ICAO PBN Symposium Montreal - October Captain Johnny Woods Head of Flight Operations & Chief Pilot

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Gervais Baldwin
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1 ICAO PBN Symposium Montreal - October 2012 Captain Johnny Woods Head of Flight Operations & Chief Pilot

2 Approach Alan Stealey, in his keynote address has identified most all of the benefits of an RNP-AR project and explained why we should be embarking on implementation of this technology. My main focus will be on the challenges and difficulties of implementing such a program in the developing world.

3 IATA View RNAV (GNSS) at all Airports, RNP-AR only where necessary SAA View RNP-AR is the most significant technology enhancement in terms of Air Safety and Efficiency for Africa since ACAS. It is our vision to deploy it throughout the entire African element of our Route Network

4 Dakar Cotonou Abidjan Accra Lagos Pointe Noir Douala Brazzaville Bujumbura Kinshasa Luanda Windhoek Entebbe Kigali Nairobi Lilongwe Lusaka Blantyre Dar es Salaam Harare Antananarivo Maputo Mauritius Johannesburg Cape Town Durban

5 What drives this approach? An Operator s safety strategy cannot be passed on to the Regulator. Cost of an RNP-AR procedure is little more than a RNAV (GNSS) procedure, once the initial implementation work is completed. In Africa, airborne self-sufficiency is essential. RNP AR is close to an ILS substitute Precise lateral & vertical guidance through the SID, STAR, Via/Approach Transition and Final Approach to and from any runway end is a unique safety/efficiency characteristic of RNP- AR. Only RNP-AR (RF Legs) can provide the business case (approx 8-12 month payback period).

6 What are the Conceptual Challenges? Convincing multiple Regulators, ANSPs and Airport Operators that RNP-AR operations are feasible when:- There is little or no knowledge of the subject. Advanced technology operations have traditionally been handled on the Continent by reducing all operations to the lowest common denominator. Airspace infrastructure and ATC proficiency is challenging. Mixed operations require maturity and will be resisted by many stakeholders.

7 SAAs Strategy. Select an expert Procedure Design and Implementation partner. Select a domestic Airport with a relatively high movement rate and design/implement a multiple runway Proof of Concept project. Include local Regulator, ANSP and Airport Operator training, incorporating theory, procedure design, operation approval and mixed operations management. Persevere through implementation challenges and stabilize RNP-AR operations.

8 SAA s Strategy (cont d). SAA chose to do our original project at Cape Town International Airport as: SAA has around 30 flights in and out and the airport per day CPT has some terrain and noise challenges. It has seasonal inclement weather patterns. It has a good mix of Airline, Corporate and General Aviation Traffic. It has a mix of runways served by Cat II/III ILS approaches and those which currently have no instrument departure/approach capability at all.

9 Existing procedures RNP AR Procedures RNP AR Benefits RNP AR APP CONV APP CERES arrival - RWY 01 Miles Savings = 19NM RWY 01 CONVENTIONAL vs RNP AR

10 Existing procedures RNP AR Procedures RNP AR Benefits CONV APP RNP AR APP CERES arrival - RWY 19 Miles Savings = 16 NM RWY 19 CONVENTIONAL vs. RNP AR APPROACH

11 So that s the good news! Now lets look at the challenges and difficulties

12 What have we experienced? SURPRISES!!!! Although AFM says aircraft are RNP 0.3 compliant, SB not implemented $91,000 per airplane. Although RNP-AR training is based on Lateral Deviation scales being available, they are not in the RNP 0.3 software package. To obtain them must buy the RNP 0.1 package - $135,000 per aeroplane. Mutually exclusive. A project that we estimated would take us 9 months to complete eventually will have taken over 2 years.

13 What have we experienced? (Cont d) FRUSTRATION!!! Delays in delivery of FMS software upgrades. Costly and slow delivery of Simulator upgrades. Despite taking the CAA though Regulatory approval process training, they have been very slow in issuing Operational Approval. Procedures were designed by an Approved Provider and the output were checked and approved by a major Regulatory Authority, the local Regulator has insisted that law requires them to check the design. 11 months later we are told that the Regulator does not have the capability to do so.

14 FRUSTRATIONS(Cont d) Incredible resistance to change from ANSP. (Radar Vectors/Landings) SAA funded training of Controllers by experts yet the number of subsequent barriers raised have been immense. Despite the ability of hi-tech aircraft and crews to manage time very accurately, there is widespread disbelief that mixed RNP-AR and Conventional operations are feasible until entire fleet has capability. Significant resistance from non-capable operators despite emphasizing that RNP-AR by SAA will not disadvantage them.

15 CONCLUSIONS. Almost all resistance is artificial. Anything that has great value is not easy to achieve. The end of Phase 1 (Cape Town project) is in sight. Phase 1 is the most difficult. With the experience of Phase 1, most of the one-off hurdles have been cleared. The technology is so convincing once it has been seen in practice, we are convinced that perseverance will pay off and the resistance will fall away. Once the South African CAA, ATNS and Airport Operator ACSA have had the experience they will become promoters of the technology, and dealing with foreign stakeholders will be considerably easier.

16 Finally. This is not difficult stuff, just different The more we are involved, the more we are sure that we are on the right track. The African aviation environment is full of challenges and risk. (AFI accident rate 4 times that of US/EUR) so early implementation is essential. Providing our crews with the ability to have precise lateral and vertical guidance to any runway end on our Regional Route Network independent of Ground Infrastructure has to be worth the pain. In these difficult times of astronomical and increasing energy costs, RNP-AR departures, arrivals and approaches provide possibly the most significant new cost compression opportunities available to Operators.

17 SO: Is RNP-AR the much sought after Silver Bullet to attack Africa s poor safety record AND significantly reduce operating costs? It looks like it may be close to it But it is not going to be easy

18 THANK YOU QUESTIONS?

Honeywell.com PBN Concepts Krakow, Poland

Honeywell.com PBN Concepts Krakow, Poland PBN Concepts Krakow, Poland EPKK (KRK) Current Operational Environment Current Operational Environment : Runways: 07/25 8,366 ft (2550m) Approaches: ILS or LOC 25 RNAV (GNSS) 07, 25 VOR 07, 25 NDB 25 Departure