Framework Brief. Edinburgh SIDs

Transcription

1 Framework Brief 11-Nov-2015 CAA House Edinburgh SIDs

2 2 Security Statement Unclassified This presentation has been approved for public distribution and publication on the CAA website. Copyright 2015 NATS/ Edinburgh Airport Ltd.

3 3 Framework Brief: Background Objectives/Justification Existing Airspace/routes Proposed Airspace/routes Consultation Environment Timeline

4 4 Edinburgh Airport is a fundamental component of the UK plc national transport infrastructure, and provides a major contribution to the prosperity of the Scottish economy. Edinburgh airport is the busiest airport in Scotland, and the 6 th busiest in the UK It served 10.2 million passengers in 2014 (+4% on 2013) (28,000 passengers per day) 29 airlines serving 120+ destinations 109,000 aircraft movements per year Typically 350 flights per day Background

5 5 Justification Due to forecast passenger and airline traffic growth, EAL commissioned an independent study by York Aviation to determine the current and future capacity needs of runway, taxiway delays and airspace congestion. This report highlighted: Delays at peak times are forecast to be unacceptable & unsustainable for 2017 traffic. Current service is suboptimal, suffering at peak hours in particular first wave departures during the summer peak schedule, due to current requirements of minimum 2 minute (departure-departure) separation interval. Current runway and airspace capacity is likely to be inadequate by In addition, the VOR rationalisation programme requires that reliance on ground based navigation aids is removed by The changes will integrate with wider network changes being proposed by NATS, and together these will enable further efficiencies. EAL is intensely committed to progressing improvement to the airspace infrastructure at Edinburgh.

6 6 Objectives 60 second departure intervals from RWY24 & 06 Increased runway capacity accommodating 50 movements per hour at peak Increase overall airspace capacity to accommodate the EGPH s projected traffic demand to Reduced taxi time and lower risk of ground movement gridlock. Reduced fuel cost and CO 2 emissions on the ground. Increase in on-time departures. Mitigate noise impact of low level over-flights, minimising the populations overflown (e.g. flights over water where possible).

7 7 Edinburgh Airport Ltd (EAL) is the sponsor of this ACP. NATS (Services) Ltd have been contracted by EAL to manage the technical change process. Departure Management Redesigned GRICE 06/24 Redesigned TALLA 06/24 Revised 24 route to south Replication of GOSAM 24 Redesigned GOSAM 06 New GOSAM offload 06/24 New RNAV1 offload SIDs providing 1 minute departure/departure splits from both RWY06 and RWY24 Integration with the ScTMA network improvements to provide safety, capacity and environmental benefits. Arrival Management Scope RNAV transitions to final approach. RNAV (GNSS) final approach procedures and revised ILS procedures as required. Redesign of terminal holds and associated STARs (in coordination with PLAS)

8 8 ATS Units Edinburgh: systemisation will increase capacity Prestwick Centre: systemisation will result in better traffic presentation to AC, and improvement in overall network capacity. Civil Air Traffic Reduction in delays Shorter taxi times Improved climb & descent profiles Improvement in cockpit workload Reduction in Fuel burn MoD / Operational Air Traffic No anticipated impact GA/S&RA No anticipated impact Impacts

9 Airspace & Routes 9

10 EGPH Current Traffic (inc TUTUR) 10

11 11 EGPH Current Traffic (inc TUTUR) ft

12 12 EGPH Current Traffic (inc TUTUR) ft

13 13 EGPH Current Traffic (inc TUTUR) 0-FL195

14 TUTUR SID trial The TUTUR1C SID trial ran from 25 th June to 28 th Oct The trial demonstrated: Improved departure intervals from RWY24 Reduced departure delays Improved runway capacity The SID to FL concept was proved to work. Network performance was improved with positive feedback from Prestwick Centre. 14

15 TUTUR SID 15

16 16 Typical altitudes , FL160

17 General Public TUTUR Feedback Total number of individual complainants: 567 Number of complaints confirmed as regarding TUTUR: 43% Number of complaints not related to TUTUR: 57% 40% of the total complaints were from 5 people Airlines Generally very supportive. Initial technical issues identified and being investigated. Very good conformance to the SID profile within RNAV1 tolerances. Climb gradients achieved were significantly greater than the design assumptions. Prestwick ATC Area Control Very supportive. Traffic presentation to TUTUR provides significant network benefit and is congruent with ScTMA development plans. 17

18 Current SIDs 18

19 Current STARs STARs - RNAV1 replication. Redesigned STARs to be coordinated with NATS PLAS. STIRA & TWEED holds subject to review. 19

20 EGPH PBN Equipage Airport RNAV10 RNAV5 RNAV1 RNP1 RNP APCH EGPH EDINBURGH 100.0% 100.0% 91.3% 70.1% 69.7% Totals All Airports 99.7% 99.6% 89.6% 71.7% 64.9% RNAV1: 91.3% RNP1: 70.1% (data June 2015) Conventional SIDs/STARs will be removed when the RNAV1 SIDs/STARs are introduced. Experience of TLA VOR out of service has not created an issue. The intention is to allow RNAV5 /non RNAV traffic alternative via tactical radar monitoring. EAL does not intend to introduce an RNAV1 mandate. 20

21 Environmental Considerations 21

22 Environmental: CO 2 Emissions The proposed changes will improve climb & descent profiles, enabling consistent continuous climb departures (CCDs) and continuous descent approaches (CDAs). CO 2 emissions analysis will be carried out using KERMIT (Kerosene Emissions Research Model In the TMA). A 3DI (3 Dimensional Inefficiency) analysis of the current and proposed airspace will also be performed to quantify the benefit of the proposed changes. 22

23 23 Environmental: Over-flight/Noise RNAV Replications The proposed RNAV replications will result in concentration of flight paths along the centre-lines of the existing procedures. The design aim of the replications will be to match the existing conventional nominal centrelines Current GRICE 3C (RWY24) is not able to be replicated accurately within PANS-OPS RNAV rules. Hence a new nominal track of this SID will be proposed. There was more feedback related to the GRICE SID during the TUTUR trial than for TUTUR. New SIDs The proposed new SIDs will change the pattern of over-flights experienced by those under the proposed flight path. The design aim for the proposed flight paths is, where possible to route a over sparsely populated area and the Firth of Forth below 7000ft. The aim is to reduce the population currently overflown and hence provide a net benefit to the overall population. Analyses required SEL footprint noise analysis will be performed Population analysis will be performed Leq contour analysis will be assessed and included if necessary TUTUR noise analysis (monitored actual flights using 4 sound level monitors) in progress

24 24 Consultation Planning There has been widespread pre-engagement via TUTUR trial There will initially be a 12 week (at least) consultation on swathes to gather feedback & determine if there are any factors which will influence the design contrary to default government policy. This is proposed to commence May July 2016 (after Scottish Elections - May 5 th 2015). A more limited detailed public engagement on the final lines, for the low level portions (below 4000ft) will be run (targeted for Q4 2016)

25 25 Consultation Stakeholders NATMAC - 39 Organisations MOD - via DAATM Politicians - All MPs, MSPs, MEPs, Councils within the area Community Councils: Broxburn, Dechmont, Ecclesmachan, Linlithgow, Linlithgow Bridge Philpstoun, Uphall, Blackness, Bathgate, Newton, Ochiltree residents Airlines All airlines operating from Edinburgh Local residents representatives and individuals Representatives of the tourism industry, the business community, airport passengers, Scottish transport industry. Edinburgh Airport staff Local and national media

26 26 Expectations Standard 16+1 weeks Regulatory Decision Period The implementation date will be coordinated with NATS network changes (PLAS) and other airport changes via the FAS/SDDG. CAA workload also a contributory factor. Single ACP submission Phased implementation targeted for spring 2018

27 27 FAS SDDG/NDDG Timeline Redacted

28 AOB & Questions 28