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Transcript of 7 '5 [ b ã 4 #Ý b #' + ö b1* >/>, ` º! Ç µ @8Õ/ M '5 æ > …8] _%$/ , w w 6 ...
Altitude windowAltitude window
CDO
Partial CDO CDO
Altitude windowAltitude
window CDO
4CDO
Altitude window
[1] International Civil Aviation Organization (ICAO), “Continuous Descent Operations (CDO) Manual,” Doc 9931, 2010.
[2] I. Wilson and F. Hafner, “Benefit Assessment of using Continuous Descent Approaches at Atlanta,” Digital Avionics Systems Conference, 2005.
[3] F. J. M. Wubben and J. J. Busink,
“Environmental Benefits of Continuous Descent Approaches at Schiphol Airport Compared with Conventional Approach Procedures,” NLR-TP-2000-275, 2000.
[4] eAIP Japan, RJBB AD 2.20 LOCAL TRAFFIC REGULATIONShttps://aisjapan.mlit.go.jp/html/AIP/html/20180329/eAIP/20180401/JP-AD-2-RJBB-en-JP.html#AD-2.RJBB Apr. 2018
[5]
(CDO) 16
, 2016 6 .[6] J.-P. Clarke, J. Brooks, G. Nagle, A. Scacchioli,
W. White and S. R. Liu, “Optimized Profile Descent Arrivals at Los Angeles International Airport,” Journal of Aircraft, vol.50, no.2, pp.360-369, Jan.2013.
[7] J. Bronsvoort, “Contributions to Trajectory Prediction Theory and its Application to Arrival Management for Air Traffic Control,” Ph. D. dissertation, Technical University of Madrid, 2014.
[8] EUROCONTROL Experimental Center, “User Manual for the Base of Aircraft Data (BADA) Family 4,” EEC Technical/Scientific Report No. 12/11/22-58, 2014.
[9]http://www.jma.go.jp/jma/kishou/know/whitep/1-3-6.html Apr. 2018
[10] D. Toratani, N. K. Wickramasinghe, S. Fukushima and H. Hirabayashi, “Design Methodology to Simulate Continuous Descent Operations at Kansai International Airport,” Winter Simulation Conference, 2017.
[11] M. Xue and H. Erzberger, “Improvement of Trajectory Synthesizer for Efficient Descent Advisor,” 11th AIAA Aviation Technology, Integration, and Operations (ATIO) Conference, 2011.
平成30年度(第18回)電子航法研究所研究発表会
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1 RNP AR Required Navigation Performance
Authorization Required[1]
Global Navigation Satellite
System GNSS
95 0.3 NM Nautical
Mile 1 NM 1,852 m [2]
RF Radius to FIX
Leg
RNP AR AR
AR
AR AR
26
ILS Instrument Landing System
5 NM
AR GNSS
RF Leg
1
ILS AR
[3]
1
1
ILS
AR [4]
Phoenix[5]
ILS AR[6]-[12]
AR[13]
3
Visual Approach AR[14]
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2 ARAR AR
ILS ILS
AR
AR
AR AR
[10] AR
Best-Equipped,
Best-Served BEBS[15]-[17] NextGen Next
Generation Air Transportation System
SESAR Single European Sky ATM Research[18],[19] ILS AR
AR [4], [5]
First come, first served. FCFS
BEBS FCFS
3 3.1
5
2
2
2
3
[8]
4 4
TTT672 10,000 ft
1 ft=0.3048 m
240 kts AWAJI
da Direct AWAJI
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3
4
4
FIX
105 NM KARIN
15 NM
10 NM
3.2
[10]
Ground Speed GS
IAS Indicated
Air Speed
FIX Final Approach FIX FAF[10]
IAS
280 kts
13,000 ft 250 kts
10,000 ft 8,000 ft 250 kts
8,000 ft 240 kts
4,000 ft 220 kts
IAS
IAS TAS True Air Speed
VTAS=VIAS*(1+0.02*h/1000) (1)
h
5
TAS
5
Vg GS VTAS
TAS Vw w g
TAS
2
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2 ARAR AR
ILS ILS
AR
AR
AR AR
[10] AR
Best-Equipped,
Best-Served BEBS[15]-[17] NextGen Next
Generation Air Transportation System
SESAR Single European Sky ATM Research[18],[19] ILS AR
AR [4], [5]
First come, first served. FCFS
BEBS FCFS
3 3.1
5
2
2
2
3
[8]
4 4
TTT672 10,000 ft
1 ft=0.3048 m
240 kts AWAJI
da Direct AWAJI
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4
4
FIX
105 NM KARIN
15 NM
10 NM
3.2
[10]
Ground Speed GS
IAS Indicated
Air Speed
FIX Final Approach FIX FAF[10]
IAS
280 kts
13,000 ft 250 kts
10,000 ft 8,000 ft 250 kts
8,000 ft 240 kts
4,000 ft 220 kts
IAS
IAS TAS True Air Speed
VTAS=VIAS*(1+0.02*h/1000) (1)
h
5
TAS
5
Vg GS VTAS
TAS Vw w g
TAS
2
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Vg g
1) g
=sin-1{Vw/VTAS*sin(| g w+ |)} (2)
= | g w | (3)
Vg=Sqrt{Vw2 2*Vw*VTAS*cos VTAS
2} (4)
2)
= | TAS_ATC w| (5)
Vg=Sqrt{Vw2 2*Vw*VTAS*cos VTAS
2} (6)
g= w sin-1{(VTAS/Vg)*sin } (7)
TAS_ATC
IAS TAS (1)
TAS=IAS
3
1
1
3 35 70 kts 58 kts3 270 270
3 2 13,000 14,000 ft 13,930 ft2 20 40 kts 31 kts2 190 250 230
2 1 3,000 4,000 ft 3,359 ft1 12 18 kts 14 kts1 190 250 216
4 4.1 IFR
IFR
Instrument Flight Rules
21[11]
[12]
IFR 5 2017
3 7
6 JST
IFR
2 2
4 2
21
22
22 2 17
5 18
6
6 IFR
7 22
22 IFR
2015 7 3
7 R
0.3
18
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8
23 CHARLIE
23 DELTA
ECHO ILS
ILS 23
22
23
23
8 23
4.3 ARAR
AR AR
AR 9
10 AR
ILS
AR
9 23 AR
LILAC ARARA FAF
RF
1
10 23 DELTA
LILAC-ARARA ANIKI ECHO
MAYAH ARALE
FAF RF 23
AR AR
2 ILS
9 23 CHARLIE
10 23 DELTA, ECHO
11
4.4 22
RWY 24R
AR RWY24L ILS
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Vg g
1) g
=sin-1{Vw/VTAS*sin(| g w+ |)} (2)
= | g w | (3)
Vg=Sqrt{Vw2 2*Vw*VTAS*cos VTAS
2} (4)
2)
= | TAS_ATC w| (5)
Vg=Sqrt{Vw2 2*Vw*VTAS*cos VTAS
2} (6)
g= w sin-1{(VTAS/Vg)*sin } (7)
TAS_ATC
IAS TAS (1)
TAS=IAS
3
1
1
3 35 70 kts 58 kts3 270 270
3 2 13,000 14,000 ft 13,930 ft2 20 40 kts 31 kts2 190 250 230
2 1 3,000 4,000 ft 3,359 ft1 12 18 kts 14 kts1 190 250 216
4 4.1 IFR
IFR
Instrument Flight Rules
21[11]
[12]
IFR 5 2017
3 7
6 JST
IFR
2 2
4 2
21
22
22 2 17
5 18
6
6 IFR
7 22
22 IFR
2015 7 3
7 R
0.3
18
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8
23 CHARLIE
23 DELTA
ECHO ILS
ILS 23
22
23
23
8 23
4.3 ARAR
AR AR
AR 9
10 AR
ILS
AR
9 23 AR
LILAC ARARA FAF
RF
1
10 23 DELTA
LILAC-ARARA ANIKI ECHO
MAYAH ARALE
FAF RF 23
AR AR
2 ILS
9 23 CHARLIE
10 23 DELTA, ECHO
11
4.4 22
RWY 24R
AR RWY24L ILS
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RWY24R RWY24L
RWY24L ILS
AR
RWY24R RNP AR ILS
RWY24R
AWAJI-
LILAC-MAYAH
11
5 5.1
12
3 NM
3 NM
12
25 NM
AR
AR
ILS
ILS
5 NM
ILS
AR ILS
FAF[20] FAF
RF Leg IF
45 RF Leg
5.24 3 2
2
22 23
IFR185
15
2 12
2821
2
2821
2
15% 220% 3
15% 225%
3
15 45
15 45
ARCHARLIE DELTA,
ECHO CHARLIE CHARLIE
2AR 3
2 =12
1AR
32
=6
1AR
31
=3
1AR
31
=345
1 30(20 8 )
2 15(20 9 )
1415% 6 ,
25 86 6
6 3NM
22
2 AR
AR
3 15 AR 2
20 AR 3 2
22 12
1
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DELTA ECHO AR
10
6
ECHO
DELTA
3 NM
28 6
5.3NASA TLX[21]
13
5
10
13
5.417 2017 12
5 2018 1 6 2 6 3
2
3 1
1 40 50
3 6
2
3
2 3
21
3 NM
28
2016 21[11]
3 AR ILS
ILS AR ILS LILAC25 NM
ILS AR AR
LILAC10 NM
LILAC
5.5
DELTA ECHO AR
AR 5 NM
ILS
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RWY24R RWY24L
RWY24L ILS
AR
RWY24R RNP AR ILS
RWY24R
AWAJI-
LILAC-MAYAH
11
5 5.1
12
3 NM
3 NM
12
25 NM
AR
AR
ILS
ILS
5 NM
ILS
AR ILS
FAF[20] FAF
RF Leg IF
45 RF Leg
5.24 3 2
2
22 23
IFR185
15
2 12
2821
2
2821
2
15% 220% 3
15% 225%
3
15 45
15 45
ARCHARLIE DELTA,
ECHO CHARLIE CHARLIE
2AR 3
2 =12
1AR
32
=6
1AR
31
=3
1AR
31
=345
1 30(20 8 )
2 15(20 9 )
1415% 6 ,
25 86 6
6 3NM
22
2 AR
AR
3 15 AR 2
20 AR 3 2
22 12
1
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DELTA ECHO AR
10
6
ECHO
DELTA
3 NM
28 6
5.3NASA TLX[21]
13
5
10
13
5.417 2017 12
5 2018 1 6 2 6 3
2
3 1
1 40 50
3 6
2
3
2 3
21
3 NM
28
2016 21[11]
3 AR ILS
ILS AR ILS LILAC25 NM
ILS AR AR
LILAC10 NM
LILAC
5.5
DELTA ECHO AR
AR 5 NM
ILS
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6 RNP AR
RNP AR ILS
22 18 23 15
28 28
25 NM
3
NM
AR
AR
PR
[1] Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual, ICAO Doc 9905, First Edition, 2009.
[2] , “ RNP AR
2014 A-18-1 2014 9 .
[3] , “ RNP AR ILS
,” 2015 Vol.37, No. ,2015 9 .
[4] C.Devlin et al., “Applications and Benefits of RNP Approaches in the United States National Airspace System,” MITRE Corporation, McLean, VA 22102, USA.
[5] J.Thipphavong et al., “Evaluation of the Terminal Sequencing and Spacing System for Performance-based Navigation Arrivals,” 31st
Digital Avionics System Conference, Oct. 2012.
[6] , , “
SSS2013-1 2013 5 .
[7] , , “
SSS2015-2 2015 5 .
[8] “RNP AR”
27 152015 6 .
[9] O.Amai and T.Matsuoka, “Air Traffic Control Real-time Simulation Experiment Regarding the Mixed Operation between RNP AR and ILS Approach Procedures, ” 2015 IAIN World Congress, Prague, Czech Republic, Oct. 2015.
[10] “RNP AR
,” 3K09 2016 10
.
[11] “ RNP AR” 29 ( 17 )
2017 6.
[12] , “, ”
2F04 2017 10.
[13] D. Marek, “Collaboratively Innovating and Implementation PBN,” PBN Symposium and Workshops, Oct. 2012.
[14] R.Jehlen, “Best Equipped-Best Served (BEBS) ,” FAA, Mar. 2012.
[15] T. Nikoleris and M. Hansen, “EVALUATION OF PRIORITY QUEUE DISCIPLINES FOR AIRCRAFT OPERATIONS IN NEXTGEN,” 12th
WCTR, Lisbon, July 2010.[16] A. M. Churchill, et al., “Integrating best-equipped
best-served principles in ground delay programs,” ATM2011, Berlin, June 2011.
[17] H. S. Cho and R. J. Hansman, “Understanding the Impact of Potential Best-Equipped, Best-Served Policies on the En-route Air Traffic Controller Performance and Workload,” MIT, Report No.ICAT-2012-2, Feb. 2012.
[18] “PERFORMANCE OF AIR NAVIGATION SERVICES,” ICAO ATConf/6-WP/52, Montreal, Mar. 2013.
[19] M.Standar, “BEBS – What does it mean? ,” ICNS, Washington DC, May 2013.
[20][21] S. G. Hart, and L. E. Staveland, “Development of
the NASA-TLX (Task Load Index): Results of Empirical and Theoretical Research,” Amsterdam, P. Hancock & N. Meshkati (Eds.), Human mental workload, pp.139-183, 1988.
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1. INTRODUCTION
The Fukuoka Flight Information Region (FIR),shown in Figure 1, is situated between Asia and North America and has significant cross-boundary air traffic that is expected to increase by around 80% between 2013 and 2030 [1]. It will therefore be necessary to increase en route airspace capacity while also offsetting the environmental impact of the increased traffic by improving flight efficiency. We have begun a research project looking at applying free routeing concepts to achieve this.
Figure 1: Major Fukuoka FIR cross-boundary air traffic flows
We consider the difference between a flight’splanned route and a corresponding ideal minimum flight time route as an indicator of its efficiency. Currently, most flight planned routes are based on a network of Air Traffic Service (ATS) routes which concentrate traffic along them (Figure 2). Enablingflights to operate closer to their ideal routes will increase individual flight efficiency, but on the other hand could increase route dispersion and consequently airspace complexity, which makes airspace harder to manage and can thereby reduce capacity. There is therefore a balance to be made between alleviating route constraints for efficiency and imposing structure on air traffic flows for air traffic management reasons.
Figure 2: ATS Routes around Fukuoka FIR. Routes are coloured according to their designators
A=Amber, G=Green, R=Red, M=Magenta. RNAV routes are in light blue.
Highlighted routes are discussed in this paper.
Even if route efficiency is improved within an FIR, however, cross-boundary traffic flow constraints can reduce end-to-end flight efficiency. Currently, many flights are constrained to cross FIR boundaries at fixed “co-ordination” points, causing bottlenecks. Reasonsdiffering(CNS)
for such constraints includecommunication / navigation / surveillancecapabilities and air traffic
management (ATM) procedures in adjacent FIRs, and lack of communication and integration between ATM systems that can allow automated coordination of flights and cross-boundary flow management. Europe has been introducing blocks of ‘Free Route Airspace’ [2] thatincrease route flexibility and eliminate the need to cross FIR boundaries at fixed points within theblocks by harmonising ATM procedures andincreasing system integration, and has a cross-border network flow management function. Similar initiatives are needed in the Asia-Pacificregion.
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