GPS use for approaches on ZS registered aircraft

[Heli-Jet]

Recents posts show that ZS registered aircraft are doing GPS approches in Africa without the approval of the SACAA.

What are the implications?
What are the passengers rights?
Sharing airspace with those that abid by the law, what are those pilots position with regard to airlaw.

Maybe someone from the SACAA could answer a few of these question.

Helicopter operator in Equatorial Quinea on offshore operation flying SK76A++ doesn't even have update Nav cards in GPS and are ZS registered

[CJ750]

I Have heard SAA crews requesting GPS approaches from ATC. Are there any published for South Africa.

What are the legal implications if there are none published.

[Heli-Jet]

Check out canadian regs

Instrument Approaches - Global Positioning System (GPS)
(a) The following are the requirements for a private operator to fly instrument approach procedures using only GPS navigation information:
(i) an operational evaluation has been completed in accordance with paragraph (b) by the Minister on each aircraft type/GPS/FMS model installation for which approach authorization is sought,
(ii) the private operator has an approved flight crew training and qualifications program for use of the GPS/FMS system that meets the requirements of section 624.26 (http://www.tc.gc.ca/CivilAviation/Regserv/Affairs/cars/Part6/Standards/624.htm#624_26) of the CARs, and
(iii) the private operator has amended the operator’s standard operating procedures to reflect GPS approach operations and has the amended procedures approved by the Association, where required;
(b) The following items are assessed in the operational evaluation referred to in paragraph (a) prior to the approval of the private operator’s GPS approach standard operating procedures, where applicable, and training program:
Information Note:
Identical installations of the same model of GPS in the same type of aircraft with the same operator do not need separate evaluations.
(i) Database
The geographical coverage area for the database is compatible with the type of operations conducted by the company. The private operator has procedures in place to ensure that the database will be updated in accordance with the appropriate data revision cycle. This includes a contract with a database supplier and the inclusion, in the appropriate company manuals, of the person responsible for installing the updates in the aircraft. The private operator has a procedure in place for pilots to report database errors and for information on database errors to be passed on to other company pilots, the avionics manufacturer and the Association.
(ii) Unit Installation and Operation
The handling and procedures associated with the GPS avionics are such that all operations required for GPS approach can be accomplished without an adverse impact on normal crew duties and responsibilities. GPS related tasks do not consume the attention of the pilot not flying (PNF) during critical phases of flight, that is between the time the aircraft turns inbound on the final approach course and the time the aircraft is established in the climb configuration on a missed approach.
(iii) Control Display Unit (CDU) and Course Deviation Indicator (CDI) / Distance Display
If the GPS/FMS control unit is not adequately accessible from each pilot position, or if GPS course deviation and distance displays are not within the primary field of view at both pilot stations, the private operator has designated in the standard operating procedures the position that the pilot flying (PF) and pilot not flying (PNF) are required to occupy during GPS approach for that type of installation. Each aircraft type that is certified for operation by two crew members has GPS course deviation and distance displays at each pilot station. An operation specification authorizing GPS approaches is not issued unless the PNF has a means acceptable, in the Minister’s opinion, of monitoring the PF during an approach.
(iv) Distance Display on the HSI
In the case of installations where GPS guidance information (course tracking, To/From and NAV flags) are switched onto the HSI for display, but the DME distance information is not switched out (i.e. DME distance rather than GPS distance is displayed continuously on the HSI even when GPS source is selected to HSI), the private operator indicates, in its standard operating procedures for GPS approach, the need to deselect other NAV/DME sources in order to eliminate distance displays in the pilot’s primary field of vision not related to the approach procedure being flown.
(v) Annunciation
The private operator ensures that responses to system annunciation (including Receiver Autonomous Integrity Monitoring (RAIM) warnings), the means of selecting GPS track information to the CDI/HSI and the means of coupling GPS steering information to the aircraft automatic flight control system are compatible with the safe operation of the aircraft type and category. The operator’s standard operating procedures specifies the procedure whereby the control unit is programmed, approach waypoints are verified against an independent source, approach mode is armed, and cockpit NAV source and AFC guidance source switches are selected and verified. Any switch selection or programming errors that the Minister believes are likely to occur and that could lead to a serious incident are, if possible, identified and addressed in the private operator’s training program and standard operating procedures, otherwise, the installation for approach use is not approved.
(vi) Airborne Evaluation
The Minister observes the pre-flight and in-flight operation of the unit on at least one GPS approach and missed approach. If the PF is allowed to occupy either seat during GPS approaches, then one approach from each pilot position has to be demonstrated. An airborne evaluation in an aircraft is placed under VFR. Emphasis is put on crew co-ordination, pilot workload (PF and PNF), and switch selections.

[Heli-Jet]

CHC pilots flying in Africa even if you are from SA

Instrument Approaches - Global Positioning System (GPS)
(a) General Training
(i) To qualify for an authorization to conduct GPS approaches in IFR, a private operator shall have a flight crew training program. Each flight crew member shall have completed the appropriate training prior to conducting GPS approaches.
(ii) Where a flight crew member is required to use more than one type of GPS for approach, the private operator shall ensure the training program addresses the differences between the units.
(iii) The private operator shall ensure the ground training includes "hands on" training using a desk top simulator, a computer based simulation of the unit to be used, or a static in-aircraft unit.
(b) Ground Training - Non-integrated Receivers (Panel Mount GPS Receivers)
The private operator shall ensure that the training program candidates are trained to proficiency in each of the elements associated with the following areas:
(i) Knowledge with respect to the following:
(A) the GPS system, including:
(I) GPS system components and aircraft equipment,
(II) the composition of satellite constellation,
(III) the minimum number of satellites required for 2-D and 3-D navigation,
(IV) the basic concept of satellite ranging,
(V) factors affecting the accuracy of GPS signals, and
(VI) the World Geodetic Survey 1984 (WGS 84) datum and the effect of using any other datum,
(B) human factors applicable to the use of GPS and how errors may be reduced or eliminated,
(C) company standard operating procedures for the use of GPS, and
(D) procedures for reporting GPS problems and database errors.
(ii) Ability to perform the following operational tasks:
(A) select appropriate operational modes,
(B) recall categories of information contained in the database,
(C) predict RAIM availability,
(D) enter and verify user defined waypoints,
(E) recall and verify database waypoints,
(F) interpret typical GPS navigational displays including latitude/longitude, distance and bearing to waypoint, course deviation indication (CDI), desired track (DTK), track made good (TMG), actual track (TK), cross track error and any other information appropriate for the equipment used,
(G) intercept and maintain GPS defined tracks,
(H) determine navigation information appropriate for the conduct of the flight including ground speed (GS), estimated time of arrival (ETA) for next waypoint and destination,
(I) indications of waypoint passage,
(J) use of ‘direct to’ function,
(K) link en route portion of GPS flight plan to approach,
(L) conduct SIDs, STARs, terminal area procedures and holds,
(M) retrieve, verify and conduct GPS stand alone approaches, and
(N) conduct GPS missed approaches.
(iii) Ability to conduct the following operational and serviceability checks:
(A) database currency and area of operation,
(B) receiver serviceability,
(C) RAIM status,
(D) CDI sensitivity,
(E) position indication, and
(F) number of satellites acquired and, if available, satellite position information.
(iv) Ability to recognize and take appropriate action for all GPS warning and messages including, where applicable:
(A) "loss of RAIM",
(B) "2-D navigation",
(C) "In Dead Reckoning Mode",
(D) "data base out of date",
(E) "GPS fail",
(F) "barometric input fail",
(G) "power/battery low or fail",
(H) "parallel offset on", and
(I) "satellite fail".
(c) Ground Training - Integrated Receivers (Flight Management Systems)
The private operator shall ensure that the training program candidates are trained to proficiency in each of the elements associated with the following areas:
(i) Knowledge with respect to the following:
(A) the GPS system and theory of operation, including:
(I) GPS system components and aircraft equipment,
(II) the composition of satellite constellation,
(III) the minimum number of satellites required for 2-D and 3-D navigation,
(IV) the basic concept of satellite ranging,
(V) factors affecting the accuracy of GPS signals,
(VI) the WGS84 datum and the effect of using any other datum,
(B) human factors applicable to the use of GPS and how errors may be reduced or eliminated (ie. maintaining situational awareness);
(ii) Ability to perform the following operational tasks:
(A) predict RAIM availability,
(B) link en route portion of GPS flight plan to approach,
(C) conduct GPS stand alone approaches, and
(D) conduct GPS missed approaches;
(iii) Ability to conduct the following operational and serviceability checks:
(A) RAIM status,
(B) CDI sensitivity,
(C) number of satellites acquired and, if available, satellite position information; and
(iv) Ability to recognize and take appropriate action for all GPS warning and messages including, where applicable:
(A) "loss of RAIM",
(B) "2-D navigation",
(C) "GPS fail",
(D) "barometric input fail", and
(E) "satellite fail".
(d) Flight Training
(i) Each flight crew member shall complete flight training in the use of GPS for approach and other associated duties for each crew position they are authorized to occupy. Flight training may be completed in an aircraft, or in a level A or higher simulator that is equipped with the same model of GPS receiver that is installed in company aircraft.
(ii) Flight training shall be conducted by a designated training pilot who has completed the approved company ground training program and demonstrated proficiency in the use of the model of GPS to an approved check pilot.

[Heli-Jet]

We have discussed this at CHC in Nigeria and EQ, nobody seems to have either the SACAA or the Insurance companies answer to what if !!!!!!

[Voel]

ATNS and some African States developed GPS approach procedures, also known as the RNAV approach procedures under the GROMET trials. Some States, amongst Namibia, have published those after a two year trial period. SAA was kind enough and provided a A319 for those final tests, that were done in Dec 2006. These RNAV saves a lot of fuel and time and is most convenient for both pilots and ATC. As far as I understand, the State approves those procedures irrespective where the aircraft is registered.

[Heli-Jet]

ATNS have done work for ASECNA providing them with GPS approaches, In the case of ZS registered aircraft you have to have approval from the SACAA.

You cannot just go ahead and do GPS approaches without the aircraft properly equipped
The appropriate training done

Otherwise from what you say is that a pilot could just fly into a mode C enviroment without a transponder or TCAS enviroment or for that matter into RVSM airspace , without the appropriate equipment. I don't think so.!!!

[Heli-Jet]

RNAV ARRIVAL AND NON PRECISION APPROACH
TRIALS AND DEMONSTRATIONS
1. This AIC intends to notify the ATM community that ATNS will be commencing with RNAV arrival and NPA trials and demonstrations in accordance with the ICAO planning targets and SARPS.
BACKGROUND
2 The global Air Navigation Plan, Doc 9750, guides the regions in their quest towards full implementation of CNS/ATM Systems. Improvements in navigation have already seen the progressive introduction of RNAV fixed routes as is mentioned in Doc 9750 and implemented in SA AIP ENR 3.3 – 5 paragraph 3.3.6. Further to this the introduction of RNAV arrivals and NPA’s must compliment the fixed RNAV routes.
3. The world-wide CNS/ATM Systems Implementation Conference held in 1998 mandated the regional planning process and implementation of the systems.
4. Doc 9750 stipulates that the AFI region must introduce fixed RNAV ATS routes progressively from 1994 through to 2010. This has been achieved in certain areas. RNAV arrivals for the AFI Region must be progressively introduced from 2003 onwards to 2010. This phase is in planning for trials and demonstrations.
5. AFI Doc 003 from where the National Airspace Masterplan obtains planning targets states that fixed RNAV ATS routes must be progressively introduced from 1999 onwards and that this must be followed by the introduction of GNSS based procedures with GNSS currently being accepted as part of the RNAV equipment for consideration.
6. The South African National Airspace Masterplan encourages the progressive introduction of RNP 1 from the year 2003 onwards.
GENERAL
7. ATNS, in order to complement the fixed RNAV routes, intends to trial and demonstrate RNAV arrival procedures commencing at the exit waypoints established at the end of the fixed RNAV routes. The RNAV arrival procedure will terminate at the beginning of the existing and conventional precision approach, alternatively, under agreed to conditions, will terminate on the planned GNSS NPA.

8. The trials and demonstrations for the RNAV arrival procedures and GNSS NPA’s will be conducted at the following airports:

• FACT – runway 01 only

• FADN – runway 24 only

• FAJS – runway 03R only

9. In order to participate in the above-mentioned trials and demonstrations airline operators will have to comply with the undermentioned minimum aircraft equipment.

• GNSS type receiver compliant with TSO C129-A with automatic turn anticipation and way point sequencing (RAIM monitoring is compulsory).
CONCLUSION
10. Airline operators who comply with the above-mentioned minimum aircraft equipment requirements and which are interested in participating in the trials and demonstrations are invited to register their interest with: - - 2
• General Manager: Air Traffic Management (Planning & Standards) ATNS ISANDO
E-MAIL : [email protected]
FAX : 011 392 3946
11. ATNS will ensure that participants receive an RNAV arrival procedure operation manual for the trials and demonstrations after entering into a memorandum of understanding between the two parties, which will contain the conditions as approved by the SACAA.

[Goldfish Jack]

RNAV trails were held a few years ago at JS,CT and DN, involving SAA and a few other operators. As previously stated, this was done under the GROMET project. As sufficient information and data has been collected and collated, the project has been suspended (will someone please tell SAA flt ops that, so they can stop filing the comment in Field 18 iro RNAV approaches!!).

They were reasonably successful, but are limited in their use when other operators are not able to use them simultaneously. Because of the speeds and profiles that had to be flown, it was often required to make a plan for the operators to fly the arrivals.

They do work very well but one has to relate/compare them to whether they really work well at an airport with an ILS or not and then compare the cost savings. Where they will work well and speed things up is at unmanned approaches and also airports that do not have radar facilities, ie FAGG or FALA or FAYP for example.

There are very def costs savings involved but there is a lot of legislation and paperwork that needs to be completed prior to their implementation. They are very complicated to draw up and have approved. I was luckily enough to attend an IATA course on RNP operations, etc and whilst very informative and exceptionally well presented, it is evident that there is a lot of work that needs to be done by operators prior to them gaining approval to fly RNP or RNAV approaches. Costs involved include the training of crews, ensuring that a/c are properly equipped and authorised to fly the approaches and the on-going training.

Once the legislation has been met I am sure they will prove a definite saving to the operators.

Currently ATNS and CAA are involved in drawing up the approaches at several airports. This is being done on the basis of information obtained from the GROMET trials. Once they have been completed, they need to be verified and audited by another independent party (ICAO requirement) and then published. Due to a sadly lacking PANS-OPS department at CAA, it is not going according to plan, however ATNS is busy outsourcing their PANS-OPS department to NATS, so things should be moving from that side. Of course once they are published, operators are going to need approval from CAA to fly them. AFAIK there is no-one that has been approved for this ops yet and the operators are doing them at their own risk, which also raises some intersting points, when it comes to incidents and liability......