Crosswind dependent separations and update on TBS concept...
Transcript of Crosswind dependent separations and update on TBS concept...
The European Organisation for the Safety of Air Navigation
Crosswind dependent separations and update on TBS concept (transitional step)
28-29 June 2010WAKENET 3 EUROPE – 2nd workshopAirbus, Toulouse
Peter CHOROBA, [email protected]
The European Organisation for the Safety of Air Navigation
2/22
Agenda
• Crosswind operations (CROPS)• High-level generic concept of operations• Initial benefit assessment
• Updated EUROBEN results• LHR wind stability• LHR & CDG benefits
• Safety criteria• Update on Transitional TBS project• LHR LIDAR campaign• Next steps
3/22
Introduction
• CROPS = CRosswind OPerationS
• Implementation project (SESAR IP1) focused on runway use optimisation
• Conditional reduction of separations for departures and arrivals in crosswind operations
• Wake transported by wind away from the following aircraft path
• Atmospheric turbulence is sufficient to enhance the wake decay in a timeframe shorter than ICAO minimum separation
4/22
Who is involved
EUROCONTROL – generic concept validation
Local adaptation:
• BAA - OPS team (ops expertise), R&D (data analysis)• NATS – OPS team (ops expertise), R&D (data analysis, safety
assessment)• UK Met Office – MET expertise, MET data
Consultation:• UK CAA SRG• Airlines• EUROCONTROL Wake Vortex Task Force members
5/22
High-level concept of operations
• Based on CREDOS & ATC-WAKE concepts
• Procedure change only, with limited system support
• Authorise on the runway, during initial climb and on a final approach reduction or suspension of wake turbulence separation (time or distance) between WT pairs (as per ICAO Doc 4444)
• Conditional application – only in specific crosswind conditions
6/22
Separation reduction
• Departures: • Suspension of WT separation, resulting into
spacing of 60-100 sec (depending on SID layout and selection)
• Arrivals: • Reduction by 0.5 NM - low case• Reduction by 1.0 NM - high case
7/22
Required wind conditions
• Surface crosswind component wind is equal to or stronger than X kt
• Wind forecast confirms favourable wind speed and directions for winds aloft for the entire planning period (duration of this period will be shorter for departures = X min and larger for arrivals = Y min)
• No significant MET situations are forecasted• Unfavourable MET conditions will need to be defined,
e.g. thunderstorms, wind shear.
8/22
Expected benefits
• Expected benefits are of tactical nature:• Reduced delays (ground and/or airborne)• Improved RWY resilience
• Benefits dependent on:• Traffic mix (e.g. H-H, H-M pairs)• Wind distribution around the year• Density
9/22
New results based on EUROBEN study*
• Update EUROBEN WP4 wind analysis to include winds from 5 to 10kt (use of 2009 LHR RWY anemometer data)
• Recalculate delay reduction using delay profiles from WP4 using new MET data analysis
• Note difference between CROPS and ATC-WAKE/CREDOS concepts from EUROBEN: • Reduction for H-H pair was 0.5 or 1.0 NM (good match)• Reduction for H-M pair was 1.5 to 2.0 NM
(overestimation of delay reduction for this pair)• Underestimation of benefits due to large applicability
windows (all day, 5h-9h,9h-15h,15h-22h)
* Ref.: EUROBEN deliverables WP3, WP4 D4.1 & D4.2, 2006
10/22
New results based on EUROBEN study - Annual delay reduction at LHR
4 694(0.4%)
2 548(0.2%)
6 125(0.4%)
5 482(0.4%)
10 kt
9388(0.9%)
5 095(0.5%)
12 249(0.8%)
10 965(0.7%)
9 kt
13750(1.3%)
7643(0.7%)
18 513(1.1%)
16 644(1.2%)
8 kt
33 149(3.1%)
19 163(1.8%)
50 414(3.4%)
45 508(3%)
7 kt
70 894(6.6%)
41 705(3.9%)
118 954(7.9%)
107 624(7.2%)
6 kt
112 420(10.4%)
67 514(6.3%)
201 451(13.4%)
182 588(12.2%)
5 kt
High case
Low case
High case
Low case
CROPS – departures
CROPS – arrivals
Annual delay reduction in minutes(% reduction of annual delay)
Crosswind threshold
11/22
36,7%
34,2%
32,5%
31,1%
29,1%
27,8%
25,8%
27,4%
25,1%
23,5%
22,1%
20,5%
19,3%
17,8%
19,4%
17,4%
16,0%
15,0%
13,6%
12,5%
11,1%
13,5%
11,8%
10,7%
9,9%
8,6%7,9%
7,0%
8,9%
7,6%6,7%
6,1%5,4%
4,8%4,1%
5,7%
4,7%4,1%
3,6%3,0%
2,5%2,0%
0,0%
5,0%
10,0%
15,0%
20,0%
25,0%
30,0%
35,0%
40,0%
5 10 15 20 30 40 60
Minimum duration of crosswind component conditions (in minutes)
Cumulative occurence of crosswind component as % of total hours of operations
(1 year of anemometer data - Q4/08-Q3/09)
%_5kt %_6kt %_7kt %_8kt %_9kt %_10kt
Initial high-level X-wind component stability analysis for LHR
Departures Arrivals
12/22
Results from analytical modelling for LHR and CDG airports
• WT reduction by 1.0 NM for H-H and H-M pairs only• Arrivals only• OPS data correlated with one year of RWY anemometer
data for crosswind criteria from 5 to 10 kt• Two groups of benefits assessed:
• Real – only taking into account H-H and H-M pairs separated close to ICAO separation (+20 seconds max)
• Max – taking into account all H-H and H-M pairs with full distribution of separations
• Sum of total separations saved – converted to potentially gained slots => tactical benefit only => resulting in reduction of airborne delay if wind conditions are met
13/22
Potentially gained arrival slots in 1 yearper one RWY
0
500
1000
1500
2000
2500
3000
3500
4000
5kt 6kt 7kt 8kt 9kt 10kt
Crosswind threshold
Number of potentially gained slots in 1 year per one
arrival runway with CROPS operations
CDG max
CDG real
LHR max
LHR real
14/22
Annual % of potentially gained arrival slots per one RWY
0,00%
0,50%
1,00%
1,50%
2,00%
2,50%
3,00%
3,50%
4,00%
4,50%
5,00%
5 6 7 8 9 10
Crosswind threshold
Annual % of potentially gained slots per one arrival
runway with CROPS operations (no HW)
CDG max
CDG real
LHR max
LHR real
15/22
Safety criteria
• Safety assessment activities are on-going
• Relative risk assessment criteria is proposed:
• WT risk per movement for a follower on final approach with reduced separations in crosswind conditions (CROPS procedure) being equal to or less than that of current ICAO approved in-trail WT risk (in calm wind conditions)
16/22
Transitional TBS – current status
• Full TBS concept• Initial validation of the concept undertaken by
EUROCONTROL and NATS UK• Further development undertaken in SESAR P6.8.1
Phase 1 – TBS – 2010-2012
• Transitional step towards full TBS (IP1 improvement)• Draft concept of operations discussed with stakeholders• Generic safety case under development
17/22
Transitional TBS – current status
• Specific reduction of ICAO DBS in specified headwinds• Reduction by 0.5nm
• Only on final approach• Between wake turbulence separated a/c pairs• Applied without new controller support tool (on/off
procedure)• Reliable MET information is essential:
• Approx. 15kt headwind component required on final approach
• Wind forecast for winds aloft
18/22
27R 008
27L 168~1550m
~1516m
~635m
~796m
Vortex tracks + Crosswind
Vortex tracks + Crosswind
Headwind (from 2 to 15 deg)
VAD scan since March 2010
+ RWY anemometer data & METAR
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Phase 1 (300ft) Oct 08 – Sept 10
27L + 27R
LIDAR
Phase 2 (1000ft) Sept 10 – Oct 11
27L + 27R
LIDAR
NGEOGE
LIDAR positions are only schematic
20/22
Next steps
• Finalise Concept of Operations & OSED
• Refine benefit assessment for CROPS• TAAM simulations for generic airport model• HERMES simulations for LHR – on-going
• Develop Safety Case – CROPS – Initial planning
• Safety Plan – on-going• Safety assessment - starting• Preliminary Safety Case• Guidance material for local SC
• Continue collaboration with local stakeholders addressing adaptation of generic concept to local conditions (LHR)
The European Organisation for the Safety of Air Navigation
Thank you for your attention!