captain bechara mallouk chief pilot research and ... · any aircraft may fly the lead on 28l,...

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Captain Bechara Mallouk Chief Pilot Research and Navigation February 02, 2017


Overview of RNP to GLS Demonstration

San Francisco Airport Operational Summary

Procedure Design and Demonstration


Objective

• Communicate benefits of RNP to GLS procedures with a demonstration flight

• Accelerate GNSS Landing System (GLS) use and Ground Based Augmentation system(GBAS)

implementation

• Early airport and ATC stakeholder buy in – collaboratively designed procedures

United and Delta Driven Project


Airport Overview


DESIGN OBJECTIVES

• First precision approach to 19R

• Deconflict approach with Oakland airspace

APPROACH DETAILS

• Collaboratively designed procedures

• Continuous descent vertical path (No speedbrakes)

• Use of automation & normal crew procedures

POTENTIAL BENEFIT

• Continuous descent reduces noise and emissions

• RNP (RF leg) to GLS reduces track miles


Continuous Low Descent Reduces Fuel Burn and Emissions

Sample radar vectors to 19L/19R

Oakland Airport

Typical average radar vectors “types” compared to GLS Procedure

RWY 12 Arrival Track


Flight Track 20.5 nm 36.3 nm 40.3 nm

Fuel Burn 424 lb / 193 kg 792 lb / 360 kg 980 lb / 436 kg

Carbon Emissions

1338 lb / 608 kg 2499 lb / 1136 kg 3092 lb / 1405 kg

Fuel Burn and Community Noise Exposure to 55 dBA Contour

Continuous Descent


Simultaneous Offset Instrument Approaches (SOIA) • 1600’ ceiling and 4 mile visibility

• Any aircraft may fly the lead on 28L, aircraft on 28R flies a 3-degree offset approach

• No stagger – aircraft may come in “wingtip to wingtip”

• Yields most operations in visual conditions today – 36/hr

Closely Spaced Parallel Operations (CSPO) • Two straight in approaches to 28L and 28R (no offset)

• 1.5 nm stagger between aircraft

• Sorting restriction – lead airplane cannot be 757 or heavy

• Above CAT I minima – yields 34/hr

Why implement RNP to GLS procedures? • If the sorting restriction for the CSPO were removed, this could enable higher arrival rates than the

SOIA today


Paired Approaches with ILS RWY 28R

DESIGN OBJECTIVES

• Automate the SOIA procedure – ‘S’ turns manually flown today

• Maintain vertical path from CORKK @ 11000’

APPROACH DETAILS

• Collaboratively designed procedures

• Continuous descent vertical path (No speedbrakes)

• Both aircraft flew alternating ILS and GLS

• Use of automation & normal crew procedures

POTENTIAL BENEFIT


• RNP (RF leg) to GLS

• Use of automation

• Potential Minima reduction for paired approaches from 1600’ to 1200’


Vertical Separation

GLS Concept Diagram LS Automation Guarantees both Lateral and Vertical Track Separatio

Implementing Higher Glideslopes and Displaced Thresholds


Paired Approaches with ILS RWY 28R

DESIGN OBJECTIVES

• Increase vertical separation between aircraft streams using displaced threshold (2000’) and higher glideslope (3.25⁰)

APPROACH DETAILS • Continuous descent vertical path (No speedbrakes)

• Both aircraft flew alternating ILS and GLS

• Localizer and glideslope engaged prior to AXMUL

POTENTIAL BENEFIT • Remove sorting restriction to 28L to increase operations

per hour


• RNP (RF leg) to GLS

Distance to Threshold [nm]

Height Difference Between GLS V and ILS 28L

CEPIN 10.3 +417 Initial Fix

AXMUL 5.7 +398 Intermediate Fix

MA28R 0 +155 Abeam threshold


Final Report Contents (http://laas.tc.faa.gov/Documents.html) • Instrument Approach Procedure Design

• Demo Flight Summary

• Environmental Performance Assessment

• Stakeholder Evaluation & Next Steps

Aviation Week

http://aviationweek.com/GLSDemo#slide-0-field_images-1506221

For further information on this project or for RNP to GLS implementation contact Boeing Commercial Aviation Services [email protected]

http://laas.tc.faa.gov/documents/Docs/KSFO_RNP_to_GLS_Report_13_Dec_16.pdf

http://laas.tc.faa.gov/documents/Docs/KSFO_RNP_to_GLS_Report_13_Dec_16.pdf

http://aviationweek.com/GLSDemo#slide-0-field_images-1506221

mailto:[email protected]