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8/4/2019 5c1 - Flight Planning From a Regional) Airline Perspective MKoechle
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DMEAN Flight Planning Workshop
Brussels, 29 OCT 2008
Markus Kchle
Mngr. Navigation and PerformanceTyrolean Airways
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Flight planning
from a (regional)airline perspective
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1980 First scheduled flights as Tyrolean Airways with a single Dash 71985 First Dash 8-100 operator in Europe
1996 First airline to fly a commercial Cat IIIa approach with CRJ aircraft
1997 European Regional Airline of the Year ERA-Award
1999 Regional Airline of the Year ATW-Award
2007 European Regional Airline of the Year ERA-Silver Award
First airline in Europe to equip Dash 8/300 and Dash 8/400 with HGS
Expert in approach procedures into difficult airports such as:Altenrhein, Bolzano, Calvi, Courchevel, Elba, Brac, London City, Paros, Naxos,
Innsbruck, Tortoli
Tyrolean at a glance
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Tyrolean facts
Tyrolean is operating all Austrian Airlines Group flights withaircraft up to 110 seats under the brand
- 58 aircraft (12 Dash8-300, 10 Dash8-400, 13 CRJ200, 9 Fokker70, 14Fokker100)
around 60% of the Austrian Airlines Group fleet
- 5.198.000 Passangers (5.075.000 Schedule/ 123.000 Charter)represents roughly half of the groups passengers
- 1.827 employees
- 171.000 blockhours
approx. 50 % of all blockhours within
the AAG
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Route Network:7 Destinations in Austria (including St. Gallen/Altenrhein near Austrian boarder)
72 Destinations in Europe (mainly out of hub Vienna)
over 2.180 scheduled flights a week (more than 2/3 of the groups flights) more than 300 flights a day - so more than 1% of the daily IFR flights in the ECAC area(29.000 a day on average) is operated by Tyrolean
Tyrolean one of the biggest and most important regional airlines in Europe
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The Tyrolean network is to a large extent(but not only)
short haul flights with turboprops with atough schedule, short turn around times andlarge number of cycles per day
With all flight planning and operational
specialities imposed by such an operation
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Flightplanning as it was once....
At times when con-ventional navigationwas still dominatingaviation,
flight planning could
almost be done witha single document(nearly every infor-mation could beplaced on a map)
- but choice oftrajectories wasvery limited andrather fixed
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...as it is todayIt looks as if muchmore route optionsexist today...
...but not really
Airspace layout andsectorisation is still
largely dependent onnational boundariesand there are alsomany areas (tempo-rarily) reserved forthe military
- flights have to fit to
established airspacestructure
- so you are toldwhere to go
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To plan a flight from A to B, you or your (more or less) sophisticatedflight planning tool normally needs information from several datasources:
- Maps/AIPs: for SID and STARs, approach procedures, for airways
and their limits, direction, classification and usage times (CDR)- RAD: tells you, if the airways you would prefer can be used or if your
flight is subject to level cappings. And if you are allowed to use DCT(and for which distances) wherever there are no adequateprocedures or airways published for portions of your flight
Flight-planning issues
when preparing the flight
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Problems arising(I)
- Big variations in airspace
definitions between different states
(for example definition oflower/upper airspace)
Example: flying VIE-HEL with DH8D
in FL250
ABLOM3C ABLOM UM985 DBV UL999SUPAK L999 RILAB M857 BOKSUUM857 GUNTA M857 SOKVA UM857INTOR INTOR1M
with harmonised airspace it couldprobably read:
ABLOM3C ABLOM M985 DBV L999RILAB M857 INTOR INTOR1M
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Problems arising (II)
ICAO flightplan field 15 information and calculation of profile byIFPS
Example from last Winter season:
It is not allowed to file FL250 and 240 in Belgium
- Therefore coming from UK with a turboprop aircraft (or a jet
restricted to this level due to a service pack inoperative) flyingin FL 250 you would think means descending before Belgium to230 and when leaving to Germany climb up to 250 again
- So you file according to publications of the airways
...BIG UL9 KONAN/N0360F230 UL607 KOK UM150PITES/N0360F250 UM150...
Yes the flight plan got acknowledged...
But the flight is not without problems
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Problems arising (II)
again one of the reasons behind is thedifference in definition of lower/upperairspace between Belgium and Germany(230 is upper in Belgium but lower in Germany)
- the ICAO syntax of field 15 of the flightplan means that the speed/level
change PITES/N0360F250 indicates you are starting the climb from 230 to
250 at PITES
- but flights in FL 230 are controlled in Germany by Langen ACC (lower
airspace) and above FL250 by Karlsruhe (upper airspace)
and so the flight is handed over from Belgium to Langen
- But as Eurocontrol processed the flightplan as PITES UM150 only
Karlsruhe had a flight plan.....
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Problems arising (II)
- luckily there is a lower airway existing to KRH
so lets try instead to file PITES M150 KRH/N0340F250 UM150
but this gives an error again: as you know you start your climb with this syntax at KRH and
there is no lower airway structure existing below UM150 after KRH.... flight plan rejected
But there is a solution!
In order that the flight can be handled to climb to upper airspace without extra coordinationand everyone involved in the flight gets a flightplan, you end up with the following trajectory:
UM150 PITES M150 LADAT/N0340F250 DCT KRH UM150
meaning you stay for 59NM more in FL230 (as there is no other point published to start the
climb except you would use coordinates)
but as the point LADAT is only published on the lower airway you cannot file therafterUM150 but instead have to use DCT to get to KRH.
And believe me thats not the only climb profile calculation problem you are faced with......
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Problems arising (II)
- But anyhow since 25SEP AIRAC Germanyhas closed FL250 inRhein UIR; so youcannot file this routingmentioned before anymore.
- So you have to makebigger detours andcannot make use ofthe TRA Lauter onweekend any more
- Detour: via EB/ED:20NM and F230; viaLF/LS 33NM andFL250/180!
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Trajectory issues
- The shortest route option is not always the cheapest oneif you want to fly the cheapest route you have to compare several routes asthe overflight fees vary between the states and may end up in a longerrouting being cheaper, even if considering costs for time and fuel of thelonger route.
- Flight planning around significant weather (to avoid thunderstorm,
turbulence, icing) may also result in large detours if existing routes are notfileable due to the mentioned restrictions (RAD)
- On the day of flight: you have to check again if CDRs are available or not oncertain trajectories
- You may have to refile filed flightplans to avoid congested area(s)
- But especially the very short distances in regional air traffic give almost nopossibility for an alternative routing due to airway and airspace structures or if there is one, the detour is rather very large (easily up to the double ofthe distance)
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...and on the day of ops
...the airline has planned a routing and profile according to load,performance, wind...
and files an ATC flight plan
...Eurocontrol calculates a profile according to a few simple parameters
under optimum circumstances the ATC routing is accepted withoutchanges
it is loaded into the aircrafts FMS (but most probably that is not the samewhat Eurocontrol and ATC have as vertical profile).
Then the flight is executed under the assistance of the ATC avoidingeventually conflicting traffic by changes in speed, altitude and track
So what was fed into the FMS is often not what is executed.
Today not all involved in the aircrafts operation are constantly updatedon the evaluation of the trajectory
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So planning a flight today is really finding your way on prescribed trackswithin rigid areas and sometimes even loaded with some tricky extras
So very often the routing is far from the optimum great circle distance
...and sometimes it is just toprotect other traffic as in the
case of EDDL-LOWS, where youhave to plan and execute bigdetours around MUC TMA at anytime - regardless the traffic systemcould eventually accommodate themore direct overflight = 50NMdetour to given published routeclosed by RAD
Tracks far from optimum
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- Or its because there are no betterairway links published or available(for whatever reason)
LQSA-LOWW 51NM difference betweenflown track (318NM) and direct distance(267)
Tracks far from optimum
...and what is
actually flown...
(daily)
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Tracks far from optimum
Same
applies
for
LOWW
LQSA
And a
comparison
what was flown
(given by ATC)
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Tracks far from optimum
LHBP-LQSA-LHBP
Almost the same...
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Or it cannot be shortened as in the case ofLDSP-LOWW due to state boundaries andrelated ATC sectorisation
Tracks far from optimum
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Example for detours due
to RAD:
compulsory
via MAKOL/VADEN
(= not allowing departuresvia Greece)
LTAI - LOWW = 62NM detour
Tracks far from optimum
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or EDDC-LTAI:
Detour of 96NM due to a RAD
restriction in LK forcing the
flights to a more eastern track
KOPIT BNO
Not available for traffic
Dest./Overfly LRBBFIR
Overfly LB**This traffic shall file via UL620
HLV
Tracks far from optimum
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or there exist military areas which have tobe circumnavigated
LOWW-ESSA 78NM difference between flown track
and direct distance
and even worse when RAD restrictions addto this, as for the return routing
150NM (total distance 845NM)
Tracks far from optimum
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Tracks far from optimum
LOWW-LRIA
Zig-zag flying
due to non
existing
structure andRAD
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Tracks far from optimum
LRIA-LOWW
Almost the
same althoughless zig-zag
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....to summarize
- There exist differences between flightplans and profiles- 1) calculated and filed by operator,
- 2) calculated by IFPS,
- 3) profile calculated by FMS,
- and 4) profile and routing then given by ATC and executed as flight path
- a lot of shorter routings not flight-planable but are given on a regular basis
- diverse airspace structures
- We need:
- harmonised airspace to ease planning and filing and to reduce amount of data
- Reduce restrictions of airway usage to the absolut minimum
- Identify shortcomings in airspace struture and try to find solutions to overcome where possible
(adapt the airspace to whats needed and not the flights to whats given)
- More predictable routings (we often hear you get it anyhow in real live)
- - common data sharing between operator, flight planning tool, IFPS/CFMU, the ATCs and the
pilots
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Thanks for your Attention!