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!!!