Have You Complied? New regulations take effect in 2005

Feb. 1, 2005
New regulations take effect in 2005.

With the remnants of 2004 fading into history, the dawn of 2005 brings with it a significant list of new challenges. Many of the rules and regulations that influence the worldwide aviation community have been modified, amended, or otherwise changed. These changes not only influence the in-flight operation of the aircraft but often impact maintenance practices. The first step in understanding the changes involves interpreting the acronyms: RNAV, PRNAV, BRNAV, ELT, TAWS, RVSM, and Mode S; why it sounds like some sort of exotic extraterrestrial language.

Even though some of the upcoming changes have come about in the European community they may require compliance from all aircraft planning to operate in this airspace. In some cases operation may be allowed without conformity but increased air traffic delays could be expected.

Precision radio navigation

Precision radio navigation (PRNAV) is one such rule. RNAV, a method of navigating that uses waypoints established by merging multiple radio navigation signals and basic radio navigation (BRNAV) methods, has been in use since the time when an aircraft could follow a radio signal. PRNAV will allow aircraft to operate on a more direct path from point of departure to destination rather than flying over classic ground-based navigation stations.

This action is intended to establish consistent or standardized aircraft operations in the various states making up the European community. And by combining the known accuracy of the navigation equipment with radar monitoring and air traffic surveillance, a higher level of safety can be achieved inspite of the fact the total number of aircraft using the airspace at a given time has increased. There are currently 39 countries comprising the European Civil Aviation Conference (ECAC) where the Required Navigation Performance (RNP) in terminal airspace is in place. The one significant variable here is the wide variety of aircraft types utilizing different methods and equipment to determine position and with the rule limitations are placed on the integrity of the equipment providing navigation data. To qualify, position information must be accurate within one nautical mile for at least 95 percent of the flight.

Types of equipment

High levels of accuracy can be achieved by using several different types and combinations of navigation equipment. Included in this list are global positioning systems (GPS), multiple distance measuring equipment (DME) systems and a combination of very high frequency omni directional range (VOR) and DME. Inertial reference systems (IRS) may also be used, providing the predicted level of accuracy without external updates was within the prescribed tolerance at the time of system certification.

A database including waypoints and obstacle clearance is an integral part of a modern aircraft navigation system. The integrity of this data base is critical to safe operation and will be under scrutiny and as a minimum the aircraft operator must put in place a means for validating the information accuracy. Many of these data bases are commercially available and distributed. Part of the plan is to approve the agencies that create and dispense the navigation information.

Basic RNAV (BRNAV) became mandatory in the ECAC in April 1998 and required an accuracy of five nautical miles, which again means the aircraft would have to remain within five nautical miles of its determined lateral track for at least 95 percent of the flight. This capability is described as RNP-5 compliant. Eventually the RNP plan is to have an accuracy of 0.3 and 0.1 nautical miles; however, no mandate is planned before the year 2010.

The European Joint Airworthiness Authority (JAA) has produced Temporary Guidance Leaflet (TGL) No. 10, which provides direction in getting approval for aircraft along with operations guidance while in European airspace. In many cases, modern aircraft already contain statements in the flight manual addressing the accuracy and integrity of the navigation systems which fulfills the mandates of PRNAV.

Terrain awareness

Terrain awareness is another topic where changes are occurring. There are significant differences between types of systems that warn against controlled flight into terrain (CFIT).

Ground proximity warning systems (GPWS) have been in use for many years and have proved their merit. In more recent times this system has evolved into one that will now advise the flight crew well in advance of any encounter with terrain rather than a device that provides a last ditch warning that requires an immediate action on the part of the pilots. Terrain awareness and warning systems (TAWS) have evolved from the basic GPWS and it is the purpose of current legislation to implement the newer technology that will provide flight crews with the ability to plan around vertical situations rather than to just react to a warning. A class "B" TAWS is synonymous with GPWS and is a basic system that will alert the crew of a potentially hazardous situation. The class "A" device will include enhancements such as a data base, complete with obstacle height and geographic elevations.

All U.S. registered turbine-powered aircraft operating under the general flight rules found in Federal Air Regulation Part 91 will be required to have a class "B" TAWS by March 29, 2005. Those aircraft operating in a "For Hire" classification and governed by FAR 135 may have to use a class "A" TAWS if there are 10 or more seats, while aircraft with six to nine seats can operate with the class "B" unit and the March 29 deadline remains in effect.

European-registered aircraft used in commercial operations will have to incorporate the class "A" device by Jan. 1, 2005 providing they have a maximum take-off weight of more than 12,500 pounds or more than nine seats.

Transponders

Transponders are another area where change is occurring with the main focus on aircraft operating in European airspace.

Traditional secondary surveillance radar (SSR) stations interrogate all aircraft within their range. The transponder mode determines the aircraft response capability to the ground interrogation. Mode "A" devices will respond with the aircraft identification while Mode "C" will supplement this with altitude data. Mode "S" establishes selective and addressed interrogations which improve the quality and integrity of the detection, identification, and altitude reporting. These improvements translate into benefits in terms of safety, capacity, and efficiency and are key to supporting the future of the high-traffic density airspace of Europe. This first step of selective interrogation is known as Mode "S" elementary surveillance which builds upon the concept of elementary surveillance and consists of the extraction of further aircraft parameters known as downlink airborne parameters (DAPs).

For aircraft flying IFR the dates for the installation and operation of Mode "S" elementary

surveillance airborne equipment in designated airspace are as follows:

New production aircraft to be compliant by March 31, 2004 and aircraft retrofits done by March 31, 2005.

All aircraft flying VFR in designated airspace are required to carry and operate Mode "S" elementary surveillance equipment by March 31, 2005 with the following transition period:

New production aircraft are to be compliant by March 31, 2005, while retrofits should be complete by March 31, 2008, and this may be subject to individual state agreements.

Emergency locator transmitters

On a similar note, the National Oceanic and Atmospheric Administration (NOAA) operates satellites above the polar regions of the earth for the purpose of weather observation. Each one also carries search and rescue satellite aided tracking (SARSAT), which is a system that can detect and locate emergency locator transmitters (ELT). A similar Russian system called COSPAS is used in conjunction with SARSAT in an international cooperative effort. The objective of this venture of course is to save lives.

ELTs were the first emergency beacons developed and most U.S. civil aircraft are required to carry them. ELTs were intended for use on the 121.5 MHz frequency to alert aircraft flying overhead. Obviously, a major limitation to these is that another aircraft must be within range and listening to 121.5 MHz to receive the signal. One of the reasons the COSPAS-SARSAT system was developed was to provide a better receiving source for these signals. Another reason was to provide location data for each activation (something that flying aircraft were unable to do).

Different types of ELTs are currently in use. There are approximately 170,000 of the older generation 121.5 MHz ELTs in service. Unfortunately, these have proven to be highly ineffective. They have a 97 percent false alarm rate, activate properly in only 12 percent of crashes, and provide no identification data. In order to fix this problem 406 MHz ELTs were developed to work specifically with the COSPAS-SARSAT system. These ELTs dramatically reduce the false alert impact on SAR resources, have a higher accident survivability success rate, and decrease the time required to reach accident victims by an average of six hours.

Presently, most aircraft operators are mandated to carry an ELT and have the option to choose between either a 121.5 MHz ELT or a 406 MHz ELT. The Federal Aviation Administration has studied the issue of mandating the 406 MHz ELTs. The study indicates that 134 extra lives and millions of dollars in SAR resources could be saved per year. Due to the obvious advantages of 406 MHz beacons and the significant disadvantages to the older 121.5 MHz beacons, the international COSPAS-SARSAT program has made a decision to phase out 121.5 MHz satellite alerting on Feb. 1, 2009.

The International Civil Aviation Organization (ICAO) in conjunction with the European Joint Aviation Authority (JAA) has already mandated that after Jan. 1, 2005 all aircraft on long-range over water flights or flying over certain land masses must be equipped with at least one ELT that can transmit on the 406 MHz frequency. In addition the newer units do have to be registered and then renewed every two years.

Reduced vertical separation minimums

Reduced vertical separation minimums (RVSM) are scheduled to go into effect across the continental United States, southern Canada, Caribbean, and South America beginning Jan. 20, 2005. This is commonly known as Domestic RVSM (DRVSM) and will have the same impact here as elsewhere in the world where implementation has occurred.

The intent is to allow existing airspace to accommodate more air traffic by adjusting vertical spacing between aircraft to 1,000 feet where it used to be 2,000 feet and will occur at altitudes between FL290 and FL410. Aircraft that have met the qualifications and received their Letter of Authorization (LOA) for RVSM flights in other regions have already qualified for the domestic program.

The application for authorization to operate within RVSM airspace must include an approved RVSM maintenance program and must outline procedures in accordance with the requirements of U.S. FAR Part 91, appendix G. (See sidebar, page 27.)

Conducting maintenance on RVSM compliant aircraft requires an increase in awareness. Any work performed that may interfere with the airflow over static ports or influence the autopilot's ability to hold altitude will require additional testing and a note that appropriate RVSM maintenance practices have been applied.

To top off all the regulatory changes, operators flying within, to, from, or over the 25-nation European Union (EU) need to check their insurance policies to ensure that they meet the new minimum liability requirements that take effect on April 30. Failure to do so could result in the prohibition of flights, the withdrawal of operating licenses, and, potentially, criminal prosecution.

In spite of all the changes, general aviation continued a strong recovery through 2004 third-quarter deliveries and billings.

I guess that proves changes are good!