Meeting notes from CAA PBN Industry Forum Date: 18 November 2009 Venue: Club Room Auckland Intl Airport Domestic Terminal. Organisation.

Transcription

1 Meeting notes from PBN Industry Forum Date: 18 November 2009 Venue: Club Room Auckland Intl Airport Domestic Terminal Attendees: Name Phil Kirk Phil Hickman Steve Kelly Bob Fletcher Phil Stevenson Marty Tullemans Rob Irwin Qwilton Biel Kelvin Sissons John Lenaghan Allan Brown David Gollop Steve Petersen Denis Hoskin Ross Gillespie John Wilson Stu Julian Dennis Millington Nick Petkov Russell Thorne Mark Carter David Lampen-Smith Alistair McLachlan Simon Clegg Mike Haines Shannon Scott Wayne Blythe Organisation Jetstar Pacific Blue Airways NZ AIA Air Nelson Eagle Air NZ Airports Assn NZALPA NZALPA IFALPA Auckland Airport Wellington Airport Gliding NZ Air National JetConnect Sport Aircraft Assn 1

2 Section A: Fleet equipage section Air NZ Five fleets of different aircraft types to be managed in relation to PBN implementation. B733 Six of the fifteen are RNP AR capable. The remainder will not receive any upgrade investment due to their planned replacement with AR capable A320s. Selected / RNP AR trained crews operate the ZQN route and instrument approach procedures. A320 B763 B772 B744 B787 All twelve are fully RNP AR capable with selected crew AR trained now. All crews will be AR trained and the FMS will be upgraded to step3 for RNP AR operations below RNP 0.3. Crew training and operational capability will be completed by April Also expect to begin using the RNP AR procedure for NZRO in April No RNP Approach capability and no GNSS installed. Upgrade plan for avionics to meet the Australian mandate for ADS B by All eight aircraft are RNP AR capable and when B773 arrive they will also be RNP AR capable. Assume all crews are qualified to use capability. All aircraft are RNP Approach capable and crews trained but tend not to use this capability. They normally operate to ILS equipped airports and prefer this approach. When they enter service all aircraft will be RNP AR capable (next generation of avionics with improved HMI). Refer to Air NZ Power point for details of change. ATR 72 All eleven aircraft are GNSS equipped with single TSO 129 navigators but they can easily accept a second box. So they are capable of Enroute RNP2 and Approach RNP1. The company is investigating upgrade options and needs clarity around the requirements needed in the near / medium term. Manufacturers have indicated that TSO 145 / 146 navigators will not be available till Honeywell confirm that they will not have a 145/146 unit available to the ATR before that date. Researching equipage for 2018 ATR replacement. 2

3 Air Nelson DH8 Q300 All twenty three aircraft are fitted with TSO 129 navigators and like Mount Cook are investigating their options for avionics upgrade paths. Pacific Blue B738 NGs All aircraft are RNAV and RNP capable but have no sat comm or CPDLC capability (for Oceanic Ops). The aircraft are Mode S and ADS B capable and will be upgraded to have NPS (navigation performance scale) integrated by early Jetstar A320 All aircraft lack RNP AR certification and have no CPDLC capability at the moment but the step3 upgrade pack is expected by December 2009 which will bring the fleet up to RNP AR capability. All aircraft have ADS B and certified to Australian standards. Jet Connect Currently operating mixed fleet of B734 (4) and B738 (3) B734 B738 Same issues as the Air NZ B733. No upgrade planned for existing aircraft. Will be replaced by more B738 in early All B738 are RNP AR and ADS B capable (already CASA certified) but will not receive Sat Comm and CPDLC till Crew RNP AR training to be completed by first quarter 2011 Note: Qantas raised the issue of alternate airport nomination with the current restrictions on GNSS (Part19D?). If the HN VOR was removed they would be penalised in terms of fuel weight required to reach a conventionally serviced approach airport. Pacific Blue representative endorsed the comment as it impacts their operation as well. Solutions: remedy rule limitations or retain HN VOR till issue is resolved?? Eagle Air B1900D All aircraft are equipped with dual KLM90B (with manual inputs). These are not supportable long term. The existing navigators are TSO 129 compliant. Good reliability of GPS on operations in Wanaka. Gliding NZ Comments: Requested that consideration be given to the limited power supply capability in all gliders operating in NZ. Most cross country gliders have GPS and Mode A/C transponders and some newer models may have or are getting Mode S as they become price competitive. 3

4 Cross Country Glider pilots equipped with GPS generally have a good awareness of airspace boundaries and modern GPS moving map technology is becoming more common. The moving map technology in gliders is outside of the TSO standard and manufacturers are unlikely to upgrade until a market exists. The coding of glider airspace files is done on a volunteer basis and the ability to accommodate periodic co ordinate changes needs to be more automated from the website. GA (Non commercial) Many South Island gliders use FLARM for glider traffic avoidance, especially in Mountain Wave conditions. Flarm is not compatible with mode A/C transponders for collision avoidance. Need more details of this feature? See There was some discussion about the low cost GPS and transponder required to output ADS B data but more research is needed to validate real options that meet the performance standards of DO260A /B. One mode S transponder mentioned was a Trig TT21 from a UK based company. More research required. See avionics.com/products.html Comments: Main issues for this group are: a) The non recoverable costs for any new avionic installations and there operating costs. b) The physical space limitations in the cockpit for installations. GA (Commercial) Most operators have a single TSO129 navigator. 4

5 Section B: General Comments from final discussion Stu Julian IFALPA Issues to note: Mis understanding exhibited between terms such as RNP and RNAV Recognition of the PBN Manual v3 existed and that a newer edition is due next year, Changes/updates in terminology from ICAO in general but also specifically where Constant Descent Approaches (CDA) will change to Constant Descent Operations (CDO) Confusion about airplane capability such as a single GPS unit getting advocated as providing RNP en route and approach capability when in fact it helps to provide RNAV capability. From an IFALPA point of view the summary of the three high level points are: 1. Aviation safety is the prime and top priority and will always be more important than the environment 2. Harmonization, with ICAO for the all the current and evolving documents (including SARPS and PANS) as it unfolds in this lifetime journey of ATM is accepted by all partners. 3. Recognition that NZ can benefit from the work of partner industries and developed States, such as Australia, the USA, and Europe with their programs of SESAR and NextGen. Bob Fletcher (Air NZ) TMA airspace the integrity of coded data in FMS needs to be addressed. Crew Training needs to go back to basic pilot training to ensure a sound understanding of data management, charting standards and symbology. Colour coded maps AIXM will support improvements in mapping. Dennis Hoskin (Airports Association) Need to clarify terminology when referring to RNP approach types: a) RNP AR Special These are operator and aircraft specific. They require specific training and operational procedures that address airport specific operational issues. b) RNP AR Public These are designed to ICAO aircraft categories (Cat C/ D etc) with associated minima. c) RNP APCH (RNAV/GNSS) Bob Fletcher a) Non terrain challenged RNP AR should be public. b) Pilot training/ licensing should specify instrument approach category approval. Steve Kelly Regarding Augmentation: Recommends that we monitor developments. There are no immediate near term benefits. Augmentation would improve some approach applications. 5

6 Simon Clegg Regarding Augmentation: There may be advantages from local augmentation systems (GBAS) that are beneficial to more than one mode of transportation and these could be funded as part of national transport infrastructure projects so that the cost burden is not confined to one section of transport industry. What needs to do: PBN Definitions Aircraft Equipage mandate Ground Infrastructure Equipage mandate ATM Separation requirements Airspace Designation and Policy Contingency for PBN Training requirements Surveillance requirements Classification Matrix (as per CASA) Definitions\Abbreviation Form on PBN Site ICAO Separation Panel Work Airspace Plan Uploaded onto PBN Site All presentations including the list of Issues to be addressed are at: 6