Presentation on theme: "PBN implementation project at Greek (Island) airports Anthony van der Veldt Assistant Director Safety, Operations & Infrastructure IATA, European Regional."— Presentation transcript:
PBN implementation project at Greek (Island) airports Anthony van der Veldt Assistant Director Safety, Operations & Infrastructure IATA, European Regional Office Brussels
BRU, 30 May 2012RATF Meetring2 PBN Benefits The full usage of the available on-board avionic PBN capabilities provides for the following safety and economic benefits: Reduce fuel consumption/ environmental impact by using stabilized approaches Improve safety by Simplifying and standardizing design and training Reducing cockpit workload Replacing Circling, NDB approaches (avoiding NPA) Enhance efficiency by shortening of routings Improve continuity of airline operations Improve access to runways LNAV/VNAV minima as low as, i.e. 250 ft AGL and above Less diversions
BRU, 30 May 2012RATF Meetring3 Airline expectations PBN Approach Procedures Airlines are very much interested in PBN procedures: Implementing ICAO Resolution A37-11 RNP APCH including APV BaroVNAV procedures acc. EASA AMC SBAS approaches not emphasized as most IATA members do not have such capability and will not invest either due to negative Business Case PBN offers RNP AR procedures to cope with mountainous terrain RNP AR APCH acc. EASA AMC RF-legs and RNP smaller than 0.3 (down to 0.1) (e.g. Airberlin has excellent experience at Innsbruck, ie. less diversions, less complex approach) RNP AR has stringent requirements for airline/crew, similar to ILS CATII/III
BRU, 30 May 2012RATF Meetring4 Eligible Airports for PBN Airport Number offlights 2011 Number of flights by Aircraft typesActual Nav Proc Heraklion A3: 5.303; AO: 4.892A320; RJ100, DHC8-400 VOR, DME X3: 1.904; AB:1.038B737-8; A320 Korfu A3: 2.212; AO:1.234A320, RJ100 DHC8400 VOR AB: 918; X3: 611B737-8 Kos OA: 2.496; A3:1.254DHC8; A320 VOR NDB X3: 951; AB 741B737-8 Santorini 5.941OA: 2.026; A3: 1.776A320, DHC8-400 VOR/DME, NDB AB: 124B737-7/8 Samos 4.321OA: 1.632; A3: 992A320, RJ800 VOR/DME, NDB AB: 355;
BRU, 30 May 2012RATF Meetring5 ATM Hurdles Constraints Possible impact on PBN implementation Lack of specialised personnel Training is required at all levels in HCAA for Instrument Procedure Designers, Air Traffic Controllers and Technical staff Old software Not able to deliver support for PBN procedures Absence of Digital Terrain Model of Greece as a cartographic source data Does not improve the accuracy of the data and the easiness of use and implementation of the software.
BRU, 30 May 2012RATF Meetring6
BRU, 30 May 2012RATF Meetring7 Aircraft NAV capabilities Air Berlin B /800 A319/320/321. Tuifly B737 Olympic Air A319/320 Q400 NG: Q400 - same as Q400 NG Dash8-100 Approved for PRNAV RNP APCH incl. BaroVNAV RNP AR Capable of: RF Approved for PRNAV RNP APCH incl. BaroVNAV Capable of: RF Approved for PRNAV RNP APCH incl. BaroVnav Capable of RF Approved for PRNAV Capable but not approved for RNP APCH Capable of RF Approved forPRNAV Capable but not approved for RNP APCH; Capable of RF Approved forNo PRNAV No RNP APCH No RF
BRU, 30 May 2012RATF Meetring8 Airports Actual Minima Heraklion RWY 09 Min 0990 ft AGL CIRC RWY 27 Min 1020 ft AGL VORDME Corfu RWY 17 Min 1700 ft AGL CIRC RWY 35 Min 2000 ftAGL VORDME Santorini RWY 14 Min 0510 ft AGL VORDME RWY 32 Min 0510 ft AGL VORDME Rhodos RWY 07 Min 1090 ft AGL VORDME Thessaloniki RWY 34 Min 1280 ft AGL VORDME RWY 28 Min 1380 ft AGL CIRC
BRU, 30 May 2012RATF Meetring9 Summary Report 5 Apr 12 Meeting (2) Airport selection and PBN procedures : Heraklion (HER) and Korfu (CFU) airports were selected to start with and gain experience As a first priority RNP APCH (straight-in) procedure implementation was emphasized for HER RWY27 and CFU RWY35. Additionally, RNP AR procedures at HER RWY09 and CFU RWY17
BRU, 30 May 2012RATF Meetring10 Heraklion Heraklion (LGIR) the second busiest airport in Greece during summer PBN RWY27: RNP APCH Complement or replace existing straight-in VOR or NDB approaches Straight-in RNP APCH APV BaroVNAV approach (RNAV GNSS approach) RWY 09: RNP AR Approach procedure (only visual procedures are actually available)
BRU, 30 May 2012RATF Meetring11 Corfu Actual situation / procedures Corfu (LGKR) has big percentage of diverted aircrafts due to weather Straight in procedure starting from 9NM with an RNAV IAF. Most often visibility is good and a right hand visual pattern to RWY35 is flown east of the airport. West of the airport is not possible due to terrain Medium intensity approach lights of 500 m length, no runway center lights VOR Y approach chart, the landing minimum is 2000 ft AGL, due to the obstacles and the lateral inaccuracy of the VOR Obstacles near RWY17, i.e. antenna of 600ft height at only 500 m (0.25 NM) from the threshold. RWY 17: No approach lights, No RWY center line lights. Approach minima are highly dependent on the available lighting, if no lighting to one RWY-end minima are high... Absence of centerline lights does not improve awareness during night approaches, the runway really appears as a black box in front of the pilot, making visual 3D perception during approach and flare difficult.
BRU, 30 May 2012RATF Meetring12 Corfu PBN implementation RWY35: RNP APCH Complement or replace existing straight-in VOR or NDB approaches Straight in RNP APCH APV BaroVNAV approach (RNAV GNSS approach) RNP approach More precise lateral navigation (0.3 NM) Reduce landing minima. Thorough obstacle analysis is absolutely needed to provide for a optimum approach design and allow optimum identification of MDAs/DAs.
BRU, 30 May 2012 RATF Meetring 13 Corfu RWY 17: Draft RNP – AR procedure design Replaces the visual circling to RWY17 Includes RF-legs in the final approach segment, and turn radius is calculated / designed to provide for CAT D aircraft Procedure based on RNP 0.3 Future lower RNP down to 0.1, improving obstacle clearance and leading to lower minimums Successful Simulator Flight validation mandated by AMC Missed Approach: as officially published (VOR A Circling).
BRU, 30 May 2012RATF Meetring14 Way forward Create road map Outlining the steps to be taken for RNP APCH (& AR) introduction at HER and CFU, incl.: Airline accountabilities, e.g. what is needed for pilot training, documentation, aircraft approval, cost benefit analysis, etc. Regulatory and ANSPs accountabilities, i.e. what/how needs to be proven and by whom.
BRU, 30 May 2012RATF Meetring15 Actions by HCAA: Establish PoCs accountable for PBN introduction Become familiar with AMC RNP APCH Approval & Certification Liaise with German regulator LBA to share experience PBN software design should also be capable of RNP AR procedure design Start familiarization of ANSP management and ATCO’s at HER and CFU by means of e.g. e-training; PBN courses etc. Actions by OA and A3 Become familiar with AMC requirements and prepare for approval for eligible fleet Become familiar with PBN procedures for pilots by means of e-learning packages e.g. available with ICAO, IATA, Eurocontrol Liaise with AB and A3 for sharing experience
BRU, 30 May 2012RATF Meetring16 IATA LIST PRNAV and RNP APCH State AirportTMA/Runways Austria VIEPRNAV SIDs/STARs Belgium BRUPRNAV SIDs/STARs Czech Republic PRGPRNAV SIDs/STARs Denmark CPHPRNAV SIDs/STARs FinlandHELPRNAV SIDs/STARs OULPRNAV SIDs/STARs France CDGPRNAV SIDs/STARs LYSPRNAV SIDs/STARs NCEPRNAV SIDs/STARs NCE Arr RWY22L/R
BRU, 30 May 2012RATF Meetring21 IATA LISTPRNAV and RNP APCH UK LHRPRNAV SIDs/STARs STNPRNAV SIDs/STARs LTNPRNAV SIDs/STARs BHXPRNAV SIDs/STARs EDIPRNAV SIDs/STARs LGWPRNAV SIDs/STARs MANPRNAV SIDs/STARs
BRU, 30 May 2012RATF Meetring22 IATA Issues with EASA AMC and CM 002 Aircraft airworthiness and approval criteria are too stringent overly conservative for airlines and for aircraft manufacturers to comply with interpreting the ICAO PANS-OPS design criteria improperly No consultation with experts or with aircraft operators As a consequence a proper proliferation and implementation of RNP APCH including APV/Baro-VNAV are stalling and safety improvements have to wait unacceptably long investments of airlines in costly navigation avionics cannot be recouped.
BRU, 30 May 2012RATF Meetring23 IATA Issues with EASA AMC and CM 002 Stringent elevation criteria of airports with surrounding terrain above 5000 ft MSL will jeopardize airline operations into airports like ADD, JNB, JRO, NBO, Quito operations are heavily dependent on the availability of the vertical guidance APV/BaroVNAV circling approach and/or NPA are the only alternatives The ban of BaroVNAV operations above 5000 ft altitude is artificial aircraft operators compliant with FAA AC are not confronted with such limitations which after all are based on the same data (non level playing field)
BRU, 30 May 2012RATF Meetring24 IATA Issues with EASA AMC and CM 002 Getting out of the stalemate by accepting airline and OEMs expertise Focus on the implementation of targeted safety measures instead of adding costly and cumbersome regulations that do little to improve safety Compliance with ICAO PBN