Considerations for. RNP to xls. Operations. Juergen Ruppert. Regional Director Air Traffic Optimisation Services GE Aviation

Transcription

1 Considerations for RNP to xls Operations Juergen Ruppert Regional Director Air Traffic Optimisation Services GE Aviation

2 RNP to ILS 2

3 Content Why RNP to XLS What is the technology How does it work now? Design criteria Next generation of design Case studies 3

4 Why RNP to XLS? Current PBN to xls procedures represent significant progress in combining the flexibility of PBN flight path design with the low decision altitudes associated with ILS or GLS procedures. Bypass outdated infrastructure concepts Opportunity to get the best out of two types of technology ILS / GLS Flexibility of RNP path Provide additional operational features Higher performance control laws Improved alerting (in-service models) Enable all-weather trajectory-based Operations All weather landing capability including better decision altitudes (DA) Greater synergies in city pairs than individual airport when integrated in city pair operations 4

5 Estimated Savings 5

6 Simplified functional diagram LOC/G S Control Laws Flight Guidance Computer PITCH/ROL L Steering NAV/VNAV APP LOC/GS Deviation s FMC MMR 6

7 Important operational considerations 2 separate functions in architecture of an aircraft Basic features APP mode: Straight-in only NAV (LNAV)/VNAV mode: straight & curved segments Choose the right application for the operation! 7

8 Important operational considerations Transition Point When do we transit from low integrity but high performance system to high integrity landing system? Variations in aircraft type performance Autoland functionality Lateral tracking performance in LOC mode Differences in roll-rate and roll-acceleration VNAV path vs. Geometric path alignment Obstacle clearance area transitions 8

9 Operational Implications PBN to xls improve the predictability and efficiency of the flight paths but require additional coordination and planning (similar to RNP). ATC: PBN to xls procedures reduce controller workload after an aircraft is cleared for an approach. Increased predictability and consistency of the PBN transitions can limit the flexibility the controller has in providing vectors close in to the airport. Airline: training and policies necessary to avoid unintentional capture of final segment Unintentional capture can be mitigated through procedure design; 9

10 Current design Constraint: representation in AIRINC 424 mode Defined by final segment guidance Therefore base procedure remains ILS/GLS 3 waypoints in final segment FAF (standard) 5NM - therefore intercept at 7NM The next generation of PBN to xls procedures will further reduce approach track miles and decision altitudes, add design functionality, and standardize design criteria and operational authorizations. 10

11 Design Criteria Formal PBN to xls procedure design criteria are not currently documented in FAA or ICAO standard guidance material. Currently existing: Standard PBN design criteria FAA Order and ICAO doc 8168 and

12 Design Criteria Regulatory Authorizations To enable more operators to conduct PBN to xls operations, regulatory guidance should be developed to address: standard aircraft qualification navigation data operational considerations training, and operational approval requirements Regulatory guidance should also be supported by standard OPSPECs and authorizations 12

13 Design Criteria The future of PBN to xls design is: Further reduction of approach track miles and DA Standardization Additional design functionality VNAV/glideslope intercept RNP AR missed approach surfaces ILS category II and III support reduced lateral intercept distances 13

14 RNP AR to ILS at Lima, Perú ILS RWY 15 at Jorge Chaves International (SPIM) served by an ILS that features RNP AR APCH transitions. trial operations at SPIM in July 2012 as part of a Green Skies of Perú project The approach transition uses an RF leg to intercept the ILS at a distance of 10 NM with conventional missed approach guidance. RNP AR transitions have enabled an east downwind transition that did not previously exist because of terrain constraints. The addition of the east downwind will enable more efficient use of airspace surrounding the airport. 14

15 Case studies RNP AR to GLS at Sydney, Australia The RNP to GLS procedures at Sydney, Australia (YSSY) demonstrated the implementation of an RNP AR transition to a GLS in May A Qantas trial of the procedures showed savings of approximately 140 kg of fuel and 440 kg of C02 per flight. The approach transition used RNP 0.3 RF legs and a conventional missed approach. Following the success of the flight, Airservices Australia decided to permanently install GLS equipment to replace the trial GBAS system 15

16 Looking Ahead RNP XLS RNP (incl. MA and EOD) Accelerate transition to 4-D operations New aircraft system definitions Improved parallel runway operations 16

17 Juergen Ruppert Regional Director GE Aviation