capabilities within our Grasp Today  Block 0 initiatives must leverage on existing on-board avionics  3 Priorities have been agreed to: Performance Based Navigation (PBN) Continuous Descent Operations (CDO) Continuous Climb Operations (CCO) 11
  12. 12. Block 0: Across the Phases of Flight 12 CTA B0-65 – Optimisation of Approach Procedures including Vertical Guidance B0-75 - Improved Safety & Efficiency of Surface Operations (A-SMGCS Level 1-2) B0-80 - Improved Airport Operations through Airport-CDM B0-15 - Improved Traffic Flow through Runway Sequencing (AMAN/DMAN) B0-70 - Increased Runway Throughput through Wake Turbulence Separation B0-30 - Service Improvement through Digital Aeronautical Information Management ToD B0-05 - Improved Flexibility & Efficiency in Descent Profiles (CDOs) B0-20 - Improved Flexibility & Efficiency in Departure Profiles (CCOs) B0-25 - Increased Interoperability, Efficiency & Capacity through Ground- Ground Integration ToC B0-101 – ACAS Improvements B0-10 - Improved Operations through Enhanced En-Route Trajectories B0-35 - Improved Flow Performance through Planning based on a Network-Wide view B0-40 - Improved Safety & Efficiency through the initial application of Data Link En-Route Airport Operations Optimum Capacity and Flexible Flights Efficient Flight Path Globally Interoperable Systems and Data Performance Improvement Areas B0-85 – Air Traffic Situational Awareness (ATSA) B0-86 - Improved Access to Optimum Flight Levels through Climb/Descent Procedures using ADS-B B0-105 - Meteorological Information Supporting Enhanced Operational Efficiency and Safety B0-84 - Initial Capability for Ground Surveillance B0-102 - Increased Effectiveness of Ground- based Safety Nets
  13. 13. 9/22/2016 13
  14. 14. 9/22/2016 14
  15. 15. Optimum Capacity and Flexible Flights Using procedural concepts (e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0 B0-10 Improved Operations through Enhanced En-Route Trajectories Implementation of performance-based navigation (PBN concept) and flex tracking to avoid significant weather and to offer greater fuel efficiency, flexible use of airspace (FUA) through special activity airspace allocation, airspace planning and time-based metering, and collaborative decision-making (CDM) for en-route airspace with increased information exchange among ATM stakeholders B0-35 Improved Flow Performance through Planning based on a Network-Wide view Collaborative ATFM measure to regulate peak flows involving departure slots, managed rate of entry into a given piece of airspace for traffic along a certain axis, requested time at a waypoint or an FIR/sector boundary along the flight, use of miles-in-trail to smooth flows along a certain traffic axis and re-routing of traffic to avoid saturated areas B0-85 Air Traffic Situational Awareness (ATSA) This module comprises two ATSA (Air Traffic Situational Awareness) applications which will enhance safety and efficiency by providing pilots with the means to achieve quicker visual acquisition of targets:  AIRB (Enhanced Traffic Situational Awareness during Flight Operations)  VSA (Enhanced Visual Separation on Approach).
  16. 16. 16 Using procedural concepts (e.g. RNP, FUA, etc.) and Air Traffic Situational Awareness - combined with enhanced planning tools and information sharing, the enroute phase of flight supports additional capacity and flexibility using the Modules of Block 0 B0-86 Improved access to Optimum Flight Levels through Climb/Descent Procedures using ADS- B The aim of this module is to prevent flights to be trapped at an unsatisfactory altitude for a prolonged period of time. The In Trail Procedure (ITP) uses ADS-B based separation minima to enable an aircraft to climb or descend through the altitude of other aircraft when the requirements of procedural separation cannot be met. B0-101 ACAS Improvements Implementation of ACAS with enhanced optional features such as altitude capture laws reducing nuisance alerts, linking to the autopilot for automatic following of resolution advisories B0-102 Increased Effectiveness of Ground Based Safety Nets Ground monitoring of the operational environment during flight to provide timely alerts of risks to flight safety. In this case, short-term conflict alert, area proximity warnings and minimum safe altitude warnings are proposed. B0-84 Initial Capability for Ground Surveillance To provide an initial capability for lower cost ground surveillance through new technologies such as ADS- B OUT and wide area multilateration (MLAT) systems. This capability can support various ATM services, e.g. traffic information, search and rescue and separation provision. Optimum Capacity and Flexible Flights
  17. 17. Efficient Flight Path B0-05 Improved Flexibility and Efficiency in Descent Profiles (CDOs) Deployment of performance-based airspace and arrival procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous descent operations (CDOs) B0-20 Improved Flexibility and Efficiency in Departure Profiles (CCOs) Deployment of departure procedures that allow the aircraft to fly their optimum aircraft profile taking account of airspace and traffic complexity with continuous climb operations (CCOs) B0-40 Improved Safety and Efficiency through the initial application of Data Link En-Route Implementation of an initial set of data link applications for surveillance and communications in ATC The use of procedurally based Optimized Profile Climbs and Descents as well as an initial Data Link Capability helps to establish a Block 0 capability for improved operational efficiencies
  18. 18. 9/22/2016 18
  19. 19. Summary of ASBU  The “Aviation System Block Upgrades” initiative is the best approach to reach goals  Enables global interoperability (which is our goal)  Develops clear solutions (block upgrades)  Establishes a transition plan (it’s a well thought out way for going forward)  Support the development of a Global CNS/AIM and avionics roadmaps
  20. 20. Airport Collaborative Decision Making (A-CDM) 9/22/2016 20
  21. 21. A-CDM  Airport become bottle neck in ATM and suffer from :  Limited number of stands  Queues on runway  Late/inaccurate information to passengers  Insufficient use of capacity during adverse conditions,i-e: Rain, Fog , Low visibility  No communications between different stakeholders.  Lack of predictability of flights... 9/22/2016 21
  22. 22.  Sharing of information (Aircraft Operator, Airport Operator, ATC, Support Services)  Milestone Approach( In bound, Turn around, out bound)  Departure Planning Information  VTT( Exit, Exot)  Adverse Condition 9/22/2016 22 A-CDM
  23. 23. 9/22/2016 23 A-CDM Tools: D-MAN/A-MAN D-MAN • Helps ATC to optimize Departure Sequence • Reduce the number of aircrafts queuing at the runway threshold. • Improve departure sequence by calculating TTOT(Target Take off time) • Sequence created will be based on:  Airspace State,  Wake turbulence,  Aircraft Capability,  User Preference,
  24. 24. 9/22/2016 24 A-CDM Tools: D-MAN/A-MAN A-MAN • Optimize Arrival Sequence • Anticipate Adequate action on the Traffic Advisory (time to lose/gain in minutes) • For Pilots respect of CTA and Speed change • For ATC CTA clearance, Speed reduction, Path stretching • Provide TLDT(Target Landing Time)
  25. 25. D-MAN & Pre Departure Sequencer(PDS) 9/22/2016 25
  26. 26. 4D 9/22/2016 26
  27. 27. 4D ACDM XMAN ........... ADS-BCPDLC AMAN DMAN 9/22/2016 27 i4d
  28. 28. 9/22/2016 28 • Initial 4D operations consist in giving a time constraint at merging point to each aircraft converging to this point, in order to sequence the traffic. • Typical merging point could be Initial IAF, in the vicinity of congested airports, CTA given before Top of Descent • i4D: Constraint at one point (CTA) • 4D: Constraint over different points{Control time Over (CTO)} i4d  ADS-C: A/C Downlinks of 4D predicted trajectory(ADS-C)  Regarding ETA and traffics, ATC requests reliable RTA  CPDLC: ATC uplinks the route clearance (Route/FL/RTA=4D)  Crew insert RTA in FMS  MET: Updated by crew(wind, T°..)  4D agreed by crew +
  29. 29. i4D: Initial 4D 9/22/2016 29
  30. 30. TBO Module: Trajectory Based Operations Bloc 0: 2013 ‐ 2018  Data Link Applications:  ADS‐C & CPDLC Bloc 1: 2018 ‐ 2023 Optimization of Approach Sequences  RTA (Required Time of Arrival) :FMS  CTA (Controlled Time of Arrival) :AMAN Airport Operations  D‐TAXI  DCL (Departure Clearance)  D‐OTIS (Operational Terminal Information) 9/22/2016 30 i4d
  31. 31. i4d ASEP Module: Airborne SEParation  Bloc 1: 2018 ‐ 2023  Avionic: ADS‐B IN / OUT + CPDLC  Ground: CPDLC and AMAN  IM (Interval Management) in Time/Distance  Implementation Timeline  2013-2018  ATSAW (Air Traffic Situational Awareness)  ASPA (Airborne Separation Assistance System SPAcing)  2018 ‐ 2023 ASEP:  Interval Management, sequencing and merging  2023 ‐ 2028 SSEP:  Self SEParation  Transfer of Separation from ATC to Pilot 9/22/2016 31
  32. 32. 9/22/2016 32

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