NAS Infrastructure Modernization: A common theme to Volpe’s aviation research programModernized Concept for Arrivals: Continuous Descent Approach (CDA)Potential CDA BenefitsGoals of Traffic Flow Management (TFM) Tech RefreshTFM Hardware Utilization before and after Tech RefreshBenefits of Tech Refresh on Monitor Alert transmission timesEnhanced FAA Safety MetricsEnhanced Safety Metrics - GroundEnhanced Safety Metrics – Radar EnvironmentsAirport Surface Detection Equipment (ASDE-X)ASDE-X System Production EquipmentGulf of Mexico Evaluation of ADS-B and MultilaterationExperimental ADS-B Track Gulf of MexicoGNSS Impact on CNS/ATMWake Vortex Program GoalsWake RMP Sequence of Mitigation ChangesCurrent Volpe ActivitiesSTL Sensors Largest Wake Data Collection Effort to DateNAS Infrastructure Modernization:A common theme to Volpe’s aviation research programNelson KeelerDirector, Office of Aviation ProgramsVolpe National Transportation Systems Center6/16/2006 2Modernized Concept for Arrivals:Continuous Descent Approach (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• “Create new analytical tools to understand better the relationship between noise and emissions, the different types ofemissions, and the costs and benefits of different policies and actions”What is a CDA?Relationship to NGATS:6/16/2006 3Potential CDA Benefits•Noise• Emissions– Local Air Quality– From Top of Descent• Fuel burnHeight×Streaming/Sequencing SpacingMonitoringInterventionDescent from Cruise Initial ApproachLow Noise Descent LegMissed App.Low NoiseConventionalFAFWake VertexSeparation4 - 6 nm•Intermediate metering point•Initial separation establishedHeight×Streaming/Sequencing SpacingMonitoringInterventionDescent from Cruise Initial ApproachLow Noise Descent LegMissed App.Low NoiseConventionalFAFWake VertexSeparation4 - 6 nm•Intermediate metering point•Initial separation establishedNonNon--CDACDACDACDADemonstrated CDADemonstrated CDA(validation)(validation)Conceptual CDAConceptual CDA6/16/2006 4Volpe’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 used6/16/2006 5Goals 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: – 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 achievable6/16/2006 6TFM Hardware Utilization before and after Tech Refresh6/16/2006 7Benefits of Tech Refresh onMonitor Alert transmission timesTMD Timeline4.510888841.5992991291021013.5111428271222478740 1020304050608.07.97.87.77.67.57.4ETMS ReleaseSeconds After The MinuteTDB TMSCON ASP FTP DACS/TSD6/16/2006 8Enhanced 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 9Enhanced 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 10Scenaro # 48a- One takeoff aircraft One aircraft or vehicle enters runway with other aircraft on takeoff roll ALL BEST CASE EXCEPT FOR WORST CASE OF PRIMARY FACTOR CLOSESTHORIZONTAL COMBINED COMBINEDVisibility/ Information AvoidancePROXIMITY BEST CASE WORST CASERVR/Ceiling Comm. manuever100 A =4 A =4500 C =2 A =4 B+ =3.3 B+ =3.3 A- =3.71000 D =1 B =3 C+ =2.3 C+ =2.3 B- =2.72500 D =1 D =1Runway Incursion Severity ModelFrom tabled worst severities S for visibility, communication and avoidance maneuver factors,given the incursion scenario and closest proximity,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 RVR/ VISIBILITY/ CEILING FACTORCEILINGDAY RVR or VISIBILITY > 1000 ft. 500 ft. 200 ft. 100 ft.> 3 mi. 0 1 3 101 mi. = 6000 ft. 5 5 5 103/4 mi. or 4500 ft. 8 8 8 101/2 mi. or 3000 ft. 10 10 10 101/4 mi. or 1500 ft. 10 10 10 10NIGHT RVR or VISIBILITY> 3 mi. 3 4 5 101 mi. = 6000 ft. 8 8 8 103/4 mi. or 4500 ft. 10 10 10 101/2 mi. or 3000 ft. 10 10 10 101/4 mi. or 1500 ft. 10 10 10 10S=2P=0,0,0(BestCase) S=3.3 P=0,1,0 (Information,communication) S=3.3 P=1,0,0(Visibility)S=3.7P=0,0,1(Avoidance Maneuver)S=4P=1,1,1(Worst case)S*S* = Sb + P1(S1–Sb) + [Σi =2 to N Pi2 (Si–1)2 / Σi=2 to N (Si–1)2]0.5 (Sw-S1)6/16/2006 11Leading a/c LARGE Following aircraft: HEAVY B757 LARGE SMALLTrailing a/c SMALLh-separation 4 Leading h (ft.) below Estimated separation, nmEstimated separation, nmEstimated separation, nmEstimated separation, nmv-separation 400 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 60ABCCC CABCCCCABCCCCA B CCCCList of sizes: HEAVY 50AABCC CAAB CCCAABCCCA A BCCCHEAVY 100AABCCCAABCCCAAABCCA A AABCB757 200AABCCCAABCCCAAABCCA A AABCLARGE 300AABCCCAABCCCAAABCCA A AABCSMALL 400AABCCCAABCCCAAABCCA A AABC500 ABCCC ABCCC AABCC A AABCcolumn 4 600 BCC C B CCC ABCC A ABCrow 6 700 BCC C B CCC ABCC A ABC800 CCC CCC BCC ABCtable LARGE-SMALL 900 C C C C C C B C1000 C C C CLead HEAVY NA 0 A B C C C C A B C C C C A B CCCCA B CCCLead 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 CLead LARGE C 100 A A B C C C A A B C C C A A B C C C A A A