Ein Luftraumkonzept für zunehmende operative Diversität

Kurzfassung

The German Aerospace Center (DLR) and the National Aeronautics and Space Administration (NASA) are expecting Increasing Diverse Operations with a large spectrum of different approach speeds. With an expected speed spectrum of 40 - 70 kts between the fastest and slowest of the new airspace participants, the new entrants will induce a further reduction of capacity. When a faster aircraft is followed by a slower one, the capacity loss is caused by a greater than necessary time-based separation at the end of the segment where both aircraft fly on the same track. In the opposite case, this increased separation is needed at the beginning of the common track segment. Especially at hub-airports scarce capacity will become a problem again if the predictions of Eurocontrol, with more traffic than 2019 within the upcoming 2 - 4 years, become reality. The developed Speed Gated Intercept Procedure (SGIP) appears to mitigate the loss in capacity added through IDO by using the diversity of approach speed schedules. For this purpose, the SGIP provides three different deemed separated flight paths for the largest possible part of the last 15 NM on final until touchdown. One flight path leads directly onto final, whereas the other flight paths join the final approach as late as possible to meet the stabilization criteria of being stabilized at 1000ft above threshold. This way, a longer spatial separation of different speed schedules of approaching aircraft is possible than it is the case with todays airspace structure, which leads to reduced required separation values in between approaching aircraft. The allocation of speed schedule groups for the three different deemed separate approach routes determine the benefit of the respective SGIP. To evaluate the pros and cons, four different concept ideas and two traffic mix scenarios are developed, compared, and the results are verified by fast time simulations. The investigation shows that the introduction of IDO has a significant impact on capacity demand. However, depending on the selected SGIP, the concept can compensate for up to 40% of this capacity reduction. It is also shown which of the concept ideas are preferable and under which traffic mix conditions the different versions are particularly suitable.