Performance analysis of arrival management with 3D paths and speed control

Growing political pressure and widespread social concerns about climate change are triggering a paradigm shift in the aviation sector. Projects with the target of reducing aviation’s CO2 emissions and their impact on climate change are being launched to improve currently used procedures. In this paper, a new coordination process between aircraft flight management systems (FMSs) and an arrival manager (AMAN) was investigated to enable fuel-efficient and more sustainable approaches. This coordination posed two major challenges. Firstly, current capacity-centred AMANs’ planning processes are not optimised towards fuel-efficient trajectories. To investigate the benefit of negotiated trajectories with fixed target times for waypoints and thresholds, the terminal manoeuvring area was redesigned for an independent parallel runway system. Secondly, the FMS-AMAN negotiation process plan the trajectories based on time, whereas air traffic controllers guide traffic based on distance. Three tactical assisting tools were implemented in an air traffic controller’s working position to enable a smooth transition from distance-based to time-based coordination and guidance. The whole concept was implemented and tested in real-time human-in-the-loop studies at DLR’s Air Traffic Validation Center. Results showed that the new airspace design and concept was feasible, and a reduction in flown distance was measured.

Accommodation of projected air travel demand increases over the next 20 years requires significant change in operations and the capability to handle a large number of additional airplanes at airports and in the airspace. This situation has been addressed by the development of operational concepts for implementation in the 2020-2025 timeframe. The concept in this paper focuses on the near-term operational implementation in the 2008-2012 timeframe for operations in high traffic conditions. The concept is fundamentally based on the concept of 3D paths that are sets of three-dimensionally defined flight paths to be used for path stretching or shortening by air traffic control (ATC). A set of 3D paths contains a nominal path that an airplane would fly without any ATC interaction, and additional path options to space airplanes, and provide timing control for required delay implementation. In this paper, we describe the 3D path concept and discuss 3D path designs based on operational and airspace requirements. Design of these flight paths, however, does not specify a particular implementation in the airplane's flight management system (FMS), the FMSs navigational data base (NDB) or its use in supporting ground automation and clearances. These implementation options and their impact on FMS functions, NDB size, ground automation and human factors are the main focus of this paper

Future air traffic management will require a variety of automated decision support tools to provide conflict-free trajectories and their associated error margins. The ability to correctly forecast aircraft trajectories, i.e. trajectory prediction, is the central component of such automated tools, which will enable continued provision of safe and efficient services in increasingly congested skies. Current approaches for trajectory prediction, available in the open literature, make a number of assumptions in order to simplify the mathematical models of aircraft motion. Furthermore, many existing methods perform three-dimensional trajectory prediction, in which information on expected times of arrival at significant points along the intended aircraft route is not considered. This results in inaccurate trajectories not suitable for conflict detection and resolution. This paper presents a novel four-dimensional trajectory prediction scheme that makes full use of data on expected times of arrival. A three dimensional point-mass model for a standard civil aircraft is used to emulate aircraft dynamics, while the aircraft operating mode is characterised through a set of discrete variables. The aircraft performance model used relies on the EUROCONTROL Base of Aircraft Data (BADA) set and the computed trajectory accounts for the effects of wind. Inputs include navigation data and aircraft intent information, which unambiguously define the trajectory to be computed according to the flight plan. In the proposed model, aircraft intent information is summarised in a simple, but effective, set of instructions contained in a Flight Script. Furthermore, two key innovations to trajectory prediction are introduced. Firstly, a novel scheme to emulate the control system used for aircraft lateral guidance is proposed and secondly, on the basis of aircraft intent information, a new procedure to estimate speed is presented. The performance of the enhanced trajectory model proposed is quantified using a detailed operational dataset (real flight data) captured in a European airspace. The results show that, over an extended time-horizon, the enhanced model is more accurate than two representative existing methods, and that it is suitable for reliable trajectory prediction.

This paper presents a SOA and cloud computing based architecture for the distributed simulation of advanced flight management system (FMS). The architecture is designed to facilitate the fast simulation, validation and evaluation of different FMS system designs and functionalities with customized system configurations and widely varying aircraft equipage levels under various operation conditions. It is also intended to accommodate the potential evolutionary extensions of new avionics concepts and functionalities such as the future CNS/ATM and 4-D trajectory based technologies. To address the requirements of flexibility, scalability and reusability, the design of the simulation architecture takes advantage of the cloud computing and service oriented architecture (SOA) and the key enabling technologies are developed: simulation unit service encapsulation, simulation agent technology and simulation orchestration. Based on the proposed architecture associated technologies, the simulation components are encapsulated as services or accessed through agents, and the configuration of different FMS system frameworks and simulation tasks can be achieved through simulation orchestration. A prototype avionic simulation system that implements the SOA/cloud computing architecture is developed and illustrated with application cases. The applications demonstrate that the proposed architecture enables fast and scalable simulation of both existing and new FMS design and technologies.

We present an automated emergency trajectory generator to compute the best emergency trajectory for a given landing site. A given emergency 2-dimensional (2D) path (i.e., route) is used as input for a trajectory predictor (TP), which computes a trajectory by taking into account the current aircraft performance and weather. The set of vertical profiles considered in the TP has been designed in order to cover the widest possible range of emergency situations. Moreover, the aircraft intents considered in these profiles are chosen by taking into account the operational requirements of the air traffic operation system and the input of the flight crew. A set of representative profiles has been tested during the study, to verify the result of the proposed algorithm and its computing time. Furthermore, the effect of the distance to go on the resulting trajectories has been also analyzed. This concept is expected to be part of an advanced flight management system on-board function to help the pilot take efficient and effective decisions in emergency situations and adverse conditions.

This paper aims to demonstrate how current technology can assist to improve ground-based trajectory prediction. The lack of accurate ground-based trajectory prediction is often associated with the inefficiencies resulting from current Air Traffic Control (ATC) practices. To this purpose, results from different ground-based Trajectory Predictors (TPs) – both standard and enhanced with Future Air Navigation Systems (FANS) data-link – are compared using operations into Los Angeles (LAX). At first sight, direct use of trajectory information down-linked through FANS from the aircraft’s Flight Management System (FMS) seems logical, but numerous arguments exist against that approach. Instead, this research inferred parameters as speed schedule and aircraft mass from the FMS down-linked trajectory. Contrary to the trajectory data itself, these parameters can be used as input to many legacy TPs and are often unknown such that nominal values must be assumed. This paper indicates that with use of this inferred information significant improvements in ground-based trajectory prediction can be achieved. The 95% spread in the estimate time of arrival and top of descent error were reduced by a maximum 79% and 86%, respectively. The predicted trajectories from some enhanced TPs were found to be even more accurate than the original downlink predictions on which the inferred information was based, providing arguments for a combined air-ground solution to trajectory prediction rather than reliance on solely airborne trajectory data.FANS is standard equipment on most wide-body aircraft, and fitting options exist on the major single-aisle aircraft fleet. With the infrastructure to obtain the required data already in place, the approach proposed in this paper is feasible today with minimum investment and aircraft system changes for airlines transitioning towards more advanced concepts and developing technologies.

Since the early nineteen-seventies, when the price of fuel went up so dramatically, airlines have been seeking methods of saving fuel. Climb, cruise and descent speeds were refined to give the most economical operation. Advisory systems came on the market, but these did little more than give crews information which could be obtained from operations manuals. Then equipment such as performance management systems (PMS) and flight management systems (FMS) was produced. The potential of these systems can be measured by the number of airlines who have purchased the equipment, and also by the fact that most of the new generation of aircraft are being built with PMS as part of the standard aeroplane.

The differences in performance of various manufacturers' Flight Management Systems (FMSs) and their associated Flight Management Computers (FMCs) have the potential for significant operational impact on the air traffic control system and as such need to be examined on a recurring basis. Performance-based navigation (PBN) is a fundamental principle for aircraft operations that will facilitate the transition to future airspace systems. A critical element of PBN is the FMS's capability to fly a consistently repeatable and predictable flight path trajectory that will meet the expectations of air traffic control. FMS manufacturers build their systems in accordance with and for area navigation systems, Technical Standard Orders and Advisory Circulars. Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures and routes are published by the Federal Aviation Administration (FAA) according to criteria contained in FAA orders. It is anticipated that the resulting performance of the aircraft FMC will meet the procedure design requirements identified in the FAA criteria. Sometimes, due to the nearly independent development of procedure design criteria and aircraft performance standards, the paths of various aircraft on the same procedure do not coincide and therefore do not match the expectations of the procedure designer. These differences may result from any or all of the following: variations in FMC equipment installed on the aircraft; variations and errors in procedure coding in the FMC navigation database; variations in aircraft-to-FMC interface and associated aircraft performance capabilities; and variations in flight crew training and procedures. The hypothesis of this paper is that the FMCs built by avionics manufacturers and installed as the core of the FMC/FMS combinations in various airframe platforms perform differently and we will attempt to quantify those differences. This paper focuses on FMC performance when flying Standard Instrument Departures (SIDs) and their associated waypoints and leg types (path terminators) and combinations as described in. Public instrument procedures flown using RNAV equipment are used as the baseline for measuring the performance variations. Controlled field observations trials were made using twelve FMS test benches and three simulators at seven major FMC manufacturers and two airlines. Analysis of data from the trials confirms differences and the details are presented. The intent of this report is to contribute technical data as a foundation for the acceptance of required navigation performance (RNP) departures.

The differences in performance of various manufacturers' Flight Management Systems (FMSs) and their associated Flight Management Computers (FMCs) have the potential for significant impact on the air traffic control system and as such need to be examined and reexamined. While Performance-Based Navigation (PBN), Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures and routes are designed according to criteria contained in Federal Aviation Administration (FAA) orders, FMC manufacturers build their systems in accordance with Minimum Aviation System Performance Standards (MASPS) and Minimum Operational Performance Standards (MOPS) for area navigation systems, Technical Standard Orders (TSOs) and Advisory Circulars (ACs). With the exception of some minor differences, it has been shown in previous research on this subject that the resulting performance of the aircraft FMC will generally meet the procedure design requirements identified in the FAA criteria.

More efficient metroplex operations as a result of Next-Generation Air Transportation System (NextGen) Operational Improvements (OIs) is an important component of the Integrated Work Plan envisioned by the FAA’s Joint Planning and Development Office (JPDO). Non-real-time simulations can be used to estimate the benefits of advanced metroplex scheduling concepts such as those envisioned by the JPDO. NASA NextGenAirspace Project’s, System Level Design, Analysis, and Simulation Tools (SLDAST) Research Focus Area (RFA) has developed the Airspace Concept Evaluation System (ACES) for assessment of the impact of advanced Air Traffic Management (ATM) concepts. This paper describes the use of ACES Build 5.0 to perform a preliminary NextGen metroplex assessment study. The objective of this study was to investigate the potential benefits of a Multi-airport Departure Planner. The New York metroplex (N90) was the focus region for this assessment.

In order to investigate and exploit advanced flight management system with complete functions, provide applicable and reliable performance data for optimal trajectory search, data structure requirements of performance database of flight management system are presented, including the structure of aerodynamic data ,engine performance data and operation data. The whole authentic performance data is acquired by integrating the performance data of flight simulator in the second phase of 985 projects and the flight manual. Based on the former performance data, combining the thrust method, particle swarm optimization algorithm and the energy-state method, the performance data is transferred into equal energy-height curves which can be more applicable for optimal trajectory search. Based on the processed performance data, the performance model is built on the basis of Microsoft Visual C++ and MATLAB/SIMULINK. The running results of the flight management system program indicate the method used to exploit performance database of flight simulator prototype system is effective and feasible.

The F-117A night attack aircraft flight management system (FMS) is described. The need for and purpose of the system are described, and the design goals are identified. The various modes and their important features are presented. The pitch and speed control laws are shown.< <ETX xmlns:mml="http://www.w3.org/1998/Math/MathML" xmlns:xlink="http://www.w3.org/1999/xlink">&gt;</ETX>

Carrying out a safe approach under fluctuating wind and weather conditions while following air traffic control (ATC) instructions imposes a significant workload on the flight crew, especially with the limited systems support and information availability on the flight deck today. Individual skills of the pilots including correct anticipation of the weather situation and ATC instructions are necessary to optimally manage speed and configuration changes of the aircraft. Consequently, approach operations at busy airports are virtually always noisier and less fuel-efficient than technically possible. The DYNCAT project combined all relevant data sources (on-board operational data, ATC commands, noise measurement data, surrounding traffic, and weather information) to evaluate individual approach operations in their full context, exemplarily for the Airbus A320 at Zurich airport. Based on this analysis, an operational concept was developed to support pilots and controllers through extended information exchange, thus increasing predictability of the lateral and vertical flight profiles for both sides. A central component is a novel airborne energy management assistance system including a configuration management functionality, implemented through an extension of the Flight Management System (FMS) and Cockpit Display System (CDS) capabilities. These features were evaluated regarding operational (pilots’ workload and situational awareness) and environmental (fuel burn and noise exposure levels) improvements through piloted simulator trials on a fixed-based test bench. The present partial and initial implementation of the functions for the Airbus A320 family evaluates favourably with respect to the above criteria when compared with the state of the art, i.e., support by current FMS functions.

Next generation air transportation system (NextGen) concepts of operation may require aircraft to fly planned trajectories in four dimensions - three spatial dimensions and time. A prototype 4D flight management capability is being developed by NASA to facilitate the development of these concepts. New trajectory generation functions extend todaypsilas flight management system (FMS) capabilities that meet a single required time of arrival (RTA) to trajectory solutions that comply with multiple RTA constraints. When a solution is not possible, a constraint management capability relaxes constraints to achieve a trajectory solution that meets the most important constraints as specified by candidate NextGen concepts. New flight guidance functions provide continuous guidance to the aircraftpsilas flight control system to enable it to fly specified 4D trajectories. Guidance options developed for research investigations include a moving time window with varying tolerances that are a function of proximity to imposed constraints, and guidance that recalculates the aircraftpsilas planned trajectory as a function of the estimation of current compliance. Compliance tolerances are related to required navigation performance (RNP) through the extension of existing RNP concepts for lateral containment. A conceptual temporal RNP implementation and prototype display symbology are proposed.

Understanding spatial navigation and memory formation is critical to exploring how humans learn and adapt in complex environments. To investigate these processes, we conducted an experiment using the Minecraft Memory and Navigation Task, collecting detailed three-dimensional (3D) path data in a virtual open-world setting. Statistically, we developed a novel methodology to convert complex high-dimensional 3D movement data into functional representations, enabling standardized comparisons and analyses across participants and environments. We applied techniques such as functional clustering and regression to identify navigation patterns and their relationships with cognitive map development and memory retention. Our analysis uncovered two significant insights: first, participants who adopted moderately exploratory behaviors during training demonstrated superior retention of object locations; second, inefficient navigation strategies were strongly linked to poorer spatial memory and navigation performance. These findings highlight the effectiveness of our methodology in advancing the study of navigation behaviors and cognitive processes in dynamic 3D environments.