presented by ross mccullum ridgeair ltd · 2018-04-11 · how does this affect the legacy aircraft...
TRANSCRIPT
Presented byRoss McCullum
RidgeAir Ltd
Understanding it all
Key Requirements
Equipment- The right “TSO”
Certification
Installation
Maintenance
Pilot Training- Current Holders- New Ratings
Part 135 RNP/Operations Manual
Satellite GPS Navigation
Integrated DME/DME System
Inertial Navigation System- IRU
or
Any one or a combination of all three
I will be discussing RNAV Operations using stand alone GPS
Use of GPS in the early days
GPS rated pilot (additional aid)
No allocated ICAO Specification on rating
Aircraft was issued with an IFR GPS Radio Approval 2129 (Legacy Approval)
No allocated ICAO Specification on radio approval
RNAV Specifications RNAV 1 Approved aircraft and legacy RNAV 2 Approved aircraft and legacy RNP 1 Approved aircraft only
RNP Approach- Chart named as RNAV GNSS Approach –Approved and legacy
The term RNAV GNSS is largely a naming issue and is expected to be resolved by 2022
RNP AR- Approval required
Approach 0.3nm
Terminal 1.0nm
En-route 2.0nm
Automatic or Manual adjustment
Remain within half scale deflection
GPS – The American Satellite Constellation
Glonass- the Russian System
Gallileo- The European System
All systems combined is now known as GNSS
A lot of confusing information
So What is RAIMReceiver Autonomous Integrity Monitoring
GPS Talks to satellites and provides the Pilot with a position
RAIM is like a third party that checks and monitors the accuracy of the information provided to the pilot
The RAIM FunctionLooks for- Unhealthy satellites
Satellites not in the best azimuth –too high, too low
Compares the position shown by the GPS to the pilot to its own calculation of position
RAIM can exclude a faulty satellite if it has Fault Detection and Exclusion capability
RAIM will alert the pilot of:
Insufficient satellite coverage
The RAIM calculated position as compared to the GPS position is out of Limits (RAIM Limit)
Unhealthy satellite information
Mr RAIM is working
RAIM Warning
Integrity Setting (RAIM Limit)
Automatic in TSO 129/145/146
En-route 2nm
Terminal 1nm
Approach 0.3nm
Same as CDI Scaling except for TSO 129 =5nm
Required for RNP Operations Not required for RNAV1 & RNAV2 Operations
BUT!!!!!!!!!
If the RNAV specification is sourced from GPS
Then RAIM is required for both RNP and RNAV
RAIM is not required for DME/DME, IRU
IFIS Website for approach Phase
On–Board RAIM Check using GPS RAIM Function
Garmin GPSAUX page 2RAIM Prediction
FDE- Fault Detection and Exclusion
Future rules require FDE
The GPS can detect and exclude a faulty satellite from the navigation solution
Benefit- Less likely to get a RAIM warning
Earlier units TSO 129 only FD
More likely to get a RAIM warning
WAAS Units all have FDE capability
RNAV –Should use some form of CDI
MAP Display
XTE Field
RNP – Must use a CDI or Lateral display indicator
XTE cross track error
Deviation of aircraft off the required track
This is Not RAIM!
RAIM is not monitoring track made good vs required track
No light, bell or whistle
Remain within the PBN Tracking Tolerance for the phase of flight
Confirm the CDI scale is verified and set
ANP
RNP
ATC Provides:
PSR SSR
ADSB not available yet but is operational on testing for implementation
PSR and SSR _ terrain and traffic separation
M-LAT transponder based radar QN,DN,NV, and AA ground movements.
ICAO standard states:
RNAV1 & RNAV2 That Surveillance provides an added safety feature
Global reasoning for requiring surveillance is the non availability of RAIM
RNP OPS do not require surveillance support
Very confusing to many of us!
Current NZ Fleet all have some RAIM capability
RAIM is required anyway for all GPS based RNAV capable aircraft
RAIM is therefore required to do a GPS approach
RAIM is required for all RNP Ops
Surveillance not required
Where radar is not available in controlled airspace then these routes and procedures are classified as RNP not RNAV
Allows:
RNAV 1 Sids and Stars
RNAV2 enroute operations Q and V routes
May not use legacy approval for:
RNP specifications
SIDS and STARS requiring RNP1 capability
In addition
Pilot training and aircraft equipment approval for RNP Ops
Will need to:
Upgrade their equipment to comply with RNAV/RNP standards.
Write a new RNP/RNAV operation and procedures manual
Outline can be found in:
AC 91-21
ICAO PBN manual Doc 9613 (Good luck there)
RNAV 2 en-route “Q” Routes two way “y” one way
Conventional “H” and “V” routes can be used by RNAV aircraft
Conventional aircraft may not use RNAV routes except for exceptions
RNAV 1 SIDS and STARS available to both approved and legacy aircraft
RNP1 SIDS and STARS not available to legacy aircraft
Priority to RNP aircraft
AIRAC 2/18
Former RNAV1 SIDS and STARS now require RNP1
How does this affect the Legacy aircraft
RNP approaches Charted as RNAV GNSS, Legacy aircraft are OK
Previously, Legacy aircraft could fly the RNAV1 STARS
Now they can’t!
Use an alternative method to join the dots between the EnrouteRNAV2 phase and the RNAV GNSS Approach Phase
Expect DELAYS!!!!!
Same concept!
Previously legacy aircraft could fly the RNAV1 SIDS
Now they can’t!!
Use an alternative conventional departure
Expect Delays!!!!!
It is anticipated that RNAV SIDS and STARS will only be retained at:
Auckland
Wellington
Christchurch
All other controlled airports will be RNP1 required
ADSB is coming
PSR and SSR will be phased down
Operators should consider ADSB Compatible/upgradeable ADSB equipment if upgrading their aircraft GPS specification and equipment
Choose your equipment or have your current equipment certified
Have it installed correctly and certified to RNAV/RNP
Provide an ELA, have it approved
Create or amend your MEL, have it approved
Provide a software configuration management plan (Avionics installer should help you)
Write a PBN Operations and Procedures Manual (Good LUCK)
Have it approved
Amend your exposition
Fill in lot’s of forms
Complete pilot training and/or certification
Receive your approval and new Ops Spec
PAY All the BILLS
Go Flying
The End Pheew!!!