title of presentation - srvsop/1.6 2017-10... · status of cs-adr-dsn in regards with latest icao...

© AIRBUS all rights reserved. Confidential and proprietary document.

ICAO

Seminar/Workshop Brasilia

9-11 October 2017

Airbus Airport Operations Department

[email protected]

[email protected]

Contents

• ICAO Annex 14 changes

• ACN/PCN method renewal awareness

October 17

Airbus Presentation to ANAC

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Contents



October 17


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Since its creation in 1951, ICAO Annex 14 has been revised roughly every 20

years, last two Annex 14 revisions were in 1981 (introduction of ARC or

Aerodrome Reference Code) and in 1999 (Code F introduction)

Many of design recommendations were conservative, un-consistent across

airport categories, not accounting for evolution of aircraft performance:

Runway, taxiway, shoulders widths

Runway-taxiway, taxiway-taxiway, taxi lane-taxi lane, taxiway & taxi lane -object,

separations

All airport categories needed review with special focus on Code E&F

Last Annex 14 Amendment 13:

Effective November 2016

Revised Taxiway-Taxiway, Taxilane-Taxilane, Taxiway and Taxi lane to object,

separations, with new wing tip buffers.

Amendment 13 and before

ICAO Annex

14 revision

Milestones ----------------------------------------- ---------- ---------- ---------- Recap of previous milestones

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ARC Task Force, created in March 2015, made new recommendations to

Aerodromes Design and Operations Panel (ADOP) by end 2016, which have

been reviewed and approved by the Air Navigation Commission in March

2017

New ARC principle is that wing span drives the Code Letter and than the

landing gear span (OMGWS) drives some aerodrome items such as runway

and taxiway widths: Ex 45m wide runway and 23m wide taxiway for all

aeroplanes with an OMGWS between 9m and up to 15m (independant of wing

span)

Although different options (consideration of approach speed, aerodrome field

length,…) for the Code Number, have been debated, it is still based on

aeroplane Reference Field Length

Some Annex 14 Chapter 3 values have been revisited an updated, based on

data analysis (modern aeroplane flight behaviours, lateral deviations in

various conditions, veer-offs,…)

ARC TF proposals

ICAO Annex

14 revision

Milestones ----------------------------------------- ---------- ---------- ----------

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ANC State letter 44 issued in April 2017, for comments

ICAO Secretariat received by Sept 2017, comments from 84 States or

Organisations (overwhelmingly supportive)

ANC review of Secretariat answers to comments in Sept 17 and

recommendation to the Council

ICAO Council March 2018

Annex 14 revision (Amendment 14) published in July 18, effective in Nov 18

Next milestones

ICAO Annex

14 revision

Milestones ----------------------------------------- ---------- -------

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Airport item Design Criteria

Code D existing

airports, pre-Amdt 13

New Code D Post ARC TF & Amdt. 13

Code C existing

airports, pre-Amdt 13

New Code C Post ARC TF & Amdt. 13

Runway width

Landing gear span

45m

(60m with

shoulders)

45m

(60m with

shoulders)

45m

(45m with

shoulders)

45m

(45m with

shoulders)

Taxiway width

Landing gear span

18m/23m

(38m with

shoulders)

23m

(34m with

shoulders)

15m/18m

(25m with

shoulders)

15m

(25m with

shoulders)

Rwy-Twy separation

Runway strip + ½ wingspan 176m 166m 168m 158m

Twy-Twy separation

½ span + ½ span + twy

clearance

66.5m 63m 44m 44m

Tle-Tle sep

½ span + ½ span + tle

clearance

- 59.5m - 40.5m

Twy-Object separation

½ span + twy clearance 40.5m 37m 26m 26m

Tle-Object separation

½ span + tle clearance 36m 33.5m 24.5m 22.5m

ICAO Annex

14

Revision

content ----------------------------------------- ---------- ---------- ---------- New definitions for Codes C & D

Annex 14 revisions:

1. Amendment 13 in November

2016

2. Amendment 14 expected in

2018 to include ARC TF

outcomes

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* 2 engine = 60m

ICAO Annex

14 revision

content ----------------------------------------- ---------- ---------- ---------- New definitions for Codes E & F

Annex 14 revisions:

1. Amendment 13 in November

2016

2. Amendment 14 expected in

2018

Airport item Design criteria Code F existing airports

New Code F Amdt. 14

Amdt. 13

Code E existing

airports

New Code E: Amdt. 14

Amdt. 13

Runway width Landing gear span 60m

(75m with

shoulders)*

45m

(75m with

shoulders)*

45m

(60m with

shoulders)

45m

(60m with

shoulders)

Taxiway width Landing gear span 25m

(60m with

shoulders)

23m

(44m with

shoulders)

23m

(44m with

shoulders)

23m

(38m with

shoulders)

Rwy-Twy separation Runway strip + ½

wing span on Twy

190m 180m 182.5m 172.5m

Twy-Twy separation ½ span + ½ span

plus clearance

97.5m 91m 80m 76m

Twy-Object separation ½ span + clearance 57.5m 51m 47.5m 43.5m

Taxi lane to object

separation

½ span + clearance 50.5m 47.5m 42.5m 40m

October 17 Use Tab 'Insert - Header & Footer' for Presentation Title - Siglum - Reference

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MARKETING

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ARC = Aerodrome Reference Code

ICAO Annex

14 ----------------------------------------- ---------- ---------- ----------

Defines Airport

design criteria's

Amendment 13 & Engaged

task force (ARC Task Force –

potential Amendment 14 in

2018) has an impact on all

these dimensions

Runway

width

Runway + shoulders

width

Taxiway to

Taxiway

separation

Taxilane to object

separation

Taxiway to

Object

separation

Taxiway width

Taxiway +

shoulder

width

Runway to

Taxiway

separation

October 17 © AIRBUS all rights reserved. Confidential and proprietary document.

ICAO Annex 14 New Table 3-1 – Example of Benefits

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EASA closely follow ICAO developments, in particular by: participating to the Aerodrome Design and Operations Panel (ADOP) and its sub-groups

supporting ICAO documentation

Harmonising EASA rules with ICAO is a key driver for the Agency

In particular, EASA launched in 2015 an initiative at EU level with the

objective of finding swifter solutions for the accommodation of large

aircraft at existing aerodromes Similar to ICAO development referred as the ICAO ARC TF

Anticipated economic and environmental benefits are:

Generate economic savings for the operators of code D, E and F aerodromes due to

lower construction and maintenance costs,

Produce environmental benefits, and;

Provide greater opportunities for the airlines since large aircraft will be able to operate at

aerodromes with the existing infrastructure, while fully sustaining the existing high level

of safety.

EAS

EASA

regulation ----------------------------------------- ---------- ---------- ----------

Status of CS-ADR-DSN in

regards with latest ICAO

Annex 14 development

CS.ADR Issue 4 development

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EASA objective to reissue CS-ADR-DSN (refer to CS-ADR Issue 4)

taking into account:

Update aerodrome rules with ICAO Annex 14, ‘ Aerodromes’, Vol I, Amendment

13-A (refer to ICAO State Letter AN 4/1.2.26-16/19);

Incorporate proposed changes related to the Aerodrome Reference Code (ARC):

the runway width and shoulders, and strip and separation distances between

runways and taxiways (refer to ICAO State Letter AN 4/1.1.57-17/44).

Rulemaking proposals and recommendations received from various stakeholders

Related EASA Notice of Proposed Amendment (NPA 2017-04) was

published on April 11th, 2017

With an expiration date for comments: May 31st, 2017

EASA synchronized this new rule consultation process with ICAO

cycles

NPA Comment Response Document (CRD) under preparation

CS-ADR issue 4 currently expected to be published by the end of 2017

EAS

EASA

regulation ----------------------------------------- ---------- ---------- ----------




CS-ADR Issue 4 development

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EASA

regulation ----------------------------------------- ---------- ---------- ----------




CS.ADR Issue 4 development

Denpasar airport

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Denpasar airport – Code F accommodation


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October 17


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The ACN/PCN method

Ref. presentation : Airport_Project_Meeting_20160519 17

• The ACN-PCN system is the worldwide official airfield pavement rating method endorsed by ICAO since 1983

• It relies on the comparison of 2 elements:

ACN (Aircraft Classification Number)

– A number expressing the relative effect on an aircraft on a pavement

for a specified, standard subgrade strength

– Computed and published by aircraft manufacturers.

PCN (Pavement Classification Number)

– A number (and series of letters) expressing the relative strength of a pavement

– Computed and published in AIP by airport authorities.

• Easy-to-use and well-known system:

PCN ≥ ACN Aircraft can operate without restriction

PCN < ACN Restrictions apply (i.e. reduce weight and/or frequencies)

ACN

PCN

Why a renewed ACN/PCN method?


• Currently, there is an inconsistency between the ACN/PCN system and the recent pavement design methods

• For the above reasons, the current ACN/PCN system is deemed outdated as it fails to take into account accurately:

The effect of modern landing gear configurations

The improved mechanical characteristics of new-generation materials

• Hence, the urgent need to align the ACN/PCN system with the ML²EA pavement design methods

ACN/PCN system

(aircraft admissibility evaluation) Pavement design methods

Type of method Based on the « CBR design procedure » since

the system’s entry into service in 1983

Gradually moving to « rational » methods based

on multi-layer linear elastic analysis (ML²EA)

System’s rationale Empirical method that does not consider the

actual mechanical response of the pavement

Mechnanistic-empirical method that considers

the pavement mechanical response to aircraft

loads as well as the pavement performance

Consideration of

multi-wheels

landing gears

Equivalencies to single wheels

(ESWL, alpha factors)

All wheels considered explicitly for the

pavement response computation

Consideration of

pavement material

characteristics

Equivalencies to a standard material Pavement material characteristics considered

explicitly for the pavement response computation

Inconsistencies

Overview of renewed ACN/PCN method


• Principle of “rational” methods

Aircraft Pavement

Pavement response

computation model

(ML²EA)

Pavement damage

model

Pavement responses

Pavement damage

Adjust until allowable

pavement damage

WHAT DAMAGE MODEL FOR ACN/PCN COMPUTATION ?

• Comparisons have been performed between 2 widely used damage models

(FAA & French-DGAC) to identify the main differences and to define the most

accurate model in the context of ACN/PCN computation

• The ACN/PCN damage model is an hybrid of the 2 models

Elementary damage law Treatment of multi-axles landing gears

Retained approach

for ACN/PCN

« Bleasdale » damage law

(FAA)

« Multi-peak » integration procedure

(French-DGAC)

Rationale for

decision

Failure model substantiated by recent

tests, including on latest pavement

materials with various landing gear

configurations

Mechanistic approach consistent with the

computed and measured pavement

responses profiles

Benefits of the renewed ACN/PCN method


• The renewed ACN/PCN method overcome the identified limitations of the current system and allows a full consideration of the

latest evolutions in the field

• It removes the need of existing equivalency factors or alpha-factors, whose definition might be controversial

• The method will provide several benefits to airport owners:

Optimized usage of their pavements

Consistency between pavement design and aircraft admissibility parameters

Availability of generic PCN computation procedure

Improved predictability of pavement life

Ability to extend the ML²EA concepts to other purposes (e.g. defining landing fees based on the actual pavement damage)

Unified soil characterization method for both flexible and rigid pavements

• This will also benefit the airlines and ultimately the whole air transportation community by allowing optimized operating

weights and frequencies, as opposed to the current over-conservative CBR-based system

Thank you

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