CANSO 07/03/2014 RECAT-2 Vincent TREVE, EUROCONTROL SESAR Airport - - PowerPoint PPT Presentation

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CANSO 07/03/2014 RECAT-2 Vincent TREVE, EUROCONTROL SESAR Airport - - PowerPoint PPT Presentation

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CANSO 07/03/2014 RECAT-2 Vincent TREVE, EUROCONTROL SESAR Airport Unit WAC, 5 th March 2014 Scott PRESSLEY, FAA CANSO 07/03/2014 Introduction Why New Wake Turbulence Separations? Need Runways are constrained While demand

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CANSO 07/03/2014

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WAC, 5th March 2014

RECAT-2

Scott PRESSLEY, FAA Vincent TREVE,

EUROCONTROL SESAR Airport Unit

CANSO 07/03/2014

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Introduction

Why New Wake Turbulence Separations? Need

  • Runways are constrained
  • While demand growth has not met some expectations, demand is

expected to grow

  • New runway construction is expensive, real estate constrained

and requires decades to achieve

  • New aircraft are being introduced
  • a Re-Categorization RECAT has 3 Phases

Opportunity

  • New knowledge of wake behavior and sufficient quality and

quantity of operationally relevant wake data

  • Better metrics exist than Maximum Certificated Gross Take Off

Mass as the measure of wake strength and wake tolerance

  • Successful implementation of other wake avoidance solutions in

US and Europe

CANSO 07/03/2014

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ICAO Today

ICAO separation scheme

  • Defined in the ICAO PANS

ATM Doc 4444

  • Based on MTOW only

Proved to be safe over years but could be now improved

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ICAO Today

ICAO separation scheme

  • Defined in the ICAO PANS

ATM Doc 4444

  • Based on weight only
  • Need for categorising new

challenging aircraft

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ICAO Today

ICAO separation scheme

  • Defined in the ICAO PANS ATM Doc 4444
  • Based on weight only
  • Need for categorising new challenging aircraft
  • Proved to be safe over years but could be now improved
  • Joint FAA – EUROCONTROL effort led to local improvements with 6

categories scheme

  • RECAT-1 US Implementation
  • RECAT-1-EU

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RECAT-1 Effort to Harmonize with a 6 Wake Category System

RECAT-1 US Implementation

  • RECAT-1 US implementation based on a joint technical development

with EUROCONTROL

  • The categories based on the top 85% of the worlds busiest airport

traffic.

  • Implemented in the US with deployment at MEM November 2012, SDF

August 2013.

  • Deployed at these two facilities because of short time periods of

constrained traffic, and the simplicity of a fleet mix driven largely by a single operator

  • CVG, MIA, PHL, ATL, NCT and SCT scheduled for 2014.

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RECAT Phase I Implementation within US

A B C D E F A MRS 5.0 6.0 7.0 7.0 8.0 B MRS 3.0 4.0 5.0 5.0 7.0 C MRS MRS MRS 3.5 3.5 6.0 D MRS MRS MRS MRS MRS 5.0 E MRS MRS MRS MRS MRS 4.0 F MRS MRS MRS MRS MRS MRS RECAT Separation Matrix Follower Leader MRS MRS MRS 5.0 MRS

Separation was increased for some or all aircraft pairs Separation was decreased for some or all aircraft pairs MRS Separation remained the same for some or all aircraft pairs Minimum Radar Separation (3NM, or 2.5 NM when existing requirements are met)

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RECAT Phase I US Implementation

Benefits to Workforce

  • With a few minor automation changes we were able to make the

controllers jobs easier.

  • For the first time the Wake Category is in the Data Block on the

RADAR scope.

  • Wake Category also on Flight Data Strip for the tower controllers.
  • Takes away the burden of having to know where 9000 aircraft are in the

Weight Categories.

  • Gives a single focal point for sequence decisions on the RADAR scope.

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RECAT Phase I US Implementation

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RECAT Phase I US Implementation

Benefits to the Users

  • MEM Approach called arrival/departure rate changed from 77 per hour

to 99 per hour.

  • FEDEX has reported a savings of over 2 Million dollars a month in

savings.

  • SDF/UPS has seen similar results in their operations.
  • RECAT is giving both companies the opportunity to progressively

change their ramp practices to gain even more efficiency in the future.

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Local improvements with 6 categories scheme RECAT-EU

RECAT-EU Principles

  • The categorisation is based on both generation and resistance

characteristics

  • Separations are reduced for pairs with low wake generation leader

and/or high resistance follower

  • Separation are increased for the lowest part of the Medium category
  • Aircraft categorised as a function of MTOW and Span

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LJ35 LJ25 A124 A380 E120 SF34

CAT-A CAT-B CAT-C CAT-D

CAT-E CAT-F

Local improvements with 6 categories scheme RECAT-EU

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E190 E145 AT45 B772 A332 B774 A346 B752 B763 A306 A320 B738 MD82 B764 MD11

CAT-B CAT-C CAT-D

CAT-E

Local improvements with 6 categories scheme RECAT-EU

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Leader / Follower J H M L J 6.0 7.0 8.0 H 4.0 5.0 6.0 M 5.0 L

Local improvements with 6 categories scheme RECAT-EU

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Leader / Follower J H M L A B C D E F J A 6.0 6.0 7.0 7.0 8.0 H B 4.0 4.0 5.0 5.0 6.0 C 4.0 4.0 5.0 5.0 6.0 M D 5.0 E 5.0 L F

Local improvements with 6 categories scheme RECAT-EU

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Leader / Follower J H M L A B C D E F J A 3.0 4.0 5.0 6.0 7.0 8.0 H B 3.0 4.0 4.0 5.0 7.0 C MRS* 3.0 3.0 4.0 6.0 M D 5.0 E 4.0 L F 3.0 Leader / Follower J H M L A B C D E F J A (+0.5)

  • 2.0
  • 1.0
  • 1.0

H B

  • 1.0
  • 1.0

+1.0 C

  • 1.0 (-1.5)
  • 1.0
  • 2.0
  • 1.0

M D E

  • 1.0

L F (+0.5)

* Validation for MRS at 2.5Nm (figure) is compared to MRS of 2.5 Nm

Delta to ICAO provisions

Local improvements with 6 categories scheme RECAT-EU

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Local improvements with 6 categories scheme RECAT-EU

  • Expected Benefits for major EU airports
  • Limited system up-grade
  • Average +5% capacity in peak
  • 3 to 5 additional movements per hour during morning peak
  • Deployment Timeframe
  • RECAT-EU proposal currently under EASA review
  • EASA Safety Bulletin expected by April ’14
  • CDG proposed by DGAC as pioneer airport
  • Operational experience
  • Support further improvements
  • RECAT-EU EUROCONTROL effort NOT terminated

Effort now allocated to RECAT-2 for allowing local customisation of 6-CAT as a function of traffic mix AND Pairwise operations

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ICAO road map for RECAT-2

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Current ICAO Wake Turbulence Separations

Heavy >136 t B747 B747 Leading aircraft Followed by Heavy Large Small A320 A320 Large 7 - 136 t Small < 7t

  • 3
  • 4
  • 5
  • 6

Separation, miles A320 Small Large Small

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B747 Leading aircraft Separation A306 Trailing aircraft 4 NM B747

This is Safe This is Overly Conservative. A result of the Breadth

  • f the Heavy Category

A306

Heavy to Heavy

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Current ICAO Wake Turbulence Separations

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Safety Example Wake Turbulence Separations

B747 Leading aircraft Separation A306 Trailing aircraft 4 NM B747

This Is Safe (Current ICAO) This Is Also Safe (RECAT)

A306

Upper Heavy to Lower Heavy Lower Heavy to Upper Heavy

Separation 2.5 NM

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RECAT Phase II Approach

For a given aircraft leader, wake strength at ICAO separations can be determined. By taking follower approach speed, wing span and weight into account a better resistance metric than MGTOM is used A346

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Under ICAO, separation is set to protect the most vulnerable aircraft in a

  • group. By breaking up the current

weight classes into smaller groupings, separation reduction can be safely achieved

RECAT Phase II Approach

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RECAT Phase II Approach

Wake strength for different leader aircraft as a function of their wake generation and decay

  • characteristics. Paiwise

separation will take those differences into account. A346

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Wake strength for different leader aircraft as a function of their wake generation and decay

  • characteristics. Paiwise

separation will take those differences into account.

Capacity benefit

A332 A346

RECAT Phase II Approach

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Methodology

Pairwise separation matrix Pairwise separation matrix Consolidation Pairwise matrix Predefined 6-CAT schemes for standard traffic mixes Optimiser tool for defining local n-CAT scheme Pairwise matrix for pairwise separation application (requiring advance HM)

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Safety principles

WT risk assessment is based on

  • Relative comparison to today acceptable risk at ICAO separation but

ANSPs could use their established categorical systems as baselines as well

  • Severity assessment : Severity metric characterizing wake strength and

wake impact on aircraft

  • Frequency assessment : WT risk is highly probabilistic
  • A design case when and where separation matter (long lasting wakes in

low wind and close to ground)

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Safety principles

  • Relative risk assessment has been used in previous changes to wake

turbulence separation

Implemented:

New Aircraft (A380, B747-8, B787) WIDAO, WTMD, 7110.308 RECAT Phase I

To be implemented

RECAT IEU Time Based Separation

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Safety documents

  • Generic Safety Case developed for delivery to ICAO to provide

assurance that the proposed pair-wise separation minima are acceptably safe

  • Implementation Safety Case will need to be developed by ANSP to

address local deployment and changes to the ATM functional system that are chosen to be made

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Technical challenges for definition of Pairwise separation matrix

  • Definition of severity metric

 Severity metric is based on encountered wake strength  Introduced aircraft size and approach speed as parameters of wake-

resistance

  • Characterization of the wake decay per generator:

 Wake strength is characterized for the design case when and where

separation matters (long lasting wakes in low wind and close to ground)

 Generator aircraft wake decay derived from EU and US measurement

campaigns

  • Conversion of distance separation into time to fly and wake age

 time to fly a given serration for a given aircraft type are based extensive

radar databases

  • Generalization to all aircraft type and departure phase

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ATPA

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ATPA

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Expected benefit of standard 6-CAT scheme

EUROCONTROL Analysis

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Expected benefit of optimized 6-CAT

FAA Analysis: SFO RECAT Phase I expected to produce 8 to 9 % for SFO RECAT Phase II allows for customization to an individual airport. The moving of one aircraft in a category (E145) will provide an extra 3 % capacity gain.

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Expected benefit of pairwise separations

EUROCONTROL Analysis

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Schedule and Timeframe

  • Deliver recommendations to ICAO by December 2014

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