Direct-TO - Honeywell

Direct-TO
CURRENT HEADLINES
H O N E Y W E L L F M S Q U A R T E R LY U P D AT E A N D N E W S L E T T E R
MARCH 2012
Global Data
Center Update
Page 3
LPV Approach Symbology for EASy II
FAQ–Nav
Database
Page 4
Go Direct™
Services
Page 8
Overview:
Understanding
Windshear Detection
Systems–Part 2
Page 9
2012 Calendar of Events
and Training Opportunities
Page 10
On Dassault EASy II aircraft, LPV is designed
to be flown just like an ILS approach. The
approach is set as an ILS and the capture
is similar to that of an ILS except that lateral
guidance is available much sooner. A
conscious design choice was made to take
the FMS “out of the loop” once the approach
has been selected and captured.
Figure 1–LSBA/VSBA Annunciations
When a LPV approach is loaded into the
Landing Data Tab (Figure 2), the WAAS ID
is displayed on the IPFD (Figure 3).
Navigation Database
Oversize and Optimization
Page 11
LPV is flown with GPS deviations fed
directly to the Flight Guidance Computer.
The EASy II program has implemented LPV
differently from the other EPIC platforms
in that LPV is flown in a new nav mode
called LSBA/VSBA (Lateral Satellite-Based
Augmentation/Vertical Satellite-Based
Augmentation). Although the approach is
initially loaded as an RNAV approach, the
LSBA/VSBA annunciations are used when
the LPV approach category is selected as
the approach type.
Figure 2–LPV Selection
LPV green says that the approach has
properly been loaded and that the
sensor data is valid for the approach. The
approach capture is automatic once the
flight director APP mode has been selected
(LSBA and VSBA CYAN on FMA) and the
condition for capturing the deviations are
Continued on page 2
LPV Approach Symbology for EASy II
Continued from page 1
met (just like an ILS, it would occur when within approximately
one dot deviation or less). LPV green is just a setup and health
validation. It is not sufficient for capture.
It is important to note that the TERM and APP annunciations
for RNAV operations have no effect on LPV approaches. The
TERM annunciation (Figure 4) illuminates whenever the aircraft
is within 10NM of the departure airport or 30NM from the
destination airport. It also indicates that the CDI scale is set
to RNP 1.0.
Figure 3–LPV Properly Loaded
Once the crew presses the APP button to arm the approach
mode, the system navigates using FMS (LNAV/VNAV) until LSBA
(lateral…) and later VSBA (vertical…) are captured. At that point,
flight director flies the displayed GPS deviation just as it would for
ILS (no blended signal), similar to a FMS-to-ILS transition. Similar
to an ILS, lateral guidance (LSBA) must be captured before the
vertical guidance (VSBA) can be captured.
Figure 4–TERM Mode
However, when LSBA has been captured, the CDI will behave
much like an ILS by becoming more sensitive as the aircraft
gets closer to the runway. Therefore, the TERM annunciation
has no effect on the approach since the Flight Guidance
Computer is receiving navigation information from the GPS, not
the FMS. There may also be occasions where LSBA has not
captured and the aircraft is within 2NM of the FAF. In this case,
the APP annunciation is illuminated (Figure 5), indicating that
CDI scaling has been reduced to RNP 0.3.
An amber LPV XXXX means that the aircraft is less than 100NM
and the LPV data is invalid, unavailable, or doesn’t match the
approach that has been loaded in the FMS. If this occurs, the
flight crew should delete the approach and then reload it.
If the LPV capability status is amber, then the crew should:
• Verify that the WNNX identifier (LPV W04B) matches the
identifier on the chart for the selected approach.
If it does not, a problem has occured when the approach
was loaded.
• If the approach is correctly loaded, the crew should select
the SBA CDI on the HSI if it is not already displayed (it will
auto set 30NM from the runway on the pilot flying side)
and verify that the information for the selected airport and
runway at the upper right of the HSI is consistent with the
selected approach.
Figure 5–APP Mode Prior to LSBA Capture
As LSBA captures and turns green, the APP annunciation will
change to TERM (Figure 1) and RNP 1.0 scaling will resume
if the crew elects to execute a missed approach. At this point,
the crew must press the GA button to revert to normal LNAV
navigation. Once the go-around button is pressed, and the
aircraft has passed the MAP, it will revert to RNP 1.0.
• If the distance to the runway is invalid and the aircraft
appears to be more than 100NM from the runway
threshold and the approach is correctly loaded, the crew
should wait until the aircraft is within the 100NM radius to
confirm the capability status.
• Once within 100NM from the runway (with a valid
indication or verified by some other means if invalid),
if the status is still amber, there must be a problem with
the GPS (not in SBAS PA mode or other GPS problem).
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2
Global Data Center Update
Tactical Route Coordinator Reduces Delays for
New York Airports
Five Airports–Five Common Delay Factors
There’s a new weapon in the fight against New York-area
airport delays. Pilots will now spend less time waiting for
departure clearance thanks to the Honeywell Global Data
Center (GDC), Flight SentinelSM and the FAA’s new Tactical
Route Coordinator (TRC).
Controller
Workload
The TRC is a position at the New York TRACON that opens a
line of communication between the GDC, the FAA and the New
York/New Jersey Port Authority. The three agencies can now
implement procedures that reduce delays and improve flow
during periods of bad weather or heavy traffic.
Runway Closures
The new partnership allows the GDC and Flight SentinelSM
to adjust their customer’s routes in exchange for on-time
departures. It focuses on finding clear routes out of the region
for business aircraft, which are often willing to accept changes
if it means taking off sooner. By staying flexible with their routes
and accepting different departure gates, more aircraft can
depart within a given hour. After three years of development
and testing, the TRC is ready to “go live” when severe weather
hits the area.
Shared Airspace
Weather
Traffic Volume
The TRC has been implemented at five major airports:
• John F. Kennedy International (KJFK)
Domino Effect
• LaGuardia International (KLGA)
Why is coordination through the TRC necessary? Here is
one common scenario that causes delays in the New York
Metro area:
• Newark Liberty International (KEWR)
• Teterboro (KTEB)
Low ceilings develop in the early morning hours and force
Kennedy Airport to use the instrument landing system to
Runway 13L. LaGuardia, suffering from the same conditions,
must use its ILS to Runway 13. Changes to the arrival and
departure paths at Newark and Teterboro must now be made
to accommodate these approaches.
• Westchester County/White Plains (KHPN)
Since Newark and Teterboro share airspace, New York
Approach must either stop Newark departures to make room
for Teterboro arrivals, or hold Teterboro arrivals to create space
for Newark departures. Long departure delays result, since
traffic leaving on pre-planned routes would interfere with the
arrivals. By changing those pre-planned routes, controllers can
depart a greater number of aircraft per hour. The TRC allows
this to happen, and pilots who accepted the alternate routes
depart sooner.
GDC and Flight SentinelSM participation in the TRC is simple.
They collaborate with New York TRACON through a webbased interface to suggest and accept new routes. GDC Flight
Data Specialists and Flight SentinelSM Flight Control Specialists
propose those route changes to their customers along with
their new, reduced delay time.
Ideally, the TRC will be used beyond the east coast, and
expansion is already planned for near future. The GDC and
Flight SentinelSM are continuing to work with the FAA to improve
the TRC by providing monthly usage and traffic data. If your
flight department could benefit from reduced delays in the
New York metro area, contact the Global Data Center at
1-888-634-3330 (USA), 1-425-885-8100 (International), or
send an email to [email protected].
These highly congested airports are located within 17 miles
of each other. They produce between 4,000 and 5,000
operations per day and cause 46% of the total National
Airspace Delays.
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3
FAQ – Nav Database
Q: I don’t have the coverage I need in my GNS-XLS Nav
GNS-series facing much less restrictive exclusions.
Approaches, SIDs/STARs and waypoints are similarly affected.
Database. The airports, procedures and waypoints that I
would like to use are not accessible. What other database
options are available for my unit?
To help with understanding the Nav Database options
available, please see the information provided below. Table 1
lists the minimum runway length depicted in each Nav DB
using the Nav DB Ident Code as of Cycle 1203. Table 2 lists
the availability of procedures, airways, navaids, etc. based
on the FMS part number of the unit. And finally, a list of the
region codes and a map of the continental U.S. showing the
geographic divisions of areas K1 through K7 are included.
Please note that these database coverage parameters often
change from cycle to cycle, so it is highly recommended that
all necessary information is verified as being available during
preflight planning.
A: Due to the rapid expansion in Nav Database memory
size requirements, many versions of the GNS-series units
no longer have the memory capacity to include all of the
available information in their Nav DBs. Because of this, many
compromises have become necessary when determining
what data should be included and what must be left out.
This memory restriction becomes most severe with the older
GNS units due to their very small (by today’s standards)
memory size. A point is reached where the operator must
choose between a wide area of coverage with little detail, or
greater detail over a smaller area. For example, in the GNS-X
International #2 Database (ID I2S), in order to include a large
portion of the world in the database it became necessary to
limit the minimum runway lengths to 11,900 feet—obviously a
severe restriction on depicted airports. Limiting the database
to U.S. and Canada only (International #1A–ID I5S) decreases
the minimum runway length to a much more useful 5100 feet.
This is the worse-case scenario, with newer units in the
If you would like additional information on changing your
Nav DB subscription to alter your coverage, please contact
Honeywell Navigation Database Account Services at
[email protected] or call (602) 436-6738.
For any questions of a technical nature, please contact the
Honeywell Technical Operations Center at (800) 601-3099
Option 5, Option 2 or email [email protected]
Table 1—Cut Off Runway Length for GNS-XLS Nav DB
Sl No
Nav DB
1
GNS-X/SC; Expanded DB,
Region 1
2
GNS-X/SC; Expanded DB,
Region 2
Nav DB
Ident
E1R
Cut Off Runway Length
USA = 5100'
Other regions = 5000'
Coverage
CAN, LAM, SAM, USA.
IACO: – MU
AFR, EEU, EUR, MES, ICAO K6
E2R
All regions- 8300'
Excluded Area: – IACO-UH, UI, UO, UE, UN, ZB, ZG, ZH,
ZJ, ZK, ZL, ZM, ZP, ZS, ZT, ZU, ZW, ZY.
CAN, EEU, MES, PAC, SPA.
3
GNS-X/SC; Expanded DB,
Region 3
ICAO: – K1, K2.
E3R
All regions = 8300'
Eastern Canada with coordinates (only Heliports) N90 W100, N90 W050, N40 W050, N40 W100.
Excluded ICAO: – UO, ZM.
4
GNS-X/SC; Expanded DB,
Region 4
E4R
No cut off length. All Rwys in the
region are selected
AFR, EEU, MES
5
GNS PRNAV
GPE
No cut off length. All Rwys in the
region are selected
AFR, EEU, EUR, MES, PAC, SPA
6
GNS PRNAV
GPR
All regions = 4500'
WORLDWIDE.
GPW
No cut off length. All Rwys in the
region are selected
CAN, LAM, USA, SAM
7
GNS PRNAV
8
GNS X - INTL #1
9
GNS X - INTL #2
I1S
I2S
SAM, USA, LAM.
All regions = 7200'
ICAO with Heliport data only: – K1.
S of CA_HI Pacific with coordinates: – N30 W120, N10
W160, S06 W160, S06 W120.
All regions = 11900'
EEU, EUR, MES, PAC, AFR; ICAO: – K1, K2, K6, K7.
Areas: – AFR, EEU, EUR, MES.
10
GNS X - INTL #3
Return to Page 1
I3S
All regions = 7900'
Excluded ICAO: – ZY, ZW, ZU, ZM, ZK FE, FT, UH, UE,
UO, UN, UI.
4
Continued on page 5
FAQ – Nav Database
Continued from page 4
Sl No
Nav DB
Nav DB
Ident
Cut Off Runway Length
11
GNS X - INTL #4
I4S
All regions = 7000'
12
GNS X - INTL #1A
I5S
All regions = 5100'
Coverage
CAN, PAC, SPA
ICAO: – K1, K2.
Areas: – USA, CAN.
ICAO with Heliport data only: – K7.
WORLDWIDE
13
GNS-X, VNAV NON MOD4,
Worldwide
V0N
Excluded areas: ICAOs-FC, FE, FT, FZ, UE, UH, UI,
UN, UO, US, ZB, ZG, ZH, ZJ, ZK, ZL, ZM, ZP, ZS, ZT,
ZU, ZW, ZY
All regions = 8400'
Polygon with coordinates N30 W119 59, N10 W161,
S06 W160, S06 W119 59
14
GNS-XES, VNAV NON MOD4,
Region#1
V1N
All regions = 6000'
CAN, LAM, PAC, SPA, SAM, USA
AFR, EUR, EEU, MES. ICAOs-K3, K4, K5, K6, K7
15
GNS-XES, VNAV NON MOD4,
Region#2
16
GNS-X, VNAV MOD4,
Region#1
V2N
Eastern Canada with coordinates-N90 W100, N90 W050,
N42 W050, N42 W100
All regions = 8600'
Excluded areas: ICAOs-UE, UH, ZK, ZM
V1R
All regions = 5200'
CAN, LAM, PAC, SAM, SPA, USA
AFR, EUR, EEU, MES. ICAOs-K3, K4, K5, K6, K7
17
GNS-X, VNAV MOD4,
Region#2
V2R
Eastern Canada with coordinates-N90 W100, N90 W050,
N42 W050, N42 W100
All regions = 6800'
Excluded areas: ICAOs-FE, FT, FZ, UE, UH, UI, UN, UO,
ZB, ZG, ZH, ZK, ZL, ZJ, ZM, ZP, ZS, ZT, ZU, ZW, ZY
Area bounded by following 4 polygons
Geo_1-N90 W020, N90 E180, N00 E180, N00 W020
18
GNS-X, VNAV NON MOD4,
EAST
VNE
All regions = 8300'
Geo_2-S00 E010, S00 E180, S45 E180, S45 E010
Geo_3-N30 W070, N30 E010, S35 E010, S35 W070
Geo_4-N70 W090, N70 W020, N20 W020, N20 W90
19
GNS-X, VNAV NON MOD4,
WEST
VNW
All regions = 5100'
Polygon with coordinates-N90 W180, N90 E030,
N20 E030, N20 E020, S55 E020
20
GNS-XES, Multi Disk,
Region #1
X1M
All regions = 3800'
CAN, LAM, PAC, SAM, SPA, USA
21
GNS-XES, Multi Disk,
Region #2
X2M
All regions = 5500'
Eastern Canada with coordinates-N90 W100, N90 W050,
N42 W050, N42 W100
22
GNS-XLS, C129 MOD6,
Region #1
X1R
All regions = 4700'
CAN, LAM, PAC, SAM, SPA, USA
23
GNS-XLS, C129 MOD6,
Region #2
X2R
All regions = 5700'
24
GNS-XES, Multi Disk,
Region #3
X3M
No cut off length. All Rwys in the
Region are selected
AFR, EEU, EUR, MES, PAC, SPA
25
GNS-XLS, C129 MOD6,
Region #3
X3R
No cut off length. All Rwys in the
Region are selected
AFR, EEU, EUR, MES, PAC, SPA
26
GNS-XLS, C129 MOD6, CAN,
USA, LAM
X4R
All regions = 2500'
CAN, LAM, USA
Return to Page 1
AFR, EUR, EEU, MES.ICAOs-K3, K4, K5, K6, K7
AFR, EUR, EEU, MES. ICAOs-K3, K4, K5, K6, K7
Eastern Canada with coordinates-N90 W100, N42 W100,
N42 W040, N90 W040
5
Continued on page 6
FAQ – Nav Database
Continued from page 5
Sl No
Nav DB
Nav DB
Ident
Cut Off Runway Length
Coverage
27
GNS-XES, Multi Disk, CAN,
LAM, USA
X4M
All regions = 2500'
CAN, LAM, USA
28
GNS-XLS, C129 MOD6,
Americas
X5R
All regions = 3500'
CAN, LAM, SAM, USA
29
GNS-XLS, C129 MOD6,
Worldwide
X6W
All regions = 8100'
WORLDWIDE
30
GNS-XLS, C129 MOD6,
Region #7
EUR, ICAOs-,K5, K6, K7
X7R
All regions = 2500'
Table 2
Regions by Database Type
GNS-XLS TSO C129 MOD6 OR > / GNS-XLS
ENHANCED
Eastern Canada with coordinates-N90 W093, N42 W093,
N42 W040, N90 W040
Contents by any NavDB are subject to change without notice
Media Type
FMS Part #
Airways by Name
X
TSO C129 Region 1: (X1R)
CAN, LAM, PAC, SAM SPA, USA
Approaches by Name
See
Below*
TSO C129 Region 2: (X2R)
AFR, CAN, EEU, EUR, MES, USA
Excludes Alaska, Western Canada, USA K1 & K2
Approach Waypoints
X
Enroute Waypoints
X
GPS Approaches
X
NAVAIDS
X
TSO C129 Worldwide** (X6W)
On-Airway NDBs
X
GNS XLS PRNAV, ENHANCED
PRNAV & XL PRNAV (GPR)
Off-Airway NDBs
X
TSO C129 Region 3: (X3R)
AFR, EEU, EUR, MES, PAC, SPA
TSO C129 Region 4: (X4R)
CAN, LAM, USA
17960-0102 SM06 OR >
17960-0203 (All SMs)
18355-010 SM06 or >
PCMCIA
Card
TSO C129 Americas: (X5R)
CAN, LAM, SAM, USA
SID/STAR by Name
X
SID/STAR Waypoints
X
Airways by Name
N/A
Standard Intl 1 (I1S)
CAN, LAM, SAM, USA
Approaches by Name
N/A
Standard Intl 2 (I2S)
AFR, EEU, EUR, MES, PAC, SPA, E. CAN, W. CAN, E.
USA, W USA
Approach Waypoints
N/A
Enroute Waypoints
X
GPS Approaches
N/A
NAVAIDS
X
On-Airway NDBs
X
GNS-X STANDARD
Standard Intl 3 (I3S)
AFR, EEU, EUR, MES
Standard Intl 4 (I4S)
CAN, PAC, SPA (excludes K1 & K2)
Return to Page 1
Media Type
FMS Part #
Low Density
3.5" Disk
14141-0101
14141-02XX
6
Off-Airway NDBs
X
SID/STAR by Name
N/A
SID/STAR Waypoints
X
Continued on page 7
FAQ – Nav Database
Continued from page 6
GNS-X VNAV - NON- MOD4
GNS X VNAV Non Mod4 – (V0N)
Worldwide**
GNS X VNAV Non Mod4 – East (VNE)
Media Type
FMS Part #
High Density
3.5" Disk
14141-0523
Media Type
FMS Part #
GNS X VNAV Non Mod4 – West (VNW)
Airways by Name
X
Approaches by Name
RNAV
ONLY
Approach Waypoints
X
Enroute Waypoints
X
GPS Approaches
N/A
NAVAIDS
X
On-Airway NDBs
X
Off-Airway NDBs
X
SID/STAR by Name
X
SID/STAR Waypoints
X
Airways by Name
X
Expanded Region 1 (E1R)
CAN, LAM, SAM, USA
Approaches by Name
N/A
Expanded Region 2 (E2R)
AFR, EEU, EUR, MES, USA (N.E.)
Approach Waypoints
X
Enroute Waypoints
X
GPS Approaches
N/A
NAVAIDS
X
On-Airway NDBs
X
GNS-X VNAV - MOD4 (OR >)
GNS X VNAV Mod4 – Region 1 (V1R)
CAN, LAM, PAC, SAM, SPA, USA
GNS X VNAV Mod4 – Region 2 (V2R)
AFR, EUR, EEU, MES
GNS-XES VNAV
High Density
3.5" Disk
14141-0523
Media Type
FMS Part #
GNS XES VNAV Region 1 (X1M)
CAN, LAM, SAM, USA
GNS XES VNAV Region 2 (X2M)
AFR, EEU, EUR, MES, USA (N.E.)
High Density
3.5" Disk
17450-0101
17450-0203
Media Type
FMS Part #
High Density
3.5" Disk
14141-0624
17450-0305
17450-0307
17450-0406
18420-0101
Media Type
FMS Part #
GNS XES VNAV Region 3 (X3M)
AFR, EEU, EUR, MES, PAC, SPA
GNS-XES VNAV
GNS XES VNAV Non Mod4 – Region 1 (V1N)
CAN, LAM, PAC, SAM, SPA, USA
GNS XES VNAV Non Mod4 – Region 2 (V2N)
AFR, CAN, EEU, EUR, MES, USA (excl. K1 & K2)
GNS-X EXPANDED/GNS-X SC
Expanded Region 3 (E3R)
CAN, EEU, MES, PAC, SPA, W. USA
Expanded Region 4 (E4R)
AFR, EEU, MES
High Density
3.5” Disk
14141-03XX
16670-0101
Off-Airway NDBs
X
SID/STAR by Name
X
SID/STAR Waypoints
X
**Approaches by name for TSO C129: RNAV, GPS, VOR, in the USA and CAN only.
**Worldwide data includes most navigation data, but may not be all data, within the following regions: AFR, CAN, EEU, EUR, LAM, MES, PAC, SAM,
SPA and USA.
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7
Continued on page 8
FAQ – Nav Database
Continued from page 7
PACIFIC
OCEAN
Canada
Olympia
WASHINGTON
MONTANA
NORTH
DAKOTA
Helena
Salem
Bismarck
Boise
Pierre
WYOMING
Carson City
NEVADA
WISCONSIN
NEBRASKA
Salt Lake City
UTAH
Madison
SOUTH DAKOTA
Cheyenne
CALIFORNIA
Denver
Santa Fe
Colombus
WEST
VIRGINA
Charleston
Frankfort
KENTUCKY
OKLAHOMA
Oklahoma City
Hartford
INDIANA
Jefferson City
Nashville
TENNESSEE
ARKANSAS
ALABAMA
Little Rock
R.I.MASS.
Providence
CONN.
PENNSYLVANIA Trenton
N.J.
Harrisburg
OHIO
Dover
Annapolis
Indianapolis
Springfield
MISSOURI
NEW MEXICO
K1
K2
K3
K4
K5
K6
K7
ILLINOIS
IOWA
Topeka
KANSAS
ARIZONA
■
■
■
■
■
■
■
Lansing
DEL.
WASHINGTON D.C.
Richmond
MARYLAND
VIRGINA
NORTH
CAROLINA
Kauai
Oahu
Molokai
Honolulu
Maui
Lanai
HAWAII
Hawaii
Raleigh
Columbia
Atlanta
ATLANTIC
OCEAN
Boston
NEW YORK
MICHIGAN
Des
Moines
Lincoln
COLORADO
Phoenix
N.H.
Montpelier
Concord
Albany VT
Minneapolis
IDAHO
Sacramento
MAINE
MINNESOTA
Augusta
OREGON
SOUTH CAROLINA
Russia
Montgomery
MISSISSIPPI
TEXAS
GEORGIA
Jackson
Austin
Baton
Rouge
LOUISIANA
ALASKA
Tallahassee
FLORIDA
Mexico
Canada
Bahamas
PACIFIC
OCEAN
Juneau
Cuba
Region Definitions:
AFR = Africa
CAN = Canada/Alaska
EEU = Eastern Europe (includes former USSR states, China &
Mongolia) America
EUR = Europe
LAM = Latin America (includes Caribbean, Mexico & Central America)
MES = Middle East (includes Turkey through India)
PAC = Pacific (includes Hawaii)
SAM = South America
SPA = South Pacific
USA = United States (includes 48 contiguous states)
Go Direct™ Services
Falcon 900 EASy II receives RNP AR approval
The Falcon 900, equipped with Honeywell’s EASy II cockpit,
has been approved for 0.3 RNP AR operations. The approval
of this aircraft opens the door for operators to subsequently
receive an FAA approval for RNP approaches.
Honeywell’s Go Direct team is the sole provider of RNP AR
validated databases for the business jet market place, and
has been delivering validated RNP AR databases to approved
operators for several years.
The Go Direct team is working with the FAA to receive the
very first operational Falcon 900 Letter of Authorization (LOA)
for RNP AR approval. The pending approval includes an
amended operations and maintenance manual as well as an
updated training curriculum. Honeywell is now producing a
special validated RNP AR navigation database, which includes
more than 250 RNP AR approach procedures for the Falcon
fleet. This database includes the validation required for RNP
AR approaches, as defined by FAA AC 90-101A appendix 3.
If you need to consider RNP AR operational approval, remember
that the Go Direct team is an authorized RNP AR consultant to
the FAA. As such, we work with your flight department to align
the operating manuals, maintenance documents, checklists and
forms for an RNP AR letter of operation.
Return to Page 1
We also work with the various branches of the FAA (local,
regional and national) to facilitate the LOA on your behalf.
For information, email us at [email protected].
8
Understanding Windshear Detection Systems–Part 2
In part one of this series, we looked back at the discovery of
the microburst and some early research into that phenomenon.
In this article, we will look at the development of airborne
sensor systems.
Now, it’s time to introduce some new terminology—the
F-Factor or Hazard factor. The easiest way to understand
this new term is to think of an aircraft’s F-Factor as its energy
state (think of momentum). The blue and purple bars show
several different types of aircraft in the takeoff and landing
configuration. As you would expect, an aircraft’s energy state is
lower in the landing configuration when it has reduced power
and in a dirty configuration with gear and flaps down. The red
bar shows the F-Factor of several measured microbursts (DFW,
CLT, etc) and simply put, if the microburst F-Factor exceeds
that of the aircraft it is a bad day. Now, you might think that your
lighter, more powerful business jet would be able to power you
through a microburst encounter. Well, think again. The largest
recorded microburst occurred immediately after Air Force
One landed at Andrews AFB. The wind direction and speed
abruptly changed by 180 degrees and 109 knots.
Once, the only viable technology available for an airborne
sensor was a Reactive Windshear System. Reactive systems
use aircraft inputs (airspeed, groundspeed, altitude, etc) and
accelerometers to detect degraded aircraft performance.
Reactive systems were a significant advancement, but the
problem with these systems was that an aircraft must have
already entered the microburst and been experiencing a
degradation in performance before an alert was issued.
Depending on the altitude where the windshear was
encountered, recovery might not have been possible. NASA
studies showed that as little as 10 seconds warning prior to
encountering a microburst significantly improved chances of
successful recovery.
With the 1990’s came the advent of Digital Signal Processors
(DSPs) and the needed processing power for “forward-looking
windshear systems” systems (FLWS). Honeywell’s RDR-4B
weather radar had 17 DSPs, solely dedicated to windshear
processing, amazingly equivalent to the processing power
of a Cray-1 Supercomputer.
FLWS systems work on the same Doppler principle used
in turbulence detection radars. A Doppler radar detects
frequency shift, which is proportional to the speed and relative
direction of the individual moving rain droplets. In a rain
shower without turbulence, all of the rain droplets are falling
at approximately the same rate. In a turbulent rain shower, the
updrafts and downdrafts create a differential in the speed at
which the raindrops move toward and away from the aircraft.
If a differential in the speed of the rain droplets exceeds
a certain threshold, a turbulence alert is generated and
displayed to the flight crew.
The frequency of scheduled airline flights provides greater
opportunity for windshear encounters. Flight history data
shows that pilots are faced with such windshears on the
average of once every 2200 flights, and that certain windshear
“hot spots” exist around the world as shown below.
Looking at the windshear example below, the raindrops
coming toward the aircraft are apparently moving faster, and
the raindrops moving away from the aircraft appear to move
more slowly. This relative change in droplet speed, measured
over a certain distance, is known as the windshear signature,
and is the primary means for detecting microbursts. Once
the shear exceeds a predetermined threshold, an alert is
generated based on location (azimuth and range).
Wellington, NZ
1 every 100 landings
Columbia, SC
1 every 150 landings
Denver, CO
1 every 2,300 landings
Dallas, TX
1 every 7,100 landings
The Boeing Business Jet and Airbus Corporate Jet (being
derived from commercial airliners) have windshear detection
capability and soon so will business and commuter aircraft
which will offer the same level of safety for these operators.
Finally, there is one major difference between reactive and
predictive systems. The normal procedure for a reactive alert
is the pilot’s execution of an escape maneuver. With a FLWS
system, the normal procedure is a go-around; however the
AFM and any OEM guidance should always be consulted,
as procedures can vary by aircraft. This extra warning time
afforded by the forward-looking systems is used to allow the
pilot to increase power and to clean up the configuration,
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9
Continued on page 11
2012 Calendar of Events and Training Opportunities
Honeywell customer and product support pilots will be
available at many events next year including Honeywell
Operators Conferences, online webinars and customer/
industry events. All Honeywell events are free of charge and
everyone is welcome to attend. Pilot breakout sessions and
training webinars (eBroadcast sessions) are primarily for pilots,
but maintenance personnel and technicians are encouraged
to participate as operational tips, current issues and new
products and upgrades are covered. Instructors are Honeywell
training pilots with thousands of hours of experience who are
type-rated on various platforms including Gulfstream, Dassault,
Bombardier, Cessna, Hawker Beech, Pilatus and Embraer.
Date
Description
City/Country
or Webinar
3/8/2012
Honeywell Operators Conference
San Jose, CA, USA
3/15/2012
Honeywell Operators Conference
Hong Kong, China
3/20/2012
Honeywell Operators Conference
Morristown, NJ, USA
3/21/2012
Honeywell Operators Conference
White Plains, NY, USA
3/29/2012
Global Data Center
Webinar
4/05/2012
Pilatus Build 8 Update
Webinar
4/09/2012
RDR-4000 Weather Radar
Webinar
4/12/2012
Honeywell Operators Conference
Washington, DC, USA
4/26/2012
Honeywell Operators Conference
Toluca, Mexico
5/15/2012
Honeywell Operators Conference
Seattle, WA, USA
5/24/2012
Honeywell Operators Conference
Milwaukee, WI, USA
6/5/2012
Honeywell Operators Conference
Houston, TX, USA
6/5/2012
Honeywell Operators Conference
Singapore
6/14/2012
Honeywell Operators Conference
Qingdao, China
6/19/2012
Honeywell Operators Conference
Atlanta, GA, USA
6/26/2012
Honeywell Operators Conference
Tampa, FL, USA
7/10/2012
Honeywell Operators Conference
Sydney, Australia
7/12/2012
Honeywell Operators Conference
Auckland, New Zealand
7/17/2012
Honeywell Operators Conference
Kansas City, MO, USA
8/14/2012
Honeywell Operators Conference
Sao Paulo, Brazil
Sept. TBD
Honeywell Operators Conference
Paris, France
9/10/2012
Honeywell Operators Conference
Johannesburg, South Africa
9/18/2012
Honeywell Operators Conference
Vienna, Austria
9/20/2012
Honeywell Operators Conference
Rome, Italy
9/25/2012
Honeywell Operators Conference
Kuala Lumpur, Malaysia
Oct. TBD
Honeywell Operators Conference
Prague, Czech Republic
11/13/2012
Honeywell Operators Conference
Jakarta, Indonesia
12/10/2012
Honeywell Operators Conference
Mumbai, India
12/13/2012
Honeywell Operators Conference
Tokyo, Japan
Interested in attending a seminar or webinar? Most
sessions require advanced registration. Contact Jeff Holt at
+1-817-564-3436 or email [email protected].
Return to Page 1
Schedule and location is subject to change based on
registration for each event. Miss an eBroadcast session?
Training is recorded and available any time by clicking here
http://www.mygdc.com/public/cpsfltops_training.php
10
Navigation Database Oversize and Optimization
Due to capacity limitations in non 1-meg databases and significant data activity at source, the
management of database size and optimization of content within the allowed FMS capacity can
indeed be a challenge for operators. To achieve optimum content capacity, an operator needs to
achieve a balance between selections of enroute data and terminal data in a database.
Honeywell recommends that content capacity of a database be maintained at a maximum of
95% capacity to allow for standard database size increase, which has historically been
between 5–7% annually. A periodic review of database definition and removal of content that
is no longer required for operation and will optimize the usage and prevent any problems from
an oversized database.
Proactive management of database content capacity is the preferred option to “fire fighting” when a
database that is too large occurs.
Operators need to review the following factors to prevent and resolve excessive database size:
• Area of operations (geo-area/regions/ICAO areas) as defined.
• Enroute data selections (e.g., waypoints-essentials only, airways- exclude low-level airways).
• Terminal data (deletion or downgrading of airports to reduce procedure and waypoint count).
• The grouping of selected airports (origins, destinations and alternates); and, careful selection
of procedure types required for the defined groups.
VISION
The Technical Operations
Center vision is to provide
timely one call resolution of
customer technical issues,
enabling a 24x7 proactive
service approach.
• Technical expert
availability
• Knowledge on demand
• Issue ownership and
tracking
• Global virtual resources
• Simplified contact options
Even if the operator maintains a consistent database definition, database content capacity will
fluctuate slightly between cycles. This is normal and is caused by changes in standard and tailored
data records, which result in 2-cycle data entries (i.e. the old and new record). To enable optimum
content capacity, the database uses a compressed two-cycle format. When a record is effective
for both cycles, it is stored only once, saving space. By utilizing the maximum recommended
95% capacity, the result of 2-cycle data will typically not exceed the 5% buffer contingency
plan. When informed of this potential issue by Honeywell, it is necessary for operators to resolve
database oversize issues.
Understanding Windshear
Continued from page 9
thereby increasing the aircraft’s energy state and its altitude, so that the entry into the actual
windshear is now at a higher, more survivable altitude. Moreover, Doppler processing limits the
windshear detection region to an area approximately forty degrees either side of the of the aircraft’s
nose. It is common to have multiple microbursts in the same area, so a turn to avoid one microburst
might place the aircraft in a position to encounter another possibly more severe microburst.
In the next article, we will finish up the series by showing the types of alerts generated by
these systems.
C O N TAC T I N F O R M AT I O N
Honeywell Aerospace
1944 E. Sky Harbor Circle
Phoenix, AZ 85034 USA
AeroTechSupport@honeywell.
com
800-601-3099
Toll Free US
602-365-3099 Direct Dial for
customers outside of US
00-800-601-30999 Toll Free
in many EMEAI countries
420-234-625-500 Direct Dial
option for EMEAI customers
Return to Page 1
A60-1216-000-000
March 2012
© 2012 Honeywell International Inc.
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