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GOVERNMENT OF INDIA CIVIL AVIATION DEPARTMENT

DIRECTOR GENERAL OF CIVIL AVIATION OC NO 3 OF 2016 Date: 11th March 2016

OPERATIONS CIRCULAR

File No AV 22024/21/2015-FSD

Subject: Aircraft and Operators Approval for RNP-APCH Operations Down to LP and LPV Minima Using GNSS Augmented by SBAS

1. PURPOSE This operations circular (OC) establishes the requirements of aircraft and operators approval for required navigation performance approach (RNP APCH) operations down to minima designated as localizer performance (LP) and localizer performance with vertical guidance (LPV), using the global navigation satellite system (GNSS) augmented by the satellite based augmentation system (SBAS). An operator may use alternate means of compliance, as far as those means are acceptable to the DGCA. The future tense of the verb or the term “shall” apply to operators who choose to meet the criteria set forth in this OC. 2. RELEVANT REGULATIONS

(a) Rule 133B Indian Aircraft Rules 1937 (b) CAR Section 8 Series O Part II Para 7.2.2 – Operation of Commercial Air Transport- Aeroplanes (c) CAR Section 8 Series O Part III Para 2.5.2– Operations of General Aviation Aeroplanes (d) CAR Section 8 Series S Part IV – Performance Based Navigation

3. RELATED DOCUMENTS

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(a) Annex 2 Rules of the Air

(b) Annex 6 Operation of aircraft Part I/II

(c) Annex 10 Aeronautical telecommunications – Vol I Radio navigation aids (d) Annex 15 Aeronautical information services

(e) ICAO Doc 9613 Performance-based Navigation (PBN) manual (f) ICAO Doc 9997 PBN Operational Approval Handbook

(g) ICAO Doc 4444 Procedures for air navigation services – Air traffic management

(h) ICAO Doc 7030 Regional Supplementary Procedures

(i) ICAO Doc 8168 Aircraft operations Volume II – Parts I and II – General criteria

(j) FAA AC 90-107 Guidance for Localizer Performance with Vertical Guidance and Localizer Performance without Vertical Guidance Approach Operations in the U.S. National Airspace System (k) FAA AC 20-138B Airworthiness approval of positioning and navigation systems (l) EASA AMC 20-28 Airworthiness Approval and Operational Criteria related to Area Navigation for Global Navigation Satellite System approach operation to Localiser Performance with Vertical guidance minima using Satellite Based Augmentation System (m) SRVSOP AC 91-011 Aircraft and Operators Approval for RNP APCH Operations Down to LP and LPV Minima Using GNSS Augmented by SBAS.

4. DEFINITIONS AND ABBREVIATIONS

4.1 Definitions (a) Aircraft-based augmentation system (ABAS).- An augmentation system that augments and(or integrates the information obtained from other GNSS elements with information available on board the aircraft. (b) Availability.- The capacity of the navigation system to provide useable service within the specified area of coverage. (c) Class A TSO-129() / ETSO-C129() GPS equipment.- Equipment that includes

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GNSS sensor and navigation capability. It includes RAIM as defined in TSO/ETSO-C129().

(d) Class B and C TSO-129() / ETSO-C129() GPS equipment.- GNSS sensor that provides GNSS data (position, integrity, etc.) to an integrated navigation system (e.g., FMS).

(e) Class GAMMA TSO-C146.- This functional class corresponds to equipment consisting of a GNSS/SBAS position sensor and a navigation function, so that provides path deviation relative to a selected path. The equipment provides the navigation function required of a stand-alone navigation system. This equipment also provides integrity in absence of the SBAS signal by using FDE. Furthermore, this class of equipment requires a database, display outputs and pilot controls.

(f) Class BETA TSO-C145( ) / ETSO-C145 ( ).- Equipment consisting of a GNSS/SBAS sensor that determines position (with integrity) and provides position and integrity to an integrated navigation system (e.g., FMS, multi-sensor navigation system). This equipment also provides integrity in the absence of the SBAS signal by using FDE.

(g) Operational class 1 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This operational class supports oceanic and domestic en-route, terminal, LNAV, and departure operations.

(h) Operational class 2 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This operational class supports oceanic and domestic en-route, terminal, LNAV, LNAV/VNAV, and departure operations.

(i) Operational class 3 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This operational class supports oceanic and domestic en-route, terminal, LNAV, LNAV/VNAV, LPV, and departure operations.

(j) Glide path angle (GPA).- Represents the angle between the approach path (glide path) and the horizontal plane defined in accordance with WGS-84 at the landing threshold point/fictitious threshold point (LTP/FTP). The GPA is stored in the final approach segment (FAS) data block.

(j) Fault detection and exclusion (FDE).- Is a function performed by some on board GNSS receivers, which can detect the presence of a faulty satellite signal and automatically exclude it from the position calculation. In addition to the total number of satellites needed for receiver autonomous integrity monitoring (RAIM), at least one more available satellite is required (6 satellites). (k) Final approach segment (FAS) data block.- The set of parameters for identifying a single precision approach or approach procedure with vertical guidance (APV) and defining its associated approach path.

(l) Fictitious threshold point (FTP).-The FTP is a point over which the final approach segment path passes at a relative height specified by the reference datum height. It is defined by the WGS-84 latitude, longitude and ellipsoid height. The FTP replaces the LTP when the final approach course is not aligned with the runway extended centre line or when the threshold is displaced from the actual runway threshold. For non-aligned approaches the FTP lies on the intersection of the perpendicular from the FAS to the runway threshold. The FTP elevation is the same as the actual runway threshold elevation.

(m) Flight path alignment point (FPAP).- The FPAP is a point on the same lateral

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plane as the landing threshold point (LTP) or fictitious threshold point (FTP) that is used to define the alignment of the final approach segment. In approaches aligned with the runway centre line, the FPAP is located at or beyond the opposite threshold of the runway. The delta length offset from the opposite threshold of the runway defines its location.

(n) Flight technical error (FTE).- The FTE is the accuracy with which an 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. Note.- For aircraft that are not capable of autopilot or flight director coupling, an FTE of 3.7 km (2 NM) for oceanic operations must be taken into account in determining any limitations. (o) Global navigation satellite system (GNSS).- A generic term used by ICAO to define any global position, speed, and time determination system that includes one or more main satellite constellations, such as GPS and the global navigation satellite system (GLONASS), aircraft receivers and several integrity monitoring systems, including aircraft-based augmentation systems (ABAS), satellite-based augmentation systems (SBAS), such as the wide area augmentation systems (WAAS), and ground-based augmentation systems (GBAS), such as the local area augmentation system (LAAS). Distance information will be provided, at least in the immediate future, by GPS and GLONASS.

(p) Integrity.- Capacity of the navigation system to provide alerts when the system must not be used for navigation. (q) Landing threshold point (LTP).-The LTP is a point over which the glide path passes at a relative height specified by the reference datum height. It is defined by the WGS-84 latitude, longitude and ellipsoid height. The LTP is normally located at the intersection of the runway centre line and threshold.

(r) Localizer performance with vertical guidance (LPV).-The label to denote minima lines associated with APV-I or APV-II performance on approach charts. Each label indicates that lateral performance is equivalent to lateral performance of the ILS localizer.

Note.- The terms APV-I and APV-II refer to two performance levels of GNSS approach and landing operations with vertical guidance and must not be used in minimum lines in the charts. The term LPV is used for this purpose, which is compatible with SBAS avionics annunciations (see Annex 10, Volume I, Note 9 to Table 3.7.2.4-1 – Signal-in-space performance requirements).

(s) Operation with basic GNSS.- Operation based on a GNSS that includes an aircraft based augmentation system (ABAS). An ABAS system is typically a GNSS receiver that complies with E/TSO-C129a, E/TSO-C145 () or E/TSO-C146() fault detection (FD) requirements.

(t) Navigation system error (NSE).-The difference between true position and estimated position.

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(u) Path definition error (PDE) - The difference between the defined path and the desired path in a given place and time. (v) Receiver autonomous integrity monitoring (RAIM).-A technique used in a GNSS receiver/processor to determine the integrity of its navigation signals, using only GPS signals or GPS signals enhanced with barometric upper-air data. This determination is achieved by a consistency check between pseudo-range measurements. At least one additional available satellite is required with respect to the number of satellites that are needed to obtain the navigation solution. (w) Satellite-based augmentation system (SBAS).-A wide coverage augmentation system in which the user receives augmentation information from a satellite-based transmitter.

Note.- SBAS performance standards are contained in Annex 10, Volume I, Chapter 3 (x) Stand-alone global positioning system (Stand-alone GPS).-A GPS that is not connected to, or combined with, any other navigation system or sensor. (y) Total system error (TSE).-Is the difference between the true position and the desired position. This error is equal to the vector sum of path definition error (PDE), flight technical error (FTE) and navigation system error (NSE). Total system error (TSE)

4.2 Abbreviations AC Advisory circular (FAA, SRVSOP) ABAS Aircraft based augmentation system AFM Airplane flight manual AIP Aeronautical information publication AIRAC Aeronautical information regulations and control AMC Acceptable means of compliance ATC Air traffic control ATS Air traffic services CRC Cyclic redundancy check DA Decision altitude EASA European Aviation Safety Agency

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FAA United States Federal Aviation Administration FDE Fault detection and exclusion FAS Final approach segment FMS Flight management system FPAP Flight path alignment point FTE Flight technical error FTP Fictitious threshold point GAGAN GPS Aided Geo Augmented Navigation GNSS Global navigation satellite system GLONASS Global navigation satellite system GPS Global positioning system HAL Horizontal alert limit HPL Horizontal protection level INS Inertial navigation system IRS Inertial reference system IRU Inertial reference unit LOA Letter of authorisation/letter of acceptance LOI Loss of integrity LP Localizer performance LPV Localizer performance with vertical guidance LTP Landing threshold point MDA Minimum descent altitude MEL Minimum equipment list NAA National airworthiness authority NSE Navigation system error OM Operations manual OpSpecs Operations specifications PANS-OPS Procedures for Air Navigation Services - Aircraft Operations PBN Performance-based navigation PDE Path definition error RAIM Receiver autonomous integrity monitoring RNAV Area navigation RNP Required navigation performance RNP APCH Required navigation performance approach RNP AR APCH Required navigation performance authorisation required approach SBAS Satellite-based augmentation system SSR Secondary surveillance radar STC Supplementary type certificate TC Type certificate TCH Threshold crossing height TSE Total system error TSO Technical standard order VAL Vertical alert limit VTF Vector to final VPL Vertical protection level WGS World geodetic system

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5. INTRODUCTION 5.1 This OC addresses approach applications based on GNSS augmented by SBAS

that are classified RNP APCH in accordance with the PBN concept, give access to minima

designated as LP and LPV. SBAS is primary means of compliance to support RNP APCH

down to LP or LPV minima, when employed in accordance with the provisions in this

navigation specification. USA (WAAS) and Europe (EGNOS), and India (GAGAN) are

SBAS systems that have been certified for RNP APCH down to LP and LPV minima. 5.2 RNP approach (RNP APCH) procedures include existing RNAV(GNSS) approach

procedures conducted down to LP or LPV minima. These RNP APCH procedures are

authorized by a number of regulatory agencies including the EASA and United States

FAA. The FAA has issued airworthiness criteria, AC 20-138(), for GNSS equipment and

systems that are eligible for such operations. EASA has developed certification material

(AMC 20-28) for airworthiness approval and operational criteria for RNP APCH operations

consistently with FAA Advisory Circular AC 20-138() (LPV approach operation

airworthiness approval section). In order to achieve a global standard, the two sets of

criteria were harmonized into a single navigation standard. 5.3 RNP APCH down to LPV minima may give access to a different range of minima,

depending on the performance of the navigation systems and the assessment of the

responsible airspace authority. The provisions given in this navigation specification are

consistent with these different sets of LPV minima, down to 200 ft.

5.4 This OC addresses only the requirement for the navigation aspect along a final approach straight segment and the straight continuation of the final approach in the missed approach. These criteria apply only to approaches conducted down to LP and LPV minima, and do not address approaches down to LNAV and LNAV/VNAV minima or RNP approaches with authorization required (RNP AR APCH).

5.5 LP procedures are approaches only with lateral guidance, similar to instrument landing system (ILS) procedures with localizer (LOC) that use SBAS for a more precise vertical guidance. These procedures are designed for places where the terrain and obstacles do not allow LPV minima, and have a smaller obstacle clearance surface (OCS) compared to other procedures, which in many cases allows for minima that are lower than those for procedures with lateral navigation (LNAV) alone.

Note.- LP approach procedures. At some airports, it may not be possible to meet the requirement to publish an approach procedure with LPV vertical guidance. This may be due to: obstacles and terrain along the desired final approach path, airport infrastructure deficiencies, or the inability of SBAS to provide the desired availability of vertical guidance (i.e., an airport located on the fringe of the SBAS service area). When this occurs, the State may provide an LP approach procedure based on lateral performance of SBAS. The LP approach procedure is a non-precision approach (NPA) procedure with angular lateral guidance equivalent to a localizer approach. As a NPA, an LP approach procedure

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provides lateral navigation guidance to a minimum descent altitude (MDA); however, the SBAS integration provides no vertical guidance for LP approaches. Except for the guidance material directly related to SBAS vertical guidance, the guidance material in this OC applies to both LP and LPV approach operations.

5.6 The material described in this OC has been developed based on ICAO Doc 9613, Volume II, Part C, Chapter 5, Section B – RNP APCH OPERATIONS DOWN TO LP AND LPV MINIMA 6. GENERAL INFORMATION 6.1 Navigation aid infrastructure (a) The RNP APCH specification is based on augmented GNSS to support RNP APCH operations down to LP or LPV minima. (b) The missed approach segment may be based upon GNSS or conventional

NAVAID (e.g. VOR, DME, NDB). (c) The acceptability of the risk of loss of RNP APCH approach capability for multiple

aircraft due to satellite failure and/or augmented GNSS system failure will be considered

by the ANSP publishing the approach procedure..

6.2 Communications and ATS surveillance RNP APCH operation down to LP or LPV minima using augmented GNSS does not

include specific requirements for communications or ATS surveillance. Adequate obstacle

clearance is achieved through aircraft performance, instrument approach procedure

design and operating procedures.

6.3 Obstacle clearance (a) Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168,

Volume II). The general criteria in Parts I and III apply, together with the approach criteria

from Doc 8168, Volume II, Part III, Section 1, Chapter 5 and Section 3, Chapter 5,

regarding SBAS. The criteria assume normal operations.

(b) Missed approach procedure may be supported by either RNAV or conventional segments (e.g. based on NDB, VOR, DME).

6.4 Publications (a) The AIP should clearly indicate that the navigation application is RNP APCH. Charting

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will follow the standards of Annex 4 — Aeronautical Charts, for the designation of an

RNAV procedure where the vertical path is geometrically specified by an FAS DB. The

charting designation will remain consistent with the current convention and will be

promulgated as an LP or LPV OCA(H).

Note - All APV and Cat I SBAS OCA/H’s are promulgated as LPV lines of minima. All NPA OCA/Hs shall be promulgated as LP (localizer performance) lines of minima. LPV and LP lines of minima shall not be published on the same chart.

(b) If the missed approach segment is based on conventional means, NAVAID facilities

that are necessary to conduct the approach will be identified in the relevant publications. (c) The navigation data published in the State AIP for the procedures and supporting

NAVAIDs will meet the requirements of Annex 4 and Annex 15 — Aeronautical

Information Services (as appropriate). (d) All procedures will be based upon WGS-84 coordinates. (e) The FAS of RNP APCH operations down to LP or LPV minima is uniquely

characterized by a geometrically defined FAS. The FAS is the approach path, which is

defined laterally by the FPAP and LTP/FTP, and defined vertically by the TCH and GPA.

The FAS will be promulgated using the FAS DB process. This FAS DB contains the

lateral and vertical parameters, which define the approach to be flown. Each FAS DB

ends with a CRC, which wraps around the approach data. (f) The FAS may be intercepted by an approach transition (e.g. RNAV1), or initial and

intermediate segments of an RNP APCH approach, or through vectoring (e.g. interception

of the extended FAS).

6.5 Additional considerations (a) The State must verify that the augmented GNSS system and that the service

provider of the GNSS system, used to support RNP APCH operations, are approved

according to the appropriate regulation. (b) Guidance in this OC does not supersede appropriate State operating requirements for equipage. 7. AIRWORTHINESS AND OPERATIONAL APPROVAL 7.1 For a commercial air transport operator to be granted an RNP APCH approval down to LP or LPV minima, it must comply with two types of approvals: (a) the airworthiness approval, issued by the State of registry; and

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(b) the operational approval, issued by the State of the operator. 7.2 For general aviation operators, the State of registry will determine whether or not the aircraft meets the applicable RNP APCH requirements and will issue the operational approval (e.g., letter of authorisation – LOA). 7.3 Before submitting the application, operators shall review all aircraft qualification requirements. Compliance with airworthiness requirements or equipment installation alone does not constitute operational approval. 8. AIRWORTHINESS APPROVAL 8.1 Aircraft eligibility (a) The aircraft eligibility must be determined through demonstration of compliance

against the relevant airworthiness criteria and the requirements of 8.2. The OEM or the

holder of installation approval for the aircraft, e.g. STC holder, will demonstrate

compliance to their NAA (e.g. EASA, FAA) and the approval can be documented

in manufacturer documentation (e.g. service letters). AFM entries are not required

provided the State accepts manufacturer documentation.

(b) For existing stand- alone and multi-sensor RNP systems using GNSS augmented

by SBAS, compliance with both European (EASA AMC 20-28) and United States (FAA

AC 20-138(), AC 20-130A or TSO C115b) guidance assures automatic compliance with

this ICAO specification, obviating the need for further assessment or AFM

documentation. An operational approval to this standard allows an operator to conduct

RNP APCH operations globally. Note 1: Requests for approval to use optional functionality (e.g. RF legs) should

address the aircraft and operational requirements as described in the appropriate

functional attachment to Doc 9613, Volume II.

Note 2: RNP APCH operations approval may be required by national authorities

in the State of the intended operations.

(c) Acceptance of documentation by the DGCA (i) For new aircraft/equipment (capability shown in production).-The new aircraft/equipment qualification documentation may be approved as part of an aircraft certification project, and will be reflected in the AFM and related documents. (ii) For aircraft/equipment in use.-For installations/equipment that are not eligible for conducting LPV operations, the operator shall send the LP and LPV and aircraft qualification documentation to the Dte of Airworthiness (DAW), DGCA

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(iii) The DAW, as appropriate, will accept the data package for LP and LPV operations. This acceptance will be documented in a letter to the operator.

8.2 Aircraft requirements 8.2.1 On-board performance monitoring and alerting (a) Accuracy.- Along the FAS and the straight continuation of the final approach in the

missed approach, the lateral and vertical TSE is dependent on the NSE, PDE and FTE:

(i) NSE: the accuracy itself (the error bound with 95 per cent probability)

changes due to different satellite geometries. Assessment based on

measurements within a sliding time window is not suitable for GNSS.

Therefore, GNSS accuracy is specified as a probability for each and every

sample. NSE requirements are fulfilled without any demonstration if the

equipment computes three dimensional positions using linearized,

weighted least square solution in accordance with RTCA DO 229C (or

subsequent version) Appendix J.

(ii) FTE: FTE performance is considered acceptable if the lateral and vertical

display full-scale deflection is compliant with the non-numeric lateral cross-

track and vertical deviation requirements of RTCA DO 229 C (or

subsequent version) and if the crew maintains the aircraft within one-

third the full scale deflection for the lateral deviation and within one-half

the full scale deflection for the vertical deviation.

(iii) PDE: PDE is considered negligible based upon the process of path specification to data specification and associated quality assurance that is included in the FAS data-block generation process which is a standardized process. The responsibilities for FAS DB generation lies with the ANSP.

Note.— FTE performance is considered acceptable if the approach mode

of the FGS is used during such approach. (b) Integrity.- Simultaneously presenting misleading lateral and vertical guidance with misleading distance data during an RNP APCH operation down to LPV minima is considered a hazardous failure condition (extremely remote). Simultaneously presenting misleading lateral guidance with misleading distance data during an RNP APCH operation down to LP minima is considered a hazardous failure condition (extremely remote).

(c) Continuity.- Loss of approach capability is considered a minor failure condition if

the operator can revert to a different navigation system and proceed to a suitable airport.

For RNP APCH operations down to LP or LPV minima at least one system is required.

(d) On-board performance monitoring and alerting:.- Operations on the FAS of an

RNP APCH operation down to LP and LPV minima, the on-board performance monitoring

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and alerting function is fulfilled by:

(i) NSE monitoring and alerting (see the SIS section below);

(ii) FTE monitoring and alerting: LPV approach guidance must be

displayed on a lateral and vertical deviation display (HSI, EHSI, CDI/VDI)

including a failure indicator. The deviation display must have a suitable full-

scale deflection based on the required track-keeping accuracy. The lateral

and vertical full scale deflection are angular and associated to the lateral

and vertical definitions of the FAS contained in the FAS DB; and

(iii) Navigation database: Once the FAS DB has been decoded, the

equipment shall apply the CRC to the DB to determine whether the data is

valid. If the FAS DB does not pass the CRC test, the equipment shall not

allow activation of the LP or LPV approach operation. (e) Signal in Space (SIS)

(i) At a position between 2 NM from the FAP and the FAP, the aircraft navigation equipment shall provide an alert within 10 seconds if the SIS errors causing a lateral position error are greater than 0.6 NM, with a

probability of 1-10-7 per hour.

(ii) After sequencing the FAP and during operations on the FAS of an RNP APCH operation down to LP or LPV minima:

the aircraft navigation equipment shall provide an alert within 6

seconds if the SIS errors causing a lateral position error are greater

than 40 m, with a probability of 1-2.10-7 in any approach (Annex 10, Volume I, Table 3.7.2.4-1); and

the aircraft navigation equipment shall provide an alert within 6

seconds if the SIS errors causing a vertical position error is greater than 50 m (or 35 m for LPV minima down to 200 ft), with a probability

of 1-2.10-7 in any approach (Annex 10, Volume I, Table 3.7.2.4-1).

Note1: There are no RNP APCH requirements for the missed approach if it

is based on conventional means (VOR, DME, NDB) or on dead reckoning.

The requirements for the straight continuation of the final approach, in the

missed approach, are in accordance with RTCA DO 229C (or subsequent

version).

Note 2: Compliance with the performance monitoring and alerting requirement does not imply an automatic monitor of FTE. The on-board

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monitoring and alerting function should consist at least of a NSE monitoring and alerting algorithm and a lateral and vertical deviation display enabling the crew to monitor the FTE. To the extent operational procedures are used to monitor FTE, the crew procedure, equipment characteristics, and installation are evaluated for their effectiveness and equivalence as described in the functional requirements and operating procedures. PDE is considered negligible due to the navigation database quality assurance proces and the operating procedures).

Note 3:The following systems meet the accuracy, integrity and continuity requirements of these criteria:

GNSS SBAS stand-alone equipment approved in accordance with E/TSO C146a (or subsequent version).Application of this standard guarantees that the equipment is at least compliant with RTCA DO 229C. The equipment should be a class gamma, operational class 3;

For an integrated navigation system (e.g. FMS) incorporating a GNSS

SBAS sensor, E/TSO C115b and AC 20-130A provide an acceptable means of compliance for the approval of this navigation system when augmented by the following guidelines:

The performance requirements of E/TSO-C146a (or subsequent

version) that apply to the functional class gamma, operational

class 3 or delta 4 is demonstrated; and

The GNSS SBAS sensor is approved in accordance with E/TSO C145a class beta, operational class 3;

Approach system incorporating a class delta GNSS SBAS

equipment approved in accordance with E/TSO C146a (or

subsequent version). This standard guarantees that the equipment is

at least compliant with RTCA DO 229C. The equipment should be a

class delta 4; and

Future augmented GNSS systems are also expected to meet these requirements.

8.2.2 Criteria for specific navigation systems RNP APCH operations down to LP or LPV minima are based on augmented GNSS positioning. Positioning data from other types of navigation sensors may be integrated with the GNSS data provided the other positioning data do not cause position errors exceeding the TSE (TSE) budget, or if means are provided to deselect the other navigation sensor types. 8.2.3 Functional requirements

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8.2.3.1 Navigation displays and required functions (a) Approach guidance must be displayed on a lateral and vertical deviation display (HSI, EHSI, CDI/VDI) including a failure indicator and must meet the following requirements:

(i) this display must be used as primary flight instruments for the approach;

(ii) the display must be visible to the pilot and located in the primary field of view (±15 degrees from the pilot’s normal line of sight) when looking forward along the flight path; and

(iii) the deviation display must have a suitable full-scale deflection based on the

required track-keeping accuracy. Note 1: The lateral and vertical full scale deflection are angular and associated to the lateral and vertical definitions of the FAS contained in the FAS DB. Note 2:. Where the minimum flight crew is two pilots, it should be possible for the pilot not flying to verify the desired path and the aircraft position relative to the path. Note 3: For more details on lateral and vertical deviation display scales, see the non-numeric lateral cross-track and vertical deviation requirements of DO 229C (or subsequent version).

(b) The following system functions are required as a minimum:

(i) The capability to display the GNSS approach mode (e.g. LP, LPV, LNAV/VNAV, lateral navigation) in the primary field of view. This annunciation indicates to the crew the active approach mode in order to correlate it to the corresponding line of minima on the approach chart. It can also detect a level of service degradation (e.g. downgrade from LPV to lateral navigation). The airborne system should automatically provide the highest “level of service” available for the annunciation of the GNSS approach mode when the approach is selected;

(ii) The capability to continuously display the distance to the LTP/FTP;

(iii) The navigation database must contain all the necessary data/information to fly the published approach procedure (FAS). Although data may be stored or transmitted in different ways, the data has to be organized in DBs for the purpose of computing the CRC. This format provides integrity protection for the data it contains. Consequently, each FAS is defined by a specific “FAS DB” containing the necessary lateral and vertical parameters depicting the approach to be flown. Once the FAS DB has been decoded, the equipment

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shall apply the CRC to the DB to determine whether the data is valid. If the FAS DB does not pass the CRC test, the equipment shall not allow activation of the approach operation;

(iv) The capacity to select from the database into the installed system the whole

approach procedure to be flown (SBAS channel number and/or approach name);

(v) The indication of the loss of navigation (e.g. system failure) in the pilot’s

primary field of view by means of a navigation warning flag or equivalent indicator on the vertical and/or lateral navigation display); The indication of the LOI function in the pilot’s normal field of view (e.g. by means of an appropriately located annunciator); and The capability to immediately provide track deviation indications relative to the extended FAS, in order to facilitate the interception of the extended FAS from a radar vector (e.g. VTF function).

Note.— These requirements are limited to the FAS, the straight continuation of the final approach in the missed approach, and to the interception of the extended FAS. If the installed system is also able to fly the initial, intermediate and missed approach segments of the approach, the corresponding requirement (e.g. RNP APCH associated with LNAV and LNAV/VNAV, or RNAV1 criteria) applies.

8.3 Continuing airworthiness (a) The operators of aircraft approved to perform LPV operations, must ensure the continuity of the technical capacity of them, in order to meet technical requirements established in this OC. (b) Each operator who applies for LPV operational approval shall submit to the DGCA, a maintenance and inspection program that includes all those requirements of maintenance necessary to ensure that navigation systems continue fulfilling the LPV approval criteria. (c) The following maintenance documents must be revised, as appropriate, to incorporate LPV aspects:

(i) Continuing Airworthiness Management Exposition (CAME); (ii) Illustrated parts catalogs (IPC); and (iii) Maintenance program.

(d) The approved maintenance program for the affected aircrafts should include maintenance practices listed in maintenance manuals of the aircraft manufacturer and its components, and must consider:

(i) that equipment involved in the LPV operation should be maintained according

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to directions given by manufacturer's components; (ii) that any amendment or change of navigation system affecting in any way LPV initial approval, must be forwarded and reviewed by the DGCA for its acceptance or approval of such changes prior to its implementation; and (iii) that any repair that is not included in the approved/accepted maintenance documentation, and that could affect the integrity of navigation performance, should be forwarded to the DGCA for acceptance or approval thereof.

(e) Within the RNP APCH (LP/LPV) maintenance documentation should be presented the training program of maintenance personnel, which inter alia, should include:

(i) PBN concept; (ii) RNP APCH (LP/LPV) application; (iii) equipment involved in a LPV operation; and (iv) MEL use.

8.4 MEL considerations Any MEL revisions necessary to address the provisions for RNP APCH operations to LP or LPV minima must be approved. Operators must adjust the MEL, or equivalent, and specify the required dispatch conditions. 9. OPERATIONAL APPROVAL Airworthiness approval alone does not authorize an applicant or operator to conduct RNP APCH operations to LP and LPV minima. In addition to the airworthiness approval, the applicant or operator must obtain an operational approval to confirm the suitability of normal and contingency procedures in connection to the installation of a given piece of equipment. For commercial air transportation and general aviation, the evaluation of an application for RNP APCH to LP and LPV minima operational approval is done by the FSD, DGCA in accordance with the criteria described in this OC. 9.1 Operational approval requirements 9.1.1 In order to obtain RNP APCH (LP/LPV) approval, the applicant or operator will take the following steps, taking into account the criteria established in this paragraph and in Paragraphs 10, 11, 12, and 13: (a) Airworthiness approval - Aircraft shall have the corresponding airworthiness approvals, pursuant to Paragraph 8 of this OC.

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(b) Application - The operator shall submit the following documentation to the DGCA: (i) RNP APCH (LP/LPV) operational approval application; (ii) Description of aircraft equipment.-The operator shall provide a configuration list with details of the relevant components and the equipment to be used for LPV operations. The list shall include each manufacturer, model, and equipment version of GNSS equipment and software of the installed FMS. (iii) Airworthiness documents related to aircraft eligibility.-The operator shall submit relevant documentation, acceptable to the DGCA, showing that the aircraft is equipped with RNP systems that meet the LPV requirements, as described in Paragraph 8 of this OC. For example, the operator will submit the parts of the AFM or AFM supplement that contain the airworthiness statement. (iv) Training programme for pilots

Commercial operators will present to the DGCA the RNP APCH (LP/LPV) training curriculums to show that the operational procedures and practices and the training aspects described in Paragraph 11 have been included in the initial, upgrade or recurrent training curricula for pilots.

Note.-It is not necessary to establish a separate training programme if the RNP APCH (LP/LPV) training identified in Paragraph 11 has already been included in the training programme of the operator. However, it must be possible to identify what aspects of RNP APCH (LP/LPV) are covered in the training programme.

GA operators shall be familiar with and demonstrate that they will perform

their operations based on the practices and procedures described in Paragraph 11.

(v) Operations manual and checklists

Commercial operators must review the operations manual (OM) and the checklists in order to include information and guidance on the operating procedures detailed in Paragraph 10 of this OC. The appropriate manuals must contain the operating instructions for navigation equipment and contingency procedures. The manuals and checklists must be submitted for review along with the formal application in Phase 2 of the approval process.

GA operators must operate their aircraft based on the practices and

procedures identified in Paragraph 10 of this OC. (vi) Minimum Equipment List (MEL).-The operator will send to the DGCA for approval any revision to the MEL that is necessary to conduct RNP APCH (LP/LPV)operations. If the RNP APCH (LP/LPV) operational approval is granted based on a specific operational procedure, operators must modify the MEL and

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specify the required dispatch conditions. (vii) Maintenance.-The operator will submit for approval a maintenance programme to conduct RNP APCH (LP/LPV) operations. (viii) Training programme for maintenance personnel.-Operators will submit the training curriculums that correspond to maintenance personnel in accordance with Paragraph 8.3 (e). (ix) Navigation data validation programme.-The operator will present the details about the navigation data validation programme as described in Appendix 1 to this OC.

(c) Training.- Once the amendments to manuals, programmes, and documents submitted have been accepted or approved, the operator will provide the required training to its personnel. (d) Proving/Validation flight.- The DGCA may deem it advisable to perform a proving/validation before granting the operational approval. Such validation can be performed on commercial flights. (e) Issuance of an authorization to conduct RNP APCH (LP/LPV) operations.- Once the operator has successfully completed the operational approval process, FSD, DGCA will grant the operator the authorization to conduct RNP APCH (LP/LPV) operations.

(i) For commercial operators, the DGCA will issue the corresponding operations specifications (OpSpecs) that will reflect the RNP APCH (LP/LPV) authorization.

(ii) For general aviation operators, the DGCA will issue a letter of authorization

(LOA). 10. OPERATING PROCEDURES Airworthiness certification alone does not authorize an operator to conduct RNP APCH operations down to LP or LPV minima. Operational approval is also required to confirm the adequacy of the operator’s normal and contingency procedures for the particular equipment installation. 10.1 Pre-flight planning (a) Operators and pilots intending to conduct RNP APCH operations down to LP or LPV minima must file the appropriate ATC flight plan suffixes. (Letter 'B' in Item 10a of ICAO flight plan)The on-board navigation data must be current and must include the appropriate procedures.

Note.— Navigation databases are expected to be current for the duration of the flight. If

the AIRAC cycle is due to change during flight, operators and pilots should establish

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procedures to ensure the accuracy of navigation data, including suitability of navigation

facilities used to define the routes and procedures for flight.

(b) In addition to the normal preflight planning, the following checks must be carried

out:

(i) The pilot must ensure that approach procedures which may be used for the

intended flight (including alternates aerodromes) are selectable from a valid

navigation database (current AIRAC cycle), have been verified by the

appropriate process and are not prohibited by a company instruction or

NOTAM;

(ii) Subject to State’s regulations, during the preflight phase, the pilot should

ensure sufficient means are available to navigate and land at the destination or

at an alternate aerodrome in the case of loss of LP or LPV airborne capability;

(iii) Operators and flight crews must take account of any NOTAMs (including

SBAS NOTAMs) or operator briefing material that could adversely affect the

aircraft system operation, or the availability or suitability of the procedures at

the airport of landing, or any alternate airport; and

(iv) If the missed approach procedure is based on conventional means (e.g. VOR,

NDB) the appropriate airborne equipment required to fly this procedure must

be installed in the aircraft and must be operational. If the missed approach

procedure is based on RNAV (no conventional or dead reckoning missed

approach available) the appropriate airborne equipment required to fly this

procedure must be installed in the aircraft and must be operational.

(c) The availability of the NAVAID infrastructure, required for the intended routes, including any non-RNAV contingencies, must be confirmed for the period of intended operations using all available information. Since GNSS integrity (RAIM or SBAS signal) is required by Annex 10, Volume I, the availability of these should also be determined as appropriate. For aircraft navigating with SBAS receivers (all TSO-C145()/C146()), operators should check appropriate GPS RAIM availability in areas where the SBAS signal is unavailable. 10.2 Augmented GNSS availability

(a) Service levels required for RNP APCH operations down to LP or LPV minima can be verified either through NOTAMs (where available) or through prediction services. The operating authority may provide specific guidance on how to comply with this requirement. Operators should be familiar with the prediction information available for the intended route.

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(b) LP or LPV service availability prediction should take into account the latest GPS constellation and SBAS system status NOTAMs and avionics model (when available). The service may be provided by the ANSP, avionics manufacturer, other entities or through an airborne receiver LP or LPV service prediction capability.

(c) In the event of a predicted, continuous loss of appropriate level of fault detection of more than five minutes for any part of the RNP APCH operation, the flight planning should be revised (e.g. delaying the departure or planning a different departure procedure).

(d) Service availability prediction software does not guarantee the service, they are tools to assess the expected capability to meet the RNP. Because of unplanned failure of some GNSS or SBAS elements, pilots/ANSPs should realize that GPS or SBAS navigation altogether may be lost while airborne which may require reversion to an alternative means of navigation. Therefore, pilots should assess their capability to navigate (potentially to an alternate destination) in case of failure of GPS plus SBAS navigation.

(e) These availability prediction services are expected to be developed also for future GNSS systems with performances equivalent to SBAS.

10.3 Prior to commencing the procedure (a) In addition to normal procedure prior to commencing the approach (before the IAF

and in compatibility with crew workload), the pilot must verify the correctness of the

loaded procedure by comparison with the appropriate approach charts. This check must

include:

(i) the waypoint sequence; (ii) reasonableness of the tracks and distances of the approach legs, and the

accuracy of the inbound course and mileage of the FAS; and

Note.— As a minimum, this check could be a simple inspection of a suitable map display.

(iii) the vertical path angle.

(b) ATC tactical interventions in the terminal area may include radar headings, “direct

to” clearances which bypass the initial legs of an approach, interception of an initial or

intermediate segment of an approach or the insertion of waypoints loaded from the

database. In complying with ATC instructions, the pilot should be aware of the following

implications for the navigation system:

(i) The manual entry of coordinates into the navigation system by the pilot

for operation within the terminal area is not permitted; and

(ii) “Direct to” clearances may be accepted to the IF provided that the

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resulting track change at the IF does not exceed 45 degrees.

Note.— Direct to clearance to FAP is not acceptable. (c) The approach system provides the capability for the pilot to intercept the final approach track well before the FAP (VTF function or equivalent). This function should be used to respect a given ATC clearance. 10.4 During the procedure (a) The approach mode will be activated automatically by the RNP system. When a

direct transition to the approach procedure is conducted (e.g. when the aircraft is vectored by the ATC to the extended FAS and the crew selects the VTF function or an equivalent function), the LP or LPV approach mode is also immediately activated.

(b) The system provides lateral and/or vertical guidance relative to the LP or LPV FAS or to the extended FAS (for the direct transition).

(c) The crew must check that the GNSS approach mode indicates LP or LPV (or an

equivalent annunciation) 2 NM before the FAP. (d) The FAS should be intercepted no later than the FAP in order for the aircraft to be

correctly established on the final approach course before starting the descent (to ensure terrain and obstacle clearance).

(e) The appropriate displays should be selected so that the following information can be

monitored:

(i) aircraft position relative to the lateral path; (ii) aircraft position relative to the vertical path; and (iii) absence of LOI alert.

(f) The crew should respect all published altitude and speed constraints.

(g) Prior to sequencing the FAP, the crew should abort the approach procedure if there is:

(i) loss of navigation indicated by a warning flag (e.g. absence of power, equipment failure, …);

(ii) LOI monitoring, annunciated locally, or equivalent; and

(iii) low altitude alert (if applicable). (h) After sequencing the FAP, unless the pilot has the visual references required to continue the approach in sight, the procedure must be discontinued if:

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(i) loss of navigation is indicated by a warning flag (e.g. lateral flag, vertical flag or both flags);

Note.— LOI monitoring after sequencing the FAP leads to a loss of navigation (warning flag).

(ii) loss of vertical guidance is indicated (even if lateral guidance is already

displayed); and/or (iii) FTE is excessive and cannot be corrected in a timely manner.

(f) Pilots must execute a missed approach if excessive lateral and/or vertical

deviations are encountered and cannot be corrected on time, unless the pilot has in sight

the visual references required to continue the approach. The missed approach must be

flown in accordance with the published procedure (e.g. conventional or RNAV).

10.5 General operating procedures (a) Operators and pilots must not request an RNP APCH operation down to LP or LPV

minima unless they satisfy all the criteria in the relevant State documents. If an aircraft not

meeting these criteria receives a clearance from ATC to conduct such an approach

procedure, the pilot must advise ATC that he/she is unable to accept the clearance and

must request alternate instructions.

(b) The pilot must comply with any instructions or procedures identified by the

manufacturer as necessary to comply with the performance requirements in this chapter.

(c) If the missed approach procedure is based on conventional means (e.g. NDB,

VOR, DME), related navigation equipment must be installed and be serviceable.

(d) Pilots are encouraged to use flight director and/or autopilot in lateral navigation mode, if available. 10.6 Contingency procedures

(a) The operator should develop contingency procedures in order to react safely

following the loss of the approach capability during the approach.

(b) The pilot must notify ATC of any loss of the RNP APCH capability, together with

the proposed course of action. If unable to comply with the requirements of an RNP

APCH procedure, pilots must advise ATS as soon as possible. The loss of RNP APCH

capability includes any failure or event causing the aircraft to no longer satisfy the RNP

APCH requirements of the procedure.

(c) In the event of a communications failure, the pilot should continue with the

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procedure in accordance with published lost communications procedures.

11. PILOT KNOWLEDGE AND TRAINING The pilot training programme should be structured to provide sufficient theoretical

and practical training, using a simulator, training device, or line training in an aircraft, on

the use of the aircraft’s approach system to ensure that pilots are not just task-oriented.

The following syllabus should be considered as a minimum amendment to the training

programme to support these operations:

(a) RNP approach concept containing LP or LPV minima:

(i) theory of approach operations;

(ii) approach charting; (iii) use of the approach system including:

selection of the LP or LPV approach procedure; and ILS look alike principle;

(iv) use of lateral navigation mode(s) and associated lateral control techniques;

(v) use of VNAV mode(s) and associated vertical control techniques;

(vi) R/T phraseology for LP or LPV approach operations; and

(vii) the implication for LP or LPV approach operations of systems malfunctions which are not related to the approach system (e.g. hydraulic failure);

(b) RNP approach operation containing LP or LPV minima:

(i) definition of LP or LPV approach operations and its direct relationship with RNAV(GNSS procedures;

(ii) regulatory requirements for LP or LPV approach operations;

(iii) required navigation equipment for LP or LPV approach operations:

GPS concepts and characteristics;

augmented GNSS characteristics; and

MEL;

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(iv) procedure characteristics:

chart depiction;

aircraft display depiction; and

minima; (v) retrieving an LP or LPV approach procedure from the database (e.g. using its name or the SBAS channel number); (vi) change arrival airport and alternate airport; (vii) flying the procedure:

use of autopilot, autothrottle and flight director;

flight guidance mode behaviour;

lateral and vertical path management;

adherence to speed and/or altitude constraints;

fly interception of an initial or intermediate segment of an approach following ATC notification;

fly interception of the extended FAS (e.g. using the VTF function);

consideration of the GNSS approach mode indication (LP, LPV, LNAV/VNAV,

lateral navigation); and

the use of other aircraft equipment to support track monitoring, weather and obstacle avoidance;

(viii) ATC procedures; (ix) abnormal procedures; and (x) contingency procedures. (xi) the information in this OC. 13. NAVIGATION DATABASE 13.1 The operator should not use a navigation database for these approach operations unless the navigation database supplier holds a type 2 LOA or equivalent. An EASA type 2 LOA is issued by EASA in accordance with EASA Opinion Nr. 01/2005 on “The Acceptance of Navigation Database Suppliers” dated 14 January 2005. The FAA issues a type 2 LOA

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in accordance with AC 20-153, while Transport Canada Civil Aviation issues an acknowledgement letter of an aeronautical data process using the same basis. 13.2 EUROCAE/RTCA document ED-76/DO-200A Standards for Processing Aeronautical Data contains guidance relating to the processes that the supplier may follow. The LOA demonstrates compliance with this standard. 13.3 The operator should continue to monitor both the process and the products in accordance with the quality system required by the applicable operational regulations. 13.4 The operator should implement procedures that ensure timely distribution and insertion of current and unaltered electronic navigation data to all aircraft that require it. 14. OVERSIGHT, INVESTIGATION OF NAVIGATION ERRORS AND WITHDRAWAL OF LPV AUTHORISATION 14.1 A regulatory authority may consider any navigation error reports in determining

remedial action. Repeated navigation error occurrences attributed to a specific piece of

navigation equipment may result in cancellation of the approval for use of that equipment. 14.2 Information that indicates the potential for repeated errors may require

modification of an operator’s training programme. Information that attributes multiple

errors to a particular pilot crew may necessitate remedial training or licence review.

Sd/- (Capt Ajay Singh)

Chief Flight Operations Inspector For Director General of Civil Aviation

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APPENDIX 1

NAVIGATION DATA VALIDATION PROGRAMME 1. INTRODUCTION The information stored in the navigation database defines the lateral and longitudinal guidance of the aircraft for RNP APCH approach down to LP or LPV minima. Navigation database updates are carried out every 28 days. Navigation data used in each update are critical for the integrity of each LPV approach. This appendix provides guidance on the procedures applied by the operator to validate the navigation data associated with RNP APCH approaches down to LP or LPV minima. 2. DATA PROCESSING (a) The operator will identify in its procedures, the person responsible for the update of the navigation data. (b) The operator must document a process for accepting, checking, and loading navigation data to the aircraft. (c) The operator must put its documented data process under configuration control. 3. INITIAL DATA VALIDATION The operator must validate each RNP APCH approach down to LP or LPV minima before flying under instrument meteorological conditions (IMC) to ensure compatibility with its aircraft and to ensure that the resulting paths correspond to the published routes. As a minimum, the operator must: (a) compare the navigation data of the routes to be loaded in the FMS with a current map containing the published routes. (b) validate the navigation data loaded for the routes, whether in the flight simulator or in the aircraft, under visual meteorological conditions (VMC). The routes outlined in a map display must be compared to the published routes. The complete routes must be flown to ensure that the paths can be used, that there are no apparent lateral or longitudinal path disconnections, and that they are consistent with the published routes. (c) after validating the routes, a copy of the validated navigation data must be kept and stored in order to compare them to subsequent data updates. 4. DATA UPDATE Once the operator receives a navigation data update and before using such data in the aircraft, the operator must compare said update with the validated routes. This comparison must identify and solve any discrepancy in the navigation data. If there are significant changes (any change affecting the path or performance of the routes) in any part of a

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route, and said changes are checked with the initial data, the operator must validate the amended route in accordance with the initial data validation. 5. NAVIGATION DATA SUPPLIERS Navigation data suppliers must have a Letter of Acceptance (LOA) in order to process these data (for example: FAA AC 20-153 or the document on conditions for the issuance of letters of acceptance for navigation data providers by the European Air Safety Agency– EASA (EASA IR 21 Subpart G) or equivalent documents). A LOA recognises the data supplier as one whose data quality, integrity and quality management practices are consistent with the criteria of document DO200A/ED-76. The database supplier of an operator must have a Type 2 LOA and their respective suppliers must have a Type 1 or 2 LOA. The DGCA may accept a LOA issued to navigation data suppliers or may issue its own LOA. 6. AIRCRAFT MODIFICATIONS (DATA BASE UPDATE) If an aircraft system required for RNP APCH approach down to LP or LPV minima is modified (for example, change of software), the operator is responsible for the validation of the LPV routes based on the navigation data and on the modified system. This can be done without any direct evaluation if the manufacturer verifies that the modification has no effect on the navigation database or on path calculations. If there is no such verification by the manufacturer, the operator must carry out an initial validation of the navigation data with the modified system.

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APPENDIX 2

PROCESS OF APPROVAL OF RNP APCH DOWN TO LP OR LPV MINIMA 1. The RNP APCH down to LP or LPV minima LPV approval process consists of two kinds of approvals: the airworthiness and the operational approvals. Although both have different requirements, they must be considered under a single process.

2. This process is an organized method used by the DGCA to ensure that applicants

meet the established requirements.

3. The approval process is made up by the following phases:

Phase one: Pre-application

Phase two: Formal application

Phase three: Documentation evaluation

Phase four: Inspection and demonstration

Phase five: Approval 4. In Phase one - Pre-application, the DGCA invites the applicant or operator to the pre-application meeting. At this meeting, the DGCA informs the applicant or operator about all the operational and airworthiness requirements it must meet during the approval process, including the following:

(a) the contents of the formal application;

(b) the review and evaluation of the application by the DGCA;

(c) the limitations (if any) applicable to the approval; and

(d) the conditions under which the LPV approval could be cancelled. 5. In Phase two – Formal application, the applicant or operator submits the formal application, together with all the relevant documentation, as established in f this OC. 6. In Phase three – Documentation evaluation, the DGCA analyses all the documentation and the navigation system in order to determine its eligibility and what approval method is to be applied regarding the aircraft. As a result of this analysis and evaluation, the DGCA may accept or reject the formal application together with the documentation. 7. In Phase four – Inspection and demonstration, the operator will provide training for its personnel and perform the proving flights, if so required.

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8. In Phase five - Approval, the DGCA issues the RNP APCH approval down to LP or LPV minima, once the operator has met the airworthiness and operational requirements. For commercial operators, DGCA will issue Opsepcs and for GA operators the DGCA will issue an LOA.