Approach 15 Australasian PBN Forum. Flight Deck Equipage to Enable CNS/ATM

Transcription

1 Approach 15 Australasian PBN Forum Flight Deck Equipage to Enable CNS/ATM

2 Contents Australian CNS / ATM mandates Regulatory Structure Installation Considerations Continuing airworthiness consideration Minimum Equipment Lists Human Factors in the automated flight deck

3 Date Australian CNS / ATM Mandates Requirement* 12 Dec 13 All aircraft operating at or above FL290 require ADS-B. 6 Feb 14 All IFR aircraft new to the Australian register require GNSS and ADS-B. Existing aircraft modified after this date must install equipment that meets the CAO requirements. TSO C145a, C146a or C196a GNSS. ADS-B & Mode S Transponder. 4 Feb 16 All IFR aircraft require GNSS. Aircraft operating in Class A, B, C or E airspace or above 10,000 feet in Class G airspace in the quadrant 500 NM north to 500 NM east of Perth airport require ADS-B. Aircraft operating at Brisbane, Sydney, Melbourne and Perth airports require an ADS-B capable Mode S transponder. 2 Feb 17 All IFR aircraft require ADS-B. *Refer to CAO for full details of the requirements.

4 Operation Aerial Work & Private Charter & RPT Mode S Transponder Equipment Requirements Equipment Required 1 TSO C145a, C146a or C196a; or 1 TSO C129 GNSS plus 1 TSO d ADF or VOR 2 TSO C145a, C146a or C196a GNSS; or 1 TSO C129, C145a, C146a or C196a GNSS plus 1 TSO d ADF or VOR. TSO C112a If Enhanced Surveillance DAPs are transmitted, they must meet ICAO Annex 10 requirements. ADS-B 1090 MHz Extended Squitter TSO C166( ) - RTCA DO AMC 20-24

5 Installation Regulatory Structure The PBN Manual contains the functional and performance requirements. The PBN Manual does NOT contain all requirements so cannot be used for certification. Refer Vol II Part A Section Airworthiness requirements are determined in accordance with Part 21. Continuing airworthiness requirements are an integral part of PBN compliance.

6 Installation Considerations The number of systems required depends on the navigation specifications intended to be used. Oceanic operations require dual systems. When dual systems are required, they must be independent no common mode failures. All airworthiness criteria must be complied with: Equipment and installation fit for purpose. Visibility of displays. Access to controls. Integration to flight displays, autopilot and flight director. System safety.

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8 BN-2A Modified Configuration DI AI EFD 1000 ASI ALT

9 BN-2A Final Configuration AI DI EFD 1000 ASI ALT

10 Visibility & Accessibility (Q300)

11 Visibility & Accessibility (F50)

12 Recommended Crossfill Configuration Automatic GNSS #1 GNSS #2 Manual

13 Power Supplies Reversionary Sources Main Bus #1 Battery Bus Main Bus #2 GNSS #1 GNSS #2

14 Continuing Airworthiness Continuing airworthiness is an integral part of PBN compliance. Avionics systems continuing airworthiness is generally weak. Installation designers tend not to provide adequate instructions for continuing airworthiness. 2X.1529 requirements are applicable to design changes! Software configuration management is a perpetual source of problems! Operators must have sound software configuration management procedures.

15 Minimum Equipment Lists Many MELs have latent safety deficiencies that stem from the Master MEL: Systems connected to reversionary power supplies are not required to be operative on despatch. Loss of comm or nav function is a minor failure condition (except oceanic). Loss of the comm and nav functions is a hazardous failure condition. Inertial systems are assessed as navigation sensors only. Inertials should be assessed independently as a primary attitude reference and a navigation sensor. Interconnected systems do not identify the effect on other systems. Operators and assessors need to consider the airworthiness and operational impact of failures.

16 Human Factors in the Flight Deck Recent accidents in aircraft with automated systems commonly have human factors issues. The primary role of the pilot is to manage the flight path. Automation tools may help the pilot fly the aircraft; they are not in charge. Accidents have indicated the inverse case. When things start going wrong, the pilot has not intervened. Installation design must consider the operation of the aircraft and the flight crew function. See FAA Human factors in automated flight decks report.

17 Mode Awareness & Mode Control Equipment and installation designs must continuously and unambiguously display active and armed control modes to the crew. New designs must address the automation human factors issues. Existing aircraft are what they are: Shortcomings in design need to be mitigated by training and procedures.

18 Multi-Crew Cockpits PF and PM must be able to carry out their duties independently. PF and PM need specific responsibilities for flight path management. Define what monitoring really means. What does the pilot actually do? Pilot vulnerability in automated cockpits: Pilots must be prepared and ready to intervene at any time.

19 Key Human Factors Issues Knowledge and training. Instructor training and qualification. Understanding the underlying systems. Practice and exposure. Flying the aircraft manually. Flight path deviation and off path management.

20 Summary Installations must meet the relevant airworthiness standards but must consider: Fitness for purpose. System safety. Human factors. System installation designs must be flight crew centric.

21 Questions?