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Modern Navigation | Aviation Safety | Systems Engineering
SalvaSalva Modern Navigation per dopo
RNP Notes
Performance Based Navigation (PBN).pptx
B737-Brnav-Rnp_Ops_and_VNAV_Approaches.pdf
2013 Introducing Pbn a Rnp
Rate of Descent Table NPAs.docx
Cir341_en.pdf
VCRI AD 2-41-43.pdf
Cessna p
ICAO Doc 9613 Porformance Based Navigation (PBN) Manual.pdf
STL 945.0415/99
Issue 5 – June 2004
The purpose of this brochure is to provide Airbus aircraft Operators with the agreed interpretations of the currently applicable RNP, RNAV and RVSM regulations.
Should there be any discrepancy between the information provided in this brochure and that published in the applicable Flight Manual, MMEL, FCOM and SB, the information in the latter publications prevails unless otherwise approved by the national operational authorities.
This brochure is designed to provide recommendations, which satisfy RNP, RNAV and RVSM, operational and certification requirements, in order for airlines to obtain operational approval from their national operational authorities.
All recommendations conform to current regulatory requirements, and are intended to assist Operators in maximizing the cost effectiveness of their operations.
We enc ourage you to submit any suggestions concerning this brochure, or any questions concerning the information to:
Flight Operations Support & Line Assistance (STL Dept.) Customer Services Directorate 1, Rond Point Maurice Bellonte, BP 33 31707 BLAGNAC Cedex - FRANCE
33/(0)5 61 93 29 68 or 33/(0)5 61 93 44 65
2. REQUIRED NAVIGATION PERFORMANCE
2.1.3 Functionality Requirements
RNP A IRSPACE ENVIRONMENT AND IMPLEMENTATION
2.2.1 RNP routes supported by radio navaid coverage
2.2.2 RNP routes outside radio navaid coverage
2.2.3 RNAV Non Precision Approaches with RNP specified
2.3 AIRCRAFT NAVIGATION SYSTEMS
…………………………………………………………………….12
2.3.1 Aircraft Equipment
2.3.2 Navigation System Capability
2.3.3 MEL Requirements
2.4 RNP OPERATIONS
2.4.1 B-RNAV (RNP-5 Type), P-RNAV (RNP1 Type) or equivalent RNP-4 Type of operations based on
radio navaid infrastructure
RNP-10 in oceanic or remote areas
3. RNAV INSTRUMENT APPROACH PROCEDURES (RNAV IAP)
3.1 RNAV INTRODUCTION ………………………………………………………………………………29
3.2 TYPES OF RNAV A PPROACH PROCEDURES (IAP) …………………………………………………
3.2.1 RNAV IAP Requiring VOR DME Radio Updating
3.2.2 RNAV IAP Requiring FMS and ND Equipment
3.2.3 RNAV (GPS) IAP
3.2.4 RNAV IAP with RNP Value (RNP RNAV)
3.3 NAVIGATION SYSTEM CAPABILITY …………………………………………………………………….31
3.3.1 Lateral Navigation (LNAV)
3.3.2 Vertical Navigation (VNAV)
NAVIGATION DATABASE………………………………………………………………………………
3.4.1 Navigation Database Approach Validation
3.4.2 Navigation Database Validation Methods
3.4.3 Approach Vertical Coding Requirements
3.5 FLIGHT CREW PROCEDURES………………………………………………………………………….….36
3.5.1 Approach Guidance
3.5.2 Navigation in Approach
3.5.3 Approach F-PLN Verification
3.5.4 Limitations to Approach F-PLN Modifications
3.5.5 Approach Monitoring
3.6 OPERATIONAL APPROVAL ………………………………………………………………………………40
RNAV APPROACH DESIGN…………………………………………………………………………
4. REDUCED VERTICAL SEPARATION MINIMUM
4.2 RVSM AIRSPACE IMPLEMENTATION
4.3 AIRCRAFT CERTIFICATION STATUS
……………………………………………………………43
4.3.1 Applicable Regulation
4.3.2 Airworthiness Requirements
4.3.3 MEL Requirements
4.4 RVSM OPERATIONS
4.4.1 Operational Approval
4.4.2 RVSM Procedures
4.4.3 Suspension or Revocation of RVSM Approval
5. ANNEXES FOR RNP OPERATIONS:
5.1 JAA TGL2
5.2 JAA TGL 10
5.3 EXTRACT OF FAA ORDER 8400.12A
5.4 EXTRACT OF THE JAA TGL N°6
Traffic density is limited by aircraft vertical and horizontal separations, imposed by current navigation procedures associated with the performance of ground and airborne equipment.
Due to increased traffic in specific areas, airspace is becoming saturated. This necessitates a reduction in aircraft separation while maintaining at least, the equivalent level of safety. Recent navigation systems offer the required navigation performance to achieve this objective, in conjunction with increased routing flexibility.
Aircraft separation reduction with required level of safety requires the aircraft manufacturer, airspace administrators and Operators to demonstrate compliance with new standards referred to as:
Required Navigation Performance (RNP), and
Another modern navigation trend involves the development of instrument procedures that are not based on conventional radio navaids. This type of navigation is called Area Navigation or RNAV. It can be used enroute, in association with the RNP concept, but also for terminal area navigation and instrument approach procedures. The chapter 3 of this document mainly addresses RNAV approaches, with and without RNP, although RNP RNAV approaches, will certainly become the standard in the future.
Current navigation procedures are based on the availability of satisfactory ground
navigation aids, infrastructure (VOR, DME, NDB
which enable navaid to navaid navigation. Large safety margins mandated with respect to aircraft separation, contribute to airspace saturation in certain areas. The air navigation structure of existing airways, SID's, STAR's, etc. does not take into account the availability of modern navigation systems, with enhanced performance, nor the availability of glass cockpits, which provide crews with improved awareness when flying such procedures.
and aircraft navigation systems,
The International Civil Aviation Organization (ICAO) has recognized the need to benefit from available RNAV technology to improve existing air navigation systems, in the interest of increasing airspace capacity, and offering such advantages as: Fuel savings, direct tracks, etc. The introduction of RNP and RNAV will enable each country to design and plan routes that are not necessarily located over radio-navaid installations.
To fully benefit from the CNS/ATM (Communication Navigation Surveillance / Air Traffic Management) concept, aircraft will need to attain a certain level of navigation performance in terms of accuracy, availability, integrity, and service continuity. For additional details, you may refer to our "Getting to Grips with FANS" brochure (STL
945.7011/03).
"REQUIRED NAVIGATION PERFORMANCE” (RNP) is a navigation element, which is expected to affect currently existing airspace structures and lead to a whole new concept in air navigation.
RNP is a statement on navigation performance accuracy, essential to operations within a defined airspace. Note that in addition to accuracy, other requirements, also apply to specific RNP types.
Generic terms referring to airspace, route(s), procedures where minimum navigation performance requirements (RNP) have been established. Aircraft must comply with these performance requirements in order to fly in that airspace.
This is a designator, established according to navigation performance accuracy in the horizontal plane, namely lateral and longitudinal position fixing. This designator is indicated by an accuracy value given in nautic al miles.
A designator is used to indicate the minimum navigation system requirements needed to operate in an area, on a route, or on a procedure (e.g., RNP-1, RNP-4). The designator invokes all of the navigation system requirements, specified for the considered RNP RNAV type, and is indicated by the value of X (in NM).
Each aircraft operating in RNP airspace shall have a total system navigation position error equal to, or less than, the RNP value for 95 % of the flight time. See Figure 1 illustrating the cross track error accuracy.
The probability that the total system navigation position error in RNP airspace exceeds the specified cross track containment limit without annunciation should be less than 10 -5 per flight hour.
The cross track containment limit is twice the RNP value. See Figure 1, illustrating the cross track error containment limit.
Containment Continuity
The probability of an annunciated loss of RNP-X capability (true or false annunciation) shall be less than 10 -4 per flight hour.
In addition to the accuracy, integrity, and continuity requirements, navigation systems must comply with functionality requirements covering:
FMS flight path definition and construction FMS functions Navigation database Navigation display APs and FDs etc.
These requirements are published in various documents, the most comprehensive one being the Minimum Aviation System Performance Specification (MASPS reference ED75 or DO236()). The purpose of this document is to provide aircraft designers/manufacturers as well as users, with global requirements and minimum navigation performance functions needed when operating in RNP airspace. These requirements are designed to meet the ICAO RGCSP’s (Review of the General Concept of Separation Panel) definition of RNP, while providing increased integrity via repeated and predictable navigation. Compliance with these standards is one of the means of ensuring the system will satisfactorily perform its intended functions, under conditions normally encountered in flight operations.
In addition, Regulatory Authorities have published standards for specific airspaces.
The JAA TGL 2 (ACJ 20 X4, AMJ 20-X2) and the JAA TGL 10 provides certification and operational requirements for Basic RNAV (RNP-5 Type) and for Precision RNAV (RNP1 Type) within European airspace (refer to Annexes 5.1 and 5.2 at the end). FAA Order 8400.12A addresses RNP -10 operations in oceanic and remote areas (refer to Annex 5.3 at the end).
To minimize the economic burden on the aviation industry, as well as obtain early benefits from RNP operations, European certification authorities have agreed to define a transition period (1998-2010) during which a large number of transport aircraft (already equipped with appropriate navigation systems), will be recognized as meeting the "reduced functionality" requirements, identified in TGL2 (ACJ 20-X4, AMJ 20-X2) and TGL 10.
MASPS Appendix D provides RNP airspace operations guidelines in assessing existing RNAV systems during the transition period (1998-2010). At the end of this transition period (ª 2010), aircraft may have to be fully compliant with MASPS, in order to fly in the dedicated RNP RNAV airspaces.
Airbus aircraft with FMS and GPS are MASPS compliant.
PDE: Path Definition Error
RNP Lateral Navigation Error Budget
The PDE is usually negligible unless the navigation database coding is inaccurate or faulty.
The FTE is either a flight test demonstrated value or a conservative value given by regulation. The FTE with AP engaged is small relative to the usual RNP values. It may become relevant for RNP<0.3 NM.
The accuracy and the integrity criteria of the MASPS for RNP-X apply to the TSE.
The NSE is estimated by the FMS in function of the type of FMS position update. This estimated NSE is called Estimated Position Error (EPE). It is compared to the RNP value displayed on MCDU to determine the HIGH/LOW accuracy display.
RNP Airspace Environment and Implementation
RNP routes supported by radio navaid coverage
Such airspace is mainly implemented, or will be implemented for en route navigation over continental areas. Typical RNP values are RNP-5 and RNP-4. In Europe, Basic RNAV airspace (RNP-5 Type) was implemented in April 1998. P-RNAV (RNP-1 Type) terminal procedures are starting to be implemented within European airspace since 2003. RNAV SIDs and STARs already published without RNP before 2003 may progressively become P-RNAV procedures.
In its Roadmap for Performance-Based Navigation, the FAA has indicated in 2003 that RNP-2 routes will be created en route within the US National AirSpace. In the short term (2004-2006), some routes will be implemented on a trial basis and new separations standards will be developed to take benefit of the RNP-2 performance. During this period of time, the FAA expect to publish RNP-1 or RNP-2 SID’s and STAR’s initially in overlay to conventional procedures. Full deployment of RNP-2 en route and RNP -1/2 in terminal area will take place in the mid-term (2007-2012).
This type of airspace is implemented, or will be implemented, for en route oceanic navigation or for continental areas outside radio navaid coverage. Typical RNP Types are RNP-10 and RNP-12.6 (considered as equivalent to MNPS requirements), but RNP-4 is also envisaged in the FAA Roadmap for performance-Based Navigation for the mid-term (2007-2012). RNP 4 is associated to FANS A+ with a lateral separation reduction from50 to 30 NM.
RNP-10 has been implemented, for example in Pacific OTS, in the NOPAC since 1997, CENPAC since 1998 and CEP since 2000; and in the area of the Tasmanian sea.
RNAV approaches have been published in the USA and in Europe; these will undoubtedly become more frequent in the future sometimes with RNP 0.3 specified.
RNAV approaches without GPS are possible, provided the Operator has verified that, for each specific procedure, FMS navigation radio updating will support the required accuracy. It is, nevertheless anticipated that RNAV approaches will more frequently be associated with the GPS FMS navigation updating. Refer to chapter 3 below for RNAV approach.
Airbus models without FMS but INS (A300 B2/B4s). Airbus models with FMS but without GPS PRIMARY. Airbus models equipped with FMS and GPS PRIMARY. The demonstrated RNP capability of Single Aisle and Long Range Airbus with GPS is indicated in the Flight Manual for en route, terminal and approach. The Flight Manual of Wide Body Airbus with GPS will be progressively updated (2004) accordingly.
Aircraft without GPS PRIMARY
For these aircraft, navigation performance depends on radio navaid updating, and on the time since the last radio update or INS/IRS ground alignment. The RNP is based on the assumption that the ground radio navaid infrastructure supports the level of accuracy. Outside radio navaid coverage, navigation performance is determined by the INS/IRS drift rate, which implies a time limitation in direct relation to the RNP value to be achieved.
Aircraft with GPS PRIMARY
When GPS PRIMARY is available in flight, onboard navigation performance exceeds the currently known requirements for any kind of route, including RNAV approaches with RNP 0.3 and RNP as low as 0.1 for some navigation system definitions. The availability of GPS PRIMARY, on any given route, is a function of the:
Satellite constellation configuration Aircraft equipment Aircraft’s geographical position Required navigation accuracy
Depending on which type of RNP value is envisaged, and which type of navigation mode is available if GPS PRIMARY is lost, a preflight verification of GPS PRIMARY availability may be required for the planned route.
For example, the navigation system of A300 B2/B4s equipped with GNLU can either use GPS or radio sensors. When the aircraft is outside radio navaid coverage, GPS becomes the sole means of navigation, therefore GPS availability must be verified prior to the flight (limited “RAIM holes” can be acceptable, refer to Annex 5.3).
For other Airbus models, IRS navigation is available as an ultimate means of navigation. Therefore, a temporary loss of GPS PRIMARY may be acceptable en route or in terminal area, depending on the RNP value.
If GPS accuracy is needed for a Non Precision Approach, at destination or at alternate, then the GPS availability at the ETA at this airport may have to be checked prior to departure. Refer to the Flight Manual to check this requirement for a specific navigation system configuration.
A300 B2/B4s with INS
The navigation system of these aircraft consists of one, two, or three INS that supply geographical position and navigation data to fly a flight plan entered in the system. Some of these aircraft are equipped with a function that "automatically" (with manual navaid selection) updates the INS position with radio sensors. This navigation system may be authorized to operate within RNP airspaces but with time limitations. Authorization will be given on an individual basis, by the authority in charge of the applicable RNP airspace. Authorities may consider, for example the applications of A300 B2/B4 Operators that intend to fly within the European Basic RNAV airspace with INS equipment. But Basic RNAV capability will be limited to 2 hours from the time of INS ground alignment.
For INS with position radio updates, certified in compliance with AC 90-45A (1) , the time limitation may be calculated starting from the last radio update provided the Operator can show to the authorities that adequate procedures have been developed and trained.
(1) Not demonstrated by Airbus during Type Certification.
The INS is considered to meet all RNP-10 requirements up to 6.2 flight hours. This time starts when the system is placed in navigation mode, or when the system discontinues radio updating. FAA order for RNP 10 does not require compliance with AC 90-45A or equivalent standard to take benefit of en route radio updating, but the Operator must demonstrate the effect of update accuracy on the time limit, or may use the 1-hour time reduction for radio updates indicated in FAA Order 8400.12A, §12,e. Authorities in charge of a particular airspace may specify a different time limitation (Refer to ICAO Doc 7030).
In reference to FAA Order 8400.12A, aircraft eligibility for RNP-10 is classified in Group 2 paragraph 12.b.(2);(Aircraft with INS, complying with FAR 121 App. G).
A300-600s and A310s without GPS PRIMARY
The navigation system of these aircraft consists of 2 FMS, 3 IRS, and radio navaid sensors. The FMS uses radio sensors for position updates, or the mixed IRS position, if radio position is lost. This navigation system is certified, in compliance AC 90-45A, as indicated in the Flight Manual. Compliance with this AC is considered to be satisfactory by JAA TGL 2 (ACJ 20 X4, AMJ 20X-2) for European Basic RNAV. Compliance with TGL 10 for Precision RNAV in terminal area has also been demonstrated and is stated in the Flight Manual. For these aircraft, navigation performance is mainly determined by the radio navaid ground infrastructure. In the European airspace, the operators can assume that the navaid ground infrastructure will support the RNP Type for Basic or Precision RNAV.
Outside radio navaid coverage (when in IRS ONLY), the RNP-X Type of capability will be maintained during a certain lapse of time, based on the demonstrated IRS drift rate, starting at IRS ground alignment or at the last FMS radio update. This navigation system is considered to meet all RNP-10 requirements during 6.2 flight hours since the IRS is placed in navigation mode, or 5.7 flight hours when the FMS
discontinues radio updating. If the FMS is updated enroute, the Operator must demonstrate the effect of update accuracy on the time limit or may use the half hour time reduction for automatic VORDME updates indicated in FAA Order 8400.12A, §12,e. Authorities in charge of a particular airspace may specify a different time limitation (refer to ICAO Doc 7030).
In reference to FAA Order 8400.12A, aircraft eligibility for RNP-10 is classified in Group 2, paragraph 12.b.(1);(aircraft with FMS and ND).
A318/319/320/321s, A330s and A340s without GPS PRIMARY
The navigation system of these aircraft consists of 2 FM, 3 IRS and radio navaid sensors. The FM uses radio sensors for position updates or the mixed IRS position, if radio position is lost. This navigation system is certified, in compliance with the AC 20- 130A, as indicated in the Flight Manual. This navigation system also complies with the JAATGL2 (ACJ20 X4, AMJ 20-X2) for European Basic RNAV and TGL 10 for Precision RNAV in terminal area.
For these aircraft, navigation performance is mainly determined by the radio navaid ground infrastructure. In the European airspace, the operators can assume that the navaid ground infrastructure will support the RNP for Basic or Precision RNAV.
Outside radio navaid coverage (when in IRS ONLY), the RNP-X Type of capability will be maintained during a certain lapse of time, based on the demonstrated IRS drift rate, starting at the last IRS ground alignment or FMS radio update. This navigation system is considered to meet all RNP-10 requirements during 6.2 flight hours since the IRS is placed in navigation mode, or 5.7 flight hours when the FMS discontinues radio updating. If the FMS is updated enroute, the Operator must demonstrate the effect of update accuracy on the time limit or may use the half-hour time reduction for automatic VORDME updates indicated in FAA Order 8400.12A, §12,e.
Authorities in charge of a particular airspace may specify a different time limitation (refer to ICAO Doc 7030).
A300-600s, A310s, A318/319/320/321s, A330s and A340s with GPS PRIMARY
The navigation system of these aircraft consists of 2 FMS, 3 IRS, 2 GPS and radio navaid sensors. The GPS position is primarily used for FMS position updates, however if GPS PRIMARY is lost, FMS reverts to radio update or to IRS ONLY navigation when outside radio navaid coverage. This navigation system is certified in compliance with FAA AC 20-130A and TSO C-129, and meets the requirements of Class C-1, or C3, for navigation enroute, in terminal area and in approach. It also complies with JAA TGL 2 (ACJ20 X4, AMJ 20X-2) for European Basic RNAV and TGL 10 for Precision RNAV in terminal area.
When GPS PRIMARY is available the navigation performance is:
RNP-0.3 when AP or FD is used in approach. RNP-0.5 in terminal area. RNP-1 en route.
Some Airbus with specific navigation equipment are approved to fly instrument procedures with RNP as low as RNP 0.1 with use of AP. Refer to the Flight Manual.
When GPS Primary is lost outside radio navaid coverage:
RNP-X capability will be maintained in IRS ONLY for a certain lapse of time, based on the demonstrated IRS drift rate.
In reference to FAA Order 8400.12A, aircraft eligibility for RNP-10 is classified in Group 1, paragraph 12.a;(aircraft with RNP capability certified in Flight Manual) or Group 2 paragraph 12.b (5)
A300 B2/B4s with GNLU (FMS+GPS)
The navigation system of these aircraft consists of 2 FMS, 2 GPS, and radio navaid sensors. The GPS position is primarily used for FMS position updates, but if GPS PRIMARY is lost, the FMS reverts to radio updates or to dead reckoning (DR) mode when outside radio navaid coverage. This navigation system is certified in compliance with FAA AC 20-130A, Class C-1, for navigation en route, in terminal area and for approach. It also complies with JAA TGL2(ACJ20 X4, AMJ 20X-2) for European Basic RNAV and TGL 10 for Precision RNAV.
RNP-0.3, when AP or FD is used in approach. RNP 0.5 in terminal area. RNP-1 en route in domestic areas RNP-2 in oceanic or remote areas.
When GPS PRIMARY is lost, Basic RNAV en route and Precision RNAV in terminal area are still available.
In reference to FAA Order 8400.12A, aircraft eligibility for RNP-10 is classified in Group 1 paragraph 12.a;(aircraft with RNP capability certified in the Flight Manual), or Group 2 paragraph 12.b(5).
For operations outside radio navaid coverage, GPS availability must be verified prior to the flight (small RAIM holes, are acceptable, refer to annex 5.3).
Figure 3 below gives for information the compliance status with the main airworthiness regulations for the different Ai rbus navigation system configurations.
Figure 4 below gives the references in FAA order 8400.12A to be used to support the RNP 10 eligibility for the different Airbus navigation system configurations. This reference supports the Airline’s operational approval application for RNP10.
Figure 3: Status of Airbus Navigation Systems’ Compliance
A320,A330,
With GNLU
A320,A330,A340
AC 25-4
TSO C115
ED75/DO236
AC 90-45A satisfactory for TGL
Performance criteria in IRS ONLY
With FMS2
Figure 4: RNP-10 Navigation System Eligibility
Compliance according to FAA 8400.12A, paragraph
FAA 8400.12A
All Airbus models with GPS
Gr. 1 or
§ 12.b(5)
Airbus with FMS and ND Without GPS
§12.b.(1)
A300 B2/B4 with INS Without GNLU
§ 12. b. (2)
A300 B2/B4 with GNLU
§12.b.(5)
Refer also to the AFM
MEL requirements are based on the type of RNP airspace and the type of instrument procedures. For airspace within radio navaid coverage, one RNAV system will be normally required, taking into account that conventional navigation from navaid to navaid and radar guidance remains available in case of system failure. Two systems may be required for instrument procedures with flight path below MSA. For airspace outside radio navaid coverage, two RNAV systems are required to ensure the appropriate redundancy level.
The Airbus MMELs do not include specific B-RNAV, P-RNAV or RNP-10 requirements. Operators have to refer to the applicable regulation in preparing their MEL, as indicated in the examples below.
MEL requirements for European Basic RNAV and for RNP-10 are outlined below, and are compared to the main MMEL navigation requirements. Refer to the approved MMEL for an exhaustive review of the airline’s MEL.
MEL Requirements for European Basic RNAV airspace
References: TGL2, JAR OPS 1.865, Airbus MMEL
A320, A330, A340, with or without GPS.
TGL2(AMJ 20X2)
JAR OPS 1.865 Requirements
(lateral guidance)
As required by the regulation
EFIS CRT
Flight Plan Data on ND (MAP information)
On 2 ND in ROSE NAV or ARC mode
VOR data on ND or DDRMI
On 1 ND or 1 DDRMI
On 2 ND in ROSE VOR mode (or 1 ND + 1 DDRMI)
to be taken into account in the airline’s MEL.
The figures in bold are related to requirements that are above the Airbus MMEL, and that need
* 1 VOR, if sub-paragraph (c) (vi) of the JAR OPS 1.865 does not apply.
Example 2: A310s, A300-600s with or without GPS
On 2 ND in MAP mode
VOR data on ND, or on DDRMI
On 1 ND in ARC or ROSE mode (or on 1 DDRMI)
On 2 ND in ARC or ROSE mode (or 1 ND + 1 DDRMI)
NAV/VOR/ILS switch
to be taken into account by the airlines’ MEL.
* Two FMS may be required, for aircraft without FMS switching.
**1 VOR, if sub-paragraph (c) (vi) of the JAR OPS 1.865 does not apply.
The figures in bold are related to requirements that are above the Airbus MMEL and that need
Example 3: A300 B2/B4s with GNLU
JAR OPS 1.865
FMS/GPS (GNLU) (lateral guidance)
ND LCD
On 1 ND in MAP mode
VOR data
On 1 ND in HSI or ARV mode (or 1 DDRMI)
On 2 ND in HSI or ARV mode (or 1 ND+1 DDRMI)
NAV/OR/ILS switch or NAV/RAD switch
* 1 VOR, if sub-paragraph (c) (vi) of the JAR OPS 1.865 does not applies.
MEL Requirements for RNP-10 airspace
Reference: FAA Order 8400.12A, JAR OPS 1.865 and 1.870, A340 MMEL
Example: A340s with GPS PRIMARY
JAR OPS 1 Requirements
1 +1 B/UP NAV*
1 + 1 B/UP NAV*
Outside radio cov.
On 2 ND in ROSE VOR mode (or 1 ND+1 DDRMI)
to be taken into account by the airlines’ MEL. * 1 VOR, if sub-paragraph (d) of the JAR OPS 1.865 applies. ** In B/UP NAV GPS, FMS update is unavailable.
Operators’MELs are expected to include the
requirements applicable to the areas in
which they intend to operate, in accordance with the operational regulations. Refer to
ICAO Doc 7030 “Regional Supplementary Procedures” and JAR OPS 1 or FAR 121, or the applicable national regulation.
The operational requirements and procedures are determined by the type of RNP route or airspace, and will differ for:
RNP enroute, or terminal area within radio navaid coverage RNP enroute, in oceanic, or remote areas. RNAV approach, based on RNP (see chapter 3 below).
The level of performance (RNP value) also has an effect on these operational requirements and procedures, and on aircraft equipment (GPS, or no GPS).
Operator are responsible for addressing the following steps prior to beginning operations within an RNP airspace:
Verify aircraft certification status. Collect adequate flight crew information. Establish MEL repercussions. Implement adequate flight crew training and verify Operations Manual repercussions. Apply for operational approval, if required by national authorities or by regulation.
Flight Crew Training and Operations Manual Complement
The use of the RNAV system (FMS, FMGS, INS) is integrated in the Airbus Flight Crew Type Rating training course. No additional crew training is required on RNAV systems knowledge and procedures to use the system. The Airbus FCOM provides the necessary RNAV system (FMS, INS, GNLU) description and procedural information. General RNP procedures are published for:
A310/A300-600:
FCOM, Section 2.18.95.
A320/319/321:
FCOM, Section 2.04.55.
A330/A340:
FCOM, Section 2.04.50.
For all Airbus model with GPS, the Flight Manual has appropriate reference to justify the RNP capability.
2.4.1 B-RNAV (RNP-5 Type), P-RNAV (RNP1 Type) or equivalent RNP-4 Type of operations based on radio navaid infrastructure
It is normally the airspace administration’s responsibility to support the required navigation performance by providing the adequate navaid infrastructure. NOTAMs are expected to be published when a navaid failure may affect the navigation performance on a given route.
In the European airspace, the P-RNAV will be supported by the ground navaid infrastructure for FMS radio-update. Therefore GPS is not mandatory.
RNAV SID’s and STAR’s procedures are becoming increasingly common, but in general these existing RNAV procedures are for the time being (2003) not associated with a RNP value. Some of these procedures may become P-RNAV procedures in the future.
Aircraft Certification Status
Basic RNAV has been implemented in 1998 within the European airspace. Each State has published in its AIP the range of FL where B-RNAV applies. All Airbus with FMS comply with TGL2 (ACJ 20 X4, AMJ 20-X2) or AC 90-45A. B-RNAV is a RNP-5 Type of operation, based on either radio or GPS navigation. For Airbus aircraft, this signifies FMS navigation with either radio navaid or GPS updating. A single RNAV system is required.
TGL2 (ACJ 20 X4, AMJ 20-X2) has a provision to support B-RNAV operational approval of INS- equipped aircraft complying with AC 25- 4 and AC 90-45A for radio update capability. As A300 B2/B4s with INS are certified in accordance with AC 25-4 and FAR 121 appendix G, this navigation system is capable of Basic RNAV within European airspace with a time limitation of 2 hours since INS ground alignment. Operators may be authorized to benefit from INS radio update capability if they demonstrate compliance with criteria of AC 90-45A (1) .
(1) Not demonstrated by Airbus
If an INS radio update is anticipated, Operators may have to establish procedures for:
INS ground alignment (FCOM) INS radio updates (FCOM) Frequency of INS radio updates Navaid selection criteria, etc.
Precision RNAV (RNP1 Type) terminal procedures start to be implemented within European airspace since 2003. The aircraft navigation system needs to comply with JAA TGL 10 (see Annex 5.2) to fly these procedures. Compliance with TGL 10 has been demonstrated for all Airbus models with an FMS or GNLU. P-RNAV is a RNP-1 Type of operation, based on either radio or GPS navigation. For Airbus aircraft, this signifies FMS navigation with either radio navaid or GPS updating. A single RNAV system is normally sufficient, except for specific procedure segments below MSA, or where no radar coverage is available. For such procedures, a dual system may be required and mandated on the relevant procedure chart.
Operators can assume that the ground radio navaid infrastructure (DME/DME or VOR/DME) will be sufficient to support RNP-1 when flying a published P-RNAV terminal procedure. IRS coasting is permitted for short periods of time, compatible with RNP-1 (typically a few minutes).
The Operator shall collect, in the national AIP, the routes and airspace vertical and lateral limits where RNP capability and procedures are implemented. Also refer to the ICAO Doc 7030 “Regional Supplementary Procedures”, and to the information published by the authority, administering the specific airspace where flights are intended.
Eurocontrol Standard Document 03-93 for Basic RNAV in Europe. JCAB AIC Nr 005 for RNP-4 in Japan
Particular contingency procedures, in the event of an RNP-X capability loss, may also be published in the above documents and in TGL2 and TGL10 for B-RNAV and P-RNAV respectively. In most cases, crew action will be to inform the ATC, which may require the aircraft to leave the RNP airspace or to use routes that are based on conventional radio navigation. Airlines may have to complement their route manual or operations manual with the above information. To inform the ATS in advance that the aircraft has the appropriate RNP capability, the letter "R" should be added in Box 10 of the ICAO ATC Flight Plan.
Additional information, which can be used by airlines to complement the FCOM or Operations Manual is provided below.
Loss of RNP-X capability
When the GPS PRIMARY is not operative or GPS not embodied, the crew must monitor the FMS position using navaid raw data (Refer to FCOM procedures). Any discrepancy between navaid raw data and FMS position, with a magnitude similar to the RNP-X value, shall be considered as a loss of RNP capability.
Aircraft without GPS:
A300-600s and A310s with R/I indication on the CDU.
The RNP-X capability should be considered as lost, if the system remains in IRS ONLY navigation for more than the approved time limit (2 hours for Basic RNAV in Europe).
Airbus models with HIGH/LOW accuracy indication on the (M)CDU. There are 3 distinct FMS standards in this category:
a) FMS standards not compatible with the GPS installation where the required
accuracy is a function of the area of operations and is not modifiable:
3.41 NM
0.61 NM with VOR/DME update
0.36 NM with DME/DME update
For these aircraft, when LOW accuracy appears enroute on the (M)CDU, the RNP-5 or RNP-4 capability is not necessarily lost. It means that the Estimated Position Error is larger than 3.41 NM. Nevertheless, we consider that it is conservative and not penalizing to use the appearance of the LOW accuracy message as a reminder to the crew, requesting immediate navigation accuracy crosscheck with radio navaid raw data. If no raw data is available, the LOW indication or the time in IRS ONLY, remains a valid criteria to determine the loss of RNP capability.
b) FMS standards compatible with the GPS installation, where required accuracy
is defaulted as above, but where an accuracy value equal to the RNP-X can be entered on the (M)CDU. For such aircraft, the RNP -X capability should be considered as lost when LOW accuracy appears on the (M)CDU, with “X” entered as the required navigation accuracy.
0.3 NM if a GPS IAP is selected
0.5 NM for other cases (this default value can be modified by the operator). With FMS2, a RNP-X value can be as well manually entered on the MCDU.
Reminder: LOW is displayed on the (M)CDU when the Estimated Position Error (EPE) (95% probability), calculated by the FMS, is larger than the required accuracy.
Aircraft with GPS:
When GPS PRIMARY is available, all RNP requirements are fulfilled typically up to:
Enroute: RNP 1,
In terminal area: RNP -0.5,
In approach: RNP 0.3 when AP or FD is used, RNP 0.1 for specific navigation system definitions (refer to the Flight Manual)
When GPS PRIMARY LOST is displayed, the RNP capability is maintained in the conditions described above for aircraft without GPS. (M)CDU Messages such as FMS1/FMS2 POS DIFF, or CHECK A/C POSITION, may also indicate a RNP capability loss, unless the faulty system has been identified and the healthy system is used for navigation and is monitored.
If RNP-X capability is lost, the crew must inform the ATC, who may require the aircraft to leave RNP airspace. If both FMS fail (or all INS for the A300 B2/B4 without GNLU), RNP and RNAV capability are also lost. The crew must revert to conventional radio navigation and inform the ATC for rerouting or radar assistance.
Conditions to enter RNP airspace
RNP airspace can only be entered if the required equipment is operative. If only one RNAV system is required to enter RNP airspace within radio navaid coverage, this basically signifies that, for Airbus aircraft the following equipment is operative:
One FMS (or 1 INS) One (M)CDU One VOR One DME Two NDs with flight plan (or 2 HSI) Navaid raw data on ND or DDRMI.
For P-RNAV in terminal area, two systems may be required for instrument procedures (SID, STAR) with flight path below MSA.
P-RNAV terminal instrument procedures
The SOPs for flying P-RNAV instrument procedures are not very different from conventional terminal area navigation using FMS, and Airbus SOPs are generally applicable. P-RNAV STARs, TRANSITIONs or SIDs must be extracted from the FMS
Navigation Database to be inserted in the FMS F-PLN. The construction of an RNAV terminal procedure, by inserting pilot’s defined waypoints, is not authorized.
The RNAV terminal procedure, as extracted from the FMS navigation database, can only be modified by the crew if authorized by the ATC, using DIR TO function to a waypoint belonging to the procedure or waypoint loaded from the database, or flying in HDG/TRK to intercept a leg of the procedure).
RNP 1 accuracy should be checked or entered on the MCDU's PROG page, unless GPS PRIMARY is available.
Use of the AP or FD in NAV mode is required in order to meet the accuracy requirements of P-RNAV.
P-RNAV capability should be considered lost, if both FMS are failed, or if one of the following messages is triggered (example for the LR family of Airbus):
NAV ACCUR DOWNGRAD, and FMS navigation accuracy cannot be cross-checked with
navaid raw data, FMS1/FMS2 POS DIFF
CHECK IRS 1(2) (3)/FM POSITION
ECAM: FM/GPS POS DISAGREE
ECAM: FM/IR POS DISAGREE
If the crew can positively identify that only one FMS gives an inaccurate position, P-RNAV operation can be resumed with the other FMS, unless the terminal procedure requires two systems.
The ATC must be informed, in case of a P-RNAV capability loss. The procedures must be discontinued, if radar or conventional navigation means are unavailable.
Airline’s national Authorities may, by regulation, leave up to the airlines to comply with RNP airspace requirements, or may require a documented application for formal operational approval depending of the Type of RNP operation. If a formal application is required, Authorities may review all RNP-X aspects, including:
Aircraft capability, operational documentation amendment, and crew training.
RNAV and RNP may be included in the Operator’s AOC list of Special Authorizations.
Airlines are, therefore invited to contact their national Authorities for information on the applicable process. A300 B2/B4 Operators, (without GNLU) may also have to substantiate the procedures and time limitations for INS use.
The JAA TGL 10's operational section requires operational approval to be granted by the national Authorities, based on Operator demonstration that TGL 10's crew training, procedure, and documentation requirements are met. Due to the fact that the navigation integrity is also dependent on the validity of the FMS Navigation Database when flying RNAV instrument procedures, the JAA TGL 10 requires that the FMS navigation database be validated by the operator unless it is produced by an approved supplier that complies with the EUROCAE/RTCA ED-76/DO200A, Standard for Processing Aeronautical Data. Only instrument procedures with flight path below the MSA need to be validated.
2.4.2 RNP-10 in oceanic or remote areas
Operators are responsible for addressing the following steps prior to beginning operations within such an RNP airspace:
Verify aircraft certification status. Collect adequate flight crew information. Verify that the intended route is possible, if the navigation system is time-limited for aircraft without GPS. Establish MEL repercussions. Implement adequate flight crew training and verify Operations’ Manual repercussions. Apply for operational approval, if required by national authorities.
The compliance with the airworthiness requirements of FAA 8400.12A for RNP-10 is indicated in the Flight Manual of all FBW Airbus.
Airbus aircraft with GPS PRIMARY
A310s, A300-600s, A319/320/321s, A330s and A340s, equipped with GPS PRIMARY, have an RNP capability statement certified in the Flight Manual. When GPS PRIMARY is available, the navigation system is capable of RNP-10 enroute without time limitation.
For these aircraft, if GPS PRIMARY is temporarily lost, IRS navigation is available. The probability of losing GPS PRIMARY long enough to exceed the RNP-10 accuracy requirement is very unlikely. Therefore, for these aircraft, GPS availability does not need to be verified before flight for RNP-10 capability.
A300 B2/B4s equipped with GNLU also have an RNP capability statement certified in the Flight Manual. The GNLU is capable of RNP-1 enroute but, outside radio navaid coverage, it will revert to a “dead reckoning” (DR) mode, if GPS availability is lost. Therefore, GPS availability must be verified for the intended route before flight. This can be done with an approved GPS availability ground prediction program.
Airbus aircraft without GPS PRIMARY
RNP capability of these Airbus aircraft is not indicated in the Flight Manual. However, they are eligible with reference to the provisions of FAA Order 8400.12A. Refer to Figures 2 and 3 above, for Navigation System Compliance status and for RNP-10 eligibility as per FAA Order 8400.12A.
The RNP-10 capability of these aircraft is time-limited from the moment of IRS/INS ground alignment or the last radio update, when leaving radio navaid coverage.
This time limitation is based on an assumed 1.6 NM/h drift rate (crosstrack or along track drift rate) with a 95 % probability of IRS's or INS's installed on Airbus aircraft. This is equivalent to the 2 NM/H radial drift rate requirement with 95% probability. Therefore, a 6.2 hours limitation is normally acceptable for RNP-10, starting from IRS/INS ground alignment.
For FMS-equipped aircraft, it is more advantageous to define a time limitation since the last FMS position radio update. However, in this case, it is necessary to assess the effect of radio update accuracy on the time limit.
Considering that VORDME updating may be the last to occur, and taking into account
the time limit reduction of FAA Order 8400.12A §12 (e) the time limit to maintain RNP-10 capability since the last FMS radio update will be 5.7 hours (6.2h-0.5h=5.7h). For A300 B2/B4s equipped with INS, which have radio update capability, the effect of update accuracy on the time limit is a function of the update procedure. Using §12 (e) of FAA Order 8400.12A, a 5.2 hours time limit can be proposed. Some Authorities have set this time limit at 4.5 hours.
If INS radio updating is anticipated, Operators may have to establish procedures for:
INS ground alignment (FCOM) INS radio update (FCOM) Frequency of INS radio update Navaid selection criteria, etc
Operators shall collect, in the national AIP, the routes and airspace vertical and lateral limits where RNP capability and procedures are implemented. Also refer to the ICAO Doc 7030 “Regional Supplementary Procedures”, and to the information published by the authority, administering the specific airspace where flights are intended. Particular contingency procedures in the event of an RNP-X capability loss, may also be published in the above documents. Airlines may have to complement their route or operations’ manuals with the above information. To inform the ATS in advance that the aircraft has the appropriate RNP capability, the letter "R" should be added in Box 10 of the ICAO ATC Flight Plan.
Additional information, which can be used by airlines to complement the FCOM or Operations Manual data is provided below. Also refer to Appendix 4 of FAA Order 8400.12A, given in the Annexes.
Determination of the time limitation for aircraft without GPS PRIMARY
If the navigation system has time limitation since the last radio update Operators must
define which routes are in compliance with this limitation. For that purpose, the wind enroute shall be taken into consideration.
A calculation can be performed for each flight but the operator may elect to make only
one calculation, taking into account the statistical wind on the route with a 75 % probability.
Our suggestion is to determine the length of the flight segment in IRS only, as illustrated
Figure 5 : Estimation of flight length in IRS ONLY navigation
Loss of RNP-10 capability
Aircraft with GPS PRIMARY:
The probability of losing GPS PRIMARY long enough to exceed the RNP-10 accuracy requirement is very unlikely, unless both GPS receivers fail. In that case, the RNP-10 capability will be maintained in IRS ONLY navigation for 6.2 hours since the loss of the second GPS. For the A300 B2/B4s with GNLU, loss of both GPS receivers is equivalent to a loss of RNP -10 capability. Small RAIM holes can be acceptable (see annex 5.3)
If the FM/GPS POSITION DESAGREE message is triggered, the crew shall determine the distance between GPS and FM positions to evaluate the capacity to maintain
RNP-10.
Aircraft without GPS PRIMARY:
RNP-10 capability is maintained, as long as flight time in IRS ONLY has not exceeded 5.7 hours (5.2 hours with INS) or a duration acceptable to the Authorities.
For Airbus aircraft, equipped with an FMS standard compatible with GPS installation and with a required accuracy of 10 NM entered in the (M)CDU, the LOW accuracy message may appear before the 5.7 hours since the last radio update has elapsed. This message can be considered as an advisory. (M)CDU messages like FMS1/FMS2 POS DIFF, may also indicate an RNP capability loss, unless the faulty system has been identified and the healthy system is used.
If RNP-10 capability is lost, the crew must inform the ATC, who may require the aircraft to leave RNP airspace.
If both FMS are failed, including NAV BACK UP for the A330/340 (or all INS for the A300 B2/B4 without GNLU), RNP and RNAV capabilities are also lost.
In NAV BACK UP RNP10 is lost 6.2 hours after IRS alignment except for LR Airbus keeping GPS position in NAV BACK UP.
Conditions for entering the RNP-10 airspace
RNP airspace can only be entered only if the required equipment is operative. In most cases, two navigation systems must be operative before entering RNP-10 airspace, which means:
Two FMS (or 1 FM + 1 B/UP NAV for A330 and A340) Two (M)CDU Two IRS Two ND (or 2 INS and 2 HSI)
Airlines should review the specific requirement of a particular RNP -10 airspace in the ICAO Doc 7030 Regional Supplementary Procedures, or the AIP, or in the specific documentation published by Authorities that administer the airspace.
The expected RNP-10 capability must be available. This is ascertained by verifying that RNP capability loss (see above) conditions are not present. For aircraft without GPS, the FMS navigation accuracy must be verified before leaving radio navaid coverage
Airline Airworthiness Authorities may, by regulation, leave it up to the airlines to comply with RNP airspace requirements, or they may require a documented application for formal operational approval. If a formal application is required, the Authorities may review all RNP-10 aspects including aircraft capability, operational documentation amendment and crew training. RNP 10 operations may be included in the special authorizations list of the Operator's AOC.
Airlines are therefore invited to contact their national Authorities for information on applicable process. Airbus aircraft operators without GPS shall also propose to their national Authorities a time limitation in IRS/INS ONLY navigation.
RNAV INSTRUMENT APPROACH PROCEDURES (RNAV IAP)
RNAV Introduction
Area Navigation (RNAV) is a navigation method that enables aircraft operations on any desired flight path within station-referenced navigation aids or within capability limits of self-contained aids, or a combination of both.
An RNAV system may be used in the horizontal plane, which is known as lateral navigation (LNAV), but may also include functional capabilities for operations in the vertical plane, known as vertical navigation (VNAV).
The RNAV (lateral) has been used for years in oceanic and remote area environment, and more recently, for continental routes in high traffic density environments (Basic RNAV). RNAV is now also used in Terminal Areas for SID, STAR and Instrument Approach Procedures (IAP) of NPA type.
The term “RNAV IAP” covers different kinds of approaches:
RNAV approach, not associated with an RNP.
RNAV approach requiring GPS accuracy, sometimes called GPS (stand-alone)
approach. RNAV approach with associated RNP value, independent of the navigation sensor being used (GPS, DME).
To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the FMS for Airbus aircraft.
All Airbus aircraft models with an FMS are capable of flying these types of approaches, with variable conditions, depending of the availability of the GPS PRIMARY function. GPS PRIMARY means GPS with RAIM integrity or the equivalent (Litton AIME). For A300B2/B4s installation of the GNLU is mandatory. This chapter will deal mainly with the FMGC standards called “GPS capable” with, or without, GPS and the FMS2 of the FBW Airbus aircraft family.
Conventional NPA also is commonly flown with NAV and FINAL APP mode, and with the related radio navaids actively monitored. This type of approach will not be discussed in this document unless the approach can be flown with the reference radio navaids unserviceable, or the onboard equipment inoperative or not installed. In this case, the approach should be considered as an RNAV approach.
Types of RNAV Approach Procedures (IAP)
RNAV IAP Requiring VOR DME Radio Updating
The first type of RNAV IAP that were developed and published were intended for navigation systems using a selected nearby VOR with a collocated DME to compute the aircraft position. This type of system was limited to LNAV.
The IAP was made up of waypoints, determined by a radial and a distance to this reference navaid. The approach chart indicated the bearing and distance that had to be checked by the crew at each significant waypoint (IAF, FAF,….) when flying over it.
This type of IAP can be flown with the FMS of Airbus aircraft, provided the approach is properly coded in the navigation database and the reference navaid is selected and monitored. However, for the most part, or at least for airports having large commercial traffic, this type of IAP is no longer used.
This type of navigation equipment is called /F or /E “capable” because the letter F or E has to be written in the field relative to the aircraft navigation capability of the FAA flight plan form. Note that the ICAO flight plan form is completely different from the FAA’s one and that /F or /E is either not existent or has different meaning. For approach, the FMS position is automatically updated with two DME signals or, with one VOR and one collocated DME signal. There is no specific requirement on navigation accuracy (no associated RNP). Sometimes, specific VOR/DME or DME’s may be required to be operative and NOTAM shall be checked. The same type of equipment may also be required for RNAV SID and STARS (see paragraph 2.4.1 above). All Airbus aircraft with FMS or GNLU can fly these types of procedures. These IAP procedures can be flown with a GPS-updated FMS provided the approach is coded in the WGS 84 coordinate system or equivalent. Otherwise, GPS should be deselected.
These IAP are sometimes published as GPS approaches. They require a navigation system with GPS position update and RAIM integrity or equivalent (Litton AIME).
This type of navigation equipment is sometimes called /G, because the letter G has to be written in the field relative to the aircraft navigation capability of the FAA flight plan form.
These approaches are necessarily coded in the WGS 84 coordinate system. In the US, these IAP will be progressively renamed RNAV(GPS) approaches. All Airbus aircraft with the GPS PRIMARY function can fly this kind of IAP.
RNP 0.3 is the current navigation accuracy standard in approach. RNP 0.3 means that the aircraft position error must be less than 0.3NM, with a probability of 95%. RNP values as low as 0.1 will be certified in 2004 on Airbus with a specific navigation system configuration. Refer to the Flight Manual for demonstrated value of RNP. Normally, an FMS with GPS updating is required to demonstrate RNP 0.3, but the same RNP value can be achieved by an FMS with DME/DME updating, provided the density and the geometry of DME ground facilities is sufficient to support it. If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP 0.3 RNAV approaches without GPS. Specific DME may need to be operative and NOTAM shall be checked. All Airbus aircraft with the GPS PRIMARY function can fly this type of IAP.
GPS PRIMARY unavailable, or GPS deselected or not installed
Airbus models, with FMS standards compatible with GPS, meet the navigation accuracy requirements of AC 20-130A. The required navigation accuracy (RNP) is function of the flight phase. For approach, the RNP is 0.3nm with DME/DME updating or 0.5nm with VOR/DME updating. If the pilot does not manually enter a value in the RNP field of the MCDU, the default values will be used and displayed. In fact, on the MCDU, the RNP is given as a radial equivalent to the XTK and, ATK default values. For example, RNP 0.3nm (XTK/ATK) becomes 0.36nm (radial).
The default values displayed on MCDU are the following:
Approach VORDME:
0.61nm
Approach DMEDME:
For the new generation of FMS standard, called FMS2, the default RNP are:
0.3nm (if GPS IAP is selected) 0.5 nm
In addition, with FMS2 the RNP can be defined in the Navigation Database for a specific procedure. For both FMS standards, the pilot can manually enter an RNP.
In the navigation system, the RNP has no other use than to control the HIGH/LOW navigation accuracy display, which is the result of a comparison with the Estimated Position Error (EPE) calculated by the FMS:
EPE > RNP EPE < RNP
A model, based on the FMS position-updating mode, computes the EPE.
This means that, when HIGH accuracy is displayed, the current estimated position error has at least 95% probability to be smaller than the RNP. In other words, the EPE is not an indic ation of the actual position error and only a comparison with independent raw data (navaid, GPS) can indicate the actual position error. The LOW accuracy display and the associated NAV ACCUR DOWNGRAD message should, therefore, only be used as indicators requiring actual navigation position confirmation with other means.
Consequently, without the GPS PRIMARY function, the navigation system performance
is dependent on ground navaid infrastructure.
In particular, DME ground facilities density and geometry must be sufficient to support
RNP 0.3 IAP with DME/DME updating can be acceptable, provided the DME coverage has been verified in flight or assessed, making use of a DME coverage model, unless the published approach chart indicates that DME/DME updating is granted.
GPS PRIMARY available
Airbus models with GPS PRIMARY meet the navigation requirements of TSO C129A for class C1, or equivalent, and AC 20-130A.
The RNP definition displayed on the MCDU is identical to the one in the above paragraph.
The EPE, calculated
GPS/GPIRS. It is usually quite small, which means that HIGH accuracy will normally be displayed with the RNP currently used for RNAV IAP.
by the FMS,
function of the figure of merit given by the
With the GPS PRIMARY function, the RAIM (Honeywell) or the AIME (Litton) in addition ensures navigation position integrity.
Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with:
- 99.9 % probable maximum error, assuming a satellite failure.
- Guaranteed containment distance, even with undetected satellite failures.
- Compared to an Alarm Limit (AL) function of the area of operation.
When the accuracy and integrity of the GPS navigation solution is not met, the GPS PRIMARY function is lost and a “GPS PRIMARY LOST” message is displayed.
For the type of vertical navigation considered in this document, the system compares the vertical position (barometric altitude) with a desired vertical profile derived from baro- referenced altitude data associated to waypoints, flight path angles, or defined vertical flight paths.
This type of vertical navigation is called BARO VNAV to differentiate it from the “GPS- referenced vertical navigation” provided, for example, by GLS.
All Airbus FBW aircraft, and A310/300-600 with the FMS standard called “VNAV”, are approved for BARO VNAV use in approach (FINAL APP mode), and have been shown to meet the intent of FAA AC 20-129. With Thales FMS, formal compliance with AC 20-129 has been demonstrated.
Due to the vertical flight path’s definition, vertical navigation accuracy is influenced by:
The along flight path horizontal position accuracy.
The baro-altitude accuracy, including the effect of low OAT.
3.4 Navigation Database
The use of NAV and FINAL APP modes is authorized provided the IAP to be flown can be extracted from the FMS navigation database. In paragraph 4.3 above, we addressed navigation system performance in term of position accuracy and position integrity, relative to a flight path defined in the navigation database. Therefore, the overall navigation function integrity must include the integrity of the navigation database. This is particularly true for RNAV approach as navaid raw data monitoring is unavailable.
The database providers and the FMS manufacturers will be required to be approved by the authorities showing compliance with the criteria of ED76/DO200A on Standards for Processing Aeronautical Data. As no database providers or FMS manufacturers are for the time being (2003) formally approved, the operators should perform their own validation of each RNAV IAP to ensure that the IAP is correctly coded, so that the aircraft in FINAL APP mode will fly a correct lateral and vertical flight path from FAF to the runway with the required obstacle margins.
When the database providers and the FMS manufacturers will be approved, the operators are recommended to perform nevertheless some kind of validation considering that during RNAV approach, without navaid raw data monitoring, an error of coding may be very difficult to identify.
In addition, this validation should be complemented by dedicated crew procedures.
New RNAV IAP lateral and vertical coding should be verified. A list of validated RNAV IAP should be provided to the crew, unless the invalidated procedures are removed from the navigation database.
Periodic navigation database release should be checked, preferably with automatic means to identify any IAP changes in comparison to the master file of validated procedures. Then, only the modified IAP need be re-validated.
Crew procedures should be complemented with recommendations on:
Approach vertical F-PLN verification with the MCDU and ND. Restrictions on approach F-PLN modifications. Monitoring of the remaining raw data.
The navigation database can be validated by flying each approach in a simulator or with the aircraft in VMC. Another way that can be envisaged is to check each IAP on a PC with simulation software. But this software should use the same algorithms as the FMS and the same performance model as the aircraft. The FMS manufacturers should be consulted on the adequacy of specific software for this purpose.
Another validation method is to perform the crosscheck with the navigation database listing obtained from the diskette delivered to the airline prior to its downloading on the aircraft. Dedicated software is necessary to read the navigation database, unless the diskette is delivered with the appropriate listing. All IAP for the envisaged destinations should then be verified, in comparison to the published approach charts.
The following data shall be verified:
Waypoint identifications Waypoint coordinates (as necessary) Distances between waypoints Approach course Crossing altitudes Flight Path Angle(s) Type of leg termination No waypoint common to a STAR or VIA and FAF, with different altitude constraints
The verification must ensure that the flight path, defined in the navigation database, will clear the minimum altitudes of the official publication.
Taking into consideration the fact that the crew is not authorized to modify IAP’s altitude constraints, the effect of very low OAT on obstacle clearance may have to be assessed. As appropriate, a minimum OAT below which the use of FINAL APP mode is prohibited should be established and indicated to the crew, unless this information is in the published approach chart.
RNAV IAP is generally designed with a FACF, a FAF, and a MAP at the RW. (With or without SDF)
CF or TF leg
50ft above RW
FACF = Final Approach Course Fix
= Step Down Fix
= Final Approach Fix
= Minimum Descent Altitude
= Runway Threshold
F.ALT = FAF Altitude feet
= Altitude crossing feet (if any)
= Flight Path Angle
= Distance NM
= Course to Fix leg
= Track to Fix leg
= Initial Fix (database definition)
= Waypoints shown on the MCDU, with associated altitude constraints
RNAV IAP Coding Requirements:
FPA ( 0°) must be coded at MAP and at each SDF between FAF and MAP. Altitude constraints must be coded at MAP, SDF, and FAF. Altitude constraints and FPA must match. AT or ABOVE constraint types can be used for SDF, provided they are compatible with the published IAP.
The MAP of an IAP listed as RNAV in the navigation database must be located at runway threshold (or not more than 0.1 nm before). The MAP of an IAP listed as GPS in the navigation database can be located at or before the runway threshold.
FPA=0°, at a MAP located at RW, will lead to an incorrect flight path calculation, and may cause an FMGS reset or a loss of FMGS predictions. Absence of FPA coding will lead to an idle segment. IAP coded with PI-CF leg (PROC-T) must not be flown in NAV mode (Refer to FCOM Bulletin on Use of Managed Guidance in Approach and NAV database validation). Therefore, RNAV approach must not be coded with a PROC-T.
3.5 Flight Crew Procedures
The SOP for RNAV approaches is published in the FCOM 3.03.19 section on Non Precision Approach. The main topics are reproduced and highlighted here below.
RNAV approach must be available in the FMS navigation database. RNAV approaches will normally be flown, making use of lateral and vertical managed guidance (FINAL APP mode).
The following are cases where lateral managed guidance, associated with vertical selected guidance (NAV/FPA), should be used:
When altitude corrections are necessary due to a very low OAT.
If an incorrect vertical coding has been identified in the navigation database.
RNAV approaches should be flown using the AP or FD.
Use of the AP in command down to MDA/DA is recommended, except in certain failure cases (refer to the FCOM and the Flight Manual).
A. Navigation systems without GPS PRIMARY
For RNAV approaches based on specified VORDME, the reference navaid must be operative and NOTAM shall be checked. For RNAV approaches based on DME/DME updates, Airlines (as part of their operational approval), or State Authorities should verify adequate navaid coverage. Specified DMEs may be required to be operative and NOTAM shall be checked.
RNAV approaches with RNP 0.3 based on DME/DME position update should be approved by the Authorities.
RNAV approaches requiring GPS accuracy or IAP published, as “GPS approach” normally cannot be flown without GPS PRIMARY, unless authorized by the Authorities.
An FMS position accuracy check with raw data must be performed prior starting the approach. Refer to the FCOM.
HIGH accuracy with the default RNP, or an appropriate manually-entered (or database) RNP, must be checked prior to starting the approach, and must remain displayed during the approach (except for RNAV approaches with specified reference VORDME, if raw data monitoring confirms correct navigation).
B. Navigation System with GPS PRIMARY
Any type of RNAV approach can be flown with GPS PRIMARY provided the IAP is published using the WGS 84 or equivalent coordinate system.
Unless an instrument approach procedure, not requiring GPS PRIMARY, is available at destination or destination alternate and if applicable at the required takeoff and enroute alternate, the availability of GPS PRIMARY at the ETA must be verified prior to flight with approved prediction software. Depending on the navigation equipment configuration, the GPS AVAILABILITY is based on the number of operative satellites in the GPS constellation or is predicted using an approved ground prediction software or prediction means available on the MCDU. For some navigation system configuration GPS PRIMARY is available worldwide, if 23 (24) GPS satellites or more are operative. As a reference, in the summer of 2001, the satellite constellation had 27 operative satellites. If the number of GPS satellites is 22 (23) or less, the availability must be checked using the approved ground-based prediction software.
To check GPS availability, it is necessary to know the status of the GPS satellite constellation and NOTAM shall be checked. NOTAM should also be reviewed to identify any relevant information on local GPS signal perturbation. Refer to the Flight Manual to determine how GPS PRIMARY availability must be checked and if a non GPS IAP must be available at destination or destination alternate.
No FMS navigation accuracy check with navaid raw data is required prior to starting the approach, provided GPS PRIMARY is displayed on the MCDU. The RNAV approach should be discontinued if GPS PRIMARY is lost, unless the RNAV approach based on the DME/DME position update is available and approved, and HIGH accuracy is displayed on the MCDU with the default RNP or an appropriate manually – entered RNP.
Before starting the approach, the crew must check the FMS F-PLN, on the MCDU and ND in PLAN mode with the CSTR displayed, starting from the beginning of the STAR down to the runway and the missed approach procedure, and verify the profile against the published RNAV approach chart.
For the final approach procedure, the crew should check:
That the waypoints are correctly sequenced from the current TO waypoint. The approach course. The waypoints and associated altitude constraints. The distance from FAF to RW. The approach angle (shown on the MCDU line above related waypoints) FPA ?0°at the MAP (which must be at runway threshold for RNAV IAP) FPA 0° must be defined at each Step Down Fix The altitude at the runway threshold. No procedure turn is part of the procedure (PROC-T indicated on MCDU).
When performing an IAP, using NAV and FINAL APP modes, modifications can be done to active F-PLN extracted from the navigation database, provided the following limitations are observed:
F-PLN modifications:
No lateral F-PLN modification from FAF (inclusive) to RW. Modification before FAF is permitted, provided the resulting flight path course change will not be so substantial as to prevent the aircraft from being laterally stabilized on the final approach course before reaching the FAF.
No altitude constraint modification from FAF to RW. Even in case of a very low OAT, no altitude correction can be entered by this means. This may require defining a minimum OAT, so that the vertical flight path will clear the obstacles with the required margin. This minimum OAT should be given to the crew, when appropriate. A minimum OAT may be published on the approach chart itself.
To benefit managed speed and have a correct DECEL point location, it is recommended that Vapp be entered as a SPD CSTR at FAF.
DIR TO:
DIR TO FACF is permitted, provided the resulting flight path course change at FACF will not be substantial as to prevent the aircraft from being laterally stabilized on the final approach course before reaching the FAF.
DIR TO FAF is permitted, provided the resulting flight path course change at FAF is minimal.
DIR TO/INTERCEPT TO FAF is recommended, provided the RADIAL IN corresponding to the final approach course (approach course+180°) is selected and the interception angle is not so large as to prevent the aircraft from being laterally stabilized on the final approach course before reaching the FAF.
Lateral F-PLN interception in HDG/TRK:
The F-PLN must be intercepted before FACF, and the interception angle should not be so large as to prevent the aircraft from being laterally stabilized on the final approach course before reaching the FAF, or
Before FAF, at the latest, provided the interception angle is small.
- Before arming NAV, check that the correct “TO” waypoint is displayed on the ND. - The intercept path in HDG/TRK must not cause premature sequencing of the FAF. The FAF should be sequenced in NAV mode, when established on a final approach course.
Vertical F-PLN interception:
Manage the descent so that the vertical F-PLN is intercepted before FAF at the latest.
For the type of RNAV IAP, based on a specified referenced VORDME, the approach navaid should be tuned, and the associated raw data displayed and actively-monitored to check correct radial and distance from the reference navaid, when flying over the approach waypoints. For the other RNAV IAP types, based FMS navigation using GPS or DME/DME position updates, no raw data is available for lateral navigation monitoring.
Vertical navigation should be monitored using the distance to waypoints, displayed on the ND and altimeter reading.
When APPR is selected on the FCU, the crew should verify:
Correct FMA display (APP NAV green, FINAL blue). Correct TO waypoint on the ND. Correct lateral flight plan and crosstrack error (XTK). Correct Vertical Flight Path deviation indication (V-DEV). Blue descent arrow at FAF, and correct F-PLN, including blue track, armed for Missed Approach. When passing the FAF, the crew should verify:
Correct altitude indication. Correct FMA display (FINAL APP green). Correct TO waypoint on ND. After passing the FAF when stabilized on the final descent, the crew should check:
Correct XTK, V-DEV, and consistent FPV. Correct altitude versus distance to the runway.
The IAP shall be discontinued, when one of the following warnings occurs:
GPS PRIMARY LOST (if GPS accuracy is required). NAV ACCUR DOWNGRAD (without GPS PRIMARY) . FM/GPS POS DISAGREE (if GPS installed and not deselected).
Crew Reporting
The crew must report any lateral or vertical NAV guidance anomaly to the Flight Operations. The report must be fully documented for further investigation and corrective actions, the following information should be reported:
Approach designation and airport. A/C type, MSN, GW, wind/temp. Navigation database cycle. Pilot selections, FMA, ND, MCDU displays. Description of anomaly, flight path. DFDR/QAR reading.
3.6 Operational Approval
Operational approval may be required by the national Authorities in order to perform RNAV approaches.
Operational Specifications.
This operational approval may be generic for any type of RNAV IAP, or specific for
equipment. Typically, when the aircraft is equipped with GPS PRIMARY, a generic approval should be obtained for any type of RNAV IAP published in the WGS 84 coordinate system and designed according to PANS OPS or TERPS criteria. Conversely, RNP 0.3 RNAV approach procedures based on DME/DME position updates, should be the subject of an operational approval for each individual approach, unless specifically granted on the published approach chart.
3.6.1 Navigation System Capability
The certified capability and the approved FMGS modes of operations are given in the Flight Manual. All Airbus aircraft models have RNAV approach capability, as indicated in Chapter 2 above, for each type of RNAV IAP. Airbus aircraft with GPS PRIMARY have a statement in the Flight Manual on RNP capability.
Weather minima need to be established-based on :
Published approach minima according to:
IC AO PANS OPS
FAA TERPS
Minima-acceptable to the national Authorities or in compliance with national regulations.
The aircraft certified capability:
For conventional NPA procedures, usually no limitation is given in the Flight Manual as the published MDA/H for this kind of approach is sufficiently high. However, for Airbus aircraft with GPS PRIMARY, the certified capability is indicated: minimum MDH/DH of 250 feet.
Minima are normally expressed in terms of horizontal visibility, or RVR and MDA(H), as for any conventional NPA. The FAA and JAA support the use of the DA(H) concept, rather than MDA(H), when baro-VNAV guidance is available. It is also supported by Airbus.
The new RNAV TERPS format gives different minima for LNAV/VNAV and for LNAV only.
For Airbus aircraft, LNAV/VNAV is when the FINAL APP mode is used, while LNAV only is when NAV and FPA modes are used.
The minima are expressed as:
DA(H) and RVR (or visibility) for LNAV/VNAV. MDA(H) and RVR (or visibility) for LNAV only.
In addition, the new TERPS format indicates the minimum OAT for Baro-VNAV use.
If RNP 0.3 is authorized with DME/DME updating and as appropriate the ground navaids that must be operative. IAP published today as GPS approach will be progressively renamed by the FAA as RNAV (GPS) IAP.
Minimum Equipment Requirements to start an RNAV IAP
Two FMGC’s must be operative, and if GPS is used, 2 GPS receivers must be operative before starting the approach.
The Airbus aircraft RNAV system is the FMGS. Flight crews are extensively trained to use this system from their first type rating course, and from routine use of the system. Therefore, no specific training is required to use the FMGS for RNAV approaches, unless the airline’s policy is to fly conventional NPA with selected FMGS modes only. In such a case, some refresher training, on the procedures for using NAV and FINAL APP modes in approach, can be accomplished during a recurrent training session.
The FCOM’s give the necessary system description information, and the corresponding procedures for using the RNAV system. Airlines need to establish RNAV approach procedures or use the FCOM SOP for RNAV. Flight crews need a general RNAV IAP briefing, which can be developed from this document.
3.7 RNAV Approach Design
Throughout the world, there are many airports, suitable for transport aircraft operation, that do not have available let down aid. On these airports, RNAV approach procedures (based on GPS) could be established and published without the need for large investments.
Airbus also encourages national authorities and airlines to develop RNAV procedures, based on GPS, in order to replace “old style”, conventional instrument procedures or open new airports to IFR traffic.
However, some recommendations need to be considered(*).
The RNAV approach design should:
Be based on accurate source data, recently surveyed, using WGS 84 geodetic
system. Meet the criteria of ICAO PANS OPS (or TERPS).
Be performed by personnel knowledgeable in instrument approach procedure
design. If the State authority itself does not design the approach, it should be nevertheless approved by the State authority and published in the national AIP. Consider aircraft capable of RNP 0.3 using GPS navigation.
Evaluate the GPS availability considering the ground environment
Take into account the aircraft category that is envisaged to operate on the airport.
Before publication or release for operational use, the flyability of the procedure should be verified:
In a full flight simulator to study the effect of environmental parameters, to
establish operational limitations as necessary, In flight, in good weather conditions with aircraft types typical for the envisaged operation to demonstrate the operational adequacy.
(*) Note: This list of recommendations is not necessarily comprehensive. State authorities or organizations specialist in this field activity should be contacted.
RVSM airspace is defined as an airspace or route where aircraft are vertically separated by 1000 feet (rather than 2000 feet) between FL 290 and FL 410 inclusive. The objective is to increase the route capacity of saturated airspace, while maintaining (at least) the same level of safety. This can be achieved by imposing strict requirements on equipment and on the training of personnel, flight crews and ATC controllers. As part of the RVSM program, the aircraft “altitude-keeping performance” is monitored, overhead specific ground-based measurement units, to continuously verify that airspace users are effectively applying the approved criteria and that overall safety objectives are maintained.
The concept was first implemented in the NAT MNPS area and associated airspace, from FL 330 to FL370 inclusive, beginning March 1997, and implemented in January
In 1998, 90% of NAT MNPS operations were conducted with RVSM-approved aircraft, and 75% use FL 330 to 370. From the outset, the RVSM concept has been validated; the “aircrafts’ altitude-keeping performance” is monitored by the Height Monitoring Units (HMU) of Gander and Strumble to ensure that the safety objectives are met. The NAT RVSM operational experience has revealed some case of:
Spurious TCAS messages Wake vortex encounters
However the few reported occurrences were considered to be not critical. The new generation of TCAS solves the TCAS events, and spacing or offset track in specific weather conditions will reduce vortex encounters. In some airspace the crew is free to fly a 1 or 2 NM offset to the right.
The subsequent RVSM implementation milestones were:
European RVSM within all ECAC (European Civil Aviation Conference) countries since January 2002,
Pacific, Australia and South China Sea
Mid East area at end of 2003
RVSM in the US National Airspace is planned for the end of 2004 or 2005 as well for South Canada, the Caribbean area and South America. Other states envisage RVSM implementation so that global RVSM will certainly become a reality in the future.
The JAA Temporary Guidance Leaflet (TGL) No. 6 (See Annex 5.4) was released for consultation in 1998. It is entitled: "Guidance Material on the Approval of Aircraft and Operators for Flight in Airspace above Flight Level 290 where a 300M (1000 feet) Vertical Separation Minimum is applied".
This JAA TGL No. 6 replaces the JAA Information Leaflet No. 23, which was applicable at the time of RVSM certification of most Airbus types. However aircraft certified in compliance with JAA IL No. 23, or FAA Interim Guidelines 91-RVSM, will not need to be re-investigated. These aircraft satisfy the airworthiness criteria of TGL No 6 and credit may be taken from the existing approval. A statement of compliance with TGL No.6 is progressively introduced in the Flight Manual of all Airbus types.
The changes incurred from JAA IL 23 to JAA TGL No. 6 are, in fact, minor except the introduction of a new appendix dedicated to specific procedures for European RVS M airspace (mainly ATC procedures).
All Airbus aircraft have RVSM capability, also valid for RVSM in Europe or for any RVSM area.
Aircraft manufacturers must demonstrate that the aircraft mean Altimetry System Error
(mean ASE) is
deviation, taking into account unit to unit variability and the effect of environmental
conditions, does not exceed 200ft.
better than 80 feet and that the mean ASE + 3 times its standard
The AP must be capable of maintaining the selected altitude within 65 feet under non turbulent, no gust conditions. The "soft altitude hold" mode (for Airbus models fitted with this AP/FM mode) still satisfies RVSM requirements.
The minimum required equipment for RVSM is:
Two independent altitude measurement systems One secondary surveillance radar transponder One altitude alert system One automatic altitude control system.
The rate of undetected altimetry system failures must not exceed 10 -5 per flight hour.
All Airbus models can meet these requirements with the appropriate configuration.
Any Airbus aircraft is considered to be a member of an aircraft group for the purposes of RVSM approval. A modification or SB number formalizes the RVSM data package implementation. This modification or SB is required for inclusion of the RVSM capability in the Flight Manual.
In addition, for some Airbus models, particular equipment standard is required. Refer to SIL 34-064.
The RVSM SB consists of a:
Visual check of static sources area and air data probes to verify the absence of impact or excessive skin waviness. Check, on ground, that altitude readings from all sources (*) are within the tolerances indicated given in the FCOM. Comparative check, in flight, that altitude readings from all sources (*) at three different Flight Levels.
*“All sources” signifies: ADR 1, 2 and 3 (or ADC 1 and 2) and standby altimeters, as applicable.
If all of the above checks prove to be satisfactory, the aircraft is capable of RVSM, and its Flight Manual can be revised accordingly. Airbus can deliver new aircraft with the RVSM data package and configuration implemented.
The MMEL for all Airbus model refer to the list of required equipment published in the Flight Manual and the FCOM. Generally speaking, the Airbus MMELs do not include specific RVSM requirements. Operators have to refer to the Flight Manual and FCOM in preparing their MEL.
Typically, the list of required equipment is as shown in the following table:
ADR or ADC
For some aircraft of the A320 family ADR1+ADR2 is required (refer to Flight Manual)
For altitude selection, Climb, Descent AP mode selection
For altitude alert function
PFD or Altimeters
Two independent indications
Operators must obtain operational approval from their national authorities to operate within RVSM airspace. To do so, applicant must ensure that the following items have been addressed:
Each individual aircraft is certified for RVSM:
The RVSM SB has been successfully implemented.
The equipment standard is adequate.
The operational documentation has been amended:
The Operations Manual includes the necessary information and procedures (FCOM provides the necessary information for all Airbus models).
The Airline MEL has been revised to comply with the Flight Manual list of required equipment.
The route documentation includes the specific requirements of the airspace being flown (For example, refer to ICAO Doc 7030-“Regional Supplementary Procedures”).
Flight crews have received adequate instruction, and briefing notes.
Airbus aircraft do not require specific schedule maintenance to keep RVSM capability. Only the tolerances on skin waviness have been revised when a repair to a structural damage is performed in the area of static probes.
The Airline should indicate what would be its participation to the height-monitoring program. Completion of this program is not a prerequisite for obtaining RVSM operational approval. The overall altitude keeping performance of a number of aircraft in its fleet may need to be monitored.
This demonstration can be made by flying over specific Height Monitoring Units (HMU), or by using of a GPS Monitoring Unit (GMU) which is an independent height monitoring system taken onboard the aircraft.
authorities, in charge of RVSM airspace, will analyze HMU or GMU data to
determine the average Altimetry System Error and the standard deviation for each aircraft type. For each Operator, about 60 % of aircraft pertaining to the same group may need to be checked. This percentage can be reduced considerably (10%) for aircraft types of the same design, with regards to the altimetry system for which an important number of individual aircraft have been checked, showing a high level of confidence independent of the operator. Typically three aircraft of the same type within 3 months after obtaining the RVSM operational approval, or two aircraft within 6 months after the introduction of a new type for an operator already RVSM approved with another type. For NAT RVSM, 2 HMU are in operation (Strumble in UK and Gander). For EUR RVSM, 3 new HMU are implemented in central Europe (Geneva, Nattenheim, and Linz), in addition to the HMU of Strumble.
RVSM procedures can be divided into two categories:
General procedures valid in any RVSM airspace Procedures specific to a given airspace.
General RVSM procedures are published in the FCOM for all Airbus models:
FCOM, Section 8.02.16
A300 FFCC
FCOM, Section 2.02.14
A310/A300-600
FCOM, Section 2.18.90
FCOM, Section 2.04.50
FCOM, Section 2.04.45
A generic summary of these procedures is provided below, for information only.
Check that the aircraft is approved for RVSM (Flight Manual). The required equipment for RVSM is operative (MEL). No maintenance log entry, concerning defects, which may affect RVSM capability. Corrective actions have been taken, if necessary.
Check, on ground, that at least two main altitude indications are within the tolerances indicated in the FCOM.
Review the weather forecast paying particular attention to severe turbulence, which may affect the aircraft altitude keeping performance.
Check that the letter “W“ is written in field 10 of the ATC Flight Plan to indicate RVSM capability.
Prior to entry into RVSM airspace:
The required minimum equipment must be operative otherwise; a new clearance to avoid RVSM airspace must be obtained:
Two ADR (or 2 ADC), and two main altitude indications (refer to Flight Manual for specific configuration) One ATC transponder One AP in ALT and OPEN CLB/DES (or LVL/CH) modes FCU altitude selection and OPEN CLB/DES (or LVL/CH) selection One FWC for altitude alert function.
At least two main altimeter indications on the STD setting must be within 200 feet.
If only two ADRs (or 2 ADC) are operative, record significant main and standby altimeter indications deviations for reference, in case of subsequent altimeter failure.
Within RVSM Airspace:
Keep AP in command for cruise and level changes. When making a level change, monitor AP guidance so as not to overshoot the assigned FL by more than 150 feet. Approximately every hour, check the altitude indications. At least two main indications should be within 200 feet. When approaching the assigned FL in climb or descent while opposite traffic is present 1000ft above or below the forecast level off altitude, reduce the aircraft V/S to avoid nuisance RA warning.
Report any malfunction or deviation in relation to the altitude keeping capability, and any failure of the required RVSM equipment.
Inflight abnormal procedures:
When flying within RVSM airspace, the ATC must be informed in case of:
Failure of both APs.
Loss of altimeter indication redundancy. Only one main indication remains.
Excessive discrepancy of altitude indications without means of determining which indication is valid.
Encounter with severe turbulence
Abnormal situation, preventing the aircraft from maintaining the assigned FL
Procedures specific to a particular airspace:
The procedures specific to a particular airspace, including contingency procedures, are published for the RVSM NAT MNPS airspace in the North Atlantic MNPS Airspace Operations Manual, and in the JAA TGL No 6 appendix 7). The specific procedures for the European RVSM airspace are published in Appendix 6 of the JAA TGL No. 6. But in general the information for any RVSM airspace will be found
in the ICAO Regional Supplementary Procedures Doc 7030.
Operators should report height-keeping deviations to the responsible Authority within 72 hours when the deviation exceeds:
A total Vertical Error of 300 feet (for example, measured by an HMU).
An Altimetry System Error of 245 feet. An Assigned Altitude Deviation of 300 feet.
These errors, caused by equipment failures or operational errors, may lead the responsible Authority to suspend or revoke the Airline’s RVSM approval.
It is therefore important for the airline to report any poor height-keeping performance and to indicate which corrective actions have been taken.
FOR RVSM OPERATIONS:
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