1 procedure design criteria presented by eliane belin dgac - enac [email protected]

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PROCEDURE DESIGN PROCEDURE DESIGN CRITERIACRITERIA

Presented by

Eliane Belin

DGAC - ENAC

[email protected]

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TABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTSTABLE OF CONTENTS

Positioning method Accuracy

Waypoint tolerance Nominal trajectory

Stabilization distance Path terminator

Strategy Protection area Check list

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INS / IRS

GNSS

VORDME

DME DME

RNAV SYSTEMRNAV SYSTEM

A/C POSITIONA/C POSITION

DEFINITION OF RNAV VORDMEDEFINITION OF RNAV VORDMEDEFINITION OF RNAV VORDMEDEFINITION OF RNAV VORDME

Reference facility

VOR/DME

Nominal Track

WAY-POINT

D : Distance from reference facility to the waypoint

D D1

D1 : Distance from reference facility to the tangent point

D2

D2 : Distance from the tangent point to the waypoint

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DME/DME POSITIONINGDME/DME POSITIONINGDME/DME POSITIONINGDME/DME POSITIONING

d1

DME3

DME1

DME4

DME2

Area of simultaneous use of Area of simultaneous use of two DME stations two DME stations

Area of simultaneous use of Area of simultaneous use of two DME stations two DME stations

30°

60°D

D

Update area for DME stations located at distance “D” apartDME 1

DME 2

1NM

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SVi : xi, yi, zi RRii

SVj : xj, yj, zj

RRjj

SVk : xk, yk, zk

RR kk

2 points given by the intersection of the three LOPs

GPS receiver location

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TABLETABLE OF CONTENTSOF CONTENTSTABLETABLE OF CONTENTSOF CONTENTS



Stabilization distance Path terminator


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DIFFERENT CRITERIADIFFERENT CRITERIADIFFERENT CRITERIADIFFERENT CRITERIA

ICA

OD

OC

8168

RNAV VOR-DME RNAV DME-DME

RNAV GNSS

Guidance material

DME DME / GNSS

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Estimated Flight Path

SYSTEM ACCURACYSYSTEM ACCURACYSYSTEM ACCURACYSYSTEM ACCURACY

Nominal Flight Path

HORIZONTAL VIEW

Estimated Position

FTT

ATT XTT

XTT depends on FTT

Nominal Aircraft Position

True Aircraft Flight Path

True Aircraft Position

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ATT

XTT

WAYPOINT TOLERANCEWAYPOINT TOLERANCEWAYPOINT TOLERANCEWAYPOINT TOLERANCE

Based on 2 (95%)

confidence limits

SYSTEM ACCURACY: SYSTEM ACCURACY: VOR/DME AND DME-DMEVOR/DME AND DME-DME

SYSTEM ACCURACY: SYSTEM ACCURACY: VOR/DME AND DME-DMEVOR/DME AND DME-DME

FTT : Flight Technical Tolerance

Ei : Stations Tolerance

ST : System

computation

Nominal Track

Reference facility

VOR/DME

D D1

D2

VORDME : ATT CalculationVORDME : ATT CalculationVORDME : ATT CalculationVORDME : ATT Calculation

ADT : Along DME Tolerance

ADT

AVT : Along VOR ToleranceST : System computationTolerance

AVT

STADTAVTATT 222

D2

Nominal Track

VOR/DME

Reference facility

D D1

VT

VT : VOR Tolerance

DT

DT : DME ToleranceFTT : Flight Technical ToleranceST : Sytem computation Tolerance

STFTTDTVTXTT 2 222

VORDME : XTT CalculationVORDME : XTT CalculationVORDME : XTT CalculationVORDME : XTT Calculation

DME-DME : ATT and XTTDME-DME : ATT and XTTDME-DME : ATT and XTTDME-DME : ATT and XTT

No reference to a DME/DME

couple No reference to a DME/DME

couple

Distance for calculation

=Radio Horizon

D=1.23 x (ft)

Distance for calculation

=Radio Horizon

D=1.23 x (ft)HH

d = 0.25NM + 0.0125 xDd = 0.25NM + 0.0125 xD

Altitude = previous segment

minimum altitudeAltitude = previous segment

minimum altitude

Only 2 DMEs available: multiply by 1.29!

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SUMMING UPSUMMING UP SUMMING UPSUMMING UP

System accuracy: VOR / DME

System accuracy: VOR / DME

ATT =XTT =ATT =XTT = STFTTDTVT

2222 STFTTDTVT2222

STADTAVT222 STADTAVT222

System accuracy: DME / DME

System accuracy: DME / DME

ATT =XTT =ATT =XTT = STFTTd

222 STFTTd222

STd22 STd22

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VOR/DME DME/DME

FTT( Nm) Initial 1 1

Intermediate 1 1

Final 0.5 0.5

API 0.5 0.5

ST (Nm) 0.5 0.25

VORDME- DMEDME:VORDME- DMEDME:FTT and STFTT and ST

VORDME- DMEDME:VORDME- DMEDME:FTT and STFTT and ST

XTT calculation XTT calculation

VORDME - DME/DME VORDME - DME/DME PROTECTION AREA WIDTHPROTECTION AREA WIDTH

VORDME - DME/DME VORDME - DME/DME PROTECTION AREA WIDTHPROTECTION AREA WIDTH

Initial Intermediate1/2 AW = MAX( 2NM, 1.5 XTT + BV)

BV : 1NM

Initial Intermediate1/2 AW = MAX( 2NM, 1.5 XTT + BV)

BV : 1NM

Final, Mapt and TP1/2 AW = MAX( 1NM, 1.5 XTT + BV)

BV : 0.5NM

Final, Mapt and TP1/2 AW = MAX( 1NM, 1.5 XTT + BV)

BV : 0.5NM

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DESIGN OF PROTECTION DESIGN OF PROTECTION AREAS AREAS

DESIGN OF PROTECTION DESIGN OF PROTECTION AREAS AREAS

PRIMARY AREA

SECONDARY AREA

IAWP IWP

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GNSS TOLERANCEGNSS TOLERANCEGNSS TOLERANCEGNSS TOLERANCE

Space segment toleranceSpace segment tolerance

Receiver toleranceReceiver tolerance

System computer tolerance : ST

System computer tolerance : ST

Flight technical tolerance :FTT

Flight technical tolerance :FTT

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Number of satellites in view

Number of satellites in view

GEOMETRYGEOMETRY

Satellite Outage

Satellite Outage

DILUTION OF PRECISIONDILUTION OF PRECISIONDILUTION OF PRECISIONDILUTION OF PRECISION

PRECISIONPRECISION

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INTEGRITYINTEGRITYINTEGRITYINTEGRITY

Accuracy of the position

Integrity

Use of GNSS Position

GNSS Position not to be used

IMAL Value

IMAL : Integrity monitoring alarm limit The value depends on the phase of flight

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LFPO. PARIS ORLY

Baro Aided Outages24 May 2002 - 03:36:34 until 24 May 2002 - 03:41:34 UTC (00:05:00) DP: 4.949

Non-Baro Aided Outages24 May 2002 - 03:36:34 until 24 May 2002 - 03:44:34 UTC (00:08:00) DP: 5.442

http://augur.ecacnav.com

RAIMRAIMPredictionPrediction

WithWithAUGURAUGUR

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approach

airport A airport B

descentholding

climbing

initial

taxiing

taking offlanding

GNSS MODEGNSS MODEGNSS MODEGNSS MODE

30 Nm30 Nm

ROUTE TerminalTerminal Approach

en route

IMAL is coupled with GNSS mode

GNSS : XTT - ATT GNSS : XTT - ATT GNSS : XTT - ATT GNSS : XTT - ATT

GPS MODE ROUTE TERMINAL APPROACH

Waypoint IAWP IAWP

Initialfix

IWP FAWP MAWP MAHWP

IMAL 2 Nm3.7 Km

1 Nm - 1.9 Km 0.3Nm

- 0.6Km

1Nm1.9 Km

FTT 2 Nm3.7Km

0.5 Nm - 0.9 Km 0.3 Nm0.6 Km

0.2 Nm0.4 Km

0.5 Nm0.9 Km

ATT=IMAL

2 Nm3.7 Km

1 Nm - 1.9 Km 0.3 Nm - 0.6 Km 1 Nm1.9 Km

XTT=IMAL+FTT

4 Nm7.4 Km

1.5 Nm - 2.8 Km 0.6 Nm1.1 Km

0.5 Nm0.9 Km

1.5 Nm2.8 Km

Half widtharea =2XTT

8 Nm14.8 Km

5 Nm - 9.3 Km 2 Nm3.7 Km

1 Nm1.9 Km

5 Nm9.3 Km

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KEY POINT 1KEY POINT 1KEY POINT 1KEY POINT 1

Sensor ATT and XTT

Protection area WidthPLAN FOR ALL SENSORS PLAN FOR ALL SENSORS

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stabilization distance Path terminator


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On board data base

•Aerodrome data Airspace limits Available navaids

Flight paths to follow (charts)

ALL RNAV TRAJECTORIES ARE CODED INTO THE DATA BASE

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Planned flight Path

Start of descent

Interception

Next WP

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GPS PRIMARY

CLB FLT4567890 CRZ OPT REC MAXFL350 FL370 FL390

<REPORT UPDATE AT*[ ] BRG /DIST ---° /----.- TO [ ] PREDICTIVE<GPS GPS PRIMARYREQUIRED ACCUR ESTIMATED 2.1NM HIGH 0.16NMGPS PRIMARYSensor

FB TURN

Navigation Performance

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CODINGCODING

PATHPATH

CONSTRAINTSCONSTRAINTS

CODINGCODINGCODINGCODING

How to navigate

PATH TERMINATOR

How to navigate

PATH TERMINATOR

CF : Course to fix

DF : Direct to fix

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Path Terminator conceptPath Terminator concept

Transforms procedures into coded flight paths

Set of two letters

PT instructs to navigate from a starting point to a specific point or terminating condition

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TF : Track between FixesTF : Track between FixesTF : Track between FixesTF : Track between Fixes

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DF : Direct to FixDF : Direct to FixDF : Direct to FixDF : Direct to Fix

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CF : Course to FixCF : Course to FixCF : Course to FixCF : Course to Fix

135°

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IF Initial Fix

TF Track between fix

RF Radius to fix

DF Direct to fix

FA Fix to an altitude

CF Course to fix

HF Hold to fix

HA Hold to altitude

HM Hold for clearance

PI Procedure turn tointrecept

CA Course to altitude

CI Course to intercept

CD Course to dme arc

CR Course to VOR radial

FC Course from fix

FD Fix to DME arc

FM Vectors from fix

AF DME Arc to fix

VD Heading to DME Arc

VA Heading to altitude (climb)

VM Heading (vectors)

VI Heading to intercept

VR Heading to VOR Radial

ARINC 424 PATH

TERMINATOR

ARINC 424 PATH

TERMINATOR

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DF

PATH TERMINATORPATH TERMINATORPATH TERMINATORPATH TERMINATOR

TF TF

CF

DF

CF

TF

CF

DF

TF

CFCF

TF

DF TF : Track between fixes

CF : course to fix

DF : Direct to fix

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Type of waypoint Type of waypoint

PATH TerminatorPATH Terminator

Be aware of coding influenceBe aware of coding influence

Real need of COMMUNICATION

with coding suppliers

Real need of COMMUNICATION

with coding suppliers

Nominal trajectoryProtection area

Nominal trajectoryProtection area

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TYPE OF WAYPOINTSTYPE OF WAYPOINTS

IAWP

IWP

FAWP

MAWP

MAHWP

HWP

AWP

DWP

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TURN INITIATION DISTANCETURN INITIATION DISTANCETURN INITIATION DISTANCETURN INITIATION DISTANCE

2

R

R

L1 = R.tan (

L2 =

/ 2 )

5 . TAS / 3600

L=L1+L2

L1 L2

L

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TAS

Turn angle

FLY-BY BANK : 25°

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TURN STABILIZATION DISTANCETURN STABILIZATION DISTANCETURN STABILIZATION DISTANCETURN STABILIZATION DISTANCE

60°

30°R1

30°

30°

R2

L1= r1.sin

L2= r1.cos .tg30°L3 = r1 (1/sin30° - 2cos / sin60° )

L4 = r2 . tan15°L5 = 10 . TAS / 3600L = L1 + L2 + L3 + L4 + L5

L1 L2 L4L3 L5

L

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TAS

Turn angle

FLY-OVER BANK : 15°

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WP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BY

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WP1 : FLY-BY WP2 : FLY-BYWP1 : FLY-BY WP2 : FLY-BYWP1 : FLY-BY WP2 : FLY-BYWP1 : FLY-BY WP2 : FLY-BY

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WP1 : FLY-OVER WP2 : FLY-WP1 : FLY-OVER WP2 : FLY-OVEROVER

WP1 : FLY-OVER WP2 : FLY-WP1 : FLY-OVER WP2 : FLY-OVEROVER

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STRATEGYSTRATEGYSTRATEGYSTRATEGY Séparation SID/ STAR Attente / IAF décalé des axes de pistes

Concept Y ou T Mise en place de WP supplémentaires

pour correspondre au séquencement Prise en compte des zone urbanisée Utilisation de la descente continue

(CDA)

FLOATING WP

abatement

PROCEDURE

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Holding shift from RWY axis

WPs floatingSegregation traffic

Distance for sequencing

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STOCHOLM ARLANDA

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NON RNAV

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RNAV

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Project CDA-evaluation with KLM FMS data

Aircraft: B747-400

Procedure: 2000 ft approachRunway: 06

Nationaal Lucht- en RuimtevaartlaboratoriumNational Aerospace Laboratory NLR

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CONTINUOUSCONTINUOUS DESCENTDESCENT APPROACHAPPROACH

OM

SUGOL

RIVER

AMEGA

fromARTIP

21.0 DME PAM

14.0 DME SPL

16.5 DME RTM

CH

FAP

NORBI

DETSI

27.0 to THR

27.0 to THR

27.0 to THR

220 MAX, 2

00 M IN

KTS

220 MAX,

200 M IN

KTS

220 MA

X, 200 M

IN K

TS


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Footprint B747-400, Conventional 2000 ft approach

-10

-5

0

5

10

-45 -40 -35 -30 -25 -20 -15 -10 -5 0 5

Y (

km

)

X (km)

55.0 dB(A); 215.266 km²

65.0 dB(A); 65.423 km²75.0 dB(A); 11.781 km²


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Footprint B747-400, Conventional 3000 ft approach

-10

-5

0

5

10

-45 -40 -35 - -30 -25 -20 -15 -10 5

-

0 5

Y (

km

)

X (km)

55.0 dB(A); 234.266 km²

65.0 dB(A); 74.945 km²75.0 dB(A); 11.689 km²


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Footprint B747-400, Continuous Descent Approach

-10

-5

0

5

10

-45 -40 -35 -30 -25 -20 -15 -10 -5 0 5

Y (

km

)

X (km)

55.0 dB(A); 191.306 km²

65.0 dB(A); 40.414 km²75.0 dB(A); 11.484 km²


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FUEL CONSUMPTION PER FLIGHT PHASEB747-400

Flight phaseFuel consumption

(kg/km)

Cruise ~10

2000 ft /3000 ft approach ~30 (at horizontal segment)

CDA ~ 6 (before ILS glide slope)

FUEL CONSUMPTION PER FLIGHT PHASEB737-300/400

Flight phase Fuel consumption (kg/km)

Cruise ~2.5

2000 ft /3000 ft approach ~7 (at horizontal segment)

CDA ~2.5 (before ILS glide slope


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Safety issuesSafety issues

•Minimum distance•Coding requirements

•Minimum distance•Coding requirements

Operational issuesOperational issues

•Pilots needs•ATC needs•Environmental aspect

•Pilots needs•ATC needs•Environmental aspect

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PROTECTION AREAPROTECTION AREAPROTECTION AREAPROTECTION AREA

Use of wind spiral for all turn protections

Max turn angle :120° (no reversal)

No bank angle delay for a fly-by WP

Protection deal with max TAS and low TAS

WHAT’S NEW ?

Bank angle : 25° / 15°Pilot reaction delay : 6 sec / 3 SecDescend and climb gradient MOC

WHAT’ S REMAINING ?

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ATT

c

30°

TURN AT FLY-OVER WPTURN AT FLY-OVER WPTURN AT FLY-OVER WPTURN AT FLY-OVER WP

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ATT

ATT

R.TAN(A/2)

R’ R ’’

cS’ S’’

30°

A/2

FLY-BY WP turn angle FLY-BY WP turn angle 90° 90°FLY-BY WP turn angle FLY-BY WP turn angle 90° 90°

A

R

FLY-BY turn angle >

90 °r

r.tan(A/2)

R’ R’’

cS’ S’’

ID = r . TAN (A / 2)

C = Center circle

r = Radius of turn

A/2

r

rD

C

AIATT

ATT

TF : PROTECTION AREATF : PROTECTION AREA

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CD

A

L

L = Radius . TAN(A/2)

Radius

SS'

R"R' R

C

S''

D

Ac

L1

L2

L1 = Radius L2 = Radius . TAN(A/2)

c : Pilot reactionIf A<90° Then L1=Radius . TAN(A/2)

SS'

R"R' R

C

S''

D

30°

A

MAX(A/2,30°)

SS'

R"R' R

C

S''

D

c'

S''

S

S'

R"

R

R'

30°

c' : Pilot reaction + Bank angle

SS'

R"R' R

C

S''

DS''

S

S'

R"

R

R'

WP1

WP4

WPTP2

WPTP3

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C

C= Pilot reaction + bank angle delay

DF : PROTECTION AREADF : PROTECTION AREADF : PROTECTION AREADF : PROTECTION AREA

A/2A/2

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MISSED MISSED APPROACH APPROACH SEGMENTSEGMENT

MISSED MISSED APPROACH APPROACH SEGMENTSEGMENT

Some RNAV systems are disconnected in case of

missed approach Plan a dead reckoning track

Protection area splays at 15° from earliest MAWPComplete MOC within the secondary area (for class

A GNSS )

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MISSED APPROACHMISSED APPROACH

Area Width at

MAWP

15 °Splay from earliest

MAWP +

Area Width at MATWP

COMPARE

> :Solution1 < :Solution2

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Check listCheck listCheck listCheck list

Strategy

A/C Equipment

Nominal trajectory

Minimum distances

Path terminator

XTT- ATTArea width

Protection area

Turning area Earliest [R” - R’] Latest [S” - S’]

Wind spiralLow speed accomodation

Connecting point / WP

Minimal altitudeMOC Slope

Flight simulation

Data in WGS84

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My personal point of viewMy personal point of viewMy personal point of viewMy personal point of view

Users should gain benefits from RNAVUsers should gain

benefits from RNAVMature design criteria

are availableMature design criteria

are available

Safety relies on communication and training

Safety relies on communication and training

On line help : will existEcacnav.com

RNP concept instead of sensor concept

RNP concept instead of sensor concept

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Any questions?

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Uncertainty Area Uncertainty Area

GOOD GEOMETRIE BAD GEOMETRY

DILUTION OF PRECISIONDILUTION OF PRECISIONDILUTION OF PRECISIONDILUTION OF PRECISION

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WAYPOINTWAYPOINTWAYPOINTWAYPOINT

Expressed in WGS84 coordinates IAWP, IWP, FAWP, MAWP, MAHWP

Fly-by waypoint

Symbol :

Fly-over waypoint

Symbol :

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WP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BYWP1 : FLY-OVER WP2 : FLY-BY

Stabilisation distances are necessaryStabilisation distances are necessary

76


SOC

15°

MAWP TWP

77


15°

SOC

MAWP TWP

78


15°

SOC

MAWPTWP

1 procedure design criteria presented by eliane belin dgac - enac [email protected]

Documents

nm slide

dme dme att

dmedme ftt

ftt slide

dme tolerance ftt

xtt calculation slide

waypoint slide

dme stations