Copyright ATH Group 2013-11
Proprietary - Do Not Distribute
RTA Path to NextGen Over the last 15 years, as data communication capability has grown within the aviation industry, there has been much discussion on the types of data that should be exchanged. Currently, the discussions center on Cooperative Decision Making (CDM), and in the future, under NextGen and Sesar, we will have the System Wide Information Management (SWIM) system. The FAA web site describes SWIM as a technology enabler that provides the IT infrastructure necessary for NAS systems to share information, increase interoperability, and encourage reusability of information and services. As the internet has, and continues to unequivocally prove, the key element of any information system is not the enabler, i.e., the technology or architecture of the communication. The true benefit is derived from the content, accuracy, timeliness and availability of the information on the network. In commercial terms, it is content that makes money. As it relates to what data should be exchanged, it has been suggested that the airlines and ATC system should just put all of their data into the cloud, and let the ANSP figure out what is best. We disagree. First and foremost, the control and sequencing of the aircraft asset, except for separation, and only separation, must remain with the airline. Only the airline has the profit motive, and internal data necessary to manage its aircraft profitably. For example, only the airline knows, and only the airline should know:
The fuel onboard If the flight is on time If the gate is available If the crew is legal If the connections are made If there is critical just-in-time cargo on board Whether maintenance is required
And, based on all of this real time information, only the airline can choose:
The most efficient route The smoothest ride The proper sequence The most profitable solution
And the only data element that can condense all of these airline’s wants and wishes into a single, actionable element that can easily be transmitted and shared within the aviation system is the Required Time of Arrival (RTA). Telephone: 303-674-0229 Fax: 303-674-8374 michael.baiada@athgrp,com
PO Box 794 Evergreen, CO 80437 www.athgrp.com
Copyright ATH Group 2013-11
Proprietary - Do Not Distribute
The RTA very efficiently provides all of the information needed by the ATC system, and therefore should be used as the Universal Unit of Currency within the ATC system throughout the world. Using the RTA as the Universal Unit of Currency to pass information to the ANSP and other parties allows individual airlines to meet their internal business goals, but keeps those internal business goals confidential. The RTA encapsulates all of the airline’s business goals for each individual aircraft without providing the ATC system, or other airlines, the airline’s proprietary business information and reasons behind those decisions. In the future, airlines will be able to enhance the RTA Universal Unit of Currency with a full 4D trajectory. But for now, the RTA can be coupled with an updated departure, taxi and enroute times, which is more than good enough to start the real time transmission of the airline “wants” for each of their aircraft. And has been independently validated, an airline driven RTA solution reduces congestion, reduces fuel burn (Greenhouse gases) and improves airline profitability, in a way that also benefits the entire airspace system. The RTA process does this in a way that profitably uses the current equipage base. But more importantly for the future, the RTA solution is implemented such that more accurate, faster data (ADS-B, advanced FMS, real time winds, DataCom, etc.) provides even larger benefits to both the airlines and ANSPs. The end result is that the RTA solution will “pull” NextGen/Sesar technologies forward based on a profitable business case. Further, the RTA process allows a simple path to the Best Equipped, Best Trained, Best Served solution that further benefits airlines that participate. By enhancing the RTA solution such that those that comply with the RTA (i.e., higher RTA compliance), go to the front of the queue, the RTA process allows airlines that have the best equipment and train their pilots to use it properly receive a real time benefit. Not only does this “pull” Sesar/NextGen equipage forward in time, it would absolutely prevent individual airlines from gaming the system. Finally, given that there are commercial systems available today (Attila™) that can capture, process and disseminate the Requested RTA in real time, the ANSPs should implement this now, and not wait for ADS-B and other NextGen/Sesar technologies.
Telephone: 303-674-0229 Fax: 303-674-8374 michael.baiada@athgrp,com
PO Box 794 Evergreen, CO 80437 www.athgrp.com
Copyright ATH Group 2013-11
Proprietary - Do Not Distribute
RTA Path to NextGen Present Day (within 3 to 5 years) Requires no new aircraft equipment or ATC equipment Current ATC procedures and separation standards Required Time of Arrival (RTA) as Universal Unit of Currency within ATC system RTA issued to aircraft by and/or through airline AOC or direct through ACARS for constrained airports or airspace RTA to current arrival fixes issued once airborne, 300 NM to 1,000 (or more, as data accuracy is increased) from landing, inputting airline’s business criteria into the aircraft arrival flow Implementation of Best Equipped, Best Trained, Best Served through the RTA time based process ANSP as the “Honest Broker” to equitably merge the competing Requested RTAs (and other provided data) from different users (i.e., airlines, GA) at the world’s top airports Aircraft to meet RTA (+/- 30 second accuracy) RTA process to provide Constant Descent to 5 NM final starting at small, less busy airports Integration of RTA and AMAN processes, allowing AMAN to more accurately fine tune the arrival sequence within 150 NM of landing based on the airline’s business needs Transition from GDP and MIT operations to RTA based operations Slow removal of structure around airports by moving the arrival fixes closer to the airport PBN/RNP for approach and landing precision
Future (within 5 to 8 years) Requires NextGen technologies 4D trajectory (RTA plus 3D path) as Universal Unit of Currency within ATC system Arrival RTA coordinated prior to departure, 2nd RTA issued shortly after takeoff to a point 30 NM from airport, 3rd RTA issued 1 to 2 hours prior to landing for fine tuning to a 3 to 5 NM final, based on constantly updating the business criteria of the aircraft flow ANSP as the “Honest Broker” to equitably merge the competing Requested RTAs (and other provided data) from different users (i.e., airlines, GA) at the top 30 US airports Computerized Conflict Probe for ATC controllers to identify all 4D conflicts (i.e., provide angular separation during climb and descent) Reduced separation standards for operators who equip and train (Best Equipped, Best Trained, Best Served), based on aircraft specific RTA/PBN/RNP and comm capabilities ADS-B position, speed, intent and real time wind data (especially for descent) Upgraded FMS to meet RTA and accomplish Constant Descent (+/- 5 second accuracy) PBN/RNP for approach and landing precision Constant Descent arrival to a 5 NM final
Telephone: 303-674-0229 Fax: 303-674-8374 michael.baiada@athgrp,com
PO Box 794 Evergreen, CO 80437 www.athgrp.com
