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Team 8 Presentation

AAE 590
by

Shreyas Vathul

on 24 December 2012

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Transcript of Team 8 Presentation

Future Demand in terms of
1. Enplanements
2. No. of Departures performed
3. Revenue Aircraft Hours Team 8 RNP, RNAV, GBAS, SBAS, ADSB and CPDLC

Technical Background

Impact on various aspects of ATS
- Safety
- Cost
- Operations
- Environmental
- Overall Impact Analysis using Simulation Overview Performance Based Navigation RNAV RNP RNAV - a method of navigation which allows aircraft operation

RNP - a concept that specifies the minimum navigation performance and accuracy [1] Shift from sensor-based to performance-based navigation Four satellites are required to estimate four-dimensional position (x,y,z,t) Satellite
Navigation Require a case-by-case flight operations safety assessment (FOSA) Safety benefits more significant to airlines, FAA and passengers than airports. Enables aircraft to safely maneuver in challenging navigational conditions. Human factors related concerns because RNAV and RNP procedures can result in paths that are complex to fly. Case – study without RNP RNAV, installed by the Aviation Safety Reporting System (ASRS). ` ADS-B CPDLC Controller- Pilot Data Link Communications Replaces analog voice communication with digital messaging Message forwarder between two ground stations Communication over Aeronautical Telecommu-nications Network CPDLC Limitation: Prone to lapses in availability or continuity. Automatic Dependant Surveillance Broadcast Impact of Evolving Avionics on Commercial Air Transportation Systems Safety concerns: GBAS and SBAS Hazards for normal mode:
Human factors from single pilot operations Low Risk Hazards: Non-availability of ADS-B, insufficient data, closely spaced parallel approaches Environmental Benefits Medium Risk Hazards: Self separation in one-in-one-out airspace, partial display of traffic, incorrect separation data. Safety: ADS- B Future Demand in terms of
1. Enplanements
2. No. of Departures performed
3. Revenue Aircraft Hours Cost High fidelity human-in-the-loop simulations conducted at the FAA William J. Hughes Technical Center. Feedback model describes
general system transition
process (MATLAB Simulink) Mathematical Model Safety: CPDLC Input - Projected Demand Needed to understand and anticipate issues that may arise during transition Specifically models the following:
Cost, Technical and Operational Impact
Cost - benefit dynamics
Early voluntary equipage, followed by mandate
Awareness build-up
Safety and Environment approval Cost Vs Benefits: RNP/RNAV Simulation Model Safety: RNP and RNAV Control Characteristics Cost Vs Benefits: GBAS and SBAS Less Resistance
Market Fluctuates
Longer Settling time Leverage Mechanisms
- Incentives
- Infrastructure
Acceleration Loop Implementation resistance
- Stakeholder preferences
- Decision Making
Delay Loop
Smoother Parameters to be tested Operations Effect of ..

Larger incentives

Delay due to policy making and certification

Random system failures

Parameters Kp, Ki and Kd

Change in demand curve Block Interdependence Cost of ADS-B As per Safe Flight 21 Program Technology developed in order to reduce recurring costs REVENUE PASSENGER ENPLANEMENTS New technology requires training and other initial costs. Recurring costs may be low. Weather affects en-route operations
Certification REVENUE AIRCRAFT HOURS REVENUE DEPARTURES PERFORMED PASSENGER ENPLANEMENTS IN TOP 10 AIRPORTS HISTORICAL PASSENGER TOTALS Operations: RNAV and RNP Benefits of Diverging RNAV operations in terms of Average Delay per Departure for various departure demands (DFW (Fort Worth) and ATL (Atlanta) ) Operations: SBAS Increased accuracy and integrity;
Reducing delays, diversions and cancellations of flights;
Acting as a backup system for existing precision approaches;
Enable curved approaches and continuous descent paths, reducing both noise and emissions;
Improve approaches in densely populated areas;
Cost effective alternative to instrument landing systems (ILS). Operations: ADS-B
57% of the controllers estimate that they need less time providing IFR separation services than without ADS-B. (The other 43 % were neutral.)

79% of the controllers felt that the overall efficiency of their operation had either increased or greatly increased with ADS-B. RESULTS Operations: CPDLC GEN Capacity gain ~ Workload reduction/2 ADS-B, in conjunction with CDA and RNP/RNAV approaches using Satellite Navigation, has the ability to reduce the fuel burn of every arrival by up to 2000 lbs. Environmental Benefits are mostly indirect (through fuel savings)


Tighter flight paths and lesser separation lead to lesser pollution Results for custom demand curve [P,I,D] = [0.1,0.1,0.1] [P,I,D] = [0.1,0.5,0.1] [P,I,D] = [5,0.1,0.1] CONCLUSIONS Insufficient individual equipage drives mandate.ADS- B mandate has to be made by 2020.

Ability and timing of FAA’s infrastructure deployment and completion of safety and certification processes is critical.

Increasing Kd slackens the decision making process and introduces delay.

Adding Incentives causes faster realization of demand

The sensitivity of the economy is controlled by Kp. More fluctuations may have advantages and Disadvantages [P,I,D] = [0.1,0.1,0.5] Results for custom demand curve [P,I,D] = [0.1,0.1,0.1] [P,I,D] = [0.1,0.9,0.1] [P,I,D] = [0.9,0.1,0.1] [P,I,D] = [0.1,0.1,0.9] [P,I,D] = [0.1,0,0.1]
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