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NAS Infrastructure Modernization A common theme to Volpe s aviation research program Nelson Keeler Director Office of Aviation Programs Volpe National Transportation Systems Center Modernized Concept for Arrivals Continuous Descent Approach CDA What is a CDA Minimum Thrust approach on arrival Minimize eliminate level segments on arrival Reduces thrust increases Reduces use of speed brakes May increase altitude above population in places Lower noise received on ground Fewer Local Air Quality impacts Relationship to NGATS 6 16 2006 Create new analytical tools to understand better the relationship between noise and emissions the different types of emissions and the costs and benefits of different policies and actions 2 Potential CDA Benefits Noise Emissions Demonstrated CDA validation CDA Local Air Quality From Top of Descent Height Fuel burn 6 16 2006 Non CDA Streaming Sequencing Spacing Monitoring Intervention Descent from Cruise Initial Approach Low Noise Descent Leg Missed App Intermediate metering point Conceptual CDA Initial separation established Low Noise FAF Conventional Wake Vertex Separation 4 6 nm 3 Volpe s Role on CDA Aviation Environmental Design Tool AEDT Volpe Lead Developer Development of single tool capable of analyzing both noise and emissions impacts Algorithm development to understand implications of CDAs Modeling demonstration analysis for ICAO Committee on Environmental Protection CAEP Coordination with FAA PARTNER Center of Excellence Tests have shown up to 6 dBA noise reduction 30 less NOx emitted 500 lbs less fuel used 6 16 2006 4 Goals of Traffic Flow Management TFM Tech Refresh Replace legacy Y2K infrastructure with up to date technology to reduce costs and increase functionality Scope TFM Hubsite Volpe Disaster Recovery site FAA Tech Center and 80 FAA field sites Timeframe fall 2004 spring 2005 Results 6 16 2006 New HW and training to all sites TFM HW maintenance reduced 1M year Order of magniture improvement in HW speed Linux OS replaces proprietary Unix OS Noticeable application response time benefit to users New functionality to reduce congestion is now achievable 5 TFM Hardware Utilization before and after Tech Refresh 6 16 2006 6 Benefits of Tech Refresh on Monitor Alert transmission times TMD Timeline TDB ETMS Release 7 4 7 5 8 7 6 8 7 7 8 7 8 8 7 9 4 5 0 9 8 7 10 4 11 9 9 10 7 14 12 2 DACS TSD 28 9 1 5 FTP 27 10 10 8 0 ASP 4 12 2 4 TMSCON 2 13 5 9 2 20 30 40 50 60 Se conds Afte r The M inute 6 16 2006 7 Enhanced FAA Safety Metrics Background FAA wanted a more objective method of categorizing the severity of runway incursions Volpe developed a computer model that takes into account the conflict configuration closest proximity between aircraft visibility avoidance maneuvers executed and other factors to categorize the severity of the incursion 6 16 2006 8 Enhanced Safety Metrics Ground This Runway Incursion Severity Classification RISC model is currently being validated by the FAA and other countries and is under consideration at ICAO as a tool for standardized ratings of runway incursions 6 16 2006 9 Runway Incursion Severity Model From tabled worst severities S for visibility communication and avoidance maneuver factors RVR VISIBILITY CEILING FACTOR given the incursion scenario and closest proximity Scenaro 48a One takeoff aircraft One aircraft or vehicle enters runway with other aircraft on takeoff roll CEILING DAY ALL BEST CASE EXCEPT FOR WORST CASE OF PRIMARY FACTOR CLOSEST HORIZONTAL PROXIMITY Visibility BEST CASE WORST CASE RVR Ceiling COMBINED 100 A 4 500 C 2 COMBINED Information Comm Avoidance manuever A 4 A 4 1000 D 1 B 3 2500 D 1 D 1 NIGHT B 3 3 C 2 3 B 3 3 C 2 3 A 3 7 B 2 7 objective data for a particular incursion event then can determine weightings P for each factor e g visibility see above right and then a vector severity S is determined by S Sb P1 S1 Sb i 2 to N Pi2 Si 1 2 i 2 to N Si 1 2 0 5 Sw S1 6 16 2006 RVR or VISIBILITY 500 ft 200 ft 3 mi 1000 ft 0 1 3 100 ft 10 1 mi 6000 ft 5 5 5 10 3 4 mi or 4500 ft 8 8 8 10 1 2 mi or 3000 ft 10 10 10 10 1 4 mi or 1500 ft 10 10 10 10 3 mi 3 4 5 10 1 mi 6000 ft 8 8 8 10 3 4 mi or 4500 ft 10 10 10 10 1 2 mi or 3000 ft 10 10 10 10 1 4 mi or 1500 ft 10 10 10 10 RVR or VISIBILITY S 4 P 1 1 1 Worst case S 3 3 P 0 1 0 Information communication S 3 3 P 1 0 0 Visibility S S 2 P 0 0 0 Best Case S 3 7 P 0 0 1 Avoidance Maneuver 10 Severity of Wake Vortex Encounter Leading a c LARGE Trailing a c SMALL h separation 4 v separation 400 6 16 2006 Following aircraft HEAVY B757 LARGE SMALL Leading h ft below Estimated separation nmEstimated separation nmEstimated separation nmEstimated separation aircraft glideslope 1 2 3 4 5 6 1 2 3 4 5 6 1 2 3 4 5 6 1 2 3 4 5 0 A B C C C C A B C C C C A B C C C C A B C C C List of sizes HEAVY 50 A A B C C C A A B C C C A A B C C C A A B C C HEAVY 100 A A B C C C A A B C C C A A A B C C A A A A B B757 200 A A B C C C A A B C C C A A A B C C A A A A B LARGE 300 A A B C C C A A B C C C A A A B C C A A A A B SMALL 400 A A B C C C A A B C C C A A A B C C A A A A B 500 A B C C C A B C C C A A B C C A A A B column 4 600 B C C C B C C C A B C C A A B row 6 700 B C C C B C C C A B C C A A B 800 C C C C C C B C C A B table LARGE SMALL 900 C C C C C C B 1000 C C C Lead HEAVY NA 0 A B C C C C A B C C C C A B C C C C A B C C C Lead B757 NA B757 50 A A B C C C A A B C C C A A B C C C A A B C C Lead LARGE C 100 A A B C C C A A B C C C …


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