Draft ICAO Circular on NLA.pdf - Airports Council International

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C-3 constructed at each tile location using the lateral and vertical distributions centered on the extended runway centre line. These contours were based on the location of the center-of-gravity (C.G.) of the aircraft and were, at times, oval in shape. The iso-probability contour at the threshold is shown in Figure 1-1. The lateral component of the contour does not vary significantly with aerodrome elevation due to the tracking capabilities of the autopilot system. The vertical component of the contour is affected by the atmospheric density while executing the go-around manoeuvre (at higher altitudes the aircraft is flying faster and producing less lifting force so it travels farther down the runway before beginning to climb). 4.3 The lower curve in Figure 1-1 is the lower half of the oval curve corrected for semispan and wheel location of the aircraft. The value of semispan used was 40 m (i.e. a total span of 80 m) with the flight path of the bottom of the wheel located 7.3 m below the horizontal plane of the C.G. point. The lower half of the curve is that part of the curve below the median of the vertical distribution. Therefore, the probability of some part of the aircraft being below the lower curve is less than 1x10 -7 . At some tile locations past runway threshold, the ground plane crosses the lower curve. This indicates that some aircraft are expected to touch wheels on the runway. It does not indicate that they have impacted the ground or crashed. The ends of the lower curve indicate the maximum distance from runway centre line, for a probability of 1x10 -7 that we would expect to find an aircraft wing tip. 5. STUDY FINDING 5.1 The simulation studies, for autoland approaches, found that the maximum distance from runway centre line that one would expect to find an aircraft wing tip is contained within ±50 m on either side of the centre line. This result is contained within the dimensions of the balked landing surface found in Table 4-1 of Annex 14, Volume I, where the code number is 4 and the code letter is E. To ensure ILS signal integrity for NLA operations using autoland see the <strong>ICAO</strong> Manual of All-Weather Operations (Doc 9365-AN/910), section 5.2.13. These findings are part of an aeronautical study conducted by the United States. A follow on study involving use of the aircraft flight director will be included in the <strong>ICAO</strong> Balked Landing Study <strong>Circular</strong>, due to be published later in 2004. This study includes a validation with an adapted A340 research simulator and also includes the use of an A340-600 engineering model to study the effects of fly-by-wire steering. <strong>ICAO</strong> Version 4.1 — 15 March 2004
<strong>ICAO</strong> Version 4.1 — 15 March 2004 C-4 Figure 1-1. The iso-probability contour at runway threshold — END —
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f) wake turbulence; g) selection of
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Draft ICAO Circular on NLA.pdf - Airports Council International

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