B/CA Show News - NBAA 2007 - September 27, 2007 - (Page 18)

N B A A 2 0 07 Gulfstream and Honeywell Target RNP “unable RNP” message would also be genGulfstream plans to offer Required Navierated. However a one-dot deviation—out gation Performance capability on its G450 of two— requires a missed approach. and G550 large cabin business jets with the The vertical scale is similar to an ILS support of Honeywell and Jeppesen as all as well. We were flying down a standard three companies make broad commitments 3.5 deg. glideslope on this approach, and a to RNP. one-dot deviation below glideslope would Gulfstream will eventually offer RNP on show the aircraft is 75 ft low—at which point all models of Gulfstream aircraft, says Mike a missed approach would be required. Mena, director of advanced cockpit proWeight and his copilot, Paparella, cougrams for the company. The G450 and pled the autopilot to fly this approach along G550 have the PlaneView cockpit, and with auto throttles engaged to adjust the Chad Cundiff, vice president of crew interpower settings. Power fluctuated once drag face products for Honeywell, says his was introduced with the landing gear down company will upgrade the software for this and flaps deployed. avionics system and its related flight manThe real value of RNP to pilots is that it agement system. should provide better access to congested RNP allows an aircraft to fly down a airports and at airports with terrain chaltightly confined corridor of airspace lenges like those surrounded by mountains. approaching or departing an airport as it is Morristown Municipal is only about 10 nmi guided by GPS signals, inertial navigation away from Newark Liberty International sensors and in some cases DME-DME. Airport. Weight says Jeppesen is working Gulfstream will offer RNP 0.30 capability with New York-area ATC officials to deteras a standard feature on the G 450 and mine where the flight path should go on G550. The even more accurate 0.10 capathis RNP procedure to avoid conflict with bility will be offered as an option. Newark. Since RNP courses guided by Aircraft operators will have to obtain GPS can be drawn anywhere, and aircraft approval from the FAA to fly RNP Special can maintain the same ground track every Aircraft and Aircrew Authorization time, ATC has a lot of flexibility in placing Required (SAAAR) procedures now being the arrival path to avoid Newark while also published by the agency. The approval meeting the airport’s noise abatement process is a complicated one; Honeywell Required Navigation Performance aimed first at G450, G550. requirements. It is even possible to have and other companies have been approved alerts the pilot if it is no longer possible to meet curved segments (see photo) called “radius to to provide consulting services to aircraft operafix” turn. tors to assist them in obtaining the agency’s ok. this standard for any reason. The primary flight display (PFD) on the G450 For this 0.3 RNP approach, there is one An RNAV (RNP) approach procedure being small window depicted on the primary flight provides both a plan view (top down perspective) developed for use at the airfield used by Honeywell’s corporate jet fleet based at its headquarters display showing RNP 0.3. Under it in the same of the approach course and a “vertical situation in Morristown, N.J., was demonstrated to the window is an EPU number or “estimated posi- display” of the aircraft’s path over the terrain. One of the most interesting visual news media on Sept. 18. I watched from the cockpit entry RNP allows an aircraft to fly down a tightly features of flying an RNP in a G450 is the ability to see the aircraft’s posiarea as Honeywell’s chief pilot (for confined corridor of airspace approaching tion in three places. One is on a flight fixed wing operations) Ronald path over the ground on the PFD, Weight in the left seat, and Joe or departing an airport as it is guided by on situaPaparella in the right seat, conGPS signals, inertial navigation sensors and the second isand the vertical on an tion display the third is ducted the approach in visual in some cases DME-DME. electronic Jeppesen approach plate conditions. The approach is still in presented on the copilot’s multidevelopment and so is not yet certion uncertainty.” For this approach it reads function display. tified by the FAA. Two miles from the Final Approach Fix, the We flew to the Stillwater VOR feeder fix and 0.04. If the EPU ever rose above 0.3, an FMS control display unit test message would appear FMS switches automatically from terminal then to the initial approach fix (see waypoint “TestB” in photo) for the RNAV (RNP) Z to to say “unable RNP.” Weight says this almost arrival mode to approach mode. When we Runway 5. The Honeywell flight management never happens as the system accuracy is almost reached the decision altitude of 813 MSL, the pilots initiated a missed approach as planned. It system (FMS) software modified to support an always precise. In addition, if the course deviation indicator wasn’t necessary to disengage lateral navigation RNP 0.3 Approach guided us on the flight path (CDI) on the ILS-type lateral navigation display and the autopilot and auto throttles executed with GPS satellite signals. The Honeywell FMS monitors compliance were to reach full-scale deviation to the left or the go-around under the watchful eyes of the with the accuracy requirements of RNP and right of centerline, it would turn amber and an Honeywell pilots. —David Hughes 18 September 27, 2007 www.aviationweek.com/shownews http://www.aviationweek.com/shownews

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Why Buy Columbia? Too Much of a Good Thing? The User Fee Fracas Big Toys for Big Boys Honeywell for RNP High Miles Air Taxi Bombardier at Your Service NARA Names Officers Learjet’s Racier Image ILA 2008 in Berlin Gulfstream Hangar Opens Anti-Runway Incursions Like ReallyLarge Cabins? Sentient-Jet Direct

B/CA Show News - NBAA 2007 - September 27, 2007

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