CAE SIMULATOR How can Simulators facilitate the teaching of Performance Based Navigation?
First task: Training crews in the use of their equipment Simulators can begin the task of facilitating the teaching of PBN by : - training the crews in the proper operation of the equipment which they will be using. There are many FMS systems which are approved to do PBN but they differ: - In their displays - In the loading of data - In the operation of their controls We will name just a few of these.
Boeing 747-400
Universal FMS system
Garmin 1000
Simulator Basics Simulators are designed to be as exact a duplicate as physically and financially possible of the aircraft in which they are to deliver training. Their FMS databases are updated every 28 days just as are the databases of line operational aircraft. Since Simulators use the same database as the aircraft they are an invaluable not only to confirm the new databases are correct but also to fly the new RNP ARR approach which the operator may be submitting. Once the crews are trained on the basics of how their aircraft s FMS operates then they can begin to learn how to properly use their FMS s in each phase of their flight.
PBN consists of three parts Performance Based Navigation is really a combination of three separate maneuvers all blended into one. The Take Off and Climb Out The Enroute portion The Let down and Approach Let us address each of these phases separately but take the easiest phase first, the enroute portion.
Enroute the Oceanic Entry Point Simulators can be used to give the Pilot the experience of navigating in real time to the Oceanic Entry Point along with the negotiating of the Oceanic Clearance. From the Oceanic Entry Point, or any time the instructor deems appropriate, the flight can be paused and repositioned to a point further along his route of flight.
Enroute From the Oceanic Exit Point The flight can be resumed in Real time for training during the more complex phases of the flight: namely the STAR and RNAV or RNP approach. Training time is minimized while training effectiveness is maximized.
PBN SAFETY The foregoing slides addressed the easy portion of a PBN flight. If we are going to be moving aircraft Safely around the globe, then: - We need to examine where most of the accidents and incidents occur. - and concentrate our efforts and our valuable time to improving operations in those areas.
FAA Poster of 1961 +3 8 = 11 Since the math did not work we were drawn to read the poster.
FAA Poster +3-8 = 11 As we read the information, we learned that the first 3 minutes of any flight and the last 8 minutes of any flight equal the 11 most dangerous minutes of any flight.
Phase of Flight Accident Chart 1999-2005 Load, taxi, unload5.0% Percentage of Accidents By Phase of Flight Takeoff 12.8% 25.6% Initial Climb 7.8% Climb 6.5% Cruise 5.8% Descent 6.4% Initial Approach 6.6% 55.7% Final Approach 19.8% Landing 29.3% Nav. Fix Task Load Moderate - Heavy Task Load - Light Task Load - Heavy App. Fix Workload is highest during takeoff and landing +3 8 = 11 was true in 1961 and, Approach and landing phase is the greatest area of risk still true, more than 50 years later. 13
Importance to Pilots Statistics from the FSF s study of CFIT accidents 77% occurred in hilly and / or mountainous terrain 71% occurred in poor-visibility 75% occurred when a precision approach aid was not available or not used From the Outer Marker to the landing represents only 4% of the flying time but results in 45% of the hull loss accidents 14
Simulators can set the environment It is in these areas of: high work loads and high stress decreased situational awareness - increased occurrence of accidents that we need to concentrate our training. Simulators can recreate these very challenging environments such as: Darkness Mountains and high terrain Complex departures Complex Arrivals Complex Approaches
What Simulator Training Must Provide to the Flight Crews While simulating these challenging and hazardous environments, we give our flight crews: - Time to safely learn, practice and master these new Space Based Routes, SIDS, STARS and approaches. - Time and hands on training to not only master the procedures but also to develop confidence - in their equipment - in the procedures and - in themselves
Montreal RNAV STAR and SID An RNAV STAR and SID with many variables. This approach has to be correctly entered in the FMS and monitored that it is being flown according to the charted procedure.
Canadian WAAS approach WAAS Note the LPV minimums
Kelowna Canada (ILS DME 1 Rwy 16) Crew operate into some rather challenging environments even in VMC conditions
Kelowna, BC RNAV (GNSS) - A This is a RNAV (GNSS) approach to the other end of the runway 16 but the environment remains the same.
Simulators save lives and expensive equipment Due to the topography of some continents some areas of the world are vastly more demanding than in others. Simulators are the only safe way to expose the crews to these problems without jeopardizing the passengers, the crews and the aircraft.
Mountains of South America South America has Over 25 peaks in excess of 20,000 ft. Andes Mountains follow the path of the Ring of Fire
Aconcagua - Highest Mountain in South America 22,834
Maraba Brazil 12-1 Airport Elevation only 357 feet But the minimum safe in all Quadrants 4000 feet Fly-over waypoints Fly-by waypoints Pans Ops 4
Cuzco, Peru Descents Alpha and Bravo Runway Elevation 10,702 feet Minimum Safe Altitude 18,000 ft to the south 21,000 ft to the north These are dangerous approaches if not flown exactly according to the plate
Quito, Ecuador (Elevation 9,228 ) RNP SAAAR Approach Missed approach climb gradient 3.6% as missed approach is over terrain almost 15,000 ft. Airport elevation 9228 ft Minimum safe in the SE Quadrant 21,500 ft DA 9850 (H)(652 ) DA 9725 (H)(508 )
Many countries throughout the world have AR Approaches RNP AR approach into Queenstown, New Zealand Special Aircraft and Aircrew Authorization Required A complex arrival followed by an equally complex missed approach Graphic provided by Naverus Inc. 27
Graphic provided by Naverus Inc. RNP AR approach into Queenstown, New Zealand Without good quality Simulator Practice approaches such as this would not be possible 28
LHASA approach This is another approach that without quality simulator training this approach would also not be possible
LHASA Departure Simulators help take the hazard out of hazardous approaches and departures
Conclusion This slide Program focused on decreasing training time and increasing safety. Reducing training time reduces costs. Putting a price on Safety is impossible. Simulators, state of the art simulators, have been and will continue to be an integral part of both the Initial and Recurrent training of Flight Crews and therefore are an essential tool in the goal of the implementation of world-wide Performance Based Navigation.
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