EUROCONTROL STANDARD DOCUMENT FOR AREA NAVIGATION EQUIPMENT OPERATIONAL REQUIREMENTS AND FUNCTIONAL REQUIREMENTS

Transcription

1 EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION EUROCONTROL EUROCONTROL STANDARD DOCUMENT FOR AREA NAVIGATION EQUIPMENT OPERATIONAL REQUIREMENTS AND FUNCTIONAL REQUIREMENTS Reference Number: Edition : 2.2 Edition Date : December 1998 Status : Released Issue Class : General Public EUROPEAN AIR TRAFFIC CONTROL HARMONISATION AND INTEGRATION PROGRAMME

2 DOCUMENT IDENTIFICATION SHEET DOCUMENT DESCRIPTION Document Title AREA NAVIGATION EQUIPMENT OPERATIONAL REQUIREMENTS and FUNCTIONAL REQUIREMENTS EWP DELIVERABLE REFERENCE NUMBER PROGRAMME REFERENCE INDEX EDITION : EDITION DATE : December 1998 Abstract This document constitutes the EUROCONTROL Standard for Area Navigation (RNAV). The criteria set out in this document relate to compliance with the requirements of the providers of Air Traffic Services. It details common criteria with the aim of harmonising the maximum exploitation of the capabilities of RNAV equipment. The document covers the requirements for the initial implementation of Basic Area Navigation as well as the requirements for longer-term application of systems meeting the RNP Minimum Aviation System Performance for RNP Area Navigation. The document covers the requirements for both en-route and in the Terminal Airspace. Keywords Navigation RNP Basic RNAV Precision RNAV TMA En-Route CONTACT PERSON : R. Rawlings TEL : (32) DIVISION: DED 4 DOCUMENT STATUS AND TYPE STATUS CATEGORY CLASSIFICATION Working Draft Executive Task General Public Draft Specialist Task EATMP Proposed Issue Lower Layer Task Restricted Released Issue ELECTRONIC BACKUP INTERNAL REFERENCE NAME: HOST SYSTEM MEDIA SOFTWARE(S) Microsoft Windows Type : Hard disk Media Identification :

3 Area Navigation Equipment WARNING As of 23 April 1998, aircraft, other than State aircraft, operating on the ATS routes, above the lowest applicable flight level as published by States, shall be equipped with, as a minimum, RNAV equipment meeting RNP 5 in accordance with the requirements set out in ICAO Doc 7030 Regional Supplementary Procedures. Additionally National Authorities may designate domestic routes within the lower airspace which can be used by aircraft not equipped with RNAV but able to achieve RNP 5 navigation accuracy, i.e. VOR/DME defined routes. The above requirement is met by equipment conforming to the standards applicable to B-RNAV as set out in Edition 1 of this Standard. It is expected that the provisions for non-rnav operations will be reduced during the period from 1998 to This present edition has extended the requirements for RNAV to cover the longer term applications including operation on terminal airspace procedures. This modification does not change the requirements in respect of B-RNAV which remain in accordance with Edition 1. These standards will be used to enable improvement in airspace capacity and efficiency of operation through increased RNAV application by aircraft which are suitably equipped. No decision has yet been made on any extension of the requirements for RNAV carriage but any such change will be in accordance with the ECAC Navigation Strategy and will be implemented only after approval through the EATMP consultation process and an agreed period of advance notice. COPYRIGHT NOTICE This document has been produced by the EUROCONTROL Agency Copyright is vested with the EUROCONTROL Agency The content or any part thereof is thus freely available to Member States' representatives, but copy or disclosure to any other party is subject to prior consent in writing by the EUROCONTROL Agency. Edition 2.2 Released Issue Page iii

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5 Area Navigation Equipment DOCUMENT APPROVAL The following table identifies all management authorities who have successively approved the present issue of this document. AUTHORITY NAME AND SIGNATURE DATE ANT Chairman L.Hendriks Director Safety, Airspace, Airports and Information Services Senior Director EATMP G. Paulson W. Philipp Edition 2.2 Released Issue Page v

6 Area Navigation Equipment DOCUMENT CHANGE RECORD Edition Date Description 1.0 March 1996 Revised Warning EUROCONTROL address amended 2.0 September 1998 Whole document revised to take account of: 1. Application of EUROCAE/RTCA RNP RNAV MASPS 2. Extension of Standard to cover Terminal Applications 3. Revisions to the approved BRNAV Programme 2.2 December 1998 Whole document in accordance with comments received to Edition 2.0 during formal approval of Proposed RNAV Standard Sections/ Pages Affected Page I Page iii All All Change proposals, comments and requests for copies should be directed to: EUROCONTROL EATMP Safety, Quality Management and Standardisation Unit Rue de la Fusée, 96 B Brussels Belgium Tel: (32) Fax: (32) Page vi Released Issue Edition 2.2

7 Area Navigation Equipment TABLE OF CONTENTS WARNING COPYRIGHT NOTICE DOCUMENT APPROVAL DOCUMENT CHANGE RECORD TABLE OF CONTENTS TABLES FIGURES FOREWORD iii iii v vi vii viii viii ix 1. INTRODUCTION Document Overview Scope Areas of Application Timescales for Application 3 2. REFERENCES 5 3. DEFINITIONS, ABBREVIATIONS AND ACRONYMS Definitions Abbreviations and Acronyms OPERATIONAL REQUIREMENTS RNAV Equipment System Description General Operational Limitations System Integrity Requirements Continuity of Function System Use Accuracy Regulatory Approval RNAV Application in ECAC Area Timeframes RNAV Certification and Operational Approval Requirements Application of World Geodetic Reference System 1984 (WGS-84) Training General Flight Crew Training ATC Training Flight Planning Requirements for RNAV Operations 22 Edition 2.2 Released Issue Page vii

8 Area Navigation Equipment 4.7 Loss of System Use Accuracy and Integrity The Operations Manual FUNCTIONAL REQUIREMENTS Introduction Acceptable Means of Compliance Route Navigation Functional Performance System Functional Performance Minimum Requirements Background Requirements Overview 38 ANNEX A (NORMATIVE) HOLDING CRITERIA A.1. RNAV Holding Dimensions A.2 RNAV Holding Area Entry Procedures A.3. Hold Execution A.4. RNAV Holding Area Exit Procedures TABLES 1.1 Correspondence between Pre-MASPS and Post-MASPS 5.1 Route - Minimum Requirements 5.2 Navigation Functional Performance - Minimum Requirements 5.3 System Functional Performance - Minimum Requirements A.1 Maximum Holding Airspeeds, Knots Indicated Air Speed (KIAS) FIGURES 5.1 Controlled Turn - P-RNAV Route (En-route) 5.2 Fly-by Turn 5.3 Fly-Over Turn 5.4 TMA Turn With Defined Radius A.1 RNAV Hold Dimensions A.2 Sample Entry Procedure Boundaries A.3 Sample Hold Entry Sectors A.4 Sector 1 Entry A.5 Sector 2 Entry A.6 Sector 3 Entry A.7 Sector 4 Entry Page viii Released Issue Edition 2.2

9 Area Navigation Equipment FOREWORD 1. Responsible Body This Standard has been developed by the members of the European Organisation for the Safety of Air Navigation (EUROCONTROL) Airspace and Navigation Team (ANT). Its adoption is in accordance with the Business Plan of the EATCHIP Specialist Domain 7 (Navigation). The EUROCONTROL Agency wishes to acknowledge the valuable assistance received from the Joint Aviation Authorities (JAA), the European Organisation for Civil Aviation Equipment (EUROCAE), RTCA and the International Co-ordinating Committee of Aerospace Industries Associations (ICCAIA) in preparing this document. 2. EATCHIP Work Programme This Standard is related to Specialist Tasks 02, 06 and 11 of Executive Task 1 (Area Navigation and Reduced Route Spacing) of EATCHIP Domain 7 (Navigation). 3. Approval of the Standard 3.1 The development of this Standard is in accordance with the Directives for EUROCONTROL Standardisation. 3.2 This Proposed EUROCONTROL Standard has been prepared by the Airspace and Navigation Team and has passed through the initial consultation stage. 3.3 The provisions of this Standard will be phased in from 1998 in accordance with the timescales set out in paragraph 1.2 Scope. 4. Technical Corrigenda and Amendments When necessary, technical corrigenda and amendments to this EUROCONTROL Standard shall be adopted in accordance with the Directives for EUROCONTROL Standardisation (PLC.ET1.ST04-DIR-01-01). Edition 2.2 Released Issue Page ix

10 Area Navigation Equipment 5. Editorial Conventions 5.1 The following notation has been used to indicate the status of each statement: Normative statements use the operative verb shall and have been printed in light face roman text; Recommended statements use the operative verb should and have been printed in light face italics, the status being indicated by the prefix Recommendation. 5.2 Any other information which is considered essential to the understanding of a particular indent will be integrated within the text as a NOTE. A note is considered to be informative only, therefore does not contain specifications and is placed immediately after the indent to which it refers. 6. Relationship to other Standard Documents This Standard is related to the following documents: International Civil Aviation Organisation (ICAO) Documents: Annex 2 " Rules of the Air". Annex 11 "Air Traffic Services". Doc 4444 " Rules of the Air and Air Traffic Services". Doc 7030 " Regional Supplementary Procedures". Doc AN/937 "Manual on Required Navigation Performance". Doc 8168 Procedures for Air Navigation Services - Aircraft Operations (PANS-OPS). Joint Aviation Authorities (JAA) Document TGL No 2 (rev 1) June 1997 " Advisory Material for the Airworthiness Approval of Navigation Systems for use in European Airspace Designated for Basic RNAV Operations ". RTCA Do 236/EUROCAE ED-75 Minimum Aviation System Performance Standards (MASPS) for RNP Area Navigation. 7. Status of the Annexes to this Document There is only one Annex to this Standard Document and the status of this is defined as normative. 8. Language Used The English language has been used in preparing the original text of this document. Page x Released Issue Edition 2.2

11 Area Navigation Equipment INTRODUCTION 1.1 Document Overview This document constitutes the EUROCONTROL Standard for Area Navigation (RNAV). Section Four contains the operational requirements to be met to receive approval for conducting RNAV operations. Section Five contains the functional requirements concerning the RNAV airborne equipment. The criteria set out in this document relate to compliance with the requirements of the providers of Air Traffic Services. The design and approval of equipment and on-board operational procedures to satisfy these stated requirements are a matter for manufacturers, operators and the relevant authorities This Standard details common criteria with the aim of harmonising the maximum exploitation of the capabilities of RNAV equipment. The material takes account of the operational objective of the European Civil Aviation Conference (ECAC) strategy for the 1990s as adopted by Transport ministers of ECAC Member States in Paris on 24 April 1990 and on 17th March 1992, In addition it takes account of the Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS) as approved by the European Air Navigation Planning Group (EANPG/32, June 1990) The Standard is intended for designers, manufacturers and installers of avionics equipment, service providers, and users of these systems for worldwide operations. Whilst specifying the functions which may be called upon by RNAV procedure designers and route planners, this Standard does not, set out RNAV route or procedure design criteria which will need to take into account, inter alia, operational environment and operating limitations as well as the RNAV functional capability This revision forms the first amendment of the EUROCONTROL RNAV Standard Edition 1 as approved by the EUROCONTROL Permanent Commission in The principle change for this revision is the incorporation of the definition of functional requirements for RNAV Standard Arrival and Instrument Departure Routes (STARs and SIDs) and for RNAV Holding Procedures The basis of the requirements established by this Standard is the ICAO Required Navigation Performance (RNP). Whilst there are a number of levels considered by ICAO Doc 9613 for en-route operations, only RNP 4/5 and RNP 1 are of relevance to the ECAC RNAV Implementation The achievable level of navigation performance will depend not only on the navigation equipment functionality but also upon the navigation infrastructure. To ensure continued applicability of VOR/DME based navigation throughout the ECAC area, RNP 5 will be adopted as the lower level of navigation performance Edition 1 of this document defined the minimum requirements for initial RNAV applications and adopted the terms Basic and Precision RNAV; Basic RNAV meeting RNP 5 accuracy and Precision RNAV meeting RNP 1 accuracy. Edition 2.2 Released Issue Page 1

12 Area Navigation Equipment Edition 2 takes into account the subsequent finalisation of RTCA DO 236/EUROCAE ED-75 Minimum Aviation System Performance Standards (MASPS) for RNP Area Navigation. This document has adopted the term RNP-(x) RNAV for RNAV systems fully conformant to the MASPS where (x) is the value of the required navigation performance. Therefore, for systems meeting the additional functional requirements set out in the MASPS: RNP-1 RNAV would replace the term Precision RNAV; RNP-5 RNAV would replace the term Basic RNAV. However for systems meeting the requirements of Edition 1 of this Standard but not the requirements of the MASPS, the terms Basic and Precision RNAV are retained The following table summarises the correspondence between the MASPS and Edition 1 of this Standard: Table 1.1 Correspondence Between Pre-MASPS and Post-MASPS Track Keeping Performance Pre-RNAV MASPS Applicability Post RNAV MASPS Applicability 5 NM 95% Basic RNAV (B-RNAV) RNP-5 RNAV 1 NM 95% Precision RNAV (P-RNAV) RNP-1 RNAV < 1 NM 95% - RNP-(x) RNAV (x<1) 1 The differences in functional requirements above are set out in Section Aircraft navigation systems developed in accordance with RTCA DO- 236/EUROCAE ED-75 will also meet the RNP RNAV requirements set forth in this Standard. 1.2 Scope Areas of Application This EUROCONTROL Standard is applicable to all aircraft under Instrument Flight Rules (IFR) operating as General Air Traffic (GAT) in appropriately designated and/or notified airspace. It relates to the implementation of RNAV operations within the context of the European Air Traffic Management Programme (EATMP) RNAV equipped aircraft will be required to demonstrate compliance with specific navigation system use accuracy standards prior to obtaining certification and approval from the appropriate authority. These will be defined by the Joint Aviation Authorities in conformity with the Minimum Aviation System Performance Standards as set out in EUROCAE ED75 /RTCA DO-236. An interim document covering the requirements for B-RNAV has been issued by JAA as Temporary Guidance Leaflet No 2 revision 1 (June 1997). Note: the first issue of this document had the reference Advisory Material Joint (AMJ) 20X This Standard not only defines the required navigation accuracy, but also contains detailed information regarding functional requirements. 1 For terminal operations RNP<1 may be required for parts of the procedures. Such levels of navigation performance will only be required where an appropriate navigation infrastructure is provided. Page 2 Released Issue Edition 2.2

13 Area Navigation Equipment This Standard addresses both en-route operations and SIDs, STARs and Holding Procedures Timescales for Application A phased application of RNAV is planned Phase 1 - from 1998 En-Route: As of 23 April 1998, aircraft, other than State aircraft, operating on the ATS routes, above the lowest applicable flight level as published by States, shall be equipped with RNAV meeting RNP 5. VOR/DME and NDB will remain available for reversionary navigation at least until As a result the reduced requirements as set out for BRNAV equipment are applicable during this phase. From 2002 it is expected that Random Area Navigation (Free Route) will be introduced in selected areas. In these areas there will be a reduction in the availability of fixed routes. There will be no change in required RNAV functionality. TMA: Where beneficial and practicable, National Authorities may define mandatory B-RNAV routes providing transitions to the SIDs and STARs in the terminal area (feeder routes). Other RNAV procedures, including those requiring Precision RNAV (RNP 1 or better) performance may be introduced. However they will remain optional in this timescale and conventional SIDs, STARs and Holding procedures will continue to be provided. Edition 2.2 Released Issue Page 3

14 Area Navigation Equipment Phase or later (date to be agreed by the ECAC States) As VOR (and NDB) is withdrawn, the ability to revert to conventional navigation will reduce with RNAV ultimately becoming the only means of navigation. Radio position updating will be by means of DME/DME or GNSS based RNAV. It is expected that on-board inertial reference systems will continue to augment the radio position data. As a result of the decommissioning of radio navigation sources capable of supporting reversionary operations, the system integrity and operational functionality requirements will increase, necessitating the use of equipment in conformance to RNP-(x) RNAV requirements once reversion to conventional navigation ceases to be possible. En-Route: Navigation infrastructure will support RNP-1 RNAV accuracy. This will permit closely spaced routes where the airspace developments necessitate. TMA: RNP-(x) RNAV is expected to become increasingly applied and, once VOR and NDB are decommissioned, will become a requirement of Instrument Flight Rules (IFR) operations in the Terminal Area. This will allow the modification of the Terminal airspace with the potential for increased flexibility of Terminal approach and departure procedures and reduced areas for Holding procedures etc. For parts of the Terminal Area, RNAV operation will require an ability to meet RNP-1 or better performance levels. NOTE - The functional requirements contained in Section 5 reflect the above application concept. Page 4 Released Issue Edition 2.2

15 Area Navigation Equipment REFERENCES 2.1 The following documents and standards contain provisions which, through reference in this text, constitute provisions of this EUROCONTROL Standard. At the time of publication of this EUROCONTROL Standard document, the editions indicated for the referenced documents and Standards were valid. Any revision of the referenced ICAO Documents will be taken into account within this EUROCONTROL Standard. Revisions of the other referenced documents shall not form part of the provisions of this EUROCONTROL Standard until they are formally reviewed and incorporated into this EUROCONTROL Standard document. In the case of conflict between the requirements of this EUROCONTROL Standard and the contents of these other referenced documents, this EUROCONTROL Standard shall take precedence. 2.2 At the time of publication the documents listed below are those that are referenced from within the EUROCONTROL Standard: Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS) ECAC Strategy for the 1990s relieving congestion in and around airports ICAO Document 9613 Manual on Required Navigation Performance (RNP MAN) 1994 ICAO PANS-RAC Document 4444 "Rules of the Air and Air Traffic Services" ARINC Specification 424 "Navigation Systems Database" EUROCONTROL International Convention, Article 3 ICAO Annex 11 "Air Traffic Services" ICAO Document 7030 " Regional Supplementary Procedures" ICAO Doc 8168 Procedures for Air Traffic Services - Aircraft Operations (PANS-OPS) JAA Temporary Guidance Leaflet No 2 Revision 1 JAA Guidance Material on Airworthiness Approval and Operational Criteria for the Use of Navigation Systems in European Airspace Designated for Basic RNAV Operations " RTCA DO-236A /EUROCAE ED75 Minimum Aviation System Performance Standards for Required Navigation Performance for Area Navigation RTCA DO-200A/EUROCAE ED76 Requirements for the Aeronautical Data Process RTCA DO201A/EUROCAE ED77, Industry Requirements for Aeronautical Information (draft) Edition 2.2 Released Issue Page 5

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17 Area Navigation Equipment DEFINITIONS, ABBREVIATIONS AND ACRONYMS 3.1 Definitions For the purposes of this EUROCONTROL Standard, the following definitions shall apply. Where appropriate, the source document for the definition is identified in brackets at the end of the definition Accuracy: The degree of conformance between the estimated or measured position and/or the velocity of a platform at a given time and its true position or velocity. Radio navigation performance accuracy is usually presented as a statistical measure of system error and is specified as: Predictable: The accuracy of a position in relation to the geographic or geodetic co-ordinates of the earth. Repeatable: The accuracy with which a user can return to a position whose co-ordinates have been measured at a previous time with the same navigation system. Relative: The accuracy with which a user can determine one position relative to another position regardless of any error in their true position. (RNP MAN) (See also "System Use Accuracy") Approach Operations: Operations conducted on published Instrument Approach Procedures (IAP) commencing at the Initial Approach Fix (IAF) and terminating at the Missed Approach Point (MAPt), or point of landing, as appropriate. The Missed Approach begins at (or in some cases before) the MAPt and terminates at an altitude/height sufficient to permit: initiation of another approach; or return to a designated holding pattern; or resumption of en-route flight Area Navigation (RNAV): A method of navigation which permits aircraft operation on any desired flight path. (ICAO Doc AN/937) Area Navigation Equipment: Any combination of equipment used to provide RNAV guidance. (ICAO Doc AN/937) ATS Route: A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services. NOTES 1. The term 'ATS Route' is used to mean variously, airway, advisory route, controlled or uncontrolled route, arrival or departure route, etc. (ICAO Annex 11) 2. This definition of the term 'ATS Route' as it is used in air traffic services documents may not coincide and should not be confused with the definition of a 'route' provided in Aeronautical Radio Incorporated (ARINC)-424. Edition 2.2 Released Issue Page 7

18 Area Navigation Equipment Availability: An indication of the ability of the system to provide usable service or the intended application Containment Value: The distance from the intended position within which flights would be found for a specified percentage of the total flying time, accumulated for all aircraft. (Adapted from ICAO Doc AN/937) Continuity of Function: An indication of the ability of the RNAV system to meet the Required Navigation Performance whilst within the specified coverage area of the appropriate navigation system. It is defined as the portion of the time during which the system is capable of being used for navigation during which reliable navigation information is presented to the crew, Automatic Flight Control System (AFCS), or other system managing the flight of the aircraft and is to take due account of the defined continuity of function of the navigation infrastructure Crosstrack Deviation: The perpendicular deviation that the aircraft is to the left or right of the desired track. (RNP MAN) En-Route Operations: Operations conducted on published ATS routes and/or direct point-to-point operations between defined waypoints Flight Technical Error: The accuracy with which the aircraft is controlled, as measured by the indicated aircraft position with respect to the indicated command or desired position. It does not include blunder errors. (RNP Concept) General Air Traffic: For the purposes of this Standard the term " general air traffic" shall comprise any aircraft (e.g. civil, military, customs and police) operating in conformity with the procedures of the International Civil Aviation Organisation. (EUROCONTROL International Convention, Article 3) Geodesic: The shortest distance between two points on a model of the earth s surface defined by the WGS-84 (or equivalent) ellipsoid. For short distances the geodesic converges to the great circle Geometric Dilution of Precision (GDOP): The ratio of the standard deviation of the position error to the standard deviation of the measurement errors, assuming that all measurement errors are statistically independent and have a zero mean and the same standard distribution Integrity: The ability of a system to provide timely warnings to users when the system should not be used for navigation. (ICAO Doc AN/937) Nautical Mile: Throughout this document where distances are expressed in Nautical Miles (NM), it is understood that 1NM = kilometres (km) Operational Approval: The process by which an ICAO signatory State has satisfied itself, through its own established processes, that an operator can safely meet all the requirements for a given operation Reference Aid(s): The navigation aid(s) upon which the procedure design has been based. Page 8 Released Issue Edition 2.2

19 Area Navigation Equipment Random RNAV: RNAV operation whereby routes can be flight planned on legs not defined by fixed ATS routes. Such operations may be limited to certain Flight Information Regions (FIR)s or parts of FIRs within the ECAC Area and may be subject to flight level limitations Sensor: A unit capable of providing information for use by the RNAV or Flight Management System (FMS) equipment. (ICAO Doc AN/937) State Aircraft: (ICAO Convention) Aircraft operating on military, customs or police activities shall be deemed to be State aircraft State of the Operator: The State in which the operator has his principal place of business or, if he has no such place of business, his permanent residence State of Registry: The State on whose register the aircraft is entered System Use Accuracy: The combination of the navigation sensor error, airborne receiver error, display error, and flight technical error. Also called navigation performance accuracy. (ICAO Doc AN/937) Terminal Operations: Operations conducted on published Standard Instrument Departures (SIDs), or published Standard Arrival Routes (STARs), or other flight operations whilst transitioning to or from the en-route phase of flight Total System Error: The difference between the true position and desired position. This error is equal to the vector sum of the path steering error, path definition error and position estimation error. These are illustrated below: Path Definition Error Desired Path Defined Path Path Steering Error Estimated Position TotalSystem Error Position Estimation Error True Position Waypoint: A specified geographical location used to define an Area Navigation Route or the flight path of an aircraft employing Area Navigation (ICAO Doc. 4444). Edition 2.2 Released Issue Page 9

20 Area Navigation Equipment 3.2 Abbreviations and Acronyms For the purposes of this EUROCONTROL Standard the following abbreviations and acronyms shall apply: AEEC AFCS AIP AIRAC AMJ ANT ARINC ATC ATM ATS Aeronautical Engineering Electronics Committee Automatic Flight Control System Aeronautical Information Publication Aeronautical Information Regulation and Control Advisory Material Joint Airspace and Navigation Team (EATMP) Aeronautical Radio Incorporated Air Traffic Control Air Traffic Management Air Traffic Services B-RNAV CDU DME DOC EANPG EATCHIP EATMP ECAC EUROCAE EUROCONTROL ETRF FANS FEATS FIR FMS FTE GAT GDOP GNSS GPS IAF IAP IAS ICAO ICCAIA IFR INS ISA JAA KIAS Basic Area Navigation Control Display Unit Distance Measuring Equipment Designated Operational Coverage European Air Navigation Planning Group European Air Traffic Control Harmonisation and Integration Programme European Air Traffic Management Programme European Civil Aviation Conference European Organisation for Civil Aviation Equipment European Organisation for the Safety of Air Navigation European Terrestrial Reference Frame ICAO Future Air Navigation System ICAO Future European Air Traffic Management System Flight Information Region Flight Management System Flight Technical Error General Air Traffic Geometric Dilution of Precision Global Navigation Satellite System Global Positioning System Initial Approach Fix Instrument Approach Procedures Indicated Air Speed International Civil Aviation Organisation International Co-ordinating Committee of Aerospace Industries Associations Instrument Flight Rules Inertial Navigation System International Standard Atmosphere Joint Aviation Authorities Knots Indicated Air Speed Page 10 Released Issue Edition 2.2

21 Area Navigation Equipment Kt Km MAPt MASPS NAVAID NDB NM P-RNAV RNAV RNP RTF Knot Kilometre Missed Approach Point Minimum Aviation System Performance Standards Radio Aid to Navigation Non-Directional Radio Beacon Nautical Mile Precision Area Navigation Area Navigation Required Navigation Performance Radiotelephony SARPs ICAO Standards and Recommended Practices SID Standard Instrument Departure STAR Standard Arrival Route (Annex 11 App 3) TACAN TAS TGL TMA VOR VORTAC WGS Tactical Air Navigation Aid True Air Speed Temporary Guidance Leaflet Terminal Control Area Very High Frequency Omnidirectional Radio Range VOR-Tactical Air Navigation (A combination of VOR providing and TACAN, the latter compatible with DME) World Geodetic System Edition 2.2 Released Issue Page 11

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23 Area Navigation Equipment OPERATIONAL REQUIREMENTS 4.1 RNAV Equipment System Description Area navigation equipment determines aircraft position by processing data from one or more sensors and can guide the aircraft in accordance with appropriate routing instructions. Determination of aircraft position is dependent on such factors as sensor availability and accuracy, signal parameters (e.g. signal source strength, transmitted signal degradation). Position determination may employ such inputs as (in no specific order of priority): Distance measurements from two or more Distance Measuring Equipment (DME) ground stations (DME-DME); Very high frequency Omnidirectional Radio range (VOR) with a colocated DME, (VOR/DME); Inertial Navigation Systems (INS) (or Inertial Reference Systems (IRS) supported by a suitable Navigation system); LORAN-C; Global Navigation Satellite System (GNSS)/Global Positioning System (GPS). These various sensors may be used individually or combined to provide aircraft position. Navigation parameters such as distance and bearing to a waypoint are computed from the aircraft position and the location of the waypoint. Course guidance is normally provided, this being referenced either to a course established to/from a waypoint or to the geodesic between two successive waypoints General Operational Limitations Due to the availability and integrity of the various sensor systems, effects of propagation and bias errors, and potential interference with certain sensors from outside sources, operational limitations must be imposed on the use of some types of area navigation equipment fits. These general limitations are detailed in the following sub-paragraph s Operational Areas The operator shall ensure that equipment fit is capable of performance in accordance with the defined standard for the area(s) in which operations are intended. Edition 2.2 Released Issue Page 13

24 Area Navigation Equipment Operational Equipment: LORAN-C, VOR/DME and INS 1 without automatic position updating from DME/DME, shall not be viewed as stand alone input to meet RNP 1 accuracy. LORAN-C shall not be viewed as suitable as the navigation source for terminal operations. RNAV systems using a single co-located VOR/DME shall only be used for navigation during the execution of Terminal operations where the RNAV system is shown to meet the declared Required Navigation Performance for that procedure in the available navigation aid environment. GNSS/GPS shall only be considered as the stand alone input to a navigation system for either en-route or terminal operations where such applications have been approved by JAA and other appropriate authority, as meeting the declared Quality of Service (accuracy, integrity, availability and continuity of service) requirements for the operation. Where these requirements are not met, another source of positioning information meeting the Quality of Service requirements must be available for RNAV operations. This can include manual navigation techniques using VOR/DME and NDB where these can be shown to provide the Required Navigation Performance. Recommendation The above considerations necessitate the evaluation of Airspace requirements and available infrastructure in the definition of sensor requirements for RNAV operation. The system designer should be aware that for many situations the accuracy, integrity, availability and continuity of function demand the availability of more than one source of navigation data for the RNAV operation. In assessing this capability reference should be made to the performance requirements for navigation aids set out in ICAO Annex System Integrity Requirements The risk of hazardously misleading information shall be less than 10-5 per flight hour Where operation requires the application of MASPS compliant RNAV Systems, the probability of the Total System Error of the aircraft operating in RNP airspace exceeding a cross track limit of twice the RNP without providing a failure warning to the Flight Crew shall be less than 10-5 per flight hour. 1 With suitable runway update procedures, using INS/IRS, it is possible to achieve RNP 1 accuracy for the period required for the execution of the departure procedure when updating from radio navigation aids is not available. Page 14 Released Issue Edition 2.2

25 Area Navigation Equipment Continuity of Function Equipment Requirements The equipment shall demonstrate the following capability: The risk of loss of navigation function is less than 10-5 per flight hour Where conformance to RTCA DO-236/EUROCAE ED 75 is required, probability of annunciated loss of RNP RNAV functionality is less than 10-4 per flight hour Operational Requirements The ATS require that the RNAV system provide a minimum level of continuity of function for operation in the airspace. In view of the variety of navigation aids which can be used to meet the airspace requirements, an analysis of the system capability must take due account of the elements of the available navigation infrastructure that are used by the navigation system and their declared performance. However the airborne navigation system provider or aircraft operator may assume that the infrastructure provided by DME is adequate throughout the entire ECAC area to meet the requirements of the declared RNP. The RNAV system is required to provide an average airborne system continuity of function of 99.99% of flight time for RNP 5 operations % of flight time for RNP 1 operations. Operators may choose to rely on a redundancy of RNAV systems in order to obtain the required continuity. The positioning function continuity may be assured by the use of multisensor area navigation systems which incorporate various position fixing sensors, each of which is individually usable for airborne area navigation. The operator is required to specify the associated equipment installation, configuration and operating limitations for RNP operations in the Flight Manual and Minimum Equipment List or equivalent. NOTES 1. So long as sufficient VOR/DME and/or NDB facilities are available to provide a reversionary means of maintaining RNP 5 accuracy, the carriage of a single RNAV system meeting RNP 5 performance with a lower continuity of function may be regarded as providing an appropriate continuity for operation on RNP 5 routes, if the aircraft is also carrying VOR/DME equipment. Once the VOR and NDB infrastructure is decommissioned to a degree that reversion VOR and NDB navigation along these routes is no longer possible, conformance to RNP 5 RNAV will require RNAV systems to demonstrate full compliance with the continuity requirements (see paragraph 1.2). Edition 2.2 Released Issue Page 15

26 Area Navigation Equipment 2. Where a single RNAV system does not meet the continuity of function requirement, an operator may choose to provide a redundancy of RNAV systems to meet the requirement of this Standard. Where the primary system consists of a single RNAV system meeting RNP 1 performance it may be possible to demonstrate an acceptable average continuity of function in an ECAC RNP 1 environment if the back-up equipment provides an RNAV capability meeting RNP 5 requirements but which can demonstrate an acceptably low rate of reduction in accuracy (e.g. INS based reversionary navigation). 3. When establishing conformance to the continuity requirement due allowance must be made for the continuity of service of the navigation aids. It is expected that, except as applicable under 1 above, the continuity of function requirement will demand the availability of multiple input sensors. This may be multiple radio sensors or radio supplemented by inertial sensors System Use Accuracy En-Route Routes will be specified according to one of two levels of RNAV system use accuracy in European airspace as detailed in the following sub-paragraph s RNP 1: During operations on RNP 1 routes or in areas notified as exclusively for RNP 1 equipped aircraft, the equipment shall provide system use accuracy equal to or better than 0.5NM (0.93km) one standard deviation relative to the intended geodesic, and assure the aircraft will remain within 1NM (1.85km) either side of the intended track for 95% of its flight time. In order to receive RNP 1 certification the equipment shall, as a minimum, be required to provide the capabilities and features, or their equivalents, listed in paragraph 5.3 for the appropriate operation. Where the ATS route(s) notified for RNP 1 require(s) controlled turns, a fixed radius, as depicted in Figure 1, will be specified by the ATS route designator and will be defined only for those turns where such fixed radius is required. The aircraft shall remain within the allowable RNP 1 RNAV tolerance of the tangential arc specified by the radius between the straight leg segments. If a fixed radius is not specified, a fly by turn may be executed. NOTES 1. Where controlled radius turns are required for en-route operation, the route centreline of RNAV RNP 1 ATS routes will be defined about a tangential arc with radii of 22.5NM or 15NM, dependent on route and altitude designator as defined in ICAO Annex An aircraft executing a controlled turn while transitioning from a route to one with a different designator will continue to turn along the radius used at the beginning of the turn. Page 16 Released Issue Edition 2.2

27 Area Navigation Equipment RNP 5: Equipment shall provide system use accuracy equal to, or better than, 2.5NM (4.6Km) for 1 Standard Deviation. It shall provide a 95% containment value of +/-5NM (+/- 9.26Km). NOTE - This level is similar to that currently achieved by aircraft without RNAV capability operating on ATS routes defined by VOR, when VOR s are less than 100NM apart. In order to receive RNP 5 certification the equipment shall, as a minimum, be required to provide the capabilities and features or their equivalents, listed in paragraph 5.2. Due account shall be taken of the differences between Basic RNAV requirements applicable from 1998 and those applicable to RNP-5 RNAV operational requirements which will only be applicable from a date to be agreed but no earlier than These differences are set out in paragraph Terminal Area The system use accuracy required for the execution of SIDs and STARs, as well as RNAV feeder routes, providing the transition to the en-route structure, will be specified as part of the definition of the departure or arrival route. Either RNP 5 or RNP 1 may be required and parts of the route may have different requirements. Procedures demanding a specific RNP will only be flown by equipment approved for that RNP and having the functions required by paragraph 5.3. It should be noted that for a transition period, in addition to RNP RNAV procedures, Terminal Area procedures, including SIDs and STARs, may be designed for execution using specific navigation aids (eg VOR/DME or DME/DME GPS/GNSS). In such situations the RNP value may not be stated - note 3 applies. NOTES 1. Some TMA RNAV routes (e.g. Arrival routes) may demand performance better than RNP 1. This will be required only where the navigation infrastructure can meet the required precision and continuity of service levels. 2. To operate on TMA routes, the RNAV system shall have been approved as meeting the RNP using the available navigation infrastructure. 3. Where TMA routes have been designed and promulgated as requiring the application of one or more defined Reference navigation aids, these aids shall be used for position fixing unless it can be demonstrated that the proposed alternative means of position fixing meets or exceeds the required navigation accuracy, continuity and integrity. 4. Where a fixed radius turn is required for terminal operation the turn radius will be defined as part of the procedure in accordance with Figure 4. Edition 2.2 Released Issue Page 17

28 Area Navigation Equipment The achievable RNP type depends upon both the available navigation aids and the on-board equipment capability. In all cases, operators have the responsibility to ensure that their aircraft have the capability to navigate with the required level of accuracy when operating within the notified RNAV environment. In determining this capability, due account shall be taken of the navigation aids available in the designated RNAV environment at the time of operation, the RNAV system capability and, where appropriate, the required procedures for the flight crew. 4.2 Regulatory Approval The Joint Aviation Authorities (JAA) or regulatory authority of the Operator's State of Registry will define the appropriate standards for the airworthiness approval of the installation and operation of area navigation equipment as required in this document The RNAV functional requirements set out in Paragraph 5.3 are the minimum functional requirements required of systems for operation on Area Navigation routes and airspace. The document provides references to the detailed capability requirements for application by manufacturers, operators and National Authorities. 4.3 RNAV Application in ECAC Area Timeframes Initial Implementation ( ) With effect from the fifth Aeronautical Information Regulation and Control (AIRAC) date in 1998 (i.e. April ), the carriage of RNAV equipment meeting the requirements of JAA TGL no 2 rev 1, became mandatory on the ATS Route Network in the ECAC area in accordance with the requirements set out in the Aeronautical Information Publication (AIP) of each State. The lower Flight Level of application of this RNAV requirement will be reduced in a co-ordinated manner with the target of a uniform application of RNAV to all en-route and feeder routes in all ECAC States It is recognised that the continued availability of VOR/DME and NDB provides the potential for reversion to conventional navigation techniques in the event of system failure or reduced functionality. Thus whilst an RNAV system may be providing the sole or only means of automatic Area Navigation, during this period it will not be providing the only means of navigation. Due allowance for this has been made in the specification of functional requirements for B-RNAV during the period 1998 to Additionally, it is recognised that the ECAC Strategy, in establishing the requirement for States to make the carriage of RNAV equipment mandatory by 1998, implies a requirement that States provide the necessary RNAV infrastructure (e.g. aids to navigation, RNAV ATS routes, RNAV Procedures) to enable the use of this equipment. Page 18 Released Issue Edition 2.2

29 Area Navigation Equipment Future RNAV Developments (2005+) Pending application of GNSS as the only available source of navigation, operators should be aware that DME is expected to become the primary source of ground based position information in the ECAC area (ICAO Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS), Part 2, para refers). In the context of the European ATC Harmonisation and Integration Programme, it is proposed, with effect from 2005 or from such later date as agreed by the ECAC States and with an appropriate period of notice, States will no longer need to provide sufficient VOR and NDB coverage to enable navigation to be provided along conventional ATS routes. As a result, notes 1 and 2 of will be no longer applicable and RNAV systems will therefore be required to meet the availability and continuity of service criteria both en-route and in the Terminal Control Area (TMA). Additionally, increased functionality will be required as set out in Section 5. These form the basis of the main functional differences associated with RNP- (x) RNAV A decision on the mandatory carriage of RNAV equipment meeting RNP 1 requirements has yet to be made by ECAC member States. The mandatory carriage of RNP-1 RNAV/P-RNAV is therefore not foreseen before Transition Periods Since there will be an evolutionary availability of RNAV routes and decommissioning of VOR aids, it can be foreseen that during such periods, routes and procedures requiring differing capability will co-exist. As a result, operators shall ensure that aircraft are flight planned along routes or in RNAV airspace appropriate to the equipment fit RNAV Certification and Operational Approval Requirements Operators shall contact the State of Registry or State of Operator regarding: Approval of aircraft and systems by the operator, systems installer and/or airframe manufacturer; Approval for RNAV operations. The minimum capabilities necessary, to support ATC requirements, which must be demonstrated for RNAV systems certification are as described in Section 5. Such demonstration should be supported with manuals and procedures which establish the operating capabilities and any limitations for the RNAV system. In an application for operational approval, the operator would normally be expected to provide as a minimum: A specification of intended operations, navigation infrastructure dependencies, and any limitations on the RNAV system; Edition 2.2 Released Issue Page 19

30 Area Navigation Equipment Detailed operating procedures for the aircraft and RNAV system which assures the intended operations are conducted in accordance with the requirements of specified for the airspace. Where the RNAV system does not fully meet the navigation integrity and/or continuity requirements of the airspace, the operating procedures shall specify how pilots are to ensure conformance to the ATS requirements by the appropriate application of alternative reversionary navigation sources. 4.4 Application of World Geodetic Reference System 1984 (WGS-84) The co-ordinates defined in the AIP published by the National Authorities were originally based upon the mapping datum used in that country. As a result of the development of geodesy, there were frequently significant differences between the datums used by neighbouring States. These different systems were inducing errors to the navigation system. When using VOR/DME defined ATS routes, the effect of these anomalies were relatively benign. However, the use of ground based navigation aids in RNAV, the exchange of radar data, the extension of the application of the RNAV systems into the terminal area, and the use of world-wide navigation systems such as GNSS was expected to render these anomalies unacceptable In July 1994, ICAO mandated that all AIS data shall be published in coordinates referenced to the earth mass centres reference frame WGS-84 system as from 1st January The relevant ICAO annexes (Annexes 4,11,14 and 15) have been amended to take into account the planned future use of RNAV systems. This has resulted in changes to the accuracy and resolution of the AIS data to provide a system capable of meeting the RNAV requirements for both en-route and terminal applications This required National Authorities to establish the WGS-84 geodetic reference system across the European Region. This transition has been completed. However, there remains a need to ensure that all data elements are of the accuracy and integrity needed for the proposed application. This is a continuing commitment upon the originators and publishers of data. 4.5 Training General The relevant authorities are responsible for approving the training programme for flight crew and air traffic controllers in RNAV operations. While the provisions of this section are by no means exhaustive, they provide an indication of the general considerations, which will need to be addressed prior to the full implementation of RNAV operations Flight Crew Training The operators training programme should ensure that flight crew gain a thorough understanding of the functionality and operation of the RNAV equipment and the procedures required to ensure the required navigational accuracy can be achieved. Page 20 Released Issue Edition 2.2