RVSM Implementation in Malaysia

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RVSM Implementation in MalaysiaIstas Fahrurrazi NusyirwanFaculty of Mechanical EngineeringUNIVERSITI TEKNOLOGI MALAYSIA

and Department of Civil Aviation, Malaysia

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faculty of mechanical engineering, universiti teknologi malaysia

Contents

•Overview•ICAO Requirement•Data Collection•Target Level of Safety Analysis for

Vertical Height Keeping capability to satisfy RVSM

•Further works

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Introduction• RVSM stands for Reduced Vertical Separation

Minima.• This is a collaborative work between UTM and

the Department of Civil Aviation Malaysia (DCA Malaysia) under Air Traffic Management sector.

• The project is part of a bigger project to improve the safety and efficiency of air traffic control over Malaysian airspace.

• This is also in accordance with the requirement set by the ICAO (International Civil Aviation Organisation) under air traffic management.

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Malaysian Airspace

source: AIP Malaysia, DCA

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Overview of daily flights in 4 months

0

200

400

600

800

1000

1200

1400

1600

1800

The number of flights per day increases

July 2012 Oct 2012

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Flight Category (Jul-Oct 2012)

DOM15%

INB27%

OUB27%

OVF31%

DOMESTIC

INBOUND

OUTBOUND

OVERFLY

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Fligh Level Distribution

100 150 200 250 300 350 400 450 500 5500.00%

2.00%

4.00%

6.00%

8.00%

10.00%

12.00%

FLIGHT LEVEL

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Distribution by Aircraft Type

B737

A321

A343

B763

B773

A388

A332

A319

B744

B77W

B734

B772

A333

AT72

B738

A320

0%

5%

10%

15%

20%

25%

30%

35%

40%

45%

50%

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Overview

•The number of flights increases continually.

•The volume of airspace remains the same.•More aircrafts but the volume of the

airspace is the same.•Reduce separation.•Increase risk.•Need a proper statistical analysis to

calculate the risk.

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ICAO Requirements

•Initially, the vertical separation of aircraft for flight level above 290 (29,000 ft) was 2000 ft.

•This is due to the reduction of pressure-sensing accuracy of barometric altimeters at higher altitudes.

•The selection of FL290 was basically based on the operational ceiling of aircraft at that time, i.e. around 1960s.

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•As newer aircrafts are capable to fly above FL290, and the limited amount of available airspace; the need to reduce the vertical separation arises.

•Such decision requires a thorough study in terms of aircraft capability and the risk associated with them.

•In 1970s, with the growing of air transport and the increase of fuel cost, an efficient utilisation of airspace was needed. In particular, the reduction of vertical separation above FL290.

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•A working group was established, the ICAO Review of the General Concept of Separation Panel (RGCSP).

•In their sixth meeting, the final conclusions were made.

•As mentioned in DOC9574, 1.1.5

These studies employed quantitative methods of risk assessment to support operational decisions concerning the feasibility of reducing the VSM. The risk assessment consisted of two elements: first, risk estimation, which concerns the development and use of methods andtechniques with which the actual level of risk of an activity can be estimated; and second, risk evaluation, which concerns the level of risk considered to be the maximum tolerable value for a safe system. The level of risk that is deemed acceptable was termed the target level of safety (TLS).

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•and in 1.1.8

1.1.8 The derived values for the TLS ranged between 1 × 10-8 and 1 × 10-9 fatal accidents per aircraft flight hour. On the basis of these figures, it was agreed that an assessment TLS of 2.5 × 10-9 fatal accidents per aircraft flight hour would be used to assess the technical feasibility of a 300 m (1 000 ft) VSM above FL 290 and also to develop aircraft height-keeping capability requirements foroperating in a 300 m (1 000 ft) VSM.

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The Role of Air Navigation Service Provider•To establish procedures.

▫Aircraft must RVSM certified.▫Pilot must receive adequate training.▫etc.

•To conduct safety assessment.▫Must achieve the global system

performance specification

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Global Systerm Performance

•As mentioned in 2.2.2 of DOC 9574

The quantitative statements of the global system performance specification are:

a) a passing frequency equal to 2.5 opposite-direction passings per aircraft flight hour;b) a standard deviation of lateral path-keeping error equal to 550 m (0.3 NM); andc) a probability that two aircraft will lose procedural vertical separation of RVSM value, Pz(1000), equal to 1.7 x 10-8

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Data Collection

•Terminated Flight Plan•Flight Plan•Large Height Deviation Report •Geometric Height from ADS-B data•Other sources

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Terminated Flight Plan FROM : 201104030000 TO : 201104032359

NUM ACTIVAT.TIME IDENT. SSR FR F T TYPE RLV PLV DEP DRW OFF-BLO.TIME DEST ARW CTG DUR DIST <--------- ICAO ROUTE -------->

<--- FIX/ETO ---> XLV UNIT <--- FIX/ETO ---> XLV UNIT <--- FIX/ETO ---> XLV UNIT <--- FIX/ETO ---> XLV UNIT

1 201104030000 AFY8391 6617 IS F G A333 380 380 WADD --- 201104022159 WMKK 32L INB 030 151 JB G579 VJR A457

* #JB 201104030000 380 SC2 #VJR 201104030002 380 SC2 #KASRI201104030008 242 SC2 #GUPTA201104030011 174 SC2

* #ENKOL201104030016 98 SC2 #SAPAT201104030020 50 ALS #NIPAR201104030020 50 ALS #KIMAR201104030021 30 ALS

* #WMKK 201104030029 0 ALS

2 201104030000 GIA819 5451 IS F G B738 330 370 WMKK 32R 201104030001 WIII --- OUB 008 44 N633

* #WMKK 201104030000 0 ALN #9VKL 201104030002 48 ALN #RUMID201104030007 206 SC2 #SALAX201104030008 235 SC2

A special code is written to decode this information.

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Flight PlanYSA0118

FF WMKKRCTP RCKHZTZX VHHHZTZX WSSSFFOX ZJSYZRZX ZGGGZBZX ZBBBZGZX

ZGJDZDZX VHHKZQZX

230010 WMKKYOYX

(FPL-XAX372-IS

-A333/H-SDHIUIYZ/SD

-WMKK0200

-N0469F390 W533 ADNUT G782 VPK L329 DOLOX H771 DAGEG M765

ALDAS/N0472F400 L625 AGVAR/N0470F410 M646 HCN/N0469F400 W4 TNN DCT

-RCTP0427 RCKH VHHH

-EET/WSJC0023 VVTS0100 RPHI0208 RCAA0338 REG/9MXVA SEL/DHBR

OPR/AIRASIA X NAV/RNAV 5 RNP5 10 TCAS/ACARS EQUIPPED DAT/V DOF/120823

RMK/CALLSIGN XANADU)

A special code is written to decode this information.

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Large Height Deviation• A RVSM Large Height Deviation is defined as

any vertical deviation of 90 metres/300 feet or more from the flight level expected to be occupied by the flight

• From time to time, any large height deviation event must be reported.

• The information include (among others)▫The aircraft callsign, registration▫The altitude, routes etc▫Duration of deviation▫Reason/Type of deviation

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Geometric Height from ADS-B

•Most aircrafts transmit ADS-B signal.•Also known as Mode-S Extended Squitter.•ADS-B signal is translated using Standard

given by ICAO, EuroControl and RTCA.•The geometric height is identified by

using GNSS.•In the standard, the data can be found in

Type Code = 19 of the ADS-B data.

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ADS-B Source• Data from DCA’s ADS-B station

located at Kuala Terengganu.• The system could detect ADS-B

signal from 250 nm away. • This means a large part of

Peninsula Malaysia.• The data is captured using

packet monitoring software.• Processed using specially

written software using Python.• And stored in a SQL database.• MATLAB is used to extract the

information and do the necessary analysis.

Example Only

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Example of ADS-B data source

This is an example of an ADS-B data from one airframe

8d75009220058375cf8c20c384d908002c01ea1638122b03840000000000000000d82d2a00641a8913

Happens to be from,9M-AHA - Airbus A-320 – AXM - AirAsia

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Target Level of Safety Analysis

•This is needed to say the implementation of RVSM in the airspace is safe.provide confidence that the technical TLS of

2.5 × 10-9 fatal accidents per aircraft flight hour will be met when RVSM is implemented and will continue to be met thereafter;

provide guidance on the efficacy of the RVSM MASPS and on the effectiveness of altimetry system modifications; and

provide evidence of ASE stability.Source : ICAO Doc 9574

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Types of Errors

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Reich Collision Risk Model

•First Group▫Vertical overlap probability▫Airspace parameter – passing frequency,

lateral overal probability▫For crossing and direct routings –

frequency of passing events involving horizontal overlap

•Second Group▫aircraft relative speeds▫aircraft dimensions

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Parameter Used for CRM

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The Reich Collision Risk Model

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Region of Acceptable aircraft passign frequency for same- & opp-direction

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Measuring Vertical Errors

•Estimation of Altimetry System Error (ASE)

•Estimation of Assigned Altitude Deviation (AAD)

•Measurement of Total Vertical Error (TVE)

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Current Achievement

•A one-month ADS-B data has been collected from 17/10/2012 – 17/11/2012 at DCA Malaysia, Kuala Terengganu.

•Amount of data collected is around 600 GB.

•ADS-B data decoder has been developed using Python on a Linux system.

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Further Works

•To process the raw ADS-B data into useful information. That may take weeks.

•To perform CRM analysis once all data is available.

•To prepare a performance report, to be submitted to ICAO Asia Pacific.

RVSM Implementation in Malaysia

Documents

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