Closely-Spaced

Parallel Approaches

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 1

 An Operations Concept
“A Work in Progress”
u A “Living Document”
u Has been reviewed and commented on by
representatives of the following organizations:
FAA, ATA, NATCA, NASA, ALPA, RTCA,
MITRE and others
u Will continue to be reviewed and refined
u Intended to be operationally rational and
implementable

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 2

 Vision Statement
u Free Flight is an Economically
Driven Concept
u Procedural Flexibility in order
to gain Operational Efficiency
u Paradigm Shift – Protect
Aircraft not Airspace

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 3

 Sources of Delay

Cause
Weather 67% 70% 57% 56% 65% 65% 72% 75%

Terminal Volume 11% 9% 29% 35% 27% 27% 22% 19%

These 2 Center Volume 13% 12% 8% 2% 0% 0% 0% 0%
factors Closed Runways/Taxiways 4% 5% 3% 3% 3% 3% 3% 2%
significantly
reduce NAS Equipment 4% 3% 2% 1% 2% 2% 2% 2%

Airport Arrival Other 1% 1% 1% 4% 3% 3% 3% 2%

Rates Total Operations
356 338 394 393 298 281 276 248
Delayed (000s)

Previous Year
-15% -5% 17% 0% -24% -6% -2% -10%

Cited from: FAA’s 1996 Aviation Capacity Enhancement (ACE) Plan

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 4

 Statement of Need
u Current Airport Arrival Rates are Decreased
in Cloudy Weather
•• (e.g., MSP Ceiling 3200ft and/or 8 miles visibility)

u Airlines Schedule Pushes which Exceed

Airport Fair-Weather Capacity
u Airline Schedule Breakdown (Delay and/or
Diversions) Reduces Profitability

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 5

 Goal and Objective
u Use Technology to make Scheduled Operations
Robust to Virtually All Weather Conditions
u Maintain Aggressive Airport Arrival Rates in order
to satisfy economic goals associated with HUB
operations
u Specific Application Opportunity at Airports with
Closely-Spaced Parallel Runways

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 6

 Cooperative Data Link Opportunity

u Capitalize on ADS-B
• Primary Means of Surveillance
u No Reliance on Changes to Ground-
Based Infrastructure
u The Question is “How to Integrate
ADS-B based Surveillance and
specialized Alerting Algorithm?”

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 7

 Statement of General Principles
u TCAS II, as Currently Defined by DO-185A,
Must Remain Functionally Independent as an
Active Airborne Means of Collision Avoidance
u No Airborne Operations Shall be Undertaken
Which use the Active Surveillance or Collision
Avoidance Function of TCAS II as a Primary
Means of Aircraft Separation

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 8

 Airports with Closely-Spaced Parallel
Runways
Fort Lauderdale 9L/9R 4000 ft
Detroit 3L/3C 3800 ft
Salt Lake City 16/17 3700 ft
Phoenix 8L/8R 3565 ft
Memphis 18L/18R 3400 ft
Raleigh-Durham 5L/5R 3400 ft
Minneapolis 30L/30R 3380 ft
Portland 10L/10R 3100 ft
Kennedy 4L/4R 3000 ft
Indianapolis 5L/5R 2525 ft
Detroit 3C/3R 2000 ft
Wake Vortex
Orlando 18L/18R 1600 ft
Boston 4L/4R 1500 ft Rules become an
Philadelphia 9L/9R 1400 ft issue with below
St. Louis 12L/12R 1300 ft 2,500 ft separation*
Dallas-Ft. Worth 17L/17R 18L/18R 1200 ft
Pittsburgh 10C/10R 1200 ft * ATC Handbook 7110.65, Sec 10, 3-10-3

Atlanta 8L/8R 9L/9R 1000 ft

Houston 14L/14R 1000 ft
Las Vegas 7L/7R 1000 ft
Newark 4L/4R 900 ft
Seattle 16L/16R 800 ft
LAX 7L/7R 750 ft
SFO 1L/1R 28L/28R 750 ft

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 9

 Domestic Airports with
Closely-Spaced Parallel Runways
Airline Hub Airports Airline Hub Airports
16
UAL AAL 14 DAL NWA
•SEA •DFW •ATL •MSP
•SFO •SJC 12 •SLC •DTW
•LAX •JFK 10 •JFK •MEM
•JFK •MCO •BOS
8
6
USAir TWA 4 CAL AWA
•PIT •STL •IAH •PHX
•RDU •LAX 2 •EWR •LAS
•MCO •JFK 0 •LAX
•JFK 700 ft - 1,500 ft - 3,400 ft - •SLC
999 ft 1,000 ft - 2,499 ft 2,500 ft - 4,300 ft
1,499 ft 3,400 ft

Newark (EWR) Detroit (DTW)

Seattle (SEA) Salt Lake City (SLC)
Los Angeles (LAX) Phoenix (PHX)
San Francisco (SFO) Tampa (TPA)
Atlanta (ATL) Minneapolis (MSP)
San Jose (SJC)
Houston (IAH) Memphis (MEM)
Las Vegas (LAS)
Dallas-Ft. Worth (DFW) Kennedy (JFK)
Boston (BOS)
Pittsburgh (PIT) Raleigh-Durham (RDU)
Detroit (DTW)
St. Louis (STL)
Orlando (MCO)

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 10

 VFR
Final Approach Separation when Pilots
are Responsible for Separation
VFR vs. IFR
(Visual Approaches) Separation Standards
Longitudinal - Restriction on simultaneous
VFR - Visual Flight Rules
occupancy of runway.
IFR - Instrument Flight Rules
Lateral - Independent parallel operations possible
for runways separated by more than 700 ft.

( ( ( (

29R
11L
VFR
( ( ( (

11R

29L
IFR Following Leading Aircraft
Final Approach Separation when Controllers Aircraft Heavy B757 Large Small
are Responsible for Separation Heavy 4 4 3 3
Large 5 4 3 3
Longitudinal - Pairwise spacing (nm) in table at right. Small 5 or 6* 5 3 or 4* 3
Lateral - Independent parallel operations possible for runways
* Separation required when preceding aircraft is over landing threshold
separated by more than 4,300 ft. or greater than 3,400 ft. with PRM.
Dependent parallel approaches possible for runways between 2,500 ft. and 4,300 ft.
Runways with less than 2,500 ft. treated as single runway with spacings according
to table at right.
IFR
Dependent Approaches
4,300 ft > Rwy Sep > 2,500 ft

( (

29R
11L

1.5 nm 1.5 nm

(
11R

29L
Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 11
 Available Options
u Ground-Based ATC – PRM
• Business as usual
u Airborne Solution
• Radical Free Flight
u Distributed Air-Ground Solution
• ADS-B/Specialized CAS Algorithms to achieve “See &
Avoid” and alerting capability that is separate from
TCAS
• Pilot and ATC alerted simultaneously
• Procedural Escape Maneuver/Missed Approach
Procedures (initial turn-climb)
• ATC vectors to coordinate/guide aircraft that have
executed initial MAP back into traffic flow

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 12

 Ground-Based Solution
Goal – Independent Operations down to 3,400 ft

u Precision Runway Monitor – PRM

u High Update Surveillance: either E-Scan Radar or
Mode S Multi-Lateration
u Two Final Monitor Controller Positions
u Two Frequencies: Active vs. Monitored
u TCAS Switched to TA Only
( (

29R
11L
NTZ - No Transgression Zone
(
(
11R

29L
Blunder
Detected

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 13

 Radical Free Flight
Goal – It’s my God-given right to fly anywhere I want

u Airborne Equipage to Satisfy Autonomous

Separation Assurance Function
u Very Difficult to provide ATC-related Flow
Management Function
u Longer Term Solution
(

( ( (

29R
11L

( ( (
11R

29L
(

( Schedules Robust to Weather

Technology Designed to Make Airline V2.0 6/1/98 14
 Distributed Air/Ground Concept
Goal – Independent Operations down to 2,500 ft AND BELOW

u Based on NASA-LaRC AILS Paradigm

u Requires DGPS Precision Navigation
u ADS-B Surveillance and AILS Alert Algorithm for
both Pilot and Controller
• TCAS II is not being used to Separate Aircraft
u Initial Escape Maneuver/Missed Approach in
procedural (turn-climb)
u Controller guidance required for completion of
Missed Approach
Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 15
 Interplay of TCAS II and ADS-B/AILS
u
u TCAS and ADS-B Continually TCAS/Mode S Compare ADS-B
Compare Position Estimates to Derived Position Derived Position
Estimate Estimate
Improve System Integrity
Not
u
u If Position Estimates are Normal Okay Inhibit TCAS
TCAS II Okay RA for A/C on
Compatible, Then TCAS Defers Functionality Parallel Approach
Collision Avoidance of Parallel
Aircraft to AILS Algorithm Perform
AILS Trajectory
u
u If AILS Alert is Required (Blunder Prediction
Detected), Then Escape
Maneuver/Missed Approach Aural Alerting
Escape Maneuver/MAP Provide
Procedure used to break-off RA Inhibit Removed Blunder
approach RA Maneuver Coordination Protection

u
u TCAS Inhibit removed
Blunder
Detected
Escape Rq’d

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 16

 The Foundation for a Free Flight
Conflict Probe with Conflict Resolution
Escape Maneuver Other
(Turn & Climb) Aircraft
BLUNDER DETECTED - ALERT ISSUED Position
System Concept
Cockpit Display of
Airborne Information for Mode S Landing
Traffic Information (CDTI) DGPS
Lateral Spacing (AILS) ADS-B NAV Signal

Provides the pilot with a

CDTI for situation awareness The Specific Thresholds for Alerting
(view of developing situation) will change with specific applications
• Closely-Spaced Parallel Approaches
15
• Over-taking in Oceanic Environment
18
12 • Runway Incursion
DGPS Ground
DGPS Station
24L
-00 24R
“Other”
Aircraft
Own ADS-B DGPS
Own Separation Assurance
Ship “Other”
Ship “blunder’ protection Aircraft

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 17

 ILS Signal Inadequate
u Overlap of Splayed Localizer Signal won’t
Support Independent Approach Concept

Overlap of Localizer Paths at 5.4 nm

2,500 ft. apart

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 18

 DGPS Navigation
u Maintain 1000 ft vertical separation until
established on approach
u Narrow Lateral Path to TDZ
NWA123
( 50 18
Parallel Runways

10 NM Runway Centerline

Requires 1000’ Vertical Separation

until within 10 NM

10 NM Runway Centerline

(
AAL321
2 dots deviation on Course Deviation Indicator 40 18

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 19

 Tailored Alerting
u Predicting “other” Aircraft Trajectory is facilitated
with ADS-B (ID, Position, Velocity)

NWA123
30 16
( 10 NM

Blunder Detected
( 10 NM

AAL321
30 16

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 20

 Non-Parallel
Initial Approaches
u
u Approaches to very closely-spaced or converging runways (e.g.,
SLC, STL, SFO)**
u
u Break-Out of Ceiling, Acquire Other Aircraft Visually Before
Rolling Out on Runway Centerline

( DGPS Supports Segmented Approaches

Parallel Runways

Pilots must visually acquire other aircraft

at this point, after breaking out of ceiling,
to proceed with approach

( 10 NM 12 NM Runway Centerline

*Allows for Approaches to Runways that would otherwise be treated as a single runway
ATC Handbook
Technology Designed to Make Airline 7110.65,
Schedules Robust Section 10, 3-10-3
to Weather V2.0 6/1/98 21
 Sequence of Events
Including Coordinated Escape Maneuvering
TA Boundary
AILS Trajectory Prediction
RA Boundary

( (
Step 1: Step 2:
• TCAS II & ADS-B Handshake • TCAS II RA is Inhibited for A/C on
• Comparison of Position Est. Parallel Approach
• AILS Algorithms are Activated

( (

( ( ( “Separation Alert”

Step 3: Step 4: Step 5:

• Blunder Begins • AILS Detects Blunder • Escape Maneuver
• System Alert Turn & Climb
Pilots & Controllers

( ( ( “Separation Alert”

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 22

 Intercept DGPS
“Localizer” Guidance
u TCAS II & ADS-B Handshake
u Comparison of Position Estimate to determine ADS-B Integrity
u TCAS II shares trackfile information with AILS to determine proximate
aircraft
u TCAS II continues to provide protection from other aircraft

RA Boundary AILS Trajectory Prediction

TA Boundary (

1,000 ft Vertical Separation

During Intercept

(
Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 23
 AILS Algorithm Active
u Centerline of DGPS Localizer Captured
u TCAS II RA is Inhibited for A/C for near-proximity aircraft
u AILS Algorithms are used for Collision Avoidance

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 24

 Blunder Begins

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 25

 AILS Detects Blunder -
Performs Alerting Function
Both Pilots and the Controller
are Alerted to Blunder

“Separation Alert”
ATC
“Separation Alert”
(

“Separation Alert”
(

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 26

 Escape Maneuver/
Missed Approach
u
u Turn and Climb away from other aircraft
u
u ATC Notified
u
u ATC Vectors after initial Missed Approach Procedure initiated
u
u Blundering aircraft also contacted by ATC, given vectors
u
u TCAS Inhibit Removed

(
Benefits
u Robust Airport Arrival Rate
u Higher Quality of Surveillance (
u Better position keeping on final
Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 27
 Benefits
u Higher Quality of Surveillance without
fundamental change in current procedures
u Robust Airport Arrival Rate
• Not Procedurally Intensive
F
F Blend
Blend of
of Current
Current Ops
Ops with
with Improved
Improved Surveillance
Surveillance

u Added Level of Safety in VMC

u Instantaneous Awareness for both Pilot and
Controller of blundering aircraft

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 28

 Issues
u Nature of Alert
u TCAS Behavior when “Inhibited”
u ADS-B/TCAS Track File Comparison
Strategy
u How to Deal with Unequipped Aircraft
u Traffic display issues (e.g., scale, mode
switching)

(Open List)
Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 29
 Point to Remember

Being Able to Meet The Challenge of

Independent Approaches to Closely-Spaced
Parallel Runways in IMC Will Provide The
Vast Majority of ADS-B related Tools
Required to Support a Free Flight
Environment in All Flight Regimes

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 30

 Future Activities
u NASA Simulation Activities
• LaRC (March 99)
• Ames (FY2000)
u NASA/Honeywell Flight Demonstration
(July 99)
u SC-186 Activities
• Acceptance of Operations Concept
• Very closely-spaced, dependent approaches
concept development

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 31

 Questions?!?

Technology Designed to Make Airline Schedules Robust to Weather V2.0 6/1/98 32