Straight in on

GPs data cards now contain Non-Precision Approaches

for a number of Australian aerodromes for training
by day in VMC. Approval for use in IMC is expected
later this year.

HE FIRST AUSTRALIAN GPS NONPrecision Approach procedures

(GPS/NPA) were published in the February 1997 Departure Approach Procedures (DAP) amendment. They should now
be available on the GPS navigational database distributed to owners of TSO C129 GPS
receivers.
The approaches - which may only be
flown in VMC conditions - are published
for practice and familiarisation, and to
allow for the issue of GPS/NPA endorsements which will become possible when
CAO 40.2.1 is amended for this purpose.
It is likely that the procedures will be
approved for use in IMC in the third quarter
of 1997.
The first approaches available are at Avalon,
Brisbane, Cunderdin, Darwin, Goulburn and
Wollongong. More approaches will become
available as they are designed.
An essential step before the approaches can
be used in IMC is the scheduled changeover
to the use of the WGS 84 data for instrument
approach charts in July this year. A flight
inspection and validation policy for GPS/NPA
must also be established and implemented.
To conduct GPS/NPA in IMC, pilots will be

required to hold a GPS/NPA instrument rating

endorsement, for which a flight test will be
required. However, because of the relative
complexity of the procedures required to select
and conduct GPS/NPA5, and because different
makes and models of GPS receivers differ
markedly in their operating procedures, pilots
will also be required to conduct at least three
GPS/NPA5 using the same type of receiver. This
latter requirement is not a flight test but simply a means of ensuring that pilots fully familiarise themselves with the operation of each
type of receiver.
Recency for the conduct of a GPS/NPA will
be of two kinds; a general requirement for one
approach within the previous 90 days; and a
receiver specific recency of one approach
using the same type of receiver within the previous six months. The methods by which
pilots are able to maintain recency are the
same as for current ground-based radio navigation aids.
The equipment required to fly a GPS/NPA is
an approach capable TSO c129 GPS or equivalent receiver equipped with a current navigational database. Non-TSO receivers are not
suitable because they lack the capability to
retrieve an approach procedure from the

database or to provide the required accuracy

and integrity during the approach. Note that
not all TSO c129 receivers are approach capable, so if in doubt, consult the operating manual supplied by the manufacturer. Note also
that TSO C129 receivers will allow a GPS/NPA
to be flown with an out of date database. This
feature is incorporated for last ditch emergency use only and a current database is
essential for GPS/NPA in the same way that
current approach plates are for any instrument approach procedure.
Also of critical importance is the correct
placement of the GPS receiver on the aircraft
instrument panel. Although most types of
equipment may be interfaced to an external
CDI or HSI, vital information such as the active
waypoint, distance to waypoint, and other
messages and warnings are displayed on the
receiver itself.
For this reason, the receiver must be
mounted in a position that is easily included
in the pilot's primary instrument scan. The
centre radio stack is the logical position in
most aircraft. Some receivers include external
annunciators and warning lights - the same
principle applies to the positioning of these
items.
Flying the approach

The traditional method of flying non-precision instrument approaches consists of establishing overhead a radio navigation aid, tracking outbound, and then conducting either a
reversal or base turn and tracking inbound to
the aid.
It is possible to fly this type of approach
using GPS and there are many examples in the
US and Canada where GPS approaches have
been "overlaid" on existing VOR and NDB
approaches.
However, most GPS TSO C129 receivers are not
well suited to flying reversal procedures and in any
case, there is no need to fly over a ground-based
aid to establish position with GPS. Therefore, Australian GPS approaches are all designed as
straight-in runway aligned approaches that
do not require reversal turns. They are not
only easier to fly but also eliminate the need
for visual circling at minimum altitude.
Each GPS/NPA consists of a sequence of
waypoints stored in the GPS navigational database which define the approach procedure the
aircraft must fly. Waypoints for GPS/NPA cannot be entered manually into the receiver or
modified in any way by the pilot. The design
philosophy is to minimise pilot workload during the approach, and to eliminate the possibility of data entry errors.
When flying the approach, the GPS receiver
automatically transitions through the waypoint sequence, providing track and distance
FLIGHT SAFETY AUSTRALIA AUTUMN 1997 23

information to the next waypoint in the procedure. This waypoint sequencing is automatic, provided each waypoint is crossed
within the required parameters. If holding is
necessary, the automatic sequencing can be
suspended and GPS used to hold at a waypoint
in a similar mariner to holding at a VOR station.
The waypoints used for Australian
GPS/NPA are identified by five characters. The
first three characters are the letters of the aerodrome identifier minus the leading Y used for
Australian locations. The fourth character is
N, S, E or W to indicate the direction from
which the approach to the runway is made.

approach to be selected for each flight plan.

After selecting the approach procedure, a confidence check of the waypoint sequencing and
the tracks and distances between each waypoint must be made. This is done by scrolling
through the procedure and comparing the
tracks and distances displayed by the GPS
against those shown on the approach plate.
Once the approach has been selected, the
equipment is capable of predicting whether
RAIM will be available for the approach within 15 minutes of the specified ETA. This prediction is based on the current satellite
almanac, and does not account for scheduled

GPS/NPA design. Three waypoints allow for

the approach to be joined from any direction
without the need for holding or sector entry
procedures. Choosing any other waypoint to
join the approach may mean that obstacle
protection is compromised if you are flying
below the minimum sector altitude. The
approach should not be continued past the
initial waypoint unless RAIM is available.
Provided the aircraft crosses the waypoint
within a sector 700 either side of the track to
the next approach waypoint, the GPS will
automatically sequence to provide track and
distance to the next waypoint. If the aircraft
does not cross the waypoint within the
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The last character identifies the position of

the waypoint in the approach sequence:
A,B, and C Initial approach fix (usually
three per approach).
.1 Intermediate approach fix.
F Final approach fix.
M Missed approach fix.
T Missed approach turning point.
H Missed approach holding point.
As an example, the final approach fix for
the runway 18 GPS/NPA at Avalon is identified as MAVNF.
The approach procedure will be identified
by the name of the aerodrome and the runway
with which it is aligned. The approach can be
selected directly from the database when
required or it may be added to a flight plan.
Most equipment permits only one
24 FLIGHT SAFETY AUSTRALIA AUTUMN 1997

or unscheduled satellite unserviceablity.

After the approach is selected and the aircraft is within 30nm of the aerodrome, you
will be requested to activate the approach. If
you choose to activate the approach at this
point, the CDI display will automatically
transition to terminal tracking accuracy of
1 .Onm. You may delay activation until closer to the aerodrome if this CDI sensitivity is
not desired. In any case, RAIM will automatically assume terminal mode of l.Onm
within 30nm of the aerodrome, whether or
not the approach is activated.
The GPS at this point should provide tracking guidance to the waypoint selected as the
transition waypoint. The transition waypoint
should normally be one of the three initial
approach fixes provided by the Australian

pended. The pilot must then position the aircraft to track over the waypoint within the
correct sector and manually cancel the hold
mode to continue the approach.
As mentioned previously, if holding is
required for any reason, the automatic
sequencing may be suspended by the pilot.
This involves activating the 'hold' mode
before crossing the waypoint on which the
holding will be based. The desired inbound
track to the waypoint is then selected and a
holding pattern can be flown in the same way
as a VOR. To resume automatic sequencing for
the approach, the 'hold' mode must be cancelled by the pilot before crossing the holding
waypoint.
In Australian GPS/NPA, the track from the
initial to the intermediate approach fix allows

the aircraft to be aligned with the final

approach before reaching the Final Approach
Fix. RAIM and CDI sensitivity will continue in
the terminal mode of 1 .Onm.
It is important to remember that the distance displayed by GPS is the distance to the
next waypoint, and not the distance to the
aerodrome. In future approach designs, the
distance between waypoints will be standardised at 5nm wherever possible as an aid in
assessing distance to run to the aerodrome.
The distance to the runway is also provided
on the approach plate.
When within 2nm of the final approach
fix, RAIM and CDI sensitivity will automatically transition to the approach value of
0.3nm. This transition is gradual and com-

input from the pilot. One or more button

presses may be needed to initiate a missed
approach, depending on the type of equipment. RAIM and CDI sensitivity will automatically revert to terminal mode of 1.Onm.
Tracking will be provided to the missed
approach point and then to the missed
approach turning point and the missed
approach holding point.
After conducting a missed approach, the
approach must be cancelled in order to
allow new waypoints or another approach
to be selected.

plete by the FAF.

If the aircraft crosses the FAF within the
appropriate tolerance, the approach annunciator should indicate successful transition to
the approach mode. If RAIM is not available
or the approach mode is not activated, the GPS
will not transition and the approach should
be discontinued.
If at any time during final approach RAIM is
lost or a RAIM warning appears, a missed
approach should be promptly initiated.
Design obstacle clearance is based on the
pilot maintaining a tracking tolerance within
1/2 scale deflection on final approach.
A missed approach can be conducted at any
time by activating the missed approach mode.
This is the only part of the actual approach,
other than holding, which requires manual

tant are those that indicate RAIM availability

and the mode in which the receiver is operating.
You should be aware of how RAIM availability is indicated on the receiver you are
using. Some receivers have an annunciator
which illuminates when RAIM is available others illuminate when it is not available.
The TSO design allows the approach to continue for 5 minutes after RAIM is lost, however
a RAIM warning during the approach will normally only illuminate after this time, so a
missed approach should be commenced
immediately a loss of RAIM is indicated.

Warnings and messages

There are many warnings and messages provided by the equipment, but the most impor-

Human factors
A lack of mode awareness is a well-recognised
hazard associated with computerised or automatic flight systems. You must be able to

recognise the correct mode of operation for

each phase of flight, particularly during
instrument approach.
When first learning GPS, there is a tendency
to become so engrossed in the operation of
the receiver that situational awareness is lost.
Remember that your first priority is always to
fly the aircraft.
Differences in the operation of GPS receiver
types can be confusing. Review the functions
of the GPS receiver before each flight by entering the complete flight plan to your destination, including the instrument approach procedure. Finally, do a confidence check of all
tracks and distances.
As familiarity with an automated system
such as GPS is gained, complacency must be

guarded against. Always use all navigational

information available to cross check GPS
information and always check your own proficiency in the operation of the equipment.
To a properly prepared pilot, GPS/NPA are
safe, accurate and easy to fly and have the
potential to ensure safe instrument approach
procedures at any aerodrome in Australia.
However, if you do encounter any operational problems in practising GPS/NPA5 you
should report them to the Airservices Australia GNSS Program Office.
Contact the GNSS Operations Manager,
Michael Smith, on 06 268 4193, or Ian Mallett
of CASA on 06 268 5475.
Dick Reynoldson is a flying operations inspector for
flight crew licensing, CASA.

FLIGHT SAFETY AUSTRALIA AUTUMN 1997 25