chips presentation on bouchs aeronautical study
DESCRIPTION
"Presentation CHIPS Information Day organised by Skyguide, October 2013 Presenter: Philip Church of Helios [email protected] _______________________________________________________________________ Follow Helios via Linkedin, www.twitter.com/askhelios and www.facebook.com/askheliosTRANSCRIPT
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Performance Based Navigation
Assessing Safety in CHIPS
Philip Church, Helios
15th October 2013
Aeronautical Study for
Buochs
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Agenda
• Introductions
• Background to study
• Environment
• Approach
• The Procedure
• Hazard Assessment
• Key conclusions
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Background
• Requirement for an instrument approach procedure to
Buochs airport (LSZC) driven by main airport operator
Pilatus:
• PC6, PC7MkII/PC9, PC12 and PC21
• Buochs
• a former military aerodrome
• no instrument approach procedures to the aerodrome
• In times of a closed cloud layer, aircraft approaching must:
° perform an ILS approach to the nearby Emmen (LSME) military
airfield
° aborting the approach below clouds
° continuing VFR to Buochs
However, Emmen ILS only active during military hours
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Background - justification
• Variability of weather at Buochs means that without an
IAP, operations associated with test flights or the
arrival of aircraft for maintenance are restricted
• Publication will enable instrument approach procedures
to Buochs realising approximately 200 additional
movements per calendar year
• Availability would substantial improve the safety and
minimise the disruption to Pilatus’ business due to
weather
• Pilatus expecting up to 800 instrument approaches per year
• However:
• runway at Buochs not designated an instrument runway
• runway lighting not ICAO Annex 14 compliant
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Environment - Existing facilities
• Buochs aerodrome (LSZC) • Visual runway - 07L/25R, 2000m x 40m
• Elevation - 449 m / 1473 ft
• Blind transmissions - 134.125 MHz (TWR OPS)
• All flights need pre-authorisation
• TWR ATC provided. ATC in approach and arrival until transfer to tower either with Emmen APP or DELTA Zurich in the region of RONIX.
• Existing instrument procedures • Only for departure
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Environment - Changes introduced
• Lower minima
• Circling minima (3000 ft)
• LPV (630-940 ft)
• LNAC (860-920 ft)
• Instrument approach to fictitious runway
• Requirement for more controlled airspace to protect
aircraft on approach
• Increased ATC coordination – IFR/VFR
• AIP inclusion – new aerodrome responsibilities
• new processes
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Environment - IAP Options
• Traditional – straight in approach not possible due to
terrain
• Only RNAV approach possible would be an RNP AR approach
down to RNP 0.18 or less
° no Pilatus aircraft RNP AR certified
• Alternative:
• a Point-in-Space (PinS) approach
• followed by a visual segment to Bouchs
• Missed Approach Point (MAP) over Lake Lucerne (north of LSZC)
avoiding high terrain.
• However:
• current ICAO definition of PinS approach is helicopter only
• implementation would deviate from ICAO criteria
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Approach – ICAO requirements
• Under ICAO guidance, an aeronautical study should
then be performed to analyse the risk and prove the
safety of the approach procedure
• Essentially a FOSA – ATM aspects out of scope
• The aeronautical study need to specifically address:
• How the flight procedure is designed and implemented
• Whether the aircraft performance is sufficient for the
requirements of the procedure in normal and non-normal
configurations and
• Whether the flight crew procedures are adequately specified to
ensure acceptable safety both for normal and non-normal
situations.
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Approach – Scope of the study
• Study SHOULD NOT undertake a complete review of the
operations
• Study SHOULD analyse :
• Differences introduced through the flight procedure
• The potential impact that these operations may have on
standard cockpit operating procedures in normal and non-
normal situations
• As such the study was a qualitative assessment of
changes to hazards arising from the new operation,
identifying risk and proposing mitigations as
appropriate
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Approach – Consistency with ICAO
•A description of problems and objectives;
•Selection of procedures, methods and data sources;
Establishing the context
• Identification of undesired events;
•An analysis of causal factors, severity and likelihood;
•A description of risk;
• Identification of possible mitigating measures;
•An estimation of the effectiveness of mitigating measures;
•Choice of mitigating measures;
HAZID and risk mitigation workshop
•Presentation of results.
Documentation of aeronautical study
results
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The procedure - What is PinS?
• Point-in-Space (PinS) approach procedures
• The procedure is to the DH/MAPt to allow subsequent visual flight manoeuvring for approach and landing – the THR may not be aligned with the final approach segment
• Criteria are specified in ICAO PANS-OPS (Doc 8168 Vol II Part IV) and include: • System tolerance limits for GNSS receivers
• Speed limits for final and missed approach segments
• Limits on leg lengths
• Descent gradients:
° Optimum noted as 6.5% (400 ft/NM) up to operationally justified maximum of 13.2% (800 ft/NM)
• Recommended T/Y approach configuration
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The procedure -
example
Proceed “Visual”
VFR missed approach
Note speed limits
SBAS required
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The procedure - VFR vs Visual
• Proceed VFR: • Requires the pilot to proceed from the
MAPt to the selected Landing area on
the approach chart with no less than
the visibility and ceiling required on
the approach chart
• For flights not terminating at the
selected landing area on the approach
chart, the pilot is required to
proceed from MAPt under the
applicable VFR for ceiling and
visibility required by the air law
• The pilot is responsible for obstacle
and terrain avoidance from MAPt to
the landing site
• A missed approach procedures is not
provided between the MAPt and the
landing site
• The landing site is not required to be
in sight from the MAPt
• Proceed Visual • Requires the pilot to acquire and
maintain visual contact with the FATO
or elements associated with the FATO
such as heliport lighting, precision
approach path indicator (PAPI) at or prior
to the MAPt
• Obstacle and terrain avoidance from the
MAPt to the FATO is the responsibility of
the pilot
• A missed approach procedures is not
provided between the MAPt and the
landing FATO
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The procedure – IAP design
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The procedure – IAP design
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A view from the MAPt
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A view from the MAPt
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The procedure – Airspace requirements
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Safety Argument
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Hazard Assessment
• A HAZID workshop was held on 19th January 2012 at
Pilatus training centre in Buochs
• Objectives of the HAZID workshop were to:
• Review the accuracy of the operational concept;
• Identify the hazards that existed from the operation by phase
of flight, including:
° associated with hazards;
° existing mitigations or recovery mechanisms (preventing worst
effect).
• Identify the hazard causes, including:
° existing mitigations that would prevent the hazard occurring;
° required new mitigations;
° analysis of the impact of new mitigations.
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Hazard Identification
• Hazards were identified on a phase of flight basis
• Enabled a methodical approach to assessment of the
new approach procedure when compared to a standard
instrument approach and the actions that the flight
crew would be expected to make in each instance.
• Note aeronautical study required because:
• the implemented procedure requires differences to ICAO
requirements and
• the assessment is needed to determine whether these design
differences place additional mitigating requirements on flight
operations
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Hazard classification
• In accordance with CS AMC 25.1309-25 risk matrix
Severity
CATASTROPHIC HAZARDOUS MAJOR MINOR
Fre
quency
PROBABLE UNACCEPTABLE UNACCEPTABLE UNACCEPTABLE TOLERABLE
REMOTE UNACCEPTABLE UNACCEPTABLE TOLERABLE NEGLIGIBLE
EXTREMELY
REMOTE UNACCEPTABLE TOLERABLE NEGLIGIBLE NEGLIGIBLE
EXTREMELY
IMPROBABLE TOLERABLE NEGLIGIBLE NEGLIGIBLE NEGLIGIBLE
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Description of hazard Phase of
Flight
Operational
impact Severity Frequency
Aircraft unable to join the IF Initial Increased
pilot workload Minor Remote
Aircraft off track during the initial segment Initial CFIT Catastrophic Extremely
Improbable
Inability to continue SBAS procedure Intermediate Increased
pilot workload Minor Probable
Inability to continue LNAV procedure Intermediate Increased
pilot workload Minor Probable
Obstacle without vertical clearance Final CFIT Catastrophic Extremely
Improbable
Inability to continue SBAS procedure Final Increased
pilot workload Minor Probable
Inability to continue LNAV procedure Final Increased
pilot workload Minor Probable
Aircraft off track Final CFIT Catastrophic Extremely
Improbable
Aircraft descends below minima Final CFIT Catastrophic Extremely
Improbable
Aircraft descends below track Final Pilot workload Major Remote
Loss of pilot situational awareness during
visual transition
DH/MAPt
Visual
segment
CFIT Catastrophic Extremely
Remote
Hazards Identified
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HAZARD #11 - Loss of pilot situational awareness
during visual manoeuvring
• The inability to determine the visual reference points
either from meteorological conditions or due to
familiarity with the terrain in minima conditions
• Flight crew workload in configuring aircraft and
transitioning to visual flight
• Lack of flight crew familiarisation with the environment
to be able to orientate with respect to the terrain
• Changing meteorological conditions between the
DH/MAPt and the runway
• distance to go of approximately 7NM between DH and MAPt
• Flight crew inability to determine meteorological
minima before passing the decision point
• approximately 13 seconds to identify the required VRPs at the
standard approach speed based on a 900ft ceiling
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HAZAD #11 – risk mitigation
• No existing mitigations were currently available
• The probability of the CFIT whilst Extremely Remote
needed to be improved to make the hazard tolerable
• Mitigations:
• Aerodrome PPR extension
• Training
• Charting
• Meteorology
• Training deemed most important element and essential
to make hazard ‘Tolerable’
In effect - an authorisation only procedure on the basis of training
being required
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HAZAD #11 – risk mitigation
• Charting:
• A visual chart should be published as part of the approach chart
would provide the flight crew with guidance for visual part of
the procedure (i.e. clear VRPs define for the decision point)
and additional VRPs for the visual segment
• Charting the approach after the DH/MAPt as a visual segment
would enable the aircraft to remain IFR in the event that the
approach had to be abandoned after the MAPt
• Perhaps different minima based on crew qualifications
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HAZAD #11 – risk mitigation
• Meteorology
• An additional meteorological observation point (under the
control of Buochs aerodrome) to provide redundancy and
capability to cover more of the visual segment
• Local meteorological conditions can change quickly, and the
lowest minima on the charts should therefore only be available
to flight crew with a familiar local understanding of the
dynamic MET changes
• It was noted that this mitigation would require additional time
and cost – and possibly delay implementation
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In conclusion
• Focus on those risks arising from the parts of the
procedure not aligned with ICAO Standards
• A standard aeronautical hazard assessment process,
based on assessment of risk per phase of flight and
analysis of potential causes and mitigations
• Many of the hazards identified, and their basic causes,
were common to existing LPV and LNAV procedures
• Mitigations already had examples in Switzerland:
• Visual approach chart for Sion or the circling approach at Bern
• Operational approval similar to the procedures in Sion and
Lugano
• Recommendation for initial trials with experienced,
local authorised and trained flight crew
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www.askhelios.com
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Philip Church
+44 1252 451 668
Thank you for your attention