Final Approach Operations Symposium
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1 Final Approach perations Symposium Transition to Final Approach ATC/ATM Aspects Charlie Eliot NMD/TRG/TDD 2 February 2017
2 Agenda PBN to support the Approach RNP to xls What is it? Parallel Approach perations Final Approach perations Symposium 2
3 PBN to Support Approaches FLIGHT PHASE Additional Functionalities NAVIGATIN SPECIFICATIN En Route ceanic / En Route Remote Continental ARR APPRACH Initial Intermed Final Missed a DEP (Required or ptional) RF FRT TAC Baro VNAV RNAV 10 (RNP 10) 10 RNAV 5 b 5 5 RNAV RNAV RNP 4 4 RNP RNP 1 c Advanced RNP 2 d 2 or R RNP APCH e RNP AR APCH Specific requirements for RF & VNAV RNP Final Approach perations Symposium 3
4 RNP to xls What is it? AM VR/NDB NPA A-RNP RNP 1 + RF RNP APCH RNP AR APCH RNP 0.3 IAF AM RNP APCH LNAV IF AM AM FAF MAPt MDA/MDH MAPt RNP APCH Baro MDA/MDH RNP APCH SBAS DA/DH DA/DH DA/DH A P V ILS/MLS/GLS (xls) 7NM 5NM Final Approach perations Symposium 5
5 Parallel runways - modes of operations Simultaneous parallel approaches Mode 1, independent parallel approaches: simultaneous approaches to parallel instrument runways where radar separation minima are not prescribed between aircraft using adjacent ILS or MLS Mode 2, dependent parallel approaches: simultaneous approaches to parallel instrument runways where radar separation minima between aircraft using adjacent ILS or MLS are prescribed. Simultaneous parallel departures Mode 3, independent parallel departures: simultaneous departures for aircraft departing in the same direction from parallel runways. Segregated parallel approaches/departures Mode 4, segregated parallel operations: simultaneous operations on parallel runways where one runway is used exclusively for approaches and landings, and one runway is used exclusively for departures. In the case of segregated parallel approaches and departures there may be semi-mixed modes of operations. Semi-mixed parallel operations ne runway is used exclusively for approaches while the other is used for a mixture of approaches and departures. ne runway is used exclusively for departures while other is used for both departures and approaches. Mixed parallel operations Simultaneous parallel approaches with departures interspersed on both runways Final Approach perations Symposium 7
6 Parallel runway operations Annex 14, Volume 1 Final Approach perations Symposium 8
7 Factors affecting Parallel Runway perations The safety of parallel runway operations in controlled airspace is affected by several factors: The use and accuracy of the radar monitoring system PfA allows for ADS-B and MLAT The effectiveness of the controller intervention when an aircraft deviates from the approach course The precision with which aircraft fly the approach PfA introduces RNP AR APCH and RNP APCH subject to appropriate safety assessment Final Approach perations Symposium 9
8 Proposed New Surveillance Criteria Runway Centreline Spacing Less than m (4 300 ft) but not less than m (3 400 ft) ATS Surveillance System Criteria A minimum accuracy for an ATS surveillance system as follows: for radar an azimuth accuracy of 0.06 degrees (one sigma)or for MLAT and other systems, an accuracy of 30 m (100 ft) at a range of applicability of 15 NM; an update period of 2.5 seconds or less, and a high resolution display providing position prediction and deviation alert is available. Less than 1525 m (5 000 ft) but not less than m (4 300 ft) As above, or the following conditions: a minimum azimuth accuracy better than 0.3 degrees (one sigma), and an update period of 5 seconds or less, and it is determined that the safety of aircraft operation would not be adversely affected m (5 000 ft) or more A minimum azimuth accuracy of 0.3 degrees (one sigma) or better, and an update period of 5 seconds or less. Note. - Guidance material pertaining to use of ADS-B and MLAT and their system performance is contained in the Assessment of ADS-B & Multilateration Surveillance to Support Provision of ATS Surveillance Services & State Implementation Roadmap (Circ 326) Final Approach perations Symposium 10
9 No Transgression Zone (NTZ) In Mode 1, as no ATS separation is prescribed to protect aircraft on the other approach path a No Transgression Zone (NTZ) is defined. The NTZ is a corridor of airspace established equidistant between 2 extended runway centre lines. The NTZ has a minimum width of 2000ft (610m) and extends from the nearest threshold to the point where the 1000ft (300m) vertical separation is reduced between aircraft on the adjacent extended runway centre lines. The Normal perating Zone (NZ) is the airspace in which aircraft are expected to operate while manoeuvring to pick up and fly the ILS localizer course or the MLS final approach track. Final Approach perations Symposium 11
10 Independent parallel approaches - Requirements Instrument landing systems (ILS) and/or MLS are being conducted on both runways PfA will introduce GLS and PBN approach possibilities Missed approach track for one approach diverges by at least 30 from the missed approach track of adjacent approach PfA will introduce ELS for departures (at this stage) Aircraft are advised of the runway identification (or ILS localizer or MLS frequency) as early as possible Aircraft shall not penetrate the NTZ For independent parallel approaches two aerodrome controllers should be required, one for each runway, with separate aerodrome control frequencies PfA proposes one monitoring controller subject to safety assessment Final Approach perations Symposium 12
11 Radar vectoring requirements Radar vectoring is used to intercept the ILS localizer course or the MLS final approach track PfA will introduce a published arrival and approach procedure that intercepts the IAF or IF as an alternative to vectoring When vectoring to intercept the ILS localizer course or MLS final approach track, the final vector shall: a) enable the aircraft to intercept the ILS localizer course or MLS final approach track at an angle not greater than 30 ; and b) to provide at least 1.0 NM (2km) straight and level flight prior to the ILS localizer final course or MLS final approach track; and c) The vectors shall also enable the aircraft to be established on the ILS localizer course or MLS final approach track, in level flight for at least 2NM (3.7km) prior to intercepting the ILS glide path or specified MLS elevation angle. Final Approach perations Symposium 13
12 Separation requirements A minimum of 1000ft (300m) vertical separation or, subject to radar system and display capabilities a minimum of 3NM (5.6km) radar separation shall be provided at least until 10NM (19 km) from the threshold and until aircraft are established: a) Inbound on the ILS localizer course and/or MLS final approach track; and PfA - inbound on the final approach course or track, or on an RNP AR APCH procedure (Established on RNP AR APCH) b) Within the normal operating zone (NZ) Each pair of parallel approaches has a high side and a low side for vectoring to provide vertical separation until aircraft are established inbound on their respective parallel ILS localizer course and/or MLS final approach track.... The high side altitude should be 1000ft (300m) above the low side at least until 10NM (19km) from the threshold. PfA Note: vertical separation may be discontinued when an aircraft is established on an RNP AR APCH procedure, in accordance with the Established on RNP AR APCH procedure Final Approach perations Symposium 14
13 Proposal for Amendment - Status Separation and Airspace Safety Panel (SASP) latest: PfA for parallel approach operations to PANS ATM (ICA Doc 4444), PANS PS (ICA 8168) and the SIR (ICA Doc 9643) forwarded for processing. introduction of GBAS (GLS) as another precision approach system for parallel approach ops => considered relatively simple (terminology for MLS and GLS) introduction of PBN approach specifications has been more challenging: => baulked landing on RNP AR APCH => RNP APCH performance outside the FAF? => Is FD/AP required? => Established on RNP AR APCH v EoR Result: Amendment delayed to 2018 applicability cycle, PfA now being processed within ICA. Final Approach perations Symposium 15
14 RNP 0.3? Considered as the best potential RNP accuracy to support parallel runway operations. The current navigation specifications that enable a performance of 0.3NM: RNP AR APCH RNP APCH (inside the FAF) Advanced RNP with scalability RNP 0.3 (for helicopters up to the FAF) Scalable RNP not supported by all types of aircraft RNP AR operational approval is expensive and should be obtained for each procedure. Procedure design aspects: RNP AR APCH routes protected to 2 x RNP only, other operations require buffers as detailed in PANS PS Vol II Final Approach perations Symposium 16
15 Final Approach perations Symposium 17
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