NextGen for Airports, Volume 1: Understanding the Airport’s Role in Performance-Based Navigation: Resource Guide (2016) / Chapter Skim
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Pages 67-76
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From page 67... ...
Procedure Design and Execution | 65 Procedure Design and Execution11 T he trajectories of aircraft flying PBN procedures determine the noise profile, fuel burn and emis-sions, flight time, track mileage, capacity, efficiency, and safety. All of these performance factors and impacts, representing the range of interests among the stakeholders in PBN, must be balanced in the design of PBN procedures.
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From page 68... ...
66 | UNDERSTANDING THE AIRPORT'S ROLE IN PERFORMANCE-BASED NAVIGATION waypoints, aircraft initiate the turn to the next leg prior to the waypoint where the leg begins. With fly-over waypoints, aircraft fly directly over the waypoint and initiate the turn to the next leg after the waypoint where the leg begins.
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From page 69... ...
Procedure Design and Execution | 67 LEG TYPE DESCRIPTION DF The direct to a fix (DF) leg defines an unspecified track starting from an undefined position to a specified fix.
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From page 70... ...
68 | UNDERSTANDING THE AIRPORT'S ROLE IN PERFORMANCE-BASED NAVIGATION LEG TYPE DESCRIPTION PI The procedure turn (PI) leg defines a course reversal starting at a specific database fix, including an outbound leg followed by a left or right turn and 180 degree course reversal to intercept the next leg.
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From page 71... ...
Procedure Design and Execution | 69 The notional flight tracks depicted for the leg types in Figure 11-2 indicate that the selection of a particular leg type for the design of a procedure determines the resulting flight paths of aircraft conducting the procedure, and that the resulting flight path may not follow the path implied by the sequence or structure of the waypoints bounding the flight leg and may not be immediately clear from the depiction of the procedure as published on the charts. The particular flight legs and the characteristic flight paths of aircraft along those legs determine the areas surrounding the airport that are exposed to overflights of aircraft to and from the airport, and the noise contours associated with arrival and departure traffic of the airport.
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From page 72... ...
70 | UNDERSTANDING THE AIRPORT'S ROLE IN PERFORMANCE-BASED NAVIGATION Lateral Path and Vertical Profile There are limitations to what can be accomplished in the procedure design due to performance limitations of aircraft. For example, the distance of turn anticipation (DTA)
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From page 73... ...
Procedure Design and Execution | 71 prior to the course (170° used in the example) , the aircraft will attempt to reach the course and execute the turn considering DTA similar to a fly-by waypoint.
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From page 74... ...
72 | UNDERSTANDING THE AIRPORT'S ROLE IN PERFORMANCE-BASED NAVIGATION aircraft transiting the fixed path will change as aircraft and ambient conditions change, as required to maintain the fixed flight path. Nevertheless, although noise exposure may vary based on meteorological conditions, an arrival using an OPD will typically be less noisy than a conventional, step-down descent.
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From page 75... ...
Procedure Design and Execution | 73 sons of providing realistic atmospheric and operational conditions that aircraft would encounter with the actual procedure. Desktop simulators may not possess the needed fidelity, so consideration should be given for true flyability checks.
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From page 76... ...
74 | UNDERSTANDING THE AIRPORT'S ROLE IN PERFORMANCE-BASED NAVIGATION The dark purple lines represent departure flight tracks to the west before RNAV implementation and the blue lines represent departure flight tracks to the west after RNAV implementation. The RNAV design for north- and eastbound departures turning right requires aircraft climb on an initial runway heading and intercept a 308 degree course to the initial flyby fix where aircraft make a turn toward the en route transition.
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