1、 AEROSPACE RECOMMENDED PRACTICE Final Approach Spacing System (FASS) SAE Technical Standards Board Rules provide that: “This report is published by SAE to advance the state of technical and engineering sciences. The use of this report is entirely voluntary, and its applicability and suitability for
2、any particular use, including any patent infringement arising therefrom, is the sole responsibility of the user.” SAE reviews each technical report at least every five years at which time it may be reaffirmed, revised, or cancelled. SAE invites your written comments and suggestions. Copyright 2005 S
3、AE International All rights reserved. No part of this publication may be reproduced, stored in a retrieval system or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or otherwise, without the prior written permission of SAE. TO PLACE A DOCUMENT ORDER: Tel: 8
4、77-606-7323 (inside USA and Canada) Tel: 724-776-4970 (outside USA) Fax: 724-776-0790 Email: custsvcsae.org SAE WEB ADDRESS: http:/www.sae.org Issued 2005-11 ARP5628 RATIONALE This is a proposed new Aerospace Recommended Practice to support the development of a Final Approach Spacing System (FASS) f
5、or Approach Spacing for Instrument Approaches (ASIA) operations. TABLE OF CONTENTS 1. SCOPE 3 1.1 Purpose3 1.2 Operational Description3 2. REFERENCES.5 2.1 Applicable Documents .5 2.1.1 SAE Publications5 2.1.2 FAA Publications5 2.1.3 Other Publications5 2.2 Definitions 6 2.3 Abbreviations .7 3. OPER
6、ATIONAL REQUIREMENTS7 3.1 General Requirements.7 3.2 Operational Context .8 3.3 FASS Functional Requirements.8 3.4 Control Display Functions 11 3.5 FASS Speed Guidance Output 14 3.6 FASS Speed Guidance Disengagement14 SAE ARP5628 - 2 - FIGURE 1 Final Approach Spacing Example 4 FIGURE 2 Example Showi
7、ng the Desired Spacing Position .4 FIGURE 3 Example of a Nominal Speed Profile8 FIGURE 4 Example of a Nominal Speed Profile Showing the Deceleration9 FIGURE 5 Example of an Adjusted Final Deceleration Point (FPD)9 FIGURE 6 Nominal Speed Profile with a Secondary Deceleration Point.10 SAE ARP5628 - 3
8、- 1. SCOPE: This document recommends criteria and requirements for a Final Approach Spacing System (FASS) for transport aircraft. This is an Aerospace Recommended Practice to support the development of a Final Approach Spacing System (FASS) for Approach Spacing for Instrument Approaches (ASIA) opera
9、tions. 1.1 Purpose: This document recommends design criteria for the flight deck Final Approach Spacing System (FASS). The FASS is a combination of hardware and software that is required to perform the Final Approach Spacing Function. The FASS is designed to enhance the operational efficiency of fli
10、ght by providing the crew with a means to obtain a precise aircraft-to-aircraft arrival interval at the runway threshold during instrument approach operations. The FASS provides operationally acceptable speed guidance, appropriate crew alerting, and must be highly reliable and thoroughly responsive
11、to the operational requirements and environment. 1.2 Operational Description: The FASS is designed to enhance runway capacity by precisely controlling the landing interval between aircraft. The FASS is used as part of an instrument approach procedure involving sequential aircraft (i.e., at least two
12、 participating aircraft; a leading and a following aircraft). The following aircraft within the pair would conduct the procedure to achieve a defined spacing interval at the runway threshold. The FASS uses aircraft-to-aircraft data link (e.g., Automatic Dependent Surveillance-Broadcast) information,
13、 planned final approach speeds, wind data, and a nominal speed profile appropriate for the intended approach to compute a speed command for the FASS aircraft to obtain a required runway threshold spacing interval relative to a leading aircraft. The designation of the leading aircraft and the require
14、d runway threshold spacing interval would be provided by Air Traffic Control. The FASS speed command would provide small speed adjustments relative to the nominal speed profile to correct for spacing errors prior to the FASS aircraft reaching its final approach deceleration point. After the final ap
15、proach deceleration point, the FASS would provide speed guidance to its planned final approach speed, thus providing guidance for a stable final approach. SAE ARP5628 - 4 - 1.2 (Continued): Examples of the operational characteristics are provided in Figures 1 and 2. Figure 1 shows a representative n
16、ominal speed profile with two aircraft on the approach. Based on the required runway threshold spacing interval, the planned approach speeds, and the wind conditions, the FASS would compute an adjusted spacing interval that the following aircraft would need to attain at the final deceleration point
17、to achieve the runway threshold spacing interval. Using this adjusted spacing interval and the nominal speed profile (converted to groundspeed), the FASS would compute the desired spacing position relative to the leading aircraft (see Figure 2). In Figure 2, because the following aircraft is behind
18、the desired spacing position, the FASS would provide speed guidance that is slightly higher than the speed of the nominal speed profile to correct this spacing error. When the following aircraft reaches the final deceleration point, the FASS would provide guidance to achieve the planned final approa
19、ch speed. 100125150175200010Distance to runway threshold (nm)Final decelerationpointSpeed (IAS,kt)LeadingaircraftFollowingaircraftFIGURE 1 - Final Approach Spacing Example 100125150175200010Distance to runway threshold (nm)Final decelerationpointSpeed (IAS,kt)LeadingaircraftFollowingaircraftDesired
20、spacing positionFIGURE 2 - Example Showing the Desired Spacing Position SAE ARP5628 - 5 - 2. REFERENCES: 2.1 Applicable Documents: The following publications form a part of this specification to the extent specified herein. The latest issues of all SAE Technical Reports shall apply. This document sh
21、ould be used in conjunction with the ARP4102 Core Document. 2.1.1 SAE Publications: Available from SAE, 400 Commonwealth Drive, Warrendale, PA 15096-0001, Tel: 877-606-7323 (inside USA and Canada) or 724-776-4970 (outside USA), www.sae.org ARP4102/4 Flight Deck Alerting System ARP4102/7 Electronic D
22、isplays 2.1.2 FAA Publications: Available from Federal Aviation Administration, 800 Independence Avenue, SW, Washington, DC 20591, Tel: 866-835-5322, www.faa.gov AC 25-11 Transport Category Airplane Electronic Display Systems Order 8400.10 Air Transportation Operations Inspectors Handbook 2.1.3 Othe
23、r Publications: ARINC 726 Flight Warning Computer System RTCA DO-242A MASPS for Automatic Dependent Surveillance Broadcast (ADS-B) RTCA DO-243 Guidance for Initial Implementation of Cockpit Display of Traffic Information RTCA DO-286 MASPS for Traffic Information Service - Broadcast (TIS-B) RTCA DO-2
24、89 MASPS for Aircraft Surveillance Applications (ASA) NASA/TM-2002-211742 Speed Control Law for Precision Terminal Area In-Trail Self Spacing SAE ARP5628 - 6 - 2.2 Definitions: APPROACH SPACING for INSTRUMENT APPROACHES (ASIA): This is an operational procedure that would allow the flight crew of a f
25、ollowing aircraft to adjust the speed of their aircraft, via a cockpit-based tool set, to achieve a consistent, preplanned target spacing prior to and after the landing of a designated leading aircraft. APPROACH SPEED: This is the airspeed that is intended to be flown on the final segment of the app
26、roach. The approach speed is typically maintained until initiation of the flare phase. DESIGNATED LEADING AIRCRAFT or LEADING AIRCRAFT (LA): This is the aircraft designated by Air Traffic Control against which the following aircraft will perform the spacing operation. FINAL APPROACH SPACING FUNCTION
27、 (FASF): The FASF is a function that computes the aircraft speed guidance solution (i.e., the required airspeed), predicts the performance of the aircraft along a defined final approach path, predicts the performance of a designated lead aircraft along the same defined final approach path, predicts
28、the spacing offset required at the final deceleration point relative to a nominal spacing value, and provides speed guidance information to the Flight Guidance system to control the aircraft speed along the final approach path. FINAL APPROACH SPACING SYSTEM (FASS): The FASS is a combination of hardw
29、are and software that is required to perform the Final Approach Spacing Function. FINAL DECELERATION POINT (FDP): The point along the final approach course at which the deceleration to the approach speed will begin. The nominal value for this point is the Final Approach Fix (FAF). FINAL STABLE SPEED
30、 DISTANCE (FSSD): A pilot or system defined distance from the runway threshold at which the aircrafts stable, final approach speed should be attained. MINIMUM ALLOWABLE DISTANCE (MAD): A pilot or system defined minimum allowable distance between the leading and trailing aircraft. OWN AIRCRAFT: The a
31、ircraft being flown by the flight crew performing the ASIA procedure. PROFILE MODE: A mode of the FASS where speed guidance is provided relative to a nominal approach speed profile and is not paired to a leading aircraft. The profile mode assists the pilot in achieving a stabilized approach. SAE ARP
32、5628 - 7 - 2.2 (Continued): RUNWAY THRESHOLD ARRIVAL INTERVAL: This is the Air Traffic Control designated aircraft-to-aircraft planned runway threshold arrival interval. The interval may be defined in either time or distance. A runway threshold arrival time interval is measured as the time differenc
33、e between the leading aircraft and the following aircraft crossing the runway threshold. A runway threshold arrival distance interval is measured as the distance between the leading and following aircraft at the point when the leading aircraft crosses the runway threshold. 2.3 Abbreviations: ADS-B A
34、utomatic Dependent Surveillance Broadcast ASIA Approach Spacing for Instrument Approaches ATC Air Traffic Control FAF Final Approach Fix FASF Final Approach Spacing Function FASS Final Approach Spacing System FDP Final Deceleration Point FMA Flight Mode Annunciator FSSD Final Stable Speed Distance I
35、AS Indicated Airspeed IFR Instrument Flight Rules MAD Minimum Allowable Distance ND Navigation Display PFD Primary Flight Display 3. OPERATIONAL REQUIREMENTS: 3.1 General Requirements: 3.1.1 The FASS shall provide speed guidance to obtain a safe and precise aircraft-to-aircraft arrival interval, eit
36、her time or distance, at the runway threshold. 3.1.2 The FASS should provide the pilot with guidance for a nominal stabilized approach profile in the absence of a lead aircraft. 3.1.3 The FASS shall provide speed guidance information to obtain a stable final approach speed at a pre-selected distance
37、 prior to the runway threshold. 3.1.4 The FASS shall function and be fully usable throughout the range of wind conditions expected to be encountered by the aircraft while in operation on final approach. 3.1.5 The FASS should minimize large speed changes except during scheduled decelerations relative
38、 to the nominal speed profile. SAE ARP5628 - 8 - 3.1.6 The speed guidance provided by the FASS shall not command speeds that would exceed, either above or below, the aircraft configuration speed limits. 3.1.7 FASS shall adequately annunciate performance limitations or faults which result in performa
39、nce degradation. 3.2 Operational Context: The FASS is used as part of an instrument approach procedure (ASIA) involving at least two participating aircraft (i.e., a leading and a following aircraft) and an approved instrument approach procedure serving the runway to be used. ATC may pair compatible
40、and eligible aircraft and place them on the final approach course with appropriate IFR separation. The following aircraft within the designated pair then conducts the procedure by achieving a defined longitudinal spacing no less than current standard IFR separation. The flight crew of the following
41、aircraft will use the FASS to obtain speed guidance and perform the spacing task. 3.3 FASS Functional Requirements: Requirements for FASS operation are covered in the following paragraphs. 3.3.1 The FASS shall compute the nominal spacing value at the final deceleration point (FDP) to achieve the des
42、ired spacing interval at the runway threshold. This computation should account for differences in the planned final approach speeds between a leading and a following aircraft and for wind effects. 3.3.2 The FASS shall use a nominal speed profile that is compatible with the aircraft, airport, and run
43、way in use. An example of a nominal speed profile is given in Figure 3. Note that the FASS shall use ground speeds, based on the planned IAS profile and planned approach speeds with these speeds adjusted for wind effects, in the actual FASS performance calculations. 100125150175200010Distance (nm)FD
44、P ThresholdFSSDSpeed (IAS,kt)FIGURE 3 - Example of a Nominal Speed Profile SAE ARP5628 - 9 - 3.3.3 Speed adjustments required to perform the FASF, prior to the final deceleration, should be within 10 knots of the nominal speed profile. 3.3.4 The FASS shall provide guidance to obtain a stable, approa
45、ch speed at a point no closer to the runway threshold than the final stable speed distance (FSSD). 3.3.4.1 The FSSD may be calculated from the required minimum stabilized approach height and the approach angle. For a standard instrument approach, this distance is approximately 3 nm from the runway t
46、hreshold. See Figure 4. 3.3.4.2 A conservative deceleration value should be used to both calculate the deceleration distance and to provide a scheduled rate for the actual deceleration and resulting speed guidance. A 0.6 kt/second deceleration has been found to be acceptable for transport aircraft.
47、100125150175200010Distance (nm)5.5 Threshold3.0Deceleration at0.6 kt/secSpeed(IAS,kt)FIGURE 4 - Example of a Nominal Speed Profile Showing the Deceleration 3.3.4.3 If the calculated deceleration distance plus the final stable speed distance (FSSD) is greater than the final deceleration point (FDP) d
48、istance, the FDP is set to the value of the calculated deceleration distance plus the final stable speed distance. See Figure 5. 100125150175200010Distance (nm)5.5 Threshold3.0Deceleration at0.6 kt/secAdjusted FDPSpeed (IAS,kt)FIGURE 5 - Example of an Adjusted Final Deceleration Point (FPD) SAE ARP5
49、628 - 10 - 3.3.4.4 At a position closer to the runway threshold than the FSSD, the guidance shall command a speed equal to the approach speed. 3.3.5 For instrument approaches with extended final approach courses and higher initial speeds, a secondary deceleration point may be included in the nominal speed profile. An example of a nominal speed profile with a secondary deceleration point is shown in Figure 6. A 0.5 kt/second deceleration at the secondary deceleration point has been found to be acceptable for transport aircraft. 1001251501752002250102030Distance (nm)5.5 3.0De
