Portable Traffic Collision System. (PCAS)

[c100driver]

Slight thread drift but here goes

Agreed FTD.

It sounds like ASA need to devise a policy similar to NZ but specifically for AU

Airways NZ has confirmed that 95% of the IFR air transport fleet in NZ including charter are RNAV capable and they are moving to remove NDB from service at Aid's EOL. The remaining NDB will be for terminal approaches and one or two enroute tracks. Enroute VOR are also likely to be withdrawn.

Airways NZ has a published policy.

GNSS Policy
Introduction
This AIC invites industry comment to assist in refining policy in respect to:

• The development and maintenance of RNAV procedures (non precision and BARO-VNAV approaches, departure and enroute procedures); and
• The integration of RNAV procedures into the Airways navigation network.

GNSS design standards

Procedures will conform with CAA Rules, ICAO PANS OPS Doc 8168, flight inspection criteria contained in ICAO Doc 8071 and Airways Flight Inspection Manuals.
GNSS advantages
Airways will actively promote and encourage the implementation of GNSS for air navigation in New Zealand to deliver the following advantages:

• Operating efficiencies for operators.

Examples are:

1. Direct routing subject to ATM requirements;
2. Efficient profiles;
3. Lower enroute and minimum descent levels;
4. BARO-VNAV approaches, which offer ILS like continuous descent profiles for suitably equipped aircraft;
5. RNAV terminal, arrival and departure procedures.

• ATM Operating efficiencies.

Straight-in instrument approaches.
Approaches for all runways at multiple runway aerodromes.
Enable withdrawal of some NDB and DME equipment.
Enable IFR operations into airports and heliports where provision of procedures based on ground-based navigation aids is impracticable or uneconomic.

Ground-based navigation infrastructure

A network of VOR/DME and NDB/DME will be retained to provide:

• Enroute guidance to locations served by regular air transport operations.

Departure and non-precision approach procedures at destination or a diversion airport within a time or distance to be determined by consultation (nominally between 30 and 60 minutes flying time) for all locations served by regular air transport operations (see criteria below).

RNAV procedures will be developed at these locations to provide contingency.

Some associated NDB will be withdrawn.

Data to support FMS (flight management systems) above 9500ft on appropriate sectors where regular air transport operations take place.
For the purposes of this policy “regular air transport operations” are defined as 2 or more scheduled IFR services, arrival and departure, provided by Part 121 or 125 operators, per day on 5 or more days of the week sustained over a period of not less than 3 months.