Speed Profiles Analysis Supporting the FAA Wake Initiatives FOQA and Threaded Track Data MITRE Lisa Spinoso and Clark Lunsford Volpe National Transportation Systems Center (Volpe) Steve Mackey, Melanie Soares and Hadi Wassaf WakeNet-Europe 2014 May 13-14, 2014 EUROCONTROL Experimental Centre (EEC) Brétigny-sur-Orge, France Approved for Public Release; Distribution Unlimited. 14-1657 The FAA Wake Turbulence Research Program obtained approval from the Aviation Safety Information Analysis and Sharing (ASIAS) Issue Analysis Team to perform this analysis using Flight Operational Quality Assurance (FOQA) data.
Acknowledgements 2 The authors would like to recognize the following for their continued support throughout this effort: Jeffrey Tittsworth AJV-2A, FAA Wake Turbulence Research Program Manager Steve Barnes Former Manager AFS-440, Flight Standards Service - Flight Technologies and Procedures Division Wayne Gallo AFS-430, Flight Standards Service - Flight Technologies and Procedures Division
3 Speed Profile Objective Provide improved information for actual approach and departure speeds observed in different aircraft types Book Speeds Observed Speeds Better knowledge of operational speeds by aircraft type will enable more accurate determination of Wake generation strength Wake encounter severity Separation in time (Time-To-Fly) For use of expanding number of FAA related wake initiatives. Applications for two specific initiatives highlighted Wake Recategorization (RECAT) Wake Turbulence Mitigation for Arrivals Procedures (WTMA-P)
Recap on RECAT Wake Recategorization (RECAT) 4 RECAT is a 3 phase international effort to incrementally safely optimize wake turbulence separation Current US Wake Categories Follower Trailing Aircraft Phase I: Establishes six new wake classes with the goal of increasing capacity while maintaining or improving safety, based on analysis of 61 of the most common aircraft types at major US and EU airports A B C D E F A380 Heavy B757 Large Small A MRS 5.0 6.0 7.0 7.0 8.0 A380 MRS 6 7 7 8 B MRS 3.0 4.0 5.0 5.0 7.0 Heavy MRS 4 5 5 6 C MRS MRS MRS 3.5 3.5 6.0 B757 D MRS MRS MRS MRS 4 MRS 4 MRS 4 5.05 Large E MRS MRS MRS MRS MRS MRS MRS MRS 4.04 Small F MRS MRS MRS MRS MRS MRS MRS Phase II: Aims to determine pairwise leader/follower wake separation minima for individual aircraft types, based on analysis of 115 of the most common aircraft types at 95 airports globally An aircraft speed profile has a strong influence on the wake strength and wake encounter severity for individual aircraft types Phase III: Addresses dynamic conditions as they apply to pairwise separation RECAT: Safely reduces spacing while maintaining safety Leading Aircraft Leader US: United States of America EU: European MEM: Memphis International Airport SDF: Louisville International Airport CVG: Cincinnati/Northern Kentucky International Airport
5 Approach Speed Profiles
RECAT Speed Profiles by Aircraft Type RECAT Phase 1 6 Example: CRJ2 RECAT Phase I used publicly available approach speeds, adjustment for 85% max landing weight and a nominal deceleration profile. Distance from Threshold (NM) CRJ2: CANADAIR Regional Jet CRJ-200 NM: Nautical Mile
RECAT Speed Profiles by Aircraft Type RECAT Phase 1 FOQA Data 7 Example: CRJ2 True Airspeed (kts) 300 250 200 150 100 FOQA 95% FOQA 75% FOQA 50% FOQA 25% FOQA 5% RECAT I True Airspeed Profile using FOQA and RECAT Phase I (Continental ASDE-X Airports) 31 aircraft types represent approx. 70% of U.S. operations 50 0 1 2 3 4 5 6 7 8 9 10 Distance to Threshold (NM) Distance from Threshold (NM)
RECAT Speed Profiles by Aircraft Type RECAT Phase 1 FOQA Data Threaded Track Data 8 Example: CRJ2 True Airspeed (kts) 300 250 200 150 100 TT 95% FOQA 95% FOQA 95% FOQA TT 75% 75% FOQA 75% FOQA TT 50% 50% FOQA 50% FOQA TT 25% 25% FOQA 25% FOQA TT 5% 5% FOQA 5% RECAT RECAT I True Airspeed Profile using FOQA and RECAT Phase I (Continental ASDE-X Airports) 50 130+ aircraft types at 34 different airports using 5 million+ tracks 0 10 1 2 2 3 4 4 5 6 5 7 6 8 9 7 10 811 12 9 13 10 14 Distance to Threshold (NM)
RECAT Speed Profiles by Aircraft Type RECAT Phase 1 FOQA Data Threaded Track Data 9 Example: CRJ2 True Airspeed (kts) 300 250 200 150 100 50 TT 95% FOQA 95% TT 75% FOQA 75% TT 50% FOQA 50% TT 25% FOQA 25% TT 5% FOQA 5% RECAT I True Airspeed Profile using FOQA and RECAT Phase I (Continental ASDE-X Airports) 130+ different aircraft types can be chosen. Data can be displayed in 4 different ways: IAS, TAS, GS, and Time to Fly Threaded Track: Dark Colors FOQA: Light Colors RECAT: Black Dashed Line Speed profiles can also be displayed by airport, wake category and meteorological & wind conditions 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Distance to Threshold (NM)
Sample Results and Discoveries Approach Speed Sensitivity Analysis Deceleration of Jets vs. Turboprops Time-to-Fly Application to WTMA- P Gross Landing Weight
Approach Speed Sensitivity Analysis 11 There has been further investigation on the variance of final approach speed by Airport elevation Runway length Arrival Rate Annual airport operations Aircraft weight & length Temperature IMC/VMC Wind, etc. FAA is undergoing a sensitivity analysis on how airport altitude and special operations effect the variance in final approach speed. True Airspeed at 1 NM (kts) 165 160 155 150 145 140 135 130 DEN SLC LAS PHX ATL MSP CLT MKE ORD DTW MDW STL DFW SDF SEA MEM IAD BDL BWI LAX IAH Arrival Airport ordered by Altitude MCO SNA PVD HOU PHL Average TAS at 1 NM Average and Standard Deviation of Approach Speeds by Airport ordered by Altitude LGA BOS EWR SAN IMC: Instrument meteorological conditions VMC: Visual meteorological conditions DEN: Denver International Airport DCA JFK MIA FLL All Airports
A Comparison of Deceleration Profiles for Jets and Turboprops 12 The turboprop waits as long as feasible to slow to their landing speed to fit into the pace of the arrival stream and to not cause problems for the trailing jets. I I Maintain V app This difference in approach speed management impacts the time it takes the turboprop to fly specific wake separations and also influences its wake severity metric All key factors in determining safe wake separations.
Time-To-Fly 13 Used to calculate Time-to-Fly the time Profile it using takes FOQA for and a RECAT trailing Phase Iaircraft to fly (Continental ASDE-X Airports) various 400 wake separation distances to limit severity of wake TT 95% presented to FOQA the 95% trailing aircraft to current ICAO levels Example: CRJ2 350 FOQA 75% Result feeds TT 50% directly into the calculation of pair-wise wake-safe FOQA 50% separations TT 25% for RECAT Phase II being performed by the FAA Time-to-Fly (seconds) 300 250 200 150 TT 75% FOQA 25% TT 5% FOQA 5% RECAT I 100 50 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Distance From Threshold (NM)
WTMA-P application of Threaded Track Wake Turbulence Mitigation for Arrivals Procedures (WTMA-P) 14 Concept permits reduced inter-aircraft radar separation during dependent parallel precision approaches Based on geometry of approach path and approved for specific aircraft types as leader and follower. Extension of 7110.308 to include heavier aircraft than FAA Large and Small as leaders where possible. Previous analysis used book speeds at threshold crossing and a nominal Out of Ground Effect ground speed for all aircraft For improved fidelity of the analysis, WTMA-P assessment incorporated Threaded Track speed profiles Observed approach speeds are typically higher than book speeds Applied these profiles to both Near/In and Out of Ground Effect wake proximity frequency and severity analysis (out to 14 NM) Evaluated for both the single runway baseline and WTMA-P operations on closely spaced parallel runways Also used observed speeds to determine nominal compression values between leader and follower aircraft
15 Gross Landing Weight Aircraft weight is an important factor in determining the strength of the wake that is generated by an aircraft. Weight information is not generally available in recorded air traffic data Analysis of average landing weights through ASIAS helped the RECAT Team to appropriately represent landing weight in Phase II separation calculations 100% Actual Landing Weight Gross Landing Weight/Max Landing Weight FFFFFFFF GGGGGGGGGG LLLLLLLLLLLLLL WWWWWWWWWWWW RRRRRRRRRR IIII DDDDDDDDDDDDDDDD MMMMMM LLLLLLLLLLLLLL WWWWWWWWWWWW Gross Landing Weight/Max Landing Weight (%) 98% 96% 94% 92% 90% 88% 86% 84% 82% 80% B744 B772 Widebody 1 Widebody 2 B763 Widebody 3 Widebody 4 Widebody 5 Widebody 6 B752 B737 B738 A319 A320 E190 Narrowbody 1 Narrowbody 2 Narrowbody 3 Narrowbody 4 Narrowbody 5 Narrowbody 6 Narrowbody 7 CRJ9 E170 CRJ7 CRJ2 E145 RegionalJet 1 RegionalJet 2.
16 Gross Landing Weight 100% Actual Landing Weight Gross Landing Weight/Max Landing Weight Gross Landing Weight/Max Landing Weight (%) 98% 96% 94% 92% 90% 88% 86% 84% 82% 80% B744 B772 Widebody 1 Widebody 2 B763 Widebody 3 Widebody 4 Widebody 5 Widebody 6 B752 B737 B738 A319 A320 E190 Narrowbody 1 Narrowbody 2 Narrowbody 3 Narrowbody 4 Narrowbody 5 Narrowbody 6 Narrowbody 7 CRJ9 E170 CRJ7 CRJ2 E145 RegionalJet 1 RegionalJet 2
17 Initial Departure Speed Profiles
Sensitivity Analysis Departure Characteristics to Consider 18 How fast is the leader at wake generation point 1 (for initial wake strength) How fast is follower at wake encounter point 2 (for wake encounter reaction) How far down track (distance 3 ) is leader aircraft How long (time 4 ) has wake aged (decayed) 3 4 Height Sinking Wake 1 2 Distance
Initial Comparison of Departure Speed Profiles 19 0 NM = Liftoff Determined lift-off point and time for the departure speed profile 0 NM = Liftoff Need to determine operational ranges and dependence on primary factors Aircraft type, weight, power settings, temperature, airport specific, etc. Distance vs. Speed
Threaded Track Validation with FOQA Data True Airspeed, Time-to-Fly, Height Above Takeoff Initial Cut 20 Created an interactive workbook to investigate departure Threaded Track and FOQA data. TAS, Time-to-Fly, Height Above Takeoff FOQA data provided is not as granular as Threaded Track data. 0 NM = Liftoff Distance vs. Speed FOQA & TT TAS Threaded Track departure dataset captured a year s worth of surveillance data 5 million+ tracks 34 major airports 125 aircraft types FOQA & TT Time-to-Fly Filters Airport Aircraft Type Temperature Weight Altitude
21 Next Steps for Departure Analysis Departure speed and Time-to-Fly validation by aircraft type Departure speed sensitivity analysis Variations by airport, field elevation, departure rate, temperature, weight, runway length, etc. Document the departure speeds for RECAT Phase II methodology report
Thank You 22 Objective Provide improved information for actual approach and departure speeds observed in different aircraft types True Airspeed (kts) 300 250 200 150 100 TT 95% FOQA 95% TT 75% FOQA 75% TT 50% FOQA 50% TT 25% FOQA 25% TT 5% FOQA 5% RECAT I True Airspeed Profile using FOQA and RECAT Phase I (Continental ASDE-X Airports) 50 0 0 1 2 3 4 5 6 7 8 9 10 11 12 13 14 Distance to Threshold (NM) Book Speeds Observed Speeds
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