gate presentation template. wake turbulance - reca… · introduction why new wake turbulence...

CANSO 07/03/2014

WAC, 5th March 2014

RECAT-2

Scott PRESSLEY,

FAA

Vincent TREVE, EUROCONTROL SESAR Airport Unit

CANSO 07/03/2014

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

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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


• Defined in the ICAO PANS

ATM Doc 4444

• Based on weight only

• Need for categorising new

challenging aircraft

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ICAO Today


• 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

CANSO 07/03/2014

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.

CANSO 07/03/2014

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

Lea

der

MRS MRS MRS 5.0MRS

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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CANSO 07/03/2014


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.

CANSO 07/03/2014

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

CANSO 07/03/2014

LJ35

LJ25

A124

A380

E120

SF34

CAT-A

CAT-B

CAT-C

CAT-D

CAT-E

CAT-F


CANSO 07/03/2014

http://www.doc8643.com/static/img/aircrafts/large/LJ35.jpg

http://www.doc8643.com/static/img/aircrafts/large/A124.jpg

E190

E145

AT45

B772

A332

B774

A346 B752

B763 A306

A320

B738

MD82

B764

MD11

CAT-B

CAT-C

CAT-D

CAT-E


CANSO 07/03/2014

Leader / Follower J H M L

J 6.0 7.0 8.0

H 4.0 5.0 6.0

M 5.0

L


CANSO 07/03/2014

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


CANSO 07/03/2014

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


CANSO 07/03/2014


• 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

CANSO 07/03/2014

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

•0 •3 •4 •5 •6

Separation, miles

A320

Small Large

Small

20

CANSO 07/03/2014

B747

Leading aircraft

Separation

A306

Trailing aircraft

4 NM

B747

This is Safe

This is Overly

Conservative.

A result of the Breadth

of the Heavy Category

A306

Heavy to Heavy

21

Current ICAO Wake Turbulence Separations

CANSO 07/03/2014

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

22

CANSO 07/03/2014

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


CANSO 07/03/2014


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

CANSO 07/03/2014

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


CANSO 07/03/2014

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)

CANSO 07/03/2014

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)

CANSO 07/03/2014

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

CANSO 07/03/2014

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

CANSO 07/03/2014

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

CANSO 07/03/2014

ATPA

CANSO 07/03/2014

Expected benefit of standard 6-CAT scheme

EUROCONTROL Analysis

CANSO 07/03/2014

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.

CANSO 07/03/2014

Expected benefit of pairwise separations

EUROCONTROL Analysis

CANSO 07/03/2014

Schedule and Timeframe

• Deliver recommendations to ICAO by December 2014

CANSO 07/03/2014

CANSO 07/03/2014

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