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Air India<\/a>, the only Indian carrier that flies to the US, operates the route with Boeing wide-body aircraft. Other aircraft manufacturers too have issued similar documents, but the 5G effects<\/a> vary. For instance: Airbus<\/a> document states: “On A350 and A380 aircraft, 5G interference<\/a> on radio altimeters are negligible, hence the absence of cockpit effects.”
How do pilots read this?
<\/strong>A senior B777 commander said: “Boeing has listed everything that could possibly go wrong in the cockpit if 5G<\/a> interference ever happens...The message pilots get is, don’t attempt low-visibility landings, the radio altimeter isn’t reliable. Also, when landing in good weather, stay extra alert after descending 2,500ft and be ready for a manual landing.”
Another senior Boeing 777 commander, who is from India<\/a>n Pilots’ Guild, the Air India union with B777 pilot-members, said: “Boeing has alerted pilots to the worst-case scenario. A Flight Crew Operations Manual is essentially a user-manual for an airplane. A bulletin is issued when a system might not function the way it is supposed to. When Boeing issues a bulletin, about 8 out of 10 pilots will never face any of the situations mentioned in it ever.”
What pilots concur is, with 5G rollout in the US, the workload in the cockpit of US-bound aircraft has gone up. For instance: at height below 2,500ft, pilots will now need to be alert for possible 5G interference. Boeing instructs them to monitor and cross-check between two different altimeter readings. Above 2,500ft, a barometric servo altimeter gives altitude information by reading atmospheric pressure differences. It’s not affected by 5G waves. Below 2,500ft, aircraft systems and pilots rely on the more accurate radio altimeter readings. But if 5G wave interference happens, the radio altimeter could fail or give erroneous readings, says the bulletin.
Capt Amit Singh, an air safety expert said: “At extremely low temperatures, barometric altimeter readings are not accurate. Now, the radio altimeter reading too is under suspicion because of possible 5G interference. So how can a cross-check happen between two sources that are not reliable?”
Low temperatures also can present low-visibility conditions which is when approach and landings such as CAT-III—‘blind’ landings done by depending on aircraft instruments and ground navigation aids—are carried out. A 5G wave interference could lead to erroneous radio altimeter readi-ngs being fed into aircraft systems. So the ‘autopilot’ functions that help carry out low-visibility landings could fail, said the bulletin. Warning syste-ms that alert pilots to other aircraft on collision course could fail. Systems that give alerts on approaching terrain, obstacle might be rendered inoperative or function erroneously.
Capt Singh said: “During training, pilots are drilled to trust the aircraft instruments to prevent spatial disorientation during low-visibility operations. With 5G, these instruments are under suspicion. Moreover, no specific set of instructions are given in the bulletin. From a human factor\/performance perspective it’s a difficult task which will add to the workload and stress.”
Capt. Sam Thomas, president, Air Line Pilots’ Association (ALPA), India said :“The current Boeing bulletin lists a host of issues that can occur with various systems…What the pilots require are unambiguous information and clear cut risk mitigating procedures,” said Capt Thomas. “We at ALPA India believe that a detailed evidence based study needs to be carried out before a comprehensive commentary can be made. Prima Facie it (the Boeing bulletin) almost prevents operations into the said airports,” he added. “The radio altimeter is a very key component of the aircraft and almost all automation have some amount of dependency on it. Autoland functions cannot be carried out unless dual channel radio altimeter is functional. The current bulletin lists a host of issues that can occur with various systems which leads one to believe that operational safety is in question. What the pilots require are unambiguous information and clear cut risk mitigating procedures,” Capt Thomas added. “We at ALPA India would like to request pilots to exercise abundant caution while operating to the airports in the United States mentioned in the NOTAMS which are likely to have Interference with 5G spectrum bands,” he added.
The 5G-Radio Altimeter issue
<\/strong>Radio altimeter is affixed to the base of the aircraft works by transmitting radio waves down to the Earth’s surface and receives a portion of the reflected wave. By computing the round-trip propagation time it measures the accurate height of the aircraft over ground\/sea. The altimeter transmits in a radio frequency between 4.2 and 4.4GHz. In the US, the `5G C-band spectrum’ recently rolled out transmits fundamental emissions that lie between 3.7 and 3.98 GHz. But certain `spurious emissions’ could be found in the 4.2-4.4GHz frequency band, says an October 2020 paper on the subject published by Radio Technical Commission for Aeronautics (RTCA), a US-based non-profit that develops technical guidance for use by government regulatory authorities. In a worst-case scenario, the fundamental emissions or spurious emissions from 5G tower could cause interference with radio waves affecting the performance of the radio altimeter, it adds. But resilient altimeters could withstand interference.
The FAA Solution<\/strong>
In the past three weeks, the US civil aviation regulator, the Federal Aviation Administration ( FAA) has issued new approvals that allow an estimated 78 percent of the U.S. commercial fleet to perform low-visibility landings at airports where wireless companies deployed 5G C-band. This includes airplane models with one of the 13 cleared altimeters which include all Boeing and Airbus models; and some Embraer 170 and 190 regional jets.
“The FAA is working diligently to determine which altimeters are reliable and accurate where 5G is deployed in the United States. We anticipate some altimeters will be too susceptible to 5G interference. To preserve safety, aircraft with those altimeters will be prohibited from performing low-visibility landings where 5G is deployed because the altimeter could provide inaccurate information,” the FAA said in a statement. Capt Ranganathan said: “But it doesn’t mean every single Boeing and Airbus aircraft, from old generation to new, have these
Currently, 5G is live in over 40 countries worldwide with no serious impact on aviation so far. But the 5G environment in US differs significantly from that of other countries. For instance: planned buffer zones for U.S. airports only protect the last 20 seconds of flight, compared to a greater range (96 seconds) in France. Also, 5G power levels are lower in France, 631 watts against the 1585 watts used in the US.
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波音警告飞行员可能的最坏的5 g干扰场景
印度航空公司,唯一的印度航空公司飞往美国,经营与波音宽体飞机的路线。其他飞机制造商也发出了类似的文件,但5 g的影响各有不同。
印度航空公司,唯一的印度航空公司飞往美国,经营与波音宽体飞机的路线。其他飞机制造商也发出了类似的文件,但是5 g的影响有所不同。例如:空中客车公司文档声明:“在A350和A380飞机,5 g的干扰在广播高度计可以忽略不计,因此缺乏驾驶舱效应。”
这飞行员怎么读?
波音B777高级指挥官说:“已经列出所有可能出错在驾驶舱5克干扰发生过……飞行员得到的消息是,不要尝试在能见度低的降落,无线电高度表并不可靠。也降落在好天气时,保持额外的警报后下降2500英尺和手动着陆做好准备。”
另一个波音777高级指挥官,来自印度n飞行员行会,印度航空公司联盟B777 pilot-members,说:”波音公司提醒飞行员最坏的情况。飞行机组操作手册是一个飞机的用户手册。发出公告系统可能不会函数时它应该的方式。当波音发出公告,8 10飞行员永远不会面临任何情况下提到的。”
5 g的飞行员同意是什么,在美国推出,工作负载在飞往美国的飞机的驾驶舱上涨了。例如:在高度2500英尺以下,飞行员现在需要警惕可能5 g的干扰。波音公司指示他们监控和两个不同的测高计读数之间的反复核对。2500英尺以上,气压伺服高度计提供高度信息,阅读大气压力的差异。这不是受到5 g波的影响。2500英尺以下,飞机系统和飞行员依靠更准确的无线电高度表读数。但如果5 g波干扰发生时,无线电高度表失败或能给错误的读数,《简报》说。
航空安全专家上校阿米特·辛格说:“在极低的温度下,气压测高计读数不准确。现在,无线电高度表阅读也被怀疑,因为可能的5 g的干扰。所以再确认如何发生在两个来源不可靠吗?”
低温时也可以出现在能见度低的条件等方法和着陆CAT-III——“盲人”登陆由根据飞机仪器和地面导航艾滋病仍在进行。5 g波干扰可能导致错误的无线电高度表readi-ngs被送入飞机系统。的“自动驾驶仪”功能帮助开展在能见度低的登陆失败,公告说。警告syste-ms提醒飞行员其他飞机碰撞的过程可能会失败。系统给警报接近地形、障碍可能呈现不起作用或功能错误。
辛格上校说:“在训练期间,飞行员也钻相信飞机仪器防止空间定向障碍在不那么出名的操作。5克,这些仪器受到怀疑。此外,公告中没有给出具体的指令集。从人为因素/性能的角度来看这是一个艰巨的任务将添加到工作负载和压力。”
上尉山姆·托马斯,总统,空气管路飞行员协会(执行),印度说:“当前的波音公司公告列表可能发生的一系列问题,与各种系统…什么是飞行员需要明确的信息,明确风险缓解过程,”上校托马斯说。“我们在研究阿尔芭印度认为,基于详细的证据之前需要进行一个全面的评论。初步(波音公报)几乎可以防止操作到机场说,“他补充说。“飞机无线电高度表是一个非常关键的组成部分,几乎所有自动化有一定的依赖性。自动着陆系统功能不能进行,除非双通道无线电高度表是功能。当前公告列表与各种系统可能发生的一系列问题,导致一个相信运行安全的问题。飞行员需要是什么明确的信息,明确风险缓解过程,”托马斯说。“我们在阿尔芭印度想请求飞行员锻炼丰富谨慎而操作中提到的在美国机场的航行通告可能干扰5 g频谱乐队,”他补充说。
5 g无线电高度表的问题
飞机无线电高度表的基础上通过无线电波传输到地球表面,并接收反射波的一部分。通过计算往返传播时间测量的准确高度飞机地面/海的那边。高度计传达之间的无线电频率4.2和4.4 ghz。在美国,最近推出的5 g c波段频谱传输基本介于3.7和3.98 GHz的排放。但某些“伪排放”可能在4.2 - -4.4 ghz频段,2020年10月说纸在这个问题上发表的航空无线电技术委员会(RTCA),一个总部位于美国的非营利开发技术指导由政府监管部门使用。在最糟糕的情况下,基本排放或假5克塔排放可能导致干扰无线电波影响无线电高度表的性能,它补充说。但弹性高度计可以抵抗干扰。
美国联邦航空局的解决方案
在过去的三周,美国民用航空监管机构,美国联邦航空管理局(FAA)已经发布了新的审批,允许估计有78%的美国商业舰队执行在能见度低的降落在机场无线公司部署5 g c波段。这包括飞机模型的13清除高度计包括所有波音和空中客车模型;和一些巴西航空工业公司170年和190年支线飞机。
“美国联邦航空局努力确定哪些高度计是可靠和准确的5 g部署在美国。我们预计一些高度计5 g太容易受到干扰。保持安全、飞机与高度计将禁止执行在能见度低的登陆5 g部署,因为高度计可以提供不准确的信息,”联邦航空管理局在一份声明中说。上校Ranganathan说:“但这并不意味着每一个波音和空客飞机,从旧一代新,有这些
目前,5 g是生活在全球40多个国家到目前为止没有严重影响航空。但是我们5 g环境明显不同于其他国家。例如:美国机场计划缓冲区只保护航班的最后20秒,比法国更大范围(96秒)。同时,5 g在法国功率较低,631瓦兑1585瓦在美国使用。
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