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EASA All-weather operations NCO - finally we may have GPS substitution for ADF/DME

Anyone following this? Interesting proposed amendment here
https://hub.easa.europa.eu/crt/docs/viewnpa/id_441

Indiv. CBIR Instruction
LOWG, LEBL

local copy

This is interesting. Looks like somebody has gone through a large pile of regs and is trying to simplify them.

Administrator
Shoreham EGKA, United Kingdom

There are actually some “interesting” points in it. Not sure if everything gets easier for us, e.g.:

When a pilot-in-command uses information provided by a third party for aerodrome operating
minima, the pilot-in-command remains responsible for compliance with the implementing rules.

I.e.: You can’t assume that e.g. Jeppesen plates are right. If you didn’t check with AIP and did your own calculations, you are busted.

The pilot-in-command should use the available space weather information to ensure that
no space weather phenomenon is predicted to disrupt GNSS reliability and integrity at
both the destination aerodrome and the alternate destination aerodrome

I can already feel the breath of German ram check agents…

But by far the greatest thing (this time completely w/o irony) is hidden at the very end: When this becomes law, we legally no longer need ADFs or DMEs as long as our GPS fulfill certain minimum requirements!!!!!

FIX SUBSTITUTION
(a) Area navigation systems that meet the requirements of (E)TSO-C129/-C145/-C146 (or later
equivalent standards) installed in aircraft that meet the requirements of NCO.OP.116(a) for RNAV 5, RNAV 1, RNP 1 or RNP APCH, may be used as a substitute for conventional navigation
equipment to:
(1) determine aircraft position relative to or distance from a VOR, marker, DME fix (including
a DME distance in the final approach segment); or a named fix defined by a VOR radial,
TACAN course, or NDB bearing
(2) navigate to or from a VOR, TACAN, or NDB.
(3) hold over a VOR, TACAN, NDB, or DME fix.
(4) fly an arc based upon DME.
……
Germany

(a) Area navigation systems that meet the requirements of (E)TSO-C129/-C145/-C146 (or later
equivalent standards) installed in aircraft that meet the requirements of NCO.OP.116(a) for RNAV 5, RNAV 1, RNP 1 or RNP APCH, may be used as a substitute for conventional navigation

So a KLN94 cannot be used (not approved for RNAV1) but a GNS430 can (?).

This is really quite amazing that some 30 years on, this block is finally beginning to move.

Administrator
Shoreham EGKA, United Kingdom

I think only GNS430W, non W 430 is not RNAV1/RNP1/P-RNAV IIRC?

Last Edited by Snoopy at 07 Feb 10:42
Indiv. CBIR Instruction
LOWG, LEBL

Malibuflyer wrote:

Not sure if everything gets easier for us

It is open for comments until 9th of March. So you could make that point or propose some alternative wordings.

Nympsfield, United Kingdom

Peter wrote:


(a) Area navigation systems that meet the requirements of (E)TSO-C129/-C145/-C146 (or later
equivalent standards) installed in aircraft that meet the requirements of NCO.OP.116(a) for RNAV 5, RNAV 1, RNP 1 or RNP APCH, may be used as a substitute for conventional navigation

So a KLN94 cannot be used (not approved for RNAV1) but a GNS430 can (?).

I guess it depends how the “RNAV 5, RNAV 1, RNP 1 or RNP APCH” is interpreted. With the “or” my reading is that your AFM (or supplement) mentioned in NCO.OP.116(a) needs to have one of the PBN spec. I read it RNAV5 or RNAV1 or RNP 1 or RNP APCH

Nympsfield, United Kingdom

Peter wrote:

Looks like somebody has gone through a large pile of regs and is trying to simplify them.

Who would be daft enough to do that?

Whoever it was we sure do appreciate the effort!

tmo
EPKP - Kraków, Poland

Snoopy wrote:

I think only GNS430W, non W 430 is not RNAV1/RNP1/P-RNAV IIRC?

The non-W GNS430 does have RNAV1/RNP1/P-RNAV, as does the non-W G1000. I believe the common conception that it does not is because some (all?) European authorities initially refused to certify GNS430 installations for RNAV 1/RNP 1.

ESKC (Uppsala/Sundbro), Sweden
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