RECAT Phase 2 - Approach to Airport Specific Benefits - WakeNet
RECAT Phase 2 - Approach to Airport Specific Benefits - WakeNet
RECAT Phase 2 - Approach to Airport Specific Benefits - WakeNet
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<strong>RECAT</strong> <strong>Phase</strong> 2 -<br />
<strong>Approach</strong> <strong>to</strong> <strong>Airport</strong> <strong>Specific</strong><br />
<strong>Benefits</strong><br />
Craig Guensch, Marshall Koch, Collin Schaffer<br />
Presented by Clark Lunsford<br />
February 28, 2012<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Outline<br />
• <strong>RECAT</strong> <strong>Phase</strong> 1 review<br />
– Six Categories<br />
– International <strong>Benefits</strong><br />
• <strong>RECAT</strong> <strong>Phase</strong> 2<br />
– ConOps<br />
– Application <strong>to</strong> Single Runway or Closely Spaced<br />
Parallel Runways<br />
– Operational Considerations<br />
– Airspace Constraints<br />
– Minimum Radar Separation Considerations<br />
• Conclusions and Next Steps<br />
2<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Leader<br />
Leading<br />
Aircraft<br />
Leading<br />
Aircraft<br />
<strong>RECAT</strong> <strong>Phase</strong> I redefined aircraft weight<br />
classes and the separations between<br />
them<br />
Wingspan<br />
(ft)<br />
Wingspan<br />
(ft)<br />
A388<br />
B744<br />
A346<br />
B772<br />
B773<br />
A332<br />
A333<br />
A343<br />
MD11<br />
B763<br />
A306<br />
B752<br />
B753<br />
B736<br />
B737<br />
B738<br />
B739<br />
A318<br />
A319<br />
A320<br />
A321<br />
B722<br />
MD82<br />
MD83<br />
F50<br />
B733<br />
B734<br />
B735<br />
E190<br />
GLF5<br />
B712<br />
DC93<br />
DC95<br />
DH8D<br />
F100<br />
F70<br />
DH8C<br />
AT72<br />
RJ1H<br />
RJ85<br />
B462<br />
B463<br />
E170<br />
DH8A<br />
DH8B<br />
CRJ9<br />
AT45<br />
AT43<br />
GLF4<br />
CRJ7<br />
SF34<br />
CRJ1<br />
CRJ2<br />
E45X<br />
E145<br />
E135<br />
E120<br />
B190<br />
C650<br />
H25B<br />
C525<br />
A388<br />
B744<br />
A346<br />
B772<br />
B773<br />
A332<br />
A333<br />
A343<br />
MD11<br />
B763<br />
A306<br />
B752<br />
B753<br />
B736<br />
B737<br />
B738<br />
B739<br />
A318<br />
A319<br />
A320<br />
A321<br />
B722<br />
MD82<br />
MD83<br />
F50<br />
B733<br />
B734<br />
B735<br />
E190<br />
GLF5<br />
B712<br />
DC93<br />
DC95<br />
DH8D<br />
F100<br />
F70<br />
DH8C<br />
AT72<br />
RJ1H<br />
RJ85<br />
B462<br />
B463<br />
E170<br />
DH8A<br />
DH8B<br />
CRJ9<br />
AT45<br />
AT43<br />
GLF4<br />
CRJ7<br />
SF34<br />
CRJ1<br />
CRJ2<br />
E45X<br />
E145<br />
E135<br />
E120<br />
B190<br />
C650<br />
H25B<br />
C525<br />
ICAO<br />
Trailing Aircraft<br />
A380 Heavy Medium Light<br />
A380 MRS 6 7 8<br />
Heavy MRS 4 5 6<br />
Medium MRS MRS MRS 5<br />
Light MRS MRS MRS MRS<br />
U.S.<br />
Trailing Aircraft<br />
A380 Heavy B757 Large Small<br />
A380 MRS 6 7 7 8<br />
Heavy MRS 4 5 5 6<br />
B757 MRS 4 4 4 5<br />
Large MRS MRS MRS MRS 4<br />
Small MRS MRS MRS MRS MRS<br />
<strong>RECAT</strong> <strong>Phase</strong> 1<br />
Proposed <strong>RECAT</strong><br />
Separation Matrix<br />
Follower<br />
A B C D E F<br />
A MRS 6.0 5.0 6.0 7.0 7.0 8.0<br />
B MRS 3.0 4.0 5.0 5.0 7.0<br />
C MRS MRS MRS 3.5 3.5 6.0<br />
D MRS MRS MRS MRS MRS 5.0<br />
E MRS MRS MRS MRS MRS 4.0<br />
F MRS MRS MRS MRS MRS MRS<br />
300<br />
250<br />
200<br />
150<br />
100<br />
50<br />
0<br />
300<br />
250<br />
200<br />
150<br />
100<br />
50<br />
0<br />
Current U.S. Classes<br />
<strong>RECAT</strong> Classes<br />
Aircraft Type (Decreasing Wingspan<br />
)<br />
Super<br />
Heavy<br />
Large<br />
Small<br />
CatA<br />
CatB<br />
CatC<br />
CatD<br />
CatE<br />
CatF<br />
3<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Decrease in Average Minimum Separation<br />
(Positive = Decrease)<br />
RJAA<br />
RJTT<br />
VHHH<br />
RKSI<br />
OMDB<br />
VTBS<br />
SAEZ<br />
WSSS<br />
OERK<br />
YMML<br />
UUEE<br />
HECA<br />
ZBAA<br />
YSSY<br />
SKBO<br />
SBGR<br />
ZGGG<br />
VIDP<br />
DNMM<br />
MMMX<br />
CYUL<br />
UUDD<br />
CYYZ<br />
FAJS<br />
International <strong>Phase</strong> 1 <strong>Benefits</strong><br />
KSFO<br />
KORD<br />
KATL<br />
CYYZ<br />
CYUL<br />
KEWR<br />
KJFK<br />
EGLL<br />
LFPG<br />
EHAM<br />
EDDF<br />
UUDD<br />
UUEE<br />
HECA<br />
OMDB<br />
ZBAA<br />
ZGGG<br />
RKSI<br />
RJAA<br />
RJTT<br />
MMMX<br />
SKBO<br />
OERK<br />
VIDP<br />
VTBS<br />
VHHH<br />
DNMM<br />
WSSS<br />
SBGR<br />
YSSY<br />
SAEZ<br />
20%<br />
FAJS<br />
YMML<br />
15%<br />
10%<br />
5%<br />
0%<br />
2.5 nm Sep<br />
3.0 nm Sep<br />
-5%<br />
4<br />
<strong>Airport</strong> (ICAO Code)<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Preliminary <strong>Phase</strong> 2 ConOps<br />
• Establish a matrix of pair-wise safe wake separations (~100 by 100)<br />
– Includes aircraft representing 99% or more of operations<br />
worldwide<br />
– Granularity of ½ nm, perhaps less<br />
– Single and parallel runway separations<br />
• <strong>Airport</strong>s may cus<strong>to</strong>mize<br />
– Optimized for their traffic mix<br />
– Likely the same for all airports in a Terminal Area<br />
– Must remain safe, separations rounded up <strong>to</strong> the largest of any<br />
aircraft in the category<br />
• Au<strong>to</strong>mation could assist in implementation<br />
– If <strong>Airport</strong>/Air Navigation Service Provider (ANSP) chooses > 6<br />
categories<br />
– If separation resolution is < 0.5nm<br />
5<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Comparative Length of Final – Single Runway<br />
US<br />
Baseline<br />
ICAO<br />
<strong>RECAT</strong><br />
<strong>RECAT</strong><br />
23 NM 20 NM 18.5 NM 18 NM<br />
Baseline<br />
<strong>Phase</strong> I<br />
<strong>Phase</strong> II<br />
9L<br />
9R<br />
Scenario A<br />
1,700 feet between<br />
36L and 36R<br />
9L<br />
9R<br />
Scenario A<br />
9L<br />
9R<br />
Scenario A<br />
9L<br />
9R<br />
Scenario A<br />
36L<br />
36R<br />
36L<br />
36R<br />
36L<br />
36R<br />
36L<br />
36R<br />
4 NM<br />
2.5 NM<br />
2.5 NM<br />
4 NM<br />
2.5 NM<br />
2.5 NM<br />
5 NM<br />
B752<br />
MD83<br />
E135<br />
B752<br />
B735<br />
A320<br />
B763<br />
10 NM<br />
20 NM<br />
2.5 NM B752<br />
MD83<br />
2.5 NM<br />
E135<br />
2.5 NM<br />
B752<br />
2.5 NM<br />
B735<br />
2.5 NM<br />
A320<br />
2.5 NM<br />
B763<br />
5 NM<br />
A319<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
10 NM<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
3.5 NM<br />
20 NM<br />
B752<br />
MD83<br />
E135<br />
B752<br />
B735<br />
A320<br />
B763<br />
A319<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
10 NM<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
3 NM<br />
20 NM<br />
B752<br />
MD83<br />
E135<br />
B752<br />
B735<br />
A320<br />
B763<br />
A319<br />
10 NM<br />
20 NM<br />
A319<br />
<strong>RECAT</strong> <strong>Phase</strong> II values<br />
are initial will be further<br />
refined before<br />
implementation
Comparative Length of Final – Closely Spaced Parallel Runways<br />
US<br />
Baseline<br />
ICAO<br />
<strong>RECAT</strong><br />
<strong>RECAT</strong><br />
21 NM 20 NM 16.5 NM 13.5 NM<br />
Baseline<br />
<strong>Phase</strong> I<br />
<strong>Phase</strong> II<br />
9L<br />
9R<br />
4 NM<br />
2.5 NM<br />
4 NM<br />
2.5 NM<br />
5 NM<br />
Scenario A<br />
36L<br />
E135<br />
B735<br />
B752<br />
B763<br />
1,700 feet between<br />
36L and 36R<br />
36R<br />
MD83<br />
B752<br />
A320<br />
10 NM<br />
20 NM<br />
9L<br />
9R<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
2.5 NM<br />
5 NM<br />
Scenario A<br />
36L<br />
B752<br />
E135<br />
B735<br />
B763<br />
36R<br />
MD83<br />
B752<br />
A320<br />
A319<br />
10 NM<br />
20 NM<br />
Scenario A<br />
9L<br />
9R<br />
36L 36R<br />
B752<br />
2.5 NM<br />
MD83<br />
2.5 NM<br />
E135<br />
B752<br />
2.5 NM<br />
B735<br />
A320<br />
2.5 NM<br />
B763<br />
3.5 NM<br />
A319<br />
10 NM<br />
Scenario A<br />
9L<br />
9R<br />
36L 36R<br />
2 NM B752<br />
3 NM<br />
20 NM<br />
2 NM<br />
MD83<br />
E135<br />
2 NM<br />
B752<br />
B735<br />
A320<br />
B763<br />
A319<br />
10 NM<br />
20 NM<br />
A319<br />
1.5 NM Diagonal Separation =<br />
Note: 2.5 nautical miles (NM) separation will only be applied<br />
between aircraft within 10 NM of the landing runway.<br />
<strong>RECAT</strong> <strong>Phase</strong> II values are initial will be further refined before<br />
implementation
<strong>Phase</strong> II Operational Considerations<br />
• Arrivals versus Departures<br />
• Airspace Configuration - Sorting arrivals<br />
• <strong>Airport</strong> Configuration<br />
– Single / Parallel Runways<br />
– Crossing Runways<br />
• Minimum Radar Separation (MRS) – Runway<br />
Occupancy Time (ROT) and Collision Avoidance<br />
• Weather – IMC, VMC, MMC<br />
• Typical Fleet Mix<br />
• Arrival/Departure Ratio<br />
8<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Airspace Considerations Can Enable<br />
or Limit Sequencing<br />
• Flights reassigned<br />
<strong>to</strong> the other<br />
parallel runway<br />
Atlanta Airspace<br />
Washing<strong>to</strong>n Dulles<br />
Airspace<br />
Graphics produced by MITRE, Flight Tracks from National Offload Program<br />
• No changes in<br />
runway assignment<br />
due <strong>to</strong> airspace<br />
design/constraint<br />
9<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Leading<br />
Aircraft<br />
Percent of OpDay Fleet Mix at MRS<br />
ATL<br />
BOS<br />
CLT<br />
DCA<br />
DEN<br />
DFW<br />
EWR<br />
IAH<br />
JFK<br />
LAS<br />
LAX<br />
LGA<br />
Leading Aircraft<br />
MIA<br />
MSP<br />
ORD<br />
PHL<br />
SEA<br />
SFO<br />
Current separation standards have most<br />
aircraft pairs at minimum radar separation<br />
(MRS)<br />
100%<br />
90%<br />
80%<br />
70%<br />
60%<br />
50%<br />
40%<br />
30%<br />
20%<br />
10%<br />
0%<br />
Percent of Aircraft Pairs at MRS<br />
- Select U.S. <strong>Airport</strong>s -<br />
% of Aircraft Pairs at MRS,<br />
Currently<br />
% of Aircraft Pairs at MRS,<br />
Under <strong>RECAT</strong> <strong>Phase</strong> I<br />
U.S. Separation<br />
Matrix _<br />
Trailing Aircraft<br />
Super Heavy B757 Large Small<br />
Super MRS 6 7 7 8<br />
Heavy MRS 4 5 5 6<br />
B757 MRS 4 4 4 5<br />
Large MRS MRS MRS MRS 4<br />
Small MRS MRS MRS MRS MRS<br />
<strong>Airport</strong><br />
<strong>RECAT</strong> <strong>Phase</strong> 1<br />
Separation Matrix _<br />
Trailing Aircraft<br />
CatA CatB CatC CatD CatE CatF<br />
CatA MRS 5 6 7 7 8<br />
CatB MRS 3 4 5 5 7<br />
CatC MRS MRS MRS 3.5 3.5 6<br />
CatD MRS MRS MRS MRS MRS 5<br />
CatE MRS MRS MRS MRS MRS 4<br />
CatF MRS MRS MRS MRS MRS MRS<br />
10<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Leading Aircraft<br />
Leading Aircraft<br />
Leading Aircraft<br />
Leading Aircraft<br />
Leading Aircraft<br />
* At airports with a<br />
2.5 nm waiver<br />
Delineating wake from other constraints<br />
permits benefits from other non-wake related<br />
operational improvements<br />
Collision Avoidance<br />
Trailing Aircraft<br />
CatA CatB CatC CatD CatE CatF<br />
CatA
Decrease in U.S. Average Minimum Separation<br />
30%<br />
Reducing MRS for certain pairs at<br />
specific airports would allow significant<br />
<strong>RECAT</strong> benefit<br />
Potential Pool of <strong>Benefits</strong> for Separation Schema<br />
25%<br />
20%<br />
20.44%<br />
25.14%<br />
15%<br />
10%<br />
7.44%<br />
9.21%<br />
9.47%<br />
5%<br />
12<br />
0%<br />
0.00%<br />
U.S. Baseline <strong>RECAT</strong> <strong>Phase</strong> 1 Pairwise Rounded<br />
<strong>to</strong> 0.5 NM,<br />
2.5 Minimum<br />
Pairwise Rounded<br />
<strong>to</strong> 0.1 NM,<br />
2.5 Minimum<br />
Separation Matrix Used<br />
• A 50-second ROT is assumed for these aircraft<br />
• Further analysis and refinement of matrices is required<br />
Pairwise Rounded<br />
<strong>to</strong> 0.5 NM,<br />
2.0 Minimum<br />
Pairwise Rounded<br />
<strong>to</strong> 0.1 NM,<br />
2.0 Minimum<br />
– plans <strong>to</strong> expand use of current metrics, adding additional metrics, updated models<br />
and data<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
Conclusions and Next Steps<br />
• <strong>RECAT</strong> <strong>Phase</strong> 2 provides an opportunity <strong>to</strong> explicitly define<br />
wake constraints separate from Minimum Radar Separation.<br />
This can benefit:<br />
– <strong>Approach</strong>es <strong>to</strong> closely spaced parallel runways in<br />
IMC<br />
– Could lead <strong>to</strong> a possible reduction below 2.5 nm for<br />
single runway spacing for certain pairs<br />
• <strong>RECAT</strong> <strong>Phase</strong> 2 pairwise separations will result in benefits<br />
at all airports. More for some, less for others<br />
• <strong>Phase</strong> 2 ConOps and Implementation Strategy documents<br />
are under development<br />
– Need <strong>to</strong> engage international community for inputs including<br />
opera<strong>to</strong>rs, manufacturers, and ANSPs<br />
– Initial drafts, looking for input, ideas, participation<br />
13<br />
© 2012 The MITRE Corporation. All rights reserved.<br />
MITRE Briefing No. F03J-B12-047
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14<br />
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MITRE Briefing No. F03J-B12-047
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