AC 20-191 Appendix A Term De finition
• Monitored A HUD that has internal or external capability to reliably detect HUD erroneous sensor inputs or guidance outputs, to assure that a pilot does not receive incorrect or misleading guidance, failure, or status information.
• Non-Normal Conditions or configurations of the aircraft that would not normally Conditions be experienced during routine flight operations usually due to failures
(e.g., engine failure, electrical failure, autothrottle/autothrust failure, etc.).
• NOTAM Notice to Airmen - A notice distributed by means of telecommunication containing information concerning the establishment, condition, or change in any aeronautical facility, service, procedure or hazard, the timely knowledge of which is essential to personnel concerned with flight operations. (ICAO - IS&RP Annex 6).
• Performance A measure of the accuracy with which an aircraft, a system, or an element of a system operates compared against specified parameters.
Performance demonstration(s) typically include the component of FTE.
• Rare Normal A condition which must be expected to normally occur, but does so Conditions only very infrequently (e.g., unusually strong winds, significant wind gradients, significant turbulence, significant in-flight icing, significant mountain wave activity).
• Redundant The presence of more than one independent means for accomplishing a given function or flight operation. Each means need not necessarily be identical.
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AC 20-191 Appendix A Term D efinition
• Rejected A discontinued landing attempt. A rejected landing is typically Landing initiated at low altitude, but prior to touchdown. If from or following an instrument approach, a rejected landing typically is considered to be initiated below DA(H) or MDA(H). A rejected landing may be initiated in either Visual Meteorological Conditions (VMC) or Instrument Meteorological Conditions (IMC). A rejected landing typically leads to or results in a go-around and if following an instrument approach, a “Missed Approach.” If related to consideration of aircraft configuration(s) or performance, it is sometimes referred to as a “Balked Landing.” The term “rejected landing” is used to be consistent with regulatory references such as found in 14 CFR 121, appendix E, and policy references as in FAA Order 8400.10.
• Remote A probability of occurrence greater than 1 x 10-7 but less than or equal to 1 x 10-5 per hour of flight, or per event (e.g., takeoff, landing).
• Required That section of the visual aids or of the approach area that should Visual have been in view for sufficient time for the pilot to make an Reference assessment of the aircraft’s position and rate of change of position, in relation to the desired flight path. In Category III operations with a DH, the required visual reference is that specified for the particular procedure and operations (ICAO - IS&RP Annex 6 - DH definition - Note 2).
• Runway The RDP is used in conjunction with the FPAP and a vector normal Datum Point to the WGS-84 ellipsoid at the RDP. The RDP defines the geodesic (RDP) plane of a final approach flight path to the runway for touchdown and rollout. It is a point at the designated lateral center of the landing runway defined by latitude, longitude, and ellipsoidal height. The RDP is typically a surveyed reference point used to connect the approach flight path with the runway. The RDP may or may not The RDP may or may not necessarily be coincident with the designated runway necessarily be coincident with the designated runway threshold.
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AC 20-191 Appendix A Term D efinition
• Runway That segment of an approach from the glidepath intercept reference Segment point (GIRP) to Flight Path Alignment Point (FPAP).
(RWS)
• Safe An approach that does not penetrate the Obstacle Limitation Surfaces Approach for Precision Approach Category II or III as defined by ICAO SARPs Annex 14 Section 4.2.15 and Table 4-1.
• Safe Landing Landing in the touchdown landing box which includes longitudinally between 200 ft and 3000 ft. or the end of the touchdown zone, and laterally from with the outbound landing gear within 70 ft. from the runway centerline.
• Safe Taxi The speed at which the pilot can safely leave the runway or bring the Speed aircraft to a safe stop.
• Standard In the context of this section of this AC, is a navigation service Landing Aid provided by a State that meets internationally accepted performance (SLA) standards (e.g., ICAO Standards and Recommended Practices (SARP’s) or equivalent State standards).
• Synthetic Information provided to the flight crew by instrumentation or Reference electronic displays. May be either command or situation information.
• Synthetic A guidance system which integrates a synthetic vision system scene Vision depiction with additional functionality that includes a flight path Guidance vector and flight path angle reference cue, and display elements that System include runway of intended landing to support operations below (SVGS) standard precision approach operating minima.
• Takeoff Takeoff guidance system includes position sensors, displays, Guidance indicators and controls as a minimum. The takeoff guidance system System provides directional command guidance to the pilot during a takeoff, or takeoff and rejected takeoff phase of flight.
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AC 20-191 Appendix A Term D efinition
• Threshold The height of the straight line extension of the glide path above the Crossing runway at the threshold.
Height (TCH)
• Threshold The theoretical height above the runway threshold at which the Crossing aircraft’s glideslope antenna would be if the aircraft maintained the Height (TCH) trajectory established by the mean ILS glideslope or MLS glidepath.
(Pilots Handbook of Aeronautical Knowledge)
• Touchdown The first 3000 ft. of usable runway for landing, unless otherwise Zone specified by the FAA, or other applicable ICAO or State authority
(e.g., for Short Take Off and Landing (STOL) aircraft, or in accordance with a Special Federal Aviation Regulation (SFAR)).
• Wet Runway A runway surface that is neither dry nor contaminated but has visible dampness, moisture or water less than 1/8 inch in depth or both. Wet is considered to be any condition “not clear and dry” on any part of the useable area of the runway (useable area does not include edges, sides, melting of ice or snow banks at edges or sides, area beyond the advertised plowed and sanded surface, overruns, etc.).
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AC 20-191 Appendix B APPENDIX B. WIND MODEL FOR APPROACH AND LANDING SIMULATION B.1 Wind Models.
This appendix describes three types of wind models, namely wind model A, B and C. In carrying out the performance analysis, the applicant may use one of the models of wind, turbulence and wind shear. Wind model analysis is required to obtain approval of systems related to CAT III, and the FAA recommends wind model analysis to obtain approval of systems related to Category II. GAST D also must implement a wind model analysis.
B.2 Wind Model A.
B.2.1 Mean Wind.
The mean wind is the steady state wind measured at landing. This mean wind is composed of a downwind component (headwind and tailwind) and a crosswind component. The cumulative probability distributions for these components are provided in Figure B-1 (downwind) and Figure B-2 (crosswind). Alternatively, the mean wind can be defined with magnitude and direction. The cumulative probability for the mean wind magnitude is provided in Figure B-3, and the histogram of the mean wind direction is provided in Figure B-4. The mean wind is measured at a reference altitude of 20 ft. AGL. The models of the wind shear and turbulence given in the following sections assume this reference altitude of 20 ft. AGL is used.
B.2.2 Wind Shear.
The wind shear component is that portion that affects the air mass moving along the ground (i.e., ground friction). The magnitude of the shear is defined by the following expression:
h+ 0.15V = 0.20407 V ln wref 20 0.15 where Vwref is the mean wind speed measured at h ft. and V 20 is the mean wind speed (ft/sec) at 20 ft. AGL.
B.2.3 Turbulence.
The turbulence spectra are of the Von Karman form.
B.2.3.1. Vertical Component of Turbulence.
The vertical component of turbulence has a spectrum of the form defined by the following equation:
B-1
AC 20-191 Appendix B L σ2 ( 2w1+ 2.67 1.339L Ω) Ω w w ) wΦ ( = ( ) 112 62π1+ 1.339L Ω w where:
= spectral density in (ft./sec)2 Φ w σw = root mean square (rms) turbulence magnitude in ft/sec = 0.1061V20(ft/sec).
Where V 20 i s expressed in ft/sec.
Lw = scale length = h (for h < 1000 ft) Ω = spatial frequency in radians/ft = ω/VT ω = temporal frequency in radians/sec, and VT = aircraft speed in ft./sec.
B.2.3.2. Horizontal Component of Turbulence:
The horizontal component of turbulence consists of a longitudinal component (in the direction of the mean wind) and lateral component (see Figure B-5). The longitudinal and lateral components have spectra of the form defined by the following equations:
B.2.3.2.1 Longitudinal Component:
( ) L σ2Φu Ω = ( u u π 1+(1.399ΩLu) 2 ) 56 B.2.3.2.2 Lateral Component:
L 2v σv (1+ 2.67(1.339L Ω)2 ) Φv(Ω) v = 2 ( +( 11 π 1 1 .339L 2 ) 6 vΩ) B-2
AC 20-191 Appendix B B.2.3.3. Turbulence Intensities and Scale Lengths.
The RMS turbulence intensities are defined as below σw = 0.1061V 20 (ft/sec)
• When h≥1,000ft. σ = σ = σ u v w
• When h<1,000ft.
0.4 σ =σ =σ u v w 0.177+ 0.000823h
• When h≤0ft.
1
0.4 σ =σ =σ u v w 0.177 The turbulence scales are defined as below
• When h≥1,000ft. L = L = L = 1,000 u v w
• When h<1,000ft L = h w 1
1.2 L = L = h u v ( 0.177+ 0.000823h)
• When h≤0ft. L = L = L = 0 u v w B-3
AC 20-191 Appendix B Figure B-1 Headwind-Tailwind Probability of Exceedance, %
99.99 99.9 99 90 80 70 60 50 40 30 20 0.01 30 TAILWIND SPEED .KT (WIND FROM 180 DEG) 10 HEADWIND SPEED .KT (WIND FROM O DEG) -300.01 0.1 10 20 30 40 50 60 70 80 90 99 99.9 99.99 Probability of not Exceeding, %
HEADWIND-TAILWIND DESCRIPTION B-4
AC 20-191 Appendix B Figure B-2 Crosswind CROSSWIND SPEED.KT COUNTERCLOCKWISE FROM 0 DEG 99.99 99.9 99 90 Probability of Exceedance, % 80 70 60 50 40 30 10 0.1 0.01 30
0.1 20 30 40 50 60 70 80 99 99.9 99.99 _ Probability of Exceedance, %
CROSSWIND DESCRIPTION B-5
AC 20-191 Appendix B Figure B-3 Annual Percent Probability of Mean Wind Speed Equaling or Exceeding Given Values PERCENT PROBABILITY OF EXCEEDANCE 20
0.2
o. O 5 10 15 20 25 30 35 40 Wind Speed Tw kt
ANNUAL PERCENT PROBABILITY OF MEAN WIND SPEED
EQUALING OR EXCEEDING GIVEN VALUES 9-&
AC 20-191 Appendix B Figure B-4 Wind Direction Relative to Runway Heading Wind Direc tion Histog ra m Wind Direction Rela tive to Runwa y Hea ding P e r c e n t 0 2 4 6 8 10 12 180190200210220230240250260270280290300310320330340350 0 10 20 30 40 50 60 70 80 90 100110120130140150160170180
- - - - - - - - - - - - - - - - - - - - - - - - - - - - - - - Wind fr om the L eft Wind from the R ight B-7
AC 20-191 Appendix B Figure B-5 Selected Description for Variances of Horizontal Turbulence Components.
— f[0.177+0.823hh ¡] ‡ h≤h¡
1.0 mani
1.2
1.0
0.8 h/h j 0.6
0.2
1.0 1.2 1.6 2.0 B-8