LVNL perspective on Tailored Arrivals Using aircraft capabilities to improve the ATM System

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LVNL perspective on Tailored Arrivals Using
aircraft capabilities to improve the ATM System

• Boeing Tailored Arrivals Symposium
• Robert Kok (LVNL)
• 21 March 2007

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Contents

• Schiphol airport and airspace
• LVNLs challenge
• AADT project
• Operational trial
• Follow up activities

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Schiphol Airport

• Main carrier KLM / AF group
• 21 runway usage during peak operation
• Stringent noise legislation
• Noise sensitive politically active communities

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Schiphol terminal airspace
30NM
Up to FL95
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En-route airspace
FL245
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Typical flight profile
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Complexity of European airspace
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LVNLs challenge

• Contribution to the mainport policy
• (Selective) growth of Schiphol operations at
  current location
• High sustainability (gt95) of available capacity
• Development of nearby airports (EHRD and EHLE)
• Reduction of environmental impact
• ATM System Strategy

Simple
Realistic
Predictable
Stable
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2009-2010
2007-2008
2011-2020
VISIE
V
Veiligheidsniveau neutraal
Veiligheidsniveau neutraal
Veiligheidsniveau neutraal
Werkbelasting per vlucht neutraal
Werkbelasting/vlucht ?
Werkbelasting/vlucht ?
E
Druk kennis/vaardigheden VKL?
Druk kennis/vaardigheden VKL?
Concentreren geluid
Concentreren geluid
M
Reductie geluid op de grond
Reductie geluid op de grond
22 baangebruik
Studie Grondafhandeling
RIASS (hele veld)
CROS pilot 5
Onafhankelijke nadering 06/36R
Onafhankelijke nadering 18R/18C
Verhoging aanvangshoogte
Geluidsarme nadering 06/36R 18R/18C
RD geïntegreerd in TMA
Verkeersleiding EHLE
Multi Airport Systeem
IBP fase 1
IBP onafhankelijk naderen
Outbound planning
Traffic management
CRDA 06/36R
CRDA en merging tools APP
Outbound afhandeling en stabiele inbound stromen
SARA demonstrator
Capaciteitsverhoging marginaal zicht/BZO
Reductie crosswind invloed op capaciteit EHAM
(RIS/RAS) Noordzee
Striploos werken ACC
Vertical radar view
Transponderverplichting onder TMA1
Digitale strippen TWR
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AADT project
Assignment Study the possibilities of using
capabilities of modern jet transports for
reduction of the environmental impact of flight
operations around Schiphol
A possible solution for realisation of stable
predictable traffic flows is to make use of
equipment and capabilities of aircraft.
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AADT project

• Advanced Arrival Departure Techniques
• Focus on arrivals departures as a lower priority
• Exploration of using aircraft technology to
  improve ATM
• Purpose to detail ATM System Strategy for
• Predictable traffic flows
• Low noise arrival and approaches (tailored
  arrivals)
• Deliverables
• Research reports
• Operational trial between January 8 and March 15,
  2006

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AADT results - arrivals roadmap
2008
2009
2010
2011
2020
2012
2013
2015
2006
2007
2014
Optimal arrivals
Merging tools
Procedures
ACE1 Accommodate CDA with conventional ATC
Inbound planning
Optimal arrivals
Improved navigation capability
Parallel (CDA) approach procedures
ACE2 Accommodate CDA to parallel runways with
conventional ATC
Optimal arrivals
Cross sector Clearence co-ordination and delivery
Ground tool
Phase 3
Phase 1
Phase 2
ACE 3 Accommodate CDA 24 hours a day
Integrated data link
Phase 1
Phase 2
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Operational trial

• Purpose feasibility assessment of (parts of)
  the AAT concept
• Collect data (and experience) on predictability,
  environmental impact and flight efficiency of
  CDAs
• Predictability from FMC downloads before TOD in
  comparison with flown trajectories and ground
  system predictions
• Environmental impact flight efficiency
  measurement from DFDR
• Investigate hand-off procedures between ATC units
• Participating organisations
• ANSPs
• Airlines
• Aircraft manufacturer
• Executed January 8, 2006 March 15, 2006

MUAC
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Operational trial procedures

• Eligible flights
• ETA EHAM 2330 and 0500LT
• Routing via sector 1,2 or 3
• All Transavia flights
• Martinair A320 and MD-11 flights

• Fixed unique routing to runway
• Facilitate co-ordination with MUAC
• Facilitate data collection
• Current LoA and procedures
• CDA can be broken off at controllers descretion
  (e.g. traffic)

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Trial results

• Participation rate lower than expected
• Direct to and high speed preferred over fixed
  routing via STAR and transition (airline
  dependent)
• No problem with non-participating airlines
• Substantial amount of quantitative data collected
• FL and timing prediction accuracies depending on
• Accuracy of meteo information in FMC calculation
• Flight techniques
• Environmental and flight efficiency benefits
  demonstrated
• Positive feedback from operational staff

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• During trial period 875 night flights arrived at
  Schiphol
• Night runways (06 and 18R) used most of the time
  (50/50) apart from some with high winds (27 and
  36C)

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Follow up acitivities

• Step 1 (CDAs with conventional ATC)
• Night CDA improvement in pilot project with
  Schiphol communities (CROS)
• Step 2 (CDAs on independent parallel approaches)
• Likely candidate for development under KDC-Boeing
  contract for RD co-operation
• Step 3 (Tailored arrivals in complex busy
  airspace)
• Ground function for timely and deconflicted
  delivery of traffic at metering fixed developed
  in SARA project with Boeing, MUAC and airlines
• Data link activities under KDC contract by NLR

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SARA project

• Purpose
• Deliver advisories on speed and/or routing to UAC
  and ACC controllers to better achieve planned
  arrival times and deconflict traffic
• Approach
• Develop SARA prototype tool and experiment in
  simulated and operational environments
• Rough timescales
• Development 2006, experiments 2007, results 2009
• Participating organisations
• ANSPsLVNL, MUAC
• Airlines KLM, Martinair, Transavia
• Aircraft manufacturer Boeing

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End