1 INNOVATIVE PROCEDURES FOR INCREASING OF THE AIRPORT RUNWAY CAPACITY Dr Milan Janic Senior Researcher & Research Programme Leader Delft University of

11

INNOVATIVE PROCEDURES INNOVATIVE PROCEDURES FOR INCREASING FOR INCREASING

OF THE AIRPORT RUNWAY OF THE AIRPORT RUNWAY CAPACITYCAPACITY

Dr Milan JanicDr Milan JanicSenior Researcher & Research Programme Senior Researcher & Research Programme

Leader Leader

Delft University of TechnologyDelft University of TechnologyThe Netherlands The Netherlands

Email: [email protected]: [email protected]

22

ContentContents s 1 Introduction 2 The system of parallel runways3 Procedures to approaching

dependent parallel runways 4 Modelling the capacity of

dependent parallel runways 5 Application of the model6 Qualitative evaluation 7 Conclusions8 The lessons learnt

33

1 1 IntroductionIntroduction (1)(1)FFactors influencing the airport actors influencing the airport

capacity:capacity:

The number and configuration of runwaysThe number and configuration of runways The ATC separation rules;The ATC separation rules; Technologies for navigation, surveillance,Technologies for navigation, surveillance, traffictraffic

management, communications, andmanagement, communications, and information;information;

Mix of the aircraft wake-vortex categories & Mix of the aircraft wake-vortex categories & arrival/departure speeds;arrival/departure speeds;

Proportions of the arrival/departure demand;Proportions of the arrival/departure demand; The ATC tactics of sequencing particular aircraft The ATC tactics of sequencing particular aircraft

categories (FCFS, priorities);categories (FCFS, priorities); Other economic and environmental/social Other economic and environmental/social

constraints. constraints.

44

The The number of runwaysnumber of runways depends on depends on the airport size; i.e. the volume of traffic the airport size; i.e. the volume of traffic and the available land, and vice versa;and the available land, and vice versa;

Configuration of runwaysConfiguration of runways depends depends on the metrological conditions (wind, on the metrological conditions (wind, visibility) given the airport annual visibility) given the airport annual utilisation rate of nearly 100%;utilisation rate of nearly 100%;

The The runway systemrunway system can consist of a can consist of a single, two or more parallel, single, two or more parallel, intersecting, and converging/diverging intersecting, and converging/diverging runwaysrunways,, and their combinations. and their combinations.

1 Introduction1 Introduction (2)(2)

55

Technologies to increase the Technologies to increase the runwayrunway

capacity:capacity: Air traffic flow management tools Air traffic flow management tools

(CTAS, Integrated Arrival and Departure (CTAS, Integrated Arrival and Departure Manager);Manager);

Air Traffic surveillance equipment Air Traffic surveillance equipment (RADAR, PRM – Precision Runway Monitor);(RADAR, PRM – Precision Runway Monitor);

Improved and innovative avionics Improved and innovative avionics (FMS 4D RNAV, WAAS, AILS, TCAS, LVLASO, (FMS 4D RNAV, WAAS, AILS, TCAS, LVLASO, GPS. ADS-B, CDTI);GPS. ADS-B, CDTI);

Distributed air/ground solutions Distributed air/ground solutions (Combinations of ADS-B, TCAS, (Combinations of ADS-B, TCAS,

Free Flight devices)Free Flight devices)

1 1 IntroductionIntroduction (3)(3)

66

Configuration of parallel runwaysrunways::• CloselyClosely spaced spaced (700 – 2499 ft);(700 – 2499 ft);• IntermediateIntermediate spaced spaced (2500 – 4299 ft);(2500 – 4299 ft);• FarFar spaced spaced (( ≥ 4300 ft);≥ 4300 ft);

Statistics: Statistics: UU..SS.. busiest airports busiest airports:: • 28 pairs of 28 pairs of closelyclosely spaced parallel runways parallel runways • 10 pairs of 10 pairs of intermediateintermediate spaced parallel runways spaced parallel runways • 28 pairs of 28 pairs of farfar spaced parallel runways spaced parallel runways

Statistics: Statistics: European busiest airportsEuropean busiest airports::• FrankfurtFrankfurt – 1 pair of – 1 pair of closelyclosely spaced (parallel spaced (parallel))

runways;runways;• London HeathrowLondon Heathrow – 1 pair of – 1 pair of farfar spaced p spaced parallel arallel runways;runways;• Paris Charles de GaulleParis Charles de Gaulle – 2 pairs of – 2 pairs of farfar spaced p spaced parallel arallel runwaysrunways;;• Amsterdam SchipholAmsterdam Schiphol – 3 pairs of – 3 pairs of farfar spaced p spaced parallel arallel runwaysrunways..

22 The system of parallel The system of parallel runwaysrunways (1)(1)

DiversityDiversity

77

Separation Separation between between runway runway

centrelines (centrelines (ft)ft)

Arr-ArrArr-Arr Dep-DepDep-Dep Arr-DepArr-Dep Dep-ArrDep-Arr

700 – 2499700 – 2499 Like single Like single runway runway

Like Like single single

runwayrunway

Arrival Arrival clears clears

the the runways runways

Departure Departure clears clears

the runways the runways

2500 – 33992500 – 3399

Dependent: Dependent: Lateral -Lateral -diagonal diagonal

separationseparation

IndependeIndependentnt

IndependenIndependentt

IndependentIndependent

3400 – 42993400 – 4299

Dependent: - Dependent: - Lateral/diagonLateral/diagonal separation – al separation – without PRM;without PRM; IndependeIndepende

ntntIndependenIndependen

ttIndependentIndependent

43004300 IndependentIndependent IndependeIndependentnt

IndependenIndependentt

IndependentIndependent

Independent –with PRM

22 The system of parallel The system of parallel runways runways (2)(2)

Degree of dependency U.S. Degree of dependency U.S. IFR/IMCIFR/IMC

88

BOS – Boston Logan International

1200ft

22 The system of parallel The system of parallel runwaysrunways (3)(3)

Cases in the U.S.Cases in the U.S.

1000ft

1000ftt

ATL – Atlanta Hartsfield International

99

22 The system of parallel The system of parallel runways runways (4)(4)


1200ft

1200ft

DFW – Dallas-Fort Worth International

700ft

700ft

LAX – Los Angeles International

1010

750ft

750ft

SFO – San Francisco SFO – San Francisco InternationalInternational

22 The system of parallel The system of parallel runways runways ((5)5)


1111

The The traffic dependencytraffic dependency on the runways on the runways is caused by the in-trail wake-vortex is caused by the in-trail wake-vortex generated and moving behind the generated and moving behind the aircraft and between the final approach aircraft and between the final approach paths of both runways by paths of both runways by crosswind;crosswind;

Mitigating impactsMitigating impacts of the wake-vortex of the wake-vortex implies reducing of the current ATC IFR implies reducing of the current ATC IFR separation rules between aircraft, thus separation rules between aircraft, thus the degree of the runway and traffic the degree of the runway and traffic dependency, and consequently dependency, and consequently increasing of the system capacity. increasing of the system capacity.

33 Approach procedures toApproach procedures to dependent parallel dependent parallel runways runways (1)(1)

The problemThe problem

1212

Current procedures:Current procedures: Weather Weather minima: minima:

VFR (Paired) ApproachVFR (Paired) Approach C - 3500 ft; V - 6 C - 3500 ft; V - 6 nmnm The Simultaneous Offset IndependentThe Simultaneous Offset Independent

Approach (SOIA/PRM)Approach (SOIA/PRM) C - 1600 ft; V - 4 C - 1600 ft; V - 4 nm nm The baseline IFR ApproachThe baseline IFR Approach C -C - 0 ft; V - 0.0 ft; V - 0.11 nmnm

Innovative procedures: Innovative procedures:

The FAA/NASA TACEC (2020) The FAA/NASA TACEC (2020) C: 0 ft ; V - 0.1 C: 0 ft ; V - 0.1 nmnm

High Approach Landing System/High Approach Landing System/Dual Landing Threshold (HALS/DLT) Dual Landing Threshold (HALS/DLT)

or Staggered Approach or Staggered Approach C: 0 ft ; V - 0.1 C: 0 ft ; V - 0.1 nmnm

Steeper Approach (SAP)Steeper Approach (SAP) C: 0 ft ; VC: 0 ft ; V - 0.1 nm - 0.1 nm

33 Approach procedures toApproach procedures to dependent parallel dependent parallel runways runways (2)(2)

1313

VFR (paired) approachVFR (paired) approach

33 Approach procedures toApproach procedures to dependent parallel dependent parallel runways runways (3a)(3a) Current proceduresCurrent procedures

1414

The Simultaneous Offset (SOIA/PRM)The Simultaneous Offset (SOIA/PRM) Independent Approach Independent Approach (and partially TACEC)(and partially TACEC)

33 Approach procedures to Approach procedures to dependent parallel dependent parallel runways runways (3b)(3b) Current proceduresCurrent procedures

Blunder zone

Maximum crosswind

27R

27L

D

SZik = (d/W)vk

j

l

i

W

Safe Zone SZik

k

ik

1515

The Baseline The Baseline IFR ApproachIFR Approach

33 Approach procedures toApproach procedures to dependent parallel dependent parallel runways runways (3c)(3c) Current proceduresCurrent procedures

ik

Sik0

Maximum crosswind

Minimum in–trail separation

27R

27L

k

ji

Blunder zone

1616

HALS/DLT or Staggered ApproachHALS/DLT or Staggered Approach

33 Approach procedures to Approach procedures to dependent parallel dependent parallel runways runways (4a)(4a) InnovativeInnovative procedures procedures

1700ft

i

k

Sik0

Hik0

1717

HALS/DLT or HALS/DLT or SStaggered Approachtaggered Approach

Source (OPTIMAL, EUROCONTROL, Source (OPTIMAL, EUROCONTROL, 2005) 2005)

Runway lRunway lightingighting system system

33 Approach procedures to Approach procedures to dependent parallel dependent parallel runways runways (4b)(4b) InnovativeInnovative procedures procedures

1818

Steeper Approach (SAP) Steeper Approach (SAP)

33 Approach procedures to Approach procedures to dependent parallel dependent parallel runways runways (5a)(5a)

InnovativeInnovative procedures procedures

Sik0

< 4300 ft

k

i

Hik0

k

i

Increasing of the vertical separation Hik

0 in time if: vi > vk sink/sin i

k > I

1919

Baseline ILS vs Steeper Approach (SAP) Baseline ILS vs Steeper Approach (SAP)

ILS ILS GGlide Slope lide Slope 3°

ILS Glide Slope ILS Glide Slope 5.5°

(Source: Airliner World, (Source: Airliner World, 2006) 2006)

33 Approach procedures to Approach procedures to dependent parallel dependent parallel runways runways (5b)(5b) InnovativeInnovative procedures procedures

2020

Currently certificated aircraft fleet for SAPCurrently certificated aircraft fleet for SAP De Havilland DHC-6, - 8 De Havilland DHC-6, - 8

(STOL - Short Take- Off and Landing); (STOL - Short Take- Off and Landing); Cessna Citation, Embraer ERJ 135, 170; Cessna Citation, Embraer ERJ 135, 170; Airbus A319.Airbus A319.

33 Approach procedures toApproach procedures to dependent parallel dependent parallel runways runways (4a)(4a) InnovativeInnovative procedures procedures

Certificaation should provide:Certificaation should provide: The aircraft capability to use a range of GS The aircraft capability to use a range of GS

angles (3angles (300- 5- 500 or 6 or 600);); Certainly increase in the approach speed to Certainly increase in the approach speed to

compensate higher descent speed and compensate higher descent speed and consequent increase in the wake vortex.consequent increase in the wake vortex.

2121

The concept and definitionThe concept and definition:: The maximum number of aircraft operations The maximum number of aircraft operations

accommodated during given period of time (1 or accommodated during given period of time (1 or ¼ of¼ of

an hour) under conditions of constant demand an hour) under conditions of constant demand for service; (VMC (VFR) and/or IMC (IFR) at the US for service; (VMC (VFR) and/or IMC (IFR) at the US and only IMC (VFR) at European airports). and only IMC (VFR) at European airports).

State of the art of modellingState of the art of modelling:: Analytical models (Blumstein, Haris, Janic, Tosic);Analytical models (Blumstein, Haris, Janic, Tosic); Simulation models (SIMMOD, TAAM, Airport Simulation models (SIMMOD, TAAM, Airport

Machine). Machine).

44 Modelling the capacity of Modelling the capacity of dependent parallel dependent parallel runways runways (1)(1)

2222

Objectives:Objectives:

Developing the dedicated analytical Developing the dedicated analytical model for ILS baseline, HALS/DLT, and model for ILS baseline, HALS/DLT, and SAP;SAP;

Carrying out the sensitivity analysis Carrying out the sensitivity analysis with respect to the most influencing with respect to the most influencing factors.factors.


2323

Assumptions:Assumptions: The geometry of parallel runways is known;The geometry of parallel runways is known; The runways operate according to given degree of The runways operate according to given degree of

dependency – the arriving aircraft use ILS dependency – the arriving aircraft use ILS (Instrumental Landing System);(Instrumental Landing System);

The ATC applies longitudinal, lateral-diagonal, and The ATC applies longitudinal, lateral-diagonal, and vertical distance-based separation rules between vertical distance-based separation rules between arriving and time-based separation rules between arriving and time-based separation rules between departing aircraft;departing aircraft;

Successive operations are carried out alternatively Successive operations are carried out alternatively on each runway;on each runway;

Only the certificated aircraft can perform SAP; Only the certificated aircraft can perform SAP; The aircraft appear at particular parts of the The aircraft appear at particular parts of the

runway system when the ATC expects them. runway system when the ATC expects them.


2424

The model for arrivals – basic geometryThe model for arrivals – basic geometry

RWY 1

RWY 2

TI/J

Tk

i j

EI/J

kEk

d

k

z

I, J lIJ(*)

SIk0 SkJ

0

EI, EJ, Ek - final approach gate of aircraft i, j and k, respectively T I/J, Tk - landing threshold of aircraft i, j and k, respectively I, J, k - length of common approach path of aircraft i, j and k, respectively

d - spacing between RWY 1 and RWY 2 lIJ(*) - initial longitudinal ATC separation rules between aircraft i and j

SIk0, SkJ

0 - initial longitudinal “spacing” between aircraft ik and kj, respectively

IkkJ

Horizontal plane

Sequence Sequence ijij – – longitudinal longitudinal separation separation

Sequences Sequences ikik and and klkl ––diagonal or diagonal or vertical vertical separation separation

44 Modelling the capacity ofModelling the capacity of dependent parallel dependent parallel runways runways (4)(4)

2525

The model for arrivals – basic geometryThe model for arrivals – basic geometry

Vertical plane - HALS/DLT (S-F-F)

Vertical plane – SAP (F-S-S)

ZLH

zLHSIk

0

Low - i

High - k

A

B

TLRunway(s)TH

H

HL= Ltg

EI/L

L

CHij

0

HHL0

SkJ0

zLH

E

F

D

Low - j

TL,TH

k

i/j

E1/ij

i

H0ik

L/i

H/k

Runway(s)

k

k-i/j

j

H0ik


2626

The model for arrivals – basic The model for arrivals – basic formulas: formulas:

The inter-arrival times at the threshold The inter-arrival times at the threshold of RWY1 and RWY2of RWY1 and RWY2

aattij/kij/k = = aattikik + + aattkjkj and and aattkl/jkl/j = = aattkjkj + + aattjljl

uuijij, u, uikik, u, ukj, kj, uujljl are the control variables are the control variables

)()()1()()()1(

);()()1(max),,(/ VtuHtuVtuHtu

VtuLtuVHLt

kjakjkjakjikaikikaik

ijaijijaijkija

)()()1()()()1(

);()()1(max),,(/ VtuHtuVtuHtu

VtuLtuVHLt

jlajljlajlkjakjkjakj

klaklklakljkla


2727

The model for arrivals – basic The model for arrivals – basic formulas:formulas:

The probability of occurrence of strings of aircraft types ikj and kjl

The average inter-arrival times at RWY1 and RWY2

The ultimate arrival capacity of RWY1 and RWY2

ljkjkljkikij pppppppp // and

kjl

jkljklaa

ikjkkijkijaa pttptt //2//1 and

22 11 /1 and/1 aaaa tt


2828

DeparturesDepartures The inter-departure The inter-departure

times:times:

The average inter-The average inter-departure time:departure time:

The departure The departure capacity: capacity:

Mixed operationsMixed operations Realising (m) Realising (m)

departures between departures between the arrivalsthe arrivals kjkj

Probability of Probability of occurrence of the gap occurrence of the gap between the between the successive paired successive paired arrivals arrivals ikik and and jljl is p is pdmdm

The capacity The capacity

npdmndnmpd ttt /

nmpmpn

dnmpd tpt //

/1 dd t

M

mdmaad mp

121 )(

44 Modelling the capacity of Modelling the capacity of dependent parallel dependent parallel runways runways ((88))

2929

HALS/DLTHALS/DLT vs Baseline ILS vs Baseline ILS

Input: Frankfurt airport- geometry of runways Two parallel runways – Two parallel runways –

4000m 4000m (07 L/R and 25 L/R) for (07 L/R and 25 L/R) for landingslandings and take-offsand take-offs;;

Separation distance:Separation distance:d = 1700 ft (5d = 1700 ft (51818 m) m)

RWY 26L – 2500 mRWY 26L – 2500 m for landingsfor landings;;

Staggered distance:Staggered distance:z = 1500 mz = 1500 m

RWY 18 – 4500m onlyRWY 18 – 4500m only

for take-offsfor take-offs;;

55 Application of the Application of the model model (1a)(1a)

25R

25L

26L07L

07R

Apron

Passenger Terminal complex

18

Cargo Terminal complex Apron

Runways Taxiways New runway Preferred landing direction Preferred take-off direction

New runway

3030

Input: Frankfurt airport – fleet characteristics

A/C A/C CategorCategoryy

Type Type ProportioProportio

n n

(%)(%)

Approach Approach speed speed (kts)(kts)

RWY RWY landing landing

occupancy occupancy time (s)time (s)

Super Super HeavyHeavy

A380A380 1010 150150 6060

Heavy Heavy

A300-600; A300-600; A330;A330; A340; A340; B767 B777; B767 B777; B747B747

1010 140140 6060

Large Large B737; A320, B737; A320, 321s 321s 6060 130130 5555

SmallSmall ATR42,72; ATR42,72; Avrojet; Dash8Avrojet; Dash8 2020 110110 4545

55 Application of the Application of the model model (2a)(2a)HALS/DLTHALS/DLT vs Baseline ILS vs Baseline ILS

3131

Input: Frankfurt airport - The ATC separation rules

a) Arrivals (nm)

b) Departures (min)

– Lateral/diagonal:

= 2 nm – Vertical: H( .) = 1000 ft

A/C A/C Sequence Sequence i/ji/j

SupeSuper r

HeavHeavyy

(A38(A380)0)

HeavHeavyy

LargLargee

SmalSmalll

SuperSuper

Heavy Heavy (A380)(A380)

66 66 88 1010

Heavy Heavy 44 44 55 66

Large Large 33 33 44 44

SmallSmall 33 33 33 33


Super Super

HeavyHeavy

(A380(A380))

HeavHeavyy

LargLargee

SmalSmalll

SuperSuper

Heavy Heavy (A380)(A380)

22 22 22 33

Heavy Heavy 1.51.5 1.51.5 22 22

Large Large 1.51.5 1.51.5 1.51.5 22

SmallSmall 0.750.75 0.750.75 0.750.75 0.750.75

55 Application of the Application of the model model (3a)(3a)HALS/DLT HALS/DLT vs Baseline ILSvs Baseline ILS

3232

Input: Frankfurt airport- Scenario of using runways

RWY 25R/L - 26L are used for landings (Baseline ILS and HALS/DLT) and mixed operations;

RWY 18 is used exclusively for take-offs; The ATC applies longitudinal, lateral-

diagonal and vertical separation rules between landings;

The ATC tactics is FIFO (First-In-First-Out).


3333

Results: Frankfurt airport

0; 41

28; 31

34; 19

34; 0 40; 0

40; 13

32; 32

0; 41

0

5

10

15

20

25

30

35

40

45

50

0 10 20 30 40 50Arrivals-operations per hour

Dep

artu

res-

op

erat

ion

s p

er h

ou

r

Baseline ILSStaggered - HALS/DLT

30; 0

30; 23

26; 330; 40

38; 0

0; 41 3; 40

30; 30

38; 13

0

5

10

15

20

25

30

35

40

45

50

0 10 20 30 40 50

Arrivals-operations per hour

Dep

artu

res-

op

erat

ion

s p

er h

ou

r

Baseline ILSStaggered - HALS/DLT

a) HALS/DLT vs ILS Baseline Capacity: > 18 %

b) HALS/DLT vs ILS Baseline (A380 –10%) Capacity: > 27%

55 Application of the Application of the model model (5a)(5a)HALS/DLT HALS/DLT vs Baseline ILSvs Baseline ILS

3434

HALS/DLT (HALS/DLT (A380A380 – 10%– 10%)) Capacity: < 6 -25 %Capacity: < 6 -25 %

Results: Frankfurt airport

30; 0

30; 23

32; 320; 40

40; 0

0; 41 3; 40

30; 30

40; 13

0

5

10

15

20

25

30

35

40

45

50

0 10 20 30 40 50

Arrivals-operations per hour

Dep

artu

res-

op

erat

ion

s p

er h

ou

r HALS/DLT - without A380

HALS/DLT - with A380 (10%)


3535

Two pairs of parallel Two pairs of parallel runways: runways: 1 L/R and 28 L/R1 L/R and 28 L/R(1L/28R – 3600 m;(1L/28R – 3600 m;1R/28L – 3200 m) 1R/28L – 3200 m)

Separation distance:Separation distance:d = 750 ft (229m) d = 750 ft (229m)

Steeper Approach (SAP) Steeper Approach (SAP) vs Baseline ILS vs Baseline ILS

Input: San Francisco International Airport (SFO) - geometry of runways

1L

1R

28R

28L

N

Arrivals Departures

55 Application of the Application of the model model (1b)(1b)

3636

Input: SFO - Fleet characteristics

A/C A/C CategorCategoryy

Type Type ProportioProportio

n n

(%)(%)

Approach Approach speed speed (kts)(kts)

RWY RWY landing landing

occupancy occupancy time (s)time (s)

Heavy Heavy

A300-600; A300-600; A330;A330; A340; A340; B767 B777; B767 B777; B747B747

2222 150150 5050

B757 B757 -- 1919 140140 5050

Large Large B737; A320, B737; A320, 321s; 321s; 5252 130130 5050

SmallSmall ATR42,72; ATR42,72; AvroAvroRJRJ; Dash8; Dash8 77 120120 4040

55 Application of the Application of the model model (2b)(2b)Steeper Approach (SAP) Steeper Approach (SAP) vs Baseline ILSvs Baseline ILS

3737

Input: SFO – The ATC separation rules

a) Arrivals (nm)

b) Departures (min)

– Lateral/diagonal – as in a) – Vertical: H(.) = 1000 ft


HeavHeavyy

B757B757 LargLargee

SmalSmalll

HeavyHeavy 44 55 55 66

B757B757 44 44 44 55

LargeLarge 2.52.5 2.52.5 2.52.5 44

SmallSmall 2.52.5 2.52.5 2.52.5 2.52.5


HeavHeavyy

B757B757 LargLarge e

SmalSmalll

HeavyHeavy 1.51.5 22 22 22

B757B757 11 11 22 22

LargeLarge 11 11 11 22

SmallSmall 11 11 11 11


3838

The pair of runways 28 L/R is used exclusively for The pair of runways 28 L/R is used exclusively for landings; landings;

The runways 1L/1R are used exclusively for taking- The runways 1L/1R are used exclusively for taking- offs;offs;

The ATC applies longitudinal, lateral-diagonal and vertical separation rules between landings;

Only small aircraft can perform SAP (Scenario 1);Only small aircraft can perform SAP (Scenario 1); All except heavy aircraft can perform SAP (Scenario All except heavy aircraft can perform SAP (Scenario

2);2); The ATC tactics is FIFO (First-In-First-Out).

Input: SFO – Scenario(s) of using runways


3939

Results: SFO airport

30; 0

30; 40

0:70

60; 0

60; 50

38;0

35;40

56;0

46; 46

0

10

20

30

40

50

60

70

80

90

0 10 20 30 40 50 60 70 80 90

Arrivals - operations/hour

Dep

artu

res

- ope

ratio

ns/h

FAA IMCFAA VMCModel- IMC Scenario 1Model - IMC Scenario 2 SAP vs ILS IMC SAP vs ILS IMC

baseline:baseline:

SAP - Scenario 1SAP - Scenario 1 Landing capacity Landing capacity > 27%> 27%

SAP - Scenario 2SAP - Scenario 2 Landing capacity Landing capacity > 83 %

55 Application of the Application of the model model (5b)(5b)Steeper Approach (SAP)Steeper Approach (SAP) vs Baseline ILS vs Baseline ILS

4040

Safety:Safety: Standard vertical and in-trail Standard vertical and in-trail

wake-vortex separation;wake-vortex separation; Switching between RWY Switching between RWY

lighting system modes; lighting system modes; Insufficient length of RWY Insufficient length of RWY

with DLT with DLT

Requirements:Requirements:

Wake vortex warning system; Wake vortex warning system; Additional ILS for DLT Additional ILS for DLT

EnvironmentEnvironment:: Shifting noise contours Shifting noise contours

towards the airport; towards the airport; Neutrality regarding Neutrality regarding

extra fuel burn and air extra fuel burn and air pollution.pollution.

66 Qualitative Qualitative evaluation evaluation (1)(1)The HALS/DLTThe HALS/DLT

4141

Safety:Safety:

Not standardised Not standardised procedure; procedure;

DH altitude need to be DH altitude need to be redefined due to the redefined due to the higher descent speed;higher descent speed;

ILS GS interception ILS GS interception might be affected due to might be affected due to the high aircraft energy;the high aircraft energy;

Switching between the Switching between the RWY lighting system RWY lighting system modes (needs modes (needs calibration if possible for calibration if possible for two ILS GS angles). two ILS GS angles).

Requirements:Requirements:

Two pairs of ILS or GNSS Two pairs of ILS or GNSS per runway; per runway;

Aircraft certification Aircraft certification (might(might be very expensive);be very expensive);

Pilots’ training.Pilots’ training.

Environment:Environment:

Could contribute to Could contribute to reducing noise due to the reducing noise due to the higher flight paths. higher flight paths.

66 Qualitative Qualitative evaluation evaluation (2)(2)The SAPThe SAP

4242

The The HALS/DLTHALS/DLT and and SAPSAP have potential for have potential for increasing of the capacity of closely increasing of the capacity of closely spaced parallel runways under IMC; spaced parallel runways under IMC;

The The HALS/DLTHALS/DLT does not have the specific does not have the specific requirements except additional ILS and requirements except additional ILS and sufficient length of RWY with DLT;sufficient length of RWY with DLT;

The The SAPSAP requires (maybe rather requires (maybe rather expensive) certification of aircraft, expensive) certification of aircraft, additional ILSs (GNSS), and pilot training;additional ILSs (GNSS), and pilot training;

The capacity model provides good results The capacity model provides good results ((HALS/DLTHALS/DLT); it should be checked for ); it should be checked for SAPSAP) )

7 7 ConclusionsConclusions

4343

8 The lessons 8 The lessons learnt learnt

The wake-vortex remains the main barrier The wake-vortex remains the main barrier to increasing of the airport runway capacity; to increasing of the airport runway capacity;

The remaining questions are: The remaining questions are: Why the wakes are considered in one way under Why the wakes are considered in one way under

VMC and in other under IMC?; VMC and in other under IMC?; Why the vertical dimension of the airspace Why the vertical dimension of the airspace

has not been considered more frequentlyhas not been considered more frequently to to mitigate the wakes problem both in the previous mitigate the wakes problem both in the previous and prospective (future long-term) concepts and prospective (future long-term) concepts (TECAC)?;(TECAC)?;

Should the vehicles – aircraft become more Should the vehicles – aircraft become more active part of the game – the airports and active part of the game – the airports and ATC have already done a lot?? ATC have already done a lot??

4444

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1 INNOVATIVE PROCEDURES FOR INCREASING OF THE AIRPORT RUNWAY CAPACITY Dr Milan Janic Senior Researcher & Research Programme Leader Delft University of