Etude de lvolution des capacits de laroport de Nice

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Study of the capacity of the TMA and
infrastructure of the Nice Côte d Azur airport
Florian Roullier (STBA) Bernard Bonnafoux
(STBA) Philippe Vinciguerra (Nice ATC expert)
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Nice airport case study

• Nice airport state
• Study objectives
• Proposition of organisations for capacity
  increase
• Study phase 1 results
• Objectives of the next modeling phases
• Difficulties encoutered for TMA modeling
• Presentation of the animation on two scenarios

3
Nice airport state (1) context
Mountainous relief
Departure axis Heading 140
Dense urban areas
Arrival preferential axis
Missed approach trajectory same as the departure
one
4
Nice airport state (2) infrastructures
North runway (arrival) 2570 m
QFU 22 10
River
309,5 m
QFU 04 90

• limited surface
• dependant runways
• segregated runways
• departure aircraft must cross the arrival runway

South runway (departure) 2960 m
Helicopters
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Nice airport state (3) Traffic

• 2000 maximum peak of traffic
• PAX 9 365 637
• 155 338 commercial flights
• 2003
• PAX - 2,70 / 2000
• commercial flights - 9,56 /2000
• 2004 (7 months)
• PAX - 1,98 / 2000
• commercial flights - 16,86 /2000
• Flights number decrease causes
• Air traffic crise consequences and airlines
  failures
• Best aircraft occupancy rate (more low cost
  airlines, less turnround depending on the
  airlines competition level, fleet composition
  changes)

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Nice airport state (4) Traffic

• Nice non commercial IFR flights (private or
  businness flights)
• 8 of the commercial flights
• in constant increase
• Cannes IFR flights
• 10 000 flights in 2003
• Increasing 24,60 in 2004 (7 months) / 2000
• Nice traffic high bracket prevision
• 230 000 flights in 2015

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Nice airport state (5) constrainsts

• Few possibilities to improve infrastructure
• High environmental pressure on the procedures
  (noise, missed approaches)
• Small usefull airspace
• complex ATC procedures, many overflights
• CANNES airport in the same TMA (less than 20 km
  from Nice)

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Nice airport state (6) declared capacity and
delays

• Nice is a semi-coordinated airport (local
  arrangement with airlines)
• QFU 04
• 50 flights per hour 26 arrival / 24 departure
• QFU 22
• 48 flights per hour 24 arrival / 24 departure
• Mean local delays (min,sec)
• Departure 2001 4.54
• Departure 2002 2.01
• Departure 2003 2.10
• Departure 2004 2.23 (6 months)

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Study objectives

• To model precisely the controllers way of work in
  the TMA using realistic models (aircraft waiting
  in the stacks, level change, bypassing routes,
  flow mgt, ..)
• To test capacity improvement scenarios for air
  and land sides
• To evaluate the impact on the controllers workload

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Proposition of organisations for capacity
increase Scénario 1 classic exploitation
system for the segregated runways (no longer
inverted)

• To maintain an uninterrupt flow towards the
  departure runway
• To shorter arrival separations
• To shorter runway occupanct time-ROT (high speed
  taxiways)
• Creation of a taxiways allowing multiple crossing
  of the departure runway

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Scénario 1 (cont.)
Arrival
Multiple crossing
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Scénario 2 exit taxiway on QFU 22

• In Nice the QFU 22 has a lower capacity
  (mountains behind the town and thus arrival
  oversea trajectory along the coast)
• The only improvement is to reduce the ROT, but
  with a low cost as QFU 22 is only used 10 of the
  time
• We have proposed to add an exit taxiway and to
  evaluate the capacity gain depending on its type
  (rapid exit or not)
• REDIM results (to be validated with Simmod)
• exit best location is 1600 m from the threshold
• - gain 11 for QFU 22 (for a non rapid
  exit)
• - gain 1 for QFU 04

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Scénario 2 (cont.)
Forecasted exit taxiway location
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Scénario 3 TMA capacity optimisation
Rerouting of VEVAR arrivals
Descend to FL110 mini
Gyratory towards Milano inverted
Climb to FL100 maxi
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Scénario 3 (cont.)
Saleya 22
ILS 04
Moving the DRAMO stack location
IAF NIREL stack
Riviera 04
IAF DRAMO
Extension of the regulation zone
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Study phase 1 results
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Objectives of the next modeling phases

• The phase 2 of the study will focus on
• - improvement of the TMA models sectors
  definition, level changes which implies multi
  routes associated, and to determine how to
  distribute aircrafts on the routes (speed)
• - take into account the Cannes airport routes
  located in the same sectors as the Nice ones
  (very penalizing for controllers workload and for
  the safety)
• - analyse of the impact of TMA changes on the
  controllers workload (exploitation of the
  controllers actions listed in the Simmod output
  files). Controllers actions will be weighted
  depending on the difficulties of the elementary
  tasks
• - test of other organisations of the TMA

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Objectives of the next modeling phases (cont.)

• The phase 3 targets safety improvements on the
  existing runways system (segregated and inverted)
  
• New taxiways to feed the QFU 22
• Best management of the departq on the QFU 04
• Dynamic change of QFU during the day (preplan and
  plan change)
• The phase 4 is dedicated to the chamber of
  commerce by studying
• various scenari for gates allocation (assignment
  to airlines, national, schengen or international
  travels)
• management of the general aviation parking zone
• Management of the private jets and heavy
  aircrafts parking zone

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Difficulties encountered for TMA modeling

• General remarks on the documentation lack of an
  error messages list and imprecision on some
  functionnalities. Ex use of transition routes,
  role of preplan time, what is working or not
  (Flow), recall on default and global data
  modification depending on chosen
  functionnalities)
• Setting and scaling of the DXF files with Lat-Lon
  This functionnality is important for the
  infrastructure input and for testing various
  airspace organisations. We have to import files
  representing routes and input it in Simmod.
  Import scaling does not work properly, it is
  impossible to fix a common coorditnates origin
  for Autocad and Simmod (it works well in INM)
• ILS 04 scenario
• Difficulties to tune the model and to make the
  aircraft wait only in the stacks (using meter pre
  and post nodes)
• Pre-regulation modeling for bypassing of
  aircraft depending on the traffic volume
• We tried to test flow nodes but it seems not to
  work (confirmed by a Eurocontrol study of 1997)
  and the code seems present (ATAC source)
• Plans change scenario QFU 04 to QFU 22 (wind
  dir. change)
• difficulties to tune the model during the
  transition phase (to model route_plan_change and
  transition_route), documentation unclear
• The use and aim of PREPLAN time in SETPLAN is
  unclear in the documentation

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End

• of the first serial story
• Now scenarios animations