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SJU P6.8.1
WakeNet 3 EUROPE – 29th of June 2010
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P6.8.1 Flexible and Dynamic Use of Wake Turbulence Separations
The objective of P6.8.1 is to develop solutions to:
• Permanently provide arrival capacity resilience to challenging wind conditions to redress the current impact of such conditions on the achieved capacity (TBS)
• Conditionally provide arrival and departure throughput increases in favourable prevailing meteorological conditions to more efficiently handle peaks and queues in arrival and departure demand (WDS)
• Permanently provide arrival and departure capacity increases across all conditions for both more contingency provision for non-nominal conditions and more provision for capacity declaration across all conditions (PWS)
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20172010 2011 2012 2013 2014 2015
RECAT
WIDAO
TBS
CROPS
20092008
SJU P6.8.1 Phase 2 - WDS
SJU P6.8.1 Phase 3 - PWS
SJU P6.8.1 Phase 1 - TBS DPWSPhase 0
ImprovedWV models
WV databases
Improved ATC HMI
WV assessment methodology
2016
Improved weather sensor
SJU P.6.8.1 and short term projects
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Project officially accepted on the 9th of March
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Project’s partners
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System Project’s partners
P6.8.1
P9.11
P9.30
P10.4.4
P12.2.2
P12.7.5
P15.4.9a
Aircraft system for Wake Vortex Encounter alleviation
Time based separation
Runway Wake Vortex decision support tools
Improved weather operations at airports
Aircraft system for Wake Vortex Encounter avoidance
Weather sensing technologies specifications
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Ops Project’s partners
P6.8.1
P5.6.4
P5.6.7
P5.7.4
P5.9
P6.8.2
P6.8.3
P6.9.2Tactical TMA and En-route Queue Management
Integrated Sequence Building / Optimization of Queues
Full Implementation of PRNAV in TMA
Usability requirements on Human Factors aspects for the TMA Controller
Working Position
Brake to Vacate
Separation minima reductions across flight
phases
Advanced integrated CWP
(A-iCWP)
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Validation process
TBS
WDS
PWS
2013 2015 2017
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Project phases
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Project tasks in 2010
Task 3 – High Level OCD Definition (EUROCONTROL)
– Covering all 3 phases
– Requiring Airspace Users and Stakeholders review
Task 4 – High Level OSED Definition (EUROCONTROL)
– Translate the OCD in User requirements to be provided to Sys WPs
Task 5 – S1 (TBS) - State concept and assumptions (NATS)
– Refine the OCD and OSED for S1 (TBS)
– Requiring Airspace Users and Stakeholders review
Task 6 – S1 (TBS) - Set validation strategy (EUROCONTROL)
– Identify the stakeholders
– Identify the current an target levels of maturity
– Describe case expectations (HF, Safety, Environmental, Business Cases)
– Identify key performance areas
– Establish initial validation strategy
– Select validation tools and technique
On
go
ing
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Project tasks in 2010
Task 7 – S1 (TBS) - Determine the exercise needs (NATS)
– Identify Stakeholders' Acceptance Criteria
– Identify Project and Exercise Validation Objectives
– Refine Validation Strategy
– Identify Indicators and Metrics
– Specify Validation Scenarios
– Produce Validation Exercise Plan
– Prepare the Platform or Facility
– Conduct Pre-Exercise Testing and Training
Task 8 – Research on WV Encounter Severity Metrics (AIRBUS)
– Results to be incorporated probably in the validation of the phase 2
Task 9 – Permanent Data Collection (NATS & EUROCONTROL)
– LIDAR, MET and OPS data collection ongoing
– LIDAR relocation at the end of the summer time
On
go
ing
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Task 3 – High Level OCD Definition
The team
EUROCONTROL, NATS, Thales and Airbus
Timeline
9 March
PIR accepted
MAR APR MAY AUG
2010
JUN SEPJUL
30 April
First meeting
28 May
Kick-off P 6.8.1
11 May
Concept review workshop
OKT
Task 3 delivered
OCD ready for formal review
Refinement
Late July
First stake holder workshop
Internal Task 3 review
Milestone:Coordina-tion with WP 6.8
Milestone: External stakeholder review
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Phase 1
Phase 2
Phase 3
Final concept
+HMI Separationsystem
+
+HMI Separationsystem
+
+HMI Separationsystem
TBS
WDS
PWS
P 10.4.4P 6.8.6
P12.2.2P 9.30 P 9.11 other
Dynamic PWS
Stand alone concepts
Task 3 – High Level OCD Definition
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Vapp are known fix values per aircraft type and will be placed in a look-up table for the calculation of the threshold target chevron.
Minimum time separation calculated based on preceding aircraft’s past position
Minimum target time separation at threshold based on difference between GS at preceding aircraft’s past position, and Vapp minus ground headwind for preceding aircraft divided by the anticipated compression distance (last 4 Nm or less as aircraft progress towards landing)
�
Time Based Separation
�� ��
4 Nm10 Nm
Head wind component at
threshold
Controlled speed regime by ATC
IAS>220 IAS >160 Vapp
Aircraft reduces to Vapp
AFR120
148
J A380
AFR120158
Task 3 – High Level OCD Definition
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Approach: Derive “simple” models for roll axis disturbance
- Sufficiently simple for generalization (any aircraft type)
- Sufficiently accurate to include relevant characteristics of thegenerator and follower aircraft, incl. new systems
1. Wake-induced max. static roll acceleration on follower A/C:
2. Maximum bank angle upset on follower A/C:(to include controllability aspects of follower aircraft)
( )
Γ
+Λ=
f
c
f
vfcWV
fXff
f
WVb
r
b
bCt
RGM
Vp ,,)(
4
4,2
λρ
&
( )ξppp pWVWV&&& ++Φ ~max,
Roll controlRoll damping
Static wake-induced roll acceleration
Task 8 – Research on WV Encounter Severity Metrics
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WVE piloted simulations
(Airbus, others?)
WVE piloted simulations
(Airbus, others?)
Validation of "simple" models against Airbus' Vortex Encounter Severity Assessment (VESA)
VESA 6-DoFdynamic(Airbus)
VESA 6-DoFdynamic(Airbus)
Simple model (1)(6.8.1)
Simple model (1)(6.8.1)
Simple model (2)(6.8.1)
Simple model (2)(6.8.1)
WVE Flight Tests(Airbus?, others?)WVE Flight Tests(Airbus?, others?)
Aircraft Flight Dynamics
In scope SESAR 6.8.1
Severity Criteria
Task 8 – Research on WV Encounter Severity Metrics
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Phase 1 – Near-Ground-Effect / In-Ground-Effect – Current setup– Data sources and data processing
Phase 2 – Out-of-Ground-Effect measurements– Site identified and surveys carried out
Task 9 – Permanent Data Collection
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Primary objectives– Investigate wake vortex behaviour IGE and OGE
especially in strong headwind conditions to support validation of the TBS concept at LHR in close co-operation with NATS
– Aim to recover loss of arrival capacity under head wind conditions
Secondary objective– Enhance the existing EUROCONTROL LIDAR
database with substantial amount of wake vortex (NGE and OGE) and MET data to support short-term implementation projects (SESAR IP1) and mid-term operational improvements (SESAR IP2 and IP3 - WP6.8.1)
Task 9 – Permanent Data Collection
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19 / 57
27R 008
27L 168~1550m
~1516m
~635m
~796m
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20 / 57
Altitude = ca. 80 meters
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21 / 57
LIDAR
Phase 2 27R + 27L
LIDAR
Measurement might be required in higher altitudes
(OGE)
+ WV behaviour modelling
LIDAR locations are for illustration purpose only (not
precise)
NGEOGE
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LIDAR and Aircraft data correlated for first 16 months of measurements– 82,127 vortex tracks in first 16 months of the
campaign (Nov08-Feb10)• A380 – 385 tracks
• Heavy – 28,901 tracks• Medium – 52,887 tracks
METAR & Wind data processed– RWY anemometers– LIDAR headwind data along the glide slope– LIDAR cross- and head-wind data reconfigured
(scan elevation from 3 to 15 degrees between the two runway centrelines)
– Correlation of vortex and MET data
Task 9 – Permanent Data Collection
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Questions?