NextGen Priorities: Multiple Runway Operations & RECAT May 2018 Presented by Paul Strande & Jeffrey Tittsworth Federal Aviation Administration
National Airspace System Today Air traffic services for the world s largest and busiest airspace. Air traffic controllers track aircraft and keep them separated as they fly between navigation aids on the ground. Radar periodically updates the location of aircraft. Controllers communicate using radios and telephones. Nav aids are located where geography allows and do not provide the most direct routes. Controllers often add distance between aircraft to ensure safety. Weather causes 75 percent of delays. 2
NextGen Modernization Largest modernization of ATC systems since start of FAA in 1947 1st Wave Focus on base CNS-A infrastructure (R+D 2000, Implementation 2005 2025) Communications: Digital communications with pilots and between FAA systems/facilities Navigation: Precise GPS routes/procedures in all airspace domains Surveillance: Expanded high update rate surveillance used by controllers/pilots Automation: Every ATC domain (En-Route, Terminal, Tower Command Ctr.), plus decision support tools 2nd Wave Focus on operational integration (R+D 2018, Implementation 2020 2030) Trajectory Management: Aircraft controlled by time not distance Aircraft is a full participant in integrated system Information sharing between FAA/user system enable new applications 3
Delivering Major NextGen Investments Legacy System Radar Voice Communications Disparate Information NextGen Satellite Voice & Digital Communications Automated Decision Support Tools Tower controller Terminal En-route Terminal Tower NextGen Automatic Dependent Surveillance-Broadcast (ADS-B), System Wide Information Management (SWIM), Data Communications, National Airspace System (NAS) Voice System (NVS), Terminal Flight Data Manager (TFDM) Foundational En Route Automation Modernization (ERAM) Terminal Automation Modernization/Replacement (TAMR) 4
Building the Future NAS 2014-2016 2016-2020 2020-2025 Beyond 2025 Foundational Infrastructure Expanded NextGen Realize NextGen Leverage NextGen En Route Automation Modernization Terminal Automation Modernization& Replacement Automation Dependent Surveillance-Broadcast (ADSB) Out infrastructure SWIM NAC Priorities Expanded PBN Initial Data Comm Increased surface efficiency Expanded MultipleRunway Operations DeliveringNAS information NextGen Weather Equip 2020 Community engagement Accommodate unmanned aircraft systems (UAS) Accommodate commercial space operations NAS Voice System ADS-B In Data Communications TFDM Integrate UAS Integrate commercial space operations Align aircraft equipage Software applications Transparent, Sustainable, Agile, and Resilient NAS community/stakeholderengagement, tech refresh,cybersecurity,cost containment Enhanced service delivery Expand equipage Advanced applications for NextGen systems More easily address new capabilities 2014-2016 2016-2020 2020-2025 Beyond 2025 5
NextGen Priorities: Building Partnerships Progress to date FAA s continued collaboration with the aviation industry through the NextGen Advisory Committee (NAC) has led to the successful implementation of numerous Joint Implementation Plan commitments Continuing collaboration Lessons learned during interviews with participants validated the effectiveness of the process and agreement on its continued value FAA and industry have continued working together to update the plan with additional priority commitments, and are currently working on updates for 2019-2021 Measuring results FAA and industry are collaborating in a Joint Analysis Team that studies the results from capability implementations to reach agreement on a common statement of facts 6
NextGen Priorities Overview www.faa.gov/nextgen/snapshots/priorities Data Communications Data Comm is a program aimed at transitioning from an analog voice system of communication between controllers and pilots to a digital communication system. Multiple Runway Operations MRO improves access to parallel runways, including closely spaced runways, and can increase basic runway capacity and throughput by reducing separation between aircraft based on improved wake recategorization standards. Performance-Based Navigation PBN is a framework for defining performance requirements in navigation specifications Convention al Current Ground- Based NAVAID s Everywhere RNAV Waypoints Seamless Vertical Path Curved Paths Required RNP Narrower protected areas Surface Surface activities are designed to enhance the efficiency of operations and procedures at airports on the airport surface. Limited Design Flexibility Increased Airspace Efficiency Optimized Use of Airspace 7 7
Multiple Runway Operations (MRO) Improves access to parallel runways, including those that are closely spaced, and can increase basic runway capacity and throughput by reducing separation between aircraft based on improved wake recategorization standards. Wake RECAT Wake RECAT improves same runway capacity (e.g., 12L and 12R) but does not affect the ability to perform independent or dependent approaches to runways spaced >=2500 ft Independent & Dependent Approaches 12 L 12 R Dependent Approaches with Wake Mitigation 2500 Feet 12 12 L R Wake RECAT also improves independent departures from runways spaced <2500 ft apart >= 2500 ft < 2500 ft 8
Current ICAO Wake Turbulence Separations Heavy to Heavy Leading aircraft Trailing aircraft B747 A306 This is Safe 4 NM Separation This is Overly Conservative. A306 B747 A result of the Breadth of the Heavy Category 9 9
Safety Example Wake Turbulence Separations Upper Heavy to Lower Heavy Leading aircraft Trailing aircraft 4 NM Separation B747 A306 This Is Safe (Current ICAO) Lower Heavy to Upper Heavy 2.5 NM Separation A306 B747 This Is Also Safe (RECAT) 10 10
Example RECAT Separations 11
RECAT Implementations 12
Closely Spaced Parallel Operations (CSPO) Simultaneous Approaches Prior CSPO Achieved 4300 ft SIPIA 3600 ft 5000 ft 5000 ft SIPIA Triples 3900 ft 3900 ft SIPIA with Offset 3000 ft SIPIA Simultaneous Independent Parallel Instrument Approaches 13
Closely Spaced Parallel Operations (CSPO) Dependent Operations Prior CSPO/Wake Office Achieved 1.5 NM 2500 ft 4300 ft Dependent Stagger CSPRs 2500 ft 3600 ft 1.0 NM 2.0 NM 4300 ft Dependent Stagger 3600 ft 8300 ft 1.5 NM Req Wake Separation 2500 ft Dependent Stagger CSPRs with wake 2500 ft Reduced Separation 14
Collision Risk Analysis Overview FAA conducts collision risk analysis in support of NAS operations. Data is collected from real time IMC NAS operations, flight tests and from pilot and controller human in the loop simulations to determine Probability Density Functions for pilot and controller reaction times, blunder angles and severity Total System Error, Navigation System Error, and Flight Technical Error Surveillance and automation system accuracies, processing delays and display capabilities. 15 15
Test Criteria Violation Volume 500 ft Radius Sphere Developed by the Multiple Parallel Approach Project (MPAP) Technical Working Group in the 1990s 265 ft Radius ± 80 ft Cylinder to accommodate two Airbus A380 aircraft laterally and vertically on SIPIA. Developed by AFS-450 under the RTCA TF5 Blunder Recommendation Note that the outer surface of the TCV Shape, either the sphere or the cylinder, is the location of the CG of the other aircraft. 16 16
Data Collection Human-In-The-Loop Simulations CSPO utilizes Air Traffic Controller Human-In-The-Loop (HITL) Data Collection Efforts to obtain the required Controller Response Time for blundering aircraft during a Simultaneous Independent and Dependent Approaches. The Data Collection Efforts also record subjective data from the controllers related to their comfort and perceived workload. 17
CSPO Automation Final Monitor Aid Visual NTZ Warning Alert Accompanied by an audio alert with the Target Call Sign NTZ Boundary turns Red 18 18 18
Dependent Staggered Approaches to Parallel Runways Spaced < 2500 (FAA Order 7110.308C Appendix A) The procedure permits any aircraft type trailing on instrument approach to one runway to be diagonally separated by a minimum of 1.0 NM from a leading small or large aircraft on instrument approach to the parallel runway. Standard radar or wake turbulence separation is applied between the trailing aircraft and the lead aircraft of the next pair. 19 19
CSPO Implementations 20