Mike Glen Flight Performance. Airline Survey Questionnaire 2016 Initial Analysis

Transcription

1 Mike Glen Flight Performance Airline Survey Questionnaire 2016 Initial Analysis

2 The Aim In order to understand our operating environment we carry out an annual survey relating to airline operational procedures The data we get back helps us gain an understanding of how airlines operate their aircraft so we can better inform our future strategies In 2015 Flight Performance carried out an operational survey and received responses from 35 airlines The 2016 survey is focussed on departure procedures and future capabilities relating to aircraft navigation technology The survey was published on 4 th May 2016 and closed on 24 th June. However, we are still engaging with airlines and encouraging them to complete the survey 20 airlines have responded covering 20 different aircraft types

3 Who responded?

4 Aircraft Types Which Airline are you responding on behalf of? Which aircraft types do you currently operate? 1 Aer Lingus A319/320/321 (A330 rarely, but after disruption) 2 Air Astana B757 B767 3 Air France A318 / A319 / A320 / A321 4 american B777,B767,B757,A330 5 Austrian Airlines A319,320,321 6 Cathay Pacific B777 B747-8F 7 Delta B , B , A330, Emirates A380 9 Germanwings A319/A IBERIA A319, A320, A321, A330, A , A KUWAIT AIRWAYS A319, A320, A330, A340, B777, B747,B737, GV, G550, G LOT Polish Airlines B734, EMB170/175/195, B Lufthansa A320-Family 14 ROYAL AIR MAOC B 737 NG 15 SAS B737NG, A Saudi Arabian Airlines B772 and B Singapore Airlines A B ER 18 TAP Portugal A , A , A , A , A , A , A , A United B777,B ,B ,B , B787,B Uzbekistan Airways B757 B767 A good cross section of long/medium/short haul traffic 20 different aircraft types have been included from G5 A This will also tell us how different airlines operate the same type of aircraft eg Emirates depart using the NADP1 procedure with the A380 wheras Singapore use NADP2

5 Height, ft NADP 1 or NADP 2? ICAO guidance provides two examples of Noise Abatement Departure Procedures: NADP 1 is intended for mitigating noise close to the aerodrome NADP 2 is intended for mitigating noise more distant from the aerodrome One procedure would not necessarily have a better noise impact than another. Instead, changing from one procedure to another may redistribute noise from one location to another, resulting in both noise decreases and noise increases. 7,000 6,000 5,000 4,000 3,000 2,000 1,000 0 Figure 1 Illustrative NADP1 and NADP2 height profiles for reduced thrust take-off ( , 90% MTOW) NADP1 NADP Distance from start of take-off roll, km NADP 1 NADP 2 BOTH The survey indicates that most airlines are specifying one procedure for their fleet mix whereas 2 airlines alter their procedures depending on aircraft type and performance

6 Thrust Reduction Altitude / Acceleration Altitude Analysis is on going 8 airlines specify the TRA and AA as the same value Lowest TRA is 883 QNH (800ft AGL) Highest TRA is 2000ft Lowest AA is 800ft Highest is 3000ft Different altitudes for same aircraft type. Dependant on airline procedures

7 Coding House Coding houses supply airlines with navigational data. Each coding house can interpret IFP s slightly differently so this information is important to clarify in terms of track keeping compliance analysis e.g B787 speed adherence issue with CPT SID Boeing operators use Jeppesen Airbus operators use LIDO Jeppesen LIDO 9 10

8 RNP AR Future Equipage Required Navigation Performance Authorisation Required (RNP AR) procedures can provide significant operational and safety advantages over other forms of Performance Based Navigation (PBN) RNP AR procedures have already been successfully introduced in Queenstown airport in New Zealand where the approach requires a high level of accuracy due to surrounding mountainous terrain Will your aircraft be equipped for RNP AR ops by 2018? Yes No Not Answered The CAA has received operational approval requests from TCX and BA Aircraft qualification (certification) remains a hurdle for most operators tail by tail basis All of the Airbus single-aisle and long range fleets are qualified through retro-fit modification. A350 is qualified out-of-the box. A380 is not qualified. B787 is qualified as delivered and the B737 NG has recently been qualified through EASA. The B777 qualification is still pending with EASA.