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PBN@CDG

4 juillet 2016 (mis à jour le 29 août 2016) - Transports
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Taking advantage of PBN on arrival


- April 2016 – PBN approach with LPV CAT I minima, a first for France

Starting by the southern runways, PBN approach procedures using a SBAS (Satellite Based Augmentation System) and allowing LPV CAT I minima have been in force at Paris CDG since April 28th, 2016. The north set of runways will see publication in the course of 2017.

  • Simultaneously, PBN procedures with LNAV/VNAV minima have also been published for the southern set of runways to match the current equipment status of the fleet operating to Paris CDG.

  • The published PBN approaches with vertical guidance can be flown in a triple simultaneous parallel approach concept of operations but only when either two of the simultaneous approaches in use are ILS approaches.

A safety case will be put together in order to ultimately have all of Paris CDG runway ends equipped with PBN approaches simultaneously in use, and without downgrading neither the level of safety, nor the programed capacity.

- September 2016 – RNAV 1 trajectory for night time optimized descents

  • Available for all runway ends
  • No systematic radar vectoring after IAF.
  • RNAV 1 trajectories covering all intermediate approaches until IF (Initial Fix), then ILS procedure is to be followed. Track miles to touch down available.
  • Only altitude restriction to comply with is at IF (i.e. 5000ft) allowing optimized descents to be achieved from all 4 IAF (Initial Approach Fixes).

- CDG PBN axis to ILS – SESAR 2020 R&D proposal

  • Objectives :

- increase safety of parallel approach operations by reducing the number of separation infringements during interception,

- assess the best compatible PBN trajectory to ensure safer simultaneous parallel approach operations : RNAV or RNP specification.

© simulations EUROCONTROL  

An intermediate approach axis with RNP AR specifications is expected to allow the independent use and interception of either axis (i.e. north and south set of runways). The main operational consequence would be the independence of vertical flight profiles between north and south arrivals especially during ILS interception.

  • Benefits identified at this stage :

- significant safety improvements by notably providing extra distance between the approach axis of either runway end (southern & northern runways),

- optimized descents to be carried out on the PBN axis,

- significant noise abatement expected due to reduced trajectory dispersion.
 

 

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