RNAV Standard Ed 22a Web

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 003-93 EDITION : EDITION DATE : Abstract 2.2 December 1998
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 Precision RNAV
CONTACT PERSON :
R. Rawlings
TEL : (32) 2 729 3335
DIVISION: DED 4
DOCUMENT STATUS AND TYPE STATUS Working Draft Draft Proposed Issue Released Issue CATEGORY Executive Task Specialist Task Lower Layer Task ELECTRONIC BACKUP INTERNAL REFERENCE NAME: HOST SYSTEM MEDIA Microsoft Windows Type : Hard disk Media Identification : CLASSIFICATION General Public EATMP Restricted
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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 ANT Chairman
NAME AND SIGNATURE
DATE
L.Hendriks Director Safety, Airspace, Airports and Information Services G. Paulson Senior Director EATMP W. Philipp
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DOCUMENT CHANGE RECORD

Edition
1.0 2.0
Date
March 1996 September 1998
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
Sections/ Pages Affected

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All
Change proposals, comments and requests for copies should be directed to:
EUROCONTROL EATMP Safety, Quality Management and Standardisation Unit Rue de la Fuse, 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 COPYRIGHT NOTICE DOCUMENT APPROVAL DOCUMENT CHANGE RECORD TABLE OF CONTENTS TABLES FIGURES FOREWORD 1. 1.1 1.2 1.2.1 1.2.2 2. 3. 3.1 3.2 4. 4.1 4.1.1 4.1.2 4.1.3 4.1.4 4.1.5 4.2 4.3 4.3.1 4.3.2 4.4 4.5 4.5.1 4.5.2 4.5.3 4.6
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iii iii v vi vii viii viii ix INTRODUCTION Document Overview Scope Areas of Application Timescales for Application REFERENCES DEFINITIONS, ABBREVIATIONS AND ACRONYMS Definitions Abbreviations and Acronyms OPERATIONAL REQUIREMENTS RNAV Equipment System Description General Operational Limitations System Integrity Requirements Continuity of Function System Use Accuracy Regulatory Approval RNAV Application in ECAC Area Timeframes RNAV Certification and Operational Approval Requirements Application of World Geodetic Reference System 1984 (WGS-84) Training General Flight Crew Training ATC Training Flight Planning Requirements for RNAV Operations
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1 1 2 2 3 5 7 7 10 13 13 13 13 14 15 16 17 18 18 19 20 20 20 20 21 21
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4.7 4.8 5. 5.1 5.1.1 5.2 5.2.1 5.2.2 5.2.3 5.3 5.3.1 5.3.2
Loss of System Use Accuracy and Integrity The Operations Manual FUNCTIONAL REQUIREMENTS Introduction Acceptable Means of Compliance Functional Requirements Route Navigation Functional Performance System Functional Performance Minimum Requirements Background Requirements Overview
22 22 23 23 23 24 24 27 29 36 36 37
ANNEX A (NORMATIVE) HOLDING CRITERIA A.1. A.2 A.3. A.4. TABLES 1.1 5.1 5.2 5.3 A.1 FIGURES 5.1 5.2 5.3 5.4 A.1 A.2 A.3 A.4 A.5 A.6 A.7 Controlled Turn - P-RNAV Route (En-route) Fly-by Turn Fly-Over Turn TMA Turn With Defined Radius RNAV Hold Dimensions Sample Entry Procedure Boundaries Sample Hold Entry Sectors Sector 1 Entry Sector 2 Entry Sector 3 Entry Sector 4 Entry Correspondence between Pre-MASPS and Post-MASPS Route - Minimum Requirements Navigation Functional Performance - Minimum Requirements System Functional Performance - Minimum Requirements Maximum Holding Airspeeds, Knots Indicated Air Speed (KIAS) RNAV Holding Dimensions RNAV Holding Area Entry Procedures Hold Execution RNAV Holding Area Exit Procedures
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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. 3.1 Approval of the Standard The development of this Standard is in accordance with the Directives for EUROCONTROL Standardisation. This Proposed EUROCONTROL Standard has been prepared by the Airspace and Navigation Team and has passed through the initial consultation stage. The provisions of this Standard will be phased in from 1998 in accordance with the timescales set out in paragraph 1.2 Scope. 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).
3.2
3.3
4.
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5. 5.1
Editorial Conventions 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. Relationship to other Standard Documents This Standard is related to the following documents: International Civil Aviation Organisation (ICAO) Documents: Annex 2 " Rules of the Air". Annex 11 "Air Traffic Services". Doc 4444 " Rules of the Air and Air Traffic Services". Doc 7030 " Regional Supplementary Procedures". Doc 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.
6.
7.
Status of the Annexes to this Document There is only one Annex to this Standard Document and the status of this is defined as normative.
8.
Language Used The English language has been used in preparing the original text of this document.
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1.
1.1 1.1.1
INTRODUCTION
Document Overview This document constitutes the EUROCONTROL Standard for Area Navigation (RNAV). Section Four contains the operational requirements to be met to receive approval for conducting RNAV operations. Section Five contains the functional requirements concerning the RNAV airborne equipment. The criteria set out in this document relate to compliance with the requirements of the providers of Air Traffic Services. The design and approval of equipment and on-board operational procedures to satisfy these stated requirements are a matter for manufacturers, operators and the relevant authorities. This Standard details common criteria with the aim of harmonising the maximum exploitation of the capabilities of RNAV equipment. The material takes account of the operational objective of the European Civil Aviation Conference (ECAC) strategy for the 1990s as adopted by Transport ministers of ECAC Member States in Paris on 24 April 1990 and on 17th March 1992, In addition it takes account of the Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS) as approved by the European Air Navigation Planning Group (EANPG/32, June 1990). The Standard is intended for designers, manufacturers and installers of avionics equipment, service providers, and users of these systems for world-wide operations. Whilst specifying the functions which may be called upon by RNAV procedure designers and route planners, this Standard does not, set out RNAV route or procedure design criteria which will need to take into account, inter alia, operational environment and operating limitations as well as the RNAV functional capability. This revision forms the first amendment of the EUROCONTROL RNAV Standard 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. The basis of the requirements established by this Standard is the ICAO Required Navigation Performance (RNP). Whilst there are a number of levels considered by ICAO Doc 9613 for en-route operations, only RNP 4/5 and RNP 1 are of relevance to the ECAC RNAV Implementation. The achievable level of navigation performance will depend not only on the navigation equipment functionality but also upon the navigation infrastructure. To ensure continued applicability of VOR/DME based navigation throughout the ECAC area, RNP 5 will be adopted as the lower level of navigation performance. Edition 1 of this document defined the minimum requirements for initial RNAV applications and adopted the terms Basic and Precision RNAV; Basic RNAV meeting RNP 5 accuracy and Precision RNAV meeting RNP 1 accuracy.
1.1.2
1.1.3
1.1.4
1.1.5
1.1.6
1.1. 7
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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
Pre-RNAV MASPS Applicability
Basic RNAV (B-RNAV) Precision RNAV (P-RNAV) -
Track Keeping Performance

5 NM 95% 1 NM 95% < 1 NM 95%
Post RNAV MASPS Applicability

RNP-5 RNAV RNP-1 RNAV 1 RNP-(x) RNAV (x<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. Scope Areas of Application This EUROCONTROL Standard is applicable to all aircraft under Instrument Flight Rules (IFR) operating as General Air Traffic (GAT) in appropriately designated and/or notified airspace. It relates to the implementation of RNAV operations within the context of the European Air Traffic Management Programme (EATMP). RNAV equipped aircraft will be required to demonstrate compliance with specific navigation system use accuracy standards prior to obtaining certification and approval from the appropriate authority. These will be defined by the Joint Aviation Authorities in conformity with the Minimum Aviation System Performance Standards as set out in EUROCAE ED75 /RTCA DO236. 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. This Standard not only defines the required navigation accuracy, but also contains detailed information regarding functional requirements.
1.2 1.2.1 1.2.1.1
1.2.1.2
1.2.1.3
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. Timescales for Application A phased application of RNAV is planned.
1.2.2
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: 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
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 -
The functional requirements contained in Section 5 reflect the above application concept.
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2.
2.1
REFERENCES
The following documents and standards contain provisions which, through reference in this text, constitute provisions of this EUROCONTROL Standard. At the time of publication of this EUROCONTROL Standard document, the editions indicated for the referenced documents and Standards were valid. Any revision of the referenced ICAO Documents will be taken into account within this EUROCONTROL Standard. Revisions of the other referenced documents shall not form part of the provisions of this EUROCONTROL Standard until they are formally reviewed and incorporated into this EUROCONTROL Standard document. In the case of conflict between the requirements of this EUROCONTROL Standard and the contents of these other referenced documents, this EUROCONTROL Standard shall take precedence.
2.2
At the time of publication the documents listed below are those that are referenced from within the EUROCONTROL Standard: Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS). 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 Industry Requirements for
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3.
3.1
DEFINITIONS, ABBREVIATIONS AND ACRONYMS

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
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")
3.1.2
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) Area Navigation Equipment: Any combination of equipment used to provide RNAV guidance. (ICAO Doc. 9613-AN/937) ATS Route: A specified route designed for channelling the flow of traffic as necessary for the provision of air traffic services.
NOTES
3.1.4
3.1.5
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) 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.
2.
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3.1.6
Availability: An indication of the ability of the system to provide usable service or the intended application. Containment Value: The distance from the intended position within which flights would be found for a specified percentage of the total flying time, accumulated for all aircraft. (Adapted from ICAO Doc. 9613-AN/937) Continuity of Function: An indication of the ability of the RNAV system to meet the Required Navigation Performance whilst within the specified coverage area of the appropriate navigation system. It is defined as the portion of the time during which the system is capable of being used for navigation during which reliable navigation information is presented to the crew, Automatic Flight Control System (AFCS), or other system managing the flight of the aircraft and is to take due account of the defined continuity of function of the navigation infrastructure. Crosstrack Deviation: The perpendicular deviation that the aircraft is to the left or right of the desired track. (RNP MAN) En-Route Operations: Operations conducted on published ATS routes and/or direct point-to-point operations between defined waypoints. Flight Technical Error: The accuracy with which the aircraft is controlled, as measured by the indicated aircraft position with respect to the indicated command or desired position. It does not include blunder errors. (RNP Concept) General Air Traffic: For the purposes of this Standard the term " general air traffic" shall comprise any aircraft (e.g. civil, military, customs and police) operating in conformity with the procedures of the International Civil Aviation Organisation. (EUROCONTROL International Convention, Article 3) Geodesic: The shortest distance between two points on a model of the earths surface defined by the WGS-84 (or equivalent) ellipsoid. For short distances the geodesic converges to the great circle. Geometric Dilution of Precision (GDOP): The ratio of the standard deviation of the position error to the standard deviation of the measurement errors, assuming that all measurement errors are statistically independent and have a zero mean and the same standard distribution. Integrity: The ability of a system to provide timely warnings to users when the system should not be used for navigation. (ICAO Doc. 9613- AN/937) Nautical Mile: Throughout this document where distances are expressed in Nautical Miles (NM), it is understood that 1NM = 1.852 kilometres (km). Operational Approval: The process by which an ICAO signatory State has satisfied itself, through its own established processes, that an operator can safely meet all the requirements for a given operation. Reference Aid(s): The navigation aid(s) upon which the procedure design has been based.
3.1.7
3.1.8
3.1.9
3.1.10
3.1.11
3.1.12
3.1.13
3.1.14
3.1.15
3.1.16
3.1.17
3.1.18
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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. Sensor: A unit capable of providing information for use by the RNAV or Flight Management System (FMS) equipment. (ICAO Doc. 9613-AN/937) State Aircraft: (ICAO Convention) Aircraft operating on military, customs or police activities shall be deemed to be State aircraft. State of the Operator: The State in which the operator has his principal place of business or, if he has no such place of business, his permanent residence. State of Registry: The State on whose register the aircraft is entered. System Use Accuracy: The combination of the navigation sensor error, airborne receiver error, display error, and flight technical error. Also called navigation performance accuracy. (ICAO Doc. 9613-AN/937) Terminal Operations: Operations conducted on published Standard Instrument Departures (SIDs), or published Standard Arrival Routes (STARs), or other flight operations whilst transitioning to or from the en-route phase of flight. Total System Error: The difference between the true position and desired position. This error is equal to the vector sum of the path steering error, path definition error and position estimation error. These are illustrated below:
Path Definition Error
3.1.20
3.1.21
3.1.22
3.1.23 3.1.24
3.1.25
3.1.26
Desired Path Defined Path Path Steering Error Estimated Position TotalSystem Error Position Estimation Error True Position
3.1.27
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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3.2
Abbreviations and Acronyms For the purposes of this EUROCONTROL abbreviations and acronyms shall apply: AEEC AFCS AIP AIRAC AMJ ANT ARINC ATC ATM ATS B-RNAV CDU DME DOC EANPG EATCHIP EATMP ECAC EUROCAE EUROCONTROL ETRF FANS FEATS FIR FMS FTE GAT GDOP GNSS GPS IAF IAP IAS ICAO ICCAIA IFR INS ISA JAA Standard the following
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 Basic Area Navigation Control Display Unit Distance Measuring Equipment Designated Operational Coverage European Air Navigation Planning Group European Air Traffic Control Harmonisation and Integration Programme European Air Traffic Management Programme European Civil Aviation Conference European Organisation for Civil Aviation Equipment European Organisation for the Safety of Air Navigation European Terrestrial Reference Frame ICAO Future Air Navigation System ICAO Future European Air Traffic Management System Flight Information Region Flight Management System Flight Technical Error General Air Traffic Geometric Dilution of Precision Global Navigation Satellite System Global Positioning System Initial Approach Fix Instrument Approach Procedures Indicated Air Speed International Civil Aviation Organisation International Co-ordinating Committee of Aerospace Industries Associations Instrument Flight Rules Inertial Navigation System International Standard Atmosphere Joint Aviation Authorities
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KIAS Kt Km MAPt MASPS NAVAID NDB NM P-RNAV RNAV RNP RTF SARPs SID STAR TACAN TAS TGL TMA VOR VORTAC
Knots Indicated Air Speed Knot Kilometre Missed Approach Point Minimum Aviation System Performance Standards Radio Aid to Navigation Non-Directional Radio Beacon Nautical Mile Precision Area Navigation Area Navigation Required Navigation Performance Radiotelephony ICAO Standards and Recommended Practices Standard Instrument Departure Standard Arrival Route (Annex 11 App 3) Tactical Air Navigation Aid True Air Speed Temporary Guidance Leaflet Terminal Control Area Very High Frequency Omnidirectional Radio Range VOR-Tactical Air Navigation (A combination of VOR providing and TACAN, the latter compatible with DME) World Geodetic System
WGS
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4.
4.1 4.1.1
OPERATIONAL REQUIREMENTS
RNAV Equipment System Description Area navigation equipment determines aircraft position by processing data from one or more sensors and can guide the aircraft in accordance with appropriate routing instructions. Determination of aircraft position is dependent on such factors as sensor availability and accuracy, signal parameters (e.g. signal source strength, transmitted signal degradation). Position determination may employ such inputs as (in no specific order of priority): Distance measurements from two or more Distance Measuring Equipment (DME) ground stations (DME-DME); Very high frequency Omnidirectional Radio range (VOR) with a colocated DME, (VOR/DME); Inertial Navigation Systems (INS) (or Inertial Reference Systems (IRS) supported by a suitable Navigation system); LORAN-C; Global Navigation Satellite System (GNSS)/Global Positioning System (GPS).
These various sensors may be used individually or combined to provide aircraft position. Navigation parameters such as distance and bearing to a waypoint are computed from the aircraft position and the location of the waypoint. Course guidance is normally provided, this being referenced either to a course established to/from a waypoint or to the geodesic between two successive waypoints. 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-paragraphs. 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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4.1.2.2
Operational Equipment:
LORAN-C, VOR/DME and INS without automatic position updating from DME/DME, shall not be viewed as stand alone input to meet RNP 1 accuracy. LORAN-C shall not be viewed as suitable as the navigation source for terminal operations. RNAV systems using a single co-located VOR/DME shall only be used for navigation during the execution of Terminal operations where the RNAV system is shown to meet the declared Required Navigation Performance for that procedure in the available navigation aid environment. GNSS/GPS shall only be considered as the stand alone input to a navigation system for either en-route or terminal operations where such applications have been approved by JAA and other appropriate authority, as meeting the declared Quality of Service (accuracy, integrity, availability and continuity of service) requirements for the operation. Where these requirements are not met, another source of positioning information meeting the Quality of Service requirements must be available for RNAV operations. This can include manual navigation techniques using VOR/DME and NDB where these can be shown to provide the Required Navigation Performance.
Recommendation The above considerations necessitate the evaluation of Airspace requirements and available infrastructure in the definition of sensor requirements for RNAV operation. The system designer should be aware that for many situations the accuracy, integrity, availability and continuity of function demand the availability of more than one source of navigation data for the RNAV operation. In assessing this capability reference should be made to the performance requirements for navigation aids set out in ICAO Annex 10.
4.1.3 4.1.3.1 4.1.3.2
System Integrity Requirements The risk of hazardously misleading information shall be less than 10 flight hour.
-5
per
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 -5 a failure warning to the Flight Crew shall be less than 10 per flight hour.
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 4.1.4.1
Continuity of Function Equipment Requirements The equipment shall demonstrate the following capability: The risk of loss of navigation function is less than 10-5 per flight hour Where conformance to RTCA DO-236/EUROCAE ED 75 is required, probability of annunciated loss of RNP RNAV functionality is less than -4 10 per flight hour.
4.1.4.2
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.
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). 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.
3.
4.1.5 4.1.5.1
System Use Accuracy En-Route Routes will be specified according to one of two levels of RNAV system use accuracy in European airspace as detailed in the following sub-paragraphs.
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
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. 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.
2.
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4.1.5.1.2
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 VORs 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 4.1.5.2.1 Terminal Area The system use accuracy required for the execution of SIDs and STARs, as well as RNAV feeder routes, providing the transition to the en-route structure, will be specified as part of the definition of the departure or arrival route. Either RNP 5 or RNP 1 may be required and parts of the route may have different requirements. Procedures demanding a specific RNP will only be flown by equipment approved for that RNP and having the functions required by paragraph 5.3. It should be noted that for a transition period, in addition to RNP RNAV procedures, Terminal Area procedures, including SIDs and STARs, may be designed for execution using specific navigation aids (eg VOR/DME or DME/DME GPS/GNSS). In such situations the RNP value may not be stated - note 3 applies.
NOTES
1. Some TMA RNAV routes (e.g. Arrival routes) may demand performance better than RNP 1. This will be required only where the navigation infrastructure can meet the required precision and continuity of service levels. 2. To operate on TMA routes, the RNAV system shall have been approved as meeting the RNP using the available navigation infrastructure. 3. Where TMA routes have been designed and promulgated as requiring the application of one or more defined Reference navigation aids, these aids shall be used for position fixing unless it can be demonstrated that the proposed alternative means of position fixing meets or exceeds the required navigation accuracy, continuity and integrity. 4. Where a fixed radius turn is required for terminal operation the turn radius will be defined as part of the procedure in accordance with Figure 4.
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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. Regulatory Approval The Joint Aviation Authorities (JAA) or regulatory authority of the Operator's State of Registry will define the appropriate standards for the airworthiness approval of the installation and operation of area navigation equipment as required in this document. The RNAV functional requirements set out in Paragraph 5.3 are the minimum functional requirements required of systems for operation on Area Navigation routes and airspace. The document provides references to the detailed capability requirements for application by manufacturers, operators and National Authorities. RNAV Application in ECAC Area Timeframes Initial Implementation (1998 - 2005+) 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. 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 BRNAV during the period 1998 to 2005+. 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.
4.2 4.2.1
4.2.2
4.3 4.3.1 4.3.1.1 4.3.1.1.1
4.3.1.1.2
4.3.1.1.3.
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4.3.1.2 4.3.1.2.1
Future RNAV Developments (2005+) Pending application of GNSS as the only available source of navigation, operators should be aware that DME is expected to become the primary source of ground based position information in the ECAC area (ICAO Implementation Strategy of the Future Air Traffic Management System in the European Region (FEATS), Part 2, para. 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. 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.
4.3.1.3
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: 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 4.4.1
Application of World Geodetic Reference System 1984 (WGS-84) The co-ordinates defined in the AIP published by the National Authorities were originally based upon the mapping datum used in that country. As a result of the development of geodesy, there were frequently significant differences between the datums used by neighbouring States. These different systems were inducing errors to the navigation system. When using VOR/DME defined ATS routes, the effect of these anomalies were relatively benign. However, the use of ground based navigation aids in RNAV, the exchange of radar data, the extension of the application of the RNAV systems into the terminal area, and the use of world-wide navigation systems such as GNSS was expected to render these anomalies unacceptable. In July 1994, ICAO mandated that all AIS data shall be published in coordinates referenced to the earth mass centres reference frame WGS-84 system as from 1st January 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. 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. Training General The relevant authorities are responsible for approving the training programme for flight crew and air traffic controllers in RNAV operations. While the provisions of this section are by no means exhaustive, they provide an indication of the general considerations, which will need to be addressed prior to the full implementation of RNAV operations.
4.4.2.
4.4.3
4.5 4.5.1
4.5.2 4.5.2.1
Flight Crew Training The operators training programme should ensure that flight crew gain a thorough understanding of the functionality and operation of the RNAV equipment and the procedures required to ensure the required navigational accuracy can be achieved.
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Recommendation
At a minimum, the training programmes for RNAV operations should consider: 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, preflight 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 4.5.3.1
ATC Training 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. 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: 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.
4.5.3.2
4.5.3.3
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
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.
5.1
FUNCTIONAL REQUIREMENTS
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 5.1.1.1 5.1.1.1.1
Acceptable Means of Compliance RNP 5: 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 -
The predecessor to TGL No-2 had the reference: Advisory Material Joint (AMJ) 20X-2.
5.1.1.1.2
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 5.1.1.2.1
RNP 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 RNP1 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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5.1.1.2.1
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 -
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).
5.2
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 5.2.1.1
Route 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 5.2.1.2.1
Terminal Operation Commentary 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 5.2.1.3.1
Navigation Database 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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5.2.1.3.2
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 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. The resolution to which the data is stored shall be sufficient to ensure that the required navigation accuracies can be attained. It shall be possible to display data relating to individual waypoints and navigation aids within the database.
It shall not be possible for the flight crew to modify the data stored in the database.
2.
3. 4.
5.
5.2.1.4 5.2.1.4.1
Route Planning 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): 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. 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. 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.
2.
3.
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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. 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.
5.
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 5.2.1.5.1 In-flight Route Modification 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. 2. The flight crew shall be able to modify the flight plan at any time. 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 5.2.2.1 5.2.2.1.1
Navigation Functional Performance Co-ordinate System 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 5.2.2.2.1 Track Definition 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 5.2.2.3.1 Tuning and Selection of Navigation Radios 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: 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.; The selected frequencies and/or Navaid ICAO identifiers shall be available for display; The flight crew shall be able to inhibit individual Navaids from the automatic selection process for navigation update;
2. 3.
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4.
5.
It shall be possible to select a Navaid facility for display of the Navaid data;
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 5.2.2.4.1
Position Initialisation and In-flight Update 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 5.2.2.5.1.1
Navigation Mode(s) and Annunciation 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. 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.
2.
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 5.2.2.6.1
Position Display 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 5.2.3.1 5.2.3.1.1
System Functional Performance Accuracy 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. 2. RNAV systems shall provide system use accuracy in accordance with the RNP for the airspace or route being flown; and 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 5.2.3.2.1
Cross Track Deviation 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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5.2.3.2.2
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 the display resolution shall be consistent with the system use accuracy.
2. 5.2.3.3 5.2.3.3.1
Automatic Flight Control System Outputs 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 5.2.3.4.1 Automatic Waypoint Sequencing and Turn Anticipation 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. 1. 2. Where an AFCS output is provided, the system shall provide an automatic transfer to the next leg. 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 5.2.3.5.1 Turn Performance Commentary The turn performance requirements are dependent upon the RNP and upon the phase of flight. The turn types are set out below.
NOTE -
EUROCAE ED-75/RTCA DO-236 have adopted the term transition as an alternative to the term turn.
5.2.3.5.2
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 5.2.3.5.3.1
En-Route 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 -
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.
5.2.3.5.3.2
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
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.
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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5.2.3.5.4
Terminal Operations 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 5.2.3.6.1 Parallel Offsets 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; 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; 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; The crosstrack offset distance shall be inserted via the RNAV CDU to a resolution of 1NM or better.
2.
3.
4.
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 5.2.3.8.1 Direct-To Function Commentary The Direct to function enables the flight crew to specify a track direct from the aircrafts present position to any waypoint. The track established from the aircrafts 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: 1. 2. Have the capability of establishing a direct leg to any selected waypoint; and; Intercept the leg direct to the chosen waypoint without excessive overshoot of the new track.
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5.2.3.9 5.2.3.9.1
Holding Procedures 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. 2. 3. The holding capability for RNAV will be a racetrack defined by the holding point, turn direction and dimensions. 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.
5.2.3.9.1.1
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. 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)
3.
5.2.3.10 5.2.3.10.1
Bearing/Distance to Waypoint(s) 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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5.2.3.10.2
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, 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.
2.
5.2.3.11 5.2.3.11.1
Monitoring 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: a. b. Equipment failures; or Reversion to a mode of navigation which will lead to a navigation performance worse than that required for the operation.
5.2.3.13
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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NOTE -
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 5.3.1
Minimum Requirements Background The minimum requirements are based upon the following: 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
Function
Route - Minimum Requirements

B-RNAV P-RNAV
R R P R R R R 10 R R
RNP5 RNAV
R R P R R R R * R R
RNP 1 RNAV
R R P R R R R * R R
Requirements Definition
5.2.1.1 5.2.1.2 5.2.1.2 5.2.1.2 5.2.1.3 5.2.1.3 5.2.1.4 5.2.1.4 5.2.1.4 5.2.1.5
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 1 O terminal leg modification Navigation Database for O en-route operations Navigation Database for 2 O 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
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 1 Ground aid selection 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
Navigation Functional Performance - Minimum Requirements

B-RNAV
R O R O R O R R
P-RNAV
R R R R R P R R
RNP5 RNAV
R R R R R O R R
RNP 1 RNAV
R R R R R P R R
5.2.2.1 5.2.2.3 5.2.2.3 5.2.2.3 5.2.2.4 5.2.2.4 5.2.2.5 5.2.2.6
Table 5.3
Function
System Functional Performance - Minimum Requirements

B-RNAV
5 NM 10
-4
P-RNAV
1 NM 10
-5
RNP5 RNAV
5 NM 10 10
-5
RNP 1 RNAV
1 NM 10 10
-5
5.2.3.1 4..1.3 4.1.4 5.2.3.2 5.2.3.3 5.2.3.4 5.2.3.5.3 5.2.3.5.3 5.2.3.5.3 5.2.3.5.4 5.2.3.5.4 5.2.3.5.4 5.2.3.6 5.2.3.7 5.2.3.8 5.2.3.9 5.2.3.9 5.2.3.10 5.2.3.11 5.2.3.11 5.2.3.12.a 5.2.3.12.b
95% containment System integrity (per Flight Hour) Continuity of Function 2 (failure per flight Hour) 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
-5
-5
R O R P R O R O O O O R O O R O R R O
R R R P R O R R O R R R O O R O R R O
R R R P R O O R R R R R R O R R R R R
R R R P R R O R R R R R R O R R R R R
1
2
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 Cos/2
r
/2
Parallel Track Offset 2 x RNP
r RNP-(x) RNP-(x)
/2 /2
r RNP-(x)
Turn Centre
RNP-(x)
Figure 5.1: Controlled Turn - P-RNAV Route (En-route)
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Turn Waypoint
Y NM
90
RNP - (x)
90 r
RNP - (x)
Figure 5.2: Fly-by Turn NOTES: 1. Y is the nominal turn anticipation distance determined by track angle change in degrees and r is the radius of turn,
Y = r tan
r =
(V + W )
tan
( 2)
2
where is the .
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. is the maximum aircraft bank angle. The maximum bank angle for the definition of the turn requirement is given by = /2 or 23 whichever is the smaller.
2. 3.
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. The values for V+W to be applied are:
Turns at FL 195 or below: (V+W) = 500 kts. = min(0.5 * , 23). Turns above FL 195: (V+W) = 750 kts. = 5, by default. If 5 results in Y > 20 NM, then Y = 20 NM and
*
r =
20 tan 2
This has the effect of limiting the initiation of a turn to 20 NMs.
4.
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
< Min ( /2, 30)
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 , a return to track will occur at a maximum angle of =/2. As for the Fly-by turn, it is assumed that the bank angle in the turn is limited to 23 or to /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 cos L = r sin + r cos tan + r + r2 tan 2 + a1 + a2 1 1 1 sin
Where
a1 = (V + W) ( 1 + 10or 6or 3) 3600 5
1
is the pilot delay and roll anticipation distance for the initial
turn.
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
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r1 = ( V + W ) ( Tan 1)
2 1
003-93
1.458 10 5
is the initial turn radius.
1 = min or 23 1 = min or 23 2 2 a2 = (V + W) ( 2 + 10or 6or 3 ) 3600 5
is the bank angle for the initial turn.
is the pilot delay and roll anticipation distance for the
recovery turn.
2 = min or 23 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
/2
/2
r2
K H
A C D
r 1
G
r1
r1sin
r1 cos tan
cos r1 1 cos sin
r2 tan /2
a1 + a
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 would therefore be 23/5 = 4.6 seconds.
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End of Inbound Track

RNP-(x)
Start of Outbound Track
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. 3. The procedure will normally define the turn radius . 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. b. c. d. e. f. A holding waypoint (fix), in WGS-84 latitude and longitude; A holding altitude, in feet, relative to mean sea level; A maximum holding indicated airspeed, in knots; An inbound track to the holding fix, in degrees relative to true north; An inbound track to the holding fix length (d1 ), in nautical miles (Note that d1 shall be equal or greater than d2); 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
d1
d3
d4
d2
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.
d2 =
34313 tan
(V + W )
Where:
V is the true airspeed. W is the actual wind speed at the entry to the outbound turn. is the maximum bank angle.
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.
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 to be used in the calculation of d2 is defined as:

= 23 for FL<245 = 15 for FL>245
4. 5.
The distance d1 is published by the State and shall be greater than d2 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. 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.
6.
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A.2
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
Figure A.2: Sample Entry Procedure Boundaries The holding point is A and the line T through A is at 70 to the inbound track. This line and the inbound track divide the hold into 4 sectors (Figure A.3).
o
[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).
[C1] 70
[C2]
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).
[C1] 70
[C2]
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)
[C1] 70
[C2]
Figure A.6 Sector 3 Entry Sector 4 Entry Inbound track intercepts tangentially circle C1 (Figure A.7).
[C1] 70
Figure A.7 Sector 4 Entry
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A.3
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.
Recommendation The fly-by transition should use the inbound course to the hold fix and the track to the following leg.
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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EUROPEAN ORGANISATION FOR THE SAFETY OF AIR NAVIGATION

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

TEL : (32) 2 729 3335

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

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Area Navigation Equipment Operational Requirements and Functional Requirements

AUTHORITY ANT Chairman

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Area Navigation Equipment Operational Requirements and Functional Requirements

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Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Track Keeping Performance

Post RNAV MASPS Applicability

1.2 1.2.1 1.2.1.1

Area Navigation Equipment Operational Requirements and Functional Requirements

Phase 1 - from 1998

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

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Area Navigation Equipment Operational Requirements and Functional Requirements

DEFINITIONS, ABBREVIATIONS AND ACRONYMS

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

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Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

4.1.3 4.1.3.1 4.1.3.2

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

4.3 4.3.1 4.3.1.1 4.3.1.1.1

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

ATC training should consider the need for:

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

5.1.1 5.1.1.1 5.1.1.1.1

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

5.2.2 5.2.2.1 5.2.2.1.1

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

Area Navigation Equipment Operational Requirements and Functional Requirements

5.2.3 5.2.3.1 5.2.3.1.1

Area Navigation Equipment Operational Requirements and Functional Requirements