1 International Flight Operations Efficiency Enhancements: Oceanic Navigation and the North Atlantic Track System (NATS) Presented by Frank Ketcham

2 Flight Ops Background Airline Pilot for major US carrier Commercial Aviation Specialist, UC Berkeley Airline Transport Pilot Rating currently flying Airbus A330 FAA Dispatcher Rating Flight Engineer Rating Commercial Glider, Seaplane, Single Engine FAA Certified Advanced Ground instructor Previous Aircraft: 727, MD-80, DC-9, DC-10, 747, A320 Turboprops and light aircraft

3 Objective Highlight increased efficiency within international flight operations We will focus on the North Atlantic Track System We will conclude with exploring existing challenges and research opportunities

Definition of North Atlantic Track System NATS The North Atlantic Track System (NATS) is the principal system of routes between Europe and North America. The exact location of the tracks changes daily according to weather and traffic demands. 4

Structure of North Atlantic Track System NATS Each individual track consists of an entry point, a series of latitude and longitude waypoints and an exit point. Each individual track consists of an entry point, a series of latitude and longitude waypoints and an exit point. The system is comprised of several tracks in parallel running easterly and westerly The system is comprised of several tracks in parallel running easterly and westerly 5

The purpose of the NATS Provide: Separation of aircraft Separation of aircraft Optimize winds Optimize winds Allow aircraft to fly at efficient altitudes Allow aircraft to fly at efficient altitudes 6

Track System 7

Flight Plan/Clearance/FMS Dispatch proposed routing from Airline Operations Center (AOC) Dispatch proposed routing from Airline Operations Center (AOC) Submitted to Air Traffic Control (ATC) Submitted to Air Traffic Control (ATC) Assigned by ATC as a Clearance Assigned by ATC as a Clearance Entered into Flight Management System (FMS) Entered into Flight Management System (FMS) Displayed on Flight Deck Displayed on Flight Deck Modified with FMS keypad Modified with FMS keypad 8

9 Flight Management System (FMS) Tracks routing via waypoints Tracks routing via waypoints Routing, Altitudes, Fuel, Time Routing, Altitudes, Fuel, Time Ability to modify route Ability to modify route Lateral and vertical restrictions Lateral and vertical restrictions

10 Flight Plan/FMS

11 Flight Plan Tracking/Sequencing

Daily Formation of North Atlantic Track System NATS Collaborative decision making Collaborative decision making Jetstream drives structure Jetstream drives structure Weather Weather Turbulence Turbulence Random routes are available Random routes are available 12

Transatlantic Operations Non radar environment Non radar environment No Navaids No Navaids Class 2 airspace Class 2 airspace Adverse weather Adverse weather Limited Alternate Airports Limited Alternate Airports High demand airspace High demand airspace 13

Legacy Communications 2 VHF Radios 2 VHF Radios 2 HF Radios 2 HF Radios Position Reports via HF radio Position Reports via HF radio Non radar/surveillance Non radar/surveillance 14

Position Reports consist of: Fix (waypoint) Fix (waypoint) Time Time Altitude Altitude Fuel Fuel Time estimate of forward sequenced waypoint Time estimate of forward sequenced waypoint Next waypoint Next waypoint 15

NAT Traffic Approximately 390,000 Flights transit the Atlantic airspace per year Of those ~310,000 transit Gander and Shanwick airspace of these ~160,000 are on the organized track system NATS UK traffic

North Atlantic Track System 17

Traditional Separation Requirements Vertical Separation 2000 feet Vertical Separation 2000 feet Longitude separation by 10 minutes at constant Mach Longitude separation by 10 minutes at constant Mach Tracks are built on degrees of latitude, one degree of latitude is equal to 60 miles Tracks are built on degrees of latitude, one degree of latitude is equal to 60 miles 18

Advancements Glass Cockpit/Advanced Flight Management Systems Glass Cockpit/Advanced Flight Management Systems Satcom, satellite communications Satcom, satellite communications GPS, Global Positioning System GPS, Global Positioning System ADS-B Automatic Dependent Surveillance – Broadcast ADS-B Automatic Dependent Surveillance – Broadcast CPDLC Controller Pilot Data Link Communications CPDLC Controller Pilot Data Link Communications RVSM Reduced Vertical Separation Minimums RVSM Reduced Vertical Separation Minimums Automatic position reporting Automatic position reporting 19

Aircraft and Equipage 20

Surveillance and Communication ADS-B now provides surveillance ADS-B now provides surveillance CPDLC provides communication CPDLC provides communication Satcom provides voice communications if needed Satcom provides voice communications if needed ADS Interrogation ADS Interrogation 21

CPDLC 22

FMS Capabilities Required Time of Arrival (RTA) capable Required Time of Arrival (RTA) capable Constant Mach Constant Mach Cost indexing Cost indexing Required Navigational Performance (RNP Nav) Required Navigational Performance (RNP Nav) 23

RTA and Constant Mach 24

Capacity Enhancements 2000 ft. separation reduced to 1000 ft. (1997) 2000 ft. separation reduced to 1000 ft. (1997) 10 minutes longitudinal separation going to as low as 5 minutes in some cases 10 minutes longitudinal separation going to as low as 5 minutes in some cases Lateral separation 60 miles or 1 degree going to 30 miles or.5 degrees (started in initial trial 2015) Lateral separation 60 miles or 1 degree going to 30 miles or.5 degrees (started in initial trial 2015) 25

Vertical Efficiency Max Altitude, based on aircraft weight and temp Max Altitude, based on aircraft weight and temp Optimum Altitude will enable the aircraft, at a given weight, to burn the lowest amount of fuel over the entire flight (takes into account winds and temp within 500 nm) Optimum Altitude will enable the aircraft, at a given weight, to burn the lowest amount of fuel over the entire flight (takes into account winds and temp within 500 nm) Winds and Temperature: flight plan VS actual Winds and Temperature: flight plan VS actual 26

Fuel Efficiency 84% of fuel consumption takes place at cruise 84% of fuel consumption takes place at cruise Initial FL340-FL350 Initial FL340-FL350 Refine flight plan mileage for ETA Refine flight plan mileage for ETA 1000 ft. step climbs based on 90 minutes/20,000 lbs. of fuel burned (lighter for climb) 1000 ft. step climbs based on 90 minutes/20,000 lbs. of fuel burned (lighter for climb) Adjust Tactical Cost Index Adjust Tactical Cost Index 27

Climb Conflict 28

Fuel Penalty for Off Opt Penalty for Off OPTIMUM Cruise Type OPTIMUM A %0.9%.45%0.7%1.3%4.2%8.4% A %1.5%.75%0.5%1.0%3.2%7.2% 29

Altitude Selection 30

Flight Planning Limitations 70% of flights have a conservative Top of Climb (initial cruise altitude) below FL350 70% of flights have a conservative Top of Climb (initial cruise altitude) below FL350 Restricted from step climb on NATS/OTS Restricted from step climb on NATS/OTS Flight plan uses older winds and temperatures (over the FMS updated winds and temp) Flight plan uses older winds and temperatures (over the FMS updated winds and temp) Flight plan uses a cost index based on scheduled off time Flight plan uses a cost index based on scheduled off time Flight plan is based on estimated aircraft weight Flight plan is based on estimated aircraft weight Biased Fuel on Arrival (FOA) Biased Fuel on Arrival (FOA) 31

Informational Asymmetry/Transparency Climb Availability? Climb Availability? Go to Max Altitude? Go to Max Altitude? Turbulence? Turbulence? How good is your input data? How good is your input data? 32

Crew Actions Verify Opt TOC Verify Opt TOC Refine mileage Refine mileage Update winds and temperature Update winds and temperature Assess turbulence on route Assess turbulence on route Step climb to maintain Opt Step climb to maintain Opt Adjust tactical cost index (TCI) Adjust tactical cost index (TCI) Is there a better way? What is the role of a Pilot? 33

What does a Pilot do on a 12 hour Oceanic Flight? Deals with: Flying the aircraft Flying the aircraft Diversion airport weather Diversion airport weather Destination weather Destination weather Destination alternate weather Destination alternate weather Fuel monitoring Fuel monitoring Flightplan tracking Flightplan tracking Passenger service issues Passenger service issues Passenger Medical issues Passenger Medical issues Mechanical issues Mechanical issues ATC Reroutes ATC Reroutes ETOPS Alternate weather ETOPS Alternate weather Monitor Equal time points Monitor Equal time points Worries About: Track escape maneuver Track escape maneuver Rapid Decompression Rapid Decompression Engine failure Engine failure Medical diversion Medical diversion Onboard fire Onboard fire Gross navigational error Gross navigational error Fuel leak Fuel leak Security issue Security issue System failure System failure Destination diversion Destination diversion Communications failure Communications failure CAT Clear Air Turbulence CAT Clear Air Turbulence 34

Future Research Opportunities Nextgen technology has greatly enhanced the capacity and efficiency of the NAT System. We need to export what have been learned Nowgen: ADS, Satcom and CPDLC have been key players Nowgen: ADS, Satcom and CPDLC have been key players There remains a significant gap in flight planning estimates vs actual FMS values. There remains a significant gap in flight planning estimates vs actual FMS values. Relying on flight crews to address these shortcomings leads to varied outcomes. Relying on flight crews to address these shortcomings leads to varied outcomes. How do we close the gap? 35

Questions and Comments 36