Reports

Abstracts

The following items are included:
a. Meeting minutes [from April 7-8, 1997]
b. Attendance listing
c. Status Document, 92-02-104, Precipitous Terrain
d. Status Document, 92-02-105, Circling Areas
e. Status Document, 95-01-143, Maximum Airspeed
f. 97-01-178, ALPA Draft Letter on LDIN Lights
g. OPI [Open Agenda Items] Listing

Status Document 92-02-105, "Circling Maneuvers at Airports With High Heights Above Airports," specifically requests industry input on developing a model of "likely techniques that a pilot would use to execute a circling maneuver" in the following cases:
1. Airports with high elevations
2. Airports with very high surrounding terrain
3. Circling at night with high terrain
4. Inadequate area to maneuver within the circling area to a safe descent to the runway from high terrain clearance circling MDA.

The document says: "As previously requested, inputs from industry on circling techniques for various circling maneuvers would aid in the completion of the model. The simplest form of input is probably diagrams illustrating the techniques for flying circling from the opposite end of the runway and 90 to the runway to include the following: turn points, bank angles, timing techniques, drift correction, length of straight segment on final, offset from the runway (distance and the course change/timing used to achieve it), how to determine the start of the turn to final (timing, visual angle, etc.), configuration/ configuration change points, airspeeds and rate of change (Knots per second), earliest point descent to the runway should start."

Government/Industry Charting Forum Meeting (ACF 97-01) , Silver Spring, MD., April 7-10, 1997 Acrobat PDF [175Kb]
13 pages

Table of Contents:
1. Opening Remarks
2. Prohibited Area P-56 Charting
3. SID/STAR Clarity
4. ICAO AIS/MAP Regional Meeting
5. Formation of the Charts, Database and Avionics Harmonization Committee
6. Area Navigation (RNAV) IFR Enroute Navigation Charts
7. Transfer of NOS/AC&C to the FAA
8. Charting Symbol for NRP SID and STAR Transitions (97-01-085)
9. Engine Out Working Group (92-01-003, 93-01-027)
10. IACC Task Group 31 IAP Chart Issues (92-01-011, 92-01-015, 92-01-030, ICAO identifiers on GPS approaches, magnetic versus true orientation, division of TPPs)
11. VFR Charting Recommendations
12. Release of Digital Terrain Elevation Data (DTED)(93-01-028)
13. SMGCS Charts and Standard Taxi Routes (93-01-024, 93-01-029)
14. IAP Reformat (92-01-006, 92-01-012, 92-01-013, 92-01-014, 94-01-039, 95- 01-065)
15. Obstruction Data to Support Take-off Performance Calculation (92-01-003)
16. Depicting Communication Frequencies on IAP Charts (92-01-006)
17. Use of Color on IAPs (92-01-011)
18. Warning and Caution Notes on IAPs (92-01-012)
Print Size and Readability of IAPs (92-01-013)
Use of Icons on IAPs (92-01-014)
19. Obstacle and Terrain Contour Depiction on IAPs (92-01-015)
20. Obstruction Data in Digital Form (93-01-027)
21. Terrain Database/Release of DTED (93-01-028)
22. GPS Overlay and GPS Charting (93-01-030)
23. Changes to the Terminal Procedures (94-01-039)
24. Parachute Jumping Areas on VFR Charts (94-01-040)
Class C Airspace on VFR Charts (94-01-041)
Communication Frequencies on VFR Charts (94-01-042)
Class B Airspace on VFR Charts (94-01-043)
25. Charting Permanent Laser Sites (94-02-053)
26. Military Aviation Technology Initiative (95-01-057)
27. Visibility of ATC Frequencies on Sectional Charts (95-01-058)
28. Removal of Mountain Pass Symbology (95-01-061)
29. Equipment Required on Intermediate Segments (95-01-065)
30. Unnamed Fixes on Enroute Charts (95-01-066)
31. Redundant Verbiage on SIDs/STARs (95-02-068)
32. Boundary of VFR Terminal Chart on Sectional Charts (95-02-070)
Airspace Change Dates on Sectional Charts (95-02-071)
33. Inoperative Components Table (95-02-075)
34. Adding GPS Waypoints to Charts (96-02-078)
35. Glide Slope Barb Length on Profile (96-02-079)
36. Location of STARS in the TPPs (96-02-081)
37. Procedure Change Flag on IAPs (96-02-083)
38. RNAV Approach Plates (96-02-084)
39. Communication Frequencies and SATCOM Voice Information on Oceanic Enroute Charts (97-01-086)
40. "J Date" and "Amdt" Number Depicted on IAPs (97-01-087)
41. No Military Landing Rights Available (97-01-088)
42. Marking/Symbology for the Non-Towered Airports with Non-Standard Traffic Patterns (97-01-089)
43. Depiction of GPS Database Points on IAPs (97-01-91)
44. VFR Charting of Cellular Towers (97-01-092)
45. Charted Fixes with No Apparent Purpose on SIAPs (97-01-093)
46. Closing Comments

Bergner, Steve ; Controlled Flight into Terrain, Part II : FMS/GPS Nonprecision Approach Operations - The Distance To Go , Oct. 1996. Acrobat PDF [188Kb]

Second in a series on Controlled Flight Into Terrain (CFIT), and discusses FMS/GPS nonprecision approach operations. The author describes potentially confusing aspects of GPS approaches related to inconsistent designs between cockpit displays, printed approach charts, and electronic databases. The article is used by permission of _Air Line Pilot_ Magazine and Steve Bergner.

Bergner, Steve; Slide Presentation at NBAA International Operators' Conference , March, 1997 Acrobat PDF [170Kb]

These PowerPoint slides were part of a presentation to about 500 pilots and flight department managers who attended the NBAA's International Operators' Conference in March of 1997. Bluecoaters will recognize that several of the slides are based upon papers previously presented by Wally Roberts and Jim Gregory. Perhaps these illustrations will stir some additional discussion or provide some ideas for instructors and check airmen tasked with teaching instrument approaches using FMS databases.

Bickford, Pete; Usability Testing: In Which Doc Reveals the BenefitsÑ and the True CostÑ of Usability Testing , May, 1997 Acrobat PDF [92Kb]

(2 pages)
In the end, there is only one judge of how good the human interface is, and that person is the user. By doing usability testing on your product in the development stage, you stand a much better chance of passing muster when your product is "usability tested" in the marketplace.

Bulfer, Bill ; Changes to Navaid Identification in Database , Sep. 11, 1996.

Details regarding a fax sent from Jeppesen to their customers describing a change in how Non-Directional Beacons (NDBs) will be loaded in the database.

Coyle, Shawn; Aircraft On-Board Navigation Data Integrity - A Serious Problem , May 6, 1997 Acrobat PDF [454Kb]

Prepared by Flight Test Pilot Shawn Coyle, the report's Executive Summary states, "Transport Canada Aircraft Certification Flight Test Branch's experience with a wide variety of FMS and GPS receivers has shown significant problems with the integrity of the data presented to the pilot. FMS procedures do not conform to published procedures, data is missing, potentially misleading or extraneous data is added, and procedures are modified without reference to approved instrument safety criteria. Data is also presented in a different fashion from one manufacturer to the next."

The report goes on to say that Transport Canada wants "... the information the pilot gets from a database to have a quality control process so that the information the pilot gets is as close to identical to the published data as possible within a statistically safe limit," and proposes measures that can be taken toward achieving full "harmonization" of FMS databases. Example procedures and charts are presented.

Degani, Asaf; Wiener, Earl L.; Human Factors of Flight-Deck Checklists: The Normal Checklist , NASA CR 177549, May 1990. Acrobat PDF [1245Kb]

"Although the aircraft checklist has long been regarded as the foundation of pilot standardization and cockpit safety, it has escaped the scrutiny of the human factors profession. The improper use, or the non-use, of the normal checklist by flight crews is often cited as the probable cause or at least a contributing factor to aircraft accidents.

"In this report the authors attempt to analyze the normal checklist, its functions, format, design, length, usage, and the limitations of the humans who must interact with it. The development of the checklist from the certification of a new aircraft to its delivery and use by the customer is discussed.

"The influence of the government, particularly the FAA Principal Operations Inspector (POI), the manufacturer's philosophy, the airline's 'culture,' and the end user - the pilot, all influence the ultimate design and usage of this device. The effects of airline mergers and acquisitions on checklist usage and design are noted.

"In addition, the interaction between production pressures ('making schedules'), checklist usage and checklist management are addressed. Finally, the authors provide a list of design guidelines for normal checklists."

See also Asaf Degani's homepage.
Asaf Degani wishes to thank Mark Ingram for making this work available to Bluecoat.

Degani, Asaf; Wiener, Earl L.; On the Design of Flight-Deck Procedures , NASA CR 177642, June 1994. Acrobat PDF [796Kb]

From the document's Summary section: "In complex human-machine systems, operations, training, and standardization depend on an elaborate set of procedures which are specified and mandated by the operational management of the organization. These procedures indicate to the human operator (in this case the pilot) the manner in which operational management intends to have various tasks performed. The intent [of this report] is to provide guidance to the pilots, to ensure a logical, efficient, safe, and predictable (standardized) means of carrying out the mission objectives.

However, in some operations these procedures can become a hodge-podge, with little coherency in terms of consistency and operational logic. Inconsistent or illogical procedures may lead to deviations from procedures by flight crews, as well as difficulty in transition training for pilots moving from one aircraft to another.

In this report the authors examine the issue of procedure use and design from a broad viewpoint. The authors recommend a process which we call "The Four P's:" philosophy, policies, procedures, and practices. We believe that if an organization commits to this process, it can create a set of procedures that are more internally consistent, less confusing, better respected by the flight crews, and that will lead to greater conformity.

The "Four-P" model, and the guidelines for procedural development in Appendix 1, resulted from cockpit observations, extensive interviews with airline management and pilots, interviews and discussion at one major airframe manufacturer, and an examination of accident and incident reports involving deviation from standard operating procedures (SOPs). Although this report is based on airline operations, we believe that the principles may be applicable to other complex, high-risk systems, such as nuclear power production, manufacturing process control, space flight, law enforcement, military operations, and high-technology medical practice.

See also Asaf Degani's homepage.
Asaf Degani wishes to thank Mark Ingram for making this work available to Bluecoat.

Degani, Asaf; On the Typography of Flight-Deck Documentation , December 1992 Acrobat PDF [1600Kb]

(40 pages)
Many types of paper documentation are employed on the flight-deck. They range from a simple checklist card to a bulky Aircraft Flight Manual (AFM). Some of these documentation have typographical and graphical deficien- cies; yet, many cockpit tasks such as conducting checklists, way-point entry, limitations and performance calculations, and many more, require the use of these documents. Moreover, during emergency and abnormal situations, the flight crews' effectiveness in combating the situation is highly depen- dent on such documentation; accessing and reading procedures has a significant impact on flight safety. Although flight-deck documentation are an important (and sometimes critical) form of display in the modern cockpit, there is a dearth of information on how to effectively design these displays.

The object of this report is to provide a summary of the available literature regarding the design and typographical aspects of printed matter. The report attempts "to bridge" the gap between basic research about typogra- phy, and the kind of information needed by designers of flight-deck docu- mentation. The report focuses on typographical factors such as typefaces, character height, use of lower- and upper-case characters, line length, and spacing. Some graphical aspects such as layout, color coding, fonts and character contrast are also discussed. In addition, several aspects of cockpit reading conditions such as glare, angular alignment, and paper quality are addressed. Finally, a list of recommendations for the graphical design of flight-deck documentation is provided.

See also Asaf Degani's homepage.
Asaf Degani wishes to thank Mark Ingram for making this work available to Bluecoat.

English, Dave ; "T" Approach and Terminal Arrival Area (TAA) annotated diagram , Sep. 4, 1996.

TAA stands for Terminal Arrival Area, a new instrument approach procedure design that takes advantage of GPS's unique capabilities.

FAA: McGrath, John K.; TSO-C129a, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS) , 1996 Acrobat PDF [437Kb]

There have been forum discussions lately that reference TSO-C129a, "Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS)." The complete document is available on the FAA's Web site in MS Word format, and has also been added to the Bluecoat Reports site in Adobe Acrobat PDF format (xxxK). The MS Word document is at: http://www.faa.gov/avr/air/129saved.doc Here is a "Brief Summary of Contents" from http://www.faa.gov/avr/air/129intro.htm: (1) Minimum Performance Standard. This technical standard order (TSO) prescribes the minimum performance standard that airborne supplemental area navigation equipment using the global positioning system (GPS) must meet in order to be identified with the applicable TSO marking. Airborne supplemental area navigation equipment using GPS that are to be so identified and that are manufactured on or after the date of this TSO must meet the minimum performance standard of Section 2, RTCA, Inc. Document No. RTCA/DO-208, 'Minimum Operational Performance Standards for Airborne Supplemental Navigation Equipment Using Global Positioning System (GPS),' dated July 1991. (38 pages)
Also available MS Word document.

FAA ; AC 90-94 - Guidelines for Using Global Positioning System Equipment for IFR en Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.S. National Airspace System , Dec 14, 1994. FAA-AC-90-94 text file [76Kb]

This advisory circular (AC) contains guidance for pilots to use Global Positioning System (GPS) equipment during instrument flight rules (IFR) navigation. It includes operating en route, in the terminal environment, during nonprecision instrument approach procedures in the U.S. National Airspace System (NAS), and in oceanic areas. Emphasis is placed on the GPS approach overlay program. This document is advisory only and not mandatory.

FAA: Accardi, Thomas C.; White, William J.; 8260.38A CHG 1 - Civil Utilization of Global Positioning System (GPS) 8260.38A CHG 1 , October 9, 1996 Acrobat PDF [622Kb]

17 pages.
Key words: GPS, GPS Approaches, Departures and Transitions

FAA ; 8260.GPSDEP - Civil Utilization of Global Positioning System (GPS), Subject : Departure Procedures , Aug. 28, 1996. Acrobat PDF [472Kb]

24 pages including :

Figure 1: GPS Departures, Minimum Distances from DER [Departure End of Runway] to WP

Figure 2: GPS Departure, up to 15-degree Turn

Figure 3: GPS Departure, 90-degree Turn Beyond 30 NM from ARP [Airport Reference Point]

Figure 4: GPS Departure, 120-degree Turn, Fly-Over Waypoint

Figure 5: GPS Departure, 90-degree Turn, Below 10,000' MSL, Fly-Over Waypoint

Figure 6: GPS Departure, 30-degree Turn, Fly-Over Waypoint

Figure 7: GPS Departure, 30-degree Turn, Fly-By Waypoint

Figure 8: GPS Departure, 120-degree Turn, Fly-Over Waypoint, 1 NM from DER

Figure 9: GPS Departure, 120-degree Turn, Fly-Over Waypoint, more than 30 NM from ARP

Figure 10: GPS Departure, Evaluation of Obstacles

Figure 11: GPS Departure, Climb and Hold Departure

[Figure XX, added by Mark Ingram]: General Turning Performance (Constant Altitude, Steady Turn) [with thanks to Al St. Germain, of MKC FAA]

FAA: White, William J.; 8260.RNAVDEP - Civil Utilization of Area Navigation (RNAV) , April 30, 1997 Acrobat PDF [533Kb]

35 pages
To be read in conjunction with 8260.38A, provides criteria for establishing RNAV departures for use by aircraft with slant (/)G equipment and certified for Requ ired Navigation Performance (RNP) 1.0.

FAA - Civil Aeromedical Institute (CAMI): Wreggit, Steven S.; Marsh, Delbert K.; Cockpit Integration of GPS: Initial Assessment -- Menu Formats and Procedure s , August, 1996 Acrobat PDF [268Kb]

(21 pages)
This report likely will be of interest to anyone involved in the "button-pushing" operations required with GPS and, by extension, FMS units, including designers and pilots. Authors Wreggit and Marsh describe a study in which test subjects were required to perform typical tasks using the buttons and screen of a general aviation portable GPS unit, detailing both the successes and the problems that resulted.

The authors conclude that there remains a clear need for greater harmonization and integration of the user interfaces of GPS units.

FAA Human Factors Team; The Interfaces Between Flightcrews and Modern Flight Deck Systems , June 18, 1996. Mirrored from http://www.faa.gov/avr/afs/interfac.pdf Acrobat PDF [924Kb]

209 pages
On April 26, 1994, an Airbus A300-600 operated by China Airlines crashed at Nagoya, Japan, killing 264 passengers and flightcrew members. Contributing to the accident were conflicting actions taken by the flightcrew and the airplane's autopilot. The crash provided a stark example of how a breakdown in the flightcrew/automation interface can affect flight safety. Although this particular accident involved an A300-600, other accidents, incidents, and safety indicators demonstrate that this problem is not confined to any one airplane type, airplane manufacturer, operator, or geographical region. This point was tragically demonstrated by the crash of a Boeing 757 operated by American Airlines near Cali, Columbia on December 20, 1995, and a November 12, 1995 incident (very nearly a fatal accident) in which an American Airlines Douglas MD-80 descended below the minimum descent altitude on approach to Bradley International Airport, CT, clipped the tops of trees, and landed short of the runway.

As a result of the Nagoya accident, as well as other incidents and accidents that appear to highlight difficulties in flightcrews interacting with flight deck automation, the FAA's Transport Airplane Directorate, under the approval of the Director, Aircraft Certification Service, launched a study to evaluate the flightcrew/flight deck automation interfaces of current generation transport category airplanes. This report is the culmination of that study.

FedEx; MD11 Normal Checklist , June, 1997 Acro bat PDF [109Kb]

1. Charted visual flight procedures

2. Electronic charting/moving maps

3. Continuation of flight inspection

4. Retention of ILS

5. Conversion of MSAs to DH on non-precision approaches

6. Obstacle clearance training

7. Outline for obstacle clearance video

8. Qualifications for non FAA procedures development specialists

9. The use of special approach procedures

10. Instrument departure procedure climb gradients

11. Stabilized constant descent approaches

12. Stabilized descent non precision approaches (non FMS procedures)

13. Letter to Patricia Lane regarding Lack of performance data in cockpit to determine climb gradients

Gregory, James W. ; CFIT-Procedure Design Considerations, Use of VNAV on Conventional Non-Precision Approach Procedures , Sep. 10, 1996. Read i t online or Acrobat PDF [202Kb]

This paper identifies safety concerns regarding the use of the aircraft modern technology capability of VNAV while flying conventionally designed non-precision approaches. (6 pages)

Gregory, James W. ; Annex 4, Aeronautical Chart Manual and PANS-OPS Amendments to Support Baro-VNAV Procedures , June 5, 2000. Acrobat PDF [332Kb]

OCP 12 introduced criteria called RNAV/BAROMETRIC VERTICAL NAVIGATION (BARO-VNAV) as a new Chapter 34 to PANS-OPS Volume II. Within these criteria, paragraph 34.5 detailed the requirements of promulgation of the procedure. This paper proposes to amend paragraph 34.5 to include a vertical deviation chart identifying what vertical path angle the flight crew can expect based upon varying altimeter source temperatures. This paper also proposed appropriate amendments to PANS-OPS Volume I, Volume II, Annex 4 and the Aeronautical Chart Manual to accomodate this deviation chart.

Gregory, James W. ; Non-Precision Instrument Approach Procedures Design Philosophy , June 5, 2000. Acrobat PDF [1256Kb]

This paper presents a new concept in developing instrument procedures. As a result of the complete misunderstanding of the development and application of minimum IFR altitudes in instrument procedures, especially non-precision instrument approach procedures, by the aviation industry at large, it is now necessary to rethink the way non-precision approach procedures are developed, presented and flown. This paper suggests a solution to this problem.

Gwinn, Dave; Radar Tilt Management , June, 1999.
Pilots who have used both radar and sferics devices (Storm-scopes/Strike Finders) will tell although both are effective at detecting dangerous weather radar has more potential to tell you what's inside that threatening black Cb up ahead. But to truly capitalize on radar's powerful capabilities have to tell it where and how to look and then make sense of the information it displays.

Hammett, Bill ; Government/Industry Aeronautical Charting Forum Instrument Procedures Subgroup Meeting 96-2 , Washington, DC, October 7-8, 1996 Acrobat PDF [47Kb]

Although the issues dealt with in this series of meetings are definitely of a "nuts and bolts" nature, some of them nonetheless portend veritable "sea changes" in philosophies and procedures (IMO), and thus their review by interested Bluecoat participants is strongly encouraged. General comments can be directed to the entire Bluecoat list.

Heron, Ruth M.; Krolak, Waldemar; Coyle, Shawn; A Human Factors Approach to Use of GPS Receivers , 1997 Acrobat PDF [279Kb]

20 pages
Imagine you are about to pilot an aircraft on a GPS approach into a busy airport surrounded by high mountains. You are being buffeted by high winds, rain, and turbulence.

Then ATC calls for a different approach and you must re-program. Time is of the essence, but somehow your receiver inputs are getting scrambled and you can't figure out why.

Finally, as you perform a critical keyboard entry to the GPS receiver, all navigation capability is lost because the unit's operating system crashes with the message, "Contact Factory, Contact Factory, Contact Factory...." (This was a real message, but the particular issue that invoked it has long since been resolved.)

Thanks to authors Ruth Heron, Waldemar Krolak and Shawn Coyle, this type of human factors problem, and numerous others characteristic of today's GPS receivers, are given attention in a report now available on the Bluecoat Reports Web page. The report sets the stage for understanding how the pilot must cope with these difficulties by showing how operation of a GPS receiver adds another complete information-processing loop to the basic pilot/aircraft closed loop system.

Problems discussed within this model include those relevant to key operation, load on memory, nonintuitive system logic, nonstandardization across manufactured units, database irregularities, and display properties. Various aircraft accidents and incidents are cited to illustrate ways in which the described difficulties lead to disruption of the pilot's normal information processing and, hence, to potential for loss of situation awareness.

ICAO; Amendment of Annex 6, Parts I, II, and III with respect to the carriage of airborne collision avoidance systems (ACAS) and pressure-altitude reporting transponders , Aug. 8, 1997 Acrobat PDF [60Kb]

10 pages
Mr. Slatter cautions: "These are proposals circulated for the comments of States and selected international organizations, on the authority of the Air Navigation Commission. The proposals can be amended, during the ICAO process of development of an amendment to an annex, up to the time they are finally adopted by the ICAO Council, which in this case is hoped for in March 1998."

Ingram, Mark ; Dallas/Fort Worth Metroplex Air Traffic System Plan , Sep. 17, 1996. Acrobat PDF [63Kb]

6 pages document detailing changes which will occur on October 10, 1996 :

Additional arrival and departure routes,

4 new airport surveillance radars,

8 new VORTACs,

new ILSs and new procedures.
Related link : Details provided by Wyndemere Inc.

Ingram, Mark ; "T" Approach and "Stabilized Constant Descent" Concepts illustrated for fictional "Wink, WI, Mason Regional Airport" , Sep. 4, 1996. Acrobat PDF [656Kb]

2 charts illustrating the "T" Approach and "Stabilized Constant Descent" Bluecoat thread started by Mark Ingram on July 6, 1996 and continuing in August.
The two different SIAP's to the fictional "Wink, WI, Mason Regional Airport" (named in honor of Mr. Lyle Wink of FAA's AFS-440 in OKC, and enshrining the names of various other individuals in ersatz waypoint names), these charts also explore the methodology of displaying the FAA's proposed Terminal Arrival Airspace.
See Also FAA AC 90-94 - Guidelines for Using Global Positioning System Equipment for IFR en Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.S. National Airspace System

Ingram, Mark ; "T" Approach and "Stabilized Constant Descent" Concepts illustrated for Monett Muni (M58) , Aug. 7, 1996. Acrobat PDF [326Kb]

6 annotated charts illustrating the "T" Approach and "Stabilized Constant Descent" Bluecoat thread started by Mark Ingram on July 6, 1996 and continuing in August.
Contents :

Monett (M58) GPS-36C VFR Test Approach

Monett (M58) GPS-18C VFR Test Approach

Monett (M58) Airport and Area Reference Waypoints

SIDs & STARs Using 20 Procedural Leg Types (courtesy Universal Avionics)

Monett (M58) Northeast and Southeast VFR Test Approach Transitions

Monett (M58) Northwest and Southwest VFR Test Approach Transitions

2 pages of notes
See Also FAA AC 90-94 - GUIDELINES FOR USING GLOBAL POSITIONING SYSTEM EQUIPMENT FOR IFR EN ROUTE AND TERMINAL OPERATIONS AND FOR NONPRECISION INSTRUMENT APPROACHES IN THE U.S. NATIONAL AIRSPACE SYSTEM

JAA & Eurocontrol; Summary and Conclusions of the RNAV Symposium , 11-12 March, 1997 Acrobat PDF [128Kb]

Outline of the Summary and Conclusions slide presentation made at the JAA RNAV Symposium, March 11 and 12, 1997, at Eurocontrol Institute Luxembourg. Includes general rationale and requirements for aircraft to be equipped for Basic Area Navigation (BRNAV), which becomes mandatory in Europe beginning on January 29, 1998.

Ladkin, Peter B.; Electromagnetic Interference with Aircraft Systems: Why Worry? , July 13, 1997 Acrobat PDF [51Kb]

There are worries about suspected electromagnetic interference with aircraft systems from electronic devices used by passengers. Some first-hand incident reports from colleagues are included. The phenomenon seems to be hard to pin down -- colleagues explain why. It may be that the current regulatory situation affects reporting and investigation of suspected incidents. Finally, I suggest some ways in which the regulatory environment could be changed to aid investigation.
See also Peter Ladkin's Compendium of Computer-Related Incidents with Commercial Aircraft.

Lawson-Smith, Gary; GNSS Spectrum Issues: Protection of Radionavigation Band 1559-1610 MHz , June 25, 1997 Acrobat PDF [31Kb]

(4 pages)
This paper was included in the notes from the 6th Global Navigation Satellite System (GNSS) Implementation Team (GIT/6) Meeting in Canberra, Australia, 25 June 97, hosted by AirServices Australia GNSS Program Office.

The paper was originally presented by Chairman Gary Lawson-Smith, Manager AirServices Australia GNSS Program Office, as part of a progress report on current activities of the ICAO GNSS Panel Working Group B&D meeting in Montreal, 26 May- 6 June.

Long, Howard A.; Changes to the Present ARINC 424 Rules on Approach Coding , August 1997 Acrobat PDF [11Kb]

(2 pages) "Recent work by the Flight Safety Foundation has shown that non-precision approaches continue to be a factor in a significant percentage of approach and landing accidents. The need to descend to a MDA and then maintain level flight until in position to continue the descent to landing has been the cause of many accidents in the past."

"The FSF and the ATA FMS task force have strongly recommended a constant angle descent on all approaches with the missed approach initiated immediately at MDA. This eliminates the risk of the level segment near the ground. This also means that the missed approach is initiated prior to the end of the runway on all non-precision approaches."

Captain Long's paper stresses the need for "tactical branching" capabilities to be incorporated into FMS software, and the benefits to be derived from such modifications.

Marinelli, Mario ; Multimedia Systems and Cognitive Aspects in the Training of Airline Pilots , 1994. Acrobat PDF [383Kb] or gzip PostScript [116Kb]

This report covers Alitalia's experience.
Contents :

Basic Theoretical Training

Transition Courses

Audiovisuals in Training

Video Tapes

C.B.T. (Computer Based Training)

The Multimedia Interactive systems in connection with Training Cognitive Aspects