Título ponencia: Helicopter IFP. Point-in-Space (PinS)

Transcription

1 Título ponencia: Helicopter IFP. Point-in-Space (PinS) Organizado por:

2 Index Introduction Helicopter IFP A/C Certification requirements GNSS Certified rotorcrafts Most relevant projects in Europe

3 Introduction Subject This course presents an introduction to the PinS (Point-in-Space) concept, lately introduced in the ICAO PANS-OPS document as a procedure fully tailored for helicopters. Objectives The concepts contained in this course will provide to the pilots a basic knowledge about the exiting instrument approach and departure procedures today available for helicopters. Reference Documents The following documents and sources are applicable: ICAO PANS-OPS (Doc 8168) vol. II Aircraft Operations. Construction of Visual and Instrument Flight Procedures ICAO PBN Manual (Doc 9613) vol. I Concept and Implementation Guidance ICAO PBN Manual (Doc 9613) vol. II Implementing RNAV and RNP Operations HEDGE-NEXT, OPTIMAL and GARDEN projects

5 Helicopter IFP: Background Why IFR - GNSS for rotorcraft? In general, heliports are not well equipped in terms of ground navigation aids The SBAS/EGNOS system provides the integrity that the GPS signal needs, together with an improved accuracy, continuity and availability. GNSS procedures enhanced by SBAS/EGNOS have been successfully tested in Europe, and are already in place in the USA Rotorcraft operations, HEMS in particular, cannot be limited to VFR/VMC conditions!

6 Helicopter IFP: Procedures Main Types of procedures Direct Procedures to a RWY or FATO Point-in-Space Procedures Curved procedures (with RF, long term) Direct APV PinS Advantatges: Inconvenients: - Design constraints (i.e. GPA) Advantatges: Inconvenients: - ILS alike approah procedure in terms of flyability - IFR ground infrastructure need (lighting, markings, etc.) - Procedure (usually) shared with fixed-wing A/C - High design flexibility - No need of ground infrastructure - Weather minimums should be met prior to landing - Last segment is flown following visual references

7 Helicopter IFP: PinS (I) Definitions PinS Departure: The point-in-space departure is based on a basic GNSS non-precision departure procedure designed for helicopters only. Flight maneuvering from the heliport or landing area to the first waypoint where the aircraft transitions from the visual segment to the instrument segment flight assumes adequate visual conditions for the pilot to see and avoid obstacles. PinS Approach: The point-in-space approach is based on a basic GNSS non-precision approach procedure designed for helicopters only. It is aligned with a reference point located to permit subsequent flight manoeuvring or approach and landing using visual manoeuvring in adequate visual conditions to see and avoid obstacles. Point-in-space (PinS) visual segment: This is the segment of a helicopter PinS approach procedure from the MAPt to the landing location or of a helicopter PinS departure from the landing location to the IDF, for a PinS proceed visually procedure. The flexibility that offers the free positioning of the MAPT/IDF is the main asset of this concept.

8 Helicopter IFP: PinS (II) Complete IFR route route Basic GNSS Departure (RNAV 1, RNP 1) Route RNP2, RNP1, RNP0.3 Basic GNSS Approach (RNP APCH) Basic GNSS LNAV minima GNSS + SBAS LPV minima

9 Helicopter IFP: PinS (III) Visual Segment (VS) A PinS Departure/ Approach procedure can be designed with either a Proceed VFR Visual Segment or a Proceed Visually VS: Proceed VFR: A PinS Proceed VFR is an instrument approach procedure developed for landing locations that may not meet the standards for a heliport. The approach delivers the helicopter to a missed approach point (MAPt/PinS); prior to or at the MAPt/PinS, the pilot shall decide to proceed VFR or execute a missed approach. There is no protection beyond the MAPt/PinS if a missed approach procedure is not completed after the MAPt. The pilot is responsible to see and avoid obstacles. The visibility for these approaches is the visibility published on the chart, or VFR minima required by the class of airspace, or State regulations, whichever is higher. Proceed Visually: This is an instrument approach procedure developed for locations having the same physical surface characteristics as a heliport, as per Annex 14, Volume II. The approach delivers the helicopter to a missed approach point (MAPt/PinS); prior to or at the MAPt/PinS, the pilot shall decide to proceed visually to the landing location or execute a missed approach. The visual segment is protected beyond the MAPt/PinS if a missed approach procedure is not completed after the MAPt. The visibility minimum is based upon the distance from the MAPt/PinS to the landing location for a Direct Visual segment and a Manoeuvring Visual segment, and other factors for Manoeuvering/Route segments.

10 Helicopter IFP: PinS (IV) Visual Segment (VS) PinS with a Proceed Visually VS: A Direct Visual Segment or a Manoeuvring Visual Segment can connect the PinS to the Landing location. They provide the pilot flying a PinS instrument approach procedure with a visual segment to proceed visually from the MAPt to the landing location. This connection can also be accomplished via a Route Visual Segment (procedure design criteria under development) PinS Proceed Visually Departure PinS Proceed Visually Approach

11 Helicopter IFP : PinS (V) Example RNAV GNSS PinS procedure in Zurich: It serves two hospitals (Zurich University Hospital and Zurich Children s Hospital) Minimum noise impact Low LPV minima: 300 ft. AGL LNAV minima also included for Rotorcraft non-sbas certified No need of SBAS for areas without SBAS coverage!

12 Helicopter IFP: SNI Simultaneous non-interfering (SNI) Operations The challenge of SNI operations consists in the introduction of rotorcraft IFP within busy airports, taking into account the those procedure should not interfere at all: neither the traffic (which as result a change in capacity of the airport), nor the existing instrument flight procedures for fixed-wing aircraft. The cost of any of these is very difficult to assume for the successful implementation of SNI operations. Minimum spacing required for parallel runways SNI Concept (Plan and Profile view)

13 Advantatges Helicopter IFP: Steep Procedures Drawbacks Steep IFP Steep procedures (GPA greater than 3.5 ) are considered non-standard procedures, and therefore a special approval is required. Steep procedures are today limited up to 6,3 (11%) Procedures tailored to rotorcraft usual performances Special approval required Limited speed in Final Better accessivility in constraining environtments For SNI operations, greater vertical separation between R/C and fixedwing Stability problems (?) Risk analysis of the hazards is more complex In general, lower noise generation

15 A/C Certification requirements: Overview Operator Considerations Regulator key points A/C IFR certified Equipped with GPS/SBAS certified avionics GPS: TSO / ETSO 129 SBAS: TSO / ETSO 146 Operations Manual should be upgraded Operational approval on behalf of the Civil Aviation Authority (AESA) GPS (or GPS+SBAS) as a primary means of navigation IFP in uncontrolled airspace remote CTR / Air-to-Air frequency Education for the regulator on new procedures: No need of ICAO 4 letter code PinS concept Ground infrastructure

16 A/C Certification requirements: Example AW 109 SP upgrade REGA (Swiss HEMS) has already certified their AW109SP units

18 GNSS Certified rotorcrafts: Augusta Westland The models that are currently equipment certified for GPS + SBAS (under the ETSO-146 regulation) are the AW 109SP and the AW 139. AW109SP AW139

19 GNSS Certified rotorcrafts: Eurocopter Today only the EC135 and the EC145 are certified for GPS + SBAS (WAAS) in the US under the TSO-146 regulation, but the company is working to setup the other models according to the EASA certification. EC-135 EC-145

20 GNSS Certified rotorcrafts: Bell The firm actually has the units Bell 412 and Bell 429 certified for GPS + SBAS (WAAS) navigation according to the US FAA regulation TSO-146. Bell 412 Bell 429

22 Most relevant projects in Europe: HEDGE Latitude(Âº) Altitude(m) HEDGE: Helicopter Deploy GNSS in Europe Rotorcraft IFR procedures based on GNSS: - Point-in-Space Procedure design in La Cerdanya and Zurich - Flight Testing and Validation GNS480 App Longitude(Âº) GNS App time(s) x 10 5

23 Most relevant projects in Europe: HEDGE Next HEDGE: Helicopter Deploy GNSS in Europe - NEXT Operational Implementation of Rotorcraft IFR procedures based on GNSS: - Design Complete Route between Muchamiel and Albacete (Spain) - Design of PinS approach procedure to Babice airfield (Poland) - Flight Testing and Validation ANSP R/C operators Development of a Navigation Platform for testing curved procedures - Main goal is to test the RNP-AR concept (including RF legs) - Flight trials are scheduled by the end of 2013

24 Most relevant projects in Europe: ACCEPTA ACCelerating EGNOS adoption in Aviation Subcontractor of INAER for: - Design Complete IFR Helicopter Route between two hospitals - Flight Testing and Validation - Coordination with ANSP and CAA - Technical Support to upgrade Bell 412 avionics for SBAS/EGNOS Talavera Hospital Inaer s Bell 412 Toledo Hospital

25 Most relevant projects in Europe: GARDEN GNSS-based ATM for Rotorcraft to Decrease Noise - Definition of the Regulatory framework in order to implement independent procedures between rotorcraft and fixed-wing aircraft. - Development of a generic criteria for the design of rotorcraft flight procedure environmental friendly, including departure, route and approach procedures. Aiming the following: - Noise minimization above populated areas - Reduction of the emissions, and hence the fuel consumption - Implement procedures in real scenarios a test them by using an Eurocopter test Helicopter PinS SNI approach to Toulouse Concept of SNI operations Curved procedures (PinS + RNP-AR concept)

26 Legal Notice No part of this material may be copied, reproduced and/or disclosed, in any form or by any means without the prior written permission of the Pildo Labs 2012 This material reflects only the author s views and the company is not liable for any use that may be made of the information contained herein.

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