UCTION NOVEMBER 2008-1 -
TABLE OF CONTENTS 1. Introduction 2. Definitions 3. Performance Requirements 4. Functionality Requirements 5. RNP Types 6. RNP Airspace Environment and Implementation 7. Aircraft Navigation Systems 8. Normal Procedures For PRNAV / RNAV-1 / RNP-1 Ops 9. RNAV Instrument Approach Procedures (IAP) (Non Precision Approaches with RNP specified) Annexure 1-737 Specific Information Annexure 2 - A330 Specific Information Annexure 3-777 Specific Information Annexure 4 - ARINC 424 Path Terminators NOVEMBER 2008-2 -
1. Introduction Traffic density is limited by aircraft vertical and horizontal separations, imposed by current navigation procedures associated with the performance of ground and airborne equipment. Current navigation procedures are based on the availability of satisfactory ground navigation aids, infrastructure (VOR, DME, NDB...), and aircraft navigation systems, which enable navaid to navaid navigation. Large safety margins mandated with respect to aircraft separation, contribute to airspace saturation in certain areas. The air navigation structure of existing airways, SID's, STAR's, approach procedures etc. does not take into account the availability of modern navigation systems, with enhanced performance, nor the availability of glass cockpits, which provide crews with improved awareness when flying such procedures. Increased traffic in specific areas and airspace saturation necessitate a reduction in aircraft horizontal and vertical separation while maintaining at least, the equivalent level of safety. Recent navigation systems offer the required navigation performance to achieve this objective, in conjunction with increased routing flexibility. Aircraft separation reduction with required level of safety requires the aircraft manufacturer, airspace administrators and Operators to demonstrate compliance with new standards referred to as: Required Navigation Performance (RNP), and Reduced Vertical Separation Minimum (RVSM). Another modern navigation trend involves the development of instrument procedures that are not based on conventional radio navaids. This type of navigation is called Area Navigation or RNAV. It can be used en-route, in association with the RNP concept, and also for terminal area navigation and instrument approach procedures. The International Civil Aviation Organization (ICAO) has recognized the need to benefit from available RNAV technology to improve existing air navigation systems, in the interest of increasing airspace capacity, and offering such advantages as: Fuel savings, direct tracks, etc. The introduction of RNP and RNAV will enable each country to design and plan routes that are not necessarily located over radio-navaid installations. To fully benefit from the CNS/ATM (Communication Navigation Surveillance / Air Traffic Management) concept, aircraft will need to attain a certain level of NOVEMBER 2008-3 -
navigation performance in terms of accuracy, availability, integrity, and service continuity. 2. Definitions Aircraft-Based Augmentation System (ABAS) An augmentation system that augments and/or integrates the information obtained from the other GNSS elements with information available on board the aircraft. Note. - The most common form of ABAS is receiver autonomous integrity monitoring (RAIM). Approach procedure with vertical guidance (APV) An instrument procedure which utilizes lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations. Area navigation (RNAV) A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained navigation aids, or a combination of these. Note: - Area navigation includes Performance Based Navigation as well as other RNAV operations that do not meet the definition of Performance Based Navigation. Performance Based Navigation Performance Based Navigation specifies system performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. Performance requirements are defined in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular Airspace Concept. Receiver Autonomous Integrity Monitoring (RAIM) A form of ABAS whereby a GNSS receiver processor determines the integrity of the GNSS navigation signals using only GPS signals or GPS signals augmented with altitude (baro aiding). This determination is achieved by a consistency check among redundant pseudo-orange measurements. At least one additional satellite needs to be available with the correct geometry over and above that needed for the position estimation for the receiver to perform the RAIM function. NOVEMBER 2008-4 -
RNAV Operations Aircraft operations using area navigation for RNAV applications. RNAV operations include the use of area navigation for operations which are not developed in accordance with the PBN Manual. RNAV System A navigation system which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. A RNAV system may be included as part of a Flight Management System (FMS). RNP Airspace Generic terms referring to airspace, route(s), procedures where minimum navigation performance requirements (RNP) have been established. Aircraft must comply with these performance requirements in order to fly in that airspace. RNP Operations Aircraft operations using a RNP System for RNP applications. RNP Route An ATS Route established for the use of aircraft adhering to a prescribed RNP Specification RNP System An area navigation system which supports on-board performance monitoring and alerting. RNP-X A designator is used to indicate the minimum navigation system requirements needed to operate in an area, on a route, or on a procedure (e.g., RNP-1, RNP-4). The designator invokes all of the navigation system requirements, specified for the considered RNP RNAV type, and is indicated by the value of X (in NM). NOVEMBER 2008-5 -
Satellite based augmentation system (SBAS) A wide coverage augmentation system in which the user receives augmentation from a satellite-based transmitter. 3. Performance Requirements Navigation Accuracy Each aircraft operating in RNP airspace shall have a total system navigation position error equal to, or less than, the RNP value for 95 % of the flight time. World Geodetic Standard of 1984 (WGS-84) It defines global reference ellipsoid. It also defines angular velocity of earth and earth s gravitational constant. WGS-84 is important as GPS stand alone systems, while accurately flying to locations specified in WGS-84 coordinate frame, may not necessarily fly the path over the ground intended by the procedure if the specification of that path uses a datum significantly different than WGS-84. This can also be important when flying with a navigation database using WGS- 84 as the basis for a procedure, but the aircraft is not using GPS or GPS updating, and is depending on local NAVAID updating with those NAVAIDs referenced to a different datum. A worldwide survey has been conducted which determined that using the FMS while receiving GPS position updating during SIDs, STARS and en-route navigation meets the required navigation accuracy in non-wgs-84 airspace. This navigation position accuracy may not be adequate for approaches, therefore the AFM requires the crew to inhibit GPS position updating while flying approaches in non-wgs-84 airspace unless other appropriate procedures are used. 4. Functionality Requirements In addition to the accuracy, integrity, and continuity requirements, navigation systems must comply with functionality requirements covering: FMS flight path definition and construction, FMS functions, Navigation database, Navigation display, APs and FDs etc. To Fly safely on a designated flight path, the airplane navigation system must ensure that the airplane remains within the RNP specified airspace. To satisfy NOVEMBER 2008-6 -
an RNP Type (e.g. RNP 5), The Total System Error (TSE) cannot exceed the value stated. TSE is the sum of the following: Path Definition Error Navigation System Error RNAV Computation Error Display System Error Flight Technical Error Three potentially significant sources of error are considered in the analysis of airplane navigation system: Path Definition Error (PDE), Navigation System Error (NSE) and Flight Technical Error (FTE). The PDE is measure of how closely the airspace definition of flight path matches that used by the FMC. The error is not significant when both the FMC and the route designers use the same coordinate reference to define the path end points. It is usually negligible unless the navigation database coding is inaccurate or faulty. PDE cannot be monitored or controlled by flight crew. The NSE indicates how well the airplane position, as determined by navigation sources, matches true airplane position. It is estimated by the FMS in function of the type of FMS position update. This estimated NSE is called Estimated Position Error (EPE). It is compared to the RNP value displayed on MCDU to determine the ANP or HIGH/LOW accuracy display. NSE cannot be controlled by the flight crew but should be monitored to ensure that it remains within the acceptable limits. The FTE is either a flight test demonstrated value or a conservative value given by regulation. It is the measure of how well the airplane is tracking the lateral and vertical paths estimated by the navigation system. The flight crew observes the FTE with deviation scales by using digital CDU readouts or by noting how far the airplane symbol on the navigation display is off the route. NOVEMBER 2008-7 -
The FTE with AP engaged is small relative to the usual RNP values. It may become relevant for RNP<0.3 NM. FTE can be controlled by the flight crew. The accuracy and the integrity criteria of the for RNP-X apply to the TSE. 5. RNP Types RNP type 0.3 1 2 4 5 10 12.6 20 Accuracy 95 % position accuracy in the designated airspace Approach Terminal Area + 0.3 NM. + 1.0 NM (+ 1.85 km) + 2.0 NM (+ 7.4 km) + 4.0 NM (+ 7.4 km) +5.0 NM (+ 9.26 km) En-Route +10.0 NM (+ 18.5 km) +12.6 NM (+ 23.3 km) +20.0 NM (+37 km) The performance based navigation concept allows to optimise the instrument procedure design with the aircraft navigation performance. This concept is used enroute, to reduce aircraft separation and in terminal area to optimise arrival and departure procedures. The above table specifies various RNP types required for enroute and terminal operations. These are RNP 0.3, 1, 2, 4, 5, 10, 12.6 and 20, which represent accuracies of plus or minus 0.3 NM, 1.0 NM, 2.0 NM, 4.0 NM, 5.0 NM, 10NM, 12.6 NM and 20 NM. Area Navigation (RNAV) is a navigation method that enables aircraft operations on any desired flight path within station referenced navigation aids or within capability limits of self contained aids or a combination of both. An RNAV system may be used in the horizontal plane which is known as lateral navigation (LNAV), but may also include functional capabilities for operations in vertical plane, known as vertical navigation (VNAV). The RNAV (LNAV) has been used for years in oceanic and remote area environment, and more recently in high traffic density environments for e.g. BRNAV. RNAV is gradually being used in terminal areas for SID / STAR (RNAV-1/RNP- 1) and Instrument Approach Procedures (IAPs) of Non-Precision Approach (NPA) type. Approach concepts cover all segments of the instrument approach i.e. initial, intermediate, final and missed approach. These would increasingly call for RNP specifications requiring a navigation accuracy of 0.3 NM to 0.1 NM or lower. Typically, three sorts of RNP applications are characteristic of this phase of flight: new procedures to runways never served by an instrument NOVEMBER 2008-8 -
procedure, procedures either replacing or serving as backup to existing instrument procedures based on different technologies, and those developed to enhance airport access in demanding environments. The term RNAV IAP covers different kind of approaches: RNAV approach, not associated with an RNP, e.g. conventional NPA could be flown in RNAV provided the approach is properly coded in navigation database and reference nav aid is selected and monitored. RNAV approach requiring GPS accuracy, sometime called RNAV GNSS approach. These IAPs require GPS position update with RAIM integrity and are necessarily coded in the WGS-84 coordinate system. RNAV approach with associated RNP value, independent of navigation sensor being used (GPS DME). RNP 0.3 is the current navigation accuracy standard in straight approach. Precision RNAV (P-RNAV) (RNAV-1/RNP-1) is envisaged as supporting the most efficient ATS route operations by providing the most accurate position information, and through the use of RNAV allowing the greatest flexibility in routing, routing changes and realtime response to system needs. This classification also provides the most effective support of operations, procedures and airspace management for transition to and from aerodrome to the required ATS route. RNP-2, RNP-4 supports ATS routes and airspace design based on limited distance between navaids. This RNP type is normally associated with conventional airspace. Basic RNAV (B-RNAV) (RNP-5) is a derivate of RNP-4, allowing continued operation without modification of existing route structures and is implemented in ECAC (European Civil Aviation Conference) airspace. This level is similar to that currently achieved by aircraft without RNAV capability on ATS routes defined by a VOR or VOR / DME, when VORs are less than 100 NM apart. RNP-4 Oceanic is intended to be implemented in Pacific Oceanic airspace to reduce the lateral separation effectively using GPS navigation, satellite based CPDLC and ADS-C for data communications. RNP-10, RNP-12.6 supports limited optimized routing in areas with a reduced level of navigation facilities. RNP-20 describes the minimum capability considered acceptable to support ATS route operations. This minimum level of performance is expected to be met by any aircraft in any controlled airspace at any time. Airspace, NOVEMBER 2008-9 -
operations or procedures based on capabilities less than those of RNP-20 would not be implemented except in special circumstances. 6. RNP Airspace Environment and Implementation RNP routes supported by radio navaid coverage Such airspace is mainly implemented, or will be implemented for en route navigation over continental areas. Typical RNP values are RNP-5 and RNP-4. In Europe, Basic RNAV airspace (RNP-5 Type) was implemented in April 1998. P-RNAV (RNP-1 Type) terminal procedures are starting to be implemented within European airspace since 2003. RNAV SIDs and STARs already published without RNP before 2003 may progressively become RNAV-1/RNP-1 procedures. In its Roadmap for Performance-Based Navigation, the FAA has indicated in 2003 that RNP-2 routes would be created en-route within the US National Air Space. In the short term (2004-2006), some routes would be implemented on a trial basis and new separations standards will be developed to take benefit of the RNP-2 performance. During this period of time, the FAA expects to publish RNP-1 or RNP-2 SIDs and STARs initially in overlay to conventional procedures. Full deployment of RNP-2 en route and RNP-1/2 in terminal area will take place in the mid-term (2007-2012). RNP routes outside radio navaid coverage This type of airspace is implemented, or will be implemented, for en route oceanic navigation or for continental areas outside radio navaid coverage. Typical RNP Types are RNP-10 and RNP-12.6 (considered as equivalent to MNPS requirements), but RNP-4 is also envisaged in the FAA Roadmap for Performance Based Navigation for the mid-term (2007-2012). RNP 4 is associated to FANS A+ with a lateral separation reduction from 50 to 30 NM. RNP-10 has been implemented, for example in Pacific OTS, in the area of Indian Ocean, Arabian sea, in the NOPAC since 1997, CENPAC since 1998 and CEP since 2000; and in the area of the Tasmanian sea. 7. Aircraft Navigation Systems Aircraft Equipment Aircraft models, equipped with RNAV capability, can be divided into three main categories: Aircraft models without FMS but INS (A300 B2/B4s). NOVEMBER 2008-10 -
Aircraft models with FMS but without GPS PRIMARY (GPS PRIMARY means GPS with RAIM integrity). Aircraft models equipped with FMS and GPS PRIMARY (737NG, 777, A330 of Jet Airways). The demonstrated RNP capability of Single Aisle and Wide Body with / without GPS is indicated in the Flight Manual for en route, terminal and approach. Aircraft without GPS PRIMARY For these aircraft, navigation performance depends on radio navaid updating, and on the time since the last radio update or INS/IRS ground alignment. The RNP is based on the assumption that the ground radio navaid infrastructure supports the level of accuracy. Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which implies a time limitation in direct relation to the RNP value to be achieved. Aircraft with GPS PRIMARY When GPS PRIMARY is available in flight, onboard navigation performance exceeds the currently known requirements for any kind of route, including RNAV approaches with RNP 0.3 and RNP as low as 0.1 for some navigation system definitions. The availability of GPS PRIMARY, on any given route, is a function of the: Satellite constellation configuration Aircraft equipment Aircraft s geographical position Required navigation accuracy Depending on which type of RNP value is envisaged, and which type of navigation mode is available if GPS PRIMARY is lost, a preflight verification of GPS PRIMARY availability may be required for the planned route. For Aircraft models for which IRS navigation is available as an ultimate means of navigation, a temporary loss of GPS PRIMARY may be acceptable en-route or in terminal area, depending on the RNP value. If GPS accuracy is needed for a Non-Precision Approach, at destination or at alternate, then the GPS availability at the ETA at this airport may have to be checked prior to departure. NOVEMBER 2008-11 -
MEL Requirements MEL requirements are based on the type of RNP airspace and the type of instrument procedures. For airspace within radio navaid coverage, one RNAV system will be normally required, taking into account that conventional navigation from navaid to navaid and radar guidance remains available in case of system failure. Two systems may be required for instrument procedures with flight path below MSA. For airspace outside radio navaid coverage, two RNAV systems are required to ensure the appropriate redundancy level (for example Dual FMC requirement for BOM / MAA-SIN / KUL route due oceanic RNP requirements). The operational requirements and procedures are determined by the type of RNP route or airspace, and will differ for RNP en-route, or terminal area within radio navaid coverage RNP en-route, in oceanic or remote areas. RNAV IAP based on RNP The level of performance (RNP value) also has an effect on these operational requirements and procedures, and on aircraft equipment (GPS, or no GPS). 8. Normal Procedures For PRNAV/RNAV-1/RNP-1 Ops Pre-flight Planning The crew must be trained, qualified and current for the intended route. For a flight intending to undertake such operations must file the appropriate flight plan fixes. Check MEL for affect on RNAV Operations, availability of onboard navigation equipment necessary for the route to be flown must be confirmed. Availability of the navigation infrastructure, required for the intended operations, including any non-rnav contingencies, must be confirmed for the period of intended operation. Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. The onboard navigation database must be appropriate for the region of intended operations and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields. NOVEMBER 2008-12 -
NOTAMS / Communication briefing must be checked for lack of any navigation aid that might affect the navigation infrastructure required for the intended operation including any Non RNAV contingencies. Ensure accuracy of Navigation Data, if the AIRAC cycle changes during the flight. An acceptable means is to compare aeronautical charts (new & old) to verify navigation fixes prior to dispatch. If an amended chart is published for the procedure, the data within the data base shall not be use to conduct the operation. As specified in the AIP of the responsible airspace if dual P-RNAV/RNAV- 1/RNP-1 systems are required for specific terminal P-RNAV/RNAV-1/RNP-1 procedure or Oceanic ops, the availability of dual P-RNAV/RNAV-1/RNP-1 systems must be confirmed. For operations with stand alone GPS for P-RNAV, the availability RAIM must be confirmed. Departure At system initialisation, the flight crew must confirm that the navigation database is current and verify that the aircraft position has been entered correctly. The active flight plan should be checked by comparing the charts, SID or other applicable documents, with the map display (if applicable) and the MCDU/CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database. The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the affected P-RNAV/RNAV-1/RNP-1 procedure. Route modifications in the terminal area may take the form of radar headings or direct to clearances and the flight crew must be capable of reacting in a timely fashion. This may include the insertion in the flight plan of waypoints loaded from the database. Prior to commencing take off, the flight crew must verify that the RNAV system is available and operating correctly and, where applicable, the correct airport and runway data have been loaded. Unless automatic updating of the actual departure point is provided, the flight crew must ensure initialisation on the runway either by means of a manual runway threshold or intersection update, as applicable. Where GNSS is used, the signal must be acquired before the take-off roll commences and GNSS position may be used in place of the runway update. Flight progress should be monitored for navigational reasonableness, by crosschecks, with conventional navigation aids using the primary displays NOVEMBER 2008-13 -
in conjunction with the CDU. Where applicable and when used, the flight crew procedures will need to include monitoring to verify automatic updating of the inertial systems to ensure the period without updating does not exceed the permitted limit. Where the initialisation is not achieved, the departure should be flown by conventional navigation means. A transition to the P-RNAV/RNAV-1/RNP-1 structure should be made at the point where the aircraft has entered DME/DME coverage and has had sufficient time to achieve an adequate input. Note: If a procedure is designed to be started conventionally, then the latest point of transition to the P-RNAV/RNAV-1/RNP-1 structure will be marked on the charts. Arrival Prior to the arrival phase, the flight crew should verify that the correct terminal procedure has been loaded. The active flight plan should be checked by comparing the charts with the map display (if applicable) and the CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, which waypoints are fly-by and which are fly-over. If required by a procedure or a NOTAM, a check will need to be made to confirm that updating will exclude a particular navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database. Note: The creation of new waypoints by manual entry into the RNAV system by the flight crew would invalidate the P-RNAV/RNAV- 1/RNP-1 procedure and is not permitted. During the procedure and where feasible, flight progress should be monitored for navigational reasonableness by cross-checks with conventional navigation aids using the primary displays in conjunction with the CDU. In particular, for a VOR/DME RNAV procedure, the reference VOR/DME used for the construction of the procedure must be displayed and checked by the flight crew. For RNAV systems without GNSS updating, a navigation reasonableness check is required during the descent phase before reaching the Initial Approach Waypoint (IAWP). For GNSS based systems, absence of an integrity alarm is considered sufficient. If the check fails, a conventional procedure must then be flown. Although a particular method is not mandated, any published altitude and speed constraints must be observed. Note: If pilots are unable to comply with DIRECT TO instructions, they will request radar vectoring. NOVEMBER 2008-14 -
Contingency Procedures Contingency procedures need to address Cautions and Warnings for the following conditions: (a) Failure of the RNAV system components including those affecting Flight Technical Error (e.g. failures of the flight director or automatic pilot). (b) Multiple system failures. (c) Failure of the navigation sensors. (d) Coasting on inertial sensors beyond a specified time limit. The flight crew must notify ATC of any problem with the RNAV system that results in the loss of the required navigation capability, together with the proposed course of action. In the event of communications failure, the flight crew should continue with the RNAV procedure in accordance with the published lost communication procedure. In the event of loss of RNP capability, the flight crew should invoke contingency procedures and navigate using an alternative means of navigation like conventional radio nav aids or radar vectoring. The alternative means need not be an RNAV system. Incident Reporting Significant incidents associated with the operation of the aircraft which affect or could affect the safety of RNAV operations, need to be reported. Specific examples may include: (a) Aircraft system malfunctions during P-RNAV operations which lead to: (i) Navigation errors (e.g. map shifts) not associated with transitions from an inertial navigation mode to radio navigation mode. (ii) Significant navigation errors attributed to incorrect data or a navigation database coding error. (iii) Unexpected deviations in lateral or vertical flight path not caused by pilot input. (iv) Significant misleading information without a failure warning. (v) Total loss or multiple navigation equipment failure. NOVEMBER 2008-15 -
(b) Problems with ground navigational facilities leading to significant navigation errors not associated with transitions from an inertial navigation mode to radio navigation mode. RTF (Radiotelephony) Phraseology RTF phraseology is outlined in ICAO Doc 7030 ICAO Regional Supplementary Procedures. Examples: Checking if Aircraft is able to accept a SID/STAR, ATC shall use the phrase: "ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL]" If aircraft is unable to accept ATC issued RNAV SID/STAR due to system capability or any other reasons, the pilot shall inform ATC by use of the phrase: "UNABLE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE", or "UNABLE (designator) DEPARTURE [or ARRIVAL] (reasons)" If aircraft is unable to continue on issued RNAV SID/STAR due to some failure or degradation of RNAV system, the pilot shall inform ATC by use of the phrase: "UNABLE RNAV DUE EQUIPMENT" If ATC is unable to issue requested RNAV SID/STAR due to on-board RNAV equipment as indicated in the flight plan, ATC shall use the phrase:: "UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] DUE RNAV TYPE", or "UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reasons)" 9. RNAV Instrument Approach Procedures (IAP) (Non Precision Approaches with RNP specified) RNAV IAPs have been published in the USA, Europe and other parts of the world. These can be straight in RNAV RNP 0.3 or RNAV (GNSS or GPS) approaches. On many occasions, there could be scenarios in approach, missed approach and also departure for RNP values lower than 0.3 or for curved flight path. In FAA, these criteria are known by acronym SAAAR (Special Aircrew and Aircraft Authorisation Required). ICAO refers these as RNP AR (Authorisation required). NOVEMBER 2008-16 -
RNAV approaches without GPS are possible, provided the Operator has verified that, for each specific procedure, FMS navigation radio updating will support the required accuracy. It is, nevertheless anticipated that RNAV approaches will more frequently be associated with the GPS FMS navigation updating. The use of LNAV or VNAV / LNAV mode is authorized provided IAP to be flown can be extracted from the FMS navigation database. This is particularly true for RNAV approach as nav aid raw data monitoring maybe unavailable. The nav database is required to be in compliance with the criteria of RTCA DO- 200A / EUROCAE document ED 76 on standards for processing aeronautical data. The navigation database needs to be validated by flying each approach in a simulator or with an aircraft in VMC. Taking into consideration the fact that the crew is not authorized to modify IAPs altitude constraints, the effect of very low OAT on obstacle clearance may have to be assessed. While referring to following paragraphs, Flight Crew must refer to Airbus FCOM 3.03.19 and Boeing FCTM Chapter 5, as appropriate to the fleet, for conduct of RNAV IAPs. Before starting a RNAV RNP 0.3 / RNAV GNSS IAP, two RNAV FMS and Two GPS systems must be operative. Pre-flight Planning Operators and pilots intending to conduct operations on RNP APCH procedure must file the appropriate flight plan suffixes and the on board navigation data must be current and include appropriate procedures. Note: Navigation databases are expected to be current for the duration of the flight. If the AIRAC cycle is due to change during flight, operators and pilots should establish procedures to ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. In addition to the normal pre-flight planning checks the following must be included: a) The pilot must ensure that approaches which may be used for the intended flight (including alternates aerodromes) are selectable from a valid navigation data base (current AIRAC cycle), have been verified by the appropriate process (navigation data base integrity process) and are not prohibited by a company instruction or NOTAM. NOVEMBER 2008-17 -
b) Subject to state s regulations, during the pre-flight phase, the pilot should ensure sufficient means are available to navigate and land at the destination or at an alternate aerodrome in the case of loss of RNP APCH airborne capability. c) Flight-crews must take account of any NOTAMs or operator briefing material that could adversely affect the aircraft system operation, or the availability or suitability of the procedures at the airport of landing, or any alternate airport. d) For missed approach procedures based on conventional means (VOR, NDB) the appropriate airborne equipment required to fly this procedure is installed in the aircraft and is operational. Also, the associated groundbased Navaids are operational. The availability of the Navaid infrastructure, required for the intended routes, including any non-rnav contingencies, must be confirmed for the period of intended operations using all available information. For RNAV GNSS, GNSS integrity (RAIM or SBAS signal) is required by ICAO Annex 10, the availability of these should also be determined as appropriate. Prior to Commencing the Procedure In addition to normal procedure prior to commencing the approach (before the IAF and in compatibility with crew workload), the flight crew must verify the correct procedure was loaded by comparison with the approach charts. This check must include: a) The waypoint sequence. b) Reasonableness of the tracks and distances of the approach legs, and the accuracy of the inbound course and length of the final approach segment. Note: As a minimum, this check could be a simple inspection of a suitable map display that achieves the objectives of this paragraph. Crew must also check from the published charts, map display or Control Display Unit (CDU), which waypoints are fly-by and which are fly-over. For multi-sensor systems, crew must verify during the approach that GNSS sensor is used for position computation. For an RNP system with ABAS requiring barometric corrected altitude, the current airport barometric altimeter setting, should be input at the appropriate time and location, consistent with the performance of the flight operation. NOVEMBER 2008-18 -
When the operation is predicated on the availability of ABAS, the flight crew should perform a new RAIM availability check if ETA is more than 15 minutes different from the ETA used during the preflight planning. ATC tactical interventions in the terminal area may include radar headings, direct to clearances which by-pass the initial legs of an approach, interception of an initial or intermediate segment of an approach, or the insertion of waypoints loaded from the database. In complying with ATC instructions, the flight crew should be aware of the implications for the RNP system. a) The manual entry of coordinates into the RNAV system by the flight crew for operation within the terminal area is not permitted. b) Direct to clearances may be accepted to the Intermediate Fix (IF) provided that the resulting track change at the IF does not exceed 45. Note: Direct to clearance to FAF is not acceptable. The lateral definition of the flight path between the FAF and the Missed Approach Point (MAP) must not be revised by the flight-crew under any circumstances. During the Procedure The aircraft must be established on the final approach course no later than the FAF before starting the descent (to ensure terrain and obstacle clearance). The crew must check the approach mode annunciator (or equivalent) is properly indicating approach-mode integrity within 2 NM before the FAF. Note: This will not apply for certain RNP system (e.g. aircraft already approved with demonstrated RNP capability). For such systems, other means are available including electronic map displays, flight guidance mode indications, etc. which clearly indicate to the crew that the approach mode is activated. The appropriate displays must be selected so that the following information can be monitored: a) The RNAV computed desired path (DTK), and b) Aircraft position relative to the path (Cross-track deviation) for FTE monitoring. NOVEMBER 2008-19 -
The procedure must be discontinued: a) If the navigation display is flagged invalid, OR b) in case of loss of integrity alerting function, OR c) if integrity alerting function is annunciated not available before passing the FAF. OR Note: Discontinuing the procedure may not be necessary for a multi-sensor RNP system that includes demonstrated RNP capability without GNSS. Manufacturer documentation should be examined to determine the extent the system may be used in such configuration. d) if FTE is excessive. The missed approach must be flown in accordance with the published procedure. Use of the RNAV system during the missed approach is acceptable provided: a) The RNAV system is operational (e.g no loss of function, no NSE alert, no failure indication,..). b) The whole procedure (including the missed approach) is loaded from the navigation data-base. During the RNP APCH procedure, pilots must use a lateral deviation indicator, flight director and/or autopilot in lateral navigation mode. Pilots of aircraft with a lateral deviation indicator (e.g., CDI) must ensure that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation accuracy associated with the various segments of the procedure (i.e., ±1.0 nm for the Initial and Intermediate segments, ±0.3 nm for the Final Approach segment, and ±1.0 nm for the Missed Approach segment). All pilots are expected to maintain procedure centrelines, as depicted by onboard lateral deviation indicators and/or flight guidance during all the approach procedure unless authorized to deviate by ATC or under emergency conditions. For normal operations, cross-track error/deviation (the difference between the RNAV system computed path and the aircraft position relative to the path) should be limited to +/- ½ the navigation accuracy associated with the procedure (i.e., 0.5 nm for the Initial and Intermediate segments, 0.15 nm for the Final Approach segment, and 0.5 nm for the Missed Approach segment). Brief deviations from this standard (e.g., overshoots or undershoots) during and immediately after turns, up to a maximum of 1 times the navigation accuracy (i.e., 1.0 nm for the Initial and Intermediate segments), are allowable. NOVEMBER 2008-20 -
When Baro-VNAV is used for vertical path guidance during the final approach segment, deviations above and below the Baro-VNAV path must not respectively exceed +100/-50 feet. Pilots must execute a Missed Approach if the lateral deviations or vertical deviations (if provided) exceed the criteria above, unless the pilot has in sight the visual references required to continue the approach. General Operating Procedures Operators and pilots must not request an RNP APCH procedure unless they satisfy all the criteria in the relevant State documents. If an aircraft not meeting these criteria receives a clearance from ATC to conduct an RNP APCH procedure, the pilot must advise ATC that he/she is unable to accept the clearance and must request alternate instructions. The pilot must comply with any instructions or procedures identified by the manufacturer as necessary to comply with the performance requirements as indicated above. While operating on RNAV segments, pilots are encouraged to use flight director and/or autopilot in lateral navigation mode, if available. Contingency Procedures The pilot must notify ATC of any loss of the RNP APCH capability, together with the proposed course of action. If unable to comply with the requirements of an RNP APCH procedure, pilots must advise Air Traffic Service as soon as possible. The loss of RNP APCH capability includes any failure or event causing the aircraft to no longer satisfy the RNP APCH requirements of the procedure. The operator should develop contingency procedure in order to react safely following the loss of the RNP APCH capability during the approach. In the event of communications failure, the flight crew must continue with the RNP APCH in accordance with the published lost communication procedure. NOVEMBER 2008-21 -
ANNEXURE 1 737 Specific Information B737-AFM Requirement for System Configuration NOVEMBER 2008-22 -
(a) FMC Default RNP Data The FMC supplies a default required navigation performance(rnp) value for oceanic, en route, terminal and approach environments. RNP can also be supplied by the Navigation Database or may be entered by crew. ANP should not exceed RNP. ENVIRONMENT DEFAULT RNP TIME TO ALERT OCEANIC 12.0 NM 80 sec EN-ROUTE 2.0 NM 80 sec TERMINAL 1.0 NM 60 sec APPROACH 0.5 NM 10 sec The FMC can use one of the following as the displayed RNP Default RNP FMC default values are set by the FMC and are displayed if no RNP is availabe from the navigation database. Navigation Database RNP RNP values (if available) are displayed based on values associated with the procedure. These values may be unique for certain segments or terminal procedures. Manually entered RNP A manually entered RNP remanins until changed or deleted. The crew need to make a manual RNP entry if the RNP for the route or procedure is incorrect. The FMC calculates and displays its Actual Navigation Performance (ANP). When the ANP exceeds the RNP a crew alert is provided.when this occurs on a route or terminal area procedure where the RNP is published, the crew should verify position and consider requesting an alternate clearance. This may mean transitioning to a non RNP procedure or route or transitioning to a procedure or route with a RNP higher than the displayed ANP value. The RNP can be manually entered on FMC Progress Page 4/4. RNP is shown on the POS SHIFT, RNP PROGRESS 4/4 and the RTE LEGS pages. FMC Alerting Messages ALERTING MESSAGE CAUSE CORRECTIVE ACTION UNABLE REQD NAV U10.3 and later: FMC Refer to FMC Navigation. PERF-RNP actual navigation Check supplementary performance is not procedure. Page SP 11.13 sufficient for the displayed RNP. VERIFY RNP U10.3 and later: Enter appropriate RNP Underlying RNP value is less than manually entered value. VERIFY VERT RNP U10.5 and later: During Clear CDU message. Enter an active descent with appropriate vertical RNP NOVEMBER 2008-23 -
CDS navigation performance scales enabled, a manually entered vertical RNP is greater than the default vertical RNP FMC Advisory Messages ADVISORY MESSAGE CAUSE CORRECTIVE ACTION VERIFY RNP VALUE When entering an RNP the Change or delete the underlying RNP value is manually entered RNP smaller than the manually entered value or the ANP is greater than the manually entered RNP VERIFY VERT RNP VALUE U10.5 and later: With CDS navigation performance scales enabled, a manually entered vertical RNP is greater than the default vertical RNP or manually entered vertical RNP is less that vertical ANP Clear the message. Change or delete the manually entered RNP. FMC Navigation Check If the IRS NAV ONLY, VERIFY POSITION, or UNABLE REQUIRED NAV PERFORMANCE RNP message is displayed in the scratch pad, or course deviation is suspected, accomplish the following as necessary to ensure navigation accuracy: Actual position Determine and compare with FMC position Determine actual airplane position using raw data from VHF navigation or ADF radios. If radio navaids are unavailable: FMC position. Compare with the IRS position Use the POS SHIFT page of the FMC CDU. If the two IRS positions are in agreement and the FMC position is significantly different, the FMC position is probably unreliable. The POS SHIFT page may be used to shift FMC position to one of the IRS positions. This is accomplished by line selecting the IRS or radio position and then pressing the EXEC key. Actual position... Confirm with ATC radar or visual reference points. Navigate using most accurate information available (continue to monitor FMC position using VOR/ADF raw data displays on non-flying pilot s navigation display). CAUTION: Navigating in LNAV mode with an unreliable FMC position may result in significant navigation errors. Navigate by conventional VOR/ADF procedures, radar vectors from ATC, dead reckoning from last known position, and/or use of visual references. NOVEMBER 2008-24 -
NOTE: Crews should note that the ANP is only related to the accuracy of the FMC position. Lateral deviation from the route or procedural track is indicated by the XTK ERROR (cross-track error) value shown by the FMC. LNAV should be used with the autopilot engaged to minimize cross-track error. Excessive XTK ERROR does not result in a crew alert. NOVEMBER 2008-25 -
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ANNEXURE 2 A330 Specific Information NOVEMBER 2008-31 -
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ARINC 424 Path Terminators ANNEXURE 4 ARINC. Formally known as the Air Radio Corporation of America. ARINC 424, the industry standard for the transmission of aeronautical information databases for aircraft flight management system (FMS) use. Path and Terminator ( Path Terminator ). A two-letter code, which defines a specific type of flight path along a segment of a procedure and a specific type of termination of that flight path. Path Terminators are assigned to all RNAV, SID, STAR and Approach Procedure segments in an airborne navigation database. Formal Description: (Waypoint) (underlined) denotes 'fly-over'. (Waypoint) (not underlined) denotes 'fly-by' or RF waypoint as appropriate. To (Waypoint) denotes a TF path terminator. To (Waypoint) on course XXX denotes a CF path terminator. Direct to (Waypoint) denotes a DF path terminator. (Waypoint) {R, NN.N, LatLong} denotes an RF path terminator, the radius and the centre point of a fixed radius turn in terminal airspace. Climb on track XXX, at or above yyy feet turn right/left denotes an FA path terminator. From (Waypoint) to XXXX feet on track XXX denotes an FA path terminator. Climb on heading XXX, at or above yyy feet turn left/right denotes a VA path terminator. From (Waypoint) to XXXX feet on heading XXX denotes a VA path terminator. Continue on heading XXX denotes a VM path terminator. Continue on track XXX denotes a FM path terminator. Abbreviated Description. The description may be abbreviated by placing the leg constraints in brackets after the waypoint name as follows: Speed, track and altitude constraints are contained within square brackets.[ ] If [A Set of Constraints] is not preceded by a waypoint name, the last calculated track must be flown until the constraint is reached. NOVEMBER 2008-58 -
PATH TERMINATOR TYPES Currently there are 23 different Path Terminators defined in ARINC 424. However, only 12 of these Path Terminators are acceptable for RNAV procedure design use and an additional path terminator, IF, is used when coding the procedure in the database. A smaller sub-set of 6 Path Terminators should be used for RNP applications: IF, TF, RF, HA, HF and HM. Descriptions of all the RNAV procedure design codes are provided below: Initial fix (IF) The coding of RNAV procedures starts at an IF. An IF does not define a desired track in and of itself, but is used in conjunction with another leg type (e.g. TF) in order to define the desired path. It is not used in the design process and need not be published with the procedure description. Track to a fix (TF) The primary straight route segment for RNAV is a TF route. The TF route is defined by a geodesic path between two waypoints. A TF Leg B Direct to a fix (DF) A DF is used to define a route segment from an unspecified position, on the aircraft s present track, to a specified fix/waypoint. Unspecified position Direct DF Leg A Course to an altitude (CA) A CA is used to define the course of an outbound route segment that terminates at an altitude with an unspecified position. Unspecified Position 0 090 CA Leg NOVEMBER 2008-59 -
Course to a fix (CF) A CF is defined as a course that terminates at a fix/waypoint followed by a specific route segment. 080 0 CF Leg A Course from a fix to an altitude (FA) An FA is used to define a route segment that begins at a fix/waypoint and terminates at a point where the aircraft altitude is at, or above, a specified altitude. FA Leg A 80 0 Unspecified Position 8000' Course from a fix to a manual termination (FM) An FM is used when a route segment is terminated for radar vectors. 80 0 A FM Leg Radar Vectors Holding/Racetrack to an altitude (HA) An HA is used to define a holding pattern path that automatically terminates at the next crossing of the hold waypoint when the aircraft s altitude is at, or above, the specified altitude. Holding/Racetrack to a fix (HF) An HF is used to define a holding pattern path, which terminates at the first crossing of the hold waypoint after the holding entry procedure has been performed. This is usually used for course reversal legs. NOVEMBER 2008-60 -
Holding/Racetrack to a manual termination (HM) An HM is used to define a holding pattern path that is manually terminated by the flight crew. A 340 0 Previous Segm ent Constant radius arc to a fix (RF) The RF, segment is a circular path about a defined turn centre that terminates at a waypoint. RF Leg C A B Next Segm ent Arc Centre Previous Segm ent NOVEMBER 2008-61 -
Heading to an altitude (VA) A VA is often used on departures where a heading rather than a track has been specified for climb-out. Unspecified Position 090 0 VA Leg 8000' Heading to an intercept (VI) A VI segment is coded wherever a heading is assigned to an aircraft until it intercepts the next leg segment. Heading to a manual termination (VM) A VM segment may be coded wherever radar vectoring is provided at the end of a procedure. 110 0 VM Leg Ra dar Vec t ors NOVEMBER 2008-62 -
The following table gives guidelines to some of the main approval aspects regarding P-RNAV: OPERATIONAL AIRWORTHINESS REQUIREMENTS REQUIRMENTS Requirement: Airworthiness Compliance Statement Action: The AFM may contain a statement confirming P-RNAV compliance - or Manufacturer Customer Service letter confirming aircraft type with delivered navigation system is compliant. - or contact aircraft manufacturer/installer for compliance statement. Requirement: Integrity of Navigation Database Requirement: Operational procedures for predeparture, departure, arrival, & contingency conditions Action: Develop SOPs for these phases of flight for normal & non RNAV contingencies. Requirement: Procedure for Incident Reporting Action: Provide evidence that your supplier of aeronautical & navigation data has product approval (Letter of Acceptance LoA) in accordance with ED76/DO-200A. If not approved, checks must be undertaken by Operators. ** Requirement: MEL amendments as part of airworthiness requirements Action: Review current MEL & amend as required to ensure safe operation under all phases of normal operations non P-RNAV contingency conditions Action: Show how incidents are reported by crews to the company for remedial action. Requirement: Crew Training Action: Develop P-RNAV training material: comprising briefings & guidance material for departure & arrival covering normal & contingency procedures. Requirement: MEL to account for P-RNAV operations Action: Review any un-serviceability against MEL limitations NOVEMBER 2008-63 -