# Presentation: 095264

## Elements of this presentation courtesy of Airservices Australia, the Air Traffic Alliance, Eurocontrol, LVNL, Martinair, NASA Ames, Qantas, Transavia, United & other Tailored Arrivals partners

- Rob Mead
- 9 Jan 2007

## Tailored Arrivals overview

Tailored Arrivals development framework

Sample technical results
focus on latest trials

Applicable areas of discussion

Conclusion

**Tailored Arrivals development framework**
**Sample technical results**
**focus on latest trials**
**Applicable areas of discussion**
**Conclusion**

**Topics**

## Tailored Arrivals Overview

## What is a Tailored Arrival?

**What is a Tailored Arrival?**

** *****	******Ideally:  A smooth, efficient descent from cruise altitude to runway enabled through use of ***_***existing***_*** aircraft automation***
**Final cruise segment routing and descent profile are tailored to achieve waypoint arrival times required for spacing**
**Requires coordination across ATC boundaries**
**Delivered by data-link well prior to TOD**
**Loaded into and flown by aircraft FMS,**
**    ****achieving a continuous, near idle descent**
**New ground automation generates custom routes **
**    ****that are reviewed and uplinked by controllers to:**
** ****Avoid conflicts**
** ****Meet sequence and schedule constraints**
** ****Avoid weather, terrain, and restricted airspace**
**Reduces workload and the potential for pilot & controller error **
**Allows pilots to take full advantage of existing aircraft automation **
**New ATC automation tools aid controller**
**Reduces VHF congestion – factor in many incidents, multiple accents**** **

## Clearances based on merge point time delivered prior to TOD for maximum use of automation
“Windows” used to ensure separation from other streams, and to optimize for a/c type
Lower fuel burn, lower environmental impact, increased predictability

**Clearances based on merge point time delivered prior to TOD for maximum use of automation**
**“****Windows” used to ensure separation from other streams, and to optimize for a/c type**
**Lower fuel burn, lower environmental impact, increased predictability**

## Tailored Arrival Components

**TOD**

**DANKS**

**CHAPI**

**ARBEY**

**BUNKY**

**BOL**

**Tailored Arrival Components**

**2225**

**2252**

**2248**

**2237**

**Based on aircraft data**

## Development framework

## Tailored Arrivals Development framework

_**General Format for development**_
**Step 1**
**Verify and demonstrate a/c capability to ****follow**** pre-determined profiles and achieve predicted times**
**Begin a****irspace integration**
**cross-center/sector clearances**
**Step 2**
**Routine use of pre-defined profiles**
**Supports ground tool requirements capture**
**provides early benefits**
**Design advanced ground tools for time-based sequencing and conflict avoidance, and profile clearance generation**
**Step 3**
**Introduce advanced ground tools**
**Dynamically generate clearances in congested periods**

## Benefits of global format

**Global format established to ensure global procedures**
**Unplanned benefit of the format has been steady, timely progress**

**Step 1: 2004**

**Step 1: 1Q/2006**

**Step 1, Part Step 2: 3-4Q/2006**

**Part Step 2: 2007**

**Step 2/3: 2007/8?**

**Step 2: 2007/8?**

## What we need ...

**What we need ...**

##    Clearance includes published procedure, transition, and runway

   Clearance includes vertical, lateral, and speed constraints

   Clearance is from en-route airspace through to destination

    Additional speed schedule clearance used to fine-tune TOD and arrival time

   At COSTS cleared to:
 CINNY
 BRINY  
 N37W122	210/7500A
 OSI		----/----
 MENLO		----/4500A
 ILS28R Approach
 Runway 28R

**   ****Clearance includes vertical, lateral, and speed constraints**
**   ****Clearance is from en-route airspace through to destination**
**   **
**    ****Additional speed schedule clearance used to fine-tune TOD and arrival time**
**   **
**   ****At COSTS cleared to:**
** ****CINNY**
** ****BRINY  **
** ****N37W122****	****210/7500A**
** ****OSI****	****	****----/----**
** ****MENLO****	****	****----/4500A**
** ****ILS28R Approach**
** ****Runway 28R**

**Basic Oceanic Tailored Arrival 28R, Track C**

## Sample technical results

## Profile predictability

- All
- flights

- Standard
- Procedure

- Refined
- procedure

## Time predictability

## Bay Area trials

## They build airports where people live

**They build airports where people live**

## 1st Round of SFO Oceanic Tailored Arrivals

**1****st**** Round of SFO Oceanic Tailored Arrivals**

## Potential SFO benefits

- Time and fuel savings based on OTA vs. baseline scenarios with an 8000’ level flight segment of the listed distances added, at 220 knots or 240 knots for the 747/757 and 767/777 respectively.
- Baseline scenario with level segment of 5 NM may be considered representative of a low congestion period whereas the 20NM level segment case would represent a congested period
- Estimates based simply on the difference in flight time and fuel burned compared to the OTA procedure from a cruise condition of 37,000’ and flight Mach number 0.863, 0.798, 0.802, and 0.845 for the 747, 757, 767, and 777, respectively.
- Assessment requires confirmation with simulator data and / or flight data.** **

## Sample Flights: Current vs. OTA

**Noise levels unchanged compared with existing nighttime procedure**
**Vertical and Lateral Path variation reduced**
**Flight efficiencies in accordance with predictions **

## The Key Issues

**Ground automation still under development**
**Capability to coordinate, issue, and execute cross-center clearances requires operational change**
**Ground systems and staff are not used to working like this**
**Today’s aircraft have the needed capabilities, but currently aircrews and controllers don’t get to routinely use them**
**Small issues with loading a datalink route clearance**
**Voice clearances that pass through constraints in the route clearance**
**Managing VNAV in the descent**
**Impact of loading (or not) weather information**
**These issues are **_***not***_** exclusive to Tailored Arrivals**
**But Tailored Arrivals are a good way to work them!**

## Summary

**Three branches of development activity in progress**
**San Francisco conducting Oceanic Tailored Arrivals, covering development Step 1 and parts of Step 2**
**Australia conducting Phase 2 Tailored Arrivals flights, targeted at Step 2**
**The Netherlands launching second project, targeted at completing Step 2**
**Collectively, these provide the platform for global development of Tailored Arrivals**
**Covering Airbus and Boeing aircraft**
**Using existing aircraft capabilities**
**Tackling two major issues for 4D operations**
**Providing step-wise benefits **

## Thanks to our Partners!

## The key work areas

**Produces sufficiently accurate a/c profiles to identify the constraints. To do this, the ground needs**
**Sufficiently accurate a/c models**
**Up-to-date weather models**
_**Sufficient**_** information about each a/c**
**Aircraft use current speed, gross weight at TOD, and the speed envelope for descent calculation**
**Uses these profiles to sequence and de-conflict a/c across the ATS Centers & Sectors involved**

**The ability to coordinate a clearance across multiple centers / sectors, and deliver it prior to TOD**

**Ground functionality that:**

**Not a “technology issue”, but without it there is no 4D**

## And some of those people have influence

- Five United Flights from 2/1/06 – 2/15/06

**And some of those people have influence**

## Clearance for Option 1

**ATC DL Uplink Message AT1 - ATCCTR1 - .N777BO - CRC is valid**
**19,,**
**0(83) : At [pos] Cleared [routeclr]**
**   ****pos(fix): COSTS**
**   ****dest airport(): KSFO**
**   ****arr runway(): 28R**
**   ****app proc(): APP,ILS28R,MENLO**
**   ****route info(): 5**
**      ****(pub): CINNY**
**      ****(pub): BRINY**
**      ****(l/l): N37W122**
**      ****(pub): OSI**
**      ****(pub): MENLO**
**   ****route info add():**
**      ****wp spd alt: 2**
**        ****pos(l/l): N37W122; spd(ias): 210; ATWalt(qnh): 7500A**
**        ****pos(fix): MENLO; ATWalt(qnh): 4500A**

## 038 

**INFORMATION**

- 24 October 06

- OSI TA/CDA ARRIVAL

- 1. For UA B777 aircraft only
- 2. RADAR required

**SAN FRANCISCO, CA**
- SAN FRANCISCO INTL

**OSI UA TA/CDA**
**RNAV ARRIVAL**

**CREAN**
- N35-43-54.000
- W126-05-41.000

- SAN FRANCISCO INTL ATIS **113.7 118.85**

- Arrival must be flown using FMS LNAV and VNAV
- guidance until localizer intercept.

**ARRIVAL**
**CDA 28R:**
- From over OSI via RNAV routing to
- MENLO Wpt. Expect ILS 28R Approach.

**CINNY**
- N36-10-54.000
- W124-45-36.000

- N
- Not to scale

**OSI**
- N37-23-33.000
- W122-16-53.000

**PILOT NOTES**
- Load TA Clearance in FMS
- Verify speed and altitude constraints on MCDU LEGS page
- Enter VREF +5 as speed constraint for the final approach fix
- Altitude clearance required to initiate descent
- Add drag when indicated airspeed exceeds FMC speed + 10 kts
- Use Speed brakes above 10000 feet as required to maintain VNAV path and speed, use flaps after OSI
- Arm APPROACH after starting turn on the localizer and receiving ATC clearance for ILS
- After glide slope capture, manage approach and landing normally
- Set gear and flaps as needed for normal landing No later than 1 mile prior to final approach, select gear down and landing flap

**ATC CLEARANCE INFORMATION (from flight test plan)**
- 1. 	The data linked route clearance is to ILS28R using MENLO Transition, BRINY, NW37 W122 at or above 7500 and speed 210 kts, OSI, MENLO at or above 4500
- 2. 	Initial TA Descent Clearance: “Descend at pilot’s discretion, maintain 7500 ft””
- 3. 	TA continuation clearance: “Cross MENLO at or above 4500 feet, cleared ILS approach 28R”
- 4. 	Contact SFO TWR on final.

- Items in blue are accessed by the crew from the nav database (ILS28R Procedure), not uplinked as specific constraints.In other words, the published procedure is used

**Lat/long**
- N37-23.00.00
- W122-19.18.000

**CEPIN I-SFO 12**
- N37 32 00.120 W122 10 19.87

- 038

**AXMUL I-SFO 7.4**

**MENLO**
- N37 27 49.270
- W122 09 13.170

- Cross at 210 kts and at or above 7500’

**BRINY**
- N37-18-17.000
- W122-39-42.000

## Lower airspace “manually” adjusts streams to correct merge point times
Higher fuel burn, higher environmental impact, decreased predictability

- Lower airspace “manually” adjusts streams to correct merge point times
- Higher fuel burn, higher environmental impact, decreased predictability

## Sample Non-Oceanic Tailored Arrivals flights

## Slide 29

## 1st Round of SFO OTA Testing

**1****st**** Round of SFO OTA Testing**

-   * Data not yet available for 1 flight so it is not included
- ** Non CDA success characterized by short level-off segments.

## Slide 31