Yellowstone Regional Airport Operational Capability Assessment

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1 Yellowstone Regional Airport Operational Capability Assessment Agenda Introductions Project Review Geographic & Operational Challenges Current Approach Baseline & Test Flight Procedures Safety and Operational Improvement / Goals Solution Summary

2 Introduction Lean Engineering Doron Lean (KSNA, President and Chief Engineer) Lean/Flight Ops Engineering Paul Hannah (KATL, President & Chief Aeronautical Engineer) Alec Seybold (KAPA, VP Airport and Airspace Analysis) Iain Austin (KAPA, TERPS/PANS-OPS certified procedure designer)

3 Working with airports: Services Lean assists airports with complex geospatial and aeronautical topics NAVAID design/installation Lighting design/installation DPs and IAPs design/limitations SDPs and SIAPs design/limitations Runway length and orientation Threshold siting Obstruction impacts Aircraft performance limitations Aeronautical data dissemination Stakeholder coordination

4 Working with airports: Technology Several tools available for procedure design and aircraft performance consideration *USAF/NGA Global Procedure Designer v5.0 *FAA Instrument Procedure Development System v TARGETS (various versions) RNAV-Pro (as updated) PACELab Mission Suite Various SCAP Modules for different aircraft types *Software allows for accurate approach lighting credit analysis via IFP design modeling These enable us to simulate/emulate conclusions that could be reached by the FAA and Aircraft Operators

5 KCOD Evaluation of Improvements to Flight Procedures Goals Improve access and safety of commercial flight operations Evaluate lighting & NAVAID improvements to facilitate enhanced flight procedures Task 1 Geospatial Deconfliction Obstacle & Terrain Historical Environmental Analysis Baseline Eval of Operations / Instrument Approaches Operator outreach Operational Challenges & Limitations Navaid & Approach lighting system evaluation Task 2 Analyze impact of MALSF installations on both runways ILS/DME RWY 22 Tests to identify limitations and gains LDA/DME RWY 04 offset and straight in analysis LOC/DME test locations RNAV (RNP) Test RNAV (GPS) LOC Test procedures Task 3 Provide high level cost estimates and timelines with lighting and NAVAID improvements Hazard identification and SRMD talking points Review of improvement options

6 Geospatial Challenges at KCOD

7 Operators limited to Circling only conventional NAVAID procedures (VOR) Regional air transport carriers currently serving KCOD do not train circling maneuvers Most commercial aircraft operators do not have WAAS recievers, and will not for several years LPV/LP RNP Circling Minimums update coming for compliance with TERPs change 21 Next scheduled update for procedures is 9/15/2016 Old Circling Approach Maneuvering Radius FAA Current Procedure Baseline New Circling Approach Maneuvering Radius

8 FAA Current Procedure Baseline Current KCOD Approach VOR-A VOR-A (New Circling Mins) RNAV (GPS) RWY 22 RNAV (GPS)-B Descent Angle Approach Availability Public - Standard Public-Special Public - Special Public - Special Description Current New Circling Minimums due to expanded maneuvering airpsace radius - TERPs Change 21 Current Current Runway Straight-In Circling RWYs 4/22 Straight-in Circling RWYs 4/22 LPV DA A N/A N/A LNAV/VNAV DA LNAV MDA Circling RWY 22 Circling RWYs Straight-In RWY 04/22 N/A / /4 B N/A N/A /4 N/A N/A / / C N/A N/A / /4 N/A /2 Missed Approach Climbing left turn to 8400 direct COD VOR/DME and on COD VOR/DME R-357 to SEZJI/COD 11.2 DME and hold. Climb to 9600 direct AJKEV and left turn via 123 track to NICQE and hold. Climb to 6200 then climbing right turn to 8000 direct OLWOR and hold. Circling Approach Only DME/DME RNP-0.3 NA Missed approach requires a climb to altitude over ARP Special Considerations Missed Approach Point is not located at the runway threshold Requires WAAS Receiver Missed approach point is not located at the runway threshold Not up to date with new FAA Cirlcing Criteria *Update scheduled 15SEPT16* Descent Angle above 3.5 Degrees

9 Instrument Procedure Enhancement Targets Runway 04 Straight In Approach with and without Lighting/NAVAID Improvements Runway 04 Offset Approach with Lighting/NAVAID Improvements Runway 22 Existing Approach - with and without Lighting/NAVAID Improvements Runway 22 New Approaches - with and without Lighting/NAVAID Improvements

10 KCOD Instrument Flight Procedure Enhancements Runway & Approach Lighting KCOD High Intensity Runway Edge Lights PAPI Precision Approach Pathway Indicator RWY 04 Non-Standard 3.5 VGSI RWY 22 Standard 3.0 VGSI MALS System REIL Runway end Identifier Lights MALS Medium Intensity Approach Lighting System MALSF System MALSF Medium Intensity Approach Light system with Sequenced Flashers 1400ft & 2400ft length tests RWY 04 displaced threshold requires partial in pavement installation

11 Enhancement To Existing Runway 22 Approaches RWY 22 Type of Approach LPV 22 LPV 22 LNAV 22 LNAV 22 RNP Status of Approach Existing Updated Existing Updated New Runway Alignment Angle Straight-In Straight-In Straight-In Straight-In Straight-In Descent Angle 3.0º (Same as VGSI) 3.0º (Same as VGSI) 3.0º (Same as VGSI) 3.0º (Same as VGSI) 3.0º (Same as VGSI) NAVAID(s) Lighting Ceiling Visibility (CAT C) (CAT C) None REIL /4 None REIL + MALSF (1400ft) & (2400) Operator Exclusions Regional Jet Operators do not have plans of equipping WAAS Receivers Regional Jet Operators do not have plans of equipping WAAS Receivers Flight Procedure Waivers None None None REIL /2 None None None None REIL + MALSF (1400ft) & (2400) REIL + MALSF (1400ft) & (2400) /4 None None /4 Not all regional jets are equipped for RNP but fleet will most likely be RNP capable in 5-7 years RNP 0.3 Authorization Comments Existing Approach Existing Approach with addition of MALSF Stepdowns are required Stepdowns are required

12 KCOD Runway 04 Offset Approach Procedure Enhancements Test Localizer Installations Test LOC # N W 07 T (353 M), 430ft from RWY 04 Threshold / 300ft left of centerline. Test LOC # N W 07 T (353 M), 820ft from RWY 04 Threshold / 675 left of centerline Test LOC # N W 07 T (353M), 303ft from RWY 04 threshold / 565 left of centerline Test LOC # 4-(ILS test for RWY 22) N W 232 T (218 M), 1100 from RWY Threshold, on centerline Test LOC # 5 (Straight in RWY 04 & BC RWY 22) N W 51.52T(37.52M) 1000 from RWY 22 Threshold on centerline Standard installation criteria *DME Test facility included for each location*

13 Runway 04 LOC Critical Area and Lighting Installation

14 RWY Type of Approach Status of Approach 4 LDA New Runway Alignment Angle 45 Degree Right of Centerline KCOD - RWY 04 Instrument Procedure Tests Descent Angle NAVAID(s) Lighting 3.3º LOC Position 1, COD VOR REIL + MALSF (1400ft) Ceiling (CAT C) Visibility (CAT C) Operator Exclusions 3.3 degree descent angle and 45 degree offset will require preflight coordination Flight Procedure Waivers LDA Offset greater than 30 Degrees Comments LOC # 1 Position not feasible due to LOC critical area penetrations 4 LDA New 45 Degree Right of Centerline 3.3º LOC Position 2, COD VOR REIL + MALSF (1400ft) degree descent angle and 45 degree offset will require preflight coordination LDA Offset greater than 30 Degrees LOC # 2 Position not feasible due to LOC critical area penetrations 4 LDA New 4 LDA New 45 Degree Right of Centerline 45 Degree Right of Centerline 4 LOC New Straight-In 4 ILS (CAT I) New Straight-In 3.3º 3.3º In Excess of 4.0º (6.5º) In Excess of 4.0º (6.5º) LOC Position 3, COD VOR LOC Position 3, COD VOR New LOC, COD VOR New LOC, New GS, COD VOR REIL /2 REIL + MALSF (1400ft) REIL + MALSF (1400ft) REIL + MALSF (1400ft) degree descent angle and 45 degree offset will require preflight coordination 3.3 degree descent angle and 45 degree offset will require preflight coordination LDA Offset greater than 30 Degrees LDA Offset greater than 30 Degrees N/A N/A None None N/A N/A None None LOC # 3 Position may be feasible, even with penetration of the LOC critical area, but detailed signal interference modeling will have to be performed LOC # 3 Position may be feasible, even with penetration of the LOC critical area, but detailed signal interference modeling will have to be performed Currently not possible due to descent gradients required for terrain clearance in intermediate and final approach segments Currently not possible due to descent gradients required for terrain clearance in intermediate and final approach segments

15 KCOD Straight In - RWY 04 Challenges

16 Terrain to the west of KCOD, close in and distant KCOD Straight In - RWY 04 Challenges Obstacle clearance and Precipitous Terrain adjustments in the final, intermediate & initial segments require minimum altitudes for a given segment This changes the glide slope intercept(gsi) altitude, which in turn pushes the distance of the GSI farther away from the RWY Cascading into other segments breaking standard design criteria

17 KCOD Straight In - RWY 04 Challenges

18 RWY Type of Approach Status of Approach Runway Alignment Angle Descent Angle KCOD RNAV (GPS & RNP) RWY 04 NAVAID(s) Lighting Ceiling (CAT C) 4 LPV New Straight-In 3.0º None REIL LPV New Straight-In 4 LPV New Straight-In 3.5º (Same as VGSI) 5.66º (Clears FAS Obst Penetrations) Visibility (CAT C) None REIL None REIL LNAV New Straight-In 3.0º None REIL LNAV New Straight-In 4 LNAV New Straight-In 3.5º (Same as VGSI) 5.66º (Clears FAS Obst Penetrations) None REIL RNP New Variable 3.0º None REIL /2 Operator Exclusions Flight Procedure Waivers Comments Regional Jet Operators do not have plans of equipping WAAS Receivers. 3.5 & 5.66 degree descent angles will require pre-flight coordination & Waivers Regional Jet Operators do not have plans of equipping WAAS Receivers. 3.5 & 5.66 degree descent angles will require pre-flight coordination & Waivers Currently not possible due to descent gradients required for terrain clearance in intermediate and final approach segments Non Standard DG / Precipitous Terrain Waiver Non Standard DG / Precipitous Terrain Waiver Approval required for Descent angle Currently not possible due to descent gradients required for terrain clearance in intermediate and final approach segments Non Standard DG / Precipitous Terrain Waiver None REIL /2 Non Standard DG / Precipitous Terrain Waiver Approval required for Descent angle Not all regional jets are equipped for RNP but fleet will most likely be RNP capable in 5-7 years RNP 0.3 Authorization, RF Legs on Final MALSF (1400ft) Does not create an improvement in the visibility (rwy requires CL lights for additional improvement) MALSF (1400ft) Does not create an improvement in the visibility (rwy requires CL lights for additional improvement) MALSF (1400ft) Does not create an improvement in the visibility (rwy requires CL lights for additional improvement)

19 KCOD RNAV (RNP) RWY 04

20 KCOD RNAV (GPS) LOC RWY 04

21 RNAV (GPS) LOC RWY 04 / 22 (Back Course) RWY Type of Approach Status of Approach Runway Alignment Angle Descent Angle NAVAID(s) Lighting Ceiling Visibility (CAT C) (CAT C) Operator Exclusions Flight Procedure Waivers Comments 4 RNAV (GPS) LOC New Straight-In 3.11 LOC #5, COD VOR REIL Special Training and Crew Certification Required None Requires use of step down fix 4 RNAV (GPS) LOC New Straight-In LOC BC New Straight-In LOC BC New Straight-In RNAV (GPS) LOC BC RNAV (GPS) LOC BC New Straight-In 3.03 New Straight-In 3.03 LOC #5, COD VOR LOC#5, COD VOR LOC #5, COD VOR LOC #5, COD VOR LOC #5, COD VOR REIL + MALSF (1400) /4 Special Training and Crew Certification Required None REIL /8 None None REIL + MALSF (1400) None None REIL /4 REIL + MALSF (1400) /8 Special Training and Crew Certification Required Special Training and Crew Certification Required None None Requires use of step down fix MALSF (1400ft) Does create an improvement in the visibility Requires use of step down fix Requires use of step down fix MALSF (1400ft) Does create an improvement in the visibility MALSF (1400ft) Does create an minimal improvement in the visibility

22 KCOD RNAV (LOC) RWY 22 & LOC Back Course LOC Back Course Minima may be added to RNAV (GPS) RWY 22 Procedure

23 KCOD ILS (LOC)/ DME RWY 22 RWY Type of Approach Status of Approach Runway Alignment Angle Descent Angle NAVAID(s) Lighting Ceiling (CAT C) Visibility (CAT C) Operator Exclusions Flight Procedure Waivers Comments 22 LOC New Straight-In 3.04º New LOC, COD VOR REIL + MALSF (1400ft) & (2400) /4 None None When ALS Inop increase CAT ABC vis to 2 1/2 22 ILS (CAT I) New Straight-In 3.0º New LOC, New GS, COD VOR REIL + MALSF (1400ft) & (2400) None None With out Precipitous Terrain 400 / 1 1/8. Minimums are limited by a building (DOF , N, W) in the missed approach OCS When ALS Inop increase CAT ABC vis to 1-1/2

24 Points for Consideration FAR Part 121 Operators will need a non-circling approach of some kind to runway 04 in order to maintain regularly scheduled and/or EAS operations Current seat regional jets are not currently capable of utilizing advanced RNP procedures and will require conventional NAVAID approach improvements In 5-10 years, newer regional jets and turboprops will be capable of utilizing advanced navigational procedures which will benefit from lighting improvements Regional Operators most likely to serve the Wyoming market will most likely be first gen aircraft with limited avionics capabilities, while the more capable (newer) aircraft serve the higher density markets Improvements to the lighting system and available NAVAIDs will be required for runway 04 approaches to exist for current operations and as risk mitigations to advanced RNAV/RNP procedures

25 Initial Feedback Safety concerns were highlighted by on field operators during a recent visit to KCOD Expressed frustration of available approaches to RWY 04 during periods of inclement weather Current Automated Weather Observation System (AWOS) Installation Preliminary analysis indicated deficiencies with hourly historical environmental Ceiling and Visibility did not appear to align with local observations Next Steps Enhanced FAR Part 121 operator feedback and/or data will help supplement existing analysis Advanced historical environmental analysis using all recorded observations with Monte Carlo simulation Aviation Safety Reporting System (ASRS) program feedback* Flight Operational Quality Assurance (FOQA) Information feedback* *Analysis requires use of proprietary operator data which requires de-identification prior to submission

26 Questions Comments

27 Contact Information Doron Lean President and Chief Engineer, Lean Corp Paul Hannah President and Chief Engineer, Flight Ops Engineering Alec Seybold VP Airport and Airspace Analysis, Flight Ops Engineering Iain Austin Airport and Airspace Specialist, Flight Ops Engineering

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