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5. Procedure Conditions
5.1 The procedure will be limited to meteorological conditions equal to or better than a visibility of 10 kms and cloud ceiling of 1500 feet, and with a minimum recommended headwind component of approximately 10 knots.
5.2 The procedure will be conducted by day only.
5.3 Reduced separation will only be applied between pairs requiring no wake vortex separations, i.e. weight category of the leading aircraft is the same or less than the trailing aircraft.
5.4 Heavy wake vortex category aircraft and B757's are permitted to participate only when following smaller wake vortex category aircraft.
5.5 Reduced radar separation will be applied to ILS approaches only, within 15 NM from touchdown on the ILS localiser or on a closing heading for the ILS localiser.
5.6 Reduced radar separation will be applied to in-trail stable flight profiles under rigid speed control to 4 NM from touchdown, and must be stabilised 2.5 NM apart on approach by 8 NM.
5.7 Transfer of control of inbound aircraft will be deemed to take place at 4 NM DME, transfer of communications may take place prior to this point. Final approach may be monitored on the Aerodrome Traffic Monitor (ATM) radar in line with existing procedures. However, the weather limits are such that the ARR Controller can visually monitor and apply visual separation to any aircraft that have passed 4 NM DME.
5.8 Runway and runway exit points must be visible from the tower.
5.9 The procedure will be suspended when wind shear is reported
5.10 The runway is to be dry
5.11 This procedure does not apply to parallel approaches.
5.12 To meet the required accuracy the approach radar should be located on the airport. The ATM and approach radar's must therefore display either the Heathrow 23 cm radar or the Heathrow Watchman. The radar displays must be continuously and stringently monitored.
5.13 The radar should have a minimum 15 rpm/4 second update rate and the accuracy of the radar and display processing must be assessed for magnitude of errors in displayed separation.
ANNEX 3 Attachment D
Airport VIENNA
Example of Operational Procedures to Implement 2.5 NM
Radar Separation on Final Approach
1. Introduction
The procedures are applicable for the runways 11 and 29, and are applied exclusively for arriving aircraft on the final approach track within 10 NM of the landing threshold provided that the radars SRE/MSSR Vienna-Schwechat or MSSR East are in operation and in use.
2. Radar separation minimum
A radar separation minimum of 2.5 NM may be applied between two arriving aircraft, provided :
a) the preceding aircraft is not a B757 or of a heavy type, and the succeeding aircraft is of the same or higher wake turbulence category;
b) both aircraft are established on the final approach track;
c) braking action is reported as good and runway occupancy times are not adversely affected by runway contaminants such as slush, snow or ice;
d) the aerodrome controller is able to observe, visually or by means of surface movement radar (SMR) the runway in use and associated exit and entry taxiways;
e) aircraft approach speeds are closely monitored by the controller and when necessary adjusted so as to ensure that separation is not reduced below the minimum;
f) pilots have been made fully aware of the need to exit the runway in an expeditious manner (“After landing expedite vacating runway, + inbound
+ traffic behind”);
g) runway occupancy time of landing aircraft of 50 seconds or less is achieved.
ANNEX 3 Attachment E
Airport FRANKFURT
Calculation of runway occupancy times at Frankfurt Airport
1.
The Federal Administration of Air Navigation Services is currently examining in how far the separation minima between arriving aircraft can be reduced under certain circumstances. Separation minima of 2.5 NM for approaches were taken as a basis. One precondition is a runway occupancy time of 50 seconds or less.
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