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Legacy Designs and RNAV Alternatives

There are literally 000's of Non Precision and Circling approaches around the world ? many are historical, and rarely if ever flown, others are in daily use. The Aviation Industry has recognized the importance of replacing these ?legacy' procedures if CFIT and other safety initiatives are to be succ

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Legacy Designs and RNAV Alternatives

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    1. Legacy Designs and RNAV Alternatives Operational Considerations on the design of existing Circling and other Non Precision Approach procedures and the implications and issues relating to RNAV alternatives

    2. There are literally 000s of Non Precision and Circling approaches around the world many are historical, and rarely if ever flown, others are in daily use. The Aviation Industry has recognized the importance of replacing these legacy procedures if CFIT and other safety initiatives are to be successful in the meantime!

    3. Each circling situation is different due to variations of runway layout, weather conditions, aircraft configuration etc it is not possible to cater for every situation However! JAR FCL LPC Mandatory item since 1st Jan 2000 A Circling approach is a visual flight manoeuvre used if the final track of the let down diverges more than 30deg

    4. Provision of these procedures verge on a designer Cop Out We cant get you in there any other way its up to you guys, thats what you are paid for -go earn your money!!

    5. Operators have to implement SOPs, provide relevant documents and train their crews if they wish to utilise these procedures or elect not to fly any! In the absence of alternatives that is commercially unrealistic

    6. The UK CAA says: It is recognized that circling a large modern Jet transport at low altitude or in poor visibility is a situation which is best avoided whenever possible i.e. wed rather you didnt but !! (and by the way if you do make sure you get it right)

    7. Unfortunately, even in 2001, it often isnt! Who would have thought that after putting a man on the moon in the late 60s, we would still be flying the same procedures over 30 years later! and arguably still making the same mistakes over and over again.

    8. JAA AOM Lowest Minima CAT C MDH 600/2400m CAT D MDH 700/3600m FAA MDH 1000/3sm

    9. DEFINED AREA USA CAT C 1.7nm/CAT D 2.3nm JAPAN CAT C 2.0nm/CAT D 2.5nm PANS-OPS CAT C 4.2nm/CAT D 5.28nm

    10. Prohibited to descend below circling minima until the Landing RW threshold has been identified, and the airplane is in a position to continue with a normal ROD and land within the touchdown area

    11. LHR/AMS Circling to all runways yet ILS available to all runways MUC/BRU Circling removed When you start to look it is amazing how many differences there are around the world!

    12. The Aviation System Is Complex But we have to keep in mind that the world is a complex place, and that the air transportation system involves a culturally diverse group of humans operating and maintaining it. There are over 16,000 airplanes -- both Eastern and Western-built -- operated by over 150,000 flight crew members and maintained by over 240,000 maintenance personnel around the world in over 200 countries. It is a tribute to all of you -- and the rest of the aviation professionals around the world -- that we have as safe a system as we do. But we have to keep in mind that the world is a complex place, and that the air transportation system involves a culturally diverse group of humans operating and maintaining it. There are over 16,000 airplanes -- both Eastern and Western-built -- operated by over 150,000 flight crew members and maintained by over 240,000 maintenance personnel around the world in over 200 countries. It is a tribute to all of you -- and the rest of the aviation professionals around the world -- that we have as safe a system as we do.

    13. Safety Responsibilities are Shared Among the Industry and Governments This is a team effort. No one of us, nor any one segment, can succeed alone. What these activities all have in common is that they bring together all segments of our three-legged stool. Each of us in the industry have our unique responsibilities as well as specific expertise that we bring to these safety improvement efforts -- but none of us does it alone. For example, building safe and reliable airplanes is a long tradition that Boeing is proud of -- but we couldnt succeed without the help of you. Our safety enhancements are based upon the input and guidance we receive from our airline customers, and the regulatory agencies challenge us to ensure we meet or exceed our standards. The bottom line is that none of us can succeed in reducing accidents by acting alone. This is a team effort. No one of us, nor any one segment, can succeed alone. What these activities all have in common is that they bring together all segments of our three-legged stool. Each of us in the industry have our unique responsibilities as well as specific expertise that we bring to these safety improvement efforts -- but none of us does it alone. For example, building safe and reliable airplanes is a long tradition that Boeing is proud of -- but we couldnt succeed without the help of you. Our safety enhancements are based upon the input and guidance we receive from our airline customers, and the regulatory agencies challenge us to ensure we meet or exceed our standards. The bottom line is that none of us can succeed in reducing accidents by acting alone.

    14. NICE AIRPORT or maybe not so nice , even a bit nasty! Good Infrastructure Navaids,Radar, ILS & Parallel Runways Dense/Mixed Traffic Coastal Airfield High Terrain to North Extremely Noise sensitive Mostly good weather Commercially important

    18. NOT True RNAV just an overlay coded appropriately so it flies like one! golly has anyone told the aircraft

    19. Design Issues -potential to be neither one thing nor the other CDA intermediate level offs and MDA Missed Approach Procedures Baulked Landing Turn onto finals minimum stabilized altitude Position accuracy - GPS sensors available or not? A/C AFDS & FMS Anomalies v SOPs Pilot Work round procedures Flight Crew and ATC Training Waypoint naming

    20. Benefits real deliverables (in the absence of a purpose designed RNAV) Fully auto-coupled approach Lateral and vertical guidance to T/D Comparatively Low Workload Repeatable ground tracks The Plane taking the strain Less stress for ATC Enhanced safety Compatibility with existing procedures Proof that it works in a low risk environment Sooner or later it can be become RNAV lower minima etc

    21. COMING SOON TO AN AIRCRAFT NEAR YOU NEW Vertical Situational Display Enhanced situational awareness

    22. And Finally Technology continues to challenge old ways of working, and offers NG solutions Overlays are fine but there is nothing like the real thing! The capability built into modern jet transports is so enabling - yet flight operations are continually compromised by legacy procedures and practices.

    23. RNP RNAV Flying into the 21st Century

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