SNA& LGB
Continuous Descent Arrival
Demonstration Project
Presented by Joesph K. Wat
4th CDA Workshop
Atlanta, Nov 29th, 2006
1
Acknowledgement
• Teams
– Boeing Team: Kevin Elmer (Lead), Alan Mortlock,
Gary Gershzohn, Joseph Wat, Belur
Shivashankara, and Dan McGregor
– LGB: Christine Edward (Lead), Chris Kunze
(Airport Manager)
– SNA: Eric Freed (Lead)
– Mestre Greve Associations: Vincent Mestre (Lead)
– FAA: Walter White (SCT) and LA Center
– Operators: JetBlue & UPS
2
• Summary
– Multiple CDA design evaluated
– Two flights completed to date
– 2007 continuation plan in progress
• Challenges
– High daytime air traffic density in LA Basin
– Arrival terrain constraints into LGB/SNA
airports
3
SNA&LGB Continuous Descent Arrival
Demonstration Project
Purpose:
• To develop requirements for a new arrivals procedures
that can use and exploit existing airborne functionality
• Seen as a transitional step towards ATM systems of the
future (2015 / 2020), which will probably require new
ground and airborne equipment
• Builds on and uses traditional CDAs
– Demonstrate a "safe" FMS based CDA procedure into
SNA and LGB
– Identify controller procedure changes required for
daily use
4
SNA&LGB Continuous Descent Arrival
Demonstration Project
Approach:
•
Develop Test Procedures
–
-
•
Experimental standard arrivals (STAR)
TERPS criteria
Alternate procedure similar to new RNAV (RNP) Y RWY 30 Approach
Desktop Simulations (Boeing) and Simulator Sessions (Airlines)
Prepare test documentation
- Controller
and Airline Briefing Guide
- Demo Test Plan
- Benefits Assessment
•
Coordination Meetings
– LA Center & TRACON
– Airports and their Consultants (Noise and Air Traffic Ops)
– Participating Airlines (JetBlue, UPS, Alaska?)
•
Scope of initial demonstration (Aug / Sep 2006)
5
SNA / LGB experimental RNAV / CDA arrivals
and current vectored arrivals
LGB
SNA
6
Experimental RNAV / CDA Routes
KAYOH
OYSUP
MIDDS
7
Proposed SNA CDA LNAV/VNAV CDA Description
SNA CDA ARRIVAL
VERTICAL NAVIGATION PLANNING INFORMATION
(Expect ATC clearance for the following constraints):
Cross HDF 262/20 at or above 6500’ and 210 Kt IAS
Cross HDF262/24 at or above 5500’ and 200 Kt IAS
Cross HDF262/27 at or above 5000’ and 170 Kt IAS
Cross LEMON012/03 at or above 3300’ and 160 Kt IAS
Cross LEMON at 2200’
1.
2.
3.
4.
ARRIVAL (Expect ATC Clearance for the following route):
Cleared to John Wayne-Orange County via direct PSP,
HDF262/20, HDF262/24, HDF262/27, LEMON012/03, LEMON.
Expect clearance for ILS 19R prior to LEMON.
LOST COMMUNICATIONS:
At LEMON012/03, intercept ILS Rwy 19R and proceed to John
Wayne-Orange County Airport.
N
NOT TO SCALE
PALM SPRINGS
115.5 PSP
HDF262/24
N33 49.1 W117 39.5
LEMON012/03
N33 48.2 W117 46.3
192 o
Cross at 160 Kt IAS and
at or above 3300’
3
262o
3
HOMELAND
(L) 113.4 HDF
HDF262/27
N33 49.2 W117 43.2
Cross at 170 Kt IAS and
at or above 5000’
Cross at 2200’
John WayneOrange Co Airport
54
N33 46.6 117 11.1
262o
4
•--• ••• •--•
N33 52.2 W116 25.8
•••• -•• ••-•
LEMON
N33 46.6 W117 48.3
8
D
(L)
Cross at 200 Kt IAS and
at or above 5500’
o
251
For participant airlines only
ATC assigned only
For SNA ILS Rwy 19R only
Radar required
262o
HDF262/20
N33 48.4 W117 35.1
Cross at 210 Kt IAS and
at or above 6500’
253o
58
ORANGE COUNTY CDA – MVAs and Obstacles
MINIMUM VECTORING ALTITUDES AND OBSTACLES WITHIN PRIMARY AND SECONDARY
AREAS EACH SIDE OF ROUTE CENTERLINE
9000
8000
to
.8 g
-2 2de
.
3
-
7000
6000
.2
-3
5500 x
g
de
2
3.
5000 -x 5000
5000
AIRCRAFT VNAV PATH
x
g
de
HEIGHT ABOVE REQUIRED ALT
6000 6100
REQUIRED TERPS ALTITUDE
5200
5200
10.4 NM
4000
O
deg
4000
3300
x
3000
3000
4007’
6. 1
ALTITUDE FT (MSL)
6500
O
O
3120’
3047’
3.
0
2000
de
g
2500
1500
1000
O
972’
LEMON
9
LEMON
012/03
KAYOH KAYOH KAYOH KAYOH
262/27 262/24 262/20
5500A 6500A
5000
DEJAY
Each division (n=17) = .60 nm
Proposed LGB CDA LNAV/VNAV Description
VERTICAL NAVIGATION PLANNING INFORMATION
(Expect ATC clearance for the following constraints):
Cross KAYOH236/02 at or above 9000’ and 210 Kt IAS
Cross KAYOH233/07 at or above 7200’
Cross MIDDS at 4200’
Cross OYSUP at 3300’ and 180 Kt IAS
Cross BECCA on GS at 1573’
ARRIVAL (Expect ATC Clearance for the following
route):
Cleared to Long Beach, via direct PSP, KAYOH 236/02,
MIDDS, OYSUP, BECCA. Expect clearance for ILS Rwy 30
prior to OYSUP.
LOST COMMUNICATIONS:
At OYSUP, intercept ILS Rwy 30 and proceed to Long
Beach Airport.
Long Beach
57
LGB CDA ARRIVAL
1.
2.
3.
4.
N
NOT TO SCALE
PALM SPRINGS
115.5 PSP
BECCA
N33 45.4 W118 04.7
D
(L)
KAYOH233/07
N33 44.1 W117 43.2
Cross at 1573’
30
1o
5
o
233
o
233
11
5
OYSUP
N33 41.0 W117 59.5
Cross at 180 Kt IAS
and at 3300’
10
MIDDS
N33 40.5 W117 55.5
Cross at 4200’
•--• ••• •--•
N33 52.2 W116 25.8
Cross at or above 7200’
275 o
4
For participant airlines only
ATC assigned only
For LGB ILS Rwy 30 only
Radar required
251 0
60
KAYOH 236/02
N33 46.1 W117 37.7
Cross at 210 Kt IAS and
at or above 9000’
LONG BEACH CDA – MVAs and Obstacles
-3 2.8
.2 to
de
g
MINIMUM VECTORING ALTITUDES AND OBSTACLES WITHIN PRIMARY AND SECONDARY
AREAS EACH SIDE OF ROUTE CENTERLINE
9000
x
de
g
9000
1100’
-3
.4
8000
7900
7700
7200
x
2300’
7000
2200’
6000
HEIGHT ABOVE REQUIRED ALT
6100
de
g
6000
O
-2
.9
ALTITUDE FT (MSL)
AIRCRAFT VNAV PATH
5200
5000
REQUIRED TERPS ALTITUDE
5831’
5200
5000
4200
2500’
O
x
4000
O
3300
x
4604’
4007’
4000
10.4 NM
2000’
3000
O
O
3000
Each division (n=17) = .60 nm
3120’
3047’
2300
2000
2000
O
O
1000
OYSUP
3300
11
MIDDS
4200
(ABEAM HDF)
1256
1180’
KAYOH
233/07
7200A
KAYOH
236/02
9000A
KAYOH
DEJAY
Alternate LGB CDA (minor adjusts to published
RNAV Procedure)
12
Jet Blue & UPS Trial on
8/19&23/2006
13
JBU219 Flight Director
14
JBU219 Nav Display
15
Smith’s Procedure Design Tool
3 degree from KAYOH
16
NASA’s PCPlane simulation program
17
Scope of Initial CDA Demo at LGB/SNA
JET BLUE (A320) at LGB
3 pilots assigned to conduct CDA’s during test measurement
period (August 21 to end of September). CDA’s could be
performed any time of day/week depending on pilot
schedules.
UPS (B767) at LGB (B757) at SNA
Up to 1 arrival per day (midweek) 4.00-4.30 pm at LGB and 1
arrival per week (Friday) 4.30-5.00 pm at SNA – CDA’s to
be performed only during training flights with instructor on
board. Small CDA sample anticipated during test period.
18
Courtesy of Long Beach Airport
jetBlue & UPS Candidate Flights
19
SLC/LGB
JBU231
7:15 am
FLL/LGB
JBU244
8:55 am
IAD/LGB
JBU311
9:20 am
BOS/LGB
JBU481
9:25 am
JFK/LGB
JBU205
9:50 am
IAD/LGB
JBU305
11:15 am
SDF/LGB
UPS2916
5:10 pm
SDF/SNA
UPS2912
5:00 pm
BOS/LGB
JBU489
7:10 pm
JFK/LGB
JBU215
7:25 pm
LAS/LGB
JBU285
7:35 pm
IAD/LGB
JBU306
8:05 pm
JFK/LGB
JBU219
9:00 pm
JFK/LGB
JBU217
9:50 pm
Test Data - Two Flights to Date
•
•
•
•
Pilot and Controller Feedback
Initial Noise Measurements (UPS Flight Only)
Tracking Data
Aircraft Data (Only JBU219 Available, MGA to Analyze)
20
Pilot Feedback – JBU219, Aug, 19, 2006
Captain Dusty Somerville, A-320 Check Airman, Advanced Navigation SME
•
•
•
•
•
•
•
We were cruising at FL 340 and given a pilot’s discretion descent to FL 240. We were
subsequently cleared direct BANDS at 14,000’. After some discussion the controller allowed
us PD to 14,000’
We should make BANDS a minimum altitude of 14,000’ or cross at FL 180.
If you want to have a 14,000’ waypoint for the handoff, make it 26 miles east of KAYOH (5
miles east of Homeland).
We should delete DEJAY and move the min 8,000’ altitude to KAYOH. Cross at 8,500
would also work.
We crossed MIDDS at approximately 3540’ and then immediately crossed the decel point at
3510’. The distance between MIDDS and OYSUP was used to decelerate and configure the
aircraft, which allowed a descent on a 3.0 degree glidepath from 3510’ at OYSUP.
The arrival should continue past KAYOH to MIDDS, not SLI. Crews can execute an ILS 30
or RNAV (GPS) 30 from MIDDS. These profiles work best when they are all strung together
and there are no discontinuities. Going to SLI and turning left to do a procedure turn might
be fine for bug smashers, but doesn’t make any sense for airliners. Since the RNAV (RNP)
Yankee 30 begins at KAYOH, it would also string together nicely with the altitudes described
in the bullet above. It is imperative to have the complete lateral and vertical profile from the
start instead of waiting until getting vectors to delete superfluous waypoints (JOGIT and
SLI). If properly strung together with the right altitude restrictions, this would be an excellent
candidate for a “descend via” clearance, which would significantly reduce cockpit workload
and radio transmissions.
To avoid manual speed intervention, I suggest establishing a waypoint at the boundary of
the Class B airspace with a 200 KIAS speed constraint. Otherwise the airspeed will stay at
210 KIAS until just prior to MIDDS when the Approach Phase activates and the speed slows
to green dot (approx 200 KIAS).
21
Pilot Feedback – UPS2916, Aug, 23, 2006
Captain Eric Weiss
•
LA Center (133.2) told the crew that he was to busy to allow this and we were to expect the
Kayoh 4 approach. At FL 320 were slowed to 260 KIAS. 20 NM east of TNP cleared to
descend to FL 240.
•
LA Center (126.35) Cleared from PSP to KAYOH, per request. PD clearance to 14,000 feet
at 14 NM east of PSP. At PSP we started our descent, which was planned at 260 KIAS due
to a previous clearance. FMS commanded speed was 300 KIAS during the descent. LA
Center (119.65) He seemed to know that we were coming, and all that he asked was what
we needed from him. We asked for a continuous descent as per this arrival which he
approved.
•
Due to the different speeds encountered during the descent, I needed a very small amount
of speedbrakes to make the required 210 KIAS and 8,500 feet at KAYOH. We put in the
hard altitude of 4,000 feet at RUGOY(sic?), and in VNAV and LNAV, the aircraft leveled out
right on altitude. We were then handed off to SOCAL Approach (I think). Rex checked in
saying where we were and that we were descending as per the arrival. He immediately told
us to stay at 4,000 feet and turn left to 240 degrees. He didn't know what we were doing
and had not planned for our arrival. He had traffic in front of us and in our vertical path.
•
We were immediately cleared for the RNAV approach, which we turned down and the
accepted the ILS to 30. The controller later apologized for the mix up and said that he was
not informed of our desires.
•
Overall, Rex and I think that this arrival has a lot of potential. In VNAV and LNAV, the thrust
levers were at idle almost the entire arrival until the level off at 4,000 feet. If we had been
able to continue, I think that the LOC capture at LUCIG would easily have been
accomplished.
22
Controller Feedback
• Flight Path is basically head-on to departure traffic at
BANDS would increase workload
• RNAV RNP Y RWY 30 procedure works nicely to
separate LGB from SNA traffic and accommodates a
Continuous Descent
23
Selected Noise Measurement Locations for
SNA Continuous Descent Demonstration
24
Noise Measurement Locations Selected for
LGB Continuous Descent Demonstration
Deployed from 4 – 8 pm on 8/23/06
25
Site # 3
UPS 2916
Site # 1 Not Overflown
Site # 2
26
Z
Tracking Data
Y
20000
X
LGB Arrivals
Aug 23, 2006 (4pm - 8pm) & JBU219 (8/19/06)
JBU219 (8/19/06)
UPS
Airbourne
Fed Ex
Jet Blue
15000
Altitude, ft
10000
5000
200000
0
200000
100000
D
100000
ista
0
nce -100000
, ft
-200000
-200000
27
0
-100000
e, ft
D istanc
Tracking Data, Cont.
20000
LGB Arrivals
Aug 23, 2006 (4pm - 8pm) & JBU219 (8/19/06)
JBU219 (8/19/06)
15000
Altitude, ft
UPS
10000
GA
RJ's and Commuters
MIDDS
OYSUP
Jet Blue
Airbourne
Fed Ex
5000
-400000
-200000
Track Distance, ft
28
KAYOH
0
Tracking Data, Cont.
200000
LGB Arrivals
Aug 23, 2006 (4pm - 8pm) & JBU219 (8/19/06)
Distance, ft
100000
JBU219 (8/19/06)
0
UPS
Airbourne
Fed Ex
Jet Blue
-100000
-200000
0
200000
Distance, ft
29
Lessons Learned
Procedure Development
• RNAV RNP procedures are more suitable for airports with terrain
issues than simply overlaying existing Arrival due to large buffer
necessary to satisfy TERPS criteria
• For a busy CENTER and TRACON Coordination is
• CDA Arrival procedure has a lot of potential but will require tailoring to
fit with busy traffic flows constraints
In-Service Testing
• Ad-hoc testing via controller & pilot coordination on pilot discretion
request is useful for data collection and flight procedure verification but
not much else
• A complete picture of all traffic patterns must be considered for a
successful CDA procedure design (including departure and arrival
streams from nearby airports, Class B airspace restrictions, ect),
• There are significant hurdles for CDA implementation into busy
TRACON airspace with heavy GA and Regional Jet aircraft traffic.
Hence the need for tailored arrival concepts or multiple path options
30
Future Plans
• Conduct additional CDA flights to LGB from
East
• Expand work on a 2 airport / 2 direction
approach, i.e. SNA/LGB and East and West
bound arrival
• Team (Boeing and other) should consider
what is the logical next step based on today’s
review
31