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Boston-Logan Runway 27, and the Use of Advanced Navigation Procedures

Boston-Logan Runway 27, and the Use of Advanced Navigation Procedures. Presented By Terry Flieger, FAA, Air Traffic Division and Benjamin Raemer, HMMH, Aviation Services Group February 27, 2001. Boston-Logan Runway 27 Departures Overview. Environmental history

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Boston-Logan Runway 27, and the Use of Advanced Navigation Procedures

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  1. Boston-Logan Runway 27, and the Use of Advanced Navigation Procedures Presented By Terry Flieger, FAA, Air Traffic Division and Benjamin Raemer, HMMH, Aviation Services Group February 27, 2001

  2. Boston-Logan Runway 27 Departures Overview • Environmental history • FAA environmental requirements for RWY 27 • Difficulties to meet environmental requirements • Use of advanced navigation to meet environmental requirements • Difficulties with the use of advanced navigation

  3. Boston - Logan International Airport Geographic Setting

  4. Boston – Logan Airport Layout and Surrounding Communities Runway 27

  5. Runway 27 - EIS, Record of DecisionSelected Alternative

  6. Runway 27 – EIS, Record of DecisionStandard Instrument Departure Procedure “Maintain runway heading until reaching 2 DME, turn left to 235 degrees, continue to climb until reaching 6 DME, then proceed as vectored on course.”

  7. Runway 27 - EIS, Record of DecisionOther Requirements • Monitor flight tracks for conformance • Coordinate with RWY 27 Advisory Committee & Massport • Modify departure procedure as necessary to center tracks • Establishes an acceptable flight corridor

  8. Runway 27 Noise Abatement Corridor Gates and Boundaries A B C D 1400 ft E 6300 ft

  9. Typical Standard Instrument Departure Flight Track

  10. Runway 27 Percent of Tracks Through Gates,Standard Instrument Departure

  11. 1998 FAA Action Plan • Pilot Education Program • Change initial departure heading, to 275 degrees • Change initial turn from 2.0 DME, to 2.2 DME • Design / implement Flight Management System (FMS) procedure

  12. FMS Procedure Latitude/Longitude Waypoints

  13. Typical FMS Equipped Aircraft DepartureFlight Track

  14. Runway 27 Percent of Tracks Through Gates,FMS/Non-FMS Comparison

  15. FMS Focus – Record of Decision Requirements • Greater percentage rate of tracks within corridor • Increases in FMS equipped aircraft • 1998 – 36% • 1999 – 48% • FMS task force and Northwest Airlines coordination • Retained HMMH Inc. to evaluate overshoot and NWA test

  16. HMMH Methodology • Evaluate WYLYY 3 Departure Procedure and Overshoot Problem • Northwest Airlines Test • Recommendations

  17. WYLYY Three Departure Procedure

  18. FMS Departure Procedure Test Data • Three-month test period (December 1999 – February 2000) • Over 1,800 total ARTS data tracks • Only FMS equipped aircraft, who flew the WYLYY 3 Departure • Analysis by individual gates

  19. Runway 27 ARTS Data ComparisonDecember 1999 through February 2000 Northwest Airlines All Other Airlines

  20. Gate A Aircraft Penetrations

  21. Gate B Aircraft Penetrations

  22. Gate C Aircraft Penetrations

  23. Gate D Aircraft Penetrations

  24. Gate E Aircraft Penetrations

  25. Runway 27 FMS Data Comparisonsfor Total Study Period (December 1999, through February 2000)

  26. What Northwest Airlines did Differently • Armed FMS LNAV (lateral navigation) function prior to start of takeoff roll. • Flight Director is used in all phases of the departure procedure. Crews were provided information about this specific procedure on their “10-7” page.

  27. Typical FMS Cockpit Setup Lateral Navigation (LNAV) Function Flight Director Steering Command Picture From http://www.avsim.com

  28. What Northwest Airlines did Differently Armed FMS LNAV (lateral navigation) function prior to start of takeoff roll. Flight Director is used in all phases of the departure procedure. • Crews were provided information about this specific procedure on their “10-7” page.

  29. Northwest Airlines “10-7” Page “Approaching the number one position and prior to taking the active runway, stop the aircraft, set the brakes and perform a quick align to position "QA27". (Do not use the RWY 27 coordinates on the 10-3A page). Do not move the aircraft until the align lights are out."

  30. Proposed Airspace Modifications • Move GARVE 244’ farther away from runway RNP-2: Will allow more aircraft to use departure procedure • Move GARVE South 3 degrees from the departure end of the runway Requires aircraft to make a shorter turn to enter the flight corridor

  31. Proposed Relocation of GARVE Waypoint

  32. Crew Education Recommendations Improvement in navigational performance will only be seen when crew understanding and familiarization of procedures is optimized

  33. Current Progress on Recommendations • FAA is reviewing feasibility of moving GARVE out 244 feet and 3 degrees south • FAA is evaluating different methods of pilot education to be implemented as soon as possible

  34. Summary • EIS process resulted in complex environmental requirements • Northwest Airlines FMS test procedure demonstrated that improved conformance is achievable • Crew awareness and education are key to successful implementation

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