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Captain Bechara Mallouk Chief Pilot Research and Navigation February 02, 2017
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Overview of RNP to GLS Demonstration
San Francisco Airport Operational Summary
Procedure Design and Demonstration
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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
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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
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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
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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
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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
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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
• Continuous descent reduces noise and emissions
• RNP (RF leg) to GLS
• Use of automation
• Potential Minima reduction for paired approaches from 1600’ to 1200’
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Vertical Separation
GLS Concept Diagram LS Automation Guarantees both Lateral and Vertical Track Separatio
Implementing Higher Glideslopes and Displaced Thresholds
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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
• Continuous descent reduces noise and emissions
• 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
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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]