Upload
others
View
8
Download
0
Embed Size (px)
Citation preview
1
UK PBN Implementation Status
ICAO EUR PBN TF & ECTL RAiSG/2
Geoff Burtenshaw and Ken Ashton
12-14 March 2014
2
Presentation Overview
• UK Future Airspace Strategy (FAS)
• RNAV 1 mandate in the LTMA
• TMA trials and developing enhanced route
spacing standards
• Implementing PBN solutions
• Approach operations
• Challenges
• Summary
4
FAS sets out the UK’s ambition to modernise the airspace system
in line with SES II and SESAR goals and the UK / Ireland FAB.
FAS Context
• by CAA, NATS,
MoD and DfT
FAS
Developed
Gathered
Feedback
Planned for
Deployment
Deployment of Phase 1
Priorities
• Public Consultation
• Industry Responses
• 21st CN Class G
• Aligned Industry
Investment Plans
• Produce Network
Benefits Case
• Define Policy and
Regulatory Enablers
• Redesign the Route Network in
Terminal Airspace
• Manage queuing across every
phase of flight
• Connect Airports into the
Network
• Implement Performance Based
Navigation
Stages of FAS Development
2012 2010 2011
Airspace Transport
Select Committee
2009
2013 - 2020
4
5
2013 2015 2020
Reference Period 1 Reference Period 2
PBN Trials / Early Implementation
Upper Sectors Development
AMAN/DMAN in the FAB, Airport DPI Provision, A-CDM
LAMP Design & Consultation LAMP 1
16 17 18 19
NTCA Design & Consultation
Queue Mgmt. cross FAB / Long Term System Optimisation*
Full UK PBN Implementation PBN IR
Direct & Free Route and Enhanced FUA across the FAB
(pre TA changes)
Short Term System Optimisation*
PBN Mandate for LAMP Airspace Harmonise TA (18,000ft?)
FAS Deployment Timeline
Key Airport Related Initiatives
NTCA (Benefits dependent on TA change)
*System Optimisation: Building airspace system constraints into airport slot allocations,
scheduling, flight planning, required times of arrival etc. to improve network performance.
LAMP 2 (post TA changes)
Initial NTCA
5
7
Why a Mandate?
• London Airspace Management Programme (LAMP) Phase 2 is the
largest and most ambitious airspace redesign ever undertaken in
the UK
• Too expensive, risky and inefficient to re-design the route
structure for PBN while retaining a large number of conventional
procedures
• Operators and Airspace Change Sponsors seeking a mandate
that covers both aircraft capability and airspace redesign
• RNAV 1 mandate in the LTMA is considered a necessary and
proportionate intervention to coordinate the shift to a fully
systemised PBN concept of operations
8
Outcome from CAA Board meeting -
December 2013
The CAA should mandate:
• RNAV 1 as the minimum performance standard
for aircraft navigational capability in the London
Terminal Area (LTMA) from November 2017
• That the route network be redesigned to a
minimum RNAV 1 standard before November
2019 by NATS (above c. 4000ft.) and the Airports
(below c. 4000ft)
9
An RNAV1 Minimum Standard
• The Mandate will tie Aircraft Operators, Airports and
NATS to a common timetable for the implementation
of a minimum navigational standard in the LTMA
• By setting the minimum standard, the CAA will
establish a platform from which the whole operation
can be systemised and more advanced navigational
capabilities such as RNP 1, can be introduced…
• …where the fleets are equipped and there is a
business case for the investment in new routes
10
European Alignment
• The Pilot Common Project and SES PBN Implementing Rule
both aim to mandate RNP 1 at larger European Airports.
• The PCP has dates c. 2015 to 2023 and the PBN Implementing
Rule is likely to slip the effective date for TMAs to end of 2023
• The objectives of LAMP and the LTMA mandate are strongly
aligned to the SES goals
• The LTMA mandate will ensure the UK fleet and airspace is in
line with European developments and takes advantage of the
benefits of advanced navigational capability in an earlier
timeframe
12
Consultation
• A 12 week consultation with aviation stakeholders will be
completed to gather feedback on:
– The geographical scope of LTMA to be affected
– The precise technical standards to be applied
– The organisational process including the CAA’s approach
to enforcement & managing temporary exemptions
• The consultation will include an LTMA impact assessment
and 2014 – 2019 implementation plan; and
• Draft exemption / enforcement policies (that incorporate
lessons learned from colleagues in the Netherlands)
14
Departure Enhancement Project
(DEP) Trials
• DOKEN Trial at Heathrow
commenced December 2013
• Purpose of gathering data
relating to RNAV 1 track
keeping accuracy in real world
TMA conditions
• Supporting validation of NATS’
safety arguments for PBN route
spacing against holding aircraft
• 6-7 months data collection
• Over 5000 flights to date
• Clean data
15
DEP Trials cont.
• ADNID trials at Gatwick
commenced February
2014
• Purpose of gathering data
supporting reduced
angles of divergence on
departure
• Project aspires to gather
enough evidence to
enable a trial of 1 minute
separation
• 6 months data collection
• Clean data
16
London Stansted RNP 1 + RF Trial
• RNP 1 departures using Radius to Fix on CLN1E and DVR1D
• Approximately 750 flights by mid-January 2014
• We now have GSS B747-8, FedeX MD-11 and UPS B767-300 and GV
operators on the trial
• Local Parish Council response extremely positive
• Flight crews love the procedures
• Still awaiting participation of Ryanair
• Training of flight crews commenced but approval from IAA still
pending
• Estimate start by April 2014
• Will then contribute 30 flights per day
• Trial is to be extended by 12 months
• Expectation that procedures will become permanent by end of 2014
18
FAS PBN Arrivals
• The FAS PBN Arrivals Programme is a research initiative established to inform the future deployment of advanced airspace concepts
• The primary output is development of UK policy guidance and standards that the industry can apply to reduce the costs and risks of PBN implementation and expedite the timetable for deployment
• To include:
- Heathrow Early Morning Arrival Trials – Phase 2; and Gatwick PBN Arrivals Trials using RNP 1
- Defining the Concept of Noise Respite
- Steeper Approaches and Two Segment Approaches
- Independent Parallel Approaches and Dual Approaches to a single runway i.e., different vertical profiles
19
Enhancing Route Spacing Standards
• As previously mentioned, the purpose of conducting trials is the development of “Enhanced Route Spacing” criteria which will then be available to support LAMP Phase 2 airspace design
• Enhanced Route Spacing Standards aim to draw from a “Loss of Separation” method of compliance developed by NATS rather than traditional “Collision Risk Modelling”
• A robust safety case for use of the Loss of Separation method is required before it can be used to justify enhanced route spacing standards
• Plan is to have Enhanced Route Spacing Standards published in March 2015 as part of a wider “Implementing PBN Solutions” piece of work
20
Collision Risk Modelling (CRM)
Calculate Probability of
Lateral Overlap
Calculate Collision
Frequency
Calculate Intervention
Success Probability
Collision Frequency
Convolution of Error
Distributions
“Kinematic” Factors
Event Tree Modelling
Acceptability Criteria
21
Separation Loss Risk Modelling
(SLRM)
Convolution of Error
Distributions
“Kinematic” Factors
Event Tree Modelling
Acceptability Criteria
Calculate Probability of
Lateral Separation
Loss
Calculate Loss of
Separation Frequency
Calculate Intervention
Success Probability
Separation Loss
Frequency
23
Implementing PBN Solutions
• A one-stop-shop for all PBN related policies and
guidance
• Web based
• A living repository as issues identified and resolved,
lessons learned and material developed
• Cross-referencing to other CAA publications
24
– Replication of SIDs & STARS and
NPR Policy
– SID & STAR Truncation
– Fuel Policy for Linear Holding
– RNP 1 Operational Approval + and
other navigation specifications
– Use of Radius to Fix (RF) with RNP
– DME coverage and IRS drift policy
– Quick Align procedures
– RT Phraseology
Implementing PBN Solutions
– SIDs to FL
– STAR from a FL
– RNAV Holding (time and
distance)
– Concepts of noise respite
– Guidance on use of RNP
to ILS
– Steeper Approaches and
Two Segment Approaches
– Enhanced Route Spacing
To include:
27
Current Status
Runway Ends
LNAV
Runway Ends
LNAV/VNAV
Runway Ends
LPV
In Service 35 20 2
In Design 56 19 56
28
Current Status
• Bristol: Flight Validation complete, planned introduction 18 Sept
following Regulatory Approval for new RNAV STAR integrated with
RNAV approach commencing at FL100. (SESAR 5.3.2 concept)
• Exeter: Flight Validation complete
• Glasgow: Flight Validation complete, implementation delayed until
after Commonwealth Games
• Southampton: Consultation complete for new ground tracks. Delays
in getting LNAV/VNAV database for validation
• Southend: LNAV/VNAV validation complete, LPV database available
awaiting LPV validation contract
• Belfast: Procedures designed LNAV/VNAV coded awaiting
confirmation of Simulator Validation date
• Campbeltown, Benbecula, Barra: IAPs being updated following
Regulatory comment, to be resubmitted for approval
31
Instrument Approach Procedures For
Aerodromes Without an Instrument
Runway and/or Approach Control
32
CAA Publication (CAP) 1122
• Industry consultation completed at end of 2013
• 55 comments received
• Range in views from the extremely positive to those airports that see this as unsafe and a threat to their commercial viability
• Comment Response Document (CRD) now being prepared
• Estimated publication by June 2014?
• Existing discrete procedures being replaced by SBAS instrument flight procedures unaffected by CAP publication slippage
33
Use of SBAS equipment on Instrument
Approach Procedures with LNAV/VNAV
Minima
• In accordance with CM No.: EASA CM - AS – 002 Issue: 01 para 5 - Clarifications to AMC 20-27
• CAA have been waiting for last LNAV/VNAV aerodrome to obtain an EGNOS Working Agreement (EWA) before issuing change in policy
• An Information Notice (IN) and letters to navigation data houses in preparation
• Possible AIP amendment
35
5 Letter Name Codes
• 5LNC are a finite resource
• The supply needs to support the transition to PBN, and all
airspace changes for the foreseeable future
• A 5LNC is ‘free’ at the point of use, but has a potentially high
opportunity cost
− Analogous to Spectrum, the value of a 5LNC will only be appreciated in
the future when they are in short supply
• Need to ensure that 5LNCs are used where they are justified
− Do all GNSS Approaches need to be of T or Y construction? Many
GNSS IAPs in UK commence at the IF
− For example, can a remote airfield with low traffic levels justify six
5LNCs for GNSS Approaches?
• The number of 5LNCs in Free Route Airspace requires
consideration
37
Summary
• UK Future Airspace Strategy provides a framework for the
modernisation and restructuring of UK airspace
• RNAV 1 LTMA Mandate a necessary step to reduce risks to
LAMP
− End of 2017 for operators, end of 2019 for NATS and airports
• Extensive Departure trials programme underway supporting
LAMP Phase 2 design with Arrivals trials to follow
• Implementing PBN Solutions the repository for UK CAA
regulatory policy and guidance
• Consultation on policy and guidance for non-instrument
runway/non-approach service ready closed, CRD in
preparation
• Use of SBAS on LNAV/VNAV IAPs now assessed
• Challenges still lie ahead