Marco-Michael Temme

Visual assistance to support late merging operations in 4D trajectory-based arrival management

Within the German Aerospace Center (DLR) project FAGI (Future Air Ground Integration), new operational concepts and automation support systems for fuel- and noise-efficient arrival management are being developed. An essential element of the FAGI concept is a modified airspace and route structure, featuring the late merging of different arrival routes to support user-preferred flight profiles such as Continuous Descent Approaches (CDA). The present paper studies aircraft ghosting solutions on the radar display as a potential means to support controllers with merging different streams of aircraft with sufficient precision. In addition to a technical presentation of different ghosting principles, the results of two human in the loop studies are reported. Using objective and subjective data on performance, workload, situation awareness, and eye-tracking analysis, the benefits, trade-offs and acceptance of the visual assistance functions are discussed.

FlexiGuide - flexible ATM in the E-TMA to reduce environmental impacts

Within the DLR project flexiGuide, an operational concept was developed and validated for the transition from current operating procedures towards time based operations in the extended terminal manoeuvring area (E-TMA). This transition will be possible at some point in the future due to the evolution of aircraft equipment. With the help of simulations we show that using this advanced equipage and time based arrival management, an optimized traffic flow even at peak traffic times at larger airports can be implemented which cuts fuel consumption, flight time, and aircraft noise. The concept makes use of a combination of modern 4D flight management systems, data link connections, optimized approach routes and procedures, and a broad sequence planning and trajectory negotiation support for arrival, departure, and ground controller. The need for transition concepts arises from the heterogeneous avionic capabilities of the global airliner fleet which stem from the gradual evolution of aircraft equipment in the past combined with different operational requirements of the aircraft operators. We think it is likely that the global airliner fleet will retain this heterogeneity for the foreseeable future, even if the equipment requirements set forth by the regulatory bodies would be changed to require advanced avionics capabilities. This makes the concept proposed in this paper even more valuable as a possible mid-term solution for flight guidance. In this paper, we give a broad overview over the flight guidance aspects that we worked on in the flexiGuide project: we present the route structure and the associated operational concept. Then, we discuss the necessary changes to the pilot controller interaction and implications for the controller assistance tools. A number of new concepts for human-machine interfaces are described as well as preliminary results of the validation trials of those concepts. As a conclusion, we present a detailed investigation of the environmental impact of the concept. The concept makes use of on-board advanced 4D navigation capabilities which are available on approximately three quarters of the global airliner fleet [1]. The trajectories and target times are calculated and optimized by a ground based controller support system and negotiated with the flying on-board systems by means of datalink, which is assumed to be available with a sufficient bandwidth. Results of preliminary investigations suggest that a discrete approach route structure with the associated operating concept and advanced support systems offers the possibility to save fuel and time for all aircraft fitted with 4D-FMS irrespective of the percentage of 4D aircraft in the overall traffic mix. An average fuel saving depending on aircraft type and traffic scenario between 90 and 900 kg and flight time cut in excess of one minute in average per flight seem possible under the traffic load of a larger hub airport.