By Major Rob Aman, CD and Mike Dimic

Photo composite by CFAWC Legacy A310 with Problems Fleet Description

wo distinct problems were identified The Department of National Defence in the 1995 A310 Airbus, and in 2005, (DND) operates a total of five CC150 aircraft T two statements of capability deficiency that are being maintained by Aveos under a (SOCDs) were filed for the CC150 Fleet. Public Works and Government Services Canada Attempts began in 2005 to provide a solution (PWGSC) contract. They are responsible for to these problems. Finally, after the third try all aspects of maintenance, airworthiness, and beginning March 2010, a solution was approved configuration control of the aircraft through for implementation on December 10 for both. DAEPM(TH). The Airbus A310 aircraft is a In March 2010, a working group was formed to wide-body, twin-engine, low- monoplane identify the requirements, consider options, and with a pressurized and normal mitigate the risk. This group included Director configuration tail. They were manufactured by Requirements (DAR), Director Airbus Industries in approximately 1986, hold Aerospace Equipment Program Management a Transport Canada (TC) Approval of the Type (Transport and Helicopter) DAEPM(TH), Design Certificate, and were bought by DND Transport Operational Test and Evaluation around 1992. Flight (TOTEF), 437 Squadron (Sqn), and Aveos Fleet Performance Inc. This team identified options and selected the one to enable THE PURPOSE OF THIS ARTICLE Airbus performance vertical coupling to ensure IS TO DETAIL THE CERTIFICATION the present certification for the aircraft is retained PROCESS, INTENDED TO BE USED and to enable future growth for next generation (gen) avionics, including Future Air Navigation IN THE FLIGHT MANAGEMENT System 1 first stage A Airbus (FANs SYSTEM (FMS) REPLACEMENT 1A) and global positioning system (GPS) Wide AND GPS WAAS UPGRADE ON Area Augmentation System (WAAS). These THE THREE-PASSENGER / CARGO problems (SOCDs) will be described further on CONFIGURATION OF THE CC150 in the article. AIRCRAFT FLEET. The purpose of this article is to detail the certification process, intended to be used in the flight management system (FMS) replacement The five aircraft are built and certified to and GPS WAAS upgrade on the three- Federal Aviation Administration (FAA) Federal passenger / cargo configuration of the CC150 Aviation Regulations Part 25 (FAR 25) standards, aircraft fleet. which also include supplemental requirements It will also detail a separate polar navigation in amendment 45 to cover the Damage- (nav) upgrade on the two multi-role tanker Tolerant Design specifications for commercial transport (MRTT) CC150T special mission fuel civilian aircraft that include failsafe design and tankers that will be done through an identical system redundancy. The aircraft are operated by process which also includes an FMS replacement 437 Sqn out of Trenton, Ontario, to the approved as part of an integrated avionics solution for this limitations of each model type that are specified functionality. This modification will remove the within the latest revision of the TC Approval of present Flight Manual Limitation on these two the Type Design Certificate and approved flight aircraft and certify them to allow flight above manuals from Airbus. The mission role of three Latitude 72 degrees (°) North and below 60° of the aircraft is presently within the original South, including their ability to navigate in the type design and mission profile for this aircraft, polar regions using a new FMS, true north labels which consists of transportation for government from the inertial navigation systems (INS), and officials, DND personnel, cargo, and medical WAAS GPS as an additional navigation sensor. evacuation (MEDEVAC) missions as required.

SUMMER 2011 • VOL. 4, NO. 3 CC150 (A310) POLARIS 27 The two remaining aircraft have been Flight Management Systems Issues converted to add MRTT in-flight refueling mission capability for the CF18 fleet; however, The present Honeywell FMS is heavily when in the CC150T is in the P3 normal integrated with the aircraft auto-flight system configuration (non-refueling), it maintains the by Airbus, and includes aircraft performance civilian “Type Design” certification/approvals data that is based on its predicted weight, for the A310 aircraft, and could also be used power, climb, and descent capabilities in present for transportation of passengers, cargo, and ambient atmospheric conditions. In addition, MEDEVAC missions as required. the aircraft is also presently certified for reduced vertical separation requirements, extended twin The Director Technical Airworthiness & engine operations, and Category (CAT) III Engineering Support (DTAES) / DND has reduced visual landing operations that includes accepted the TC Type Certificate data sheet and auto pilot and throttle coupling. its limitations for the CC150 aircraft as the basis for its DND registry and airworthiness of the As the worldwide required navigation CC150 / Airbus A310-300 aircraft. performance (RNP) has increased over the last 25 years due to the number of aircraft flying, Aircraft details for each model related to incorporation of the GPS satellite system, new the approved engines, operational limitations, enroute navigational abilities, GPS WAAS which include power management, configuration vertical navigation guidance, and multiple new airspeeds, TO weights, centre of gravity limits, system approach overlays, it has reached and references to instructions required for the point where the present legacy Honeywell continuing airworthiness and the approved flight management system can no longer hold publications are all listed within the A310 Type one quarter of the present world navigational Certificate data sheet. data available. The legacy Honeywell FMS as originally The existing 25-plus-year-old FMS is at the integrated, installed, and certified in the aircraft end of its technological life cycle with no planned by Airbus contains specific A310 aircraft upgrade path by Honeywell. Its computer performance data provided by Airbus that memory for the Jeppesen world navigation data can be vertically coupled to the aircraft power base (presently at eight megabytes) is limited and flight control systems in all flight modes to approximately two megabytes maximum as required. requiring that the present navigation data base is Defining the Problems (Statement of broken up into four separate disks that need to Capability Deficiency) be loaded and unloaded as required to complete trip planning and actual worldwide flying navigation. In many cases, the four disks also Two distinct problems were identified and have had certain data omitted to allow room for SOCDs filed for the CC150 Fleet: essential navigational waypoints at the expense 1. the severely limited navigation data base of missing emergency alternative airports. Crews memory and processing power of the Honeywell have had to compensate by manually entering FMS that was originally installed in 1986; and waypoints, a system which is subject to human error. The added workload is one issue, but the 2. the two MRTT fueling tankers have a errors made during manual entry of waypoints present aircraft flight manual limitation based have become a serious safety concern. on its Type Certificate approval of not being able to operate above North Latitude 72° or The FMS replacement project will need below South 60°, and not be able to navigate in to ensure all present aircraft Type Certificate the polar regions, which is required as part of approvals/limitations for the A310 are taken this new mission capability. into consideration to maintain its original

28 CC150 (A310) POLARIS SUMMER 2011 • VOL. 4, NO. 3 functionality and certifications. The Esterline use the true north data labels provided from Technologies Corporation’s Canadian Marconi the inertial reference system (IRS) while the Company (CMC) Electronics’ retrofit FMS aircraft is in its true north navigation mode so solution is the only one presently available on the that FMS will properly align the map displays market that can provide the CC150 with vertical and navigation information waypoints it has in coupled performance through its software, using its data base with the radio magnetic indicator Airbus performance data to control the auto- (RMI) true north direction being displayed on flight/auto-throttles and flight control systems the pilot’s and co-pilot’s primary flight displays. that will have a TC Technical Standing Order (TSO) approval for its internal software so that The FMS software for polar operations it can be used in the Airbus A310 to maintain also needs the ability to set direction heading this functionality. and compensate using waypoint information in

CF Photo: Sgt Gaetan Racine

Polar Navigation Issues its navigation database, where it will cross the closely converging lines of latitude of the North As previously noted, the A310 aircraft Pole, and because of its original heading selection under its original type design certification is not at some point it would only see south and try approved for flight above North Latitude 72° or to turn the aircraft back around if not properly below South Latitude 60°. New aircraft that are programmed to fly in this airspace. The polar nav designed and certified to fly in the polar areas upgrade, like the FMS replacement project, will have the ability to switch and use true north also need to ensure that all the present aircraft direction reference labels available from the INS Type Certificate approvals/limitations are taken while flying in this area. They can also use the true into consideration to maintain its original north directional information when selected for functionality and certifications. Once again, the aircraft’s navigation displays, FMS, CMC is the only company offering an FMS and auto-flight systems. Within this integrated retrofit solution on the market today supported design, the FMS will be required in order to by Airbus that can provide the CC150 aircraft

SUMMER 2011 • VOL. 4, NO. 3 CC150 (A310) POLARIS 29 with vertically coupled performance to the guided radius to fixed approach approvals to be auto-flight/auto-throttles and control systems identified in the flight manual limitations. Other through its software, using specific aircraft capabilities that are in the FMS will be limited performance data for the A310 MRTT by the primary flight displays presently installed tanker. The FMS software in the polar nav in the aircraft at this time, which are not soon aircraft will also have a TC TSO to maintain being replaced. this functionality. Canadian Marconi Company will ultimately On the two MRTT tankers, the Airbus be responsible for the project management performance data in the FMS will be different related to the FMS replacement STC and TC from the passenger (pax)/cargo versions because approvals by oversight of two other groups in of the modifications that have been done to their consortium as identified in the proposal. the aircraft for its in-flight refuelling capability. The engineering/integration and installation There will actually be two different sets of data will be done by Mid-Canada Mod Center for the P3 and tanker configurations loaded (MC2) from Toronto, which is a TC approved in the FMS that the CC150T aircraft can maintenance organization (AMO) specializing change into. in legacy aircraft integrated avionics upgrades, with the physical work on the aircraft to be done Solution(s) Identified at Trenton. Transport Canada submission and Canadian Marconi Company has already airworthiness approvals for the STC will be integrated this FMS solution with performance done by Bob Gow, President and DAR of data vertically coupled to an A310 CAE Avionics Design Engineering (ADS) out of (formerly Canadian Aviation Electronics) Midland, Ontario, who has also done many Level D Simulator in for the purpose of these types of legacy aircraft avionics total of a flight-test program and TC Certification. midlife retrofits and STCs. He will also be Canadian Marconi Company has also integrated using Decca Engineering out of Toronto for all the same process with ’s simulator in structural and damage tolerance requirements Frankfort (end November 2010) that closely to complete the engineering approvals for this matches DND’s aircraft configuration with STC. Bob Gow will also be responsible for Company (GE) engines writing all the ground tests and flight tests installed for the same purpose. required for the modification, and making A Flight Management System arrangements with TC to witness these tests or use his own delegation of authorities as decided Replacement by the Toronto TC airworthiness regional office. Airbus has also requested to witness the flight Canadian Marconi Company is offering test certification program, which is to take place its FMS CDU-9000 with new GPS WAAS out of Trenton and is expected to be between 10 receivers as a retrofit FMS replacement of the to 20 hours of flying time. legacy Honeywell unit. The FMS unit will be integrated, installed, and certified as a TC The witnessed certification flights will Supplementary Type Certificate (STC) for the consist of standard flight profiles for the aircraft A310 aircraft as a fixed-price turnkey solution. (takeoff, climb, enroute, approach, landing) At a minimum, the aircraft will retain all the related to each approval that is already listed on original type design approvals/limitations of the the A310 Type Approval and validation of any A310 when it was manufactured as well as add approved new functionality that will be listed some new next generation GPS functionality, on the STC, such as GPS-guided radius to including GPS approaches, required navigation fixed approaches to the runway at an accuracy performance (RNP) .3 nanometre (nm) of RNP .3. These will be done to the standard navigation performance certification, and GPS- procedures listed in the Jeppesen approach

30 CC150 (A310) POLARIS SUMMER 2011 • VOL. 4, NO. 3 CF Photo: Cpl Tom Parker charts with dynamic coupling of the auto-flight will be the responsibility of A3 in Winnipeg control systems to insure system and FMS and Transport and Rescue Standardization software integrity. and Evaluation Team (TRSET) in Trenton. The approved TC STC for this FMS/GPS It is the intention of DAEPM (TH) installation on the A310 will be held by MC2 2-3 and DAR 2-3 to do this CMC contract in Toronto, which makes them ultimately proposal through Aveos, which is the company responsible for the continuing airworthiness ultimately responsible for the maintenance and of this installation on any A310 aircraft that configuration control of DND’s CC150 Fleet is under TC airworthiness control in terms of through a PWGSC contract presently in place. any airworthiness directives, service bulletins, or There is a clause within the present AVEOS other problems that may arise in the future with contract to do project management and contract this installation. airworthiness oversight on DND’s behalf for this type of situation. A Polar Navigation Upgrade (The Making of a Global Tanker) The TC STC and work completed will be signed out by the CMC group and Aveos will Canadian Marconi Company is offering a release the aircraft back to service under its separate integrated solution for the two MRTT approved DND operating policy and procedures. tankers under a different TC STC, which will AVEOS will be responsible for integrating remove the present flight manual limitation of all the contents of the TC STC data package the A310 aircraft to be able to fly north of Latitude received from CMC into all the relevant manuals 72°, south of Latitude 60°, and navigate in the polar (Chapter 5 Inspection Regulations), flight regions. This will be accomplished by replacing manuals supplements, minimum equipment lists the present three Litton INSs with production (MEL), and so on. Honeywell Laseref IVs, which have the ability to self-monitor both true and magnetic data labels Arranging for maintenance training with outputs for validity through their internal software. CMC in Montreal for personnel who are responsible for maintaining the airworthiness Electronic data label switching will be done of this installation will also be the responsibility through three Skylight Avionics units to be of Aveos. Pilot training and certification issues able to select from the cockpit the use of true or

SUMMER 2011 • VOL. 4, NO. 3 CC150 (A310) POLARIS 31 magnetic labels from the initial reference units for RNP .3 nm navigation accuracy to do and modify them as required. This is so that GPS-guided radius-to-fixed approaches. the legacy aircraft electronic flight instruments system (EFIS) and other systems can understand To remove the present A310 flight manual and display the true information on the primary limitation and certify the aircraft for flight north flight displays and feed the aircraft navigation of 72° and south of 60°, the flight test program will systems such as auto-flight and FMS. It also be specific for this installation in regards to using includes replacing the Honeywell legacy FMS Jeppesen charts, the navigation database in the with the CMC-9000, but with a different FMS, and validating the aircraft’s performance to internal software level. This will give it the ability be able to navigate in the polar regions using true to accept true north, and IRS data labels, and headings, and the ability to do auto-flight MRTT be able to use this information with its Jeppesen performance coupled runway approaches in true. world navigation database to properly feed map The remaining certification flights will also consist information in true for heading and runway of standard flight profiles for the aircraft selected approaches to the RMIs while the aircraft is in in magnetic north mode (takeoff, climb, enroute, its true north navigation mode. approach, landing) related to each approval already listed on the A310 Type Approval, and validation Airbus A310 aircraft performance data of other new approved functionality that will specifically related to the two configurations be listed on the STC, such as GPS-guided radius- of the MRTT tanker version of the CC150T to-fixed approaches at an accuracy of RNP .3 nm. will be loaded into the FMS with the ability to vertical couple it to the auto-flight/auto-throttle All other responsibilities for the engineer- control systems. For heading information, the ing, installation, certification, airworthiness FMS software for this installation will also have oversight, and contract project management for the ability to navigate in the polar region with the polar nav program will be identical to the its rapidly converging longitudinal lines and fly FMS replacement program and TC STC as over the pole without any adverse effects. The previously identified. The DND has operated its WAAS GPS will also be added to the aircraft fleet of A310/CC150 Polaris since 1992, and with navigation sensors, which will eliminate the need an estimated life expectancy (ELE) of 2026, that for GPS required available integrity monitoring could be extended to 2050 if DND pursues the (RAIM) predictability, allow the aircraft to FANS 1/A upgrade in 2012, and the full state-of- hold airport alternates that have published the-art EFIS upgrade after 2015 that will enable GPS approaches, and enable certification the scaling required for RNP .3 nm. n

CF Photo: Sgt Serge Gouin

32 CC150 (A310) POLARIS SUMMER 2011 • VOL. 4, NO. 3 Mike Dimic is a graduate of Centennial College, Toronto, from their Aircraft Maintenance Engineer and Avionics programs. He spent 34 years as the Chief Aircraft Maintenance, Transport Canada Aircraft Services Directorate. He is presently seconded to Directorate Aerospace Equipment Programme Management (Transport and Helicopters) as Transport Canada Consultant and Assistant Aerospace Equipment Officer for the CC150 and CC144 Fleets.

A pilot, Major Robert Aman graduated from the University of Alberta with a BSc in math and physics. He also has an MBA from Oklahoma City University, Meinders School of Business. He has 25 years in the Canadian Forces and is a Qualified Flying Instructor (A2) on the T114 Tutor. Operationally, he was the first Canadian Aircraft Commander on United States Airborne Warning and Control (AWACs) aircraft with over 60 combat missions flown during the First Gulf War). He has extensive experience on the CC150 Polaris in both a training and operational capacity and is currently with the Director of Aerospace Requirements, Ottawa, as the subject matter expert for the Polaris. List of Abbreviations

° degrees CMC Canadian Marconi Company DAEPM(TH) Director Aerospace Equipment Program (Transport and Helicopter) DAR Director Aerospace Requirements DND Department of National Defence DTAES Director Technical Airworthiness and Engineering Support EFIS electronic flight instruments system FAA Federal Aviation Administration FANS 1A Future Air Navigation System 1 first stage A Airbus FAR 25 Federal Aviation Regulations Part 25 FMS flight management system GPS global positioning system INS inertial navigation system IRS inertial reference system MC2 Mid-Canada Mod Centre MEDEVAC medical evacuation MRTT multi-role tanker transport nm nanometre nav navigation PWGSC Public Works and Government Services Canada RMI radio magnetic indicator RNP required navigation performance SOCD statement of capability deficiency sqn squadron STC Supplementary Type Certificate TOTEF Transport Operational Test and Evaluation Flight TSO Technical Standing Order WAAS Wide Area Augmentation System

SUMMER 2011 • VOL. 4, NO. 3 CC150 (A310) POLARIS 33