Improving routes for Winnipeg James Armstrong Richardson International Airport Public Consultation Period: February 15 to April 2, 2017 What is in included in this information package: A little about NAV CANADA An overview of the proposal (background, scope) An explanation of RNP Maps showing current traffic patterns Maps showing proposed routes and expected usage  Noise modeling information  Links to the public comment tool      2 Who We Are  2nd largest air navigation service provider in the world  12 million aircraft movements/year  Over 18 million square km of airspace  4,600 employees across the country  400 employees in the Winnipeg flight information region  Safety is our 1st priority 3 Our Services        4 Air Traffic Control Flight Information Weather Briefings Aeronautical Information Flight Inspection Airport Advisory Services Electronic Navigation Aids Project Background  Aviation is a key component of Manitoba’s transportation network and essential to economic prosperity and the needs of modern society.  The airspace surrounding Winnipeg is the busiest in the province and highly complex.  New aircraft and navigation technologies provide the opportunity to meet the current and future demands of the aviation sector while reducing its environmental impact.  Improvements to approach paths to Winnipeg James Armstrong Richardson International Airport will reduce flying times and reduce GHG emissions as a result of reduced fuel consumption.  The airspace study project is part of a national modernization program targeting the country’s busiest airports. 5 Scope of Proposal  The objective is to improve the efficiency and reduce environmental impact of the system while maintaining safety standards.  Some of the proposed arrival flight paths would see further use of new satellite-driven navigation methods, known as Required Navigation Performance (RNP).  RNP is in use at the airport today through company-specific approaches. This project would make RNP approaches available to all appropriately-equipped operators (approximately 20 per cent of aircraft are equipped today).  Aircraft not currently equipped for RNP (most aircraft) will continue to perform visual approaches or use standard arrival routes.  Standard arrival routes (STARs) are also being updated as part of the process.  Changes to departure procedures will support the use of satellite navigation, but will not change the location of departure flight paths over Winnipeg. 6 Scope of Proposal  Consideration for the location of residential areas is an important factor in designing routes.  The project has no effect on municipal zoning as the changes occur outside the airport’s Noise Exposure Forecast (NEF) contours.  The project has no direct impact on the quantity or type of aircraft that operate to and from Winnipeg International Airport.  The consultation period runs until April 2, 2017. 7 Global/National Context for Airspace Modernization  Required Navigation Performance is one of several new Performance Based Navigation (PBN) tools being implemented globally.  The International Civil Aviation Organization (ICAO) has recommended that states develop a plan for the implementation of related technologies/procedures. Canada is supportive.  PBN is one of the tools being used to achieve targets outlined in Canada’s Action Plan to Reduce Greenhouse Gas Emissions from Aviation. 8 If implemented, the proposed improvements would result in reductions of 800 metric tonnes of GHG emissions/year 300,000 litres of fuel consumed/year What is RNP? Required Navigation Performance (RNP) is a navigation method that uses the aircraft’s flight management system and satellite positioning to fly a precise threedimensional path in the sky. RNP makes it easier to design safe efficient, predictable routes. It is being used to update approach paths to airports for appropriately equipped aircraft. 10 Why implement RNP? Teal: Standard flight path Green: Shorter RNP approach path 11  Reduces track miles for arriving flights.  Allows for a continuous descent (quietest type of approach).  Reduces flight time, fuel burn and related greenhouse gas emissions.  The predictable flight path and preprogrammed flight management system also reduces radio frequency congestion, requiring less interactions between the pilot and controller while maintaining safety. NAV CANADA What can it mean for communities? Outcomes can include:  Better avoidance of populated areas in some instances (though it is often not possible to entirely avoid populated areas).  A “cleaner” aircraft profile (less increases or decreases in throttle, reduced flap use) compared to other approaches.  Less variability of flight path location for those aircraft that are equipped to use RNP. Roughly 20 per cent of aircraft to YWG are equipped today. 13 Types of approaches RNP approaches: highly predictable/repeatable, reduced pilot and ATC workload, quietest and most efficient Standard approach (STAR): predictable, essential at busy airports, however flight path longer Visual approach: increased pilot and ATC workload, large degree of flight path variance, less distance flown sometimes Types of approaches Continuous descent: idle throttle and reduced flap usage = less pollution and noise Level flight segments require throttle increases = more pollution and noise About Winnipeg International Airport  Manitoba’s busiest passenger and cargo airport and a hub for central Canada.  An important link in the region’s medical network serving Medevacs.  Over to 4 million passengers in 2016.  7th busiest airport in Canada by passenger numbers.  Economic impact of more than $3.7 billion for the region.  20,000 direct and indirect jobs . About Winnipeg International Airport  The airport has four runways (each runway end is considered a separate runway for navigation purposes).  Each runway end has a different number. The runways are 13/31 and 18/36.  Runways usage is primarily determined by wind direction, as aircraft land against the wind.  Frequent runway alternation is normal, as is the use of two runways at any given time.  Traffic is light during overnight periods. About arrival operations to Winnipeg International Airport          Each year, the airport receives approximately 53,000 commercial arrivals. The airspace around CYWG is busy and complex, with a mix of commercial, general aviation (smaller aircraft such as Cessnas), helicopter and military operations across the region. There is a lot of variability in how arrival procedures are flown today. Vectored or visual approaches are common (these aircraft are not usually on depicted routes). New approaches are a better reflection of how traffic is organized and are more efficient and environmentally-friendly. Many pilots will continue using direct or visual approaches. Most communities in the region experience some overflight today. The loudest events in the region remain takeoffs. This will not change. Standard arrival routes are used with greater frequency as more aircraft are equipped to fly this type of procedure. Approximately 20 per cent of aircraft are currently equipped to perform RNP approaches at Winnipeg. Growth will primarily occur through fleet renewal, reaching approximately 25-30 per cent by 2020. Design considerations Procedures were designed taking in to account the following considerations:  Safety  Air traffic control rules and standards  Community noise impacts  Flight efficiency - track miles, capacity  Geography – including location of industrial areas and non residential areas vs residential areas  Legislative and regulatory framework - including airport noise abatement procedures  Procedure design criteria and standards  Traffic volumes and mix of aircraft fleet types  Technology  Operating costs Flight Paths Current and Proposed NAV CANADA Notes about maps       You can use “CTRL + left mouse click” to open a higher resolution version of images in a web browser (note, larger images do not contain legends or other markups) Despite the existence of STAR and RNP routes, pilots can still operate in other places through the use of visual approaches or via controller-issued vectors (a permission to take a more direct route). In these instances, the pilot flies a more direct route to the final approach. Altogether, this means that approaches can be distributed over a wide region. Some maps have aircraft icons with associated altitudes. Altitudes are Above Sea Level (ASL). STARs provide guidance to the end of the downwind leg, at which point pilots wait for the controller’s instructions to turn on to the base leg. Aircraft will turn on to the base leg at various points depending on sequencing needs, pilot operation and aircraft performance. The shaded spaces on some maps depicting STARs are meant to reflect the area that is used to perform this manoeuvre. The estimated number of aircraft equipped to follow a specific a STAR provides an indication of the number of aircraft with the necessary avionics to follow the route. This does not mean all aircraft will utilize the arrival (for instance, operators will often conduct a visual approach on a clear day). The estimate includes those that may fly an RNP approach. These are based on equipage numbers and traffic patterns from 2016. The estimated number of aircraft equipped to follow a specific RNP approach provides an indication of the number of aircraft with the necessary avionics to follow the route. These are based on equipage numbers and traffic patterns from 2016. Aircraft will not always be granted an RNP approach due to a number of reasons including sequencing requirements.   Notes about maps Most of the maps show composites of all the approaches to a runway. An arriving aircraft will only employ one of the approaches depicted in the composite. For instance, each image below highlights a complete and different approach in yellow to the same runway. Notes about noise footprints    Maps of noise footprints provide estimated maximum noise levels (Lmax) in dBA along the flight path. Footprints show noise levels for the composite RNP approaches to a given runway. While the footprint is static, it is important to note that noise events are temporary. The aircraft modeled is the 737-800 for which the noise footprint is average amongst the aircraft fleet that arrive at Winnipeg International Airport. Propeller aircraft and newer aircraft that are becoming common have smaller footprints than depicted. As a reference point, a conversation at 3 feet can reach 60+ dBA. Notes about maps  For each runway, the following items are depicted:  24 hours of traffic to and from the airport, as it was flown on a particular day.  A map of the proposed STAR, overlaid with 24 hours of arrival traffic  A map with the current and proposed STARs for comparison, as well as estimates on annual traffic volumes and shading to show the area used to perform the base leg.  A map showing approximate altitudes along the STAR.  A map of the proposed RNP approaches, overlaid with 24 hours of arrival traffic.  A map with the current and proposed RNP approach for comparison.  A map showing traffic estimates for RNP approaches.  A map showing approximate altitudes along the RNP approaches. RUNWAY 13 NAV CANADA W's! sir WW . . 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A h. . .- It! 2,200 flights /year 1,700 flights /year 2,300 flights /year 1,200 flights /year Runway 13 –STAR 300 flights /year Proposed Standard Arrival Existing Standard Arrival Approximate number of aircraft to arrive from each direction 7,000’ 5,000’ 3,000’ 7,000’ 5,000’ 7,000’ 7,000’ Runway 13 –STAR Proposed Standard Arrival Approx. aircraft altitude (feet) 3003ie earth age @2015 Eig'nal?bbe '9 Runway 13 - Composite Noise Footprint (Maximum Level ?a 1 (Lmaxin g] - flRunway 13 - arrival traffic RNP 24 hour sample of arrival - - 3 flight tracks )gleearth . . i j: ?ll I I . 3-419" - Eigi'lal?hbe )gleearth Rare 500 flights /year 300 flights /year Rare Runway 13 – arrival traffic + RNP RNP flight path Number of equipped aircraft by RNP approach per year 3,200’ 5,200’ 3,300’ 5,700’ 5,200’ 2,200’ Runway 13 – RNP Altitudes Proposed RNP route Approx. aircraft altitude (feet) Runway 13 Composite Noise I Footprint (Maximum Level - 70 . (Lmax In 75 ., If 5, a? Songleearth age @2015 Eighal?bbe RUNWAY 18 NAV CANADA I dongle earth Ege @2015 Ergnalsbbe 3: 4- -. 'l iv.? 2* Runway 18? 24 hours of traffic 30% arrivals land on 18 Departures Arrivals a, - . Runway 18 A . . 24 hour sample of arriva flight tracks IIll Google earth . -. Inge @2013 [machine 2,100 flights /year 4,000 flights /year Runway 18 –STAR Proposed Standard Arrival Existing Standard Arrival Approximate number of aircraft to arrive from each direction 2,800 flights /year 4,100 flights /year Runway 18 –STAR Proposed Standard Arrival Existing Standard Arrival Approx. aircraft altitude (feet) 6,500’ 5,000’ 3,000’ 5,000’ 7,500’ 8,000’ - 70 I 55?? '1 75 a 3-x ?an ?'Tf?m -- 1 a .l . 1&FaeRunway 18 - Composite Noise Footprint (Maximum Level (Lmax in Single earth age @2015 Eighal?bbe Runway 18 – Arrival Traffic + RNP Proposed RNP approaches 24 hour sample of arrival flight tracks Pa 5. Google?arth 700 flights/year Runway 18 – arrival traffic + RNP RNP flight path Number of equipped aircraft by RNP approach per year 300 flights /year 800 flights /year 700 flights /year Runway 18 – RNP Altitudes Proposed RNP route Approx. aircraft altitude (feet) 3,100’ 3,500’ 4,100’ 4,600’ 2,100’ 5,500’ 5,200’ ?Footprint (Maximum Level (Lmax in 3003leearth RUNWAY 31 NAV CANADA \x Runway 31? 24 hours of traffic 28% arrivals land on 31 Departures Arrivals :1 3 gle earth @2016 [?nal?bbe Willi": all \l-J'Qil I .. 24 hour sample of arrival flight tracks 6,300 flights /year 5,400 flights /year 8,200 flights /year 800 flights /year Runway 31 –STAR Proposed Standard Arrival Existing Standard Arrival Approximate number of aircraft to arrive from each direction 7,000’ 5,000’ 7,000’ 3,000’ 6,500’ 7,000’ Runway 31–STAR 5,000’ Proposed Standard Arrival Existing Standard Arrival Approx. aircraft altitude (feet) Runway 31 - Composite Noise - Footprint (Maximum Level (Lmax in Sodgleearth Runway 31 – Arrival Traffic + RNP Proposed RNP approaches 24 hour sample of arrival flight tracks Googleearth Runway 31 Rare 1,500 flights /year 400 flights/year Runway 31 – RNP Altitudes Proposed RNP route Approx. aircraft altitude (feet) 5,500’ 4,800’ 2,400’ 3,600’ 5,500’ Runway 31 – RNP Altitudes 5,500’ 4,200’ Proposed RNP route Approx. aircraft altitude (feet) .. I, - 2,20 75 Runway 31 - Composite Noise Footprint (Maximum Level . (Lmax in lbogleearth RUNWAY 36 NAV CANADA . . :J?45?11 Runway 36? 24 hours of traffic 27% arrivals land on 02 Departures Arrivals dongle earth .. i . . Ege @2015 Eighal?lobe I . - L4. .. ?Ill. . - 3-H I ff [Milly - y/ - . Runway 24 hour sample of arrival flight tracks I Google earth l'rage @2016 Eig'nalBlobe 2,500 flights /year 2,500 flights /year Runway 36 – STAR Proposed Standard Arrival Existing Standard Arrival Approximate number of aircraft to arrive from each direction 3,200 flights/year 3,900 flights/year 800 flights /year Runway 36 – STAR Proposed Standard Arrival Existing Standard Arrival 7,500’ 7,000’ 6,500’ 5,000’ 3,000’ 5,000’ 7,000’ i Runway 36 Composite Noise 3 -. Footprint (Maximum Level - (Lmax in 3? 3mgleearth Runway 36 – Arrival Traffic + RNP Proposed RNP approaches 24 hour sample of arrival flight tracks [Runway 36 Googleearth Runway 36 – arrival traffic + RNP RNP flight path Number of equipped aircraft by RNP approach per year 100 flights /year 400 flights /year 1,200 flights/year 1,000 flights/year Runway 36 – RNP Altitudes Proposed RNP route Approx. aircraft altitude (feet) 5,400’ 5,500’ 2,100’ 6,000’ 4,700’ 3,100’ 3,500’ 6,300’ Runway 36 Composite Noise Footprint (Maximum Level . ., (Lmax in at} Eagleearth DEPARTU RES NAV CANADA Proposed Departure Changes  Proposed updates to departure procedures will allow for the use of satellite navigation by commercial aircraft.  Aircraft will follow the same initial departure headings used today, respecting noise abatement procedures in place. Changes will not affect the flight track over Winnipeg.  Once the initial departure procedure is complete, aircraft will be able to navigate towards 11 satellite-based gateways.  These points are in similar areas to those used to organize departures traffic today.  Aircraft will be at altitudes above 10,000 feet when they reach these departure gateways. Departure gateways and tracks used by aircraft departing any runway. 11 gle earth 2016 I3 gle age 534 Copemiousu .J How to provide your feedback:   Complete our online feedback form here. The consultation period runs until April 2, 2017. Attend one of the following drop-in consultation events: March 8, 2017 – 6:30 to 8:30 p.m. Headingley Community Centre 5353 Portage Ave Headingley, MB R4H 1J9 March 18, 2017 – 1:00 to 3:00 p.m. 2935 Pembina Highway Winnipeg, MB R3T 2H5 March 9, 2017 – 7:00 to 9:00 p.m. Valley Gardens Community Centre 218 Antrim Rd Winnipeg, MB R2K 3L2 Please contact service@navcanada.ca if you have any questions about proposed changes. We’ll do our best to respond within three business days. THANK YOU