Transcript AND Program Review CNS Advanced Technology Integrated

POTENTIAL IMPACTS OF THE AIRBUS
A380-800 AND OTHER NEW LARGE
AIRCRAFT ON DOMESTIC AIR
TRAFFIC CONTROL
Bruce W. Kinsler
Air Traffic Control Specialist
A380 and New Large Aircraft (NLA) Representative
Terminal Safety and Operations Support, ATO-T (SOS)
January 25, 2005
Word of Caution
• Due diligence and extreme caution was used in researching and
preparing this A380 briefing. Data was collected from open
sources, some of it may still be inaccurate or out-of-date.
• This briefing contains speculative data and assumptions based
upon technical specifications and operational ATC knowledge.
• Actual flight test data must be thoroughly analyzed before any
conclusions regarding performance and impacts can be made.
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Airbus A380-800 in Airbus Colors
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First A380-800 Under Construction
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First A380-800 Under Construction
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A380-800 Rolls Royce Trent 900 Engine
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A380-800 Rolls Royce Trent 900 Engine (cont.)*
*Other engine option is the Engine Alliance GP7200 made by GE and Pratt & Whitney
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An225 Mriya, It’s Still the World’s Largest Aircraft
First Flight: December 1988
One-of-a Kind
Normal Crew: 7
Wingspan: 290 Ft.
Height: 59.4 Ft.
Length: 276 Ft.
Number of Wheels: 24
Max T.O. Wt.: 1,322,750 Lbs
Max Payload: 551,150 Lbs
Engines: Six Lotarev D-18T Turbofans
Max Thrust/Engine: 51,590 Lbs
Max Speed: 530 MPH
Cruise Speed: 495 Mph
Range: 8310 Nm
Needs to included in DG/VI
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Topics
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Potential ATC Integration Issues (Executive Summary)
A380-800 Specifications
B747-400 Specifications
A380 Orders and Customers (to-date)
Planned A380 Models
Potential Destination Airports in the USA
FAA Certification Progress
Boeing 7E7 “Dreamliner” vs. Airbus A350
ATC Separation Standards in FAAO 7110.65
Operational Requirements for New Large Aircraft
Impact on Capacity and Separation?
Possible Impacts of A380 Wake Turbulence
Will Preferential Handling/Routing be Required?
Wake Mitigation
Summary
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Potential ATC Integration Issues (Exec Summary)
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Will the A380/NLA require special handling and/or preferential routing?
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Entry and exit to runway, taxiway, ramp.
Limited gate/ramp and taxiway maneuver capability.
– Break-away power may not be an issue, may be less than current B777/767/747.
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Will be limited to specific runways and taxiways.
Will the A380/NLA impact present and future capacity?
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Slow taxi speed (15mph) may cause delay/s to following aircraft.
May impact normal operations due to proximity of closely-spaced runway/s and taxiway/s
centerline/s (closer than 2,500’).
Slow final approach speed inside FAF may cause arrival compression and delays.
Does the A380 fit into existing airport-docking plans?
– Special Jetways, need for additional emergency services/special vehicles.
– A380 “push back” may cause delay/s for other aircraft that could effect efficiency.
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Will the A380/NLA require new wake turbulence separation standards?
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Comprehensive testing is required to ensure safe domestic ATC and RVSM operations.
– Testing must be complete and standards published prior to start of NAS operations.
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Controllers may be required to learn/apply new special A380 procedures.
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New wake turbulence/separation standards must be published before the A380 arrives.
Controller training must be developed and the workforce must be trained in advance.
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B747 and A380 Comparison
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Boeing 747-400
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Boeing 747-400/ER/ERF Specifications*
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Capacity: 747-400 Domestic
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Crew: Two
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Two class seating for 568 (24 first and 544 economy).
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Typical three class seating for 416 (23 first, 78 business and 315 economy class).
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Weights:
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Standard operating weight empty: 400,700 pounds.
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747-400ER/ERF MTOW: 910,000 pounds.
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Dimensions:
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Wing span: 211 feet 5 inches
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Length: 231 feet 10 inches
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Height: 63 feet 8 inches
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Performance:
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Max cruising speed: 507 knots.
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Long range cruising speed 490 knots – 7259 nautical miles
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Engines: 4 PW-4060s (other engine options are available with lower thrust)
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Engine Thrust: 62,000 pounds
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747-400ER - Range at MTOW- 7670 nautical miles
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747-400ERF - Range at MTOW – 4970 nautical miles
* Early 2005 Boeing may decide to stretch the 747 to accommodate 450 passenger and use 7E7 engines.
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Airbus A380-800 in Emirates Colors
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A380-800 Specifications
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Manufacturer:
Retail Cost:
Official Roll-out:
First Flight:
Normal Crew:
Wingspan:
Length:
Height:
Weight:
Fuel:
Max Landing Wt.
Top Speed:
Cruising Speed:
Service Ceiling:
Maximum Range:
Engines:
Engine Thrust:
Passengers:
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Airbus (Owned by European Aeronautic Defense & Space Co.)
$280 Million
January 18, 2005
Scheduled for January 2005, delayed now until April
Two
261 feet, 8 inches
239 feet, 3 inches
79 feet, 7 inches
606,000 pounds empty, 1.2 -1.7 million pounds full
81,900 gallons
851,000 – 941,000 pounds (A380-800 and 800F)
652 miles per hour
630 miles per hour
43,000 feet
8,000 – 10,000 miles in passenger configuration (22 hour duration)
4 engines Rolls-Royce Trent 900 or Engine Alliance
70,000 - 75,000 pounds per engine
555 in three cabins – up to 840 in one cabin
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A380 Orders and Customers (to-date)
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154 Confirmed Orders and 100 Options (250 To Break Even) Includes 27 Freighters.
15 Confirmed Customers:
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Emirates (45 on-order, service begins Nov. 1, 2006, building new $4B terminal in Dubai)
Etihad Airways (first passenger launch customer, 3 on-order)
Singapore Airlines (service in 2006, London, Sydney, Hong Kong, SFO, Paris, Frankfurt)
Malaysia Airlines
Thai Airways
Deustche Lufthansa AG
Qantas Airways
Korean Airlines
Qatar Airways
Virgin Atlantic (deliveries delayed to 2008, JFK-London, LAX, Sydney, LAX, SFO, Tokyo)
Air France (delaying order)
Federal Express-FEDEX (cargo launch customer, 10 A380-800F’s ordered, options for 10)
International Lease Finance Corporation (ILFC) (orders for 5 passenger and 5 freighters, 2/yr 2007/2011)
United Parcel Service -UPS (10 aircraft on order, 10 options, first delivery in 2009)
China Southern (will officially purchase 5 aircraft on 1/28/05)
Iberia Airways (?)
British Airways (?)
Air China (?) (may order in time for 2008 Olympics in Beijing, may lease 2 aircraft)
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Planned A380 Models
• Trivia: “8” was selected out of sequence to denote two decks.
• Several A380 models are planned: the basic aircraft is the 555 seat
A380-800 with the longer range A380-800R planned.
• One cabin seating may accommodate up to 840 passengers.
• The A380-800F freighter will capable of carrying a 150 ton payload
and is due to enter service in 2008.
• Future models will include the shortened, 480 seat A380-700, and the
stretched, 656 seat, A380-900.
• The -700, -800, and -900 designations were chosen to reflect that the
A380 will enter service as a "fully developed aircraft" and that the
basic models will not be soon replaced by more improved variants.
• Airbus forecasts a need for 1235 new airliners with seating capacity for
400+ passengers through 2020. Airbus expects to sell 700-750 A380’s.
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Potential Destination Airports in the USA
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2006 – 2007
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2008 – 2009
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Chicago (ORD) (may be earlier)
Honolulu (HNL)
Newark (EWR)
Orlando (MCO)
Other airports interested in A380 service
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Memphis (MEM)
Anchorage (ANC)
2010
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San Francisco (SFO)
Los Angeles (LAX), ($53 Million Upgrade Program Planned)
John F. Kennedy (JFK)
Miami (MIA)
Washington Dulles (IAD)
Dallas Ft. Worth (DFW)
Toronto (Pearson), Canada
More than 60 airports worldwide are upgrading airports, gate areas, and
reinforcing runways and taxiways to accommodate the A380.
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FAA Certification Progress
• Airbus will use four prototype A380 test aircraft
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15 month test program includes 2,200 hours of flight time
• FAA has formed several workgroups to study A380 impacts
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A380 (Flight Standards, Airports, Air Traffic Control, Transport)
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Waivers requested to operate on 150’ wide runways and 75’ wide taxiways
Taxi speed 15mph (EB-65), operational taxi camera & taxiway lighting rqed.
Additional data needed to allow A380 to operate in smaller Code-E OFZ’s
Wake turbulence studies suggest impacts to ATC arrival/departure/RVSM
New Large Aircraft (NLA) also includes B7E7 and possible A350
• First flight scheduled for first quarter 2005 (likely April).
• FAA flight test evaluations conducted in late summer 2005.
• 18 aircraft certification technical specialists working with the
European Safety Agency to complete certification by Jan. 2006
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Boeing 7E7 Dreamliner
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Boeing 7E7 “Dreamliner” vs. Airbus A350
• Boeing spending $10 Billion on Dreamliner development
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The 7E7 will be capable of flying non-stop between almost any two airports
in the world. It will be made from carbon-fiber reinforced plastic (never
tried). It will use 20% less fuel, have much larger windows, improved
pressurization and more humidity for passenger nose and throat comfort.
Cost: $120 Million
Passengers: 250
Range: 7,800-8,300 miles
Orders to-date: 56 (slower than expected)
– Continental
– All Nippon (will start flying 7E7’s in 2008)
• Airbus
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Plans to launch A350 by 2010 to compete directly with 7E7.
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ATC Separation Standards in FAAO 7110.65*
• Heavy Jet/B757 Separation
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Airport Operations
– Chapter 3, Sections 7-10
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Terminal Radar Operations
– Chapter 5, Sections 8-9 and Chapter 6
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Enroute Operations
– Chapter 5, Section 5
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Oceanic Operations
– Chapter 8
• Wake Turbulence
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Multiple References throughout 7110.65
• ILS/MLS Protection / Critical Areas
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Chapter 4, Section 6, Paragraph 8
• Obstruction Free Zone (OFZ)
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CAT II and CAT III Critical Areas,
– Chapter 3, Section 7, Paragraph 5
* Primary requirements only, other 7110.65 chapters, sections and paragraphs may also apply depending upon the situation.
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Operational Requirements for New Large Aircraft
• AVR after consulting with the ATO may establish new standards.
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Safety and risk assessments required first (the process is still evolving).
• A380 classified as approach Category D, Group 6.
• Plan to assign approach speed for A380/NLA of 145knots.
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Slower approach speed may require additional spacing beyond the FAF to achieve
the same wake spacing at the threshold.
• Parallel runway separation-simultaneous operations: runway-runway.
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Under VMC
– 1,200’
– Less than 2,500’ treated as a single runway by ATC when wake turbulence is a factor.
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Under IFR
– Whenever practical, parallel runway centerline separation of at least 5,000’ is
recommended for simultaneous arrivals and departures. However, 4,300’ is the
minimum separation required without special equipment (e.g., final monitor aid (FMA)
or Precision Runway Monitor (PRM)).
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Impact on Capacity and Separation?
• Will the A380 impact ATC’s ability to conduct:
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Simultaneous operations to closely spaced parallel runways separated by less
than 2,500’ (dependent)?
– Staggered final
– Side-bys in VMC
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Simultaneous approaches to independent runway separated by 4,300’ or more?
Simultaneous Offset Instrument Approaches (SOIA) e.g., San Francisco?
• Granting waivers to allow the A380 to operate on 75’wide taxiways and
150’ wide runways may cause ATC delays and decrease airport efficiency.
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Taxiing
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Limited to specific taxi routes that may be in opposition to normal flow.
May interfere with Cat. II/III obstacle free areas (OFAs) not previously impacted.
Reduced taxi speed may cause delays to other following taxiing aircraft.
Performance in hazardous weather must be studied (snow, ice, wind, heavy rain).
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Impact on Capacity and Separation? (cont.)
– Pilot may require additional time to start two outboard engines.
» A380 will taxi with inboard engines only.
– May not be possible to have heavy jet and/or other aircraft on same or
parallel taxiways due to distances between taxiway centerlines.
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Opposite direction,
Same direction,
Converging/Intersecting, and
Crossing.
Departure
– May take longer time on runway than normal jet departures.
» May have adverse affect on arrival interval/spacing.
– May restrict movement of taxiing aircraft on parallel taxiways and runways.
– May require additional time/distance wake turbulence separation standards.
– Pilots may be reluctant to accept A380 separation standards i.e., delay longer.
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Impact on Capacity and Separation? (cont.)
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Arrival
– Increased distances beyond five (5) miles may be required for Heavy, B757,
Large and Small category aircraft when following an A380.
– May not be as maneuverable in terminal airspace as other aircraft.
– May require additional time and/or distance to initiate go-around, missed
approach, or balked landing.
– May create arrival wake turbulence hazard to taxiing aircraft or other vehicles.
– May not be able to exit runway at established high speed intersections.
– Will require specific taxi routes and special handling when exiting runway.
– May block taxiway/s during two engine shutdown before taxiing (doubtful).
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Enroute
– Same separation issues as for arrival and departure.
– Potential for increased wake turbulence encounters by other aircraft during
domestic Reduced Vertical Separation Minima (RVSM) operations.
– Limited number of possible divert airports may not be capable or certified to
accept an A380 (emergency or national security requirements are the exceptions).
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A380-800 Wake Turbulence Generator
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Possible Impacts of A380-800 Wake Turbulence
• Very early computer modeling of the wake turbulence
generated by an A380 suggests:
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The wake may be more dense i.e., the wake structure is more intact,
Circular rotation within the wake may be stronger than current aircraft,
Wake transport (movement across a runway) may extend further, and
Wake sink may be higher and take longer to dissipate (wake demise).
• Standard ATC heavy jet/B757 departure separation standards
(2 mins/5 mi, cannot be waived by pilot) may require revision.
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New A380 separation standards may be required.
• In-depth computer modeling studies and actual A380 flight
test data collection must begin ASAP to determine the effects
of wake turbulence in the terminal and enroute environments.
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Wake Mitigation
• International A380 Wake Turbulence Steering/Workgroup
working the wake issues with first report expected in
October 2005.
• Sponsored by JAA/EUROCONTROL for guidance to ICAO
on wake standards.
• The whole world is asking the same questions about wake
and the plan is to have everyone treat it the same.
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Will Preferential Handling/Routing be Required?
• The basic TERPS runway-taxiway restriction is that in “Category II” weather
and below (less than 200’ ceiling and/or ½ mile visibility), with a runwaytaxiway spacing of 400’, arrivals to the runway are not allowed if an aircraft
with a tail height greater than 55’, or a wingspan greater that 171’, is on the
parallel taxiway within 6,000’ of the landing runway threshold.
• The Federal Aviation Regulations (FAR) Part 77 describes Object Free Areas
(OFA) as a two-dimensional ground area surrounding runways, taxiways and
taxilanes which is clear of all objects except those whose location is fixed by
function and are given an exception by the Federal Aviation Administration.
• JFK (Kennedy)
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Runway-taxiway restrictions apply only in IFR-2 and IFR-3a/b weather.
Taxiway-taxiway restrictions apply under all weather conditions.
Restricted to Taxiway A at a speed of 15mph as set by AAS-100.
Restrictions may be applied when taxiing on two bridges (North and South). All
aircraft will hold when an A380 uses taxiway A bridge.
No restrictions for departures.
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Will Preferential Handling/Routing be Required?
• LAX (Los Angeles)
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Runway 7R/25L is the only runway usable for departures and arrivals.
Allowing the A380 to taxi only on Taxiway S, prohibited from Taxiway Q,
would restrict other aircraft with wingspans of at least 171’ from taxiing
on parallel Taxiway Q. This restriction would apply to all Code C/D-V
and C-VI aircraft e.g., B747 and B777.
This situation would exclude the large numbers of B747 and B777
operations causing a backup of aircraft until the A380 is off Taxiway S.
The A380 is limited to a taxi speed of 15mph. No other aircraft is limited.
The A380 must be clear of the Precision Object Free Area (POFA) if not,
increase the Height Above Terrain/visibility values to 250’ and ¾ mile.
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Will Preferential Handling/Routing be Required?
• IAD (Dulles)
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The 2006-2007 time frame for the A380 appears to be realistic. Virgin Atlantic and
Lufthansa have had discussions with the Dulles Airport Authority.
Dulles was planned to meet DG-VI standards for runway/taxiway separation and
safety area design standards, but the current runway/taxiway pavement widths do
not meet current DG-VI standards. While specific taxiway ingress/egress routes can
be developed to accommodate the A380 extended taxi times are expected. With the
limited number of operations expected it may not be a significant problem and could
be handled similarly to the C-5 and An-124 flights that operate from Dulles on an
irregular basis. More frequent operations could pose some problems.
The Dulles Airport Authority will also need to consider modifications to the airports
signs and elevated lights that could be impacted by jet blast and the taxipath of the
A380. From an airport viewpoint the pavement, signage and lighting issues are
pretty significant as are the gate modifications that will be required and movements
within the terminal area. Dulles is spending $6.5M in 2005 to modify two gates.
Potential delays for increased separations due to wake vortices could be significant
as well as the increased time it could take the A380-800 to maneuver for take off.
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Will Preferential Handling/Routing be Required?
• SFO (San Francisco)
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Began A380 preparations several years ago. Special routes were developed to
avoid interference with other aircraft during normal operations. The A380 is
expected to arrive/depart during off-peak hours. Concerned about wake potential.
• MIA (Miami)
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Restricted to one runway and specific routing to/from ramp.
• ANC (Anchorage)
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Restricted to Runway 6R, TERPS/wake issues have not been addressed.
• MEM (Memphis)
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Nothing larger than a B737 allowed to operate on the taxiway/runway if an A380
is landing or taxiing.
Limited to one runway.
USAF C5A Galaxy (C-VI) already causes similar delays and preferential
handling.
• Will Preferential Handling/Routing be Required? The answer is YES.
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Summary
• The A380/NLA will present new challenges to the conduct of daily ATC
operations at the airports it is intended to serve.
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Preferential routing/handling will be required at some destination airports.
May have an adverse affect on capacity, efficiency and airport throughput.
Waivers to TERPS standards may increase airport operation risks.
• New separation standards may be required to accommodate the A380 and
NLA in the terminal and enroute environments.
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New requirements may be needed for departure/in-trail/arrival RVSM separation.
Not enough is known about the wake turbulence generated by an A380.
Comprehensive in-depth studies are needed and required.
Possible adverse affects on domestic RVSM i.e., is 1,000’ still safe?
• ATC is uncomfortable with the A380, we need answers ASAP.
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