rise in portugal: what’s the story? meetings seminars and workshops/pbn... · rise in portugal:...

RISE IN PORTUGAL: WHAT’S THE STORY?

August 25th, 2015

Antonio Cardoso (ANAC) Carlos Barros (TAP Portugal)

Joao Mata / Victor Estrela (NAV Portugal) Christelle Ledauphin (Airbus ProSky)

© AIRBUS ProSky S.A.S. All rights reserved. Confidential and proprietary document.

What is RISE?

30/09/2014 Airbus ProSky Corporate Presentation

Horta

Madeira

Nice

Ajaccio Corfu

Iraklion

Mykonos

Santorini Larnaca

Paphos

RNP AR approach RNP approach RNP1 to ILS approach RNAV Visual approach


What is RISE?


CAA Cyprus

CAA Greece

INDUSTRY

ANSPs

AIRLINEs


RISE in Portugal: What’s the story?


1. The Portuguese challenge: examples of Madeira & Horta

2. Kicking off the project

3. Designing the procedures

4. Validating the procedures

5. Flying the procedures

6. Future PBN developments in Portugal

Horta

• Nearby High Terrain constraints • Conventional procedures

Madeira

All procedures are completed with long and non-stabilized visual segments

Why did NAV Portugal join RISE project?

• RISE is an opportunity to gain experience in RNP AR.

• Expected benefits in Madeira and Horta:

- Enhance safety by providing fully repeatable and managed procedures - Improve airport accessibility, by lowering approach minima and thus reducing weather

related diversions

• Sharing knowledge: - Opportunity to work with a major aircraft manufacturer


2. Kicking-off the project

The story started in November 2014…


Data surveys in Madeira and Horta (ICAO 9906 Step 2)

First conceptual designs Kick Off Meeting with all stakeholders

(ICAO 9906 Steps 3 &4)




RNP

NAV Portugal

Airspace planning, Air traffic control

Airbus Airbus ProSky

RNP proc. design & related documents

Operators

A/C retrofit, training, Ops manuals &

procedures update FDM

ANAC Publish

standards/regulations, RNP procedure validation

& operational approval

Documentation A/C RNP

airworthiness certification




• Project objectives • Regulation basis • Aerodrome data • Obstacle data • Conceptual design



Beginning of 2015, procedure design work started… (ICAO 9906 Step 5)


• Procedure design criteria: ICAO DOC 9905

• Due to the terrain challenging environment in Madeira & Horta, procedure designer had to deviate from these criteria.



FROP height is 191ft above LTP ICAO recommendation : +492ft, for flight stabilization purpose

OCA/H RNP 0.1 & 0.2 & 0.3 not aligned with runway centreline (i.e. before the FROP)

ICAO recommendation : OCA 50 sec after the FROP (missed approach less than 1). Justification: execution of a missed approach in turn is considered to be a tricky manoeuvre as the basic aircraft guidance in the go-around is “keeping track”


OCA RNP0.1

OCA RNP0.2

OCA RNP0.3

Mitigation means: Pilot evaluation (Simulator)

Automatic Nav mode in Go Around function, or adequate flight crew training

FOSA item




Bank angle 20° in the missed approach RF (Maximum as per ICAO recommendation for missed approach: 15°)

Mitigation means: Auto Pilot capabilities:

- With AEO, up to 30°

- With OEI, bank angle may be limited

down to 15°. But in this case, calculated bank angle with a more realistic TAS (160kt instead of 224kt) gives 13°.

FOSA item



Approving RNP AR in Madeira • National Regulation Instrument Flight Procedures Approval Process only addresses PANS OPS 8168

Vol II; • New Regulation to allow Instrument Flight Approach Procedures RNP AR (Doc 9905);

• Approval process : Air Navigation Department from technical design side, criteria, parameters, etc. Operations Department: pilots point of view. Both must agree to have the IFP published; Final Report from the Authority.

• How are the deviations managed? - FROP in Madeira, the issue! - Report from simulations in Toulouse, propose mitigations. - Reports from crews during live trials => Are the mitigations valid?

• Deviation from Doc 9905: Documented, Reported, Analysed specially from Operations side, Accepted





During Spring 2015, first simulator sessions (ICAO 9906 Step 9) VIDEO RISE MADEIRA RNP AR Procedures:



• Test means: FFS (Full Flight Simulator) and Engineering Simulator

• Test objectives: Correct display of the procedure on ND & MCDU, Energy management Bank angle monitoring Cross track monitoring No TAWS (Terrain) alert

• Testing conditions: normal and worst case conditions (wind, temperature, OEI, ...).


During Spring 2015, first simulator sessions (ICAO 9906 Step 9)




May 2015, final validation session in Toulouse June 2015, final review in Lisbon

July 2015, Madeira RNP AR procedure published in SUP AIP!




LPMA short final RWY 05 view

LPMA RWY 23 view

LPMA – FNC – MADEIRA

LPMA is considered an aerodrome category C, and requires extra operational considerations due to unusual runway characteristics, meteorological conditions and performance limitations.




Madeira




LPHR – HOR – HORTA

LPHR is an aerodrome with a very short runway and local weather phenomena causing variable winds and turbulence, and thus requires the adoption of special training and operational procedures

LPHR RWY 28 view

LPHR RWY 10 view




Horta



CONDITIONS FOR CONDUCTING RNP AR RISE TRIALS APPROACHES • The Flight Plan submitted to ATS should have in item 18: “RNP AR APCH FLIGHT

TRIAL ”; • ATC shall be previously notified by the Commander in order to be able to approve

the approach; • Approaches shall be flown, making use of lateral and vertical managed guidance

(FINAL APP mode) and flown using the AP and FD; • The use of AP in command down to MDA is recommended; • GPS PRIMARY shall be displayed ; • Daylight is mandatory. • In order to allow the flight crew to maintain visual meteorological conditions (VMC)

when flying at or below the MSA, the weather conditions shall be equal to or better than: Ceiling - 3.000 feet; Visibility - 10 km.





FLT PLN MODIFICATIONS

• Manual Entry of WPTs trough coordinates within terminal area is not allowed; • Lateral Modifications to the FLT PLN from FAF to MAP are not allowed: • Altitude Constraints Modifications from FAF to MAP are not allowed:

• "DIRECT TO" or "RADIAL-IN" to IF is allowed provided the resulting track angle does not exceed 45º, preventing the aircraft to be laterally stabilized before FAF;

• "DIRECT TO" FAF is not allowed.

FLT PLN Difference between MCDU and RNP AR IAC

1º dif. Lateral track difference 0.1º dif. vertical profile difference

EPU Limits (Estimated Position Uncertainty) Checked on MCDU PROG page

1.0 nm for the Initial, Intermediate and GA segments 0.3 nm for the Final Approach segment

ALTIMETER differences (1) 100 ft

LATERAL Limits Checked on ND (XTK error)

0.5 nm for Initial, Intermediate and GA segments 0.15 nm for the Final Approach segment

VERTICAL Limits Checked on PFD

VDEV ± 75ft (3/4 dot)

(1) Before the FAF, with QNH inserted.

LIMITATIONS




PROCEDURES

PRE FLIGHT • The authorized Commander should contact the Flight Dispatch Supervisor

in order to advise LPMA ATC that a RNP AR RISE Trial APCH will be requested.

PRIOR TO APP • Check WPTs, WPTs sequence, Track and Distances and Vertical Path

angle, between Database and Published Chart; • Check GPS PRIMARY; • Check QNH;

• Check Temperature Limits for APP (Compensate as appropriate – QRH PER- I Misc);

• Review RNP AR limits; • Check Briefing Notes for operational info related to APP; • Insert RWY Threshold on PROG page;

• Insert on MCDU, Progress page [6L] REQUIRED prompt, the required navigation accuracy level (minimum 0.3);

• AP and ATHR should be used for the APP.

DURING APP • Check FAF as a TO WAYPT and be Laterally Stabilized; • Check RNP limits on FMGC; • Stabilize on Procedure initial Altitudes and check Altimeters;

• Check Altitudes and Distances when on Glide (PNF checks distance to THRSHLD on PROG Page);

• Check Lateral and Vertical navigation limits during APP; • Deviation Callouts:

o V/DEV” - 50ft (1/2 dot on PFD)

o “XTRACK” - 0.1 nm (on ND)




ABNORMAL / CONTINGENCY PROCEDURES The Flight Crew should notify LPMA ATC for any failure affecting RNAV capability during Approach or Go Around.

For navigation failures during GA fly the GA track as closely as possible or radar vectors according to ATC Clearance.

Situation awareness must be maintained especially for Altitudes and Terrain during APP and Go Around.

Apply EGPWS escape maneuver for lack of navigational awareness and whenever deemed necessary.

EVENT AFTER FAF ACTION

Any (Lateral / EPU / Vertical / Altimeter) limit exceedance

GO AROUND, if external visual references are not sufficient to proceed visually.

GPS Primary Lost GO AROUND, if external visual references are not sufficient to proceed visually.

FM/GPS POS Disagree GO AROUND, if external visual references are not sufficient to proceed visually.

DU INOP PF side:2 DU must be operative (PFD;ND). PM side: At least 1 DU must be operative (to enable temporary display of ND information through the PFD/ND switch).

Loss of APP FINAL mode Reengage FCU APP pb; if unsuccessful GO AROUND if external visual references are not sufficient to proceed visually.

NAV accuracy downgrade on both FMGS


Lateral Dev>0.15 NM (on ND) GO AROUND, if external visual references are not sufficient to proceed visually.

Vertical Dev± 75 ft GO AROUND, if external visual references are not sufficient to proceed visually.

EPU>0.3 NM (on MCDU PROG pg)




Flying RNP AR

First trial flights in September 2015.




Flying RNP AR

Benefits:

- Enhance Safety by providing fully managed procedures.

- Reduce number of diversions due to weather by lowering approach minima

- Reduce fuel consumption through optimized lateral and/or vertical paths.


Future PBN developments in Portugal

• Spreading RNP AR implementation Depends on aircraft/crew capabilities

• RNAV VISUAL Implementation

Visual operation with waypoint guidance

Predictive maneuvers Alternative to “cloud break” approaches

Constraints Lack of global regulation

Need for ICAO support


RISE Project in Portugal Any question?

rise in portugal: what’s the story? meetings seminars and workshops/pbn... · rise in portugal:...

Documents