REACT Workshop Planning Business Trajectories Present & Future - … from an Airline’s Perspective...
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![Page 1: REACT Workshop Planning Business Trajectories Present & Future - … from an Airline’s Perspective - Seville, June 24 th, 2008 Ekkehard Gutt ASM - Planning.](https://reader033.fdocuments.net/reader033/viewer/2022051417/56649d435503460f94a1f5a7/html5/thumbnails/1.jpg)
REACT Workshop
Planning Business TrajectoriesPresent & Future
- … from an Airline’s Perspective -
Seville, June 24th, 2008
Ekkehard GuttASM - Planning & ATM
EK Flight Operations Support
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How to predict the best Route …
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1. Status quo
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Status Quo Oil reaches record $140 a barrel.
Air traffic to double until 2020. Available capacity on current ATS-Route structure not sufficient – “ground
based infrastructure”.
Missing civil/military cooperation and coordination in most part of the world.
Aeronautical Information Management not ‘state-of-the-art’.
Ground Delays / Enroute Delays. Not all airspace stakeholders are involved in future decision-making.
National borders – not traffic flows – dictate the airspace environment.
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FANS-1/A – Aircraft Equipment
• Typically the Emirates Aircraft equipage includes :– ADS-C & CPDLC– VHF & SATCOM Data Links via ACARS– FMS & RNAV– 3 Inertial Reference Systems– Classic Navigation Systems (VOR, DME, ILS, etc)– GPS
How are these technically quite modern aircraft treated in the environment?
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Current Airspace environment (?)
Why do we operate a brand-new 300t aircraft on Non-Precision Approaches using 60 year old criteria and profiles? (Emirates is authorised for 7 Approach Types; we would just like to operate two in the future: ILS & RNAV.)
RNAV and RNP form the globally harmonised ICAO “Performance Based Navigation” (PBN) concept.RNAV/RNP is a proven method for effectively increasing the safety, dependability and efficiency of flight operations. (ICAO Doc 9613 (PBN Manual)).
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The “Casablanca Curve”…
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The “Casablanca Curve”…
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The “Casablanca Curve”… - Available FPL-Routing CMN-DXB
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All airspace is the concern of ATM and an usable resource
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2. Where are we today?
- some examples…
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AUSOTS – Australia / NOROTS - Canada
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UPR (User Preferred Routes): DXB-PER-PER
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“DARP”-ing in the Pacific Region…
“Dynamic Airborne Re-route Procedure”
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Organised Track Systems/Random Routes in Oceanic Airspaces
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NavCanada: Traffic Density Analyser (TDA)
The TDA is the collaboration tool for NAT-(North Atlantic) Operators and Air Traffic Service Providers.
It is the first time in aviation history that acollaborative decision making-tool is available on a global basis.
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31
Bottom
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Runway Averages
AAL01
Close
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Ground Status
FL350 ERAKA (12)
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3. “On-Time” Management
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Airport “On-Time” Management
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How can we improve the Airport “On-Time” Management?
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-This is an important aspect for trajectory operationsin regards to predictability!
In order to solve the general issue of on-timeperformance at the Airport, all stakeholders have to be involved:
Airport “On-Time” Management
• Airport Operators• ATC• Airlines• Handling Agents• Regulators• …
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4. Trajectory Prediction
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Trajectory Contract for airspace access
“CONTRACT”
ATC (1) ATC (2)
“CONTRACT”F
IR (
1)
FIR
(2)
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EGDS – Emirates Ground Data Link System
Datalink Service Provider
GroundEarthStation
RemoteGroundStation
Air Traffic Control / ATC
Aircraft Flight Management System (FMS)
CPDLC / ADS
SATCOMSatellite
GPSSatellite
Airline Operations Control / AOC
GN
D C
OM
M N
ET
WO
RK
DS
P N
ET
WO
RK
AIR
/ G
ND
C
OM
MA
IRC
RA
FT
A
VIO
NIC
S
SA
TE
LL
ITE
CO
NS
TE
LL
AT
ION
EGDSEGDS
LIDOLIDO
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Trajectory Intend - Transmission
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Trajectory Prediction
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Trajectory Prediction
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Detecting conflicts and the resolution (revised flight paths)
V = >
V = <
FL = +
FL = =
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Trajectory Prediction – Coordination of Problems
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Trajectory Prediction
Transmit & Receive…• FPL Intend• Separation• Coordination of “problems”• Time• 4D-Trajectories: Latitude, Longitude, Altitude, Time• Winds• Weather hazards• Traffic hazards• Fuel• Terrain hazards• …
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Trajectory Prediction
ATC
AOC AOC
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Airspace is the resource
Today: ATS-Routes
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Airspace is the usable resource
Tomorrow: Airspace
Increase of capacity…
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5. The role of Air Traffic Control
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ATC vs. ATM
Air Traffic CONTROL
Air Traffic MANAGEMENT
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The role of ATC ATM in the future Planned Routing / Dynamic changes of Trajectories Conflict Management – Controller has still authority!
Terminal Airspace – Tailored SIDs/Tailored STARs Providing, Sharing and Collecting information (traffic, WX, AIP, NOTAM…)
“AIM”
Coordination Civil/Military Users and Airspaces
Traffic Flow depends on most current information
(Flexible) Responding to changing conditions
Search and Rescue
Security and Safety
Transform global ATM
Support/cooperate in technology development
ICAO A
nnex 11 (SARPs)
Air Tra
ffic S
ervices
ICAO D
oc 4444 (PANS-A
TM)
Air Tra
ffic M
anagement
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6. The FMS and the EFF/EFP
What will the future bring us?
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• Most current FMCs cannot easily meet a Required Time of Arrival (RTA) on descent.
• Terminal airspace/Arrivals: typically radar vectoring off the path by ATC to make adjustments.
• Current on-board FMS data base has limited capacity that will be exceeded in the future by more RNAV arrivals at more locations (limited memory).
• Many systems and database entries in the cockpit remind me of an ‘Excel Sheet’ environment.
Today’s limitations
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The FMS and the EFB/EFF technology
The average mobile phone has300 times the memory and processing power of a FMS.
The development of the EFBtechnology is a consequence of where we stand with the FMStechnology.
Ideally - on future aircraft types -concepts of FMS and EFB development should lead to a single integrated system.
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EFB/EFF Evolution – Situational Display
B4776/08 NOTAMNQ)LRBB/QRRCA/IV/BO/W/285/460/4727N02702E045A)LRBBB)0806230900 C)0806231300E)RESTRICTED AREA LRR6 ACTIVATED. MIL FLT FLT WILL BE COORD BTN CIV AND MIL ATC EXPECT RADAR VECTORINGF)FL100 G)FL240
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Drift-down/Depressurisation – Situational Display
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7. Conclusion…
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Business Trajectories
Isn’t it all about information managementand data sharing?
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Our Vision for the future…
“Our vision for our future global ATM system is one where a pilot can fly into JFK International Airport in New York, Changi Airport in Singapore or Capital Airport in Beijing without any differences in equipment, procedures, or the quality of air traffic services.”
FAA Administrator Marion Blakey
Increased capacity in the airspace, higher flexibility and improved cost efficiency can only be achieved in a regional ATM system. We need to ensure there is no a disconnect between Europe, Canada, Australia or the U.S.
Dubai
Djakarta Stockholm
Lagos
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Summary…
• Record high fuel costs
• Global concerns about the environment: fuel saving
and reducing emissions are both in everybody’s interest
• More operational flexibility – combined with the existing
modern technology – is essential to meeting the
airspace demands.
• Consideration of a regional ATM-System
• All airspace is the concern of ATM & is a useable resource
• The Airlines are more than happy to assist and to work together
• Quality of Aeronautical Information Management has to improve
• Continuous military/civil coordination
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Thank you for attention.
Ekkehard GuttEmiratesFlight Operations SupportASM – Planning & ATMDubai/U.A.E.
Phone: +971 4 708 4307Fax: +971 4 286 4085SITA: DXBONEKAFTN: [email protected]