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
After Mastering essentials of their navigation equipment

Simulators are designed to be as exact a duplicate as

physically and financially possible of the aircraft in
which they are to deliver training.

The FMS databases are updated every 28 days just as

are the databases of line operational aircraft.

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 this tool in each part of their
flight.
Goal of Performance Based Flight Operations

Departure Enroute Approach

Cat I & II
RNP 2, 4, 10, 12.6

RNAV STAR
Cat I
FAF 200’
RNP2
RNP Profile RNP.3
Low Visibility Cat II
RNP1
Takeoff 100’ Landing Cat III

RNAV or RNP SAAAR

Plan View
MAP

RNP AR do not have to

expand from the MAP

The goal of Performance Based Navigation, is to SAFELY move aircraft,

crews and passengers from one point on the globe to another
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without the need for any ground based navaids.
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

Percentage of Accidents By Phase of Flight

Load, taxi,
unload5.0%
25.6% 55.7%
Final
Approach Landing
Takeoff Initial Climb Climb Cruise Initial
19.8% 29.3%
12.8% 7.8% 6.5% 5.8% Descent Approach
6.4% 6.6%

Nav. Fix

App.
Task Load Moderate Fix

- Heavy Task Load - Light Task Load - Heavy

• 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.
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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

15
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

Airport elevation
9228 ft
Minimum safe
in the SE Quadrant
21,500 ft
Missed approach
climb gradient 3.6%
as missed approach
is over terrain
almost 15,000 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

28
equally complex missed
Graphic providedapproach
by Naverus Inc.
RNP AR approach into Queenstown, New Zealand
Without good quality Simulator Practice
approaches such as this would not be possible

29

Graphic provided by Naverus Inc.

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.
CAE 5000 Simulators

Any Questions?