EUROPEAN ORGANISATION FOR THE SAFETY OF
AIR NAVIGATION
EUROCONTROL
EUROCONTROL STANDARD DOCUMENT
FOR
AREA NAVIGATION EQUIPMENT
OPERATIONAL REQUIREMENTS
AND
FUNCTIONAL REQUIREMENTS
Reference Number:
Edition
:
Edition Date :
Status
:
Class
:
003-93
2.2
December 1998
Released Issue
General Public
EUROPEAN AIR TRAFFIC CONTROL HARMONISATION
AND INTEGRATION PROGRAMME
DOCUMENT IDENTIFICATION SHEET
DOCUMENT DESCRIPTION
Document Title
AREA NAVIGATION EQUIPMENT
OPERATIONAL REQUIREMENTS and FUNCTIONAL REQUIREMENTS
EWP DELIVERABLE REFERENCE NUMBER
PROGRAMME REFERENCE INDEX
2.2
EDITION :
December 1998
EDITION DATE :
003-93
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
TMA
RNP
En-Route
Basic RNAV
CONTACT PERSON :
R. Rawlings
Precision RNAV
TEL : (32) 2 729 3335
DIVISION: DED 4
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Draft
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Area Navigation Equipment
Operational Requirements and
Functional Requirements
003-93
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 2005.
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.
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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
G. Paulson
Senior Director
EATMP
W. Philipp
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DOCUMENT CHANGE RECORD
Edition
Date
1.0
March 1996
2.0
September 1998
2.2
December 1998
Sections/
Pages
Affected
Description
Revised Warning EUROCONTROL address
amended
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
Whole document in accordance with comments
received to Edition 2.0 during formal approval of
Proposed RNAV Standard
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 -1130 Brussels
Belgium
Tel: (32) 2 729 35 69
Fax: (32) 2 729 91 08
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TABLE OF CONTENTS
WARNING
iii
COPYRIGHT NOTICE
iii
DOCUMENT APPROVAL
v
DOCUMENT CHANGE RECORD
vi
TABLE OF CONTENTS
vii
TABLES
viii
FIGURES
viii
FOREWORD
ix
1.
INTRODUCTION
1
1.1
Document Overview
1
1.2
1.2.1
1.2.2
Scope
Areas of Application
Timescales for Application
2
2
3
2.
REFERENCES
5
3.
DEFINITIONS, ABBREVIATIONS AND ACRONYMS
7
3.1
Definitions
7
3.2
Abbreviations and Acronyms
10
4.
OPERATIONAL REQUIREMENTS
13
4.1
4.1.1
4.1.2
4.1.3
4.1.4
4.1.5
4.2
RNAV Equipment
System Description
General Operational Limitations
System Integrity Requirements
Continuity of Function
System Use Accuracy
Regulatory Approval
13
13
13
14
15
16
18
4.3
4.3.1
4.3.2
4.4
RNAV Application in ECAC Area
Timeframes
RNAV Certification and Operational Approval Requirements
Application of World Geodetic Reference System 1984 (WGS-84)
18
18
19
20
4.5
4.5.1
4.5.2
4.5.3
4.6
Training
General
Flight Crew Training
ATC Training
Flight Planning Requirements for RNAV Operations
20
20
20
21
22
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Loss of System Use Accuracy and Integrity
22
4.8
The Operations Manual
22
5.
FUNCTIONAL REQUIREMENTS
23
5.1
5.1.1
5.2
5.2.1
5.2.2
5.2.3
5.3
5.3.1
5.3.2
Introduction
Acceptable Means of Compliance
Functional Requirements
Route
Navigation Functional Performance
System Functional Performance
Minimum Requirements
Background
Requirements Overview
23
23
24
24
27
30
37
37
38
ANNEX A (NORMATIVE)
HOLDING CRITERIA
A.1.
A.2
A.3.
A.4.
RNAV Holding Dimensions
RNAV Holding Area Entry Procedures
Hold Execution
RNAV Holding Area Exit Procedures
TABLES
1.1
Correspondence between Pre-MASPS and Post-MASPS
5.1
5.2
5.3
Route - Minimum Requirements
Navigation Functional Performance - Minimum Requirements
System Functional Performance - Minimum Requirements
A.1
Maximum Holding Airspeeds, Knots Indicated Air Speed (KIAS)
FIGURES
5.1
5.2
5.3
5.4
Controlled Turn - P-RNAV Route (En-route)
Fly-by Turn
Fly-Over Turn
TMA Turn With Defined Radius
A.1
A.2
A.3
A.4
A.5
A.6
A.7
RNAV Hold Dimensions
Sample Entry Procedure Boundaries
Sample Hold Entry Sectors
Sector 1 Entry
Sector 2 Entry
Sector 3 Entry
Sector 4 Entry
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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).
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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:
–
–
–
–
–
–
7.
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 9613 - 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”.
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.
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1.
INTRODUCTION
1.1
Document Overview
1.1.1
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.
1.1.2
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).
1.1.3
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.
1.1.4
This revision forms the first amendment of the EUROCONTROL RNAV
Standard 003-93 Edition 1 as approved by the EUROCONTROL Permanent
Commission in 1993. 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.
1.1.5
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.
1.1.6
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.
1.1. 7
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.
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1.1.8
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.
1.1.9
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
Pre-RNAV MASPS
Post RNAV MASPS
Performance
Applicability
Applicability
5 NM 95%
1 NM 95%
< 1 NM 95%
Basic RNAV (B-RNAV)
Precision RNAV (P-RNAV)
-
RNP-5 RNAV
RNP-1 RNAV
RNP-(x) RNAV (x<1)1
The differences in functional requirements above are set out in Section 5.
1.1.10
Aircraft navigation systems developed in accordance with RTCA DO236/EUROCAE ED-75 will also meet the RNP RNAV requirements set forth
in this Standard.
1.2
Scope
1.2.1
Areas of Application
1.2.1.1
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).
1.2.1.2
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-2.
1.2.1.3
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.
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1.2.1.4
This Standard addresses both en-route operations and SIDs, STARs and
Holding Procedures.
1.2.2
Timescales for Application
A phased application of RNAV is planned.
1.2.2.1
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 2005. 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:
•
Edition 2.2
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.
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1.2.2.2
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Phase 2 - 2005 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 -
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The functional requirements contained in Section 5 reflect the
above application concept.
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2.
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
Edition 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). 1990
•
ECAC Strategy for the 1990s relieving congestion in and around
airports. 1992
•
ICAO Document 9613 “Manual on Required Navigation Performance”
(RNP MAN) 1994
•
ICAO PANS-RAC Document 4444 "Rules of the Air and Air Traffic
Services". 1996
•
ARINC Specification 424 "Navigation Systems Database"
•
EUROCONTROL International Convention, Article 3
•
ICAO Annex 11 "Air Traffic Services". 1998
•
ICAO Document 7030 " Regional Supplementary Procedures". 1987
•
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 ". 1997
•
RTCA DO-236A /EUROCAE ED75 Minimum Aviation System
Performance Standards for Required Navigation Performance for Area
Navigation. 1998
•
RTCA DO-200A/EUROCAE ED76 Requirements for the Aeronautical
Data Process. 1999
•
RTCA DO201A/EUROCAE ED77,
Aeronautical Information (draft). 1998
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3.
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.
3.1.1
3.1.2
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.
3.1.3
Area Navigation (RNAV): A method of navigation which permits aircraft
operation on any desired flight path. (ICAO Doc. 9613-AN/937)
3.1.4
Area Navigation Equipment: Any combination of equipment used to provide
RNAV guidance. (ICAO Doc. 9613-AN/937)
3.1.5
ATS Route: A specified route designed for channelling the flow of traffic as
necessary for the provision of air traffic services.
NOTES
Edition 2.2
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.
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3.1.6
Availability: An indication of the ability of the system to provide usable
service or the intended application.
3.1.7
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. 9613-AN/937)
3.1.8
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.
3.1.9
Crosstrack Deviation: The perpendicular deviation that the aircraft is to the
left or right of the desired track. (RNP MAN)
3.1.10
En-Route Operations: Operations conducted on published ATS routes
and/or direct point-to-point operations between defined waypoints.
3.1.11
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)
3.1.12
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)
3.1.13
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.
3.1.14
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.
3.1.15
Integrity: The ability of a system to provide timely warnings to users when
the system should not be used for navigation. (ICAO Doc. 9613- AN/937)
3.1.16
Nautical Mile: Throughout this document where distances are expressed in
Nautical Miles (NM), it is understood that 1NM = 1.852 kilometres (km).
3.1.17
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.”
3.1.18
Reference Aid(s): The navigation aid(s) upon which the procedure design
has been based.
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3.1.19
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.
3.1.20
Sensor: A unit capable of providing information for use by the RNAV or
Flight Management System (FMS) equipment. (ICAO Doc. 9613-AN/937)
3.1.21
State Aircraft: (ICAO Convention) Aircraft operating on military, customs or
police activities shall be deemed to be State aircraft.
3.1.22
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.
3.1.23
State of Registry: The State on whose register the aircraft is entered.
3.1.24
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. 9613-AN/937)
3.1.25
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.
3.1.26
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
3.1.27
Edition 2.2
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).
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Abbreviations and Acronyms
For the purposes of this EUROCONTROL
abbreviations and acronyms shall apply:
Page 10
Standard
the
following
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
Basic Area Navigation
CDU
Control Display Unit
DME
DOC
Distance Measuring Equipment
Designated Operational Coverage
EANPG
EATCHIP
EATMP
ECAC
EUROCAE
EUROCONTROL
ETRF
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
FANS
FEATS
FIR
FMS
FTE
ICAO Future Air Navigation System
ICAO Future European Air Traffic Management System
Flight Information Region
Flight Management System
Flight Technical Error
GAT
GDOP
GNSS
GPS
General Air Traffic
Geometric Dilution of Precision
Global Navigation Satellite System
Global Positioning System
IAF
IAP
IAS
ICAO
ICCAIA
IFR
INS
ISA
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
JAA
KIAS
Joint Aviation Authorities
Knots Indicated Air Speed
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Kt
Km
Knot
Kilometre
MAPt
MASPS
Missed Approach Point
Minimum Aviation System Performance Standards
NAVAID
NDB
NM
Radio Aid to Navigation
Non-Directional Radio Beacon
Nautical Mile
P-RNAV
Precision Area Navigation
RNAV
RNP
RTF
Area Navigation
Required Navigation Performance
Radiotelephony
SARPs
SID
STAR
ICAO Standards and Recommended Practices
Standard Instrument Departure
Standard Arrival Route (Annex 11 App 3)
TACAN
TAS
TGL
TMA
Tactical Air Navigation Aid
True Air Speed
Temporary Guidance Leaflet
Terminal Control Area
VOR
VORTAC
Very High Frequency Omnidirectional Radio Range
VOR-Tactical Air Navigation
(A combination of VOR providing and TACAN, the latter
compatible with DME)
WGS
World Geodetic System
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4.
OPERATIONAL REQUIREMENTS
4.1
RNAV Equipment
4.1.1
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.
4.1.2
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.
4.1.2.1
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.
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Functional Requirements
Operational Equipment:
•
LORAN-C, VOR/DME and INS1 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.
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 10.
Recommendation
4.1.3
System Integrity Requirements
4.1.3.1
The risk of hazardously misleading information shall be less than 10-5 per
flight hour.
4.1.3.2
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.
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4.1.4
Continuity of Function
4.1.4.1
Equipment Requirements
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The equipment shall demonstrate the following capability:
4.1.4.2
•
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 99.999%
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.
Edition 2.2
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).
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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.
4.1.5
System Use Accuracy
4.1.5.1
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.
4.1.5.1.1
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
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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 11.
2.
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.
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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 2005. These differences are set out in
paragraph 5.3.
4.1.5.2
Terminal Area
4.1.5.2.1
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.
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4.1.5.2.2
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
4.2.1
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.
4.2.2
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
4.3.1
Timeframes
4.3.1.1
Initial Implementation (1998 - 2005+)
4.3.1.1.1
With effect from the fifth Aeronautical Information Regulation and Control
(AIRAC) date in 1998 (i.e. April 23 1998), 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.
4.3.1.1.2
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 2005+.
4.3.1.1.3.
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.
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4.3.1.2
Future RNAV Developments (2005+)
4.3.1.2.1
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. 2.2.2 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 4.1.4.2 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.
4.3.1.2.3.
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 2005.
4.3.1.3
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.
4.3.2
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:
•
Edition 2.2
A specification of intended operations, navigation infrastructure
dependencies, and any limitations on the RNAV system;
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•
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)
4.4.1
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.
4.4.2.
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 1998. 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.
4.4.3
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
4.5.1
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.
4.5.2
Flight Crew Training
4.5.2.1
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.
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At a minimum, the training programmes for RNAV
operations should consider:
Recommendation
•
all phases of the operation and the responsibilities of flight crew
members, flight dispatchers and maintenance personnel;
•
the technical content for flight crews in respect of:
–
–
–
–
–
–
theory and procedures, limitations, detection of malfunctions,
pre-flight and in-flight testing, cross-checking methods, and the
actual plotting of fixes, etc., relating to the operation;
pre-flight, en-route and post-flight procedures;
the use of the systems performance and limitations at high
latitudes, a review of navigation, flight planning and applicable
meteorology;
the methods for updating by means of reliable fixes, where
permitted;
use of appropriate Radiotelephony (RTF) phraseology pertaining
to RNAV applications; and
procedures in the event of loss or impairment of navigation
capability.
4.5.3
ATC Training
4.5.3.1
The initial phase of RNAV implementation will be the replacement of
conventional ATS routes by RNP 5 RNAV routes. From the ATC point of
view, the traffic handling along such RNAV routes will show little difference
from traffic handling on routes defined by VOR/NDB. It is likely, therefore,
that the requirement for additional specific ATC training will be minimal.
4.5.3.2
The debut of systematic RNAV operations off ATS routes (Random RNAV)
will introduce significant changes to the operation of ATC and may require
additional controller support facilities that will necessitate additional training,
taking into account such matters as:
4.5.3.3
•
wider geographical familiarisation (beyond one's own airspace); and
•
different methods of identifying conflicts which could occur anywhere
in the airspace, as opposed to established ATS routes.
As other elements of RNAV become more widely available, e.g. RNAV TMA
procedures and holding, their integration into ATC procedures will need to be
considered.
Recommendation
Edition 2.2
ATC training should consider the need for:
•
improved knowledge of the revised route structure in the area of
responsibility;
•
familiarity with the airspace requirements and restrictions in areas
beyond the immediate area of responsibility;
•
understanding of, and ability to use ATC facilities installed to support
RNAV operations;
•
use of appropriate procedures and RTF phraseology pertaining to
RNAV applications; and
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•
recognition of the capabilities of airborne RNAV equipment and the
means by which these can be exploited.
Where possible suitable simulator training should be used to assist in the
provision of an appropriate level of comprehension of the RNAV system
capability.
4.6
Flight Planning Requirements for RNAV Operations
RNAV system performance is dependent upon airborne equipment
capabilities and the provision of aids to navigation in the ground environment.
Therefore, approved sensors may be used as a means of area navigation
provided the aircraft is equipped, flight planned and operated according to
procedures approved by the appropriate National Authority or the JAA.
4.7
Loss of System Use Accuracy and Integrity
Where failure of the RNAV system, or degradation of performance below that
required for RNAV operations, results in an aircraft being unable either to
enter the RNAV airspace or to continue operation in accordance with the
current air traffic control clearance, ATC shall be advised as soon as possible
and a revised clearance requested.
4.8
The Operations Manual
The Operations Manual, or equivalent where an operations manual is not
required, shall describe the RNAV equipment procedures to be used for preflight, in-flight and post-flight and operations in the event of a loss, or
impairment, of RNAV capability.
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5.
FUNCTIONAL REQUIREMENTS
5.1
Introduction
This document contains the minimum acceptable functional requirements for
RNAV equipment for en-route and terminal area operations. The
requirements of EUROCAE Document ED-58 have served as references in
the preparation of Edition 1 of EUROCONTROL Standard. This revision also
takes into account the provisions of EUROCAE ED-75/RTCA DO-236
“Minimum Aviation System Performance Standards: Required Navigation
Performance for Area Navigation” and makes due allowance for the
differences in requirements for RNAV following the decommissioning of VOR.
5.1.1
Acceptable Means of Compliance
5.1.1.1
RNP 5:
5.1.1.1.1
B-RNAV
From 1998 until at least 2005, navigation equipment having been installed on
aircraft in accordance with the JAA Temporary Guidance Leaflet (TGL) No-2
revision 1 will be accepted as complying with the minimum requirements for
RNAV RNP 5 operations as listed in this document as applicable prior to
2005.
NOTE -
5.1.1.1.2
The predecessor to TGL No-2 had the reference: Advisory Material
Joint (AMJ) 20X-2.
RNP-5 RNAV
The relaxation of integrity and continuity requirements associated with BRNAV is applicable only so long as reversion to conventional navigation
using VOR/DME and/or NDB remains available. Once the VOR and NDB
infrastructure is decommissioned to a degree that this is no longer possible,
operation on RNP 5 routes will require conformance to the requirements for
RNP-5 RNAV equipment as set out in paragraph 5.3 of this Standard.
5.1.1.2
RNP 1:
5.1.1.2.1
P-RNAV
From 1998 and until at least 2005, P-RNAV equipment is optional. However
some RNP-1 routes are expected to be introduced, in particular those
supporting terminal operations. Navigation equipment operating on such
RNP-1 routes must demonstrate compliance to the requirement of P-RNAV
equipment as set out in paragraph 5.3 of this Standard
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RNP-1 RNAV
The relaxation of integrity and continuity requirements associated with PRNAV is applicable only so long as reversion to conventional navigation
using VOR/DME and NDB remains available. Once the VOR and NDB
infrastructure starts to be decommissioned operation on RNP-1 routes will
require conformance to the requirements for RNP-1 RNAV equipment as set
out in paragraph 5.3 of this Standard
NOTE -
5.2
The JAA will, in due course, publish documentation setting forth the
procedures and requirements for obtaining airworthiness approval of
Precision RNAV and RNP-(x) RNAV Equipment. These will be based
upon the requirements set out in this Standard and the MASPS for
RNP RNAV (EUROCAE ED-75 /RTCA DO-236).
Functional Requirements
This paragraph defines the functional characteristics of an RNAV system.
They form a subset of RNAV capability specifications defined to enable the
Air Traffic Management (ATM) systems to derive operational and capacity
benefits from the application of RNAV.
Where a functionality is provided it should meet these following minimum
standards. Paragraph 5.3 defines what functions are required for the
proposed operation.
5.2.1
Route
5.2.1.1
Waypoints
Commentary
A waypoint is a geographically defined point. It may be identified by name (if
available in the database), location (latitude/longitude), bearing and distance
from another defined point, or by other means. Waypoint location is
necessary in the computation of navigation information. The waypoint may
also have an associated leg change type (See 5.2.3.5.2)
5.2.1.1.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where manual waypoint entry is provided it shall be possible to enter the
co-ordinates of waypoints to a resolution consistent with the required system
use accuracy.
Where a means for waypoint storage and retrieval is provided, the resolution
capability of the mechanism provided shall be consistent with the required
system use accuracy.
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5.2.1.2
Terminal Operation
5.2.1.2.1
Commentary
003-93
All RNAV procedures for operation in the TMA will be constructed from a
series of legs which together define the path in space the aircraft is to follow.
The basis for the definition of these legs is the Aeronautical Engineering
Electronics Committee (AEEC) ARINC 424 navigation database standard. A
subset of these leg types are permitted for RNP RNAV operations in
accordance with the RTCA DO-236/EUROCAE ED-75.
5.2.1.2.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where the RNAV system is to be employed on TMA routes, the nature of
these leg types demands that they are pre-constructed and a suitable
database shall be provided.
All RNAV equipment operating on RNAV TMA routes shall provide the
capability to store the whole of the procedure and it shall only be possible to
insert the procedure from the navigation database. Modification to this route
by the flight crew is permitted but any route changes shall not affect the route
stored in the database.
Where the RNAV system is not capable of utilising the leg types as defined
by the RTCA DO-236/EUROCAE ED-75, it shall be demonstrated that any
alternative method employed by the system is capable of providing
acceptable system performance.
5.2.1.3
Navigation Database
5.2.1.3.1
Commentary
A navigation database should consist of current navigation reference data
officially promulgated for civil aviation use, and contain at least navigation
aid, waypoint and procedure information covering the region of intended
operation and departure and arrival routes. A means of entering additional
flight crew defined waypoints and the ability to store a number of flight plans
may be provided.
The database may be internal or external to the RNAV system.
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Area Navigation Equipment
Operational Requirements and
Functional Requirements
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where a Navigation Database is provided:
1.
It shall have provision for update in accordance with the AIRAC cycle.
The integrity of this update process shall be sufficient to ensure that it
does not adversely affect the data quality. The integrity, accuracy and
resolution requirements for aeronautical data are set out in ICAO Annex
15. These shall be maintained throughout the data lifecycle. Means by
which this can be achieved are set out in RTCA DO-200a/EUROCAE
ED-76 “Requirements for the Aeronautical Data Process”
2.
The flight crew shall be able to verify that the database is current and
valid and the flight plan for a given flight is correct. The database
validity period shall be available for display to the flight crew and an
alert provided if the system is operated outside of the validity period.
3.
The resolution to which the data is stored shall be sufficient to ensure
that the required navigation accuracies can be attained.
4.
It shall be possible to display data relating to individual waypoints and
navigation aids within the database.
5.
It shall not be possible for the flight crew to modify the data stored in the
database.
5.2.1.4
Route Planning
5.2.1.4.1
Commentary
The RNAV system should allow the construction and/or modification of a flight
plan by the flight crew. The methods for doing this may consist of the
insertion of individual waypoints and related data to a resolution consistent
with the system use accuracy, the selection of individual waypoint data from
the database, or the extraction of routes or portions of routes, from the
navigation database.
5.2.1.4.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where manual means for the insertion or modification of data in the flight
plan are provided, for example, by the use of the RNAV Control Display Unit
(CDU):
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1.
The flight crew shall be able to verify the credibility of the data in
respect of the flight plan being flown and the stored database at any
time without the guidance and navigation display outputs of the
computer being affected.
2.
The route data shall consist of the names or co-ordinates of the
waypoints and the RNAV system shall be able to calculate the
distances and tracks between them.
3.
The present track and distance to go to the next waypoint shall be
provided, except when operating on a non-fixed leg (e.g. course to an
altitude or heading leg), where distance and/or track are undefined.
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4.
The equipment shall enable the flight crew to provide ATC the present
course and distance to (or from) any waypoint in the flight plan up to at
least a distance of 999NM.
5.
A means shall be provided to enable the flight crew to either extract
from the database, or enter manually into the flight plan, the RNP for
the route or segment of the planned route.
Where a system is to be used for RNAV TMA routes, the route planning
capability shall be sufficient to predefine the complete TMA route.
5.2.1.5
In-flight Route Modification
5.2.1.5.1
Commentary
This function is complementary to route entry and provides the capability for
subsequent modification of an entered route in response to ATC or flight
crew requirements.
The primary means of modification will be via the crew/computer interface. An
additional means of updating the flight plan by the use of a ground/air data
link may be provided.
5.2.1.5.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where provided:
1.
The flight crew shall be able to modify the flight plan at any time.
2.
Until a revised flight plan is activated the system will continue to follow
the pre-existing flight plan within the requirements of the associated
RNP and shall maintain system use accuracy during and after
modification of the flight plan.
5.2.2
Navigation Functional Performance
5.2.2.1
Co-ordinate System
5.2.2.1.1
Commentary
In order to ensure that airborne and ground equipment are performing
position calculations based on the same reference system, the navigation
algorithms need to be based upon a common geodetic reference system.
ICAO has adopted the World Geodetic System 1984 (WGS-84) as this
common system.
5.2.2.1.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
All co-ordinates provided in a navigation database shall be in the WGS-84
reference system or equivalent (for example the European Terrestrial
Reference Frame (ETRF).
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If the WGS-84 model is not employed in the RNAV system, it shall be
necessary to demonstrate that the navigation system is able to provide an
equivalent level of precision using the WGS 84 co-ordinates.
5.2.2.2
Track Definition
5.2.2.2.1
Commentary
This document defines only the performance of the RNAV system when
routes or procedures are referenced to waypoints with defined co-ordinates.
It does not define performance on a segment of the route where one or more
of the terminators of the route segment are not defined by a co-ordinate.
5.2.2.2.2
Functional Specification
The accuracy limits associated with tracks and the turns between tracks are
set out in 5.2.3. below.
In all cases the performance requirements on straight tracks are referred to
the Geodesic. Where an approximation to this is applied, this shall be taken
into account in the establishment of the error budget.
5.2.2.3
Tuning and Selection of Navigation Radios
5.2.2.3.1
Commentary
This section applies only to those systems employing inputs from ground
navigation aids such as VOR, DME etc.
It is necessary to provide the capability of selection and tuning of DME
and/or VOR channels in accordance with stored programme procedures and
related aircraft position and navigation performance requirements.
The system should be capable of selecting aids which will provide acceptable
navigation accuracy and of selecting alternative aids where appropriate.
5.2.2.3.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where ground navigation aids are employed:
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1.
They shall be applied within the Designated Operational Coverage
(DOC) of the navigation aid. Where automatic selection and tuning of
navigation aids is provided and the DOC is not available to the aid
selection mechanism, the system shall demonstrate that sufficient
means are provided to prevent aids being used for navigation update in
areas where the data can be misleading due to co-channel
interference, multipath and direct signal screening etc.;
2.
The selected frequencies and/or Navaid ICAO identifiers shall be
available for display;
3.
The flight crew shall be able to inhibit individual Navaids from the
automatic selection process for navigation update;
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4.
It shall be possible to select a Navaid facility for display of the Navaid
data;
5.
If the system does not employ the aid(s) specified for the execution of the
terminal route ("Reference Aids"), it shall be possible for the flight crew to
ensure that the required performance can be met using the Navaids
selected and tuned.
5.2.2.4
Position Initialisation and In-flight Update
5.2.2.4.1
Commentary
This facility is required to enable the flight crew to initialise the position prior
to take off or at any time during the flight to a resolution and accuracy
consistent with the system use accuracy.
5.2.2.4.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where manual update is permitted in flight, the Operations Manual or
equivalent shall define the conditions under which such updates may be
undertaken.
5.2.2.5
Navigation Mode(s) and Annunciation
5.2.2.5.1.1
Commentary
Many RNAV systems have multiple sources for position data. A hierarchy
may be established which selects (or weights) the method of position fixing
based on factors such as accuracy, location signal parameters, flight phase
or other operational considerations.
5.2.2.5.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where such selection is possible, the system shall:
1.
Provide indications to the flight crew of the system in operation and its
status. This includes indications of sensors being used or the method of
position fixing and an estimate of achieved navigation performance.
2.
Present sufficient information to allow determination that the equipment
is functioning properly. This shall include an indication of:
–
–
sensors being used or the method of position fixing; and
the estimate of achieved navigation performance.
Navigation performance worse than that required for the leg being flown shall
be brought to the attention of the flight crew.
Navigation information shall be provided within 20 seconds after tuning a
navigation ground facility (assuming sensor outputs are available and valid).
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5.2.2.6
Position Display
5.2.2.6.1
Commentary
The computed aircraft position can be made available for display in terms of
present latitude and longitude and/or range and bearing of the aircraft to or
from the active or other waypoints selected by the flight crew.
5.2.2.6.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where provided RNAV Systems shall provide the capability to display
computed position and waypoints to a resolution consistent with the ability of
the flight crew to monitor and fly the RNAV route or procedure in
conformance with the system use accuracy. The equipment shall enable the
flight crew to provide ATC the present track and distance to (or from) any
waypoint in the flight plan up to a distance of at least 999NM.
5.2.3
System Functional Performance
5.2.3.1
Accuracy
5.2.3.1.1
Commentary
The accuracy of the system is quoted in terms of RNP. This refers to the
performance relative to a defined track and includes both navigation and
Flight Technical Error (FTE).
Whilst operating on routes where a fixed radius of turn is defined, the RNP
shall be maintained during the turn. Where the track is not defined during a
turn, the system performance is defined by the envelope set out in 5.2.3.5.
5.2.3.1.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where airspace requirements define an RNP:
1.
RNAV systems shall provide system use accuracy in accordance with
the RNP for the airspace or route being flown; and
2.
These standards shall be met for all ground speeds up to 750Kt and for
indicated airspeeds up to 300Kt for terminal procedures.
5.2.3.2
Cross Track Deviation
5.2.3.2.1
Commentary
A means of display of cross track deviation may be met by an output to a
flight director or display system or by a display forming part of the RNAV
system. Where no AFCS output is available from the RNAV system, the cross
track deviation display sensitivity should be suitable to allow manual track
keeping.
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Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where required:
1.
a display (or suitable output) providing data on the distance from the
defined track shall be available for display at all times. The RNAV
based display may be flight crew selectable; and
2.
the display resolution shall be consistent with the system use accuracy.
5.2.3.3
Automatic Flight Control System Outputs
5.2.3.3.1
Commentary
An AFCS output may be required in order to allow the RNP to be met. Where
it can be demonstrated that the RNP can be met without use of the AFCS
output there will be no requirement for this to be provided.
The AFCS output may be replaced or supplemented by a Flight Director
output.
5.2.3.3.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
Where an AFCS output is provided it shall be capable of meeting the FTE
limits used for the analysis of system accuracy (see 5.2.3.1).
To achieve the control and stability required for passenger comfort,
equipment outputs may be filtered or "eased on" consistent with FTE
requirements.
Recommendation
It is recommended that AFCS outputs are provided by all
RNAV systems.
5.2.3.4
Automatic Waypoint Sequencing and Turn Anticipation
5.2.3.4.1
Commentary
The sequencing of waypoints along the route with suitable turn anticipation
and track change guidance, enable the aircraft to be maintained within the
turn performance limits defined for RNAV operation. The criteria for
determining the leg change point depends upon the leg change type,
airspeed, wind conditions and assumed or applied bank limits.
5.2.3.4.2
Functional Specification
Minimum requirements are defined in paragraph 5.3.
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1.
Where an AFCS output is provided, the system shall provide an
automatic transfer to the next leg.
2.
Where an AFCS output is not available, suitable indication, alerts
and/or displays should be provided to allow the flight crew to capture
the next leg.
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The turn anticipation capabilities should allow a smooth transition between
tracks within the limits of accuracy defined in 5.2.3.5 below.
5.2.3.5
Turn Performance
5.2.3.5.1
Commentary
The turn performance requirements are dependent upon the RNP and upon
the phase of flight. The turn types are set out below.
NOTE -
5.2.3.5.2
EUROCAE ED-75/RTCA DO-236 have adopted the term “transition”
as an alternative to the term “turn”.
Functional Specification
The turn type requirements are set out in paragraph 5.3.
The detailed functional requirement for each type is set out in 5.2.3.5.1 and
5.2.3.5.
5.2.3.5.3
En-Route
5.2.3.5.3.1
Where the ATS route(s) notified for RNP-1 requires controlled turns, a fixed
radius, as depicted in Figure 5.1, shall be specified by the ATS route
designator and included for all turns on the RNP-1 ATS route. The aircraft
shall remain within the allowable RNP-1 tolerance of the tangential arc
specified by the radius between the straight leg segments. If the turn
performance is unspecified, the equipment shall determine the turn
performance.
NOTE -
5.2.3.5.3.2
Until further notice, ATS authorities will, when requiring controlled
turns, define RNP-1 ATS Routes about a tangential arc with radii of
22.5NM or 15NM, dependent on route designator. 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
in the beginning of the turn.
For RNP-1 operations where controlled turns are not required and for RNP-5,
the system shall provide the ability to accomplish turns of up to 120 degrees
of track change below FL 195 and 70 degrees at or above FL 195 without
exceeding the turning area envelope shown in Figure 5.2. Procedural
techniques may be an acceptable means of meeting this requirement.
NOTES
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1
For en-route operations “fly-over” transitions, where the aircraft
commences the turn only upon reaching the waypoint, are not
permitted. This limitation may be achieved by operational means.
2
The containment parameters in the figure are given as a generic RNP-x
where, depending upon operational considerations, RNP-5, RNP-1 or
lower may be required. Where the values of RNP differ between the
entry and departure tracks, the containment value applying for the
inside of the turn will be the greater of the two values. The containment
boundary on the outside of the turn will be defined by a continuation of
the boundary prior to the commencement of the turn as far as the turn
waypoint.
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Dependent upon the magnitude of the turn angle and operational
requirements, one of two methods will be used for defining the turn
performance.
5.2.3.5.4.1
Turns Defined by Single Waypoint
It shall be possible to execute a turn using either of the following turn types
defined by a single waypoint:
5.2.3.5.4.1.1 Turn at a “Fly-over” Waypoint
The inbound track to the turn shall terminate at the turn waypoint. The turn
shall commence on passing that waypoint and the RNAV system should seek
to maintain the aircraft within the area defined in Figure 5.3 for turns up to 70
degrees. This turn type provides relatively poorly controlled performance. As
a result the fly-over turn will only be employed where overflying the transition
fix is necessary. In accordance with the functionality set out in RTCA DO236/EUROCAE ED-75, there will be no requirement for the airborne system
to monitor the performance against the RNP containment limit. The facility to
execute the “fly-over” turn may cease to be required once full MASPS
compliance is demanded. Where avoidance of an early turn is required this
may be achieved by requiring a defined radius turn.
5.2.3.5.4.1.2 Turn at a “Fly-by” Waypoint
This is equivalent to the turn described in 5.2.3.5.1 above and defined in
Figure 5.2.
5.2.3.5.4.2
Turns with Defined Radius
The termination of the track inbound to the turn and start of the track
outbound from the turn will be defined by waypoints (see Figure 5.4). The
turn will be nominally defined around an arc having both the inbound and
outbound tracks as tangents. The 95% containment surface will be defined
around that arc and will be defined by the appropriate RNP.
The inbound and outbound tracks will define the RNP for these legs. Where
the RNP for the inbound and outbound tracks differ, the less demanding
value
(i.e. the larger RNP type) may be assumed to be applicable during the turn
execution.
5.2.3.6
Parallel Offsets
5.2.3.6.1
Commentary
Parallel offsets provide a capability to fly offset from the parent track as
defined by the waypoint. They are normally applicable only for en-route
sections and not when Terminal Area leg types are employed.
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The cross track deviation indication provided to the flight crew during the
operation of the offset will be to the offset track and therefore the presence of
an offset should be made clearly available to the flight crew.
5.2.3.6.2
Functional Specification
The minimum functional requirements are given in paragraph 5.3.
Where offsets are provided:
1.
The system shall be capable of flying tracks offset by up to 20 NM from
the parent track defined by the waypoints. The presence of an offset
shall be continuously indicated;
2.
Tracks offset from the parent track shall be continued for all ATS route
segments and turns until either removed by the crew or automatically
by, for example, amending the active flight plan by executing a “DirectTo”;
3.
Where the navigation system provides automatic cancellation (e.g.
joining an RNAV hold, when a course change of 90 degrees or greater
occurs or joining a STAR) the flight crew shall be given advance notice;
4.
The crosstrack offset distance shall be inserted via the RNAV CDU to a
resolution of 1NM or better.
Where parallel offset capabilities are applied, the performance specified in
5.2.3.1 shall be maintained referenced to the offset track. Turns between the
inbound and outbound offset tracks shall be executed such that the aircraft
remains within the limits defined in 5.2.3.5. for 95% of its flight time.
5.2.3.7
Entry and Recovery from Offsets.
Transitions to and from the offset track shall be performed expeditiously but
shall maintain an intercept angle of 45 degrees or less.
5.2.3.8
Direct-To Function
5.2.3.8.1
Commentary
The “Direct to” function enables the flight crew to specify a track direct from
the aircraft’s present position to any waypoint. The track established from the
aircraft’s present position to the chosen waypoint should be established to
take into account the turn initiation distances to avoid excessive manoeuvres.
5.2.3.8.2
Functional Specification
The Minimum Requirements are given in paragraph 5.3.
Where provided, the “Direct to”function shall:
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1.
Have the capability of establishing a direct leg to any selected
waypoint; and;
2.
Intercept the leg direct to the chosen waypoint without excessive
overshoot of the new track.
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5.2.3.9
Holding Procedures
5.2.3.9.1
Commentary
1.
A holding procedure will normally be required only at defined holding
points on entry to TMAs. However, holding may be required by ATC at
any point. The means of data entry to define the hold should enable the
flight crew to define the point at which a hold should be executed
together with the hold requirements including hold dimensions and
direction. This data may be extracted from a database.
5.2.3.9.1.1
2.
The holding capability for RNAV will be a racetrack defined by the
holding point, turn direction and dimensions.
3.
Prior to adoption by ICAO of the RNP RNAV holding procedure
definition, the system will need to be able to operate within the
conventional, non-RNAV, holding airspace.
Functional Specification
The Minimum requirements are given in paragraph 5.3.
Where the RNP RNAV holding capability is provided, the system shall, with
the minimum of flight crew intervention:
1.
Be capable of initiating, maintaining and discontinuing RNP RNAV
holding procedures at all altitudes. The procedure being defined only
by:
–
the holding point;
–
the nominal inbound track to the holding point; and
–
the 95% containment area.
The dimensions of the containment area are altitude dependant and
can be calculated using the information provided in Annex 1.
2.
Be capable of providing an omni-directional hold entry. The track to the
hold point shall be maintained until the aircraft has entered the defined
containment area.
3.
Enable the aircraft to remain within the defined containment area during
hold entry.
The entry procedure will not be defined by ATC. However, for
illustrative purposes, Annex 1 provides an example of a potential entry
procedure. This does not exclude the provision of alternative entry
procedures meeting the above requirements.
The normal exit from the hold will be at the holding point. The turn to
the outbound track will treat the hold point as a “Fly by” waypoint (see
5.2.3.5.4.1.2)
5.2.3.10
Bearing/Distance to Waypoint(s)
5.2.3.10.1
Commentary
The system should be capable of determining, and presenting for display on
request, the information on the relative position of the aircraft from defined
points as below.
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Functional Specification
Minimum requirements are specified in paragraph 5.3.
Where provided:
1.
the equipment shall enable the flight crew to provide ATC the distance
and time to (or from) any route waypoint up to a distance of at least
999NM in 1NM increments,
2.
provide bearing to/from any route waypoint in 1 degree increments.
Additionally the system may provide, on demand or otherwise, present
position of the aircraft in relation to selected, off-route waypoint(s), in
terms of bearing, distance and flying time.
5.2.3.11
Monitoring
5.2.3.11.1
System Performance Monitoring
The minimum requirements are set out in 5.3.
Where provided, the system shall perform sufficient monitoring to determine
whether the navigation performance remains within the required system use
accuracy and meets the required integrity. A means shall be provided to
indicate to the flight crew when the navigation system performance does not
meet the RNP requirements of the airspace, route or procedure.
5.2.3.11.2
Sensor Monitoring
The minimum requirements are set out in 5.3.
All RNAV systems shall monitor the data obtained from sensors in use by
reference to the computed position for consistency in position information. If
a discrepancy occurs which is greater than twice the 95% containment value
predicted from a consideration of the navigation data sources in use, and
automatic reconfiguration possibilities have been exhausted, a warning shall
be displayed to the crew and the equipment shall ignore the position derived
from the out of tolerance sensor. Provision shall be made to identify and
deselect the discrepant sensor.
5.2.3.12
Alert Outputs
Alert outputs shall be provided for the following:
5.2.3.13
a.
Equipment failures; or
b.
Reversion to a mode of navigation which will lead to a navigation
performance worse than that required for the operation.
Data Link Interface
ATS requirements associated with data link are still under definition. The note
below is provided for information purposes only.
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Within the potential timescale of the mandatory carriage of RNP-1
RNAV/P-RNAV, it is expected that ATC data link services will be
progressively implemented in States which are members of ECAC.
RNAV systems will be expected to provide information for
transmission via the data link network. This is likely to include
present position and associated navigation quality information. The
data may also include flight plan data.
5.3
Minimum Requirements
5.3.1
Background
The minimum requirements are based upon the following:
Edition 2.2
•
That initial RNAV requirements are to be achieved using Precision and
Basic RNAV systems as defined in edition 1 of this standard. They are
established to provide the capability of early application of RNAV
systems with Basic RNAV being required in accordance with the
warning to this Standard, from 1998 and with P-RNAV being the
means by which RNP-1 capability is met.
•
That from 2005 or such later date as agreed by the ECAC States,
RNAV system functionality will be required to be in accordance with
Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation (EUROCAE ED-75/RTCA
DO-236).
This standard demands increased functionality and, in particular,
defines system integrity requirements enabling removal of conventional
navigation aids defining ATS routes. The term RNP-(x) RNAV is defined
for such equipment. The minimum requirements set out below are
those required to enable operation in a future European ATS System,
they are a subset of the total system requirements which have been
defined on the basis of global requirements.
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5.3.2
Requirements Overview
The tables below define the minimum requirements associated with types of
RNAV operations, based upon the functional requirements set out in
paragraph 5.2. In these tables the following applies:
O = Optional but if provided shall meet the functional specification given in
5.2
R = Function is required
P = Function is prohibited
Table 5.1
Route - Minimum Requirements
Function
B-RNAV P-RNAV
RNP5
RNP 1
Requirements
RNAV
RNAV
Definition
Flight crew waypoint entry
R
(En-Route)
Terminal leg data type
O
entry from Database
Flight crew manual
P
terminal leg entry
Flight crew manual
O1
terminal leg modification
Navigation Database for
O
en-route operations
Navigation Database for
O2
TMA operations
Flight plan entry
R
Minimum number of
4
waypoints
Flight plan whole route
R
used in TMA
In flight Route Modification
R
NOTE- * sufficient for the route to be flown
1
2
R
R
R
5.2.1.1
R
R
R
5.2.1.2
P
P
P
5.2.1.2
R
R
R
5.2.1.2
R
R
R
5.2.1.3
R
R
R
5.2.1.3
R
R
R
5.2.1.4
10
*
*
5.2.1.4
R
R
R
5.2.1.4
R
R
R
5.2.1.5
Terminal RNAV procedures must be input from a database and then may be modified. If a database is not provided this
facility is not applicable and TMA operation is not permitted.
If a database is not provided it will be necessary to demonstrate that the required flight plan integrity can be provided by the
alternative means of route definition
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Table 5.2
Function
Operation with WGS-84
datum
Ground aid selection1
Manual inhibit of aids where
aid selection automatic
Ground aid tuning
Position initialisation
In-flight manual position
update
Indication of Navigation
Mode for multiple input
sources
Navigation Position Display
Table 5.3
Function
1
R
R
R
R
5.2.2.1
O
R
R
R
5.2.2.3
R
R
R
R
5.2.2.3
O
R
R
R
R
R
R
R
5.2.2.3
5.2.2.4
O
P
O
P
5.2.2.4
R
R
R
R
5.2.2.5
R
R
R
R
5.2.2.6
System Functional Performance - Minimum Requirements
B-RNAV
P-RNAV
RNP5
RNP 1
Requirements
RNAV
RNAV
Definition
95% containment
System integrity
(per Flight Hour)
Continuity of Function
(failure per flight Hour)2
Cross Track Deviation
Display or Output
AFCS Output
Waypoint sequencing
En-route Fly-over
turn anticipation
En-route Fly-by turn
anticipation
En-route fixed radius turn
TMA Fly-over
turn execution
TMA Fly-by turn anticipation
TMA defined radius turn
Parallel offsets
Entry and recoveryt from
offsets
“Direct to” function
Holding procedure (RNP)
Holding procedure
(conventional)
Display bearing distance
and time to waypoints
Performance monitoring
Sensor monitoring
Alert outputs
Equipment failure
Mode reversion
2
Navigation Functional Performance - Minimum
Requirements
B-RNAV
P-RNAV
RNP5
RNP 1
Requirements
RNAV
RNAV
Definition
5 NM
1 NM
5 NM
-5
1 NM
10
5.2.3.1
-5
4..1.3
-
-
10
10-4
10-5
10-5
10-5
4.1.4
R
R
R
R
5.2.3.2
O
R
R
R
R
R
R
R
5.2.3.3
5.2.3.4
P
P
P
P
5.2.3.5.3
R
R
R
R
5.2.3.5.3
O
O
O
R
5.2.3.5.3
R
R
O
O
5.2.3.5.4
O
O
O
R
O
R
R
R
R
R
R
R
5.2.3.5.4
5.2.3.5.4
5.2.3.6
O
R
R
R
5.2.3.7
R
O
R
O
R
R
R
R
5.2.3.8
5.2.3.9
O
O
O
O
5.2.3.9
R
R
R
R
5.2.3.10
O
R
O
R
R
R
R
R
5.2.3.11
5.2.3.11
R
O
R
O
R
R
R
R
5.2.3.12.a
5.2.3.12.b
Only applicable when ground aids used by the position determination function
A lower level of performance is permissible while VOR is available and VOR equipment is carried. See 4.1.3
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2x
Cosα/2
r
α/2
Parallel Track
Offset 2 x RNP
r
α/2 α/2
r
RNP-(x)
RNP-(x)
Turn Centre
RNP-(x)
RNP-(x)
Figure 5.1: Controlled Turn - P-RNAV Route (En-route)
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Turn Waypoint
α
Y NM
90°
RNP - (x)
90°
r
r
RNP - (x)
Figure 5.2: Fly-by Turn
NOTES:
1.
( 2) where α is the
Y = r tan α
Y is the nominal turn anticipation distance determined by
(V + W )
2
track angle change in degrees and r is the radius of turn,
r =
tan φ
0.00001458 NM
.
Where
V is maximum true airspeed (knots) at the required altitude.
W is ICAO accountable wind speed (knots) for the required altitude.
Ø is the maximum aircraft bank angle.
The maximum bank angle for the definition of the turn requirement is given by
Ø = α/2 or 23° whichever is the smaller.
2.
It should be noted that, whilst the inner boundary of the containment area is
defined as an arc of a circle, this does not require such an arc to be flown by the
aircraft.
3.
The values for V+W to be applied are:
Turns at FL 195 or below:
(V+W) = 500 kts.
Ø = min(0.5 * α, 23°).
Turns above FL 195:
(V+W) = 750 kts.
Ø = 5°, by default.
If 5°results in Y > 20 NM, then Y = 20 NM and
*
4.
Edition 2.2
r =
20
tan α
*
.
2
This has the effect of limiting the initiation of a turn to 20 NMs.
Where the RNP defined for the track approaching the turn differs from the RNP of
the track departing the turn, the boundary defining the 95% containment on the
inside of the turn will be the higher of the two values. The 95% containment
boundary to the outside of the turn will be the continuation of the containment
boundaries about the straight lines meeting at the waypoint.
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Nominal Turn Boundary
ß < Min (α /2, 30°)
α
Turn Waypoint
Figure 5.3 Fly-Over Turn
NOTES:
1.
This turn is only to be provided for terminal procedures. The requirements of the
operation of the turn do not include the need to monitor against the RNP limit and
as a result only the nominal path limits are shown in the figure.
2.
It is assumed that for a turn of α°, a return to track will occur at a maximum angle of
β=α/2°. As for the Fly-by turn, it is assumed that the bank angle in the turn is limited
to 23°or to α/2°whichever is the smaller.
The minimum distance between a fly-over waypoint and the next waypoint is
determined by the following formula:

1 − cos α
β 
cos β 

L = r sin α + r cos α tan β + r 
+ a + a
 + r2 tan
1
1
1
2
2  1
sin β



Where
a1 =
(V + W)
φ
× ( 1 + 10or 6or 3)
3600
5
turn.
1
is the pilot delay and roll anticipation distance for the initial
1
Roll anticipation is the distance travelled along the previous leg track from the point at which the roll starts to be applied
until the point when the aircraft is considered to have started the turn. For the purposes of procedure design calculations,
the assumption is made that the aircraft continues on the previous track until all the bank has been applied. This is not
necessary if the flight director/autopilot is being used, as the pilot should be given sufficient warning to execute the turn
within the same timeframe as the autopilot. However, this is still the subject of some debate and analysis and, if the
procedure designer wishes to err on the side of caution, the following allowances for pilot-induced delays can be made:
• 10 seconds during any en-route segment.;
• 6 seconds during any terminal segment other than a missed approach and departure segment;
• 3 seconds during any missed approach or departure segment..
If the autopilot is coupled to the RNAV system, there may be a delay of up to one second for the RNAV system to update
the autopilot prior to roll being applied. If the autopilot is coupled to the RNAV system, the bank will be applied at 3°per
second. A worst case roll anticipation time would therefore be 23/3 = 7.6 seconds. If the flight director is used, the bank
can be expected to be applied by the pilot at 5°per second. A worst case roll anticipation time for terminal operations
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r1 = ( V + W) × ( Tanφ1) × 1.458 ×10 − 5
−1
2
α o

α o

φ1 = min or 23o  φ1 = min or 23o 
2

2

a2 =
(V + W)
φ
× ( 2 + 10or 6or 3 )
3600
5
is the initial turn radius.
is the bank angle for the initial turn.
is the pilot delay and roll anticipation distance for the
recovery turn.
β o

φ2 = min or 23o 
2

is the bank angle for the recovery turn.
This formula produces similar values to the RNP MASPS formulae when the
appropriate wind, AOB and recovery turn parameters are used.
J
r2
β/2
β/2
r2
K
H
α
L
C
A
D
β
B
F
α
r1
r1
E
G
r1sin α
r1 cos α tanβ
cos α
r1 1
cos β
r2 tan β /2
a1 + a
2
sin β
would therefore be 23/5 = 4.6 seconds.
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Start of Outbound Track
End of Inbound Track
RNP-(x)
r
r
Turn Centre
RNP-(x)
RNP-(x)
Figure 5.4: TMA Turn With Defined Radius
NOTES:
1.
This turn is defined as a constant radius circular path about a defined turn centre.
The end of inbound and start of outbound are defined waypoints. The inbound and
outbound tracks are tangential to the turn arc.
2.
The procedure will normally define the turn radius1.
3.
Where the RNP for the inbound and outbound tracks differ, the higher value of
RNP will be assumed for the turn.
1
The radius defined in the procedure is assumed to meet the requirements of PANS OPS in respect of the design of acceptable
minimum turn radii.
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ANNEX A (NORMATIVE)
HOLDING CRITERIA
A.1
RNAV HOLDING AREA DIMENSIONS
RNAV holding areas will be defined by:
a.
A holding waypoint (fix), in WGS-84 latitude and longitude;
b.
A holding altitude, in feet, relative to mean sea level;
c.
A maximum holding indicated airspeed, in knots;
d.
An inbound track to the holding fix, in degrees relative to true north;
e.
An inbound track to the holding fix length (d1 ), in nautical miles (Note
that d1 shall be equal or greater than d2);
f.
An RNP containment value (d3), equal to 1 or 5NM (95% containment).
A plan-view of the holding area is shown in Figure A1 along with the path
definition terms. The inbound track length is published but shall be greater
than the maximum holding pattern width. Value d4 in Figure A1 represents an
amount of airspace added to the holding fix-end to protect aircraft during
entries from the holding side which have high intercept angles relative to the
inbound track.
95% RNP Containment area
d3
d1
d2
d4
Hold Waypoint
Inbound track to the holding fix
Figure A.1: RNAV Hold Dimensions
NOTES:
1.
The turn diameter (d2) is computed at each inbound to the holding fix and is
defined to allow the path to be followed throughout the turn at the True Air Speed
(V) at which the hold is being flown. The diameter of the holding outbound turn is to
take into account the actual wind being experienced and the maximum bank angle.
(V + W ) Where:
2
d2 =
34313 tan φ
V is the true airspeed.
W is the actual wind speed at the entry to the outbound turn.
φis the maximum bank angle.
2.
Edition 2.2
The distance d2 defined by the above formula is conservative with respect to
aircraft turn performance in that the accountable wind speed is assumed to be a
tailwind throughout the entire turn.
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3.
Area Navigation Equipment
Operational Requirements and
Functional Requirements
The distance is the protection area for Sector 4 entries, which needs to take into
account of the turn completion distance for a 70°fly-by turn with a diameter of d2 (see
sector 4 entry options in appendix A). Thus d4 becomes:
d4 =
d2
(1 − sin 20 )
2 cos 20
The bank angle Ø to be used in the calculation of d2 is defined as:
Ø = 23° for FL<245
Ø = 15° for FL>245
4.
The distance d1 is published by the State and shall be greater than d2
5.
The aircraft is not required to fly the entire holding track as defined by the above
parameters. A smaller racetrack may be flown if desired but the aircraft must over
fly the hold point once the entry procedure is complete.
6.
The holding airspace will be defined on the basis of the above maximum speeds
and will take into account the ICAO accountable windspeed or an alternative
windspeed profile agreed as suitable for the airspace under consideration.
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RNAV HOLDING AREA ENTRY PROCEDURES
The navigation system shall construct a ground track to be used for entry and
the aircraft shall be controlled to that track throughout the entry. The
procedure shall facilitate entry from any direction and maintain the aircraft
within the containment area of the holding pattern during and after entry.
The inbound track to the hold point is to be maintained until the aircraft is
within the airspace defined by the containment area. There is no required
entry pattern to be observed however the following would, inter alia, be
considered as an acceptable, entry procedure:
Sample Entry Procedure
The nominal holding pattern is composed of two half circles and two straight
segments. C1 and C2 are the circles of which the outbound and inbound
turns form part. (Figure A.2)
T
[C1]
[C2]
°
70
A
Figure A.2: Sample Entry Procedure Boundaries
The holding point is A and the line T through A is at 70o to the inbound track.
This line and the inbound track divide the hold into 4 sectors (Figure A.3).
4
1
[C1]
[C2]
A
2
3
Figure A.3: Sample Hold Entry Sectors
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Sector 1 Entry
The entry path continues toward hold point A until reaching the tangent point
of a circle centred on the line between the centres of C1 and C2. Thereafter
the track continues along the arc of the circle continuing outbound on the
inbound track and returning to the hold point via C2 and the arc of a circle
centred on the line between centres of C1 and C2 which touches circle C2
(Figure A.4).
[C2]
[C1]
70°
A
Figure A.4: Sector 1 Entry
Sector 2 Entry
The inbound track continues through the hold point A and turns along arc to
intercept C2 tangentially (Figure A.5).
[C2]
[C1]
70°
A
Figure A.5 Sector 2 Entry
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Sector 3 Entry
Inbound track continues through the hold point A until meeting a circle
centred on the line between the centres of C1 and C2. The track then follows
that circle until meeting the outbound track. (Figure A.6)
[C2]
[C1]
70°
A
Figure A.6 Sector 3 Entry
Sector 4 Entry
Inbound track intercepts tangentially circle C1 (Figure A.7).
[C1]
70°
A
Figure A.7 Sector 4 Entry
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A.3
Area Navigation Equipment
Operational Requirements and
Functional Requirements
HOLD EXECUTION
Whilst a nominal racetrack pattern, with geographically fixed inbound and
outbound legs, has been shown in the above figures, this does not imply the
need for the hold to be executed with fixed tracks.
The basis of the holding procedure is that the aircraft must remain (on a 95
percentile basis) within the containment area described. The turns have been
defined such that the track can be maintained at the maximum IAS with a
tailwind equivalent to the ICAO accountable wind speed. Thus for most of the
turn a lower bank angle is demanded.
The hold can be flown in a manner corresponding to the conventional Hold
procedure. A constant bank angle turn equal to the maximum bank angle
defined in section 1 above will result in a smaller turn radius. The outbound
straight must however be chosen so as to ensure that there is no overshoot
on to the non-holding side in the execution of the inbound turn.
The aircraft is not required to fly over the hold waypoint during entry. However,
the aircraft is required to fly over the hold waypoint along the defined inbound
track once established in the hold.
The navigation system may use less than the maximum holding track radius (d2 )
to define either entry into or execution of the hold.
A.4
RNAV HOLDING AREA EXIT PROCEDURES
The protected area for a hold exit will be the composite of the hold pattern,
and the associated transition at the hold fix.
The fly-by transition should use the inbound course to the
hold fix and the track to the following leg.
Recommendation
The navigation system shall be capable of exiting the hold by any of the
RNAV transitions when sequencing the holding fix for the final time.
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Template:
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Title:
RNAV
Subject:
Author:
Susan Davidson
Keywords:
Comments:
Creation Date:
08/06/99 10:28
Change Number:
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