Controlled Flight Into Terrain Joint Safety Implementation Team. Implementation Plan for TAWS Improved Functionality

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1 Statement of Work: (SE-120R1) Controlled Flight Into Terrain Joint Safety Implementation Team Implementation Plan for TAWS Improved Functionality Controlled Flight Into Terrain (CFIT) - accidents, where a properly functioning aircraft under the control of a fully qualified and certificated crew is flown into terrain with no apparent awareness on the part of crew, could be substantially reduced or eliminated with the addition of GPS navigation data to the TAWS equipment. GPS sensors are also critical to achieving the full potential of SE-1 (TAWS) in a limited ground navigation aid environment. Additionally, timely revisions to TAWS terrain databases, alerting algorithms, and optional features should be incorporated into the TAWS equipment to ensure the accuracy and timeliness of the TAWS warnings and displays. Existing airplanes used in commercial operations worldwide have varying operational capabilities and limitations. These various capabilities and limitations require the development and employment of a variety of strategies to improve the overall safety of approach operations. The operational capabilities of the worldwide fleet may be represented as a continuum; however, for the purpose of this safety enhancement the airplanes have been categorized as Classic, Standard and Advanced. Classic airplanes - airplanes typically equipped with electro-mechanical flight instruments, basic navigation capability (i.e., VOR, DME, ADF and possibly GPS Navigators (FMS). (Most INSs have been removed because of high maintenance costs) Standard airplanes - airplanes with multi-sensor RNAV Flight Management Systems (FMS), Electronic Flight Instruments and Electronic Map Displays (the majority of airplanes produced during the past fifteen years). These airplanes may have DME/DME or triple INS positioning capability rather than GPS. Advanced airplanes - airplanes equipped similar to the Standard airplanes but with advanced navigation capabilities (e.g., GPS sensors and RNP capabilities) and possibly enhanced situation awareness systems such as Terrain Awareness Warning System [TAWS - a.k.a., E-GPWS]. Lead Organization for Overall Safety Enhancement Completion (LOOSEC): ATA Safety Enhancement: Current production models, new type design airplanes, and existing aircraft where appropriate include GPS equipment to allow incorporation of certain TAWS enhancements. Standard Page 1 of 7

2 operating procedures should be established to help flight crews operate in areas with limited navigation aids. JIMDAT Risk Reduction Evaluation SE 120 acts to reduce world wide CFIT fatality risk (12%) associated with landing short of the runway. Implementation level of the world fleet to the maximum extent practicable is desired. Total Resource Requirement: Output 1 ~.1 ($million) Output 2 ~0 Output 3 ~17.2 ($million Output 4 ~0 Output 5 ~4.8 ($million) Output 6 ~17.5 ($million) Total ~39.6 ($million) Completion Date: Outputs: TBD Output 1. Operators shall establish, as appropriate, standard operating procedures (SOP s) that advise flight crews of the possible increased risk of operating into areas with limited ground based navigation aids and that help verify the aircraft s actual position relative to displayed ground track when appropriate. Operators shall also develop policies that match aircraft capability to the NAVAID environment at the expected arrival location. Resources: Timeframe: $100,000 ATA (LOOC), pilot organizations 12 months Actions: Develop SOP s; communicate the rationale behind the necessity for these SOP s (reference events involving map shifts and/or ground navigation equipment failures). Output 2. Manufacturers will install, or provide options to install, GPS sensors in all current production model airplanes and new type designs. Resources: (No Additional Cost) AIA (LOOC) Timeframe: 6 months Page 2 of 7

3 Actions: Communicate with manufacturers and obtain commitment to install, or provide options to install, GPS on all current production model airplanes and all new type designs. Manufactures shall provide information outlining the safety benefits of GPS to their customers if GPS is an option. Output 3. Operators will be encouraged to install GPS capability on all Standard airplanes. As a minimum, modify TAWS to GPS TAWS. For any operators not installing GPS at this time, we recommend they implement output 1 to minimize their CFIT risk. In addition, we recommend all operators enable GPS to the TAWS box at any applicable maintenance opportunities. Note: Classic airplanes are currently equipped with GPS TAWS and additional change is not required. Note: GPS updated TAWS improves TAWS alerting and display functionality by enabling use of geometric altitude and higher precision alerting terrain clearance floor profiles. GPS updated TAWS also ensures that the TAWS terrain display and alerts remain accurate when operating into areas with minimal navigation aids. Resources: ATA (LOOC), AIA, Airline/Operators ~ $10,100/airplane to equip GPS TAWS ~$ 100,000/airplane (with GPS provisions) to equip GPS into Nav sys & TAWS ~$ 120,000/airplane (without GPS provisions) to equip GPS into Nav sys & TAWS For GPS TAWS 1700 airplanes max x ~$10,100 = ~ $17.2 (million) Timeframe: 36 months (verify) Actions: ATA to communicate with all operators the rationale for the incorporation of GPS equipment for TAWS functionality. Operators that fly standard airplanes equipped with non GPS TAWS into regions with minimal navigation aids (eg. No dual DME, or poor ground based navaid reliability) should modify standard TAWS to GPS TAWS or conduct a risk assessment and develop and implement effective risk mitigation. Output 4. Operators shall establish procedures to ensure that TAWS terrain databases are updated in accordance with the manufacturer s recommendations. Resources: No significant cost ATA (LOOC), Airlines/Operators, manufacturers Timeframe: 6 months Page 3 of 7

4 Actions: TAWS Manufacturers will provide recommendations for incorporation of TAWS terrain database updates to operators. Operators will develop and implement procedures for updating TAWS terrain databases on all airplanes in accordance with the manufacturer s recommendations. Output 5 AIA, ATA, RAA, NACA, and Operators shall establish procedures to review and form a consensus on TAWS manufacturers recommended updates associated with the underlying TAWS alerting algorithms. Manufacturers, operators and regulators shall work together to incorporate those updates considered beneficial to enhancing CFIT protection. Resources AIA (LOOC), ATA, RAA, NACA, Operators, Manufacturers, FAA Certification Activity ~ $30,000 per model per revision x 53 Part 121 models $1.6 (million)/ revision Estimate 1 revision every 4 years Cost through 2020 = 3 x 1.6 = ~$4.8 (million) Service bulletin for software load only ~ No cost Timeframe 18 Months Actions Operators, in conjunction with manufacturers will review, form a consensus, and implement updates to TAWS operating algorithms that are considered beneficial to enhancing CFIT protection. Operator Associations will communicate to members the rationale for keeping their TAWS equipment updated to the latest applicable configuration of operating algorithms respective to CFIT protection. Manufacturers shall incorporate those TAWS alerting algorithms updates into production airplanes. AIA to encourage manufacturers to develop service bulletins for upgrading existing TAWS on in-service airplanes. Manufacturers, Operators, and the FAA will coordinate/work together to enable desired changes to be incorporated efficiently. Output 6 Optional TAWS features AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features not currently used by the Airline and form a consensus on those features that would enhance CFIT protection for their operation. Manufacturers, Page 4 of 7

5 operators and regulators and shall work together to facilitate efficient incorporation of those desired optional/selectable TAWS features. Resources AIA (LOOC), ATA, RAA, NACA, Operators, Manufacturers, FAA Production ~ No Additional Cost Operators - Retrofit ~ $5,700 /airplane x.45 (6838) = ~ $17.5 (million) Timeframe 12 Months Actions AIA, ATA, RAA, NACA, and Operators shall establish procedures to review available optional/selectable TAWS features (such as peaks and obstacles) if not currently active to form a consensus on those features that would enhance CFIT protection for their operation (obstacles exist and are mapped). Manufacturers to develop service bulletins for the retrofit of existing airplanes where applicable. Airplane manufacturers will work to encourage customers to select such options on production airplanes and new type designs. Manufacturers, Operators, and the FAA will coordinate/work together to enable efficient activation of those TAWS features that operators desire to enhance CFIT protection. Relationship to Current Aviation Community Initiatives: Most aircraft manufacturers, including Boeing and Airbus, now include GPS as standard equipment on new production airplanes Equipment is available to upgrade existing TAWS equipment to add GPS capability RTCA SC-159: GPS (Global Positioning System)/GLONASS ICAO Global Navigation Satellite System Panel Impact on Non-FAR Part 121 or International Applications: All operators of affected airplanes will be impacted by the changes. Coordination with international organizations such as ICAO and JAA is continuous. While those organizations have their own agendas addressing CFIT accident reduction, they stay in touch with the CAST and routinely exchange safety agenda information with the CAST. Page 5 of 7

6 SE-120 Risk evaluation This SE (Outputs 2 & 3) installs GPS so that TAWS can utilize GPS position information. GPS updating ensures that TAWS functions reliably when operating into areas with limited ground base navigation aids and reduces the risk in those situations where a map shift/navigation error may occur. The initial TAWS fatality risk reduction estimate was based on the assumption that the navigation system would be reliable and accurate. The lack of GPS will adversely affect the safety benefits of the CAST plan in regions other than the U.S. and Europe (e.g., Latin America CFIT is 67% of the total risk) Note: Additionally, GPS position could enable improved TCAS effectiveness and advanced runway incursion systems. Note: Additionally, GPS position could enable improved TCAS effectiveness and advanced runway incursion systems. SE Output 5 installs updated TAWS alerting algorithms (e.g.: TAWS -218 software) 218 EGPWS Software Applicability to CFIT 18 out of 94 CFIT worldwide hull loss and fatal CFIT accidents ( ) involved landing short (within 4 miles of the airport). This corresponds to ~ 12% of CFIT fatality risk 2 out of 9 Part 121 CFIT accidents ( ) involved this condition software is expected to improve warning time for these types of CFIT accidents Page 6 of 7

7 Dollars in Millions Portion of Regional Fatality Risk Portion of the Fatality Risk in Each Accident Location Region Attributed to CFIT That Can be Mitigated If CAST Plan is Adopted ( Part 121 Equivalent World Wide Fatal Accidents) (2007 Implementation Values) 70% 60% 50% 40% 30% 20% 10% 0% Latin America & Caribbean Asia Europe Africa Risk Eliminated Risk Remaining North America Safety Enhancement Score vs Resource September 11, treated as 4 events (2007 Implementation & Resources) Benefit = Cost (Spend a Dollar & Avoid Spending a Dollar) Cost/flt cyc ~ $76.61 x % Risk Reduction Spend a Dollar & Avoid Spending 5 Dollars Spend a Dollar & Avoid Spending 10 Dollars SE120 (10% risk reduction = $902 million) or (10% risk reduction = $7.61/fl cyc) (10%, 1.52/flt cyc) (10%,.76/flt cyc) Cost/flt cyc ~ $15.22 x % Risk Reduction Cost/flt cyc ~ $7.61 x % Risk Reduction Score Combined SOPs Page 7 of 7