RNAV Standard Ed 22a Web

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EUROPEAN ORGANISATION FOR THE SAFETY OFAIR NAVIGATION

EUROCONTROL

EUROPEAN AIR TRAFFIC CONTROL HARMONISATIONAND INTEGRATION PROGRAMME

EUROCONTROL STANDARD DOCUMENT

FOR

AREA NAVIGATION EQUIPMENT

OPERATIONAL REQUIREMENTSAND

FUNCTIONAL REQUIREMENTS

Reference Number: 003-93Edition : 2.2Edition Date : December 1998Status : Released IssueClass : General Public



DOCUMENT IDENTIFICATION SHEET

DOCUMENT DESCRIPTION

Document Title

AREA NAVIGATION EQUIPMENT

OPERATIONAL REQUIREMENTS and FUNCTIONAL REQUIREMENTS

EWP DELIVERABLE REFERENCE NUMBER

PROGRAMME REFERENCE INDEX EDITION : 2.2

003-93 EDITION DATE : December 1998

AbstractThis document constitutes the EUROCONTROL Standard for Area Navigation (RNAV). Thecriteria set out in this document relate to compliance with the requirements of the providers ofAir Traffic Services. It details common criteria with the aim of harmonising the maximumexploitation of the capabilities of RNAV equipment. The document covers the requirements forthe initial implementation of Basic Area Navigation as well as the requirements for longer-termapplication of systems meeting the RNP Minimum Aviation System Performance for RNP AreaNavigation.

The document covers the requirements for both en-route and in the Terminal Airspace.

Keywords

Navigation RNP Basic RNAV Precision RNAVTMA En-Route

CONTACT PERSON : R. Rawlings TEL : (32) 2 729 3335 DIVISION: DED 4

DOCUMENT STATUS AND TYPE

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Working Draft Executive Task General Public ü

Draft Specialist Task EATMP

Proposed Issue Lower Layer Task ü Restricted

Released Issue ü

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Area Navigation Equipment 003-93Operational Requirements andFunctional Requirements

Edition 2.2 Released Issue Page iii

WARNING

As of 23 April 1998, aircraft, other than State aircraft, operating on the ATSroutes, above the lowest applicable flight level as published by States, shall

be equipped with, as a minimum, RNAV equipment meeting RNP 5 inaccordance with the requirements set out in ICAO Doc 7030 RegionalSupplementary Procedures. Additionally National Authorities may designatedomestic routes within the lower airspace which can be used by aircraft notequipped with RNAV but able to achieve RNP 5 navigation accuracy, i.e.VOR/DME defined routes. The above requirement is met by equipmentconforming to the standards applicable to B-RNAV as set out in Edition 1 ofthis Standard. It is expected that the provisions for non-RNAV operationswill be reduced during the period from 1998 to 2005.

This present edition has extended the requirements for RNAV to cover the

longer term applications including operation on terminal airspaceprocedures. This modification does not change the requirements in respectof B-RNAV which remain in accordance with Edition 1.

These standards will be used to enable improvement in airspace capacityand efficiency of operation through increased RNAV application by aircraftwhich are suitably equipped. No decision has yet been made on anyextension of the requirements for RNAV carriage but any such change willbe in accordance with the ECAC Navigation Strategy and will beimplemented only after approval through the EATMP consultation processand an agreed period of advance notice.

COPYRIGHT NOTICE

This document has been produced by the EUROCONTROL Agency

Copyright is vested with the EUROCONTROL Agency

The content or any part thereof is thus freely available to Member States'representatives, but copy or disclosure to any other party is subject to priorconsent in writing by the EUROCONTROL Agency.



003-93 Area Navigation EquipmentOperational Requirements and

Functional Requirements

Page iv Released Issue Edition 2.2

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Edition 2.2 Released Issue Page v

DOCUMENT APPROVAL

The following table identifies all management authorities who have successively approved the

present issue of this document.

AUTHORITY NAME AND SIGNATURE DATE

ANTChairman

L.Hendriks

Director

Safety, Airspace, Airportsand Information Services

G. Paulson

Senior DirectorEATMP

W. Philipp





Page vi Released Issue Edition 2.2

DOCUMENT CHANGE RECORD

Edition Date Description Sections/Pages

Affected1.0 March 1996 Revised Warning EUROCONTROL address

amendedPage IPage iii

2.0 September 1998 Whole document revised to take account of:1. Application of EUROCAE/RTCA RNP RNAV

MASPS2. Extension of Standard to cover Terminal

Applications3. Revisions to the approved BRNAV Programme

All

2.2 December 1998 Whole document in accordance with commentsreceived to Edition 2.0 during formal approval ofProposed RNAV Standard

All

Change proposals, comments and requests for copies should be directed to:

EUROCONTROL

EATMP Safety, Quality Management and Standardisation Unit

Rue de la Fusée, 96

B -1130 Brussels

Belgium

Tel: (32) 2 729 35 69

Fax: (32) 2 729 91 08




Edition 2.2 Released Issue Page vii

TABLE OF CONTENTS

WARNING iii

COPYRIGHT NOTICE iii

DOCUMENT APPROVAL v

DOCUMENT CHANGE RECORD vi

TABLE OF CONTENTS vii

TABLES viii

FIGURES viii

FOREWORD ix

1. INTRODUCTION 1

1.1 Document Overview 1

1.2 Scope 2

1.2.1 Areas of Application 21.2.2 Timescales for Application 3

2. REFERENCES 5

3. DEFINITIONS, ABBREVIATIONS AND ACRONYMS 7

3.1 Definitions 7

3.2 Abbreviations and Acronyms 10

4. OPERATIONAL REQUIREMENTS 13

4.1 RNAV Equipment 13

4.1.1 System Description 134.1.2 General Operational Limitations 134.1.3 System Integrity Requirements 14

4.1.4 Continuity of Function 154.1.5 System Use Accuracy 16

4.2 Regulatory Approval 17

4.3 RNAV Application in ECAC Area 18

4.3.1 Timeframes 184.3.2 RNAV Certification and Operational Approval Requirements 19

4.4 Application of World Geodetic Reference System 1984 (WGS-84) 20

4.5 Training 20

4.5.1 General 204.5.2 Flight Crew Training 204.5.3 ATC Training 21

4.6 Flight Planning Requirements for RNAV Operations 21





Page viii Released Issue Edition 2.2

4.7 Loss of System Use Accuracy and Integrity 22

4.8 The Operations Manual 22

5. FUNCTIONAL REQUIREMENTS 23

5.1 Introduction 23

5.1.1 Acceptable Means of Compliance 23

5.2 Functional Requirements 24

5.2.1 Route 245.2.2 Navigation Functional Performance 275.2.3 System Functional Performance 29

5.3 Minimum Requirements 36

5.3.1 Background 365.3.2 Requirements Overview 37

ANNEX A (NORMATIVE)HOLDING CRITERIA

A.1. RNAV Holding DimensionsA.2 RNAV Holding Area Entry ProceduresA.3. Hold ExecutionA.4. RNAV Holding Area Exit Procedures

TABLES

1.1 Correspondence between Pre-MASPS and Post-MASPS

5.1 Route - Minimum Requirements5.2 Navigation Functional Performance - Minimum Requirements5.3 System Functional Performance - Minimum Requirements

A.1 Maximum Holding Airspeeds, Knots Indicated Air Speed (KIAS)

FIGURES

5.1 Controlled Turn - P-RNAV Route (En-route)

5.2 Fly-by Turn5.3 Fly-Over Turn5.4 TMA Turn With Defined Radius

A.1 RNAV Hold DimensionsA.2 Sample Entry Procedure Boundaries

A.3 Sample Hold Entry SectorsA.4 Sector 1 Entry

A.5 Sector 2 Entry

A.6 Sector 3 Entry

A.7 Sector 4 Entry




Edition 2.2 Released Issue Page ix

FOREWORD

1. Responsible Body

This Standard has been developed by the members of the European Organisation forthe Safety of Air Navigation (EUROCONTROL) Airspace and Navigation Team(ANT). Its adoption is in accordance with the Business Plan of the EATCHIP SpecialistDomain 7 (Navigation). The EUROCONTROL Agency wishes to acknowledge thevaluable assistance received from the Joint Aviation Authorities (JAA), the EuropeanOrganisation for Civil Aviation Equipment (EUROCAE), RTCA and the InternationalCo-ordinating Committee of Aerospace Industries Associations (ICCAIA) in preparingthis document.

2. EATCHIP Work Programme

This Standard is related to Specialist Tasks 02, 06 and 11 of Executive Task 1 (AreaNavigation and Reduced Route Spacing) of EATCHIP Domain 7 (Navigation).

3. Approval of the Standard

3.1 The development of this Standard is in accordance with the Directives forEUROCONTROL Standardisation.

3.2 This Proposed EUROCONTROL Standard has been prepared by the Airspace andNavigation Team and has passed through the initial consultation stage.

3.3 The provisions of this Standard will be phased in from 1998 in accordance with the

timescales set out in paragraph 1.2 ‘Scope’.

4. Technical Corrigenda and Amendments

When necessary, technical corrigenda and amendments to this EUROCONTROLStandard shall be adopted in accordance with the Directives for EUROCONTROLStandardisation (PLC.ET1.ST04-DIR-01-01).





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5. Editorial Conventions

5.1 The following notation has been used to indicate the status of each statement:

• Normative statements use the operative verb “shall” and have been printed in

light face roman text;

• Recommended statements use the operative verb “should” and have beenprinted in light face italics, the status being indicated by the prefixRecommendation.

5.2 Any other information which is considered essential to the understanding of aparticular indent will be integrated within the text as a NOTE. A note is considered tobe informative only, therefore does not contain specifications and is placedimmediately after the indent to which it refers.

6. Relationship to other Standard Documents

This Standard is related to the following documents:

• International Civil Aviation Organisation (ICAO) Documents:

– Annex 2 " Rules of the Air".

– Annex 11 "Air Traffic Services".

– Doc 4444 " Rules of the Air and Air Traffic Services".

– Doc 7030 " Regional Supplementary Procedures".

– Doc 9613 - AN/937 "Manual on Required Navigation Performance".

– Doc 8168 “Procedures for Air Navigation Services

- Aircraft Operations (PANS-OPS)”.• Joint Aviation Authorities (JAA) Document – TGL No 2 (rev 1) June 1997 "

Advisory Material for the Airworthiness Approval of Navigation Systems foruse in European Airspace Designated for Basic RNAV Operations ".

• RTCA Do 236/EUROCAE ED-75 “Minimum Aviation System PerformanceStandards (MASPS) for RNP Area Navigation”.

7. Status of the Annexes to this Document

There is only one Annex to this Standard Document and the status of this is definedas normative.

8. Language Used

The English language has been used in preparing the original text of this document.




Edition 2.2 Released Issue Page 1

1. INTRODUCTION

1.1 Document Overview

1.1.1 This document constitutes the EUROCONTROL Standard for Area Navigation(RNAV). Section Four contains the operational requirements to be met toreceive approval for conducting RNAV operations. Section Five contains thefunctional requirements concerning the RNAV airborne equipment. Thecriteria set out in this document relate to compliance with the requirements ofthe providers of Air Traffic Services. The design and approval of equipmentand on-board operational procedures to satisfy these stated requirements area matter for manufacturers, operators and the relevant authorities.

1.1.2 This Standard details common criteria with the aim of harmonising themaximum exploitation of the capabilities of RNAV equipment. The material

takes account of the operational objective of the European Civil AviationConference (ECAC) strategy for the 1990s as adopted by Transport ministersof ECAC Member States in Paris on 24 April 1990 and on 17th March 1992, Inaddition it takes account of the Implementation Strategy of the Future AirTraffic Management System in the European Region (FEATS) as approved bythe European Air Navigation Planning Group (EANPG/32, June 1990).

1.1.3 The Standard is intended for designers, manufacturers and installers of avionicsequipment, service providers, and users of these systems for world-wideoperations. Whilst specifying the functions which may be called upon by RNAVprocedure designers and route planners, this Standard does not, set out RNAVroute or procedure design criteria which will need to take into account, inter alia,

operational environment and operating limitations as well as the RNAVfunctional capability.

1.1.4 This revision forms the first amendment of the EUROCONTROL RNAVStandard 003-93 Edition 1 as approved by the EUROCONTROL PermanentCommission in 1993. The principle change for this revision is the incorporationof the definition of functional requirements for RNAV Standard Arrival andInstrument Departure Routes (STARs and SIDs) and for RNAV HoldingProcedures.

1.1.5 The basis of the requirements established by this Standard is the ICAORequired Navigation Performance (RNP). Whilst there are a number of levels

considered by ICAO Doc 9613 for en-route operations, only RNP 4/5 andRNP 1 are of relevance to the ECAC RNAV Implementation.

1.1.6 The achievable level of navigation performance will depend not only on thenavigation equipment functionality but also upon the navigation infrastructure.To ensure continued applicability of VOR/DME based navigation throughoutthe ECAC area, RNP 5 will be adopted as the lower level of navigationperformance.

1.1. 7 Edition 1 of this document defined the minimum requirements for initial RNAVapplications and adopted the terms Basic and Precision RNAV; Basic RNAV

meeting RNP 5 accuracy and Precision RNAV meeting RNP 1 accuracy.





Page 2 Released Issue Edition 2.2

1.1.8 Edition 2 takes into account the subsequent finalisation of RTCA DO236/EUROCAE ED-75 “Minimum Aviation System Performance Standards(MASPS) for RNP Area Navigation”. This document has adopted the termRNP-(x) RNAV for RNAV systems fully conformant to the MASPS where (x) isthe value of the required navigation performance. Therefore, for systemsmeeting the additional functional requirements set out in the MASPS:

• RNP-1 RNAV would replace the term Precision RNAV;

• RNP-5 RNAV would replace the term Basic RNAV.

However for systems meeting the requirements of Edition 1 of this Standardbut not the requirements of the MASPS, the terms Basic and Precision RNAVare retained.

1.1.9 The following table summarises the correspondence between the MASPS andEdition 1 of this Standard:

Table 1.1 Correspondence Between Pre-MASPS and Post-MASPSTrack KeepingPerformance

Pre-RNAV MASPSApplicability

Post RNAV MASPSApplicability

5 NM 95% Basic RNAV (B-RNAV) RNP-5 RNAV1 NM 95% Precision RNAV (P-RNAV) RNP-1 RNAV

< 1 NM 95% - RNP-(x) RNAV (x<1)1

The differences in functional requirements above are set out in Section 5.

1.1.10 Aircraft navigation systems developed in accordance with RTCA DO-236/EUROCAE ED-75 will also meet the RNP RNAV requirements set forth inthis Standard.

1.2 Scope

1.2.1 Areas of Application

1.2.1.1 This EUROCONTROL Standard is applicable to all aircraft under InstrumentFlight Rules (IFR) operating as General Air Traffic (GAT) in appropriatelydesignated and/or notified airspace. It relates to the implementation of RNAVoperations within the context of the European Air Traffic ManagementProgramme (EATMP).

1.2.1.2 RNAV equipped aircraft will be required to demonstrate compliance with

specific navigation system use accuracy standards prior to obtainingcertification and approval from the appropriate authority. These will be definedby the Joint Aviation Authorities in conformity with the Minimum AviationSystem Performance Standards as set out in EUROCAE ED75 /RTCA DO-236. An interim document covering the requirements for B-RNAV has beenissued by JAA as Temporary Guidance Leaflet No 2 revision 1 (June 1997).Note: the first issue of this document had the reference Advisory Material Joint(AMJ) 20X-2.

1.2.1.3 This Standard not only defines the required navigation accuracy, but alsocontains detailed information regarding functional requirements.

1

For terminal operations RNP<1 may be required for parts of the procedures. Such levels of navigation performancewill only be required where an appropriate navigation infrastructure is provided.





1.2.1.4 This Standard addresses both en-route operations and SIDs, STARs andHolding Procedures.

1.2.2 Timescales for Application

A phased application of RNAV is planned.

1.2.2.1 Phase 1 - from 1998

En-Route:

• As of 23 April 1998, aircraft, other than State aircraft, operating on theATS routes, above the lowest applicable flight level as published by States, shall be equipped with RNAV meeting RNP 5.

• VOR/DME and NDB will remain available for reversionary navigation atleast until 2005. As a result the reduced requirements as set out forBRNAV equipment are applicable during this phase.

• From 2002 it is expected that Random Area Navigation (Free Route)will be introduced in selected areas. In these areas there will be areduction in the availability of fixed routes. There will be no change inrequired RNAV functionality.

TMA:

• Where beneficial and practicable, National Authorities may definemandatory B-RNAV routes providing transitions to the SIDs andSTARs in the terminal area (feeder routes). Other RNAV procedures,including those requiring Precision RNAV (RNP 1 or better)performance may be introduced. However they will remain optional in

this timescale and conventional SIDs, STARs and Holding procedureswill continue to be provided.






1.2.2.2 Phase 2 - 2005 or later (date to be agreed by the ECAC States)

• As VOR (and NDB) is withdrawn, the ability to revert to conventionalnavigation will reduce with RNAV ultimately becoming the only meansof navigation. Radio position updating will be by means of DME/DME or

GNSS based RNAV. It is expected that on-board inertial referencesystems will continue to augment the radio position data.

• As a result of the decommissioning of radio navigation sources capableof supporting reversionary operations, the system integrity andoperational functionality requirements will increase, necessitating theuse of equipment in conformance to RNP-(x) RNAV requirements oncereversion to conventional navigation ceases to be possible.

En-Route:

• Navigation infrastructure will support RNP-1 RNAV accuracy. This willpermit closely spaced routes where the airspace developmentsnecessitate.

TMA:

• RNP-(x) RNAV is expected to become increasingly applied and, onceVOR and NDB are decommissioned, will become a requirement ofInstrument Flight Rules (IFR) operations in the Terminal Area. This willallow the modification of the Terminal airspace with the potential forincreased flexibility of Terminal approach and departure proceduresand reduced areas for Holding procedures etc. For parts of the

Terminal Area, RNAV operation will require an ability to meet RNP-1 orbetter performance levels.

NOTE - The functional requirements contained in Section 5 reflect theabove application concept.





2. REFERENCES

2.1 The following documents and standards contain provisions which, throughreference in this text, constitute provisions of this EUROCONTROL Standard.

At the time of publication of this EUROCONTROL Standard document, theeditions indicated for the referenced documents and Standards were valid.

Any revision of the referenced ICAO Documents will be taken into accountwithin this EUROCONTROL Standard.

Revisions of the other referenced documents shall not form part of theprovisions of this EUROCONTROL Standard until they are formally reviewedand incorporated into this EUROCONTROL Standard document.

In the case of conflict between the requirements of this EUROCONTROL

Standard and the contents of these other referenced documents, thisEUROCONTROL Standard shall take precedence.

2.2 At the time of publication the documents listed below are those that arereferenced from within the EUROCONTROL Standard:

• Implementation Strategy of the Future Air Traffic Management Systemin the European Region (FEATS). 1990

• ECAC Strategy for the 1990s relieving congestion in and aroundairports. 1992

• ICAO Document 9613 “Manual on Required Navigation Performance”

(RNP MAN) 1994• ICAO PANS-RAC Document 4444 "Rules of the Air and Air Traffic

Services". 1996

• ARINC Specification 424 "Navigation Systems Database"

• EUROCONTROL International Convention, Article 3

• ICAO Annex 11 "Air Traffic Services". 1998

• ICAO Document 7030 " Regional Supplementary Procedures". 1987

• ICAO Doc 8168 Procedures for Air Traffic Services - AircraftOperations (PANS-OPS)

• JAA Temporary Guidance Leaflet No 2 Revision 1 “JAA GuidanceMaterial on Airworthiness Approval and Operational Criteria for the Useof Navigation Systems in European Airspace Designated for BasicRNAV Operations ". 1997

• RTCA DO-236A /EUROCAE ED75 Minimum Aviation SystemPerformance Standards for Required Navigation Performance for AreaNavigation. 1998

• RTCA DO-200A/EUROCAE ED76 Requirements for the AeronauticalData Process. 1999

• RTCA DO201A/EUROCAE ED77, Industry Requirements forAeronautical Information (draft). 1998





3. DEFINITIONS, ABBREVIATIONS AND ACRONYMS

3.1 Definitions

For the purposes of this EUROCONTROL Standard, the following definitionsshall apply. Where appropriate, the source document for the definition isidentified in brackets at the end of the definition.

3.1.1 Accuracy: The degree of conformance between the estimated or measuredposition and/or the velocity of a platform at a given time and its true position orvelocity. Radio navigation performance accuracy is usually presented as astatistical measure of system error and is specified as:

• Predictable: The accuracy of a position in relation to the geographic orgeodetic co-ordinates of the earth.

• Repeatable: The accuracy with which a user can return to a positionwhose co-ordinates have been measured at a previous time with thesame navigation system.

• Relative: The accuracy with which a user can determine one positionrelative to another position regardless of any error in their true position.(RNP MAN) (See also "System Use Accuracy")

3.1.2 Approach Operations: Operations conducted on published InstrumentApproach Procedures (IAP) commencing at the Initial Approach Fix (IAF) andterminating at the Missed Approach Point (MAPt), or point of landing, asappropriate.

The Missed Approach begins at (or in some cases before) the MAPt andterminates at an altitude/height sufficient to permit:

• initiation of another approach; or

• return to a designated holding pattern; or

• resumption of en-route flight.

3.1.3 Area Navigation (RNAV): A method of navigation which permits aircraftoperation on any desired flight path. (ICAO Doc. 9613-AN/937)

3.1.4 Area Navigation Equipment: Any combination of equipment used to provideRNAV guidance. (ICAO Doc. 9613-AN/937)

3.1.5 ATS Route: A specified route designed for channelling the flow of traffic asnecessary for the provision of air traffic services.

NOTES

1. The term 'ATS Route' is used to mean variously, airway, advisory route,controlled or uncontrolled route, arrival or departure route, etc.(ICAO Annex 11)

2. This definition of the term 'ATS Route' as it is used in air traffic servicesdocuments may not coincide and should not be confused with the

definition of a 'route' provided in Aeronautical Radio Incorporated(ARINC)-424.






3.1.6 Availability: An indication of the ability of the system to provide usableservice or the intended application.

3.1.7 Containment Value: The distance from the intended position within whichflights would be found for a specified percentage of the total flying time,accumulated for all aircraft. (Adapted from ICAO Doc. 9613-AN/937)

3.1.8 Continuity of Function: An indication of the ability of the RNAV system tomeet the Required Navigation Performance whilst within the specifiedcoverage area of the appropriate navigation system. It is defined as theportion of the time during which the system is capable of being used fornavigation during which reliable navigation information is presented to thecrew, Automatic Flight Control System (AFCS), or other system managing theflight of the aircraft and is to take due account of the defined continuity offunction of the navigation infrastructure.

3.1.9 Crosstrack Deviation: The perpendicular deviation that the aircraft is to the

left or right of the desired track. (RNP MAN)

3.1.10 En-Route Operations: Operations conducted on published ATS routesand/or direct point-to-point operations between defined waypoints.

3.1.11 Flight Technical Error: The accuracy with which the aircraft is controlled, asmeasured by the indicated aircraft position with respect to the indicatedcommand or desired position. It does not include blunder errors. (RNPConcept)

3.1.12 General Air Traffic: For the purposes of this Standard the term " general airtraffic" shall comprise any aircraft (e.g. civil, military, customs and police)

operating in conformity with the procedures of the International Civil AviationOrganisation. (EUROCONTROL International Convention, Article 3)

3.1.13 Geodesic: The shortest distance between two points on a model of the earth’ssurface defined by the WGS-84 (or equivalent) ellipsoid. For short distances thegeodesic converges to the great circle.

3.1.14 Geometric Dilution of Precision (GDOP): The ratio of the standarddeviation of the position error to the standard deviation of the measurementerrors, assuming that all measurement errors are statistically independent andhave a zero mean and the same standard distribution.

3.1.15 Integrity: The ability of a system to provide timely warnings to users whenthe system should not be used for navigation. (ICAO Doc. 9613- AN/937)

3.1.16 Nautical Mile: Throughout this document where distances are expressed inNautical Miles (NM), it is understood that 1NM = 1.852 kilometres (km).

3.1.17 Operational Approval: The process by which an ICAO signatory State hassatisfied itself, through its own established processes, that an operator cansafely meet all the requirements for a given operation.”

3.1.18 Reference Aid(s): The navigation aid(s) upon which the procedure designhas been based.





3.1.19 Random RNAV: RNAV operation whereby routes can be flight planned onlegs not defined by fixed ATS routes. Such operations may be limited tocertain Flight Information Regions (FIR)s or parts of FIRs within the ECACArea and may be subject to flight level limitations.

3.1.20 Sensor: A unit capable of providing information for use by the RNAV or FlightManagement System (FMS) equipment. (ICAO Doc. 9613-AN/937)

3.1.21 State Aircraft: (ICAO Convention) Aircraft operating on military, customs orpolice activities shall be deemed to be State aircraft.

3.1.22 State of the Operator: The State in which the operator has his principalplace of business or, if he has no such place of business, his permanentresidence.

3.1.23 State of Registry: The State on whose register the aircraft is entered.

3.1.24 System Use Accuracy: The combination of the navigation sensor error,airborne receiver error, display error, and flight technical error. Also callednavigation performance accuracy. (ICAO Doc. 9613-AN/937)

3.1.25 Terminal Operations: Operations conducted on published StandardInstrument Departures (SIDs), or published Standard Arrival Routes (STARs),or other flight operations whilst transitioning to or from the en-route phase offlight.

3.1.26 Total System Error: The difference between the true position and desiredposition. This error is equal to the vector sum of the path steering error, pathdefinition error and position estimation error.

These are illustrated below:

Estimated Position

True Position

Path Definition Error

Path Steering Error

Position Estimation Error

Desired Path

Defined Path

TotalSystem Error

3.1.27 Waypoint: A specified geographical location used to define an AreaNavigation Route or the flight path of an aircraft employing Area Navigation(ICAO Doc. 4444).






3.2 Abbreviations and Acronyms

For the purposes of this EUROCONTROL Standard the followingabbreviations and acronyms shall apply:

AEEC Aeronautical Engineering Electronics Committee

AFCS Automatic Flight Control SystemAIP Aeronautical Information PublicationAIRAC Aeronautical Information Regulation and ControlAMJ Advisory Material JointANT Airspace and Navigation Team (EATMP)ARINC Aeronautical Radio IncorporatedATC Air Traffic ControlATM Air Traffic ManagementATS Air Traffic Services

B-RNAV Basic Area Navigation

CDU Control Display Unit

DME Distance Measuring EquipmentDOC Designated Operational Coverage

EANPG European Air Navigation Planning GroupEATCHIP European Air Traffic Control Harmonisation and

Integration ProgrammeEATMP European Air Traffic Management ProgrammeECAC European Civil Aviation ConferenceEUROCAE European Organisation for Civil Aviation EquipmentEUROCONTROL European Organisation for the Safety of Air NavigationETRF European Terrestrial Reference Frame

FANS ICAO Future Air Navigation SystemFEATS ICAO Future European Air Traffic Management SystemFIR Flight Information RegionFMS Flight Management SystemFTE Flight Technical Error

GAT General Air TrafficGDOP Geometric Dilution of PrecisionGNSS Global Navigation Satellite System

GPS Global Positioning System

IAF Initial Approach FixIAP Instrument Approach ProceduresIAS Indicated Air SpeedICAO International Civil Aviation OrganisationICCAIA International Co-ordinating Committee of Aerospace

Industries AssociationsIFR Instrument Flight RulesINS Inertial Navigation SystemISA International Standard Atmosphere

JAA Joint Aviation Authorities





KIAS Knots Indicated Air SpeedKt KnotKm Kilometre

MAPt Missed Approach PointMASPS Minimum Aviation System Performance Standards

NAVAID Radio Aid to NavigationNDB Non-Directional Radio BeaconNM Nautical Mile

P-RNAV Precision Area Navigation

RNAV Area NavigationRNP Required Navigation PerformanceRTF Radiotelephony

SARPs ICAO Standards and Recommended PracticesSID Standard Instrument DepartureSTAR Standard Arrival Route (Annex 11 App 3)

TACAN Tactical Air Navigation AidTAS True Air SpeedTGL Temporary Guidance LeafletTMA Terminal Control Area

VOR Very High Frequency Omnidirectional Radio RangeVORTAC VOR-Tactical Air Navigation

(A combination of VOR providing and TACAN, the lattercompatible with DME)

WGS World Geodetic System





4. OPERATIONAL REQUIREMENTS

4.1 RNAV Equipment

4.1.1 System Description

Area navigation equipment determines aircraft position by processing datafrom one or more sensors and can guide the aircraft in accordance withappropriate routing instructions. Determination of aircraft position isdependent on such factors as sensor availability and accuracy, signalparameters (e.g. signal source strength, transmitted signal degradation).Position determination may employ such inputs as (in no specific order ofpriority):

• Distance measurements from two or more Distance MeasuringEquipment (DME) ground stations (DME-DME);

• Very high frequency Omnidirectional Radio range (VOR) with a co-located DME, (VOR/DME);

• Inertial Navigation Systems (INS) (or Inertial Reference Systems (IRS)supported by a suitable Navigation system);

• LORAN-C;

• Global Navigation Satellite System (GNSS)/Global Positioning System(GPS).

These various sensors may be used individually or combined to provide

aircraft position. Navigation parameters such as distance and bearing to awaypoint are computed from the aircraft position and the location of thewaypoint. Course guidance is normally provided, this being referenced eitherto a course established to/from a waypoint or to the geodesic between twosuccessive waypoints.

4.1.2 General Operational Limitations

Due to the availability and integrity of the various sensor systems, effects ofpropagation and bias errors, and potential interference with certain sensorsfrom outside sources, operational limitations must be imposed on the use ofsome types of area navigation equipment fits. These general limitations are

detailed in the following sub-paragraph’s.

4.1.2.1 Operational Areas

The operator shall ensure that equipment fit is capable of performance inaccordance with the defined standard for the area(s) in which operations areintended.






4.1.2.2 Operational Equipment:

• LORAN-C, VOR/DME and INS1

without automatic position updatingfrom DME/DME, shall not be viewed as stand alone input to meet RNP1 accuracy.

• LORAN-C shall not be viewed as suitable as the navigation source forterminal operations.

• RNAV systems using a single co-located VOR/DME shall only be usedfor navigation during the execution of Terminal operations where theRNAV system is shown to meet the declared Required NavigationPerformance for that procedure in the available navigation aidenvironment.

• GNSS/GPS shall only be considered as the stand alone input to anavigation system for either en-route or terminal operations where suchapplications have been approved by JAA and other appropriate

authority, as meeting the declared Quality of Service (accuracy,integrity, availability and continuity of service) requirements for theoperation. Where these requirements are not met, another source ofpositioning information meeting the Quality of Service requirementsmust be available for RNAV operations. This can include manualnavigation techniques using VOR/DME and NDB where these can beshown to provide the Required Navigation Performance.

Recommendation The above considerations necessitate the evaluation of Airspace requirements and available infrastructure in the definition of sensor requirements for RNAV operation. The system designer should be aware that for many situations the accuracy, integrity, availability and continuity of

function demand the availability of more than one source of navigation data for the RNAV operation. In assessing this capability reference should be made to the performance requirements for navigation aids set out in ICAO Annex 10.

4.1.3 System Integrity Requirements

4.1.3.1 The risk of hazardously misleading information shall be less than 10-5

perflight hour.

4.1.3.2 Where operation requires the application of MASPS compliant RNAVSystems, the probability of the Total System Error of the aircraft operating inRNP airspace exceeding a cross track limit of twice the RNP without providing

a failure warning to the Flight Crew shall be less than 10

-5

per flight hour.

1

With suitable runway update procedures, using INS/IRS, it is possible to achieve RNP 1 accuracy for the period required forthe execution of the departure procedure when updating from radio navigation aids is not available.





4.1.4 Continuity of Function

4.1.4.1 Equipment Requirements

The equipment shall demonstrate the following capability:

• The risk of loss of navigation function is less than 10-5 per flight hour

• Where conformance to RTCA DO-236/EUROCAE ED 75 is required,probability of annunciated loss of RNP RNAV functionality is less than10

-4per flight hour.

4.1.4.2 Operational Requirements

The ATS require that the RNAV system provide a minimum level of continuityof function for operation in the airspace. In view of the variety of navigationaids which can be used to meet the airspace requirements, an analysis of thesystem capability must take due account of the elements of the available

navigation infrastructure that are used by the navigation system and theirdeclared performance. However the airborne navigation system provider oraircraft operator may assume that the infrastructure provided by DME isadequate throughout the entire ECAC area to meet the requirements of thedeclared RNP.

The RNAV system is required to provide an average airborne systemcontinuity of function of 99.99% of flight time for RNP 5 operations 99.999% offlight time for RNP 1 operations. Operators may choose to rely on aredundancy of RNAV systems in order to obtain the required continuity. Thepositioning function continuity may be assured by the use of multisensor areanavigation systems which incorporate various position fixing sensors, each of

which is individually usable for airborne area navigation.

The operator is required to specify the associated equipment installation,configuration and operating limitations for RNP operations in the Flight Manualand Minimum Equipment List or equivalent.

NOTES

1. So long as sufficient VOR/DME and/or NDB facilities are available toprovide a reversionary means of maintaining RNP 5 accuracy, thecarriage of a single RNAV system meeting RNP 5 performance with alower continuity of function may be regarded as providing anappropriate continuity for operation on RNP 5 routes, if the aircraft isalso carrying VOR/DME equipment. Once the VOR and NDBinfrastructure is decommissioned to a degree that reversion VOR andNDB navigation along these routes is no longer possible, conformance to RNP 5 RNAV will require RNAV systems to demonstrate fullcompliance with the continuity requirements (see paragraph 1.2).






2. Where a single RNAV system does not meet the continuity of functionrequirement, an operator may choose to provide a redundancy of RNAVsystems to meet the requirement of this Standard. Where the primarysystem consists of a single RNAV system meeting RNP 1 performanceit may be possible to demonstrate an acceptable average continuity offunction in an ECAC RNP 1 environment if the back-up equipmentprovides an RNAV capability meeting RNP 5 requirements but whichcan demonstrate an acceptably low rate of reduction in accuracy (e.g.INS based reversionary navigation).

3. When establishing conformance to the continuity requirement dueallowance must be made for the continuity of service of the navigationaids. It is expected that, except as applicable under 1 above, thecontinuity of function requirement will demand the availability of multipleinput sensors. This may be multiple radio sensors or radiosupplemented by inertial sensors.

4.1.5 System Use Accuracy

4.1.5.1 En-Route

Routes will be specified according to one of two levels of RNAV system useaccuracy in European airspace as detailed in the following sub-paragraph’s.

4.1.5.1.1 RNP 1:

During operations on RNP 1 routes or in areas notified as exclusively forRNP 1 equipped aircraft, the equipment shall provide system use accuracyequal to or better than 0.5NM (0.93km) one standard deviation relative to the

intended geodesic, and assure the aircraft will remain within 1NM (1.85km)either side of the intended track for 95% of its flight time.

In order to receive RNP 1 certification the equipment shall, as a minimum, berequired to provide the capabilities and features, or their equivalents, listed inparagraph 5.3 for the appropriate operation.

Where the ATS route(s) notified for RNP 1 require(s) controlled turns, a fixedradius, as depicted in Figure 1, will be specified by the ATS route designatorand will be defined only for those turns where such fixed radius is required.The aircraft shall remain within the allowable RNP 1 RNAV tolerance of thetangential arc specified by the radius between the straight leg segments. If a

fixed radius is not specified, a fly by turn may be executed.

NOTES

1. Where controlled radius turns are required for en-route operation, theroute centreline of RNAV RNP 1 ATS routes will be defined about atangential arc with radii of 22.5NM or 15NM, dependent on route andaltitude designator as defined in ICAO Annex 11.

2. An aircraft executing a controlled turn while transitioning from a route toone with a different designator will continue to turn along the radiusused at the beginning of the turn.





4.1.5.1.2 RNP 5:

Equipment shall provide system use accuracy equal to, or better than,2.5NM (4.6Km) for 1 Standard Deviation. It shall provide a 95% containmentvalue of +/-5NM (+/- 9.26Km).

NOTE - This level is similar to that currently achieved by aircraft withoutRNAV capability operating on ATS routes defined by VOR, whenVOR’s are less than 100NM apart.

In order to receive RNP 5 certification the equipment shall, as a minimum, berequired to provide the capabilities and features or their equivalents, listed inparagraph 5.2. Due account shall be taken of the differences between BasicRNAV requirements applicable from 1998 and those applicable to RNP-5RNAV operational requirements which will only be applicable from a date tobe agreed but no earlier than 2005. These differences are set out inparagraph 5.3.

4.1.5.2 Terminal Area

4.1.5.2.1 The system use accuracy required for the execution of SIDs and STARs, aswell as RNAV feeder routes, providing the transition to the en-route structure,will be specified as part of the definition of the departure or arrival route.Either RNP 5 or RNP 1 may be required and parts of the route may havedifferent requirements. Procedures demanding a specific RNP will only beflown by equipment approved for that RNP and having the functions requiredby paragraph 5.3. It should be noted that for a transition period, in addition toRNP RNAV procedures, Terminal Area procedures, including SIDs andSTARs, may be designed for execution using specific navigation aids (egVOR/DME or DME/DME GPS/GNSS). In such situations the RNP value maynot be stated - note 3 applies.

NOTES

1. Some TMA RNAV routes (e.g. Arrival routes) may demandperformance better than RNP 1. This will be required only where thenavigation infrastructure can meet the required precision and continuityof service levels.

2. To operate on TMA routes, the RNAV system shall have beenapproved as meeting the RNP using the available navigationinfrastructure.

3. Where TMA routes have been designed and promulgated as requiringthe application of one or more defined “Reference” navigation aids,these aids shall be used for position fixing unless it can bedemonstrated that the proposed alternative means of position fixingmeets or exceeds the required navigation accuracy, continuity andintegrity.

4. Where a fixed radius turn is required for terminal operation the turnradius will be defined as part of the procedure in accordance withFigure 4.






4.1.5.2.2 The achievable RNP type depends upon both the available navigation aidsand the on-board equipment capability. In all cases, operators have theresponsibility to ensure that their aircraft have the capability to navigate withthe required level of accuracy when operating within the notified RNAVenvironment. In determining this capability, due account shall be taken of thenavigation aids available in the designated RNAV environment at the time ofoperation, the RNAV system capability and, where appropriate, the requiredprocedures for the flight crew.

4.2 Regulatory Approval

4.2.1 The Joint Aviation Authorities (JAA) or regulatory authority of the Operator'sState of Registry will define the appropriate standards for the airworthinessapproval of the installation and operation of area navigation equipment asrequired in this document.

4.2.2 The RNAV functional requirements set out in Paragraph 5.3 are the minimumfunctional requirements required of systems for operation on Area Navigationroutes and airspace. The document provides references to the detailedcapability requirements for application by manufacturers, operators andNational Authorities.

4.3 RNAV Application in ECAC Area

4.3.1 Timeframes

4.3.1.1 Initial Implementation (1998 - 2005+)

4.3.1.1.1 With effect from the fifth Aeronautical Information Regulation and Control(AIRAC) date in 1998 (i.e. April 23 1998), the carriage of RNAV equipmentmeeting the requirements of JAA TGL no 2 rev 1, became mandatory on theATS Route Network in the ECAC area in accordance with the requirementsset out in the Aeronautical Information Publication (AIP) of each State. Thelower Flight Level of application of this RNAV requirement will be reduced in aco-ordinated manner with the target of a uniform application of RNAV to allen-route and feeder routes in all ECAC States.

4.3.1.1.2 It is recognised that the continued availability of VOR/DME and NDB providesthe potential for reversion to conventional navigation techniques in the event

of system failure or reduced functionality. Thus whilst an RNAV system maybe providing the “sole” or only means of automatic Area Navigation, duringthis period it will not be providing the only means of navigation. Due allowancefor this has been made in the specification of functional requirements for B-RNAV during the period 1998 to 2005+.

4.3.1.1.3. Additionally, it is recognised that the ECAC Strategy, in establishing therequirement for States to make the carriage of RNAV equipment mandatoryby 1998, implies a requirement that States provide the necessary RNAVinfrastructure (e.g. aids to navigation, RNAV ATS routes, RNAV Procedures)to enable the use of this equipment.





4.3.1.2 Future RNAV Developments (2005+)

4.3.1.2.1 Pending application of GNSS as the only available source of navigation,operators should be aware that DME is expected to become the primarysource of ground based position information in the ECAC area (ICAOImplementation Strategy of the Future Air Traffic Management System in the

European Region (FEATS), Part 2, para. 2.2.2 refers).

In the context of the European ATC Harmonisation and IntegrationProgramme, it is proposed, with effect from 2005 or from such later date asagreed by the ECAC States and with an appropriate period of notice, Stateswill no longer need to provide sufficient VOR and NDB coverage to enablenavigation to be provided along conventional ATS routes.

As a result, notes 1 and 2 of 4.1.4.2 will be no longer applicable and RNAVsystems will therefore be required to meet the availability and continuity ofservice criteria both en-route and in the Terminal Control Area (TMA).Additionally, increased functionality will be required as set out in Section 5.

These form the basis of the main functional differences associated with RNP-(x) RNAV.

4.3.1.2.3. A decision on the mandatory carriage of RNAV equipment meeting RNP 1requirements has yet to be made by ECAC member States. The mandatorycarriage of RNP-1 RNAV/P-RNAV is therefore not foreseen before 2005.

4.3.1.3 Transition Periods

Since there will be an evolutionary availability of RNAV routes anddecommissioning of VOR aids, it can be foreseen that during such periods,routes and procedures requiring differing capability will co-exist. As a result,

operators shall ensure that aircraft are flight planned along routes or in RNAVairspace appropriate to the equipment fit.

4.3.2 RNAV Certification and Operational Approval Requirements

Operators shall contact the State of Registry or State of Operator regarding:

• Approval of aircraft and systems by the operator, systems installerand/or airframe manufacturer;

• Approval for RNAV operations.

The minimum capabilities necessary, to support ATC requirements, which

must be demonstrated for RNAV systems certification are as described inSection 5. Such demonstration should be supported with manuals andprocedures which establish the operating capabilities and any limitations forthe RNAV system.

In an application for operational approval, the operator would normally beexpected to provide as a minimum:

• A specification of intended operations, navigation infrastructuredependencies, and any limitations on the RNAV system;






• Detailed operating procedures for the aircraft and RNAV system whichassures the intended operations are conducted in accordance with therequirements of specified for the airspace. Where the RNAV systemdoes not fully meet the navigation integrity and/or continuityrequirements of the airspace, the operating procedures shall specifyhow pilots are to ensure conformance to the ATS requirements by theappropriate application of alternative reversionary navigation sources.

4.4 Application of World Geodetic Reference System 1984 (WGS-84)

4.4.1 The co-ordinates defined in the AIP published by the National Authorities wereoriginally based upon the mapping datum used in that country. As a result ofthe development of geodesy, there were frequently significant differencesbetween the datums used by neighbouring States. These different systemswere inducing errors to the navigation system. When using VOR/DME definedATS routes, the effect of these anomalies were relatively benign. However,the use of ground based navigation aids in RNAV, the exchange of radar

data, the extension of the application of the RNAV systems into the terminalarea, and the use of world-wide navigation systems such as GNSS wasexpected to render these anomalies unacceptable.

4.4.2. In July 1994, ICAO mandated that all AIS data shall be published in co-ordinates referenced to the earth mass centres reference frame WGS-84system as from 1st January 1998. The relevant ICAO annexes (Annexes4,11,14 and 15) have been amended to take into account the planned futureuse of RNAV systems. This has resulted in changes to the accuracy andresolution of the AIS data to provide a system capable of meeting the RNAVrequirements for both en-route and terminal applications.

4.4.3 This required National Authorities to establish the WGS-84 geodetic referencesystem across the European Region. This transition has been completed.However, there remains a need to ensure that all data elements are of theaccuracy and integrity needed for the proposed application. This is acontinuing commitment upon the originators and publishers of data.

4.5 Training

4.5.1 General

The relevant authorities are responsible for approving the training programmefor flight crew and air traffic controllers in RNAV operations. While theprovisions of this section are by no means exhaustive, they provide anindication of the general considerations, which will need to be addressed priorto the full implementation of RNAV operations.

4.5.2 Flight Crew Training

4.5.2.1 The operators training programme should ensure that flight crew gain athorough understanding of the functionality and operation of the RNAVequipment and the procedures required to ensure the required navigationalaccuracy can be achieved.





Recommendation At a minimum, the training programmes for RNAV operations should consider:

• all phases of the operation and the responsibilities of flight crew members, flight dispatchers and maintenance personnel;

• the technical content for flight crews in respect of:

– theory and procedures, limitations, detection of malfunctions, pre- flight and in-flight testing, cross-checking methods, and the actual plotting of fixes, etc., relating to the operation;

– pre-flight, en-route and post-flight procedures;

– the use of the systems performance and limitations at high latitudes, a review of navigation, flight planning and applicable meteorology;

– the methods for updating by means of reliable fixes, where permitted;

– use of appropriate Radiotelephony (RTF) phraseology pertaining

to RNAV applications; and

– procedures in the event of loss or impairment of navigation capability.

4.5.3 ATC Training

4.5.3.1 The initial phase of RNAV implementation will be the replacement ofconventional ATS routes by RNP 5 RNAV routes. From the ATC point of view,the traffic handling along such RNAV routes will show little difference fromtraffic handling on routes defined by VOR/NDB. It is likely, therefore, that therequirement for additional specific ATC training will be minimal.

4.5.3.2 The debut of systematic RNAV operations off ATS routes (Random RNAV)will introduce significant changes to the operation of ATC and may requireadditional controller support facilities that will necessitate additional training,taking into account such matters as:

• wider geographical familiarisation (beyond one's own airspace); and

• different methods of identifying conflicts which could occur anywhere inthe airspace, as opposed to established ATS routes.

4.5.3.3 As other elements of RNAV become more widely available, e.g. RNAV TMAprocedures and holding, their integration into ATC procedures will need to be

considered.Recommendation ATC training should consider the need for:

• improved knowledge of the revised route structure in the area of responsibility;

• familiarity with the airspace requirements and restrictions in areas beyond the immediate area of responsibility;

• understanding of, and ability to use ATC facilities installed to support RNAV operations;

• use of appropriate procedures and RTF phraseology pertaining to

RNAV applications; and






• recognition of the capabilities of airborne RNAV equipment and the means by which these can be exploited.

Where possible suitable simulator training should be used to assist in the provision of an appropriate level of comprehension of the RNAV system capability.

4.6 Flight Planning Requirements for RNAV Operations

RNAV system performance is dependent upon airborne equipment capabilitiesand the provision of aids to navigation in the ground environment. Therefore,approved sensors may be used as a means of area navigation provided theaircraft is equipped, flight planned and operated according to proceduresapproved by the appropriate National Authority or the JAA.

4.7 Loss of System Use Accuracy and Integrity

Where failure of the RNAV system, or degradation of performance below thatrequired for RNAV operations, results in an aircraft being unable either toenter the RNAV airspace or to continue operation in accordance with thecurrent air traffic control clearance, ATC shall be advised as soon as possibleand a revised clearance requested.

4.8 The Operations Manual

The Operations Manual, or equivalent where an operations manual is notrequired, shall describe the RNAV equipment procedures to be used for pre-

flight, in-flight and post-flight and operations in the event of a loss, orimpairment, of RNAV capability.





5. FUNCTIONAL REQUIREMENTS

5.1 Introduction

This document contains the minimum acceptable functional requirements forRNAV equipment for en-route and terminal area operations. The requirementsof EUROCAE Document ED-58 have served as references in the preparationof Edition 1 of EUROCONTROL Standard. This revision also takes intoaccount the provisions of EUROCAE ED-75/RTCA DO-236 “Minimum AviationSystem Performance Standards: Required Navigation Performance for AreaNavigation” and makes due allowance for the differences in requirements forRNAV following the decommissioning of VOR.

5.1.1 Acceptable Means of Compliance

5.1.1.1 RNP 5:

5.1.1.1.1 B-RNAV

From 1998 until at least 2005, navigation equipment having been installed onaircraft in accordance with the JAA Temporary Guidance Leaflet (TGL) No-2revision 1 will be accepted as complying with the minimum requirements forRNAV RNP 5 operations as listed in this document as applicable prior to2005.

NOTE - The predecessor to TGL No-2 had the reference: Advisory MaterialJoint (AMJ) 20X-2.

5.1.1.1.2 RNP-5 RNAV

The relaxation of integrity and continuity requirements associated with B-RNAV is applicable only so long as reversion to conventional navigation usingVOR/DME and/or NDB remains available. Once the VOR and NDBinfrastructure is decommissioned to a degree that this is no longer possible,operation on RNP 5 routes will require conformance to the requirements forRNP-5 RNAV equipment as set out in paragraph 5.3 of this Standard.

5.1.1.2 RNP 1:

5.1.1.2.1 P-RNAV

From 1998 and until at least 2005, P-RNAV equipment is optional. Howeversome RNP-1 routes are expected to be introduced, in particular thosesupporting terminal operations. Navigation equipment operating on such RNP-1 routes must demonstrate compliance to the requirement of P-RNAVequipment as set out in paragraph 5.3 of this Standard






5.1.1.2.1 RNP-1 RNAV

The relaxation of integrity and continuity requirements associated with P-RNAV is applicable only so long as reversion to conventional navigation usingVOR/DME and NDB remains available. Once the VOR and NDB infrastructurestarts to be decommissioned operation on RNP-1 routes will require

conformance to the requirements for RNP-1 RNAV equipment as set out inparagraph 5.3 of this Standard

NOTE - The JAA will, in due course, publish documentation setting forth theprocedures and requirements for obtaining airworthiness approval ofPrecision RNAV and RNP-(x) RNAV Equipment. These will be basedupon the requirements set out in this Standard and the MASPS forRNP RNAV (EUROCAE ED-75 /RTCA DO-236).

5.2 Functional Requirements

This paragraph defines the functional characteristics of an RNAV system.They form a subset of RNAV capability specifications defined to enable the AirTraffic Management (ATM) systems to derive operational and capacitybenefits from the application of RNAV.

Where a functionality is provided it should meet these following minimumstandards. Paragraph 5.3 defines what functions are required for theproposed operation.

5.2.1 Route

5.2.1.1 Waypoints

Commentary

A waypoint is a geographically defined point. It may be identified by name (ifavailable in the database), location (latitude/longitude), bearing and distancefrom another defined point, or by other means. Waypoint location is necessaryin the computation of navigation information. The waypoint may also have anassociated leg change type (See 5.2.3.5.2)

5.2.1.1.2 Functional Specification

Minimum requirements are defined in paragraph 5.3.

Where manual waypoint entry is provided it shall be possible to enter theco-ordinates of waypoints to a resolution consistent with the required systemuse accuracy.

Where a means for waypoint storage and retrieval is provided, the resolutioncapability of the mechanism provided shall be consistent with the requiredsystem use accuracy.





5.2.1.2 Terminal Operation

5.2.1.2.1 Commentary

All RNAV procedures for operation in the TMA will be constructed from aseries of legs which together define the path in space the aircraft is to follow.The basis for the definition of these legs is the Aeronautical EngineeringElectronics Committee (AEEC) ARINC 424 navigation database standard. Asubset of these leg types are permitted for RNP RNAV operations inaccordance with the RTCA DO-236/EUROCAE ED-75.



Where the RNAV system is to be employed on TMA routes, the nature ofthese leg types demands that they are pre-constructed and a suitable

database shall be provided.

All RNAV equipment operating on RNAV TMA routes shall provide thecapability to store the whole of the procedure and it shall only be possible toinsert the procedure from the navigation database. Modification to this routeby the flight crew is permitted but any route changes shall not affect the routestored in the database.

Where the RNAV system is not capable of utilising the leg types as defined bythe RTCA DO-236/EUROCAE ED-75, it shall be demonstrated that anyalternative method employed by the system is capable of providing acceptablesystem performance.

5.2.1.3 Navigation Database


A navigation database should consist of current navigation reference dataofficially promulgated for civil aviation use, and contain at least navigation aid,waypoint and procedure information covering the region of intended operationand departure and arrival routes. A means of entering additional flight crewdefined waypoints and the ability to store a number of flight plans may beprovided.

The database may be internal or external to the RNAV system.








Where a Navigation Database is provided:

1. It shall have provision for update in accordance with the AIRAC cycle.The integrity of this update process shall be sufficient to ensure that itdoes not adversely affect the data quality. The integrity, accuracy andresolution requirements for aeronautical data are set out in ICAO Annex15. These shall be maintained throughout the data lifecycle. Means bywhich this can be achieved are set out in RTCA DO-200a/EUROCAEED-76 “Requirements for the Aeronautical Data Process”

2. The flight crew shall be able to verify that the database is current andvalid and the flight plan for a given flight is correct. The database validityperiod shall be available for display to the flight crew and an alertprovided if the system is operated outside of the validity period.

3. The resolution to which the data is stored shall be sufficient to ensurethat the required navigation accuracies can be attained.

4. It shall be possible to display data relating to individual waypoints andnavigation aids within the database.

5. It shall not be possible for the flight crew to modify the data stored in thedatabase.

5.2.1.4 Route Planning


The RNAV system should allow the construction and/or modification of a flightplan by the flight crew. The methods for doing this may consist of the insertionof individual waypoints and related data to a resolution consistent with thesystem use accuracy, the selection of individual waypoint data from thedatabase, or the extraction of routes or portions of routes, from the navigationdatabase.



Where manual means for the insertion or modification of data in the flight planare provided, for example, by the use of the RNAV Control Display Unit(CDU):

1. The flight crew shall be able to verify the credibility of the data in respectof the flight plan being flown and the stored database at any timewithout the guidance and navigation display outputs of the computerbeing affected.

2. The route data shall consist of the names or co-ordinates of thewaypoints and the RNAV system shall be able to calculate the distancesand tracks between them.

3. The present track and distance to go to the next waypoint shall beprovided, except when operating on a non-fixed leg (e.g. course to analtitude or heading leg), where distance and/or track are undefined.





4. The equipment shall enable the flight crew to provide ATC the presentcourse and distance to (or from) any waypoint in the flight plan up to atleast a distance of 999NM.

5. A means shall be provided to enable the flight crew to either extract fromthe database, or enter manually into the flight plan, the RNP for the route

or segment of the planned route.

Where a system is to be used for RNAV TMA routes, the route planningcapability shall be sufficient to predefine the complete TMA route.

5.2.1.5 In-flight Route Modification


This function is complementary to route entry and provides the capability forsubsequent modification of an entered route in response to ATC or flight crew

requirements.

The primary means of modification will be via the crew/computer interface. Anadditional means of updating the flight plan by the use of a ground/air datalink may be provided.



Where provided:

1. The flight crew shall be able to modify the flight plan at any time.

2. Until a revised flight plan is activated the system will continue to follow thepre-existing flight plan within the requirements of the associated RNP andshall maintain system use accuracy during and after modification of theflight plan.

5.2.2 Navigation Functional Performance

5.2.2.1 Co-ordinate System


In order to ensure that airborne and ground equipment are performing positioncalculations based on the same reference system, the navigation algorithmsneed to be based upon a common geodetic reference system. ICAO hasadopted the World Geodetic System 1984 (WGS-84) as this common system.



All co-ordinates provided in a navigation database shall be in the WGS-84reference system or equivalent (for example the European Terrestrial

Reference Frame (ETRF).






If the WGS-84 model is not employed in the RNAV system, it shall benecessary to demonstrate that the navigation system is able to provide anequivalent level of precision using the WGS 84 co-ordinates.

5.2.2.2 Track Definition


This document defines only the performance of the RNAV system when routesor procedures are referenced to waypoints with defined co-ordinates. It doesnot define performance on a segment of the route where one or more of theterminators of the route segment are not defined by a co-ordinate.


The accuracy limits associated with tracks and the turns between tracks areset out in 5.2.3. below.

In all cases the performance requirements on straight tracks are referred tothe Geodesic. Where an approximation to this is applied, this shall be takeninto account in the establishment of the error budget.

5.2.2.3 Tuning and Selection of Navigation Radios


This section applies only to those systems employing inputs from groundnavigation aids such as VOR, DME etc.

It is necessary to provide the capability of selection and tuning of DME and/orVOR channels in accordance with stored programme procedures and relatedaircraft position and navigation performance requirements.

The system should be capable of selecting aids which will provide acceptablenavigation accuracy and of selecting alternative aids where appropriate.



Where ground navigation aids are employed:

1. They shall be applied within the Designated Operational Coverage(DOC) of the navigation aid. Where automatic selection and tuning ofnavigation aids is provided and the DOC is not available to the aidselection mechanism, the system shall demonstrate that sufficientmeans are provided to prevent aids being used for navigation update inareas where the data can be misleading due to co-channel interference,multipath and direct signal screening etc.;

2. The selected frequencies and/or Navaid ICAO identifiers shall beavailable for display;

3. The flight crew shall be able to inhibit individual Navaids from theautomatic selection process for navigation update;





4. It shall be possible to select a Navaid facility for display of the Navaiddata;

5. If the system does not employ the aid(s) specified for the execution of theterminal route ("Reference Aids"), it shall be possible for the flight crew toensure that the required performance can be met using the Navaids selected

and tuned.

5.2.2.4 Position Initialisation and In-flight Update


This facility is required to enable the flight crew to initialise the position prior totake off or at any time during the flight to a resolution and accuracy consistentwith the system use accuracy.



Where manual update is permitted in flight, the Operations Manual orequivalent shall define the conditions under which such updates may beundertaken.

5.2.2.5 Navigation Mode(s) and Annunciation

5.2.2.5.1.1 Commentary

Many RNAV systems have multiple sources for position data. A hierarchy may

be established which selects (or weights) the method of position fixing basedon factors such as accuracy, location signal parameters, flight phase or otheroperational considerations.



Where such selection is possible, the system shall:

1. Provide indications to the flight crew of the system in operation and itsstatus. This includes indications of sensors being used or the method of

position fixing and an estimate of achieved navigation performance.

2. Present sufficient information to allow determination that the equipmentis functioning properly. This shall include an indication of:

– sensors being used or the method of position fixing; and

– the estimate of achieved navigation performance.

Navigation performance worse than that required for the leg being flown shallbe brought to the attention of the flight crew.

Navigation information shall be provided within 20 seconds after tuning anavigation ground facility (assuming sensor outputs are available and valid).






5.2.2.6 Position Display


The computed aircraft position can be made available for display in terms ofpresent latitude and longitude and/or range and bearing of the aircraft to orfrom the active or other waypoints selected by the flight crew.



Where provided RNAV Systems shall provide the capability to displaycomputed position and waypoints to a resolution consistent with the ability ofthe flight crew to monitor and fly the RNAV route or procedure in conformancewith the system use accuracy. The equipment shall enable the flight crew toprovide ATC the present track and distance to (or from) any waypoint in the

flight plan up to a distance of at least 999NM.

5.2.3 System Functional Performance

5.2.3.1 Accuracy


The accuracy of the system is quoted in terms of RNP. This refers to theperformance relative to a defined track and includes both navigation andFlight Technical Error (FTE).

Whilst operating on routes where a fixed radius of turn is defined, the RNPshall be maintained during the turn. Where the track is not defined during aturn, the system performance is defined by the envelope set out in 5.2.3.5.



Where airspace requirements define an RNP:

1. RNAV systems shall provide system use accuracy in accordance withthe RNP for the airspace or route being flown; and

2. These standards shall be met for all ground speeds up to 750Kt and forindicated airspeeds up to 300Kt for terminal procedures.

5.2.3.2 Cross Track Deviation


A means of display of cross track deviation may be met by an output to a flightdirector or display system or by a display forming part of the RNAV system.Where no AFCS output is available from the RNAV system, the cross trackdeviation display sensitivity should be suitable to allow manual track keeping.







Where required:

1. a display (or suitable output) providing data on the distance from thedefined track shall be available for display at all times. The RNAV baseddisplay may be flight crew selectable; and

2. the display resolution shall be consistent with the system use accuracy.

5.2.3.3 Automatic Flight Control System Outputs


An AFCS output may be required in order to allow the RNP to be met. Whereit can be demonstrated that the RNP can be met without use of the AFCS

output there will be no requirement for this to be provided.

The AFCS output may be replaced or supplemented by a Flight Directoroutput.



Where an AFCS output is provided it shall be capable of meeting the FTElimits used for the analysis of system accuracy (see 5.2.3.1).

To achieve the control and stability required for passenger comfort, equipmentoutputs may be filtered or "eased on" consistent with FTE requirements.

Recommendation It is recommended that AFCS outputs are provided by all RNAV systems.

5.2.3.4 Automatic Waypoint Sequencing and Turn Anticipation


The sequencing of waypoints along the route with suitable turn anticipationand track change guidance, enable the aircraft to be maintained within the

turn performance limits defined for RNAV operation. The criteria fordetermining the leg change point depends upon the leg change type,airspeed, wind conditions and assumed or applied bank limits.



1. Where an AFCS output is provided, the system shall provide anautomatic transfer to the next leg.

2. Where an AFCS output is not available, suitable indication, alerts and/or

displays should be provided to allow the flight crew to capture the nextleg.






The turn anticipation capabilities should allow a smooth transition betweentracks within the limits of accuracy defined in 5.2.3.5 below.

5.2.3.5 Turn Performance


The turn performance requirements are dependent upon the RNP and uponthe phase of flight. The turn types are set out below.

NOTE - EUROCAE ED-75/RTCA DO-236 have adopted the term “transition”as an alternative to the term “turn”.


The turn type requirements are set out in paragraph 5.3.

The detailed functional requirement for each type is set out in 5.2.3.5.1 and5.2.3.5.

5.2.3.5.3 En-Route

5.2.3.5.3.1 Where the ATS route(s) notified for RNP-1 requires controlled turns, a fixedradius, as depicted in Figure 5.1, shall be specified by the ATS routedesignator and included for all turns on the RNP-1 ATS route. The aircraftshall remain within the allowable RNP-1 tolerance of the tangential arcspecified by the radius between the straight leg segments. If the turnperformance is unspecified, the equipment shall determine the turnperformance.

NOTE - Until further notice, ATS authorities will, when requiring controlledturns, define RNP-1 ATS Routes about a tangential arc with radii of22.5NM or 15NM, dependent on route designator. An aircraftexecuting a controlled turn while transitioning from a route to one witha different designator will continue to turn along the radius used inthe beginning of the turn.

5.2.3.5.3.2 For RNP-1 operations where controlled turns are not required and for RNP-5,the system shall provide the ability to accomplish turns of up to 120 degrees

of track change below FL 195 and 70 degrees at or above FL 195 withoutexceeding the turning area envelope shown in Figure 5.2. Procedural

techniques may be an acceptable means of meeting this requirement.

NOTES

1 For en-route operations “fly-over” transitions, where the aircraftcommences the turn only upon reaching the waypoint, are notpermitted. This limitation may be achieved by operational means.

2 The containment parameters in the figure are given as a generic RNP-xwhere, depending upon operational considerations, RNP-5, RNP-1 or lowermay be required. Where the values of RNP differ between the entry anddeparture tracks, the containment value applying for the inside of the turn willbe the greater of the two values. The containment boundary on the outside of

the turn will be defined by a continuation of the boundary prior to thecommencement of the turn as far as the turn waypoint.





5.2.3.5.4 Terminal Operations

Dependent upon the magnitude of the turn angle and operationalrequirements, one of two methods will be used for defining the turnperformance.

5.2.3.5.4.1 Turns Defined by Single Waypoint

It shall be possible to execute a turn using either of the following turn typesdefined by a single waypoint:

5.2.3.5.4.1.1 Turn at a “Fly-over” Waypoint

The inbound track to the turn shall terminate at the turn waypoint. The turnshall commence on passing that waypoint and the RNAV system should seekto maintain the aircraft within the area defined in Figure 5.3 for turns up to 70degrees. This turn type provides relatively poorly controlled performance. As a

result the fly-over turn will only be employed where overflying the transition fixis necessary. In accordance with the functionality set out in RTCA DO-236/EUROCAE ED-75, there will be no requirement for the airborne system tomonitor the performance against the RNP containment limit. The facility toexecute the “fly-over” turn may cease to be required once full MASPScompliance is demanded. Where avoidance of an early turn is required thismay be achieved by requiring a defined radius turn.

5.2.3.5.4.1.2 Turn at a “Fly-by” Waypoint

This is equivalent to the turn described in 5.2.3.5.1 above and defined inFigure 5.2.

5.2.3.5.4.2 Turns with Defined Radius

The termination of the track inbound to the turn and start of the track outboundfrom the turn will be defined by waypoints (see Figure 5.4). The turn will benominally defined around an arc having both the inbound and outbound tracksas tangents. The 95% containment surface will be defined around that arc andwill be defined by the appropriate RNP.

The inbound and outbound tracks will define the RNP for these legs. Wherethe RNP for the inbound and outbound tracks differ, the less demanding value

(i.e. the larger RNP type) may be assumed to be applicable during the turnexecution.

5.2.3.6 Parallel Offsets


Parallel offsets provide a capability to fly offset from the parent track asdefined by the waypoint. They are normally applicable only for en-routesections and not when Terminal Area leg types are employed.






The cross track deviation indication provided to the flight crew during theoperation of the offset will be to the offset track and therefore the presence ofan offset should be made clearly available to the flight crew.


The minimum functional requirements are given in paragraph 5.3.

Where offsets are provided:

1. The system shall be capable of flying tracks offset by up to 20 NM fromthe parent track defined by the waypoints. The presence of an offsetshall be continuously indicated;

2. Tracks offset from the parent track shall be continued for all ATS routesegments and turns until either removed by the crew or automaticallyby, for example, amending the active flight plan by executing a “Direct-To”;

3. Where the navigation system provides automatic cancellation (e.g. joining an RNAV hold, when a course change of 90 degrees or greateroccurs or joining a STAR) the flight crew shall be given advance notice;

4. The crosstrack offset distance shall be inserted via the RNAV CDU to aresolution of 1NM or better.

Where parallel offset capabilities are applied, the performance specified in5.2.3.1 shall be maintained referenced to the offset track. Turns between theinbound and outbound offset tracks shall be executed such that the aircraftremains within the limits defined in 5.2.3.5. for 95% of its flight time.

5.2.3.7 Entry and Recovery from Offsets.

Transitions to and from the offset track shall be performed expeditiously butshall maintain an intercept angle of 45 degrees or less.

5.2.3.8 Direct-To Function


The “Direct to” function enables the flight crew to specify a track direct fromthe aircraft’s present position to any waypoint. The track established from the

aircraft’s present position to the chosen waypoint should be established totake into account the turn initiation distances to avoid excessive manoeuvres.


The Minimum Requirements are given in paragraph 5.3.

Where provided, the “Direct to” function shall:

1. Have the capability of establishing a direct leg to any selected waypoint;and;

2. Intercept the leg direct to the chosen waypoint without excessive

overshoot of the new track.





5.2.3.9 Holding Procedures


1. A holding procedure will normally be required only at defined holdingpoints on entry to TMAs. However, holding may be required by ATC at

any point. The means of data entry to define the hold should enable theflight crew to define the point at which a hold should be executedtogether with the hold requirements including hold dimensions anddirection. This data may be extracted from a database.

2. The holding capability for RNAV will be a racetrack defined by theholding point, turn direction and dimensions.

3. Prior to adoption by ICAO of the RNP RNAV holding proceduredefinition, the system will need to be able to operate within theconventional, non-RNAV, holding airspace.

5.2.3.9.1.1 Functional SpecificationThe Minimum requirements are given in paragraph 5.3.

Where the RNP RNAV holding capability is provided, the system shall, withthe minimum of flight crew intervention:

1. Be capable of initiating, maintaining and discontinuing RNP RNAVholding procedures at all altitudes. The procedure being defined only by:

– the holding point;

– the nominal inbound track to the holding point; and

– the 95% containment area.

The dimensions of the containment area are altitude dependant and canbe calculated using the information provided in Annex 1.

2. Be capable of providing an omni-directional hold entry. The track to thehold point shall be maintained until the aircraft has entered the definedcontainment area.

3. Enable the aircraft to remain within the defined containment area duringhold entry.

The entry procedure will not be defined by ATC. However, for illustrativepurposes, Annex 1 provides an example of a potential entry procedure.This does not exclude the provision of alternative entry procedures

meeting the above requirements.

The normal exit from the hold will be at the holding point. The turn to theoutbound track will treat the hold point as a “Fly by” waypoint (see5.2.3.5.4.1.2)

5.2.3.10 Bearing/Distance to Waypoint(s)


The system should be capable of determining, and presenting for display onrequest, the information on the relative position of the aircraft from definedpoints as below.







Minimum requirements are specified in paragraph 5.3.

Where provided:

1. the equipment shall enable the flight crew to provide ATC the distanceand time to (or from) any route waypoint up to a distance of at least999NM in 1NM increments,

2. provide bearing to/from any route waypoint in 1 degree increments.

Additionally the system may provide, on demand or otherwise, presentposition of the aircraft in relation to selected, off-route waypoint(s), interms of bearing, distance and flying time.

5.2.3.11 Monitoring

5.2.3.11.1 System Performance Monitoring

The minimum requirements are set out in 5.3.

Where provided, the system shall perform sufficient monitoring to determinewhether the navigation performance remains within the required system useaccuracy and meets the required integrity. A means shall be provided toindicate to the flight crew when the navigation system performance does notmeet the RNP requirements of the airspace, route or procedure.

5.2.3.11.2 Sensor Monitoring

The minimum requirements are set out in 5.3.

All RNAV systems shall monitor the data obtained from sensors in use byreference to the computed position for consistency in position information. If adiscrepancy occurs which is greater than twice the 95% containment valuepredicted from a consideration of the navigation data sources in use, andautomatic reconfiguration possibilities have been exhausted, a warning shallbe displayed to the crew and the equipment shall ignore the position derivedfrom the out of tolerance sensor. Provision shall be made to identify anddeselect the discrepant sensor.

5.2.3.12 Alert Outputs

Alert outputs shall be provided for the following:

a. Equipment failures; or

b. Reversion to a mode of navigation which will lead to a navigationperformance worse than that required for the operation.

5.2.3.13 Data Link Interface

ATS requirements associated with data link are still under definition. The notebelow is provided for information purposes only.





NOTE - Within the potential timescale of the mandatory carriage of RNP-1RNAV/P-RNAV, it is expected that ATC data link services will beprogressively implemented in States which are members of ECAC.RNAV systems will be expected to provide information fortransmission via the data link network. This is likely to include presentposition and associated navigation quality information. The data mayalso include flight plan data.

5.3 Minimum Requirements

5.3.1 Background

The minimum requirements are based upon the following:

• That initial RNAV requirements are to be achieved using Precision andBasic RNAV systems as defined in edition 1 of this standard. They areestablished to provide the capability of early application of RNAV

systems with Basic RNAV being required in accordance with thewarning to this Standard, from 1998 and with P-RNAV being the meansby which RNP-1 capability is met.

• That from 2005 or such later date as agreed by the ECAC States,RNAV system functionality will be required to be in accordance withMinimum Aviation System Performance Standards: RequiredNavigation Performance for Area Navigation (EUROCAE ED-75/RTCADO-236).

This standard demands increased functionality and, in particular, definessystem integrity requirements enabling removal of conventionalnavigation aids defining ATS routes. The term RNP-(x) RNAV is defined

for such equipment. The minimum requirements set out below are thoserequired to enable operation in a future European ATS System, they area subset of the total system requirements which have been defined onthe basis of global requirements.






5.3.2 Requirements Overview

The tables below define the minimum requirements associated with types ofRNAV operations, based upon the functional requirements set out inparagraph 5.2. In these tables the following applies:

O = Optional but if provided shall meet the functional specification given in 5.2

R = Function is required

P = Function is prohibited

Table 5.1 Route - Minimum Requirements

Function B-RNAV P-RNAV RNP5RNAV

RNP 1RNAV

RequirementsDefinition

Flight crew waypoint entry(En-Route)

R R R R 5.2.1.1

Terminal leg data type

entry from Database

O R R R 5.2.1.2

Flight crew manualterminal leg entry

P P P P 5.2.1.2

Flight crew manualterminal leg modification

O1

R R R 5.2.1.2

Navigation Database foren-route operations

O R R R 5.2.1.3

Navigation Database forTMA operations

O2

R R R 5.2.1.3

Flight plan entry R R R R 5.2.1.4Minimum number ofwaypoints

4 10 * * 5.2.1.4

Flight plan whole routeused in TMA

R R R R 5.2.1.4

In flight Route Modification R R R R 5.2.1.5NOTE- * sufficient for the route to be flown

1 Terminal RNAV procedures must be input from a database and then may be modified. If a database is not provided

this facility is not applicable and TMA operation is not permitted.2 If a database is not provided it will be necessary to demonstrate that the required flight plan integrity can be provided

by the alternative means of route definition





Table 5.2 Navigation Functional Performance - MinimumRequirements


RNP 1RNAV


Operation with WGS-84

datum

R R R R 5.2.2.1

Ground aid selection1

O R R R 5.2.2.3Manual inhibit of aids whereaid selection automatic

R R R R 5.2.2.3

Ground aid tuning O R R R 5.2.2.3Position initialisation R R R R 5.2.2.4In-flight manual positionupdate

O P O P 5.2.2.4

Indication of NavigationMode for multiple inputsources

R R R R 5.2.2.5

Navigation Position Display R R R R 5.2.2.6

Table 5.3 System Functional Performance - Minimum Requirements


RNP 1RNAV


95% containment 5 NM 1 NM 5 NM 1 NM 5.2.3.1System integrity(per Flight Hour)

- - 10-5

10-5

4..1.3

Continuity of Function(failure per flight Hour)

2 10-4

10-5

10-5

10-5

4.1.4

Cross Track DeviationDisplay or Output

R R R R 5.2.3.2

AFCS Output O R R R 5.2.3.3Waypoint sequencing R R R R 5.2.3.4En-route Fly-overturn anticipation

P P P P 5.2.3.5.3

En-route Fly-by turnanticipation

R R R R 5.2.3.5.3

En-route fixed radius turn O O O R 5.2.3.5.3TMA Fly-overturn execution

R R O O 5.2.3.5.4

TMA Fly-by turn anticipation O R R R 5.2.3.5.4TMA defined radius turn O O R R 5.2.3.5.4Parallel offsets O R R R 5.2.3.6Entry and recoveryt fromoffsets

O R R R 5.2.3.7

“Direct to” function R R R R 5.2.3.8Holding procedure (RNP) O O R R 5.2.3.9Holding procedure(conventional)

O O O O 5.2.3.9

Display bearing distanceand time to waypoints

R R R R 5.2.3.10

Performance monitoring O O R R 5.2.3.11Sensor monitoring R R R R 5.2.3.11Alert outputs

Equipment failureMode reversion

RO

RO

RR

RR

5.2.3.12.a5.2.3.12.b

1 Only applicable when ground aids used by the position determination function2

A lower level of performance is permissible while VOR is available and VOR equipment is carried. See 4.1.3






Turn Centre

RNP-(x)

RNP-(x)

r rα/2α/2

r

RNP-(x)

RNP-(x)

2xCosα/2

Parallel TrackOffset 2 x RNP

α/2

Figure 5.1: Controlled Turn - P-RNAV Route (En-route)





α

90°

90°

Turn Waypoint

Y NM

RNP - (x)

RNP - (x)

rr

Figure 5.2: Fly-by Turn

NOTES:

1. Y is the nominal turn anticipation distance determined by ( )2

tan α r Y = where α is the

track angle change in degrees and r is the radius of turn,( )

NM W V

r 00001458.0tan

2

φ

+= .

Where

V is maximum true airspeed (knots) at the required altitude.

W is ICAO accountable wind speed (knots) for the required altitude.

Ø is the maximum aircraft bank angle.

The maximum bank angle for the definition of the turn requirement is given byØ = α /2 or 23° whichever is the smaller.

2. It should be noted that, whilst the inner boundary of the containment area is definedas an arc of a circle, this does not require such an arc to be flown by the aircraft.

3. The values for V+W to be applied are:

Turns at FL 195 or below:

(V+W) = 500 kts.

Ø = min(0.5 * α, 23°).

Turns above FL 195:

(V+W) = 750 kts.

Ø = 5°, by default.

If 5° results in Y > 20 NM, then Y = 20 NM and2

tan

20

α =r

*.

* This has the effect of limiting the initiation of a turn to 20 NMs.

4. Where the RNP defined for the track approaching the turn differs from the RNP ofthe track departing the turn, the boundary defining the 95% containment on theinside of the turn will be the higher of the two values. The 95% containment

boundary to the outside of the turn will be the continuation of the containmentboundaries about the straight lines meeting at the waypoint.






α

α

Nominal Turn Boundary

ß < Min ( /2, 30°)

Turn Waypoint

Figure 5.3 Fly-Over Turn

NOTES:

1. This turn is only to be provided for terminal procedures. The requirements of theoperation of the turn do not include the need to monitor against the RNP limit and

as a result only the nominal path limits are shown in the figure.2. It is assumed that for a turn of α°, a return to track will occur at a maximum angle of

β=α /2°. As for the Fly-by turn, it is assumed that the bank angle in the turn is limitedto 23° or to α /2° whichever is the smaller.

The minimum distance between a fly-over waypoint and the next waypoint isdetermined by the following formula:

L r r r r a a = + +−æ

è

ççç

ö

ø

÷÷÷

+æ

è ç

ö

ø÷ + +

1 1 1

1

2 2 21sin cos tan

coscos

sintanα α β

α β

β

β

Where

a(V+W)

36001 = × +( )

φ 1

510 6 3or or is the pilot delay and roll anticipation distance for the initial

turn.1

1

Roll anticipation is the distance travelled along the previous leg track from the point at which the roll starts to beapplied until the point when the aircraft is considered to have started the turn. For the purposes of procedure designcalculations, the assumption is made that the aircraft continues on the previous track until all the bank has beenapplied. This is not necessary if the flight director/autopilot is being used, as the pilot should be given sufficientwarning to execute the turn within the same timeframe as the autopilot. However, this is still the subject of somedebate and analysis and, if the procedure designer wishes to err on the side of caution, the following allowances forpilot-induced delays can be made:• 10 seconds during any en-route segment.;• 6 seconds during any terminal segment other than a missed approach and departure segment;

• 3 seconds during any missed approach or departure segment..If the autopilot is coupled to the RNAV system, there may be a delay of up to one second for the RNAV system toupdate the autopilot prior to roll being applied. If the autopilot is coupled to the RNAV system, the bank will beapplied at 3° per second. A worst case roll anticipation time would therefore be 23/3 = 7.6 seconds. If the flight





( ) ( )r V + W Tan 1.458 101

2

1

1 5= × × ×− −φ is the initial turn radius.

φ α

123=

æ

è ç

ö

ø÷min

2

ο

οor φ

α 1

23=æ

è ç

ö

ø÷min

2

ο

οor is the bank angle for the initial turn.

a(V W)

36002 =

+× +( )

φ 2

5

10 6 3or or is the pilot delay and roll anticipation distance for the

recovery turn.

φ β

223=

æ

è ç

ö

ø÷min

2

ο

οor is the bank angle for the recovery turn.

This formula produces similar values to the RNP MASPS formulae when theappropriate wind, AOB and recovery turn parameters are used.

β

α

β

β/2 β/2

α1

1 α 1

α

β

1

β

r tan /2β2

r 1

r 1

r2

r2

α

2

r cos tancos

sin

cos

a + ar sin

A

K

C D

G

H

L

E F

J

B

1r

director is used, the bank can be expected to be applied by the pilot at 5° per second. A worst case roll anticipationtime for terminal operations would therefore be 23/5 = 4.6 seconds.






Turn Centre

End of Inbound Track Start of Outbound Track

RNP-(x)

RNP-(x)

r r

RNP-(x)

Figure 5.4: TMA Turn With Defined Radius

NOTES:

1. This turn is defined as a constant radius circular path about a defined turn centre.The end of inbound and start of outbound are defined waypoints. The inbound andoutbound tracks are tangential to the turn arc.

2. The procedure will normally define the turn radius1.

3. Where the RNP for the inbound and outbound tracks differ, the higher value of RNPwill be assumed for the turn.

1

The radius defined in the procedure is assumed to meet the requirements of PANS OPS in respect of the design ofacceptable minimum turn radii.




Edition 2.2 Released Issue Page A/1

ANNEX A (NORMATIVE)HOLDING CRITERIA

A.1 RNAV HOLDING AREA DIMENSIONS

RNAV holding areas will be defined by:a. A holding waypoint (fix), in WGS-84 latitude and longitude;

b. A holding altitude, in feet, relative to mean sea level;

c. A maximum holding indicated airspeed, in knots;

d. An inbound track to the holding fix, in degrees relative to true north;

e. An inbound track to the holding fix length (d1 ), in nautical miles (Notethat d1 shall be equal or greater than d2);

f. An RNP containment value (d3), equal to 1 or 5NM (95% containment).

A plan-view of the holding area is shown in Figure A1 along with the pathdefinition terms. The inbound track length is published but shall be greaterthan the maximum holding pattern width. Value d4 in Figure A1 represents anamount of airspace added to the holding fix-end to protect aircraft duringentries from the holding side which have high intercept angles relative to theinbound track.

95% RNP Containment area

d2

d1 d 3

Hold Waypoint

Inbound track to the holding fix

d4

Figure A.1: RNAV Hold Dimensions

NOTES:

1. The turn diameter (d2) is computed at each inbound to the holding fix and is definedto allow the path to be followed throughout the turn at the True Air Speed (V) atwhich the hold is being flown. The diameter of the holding outbound turn is to takeinto account the actual wind being experienced and the maximum bank angle.

( )φ tan34313

2

2

W V d

+= Where:

V is the true airspeed.W is the actual wind speed at the entry to the outbound turn.φ is the maximum bank angle.

2. The distance d2 defined by the above formula is conservative with respect to aircraft

turn performance in that the accountable wind speed is assumed to be a tailwindthroughout the entire turn.





Page A/2 Released Issue Edition 2.2

3. The distance is the protection area for Sector 4 entries, which needs to take intoaccount of the turn completion distance for a 70° fly-by turn with a diameter of d2 (seesector 4 entry options in appendix A). Thus d4 becomes:

( )20sin120cos2

2

4−=

d d

The bank angle Ø to be used in the calculation of d2 is defined as:

Ø = 23° for FL<245 Ø = 15° for FL>245

4. The distance d1 is published by the State and shall be greater than d2

5. The aircraft is not required to fly the entire holding track as defined by the aboveparameters. A smaller racetrack may be flown if desired but the aircraft must overfly the hold point once the entry procedure is complete.

6. The holding airspace will be defined on the basis of the above maximum speedsand will take into account the ICAO accountable windspeed or an alternativewindspeed profile agreed as suitable for the airspace under consideration.





A.2 RNAV HOLDING AREA ENTRY PROCEDURES

The navigation system shall construct a ground track to be used for entry andthe aircraft shall be controlled to that track throughout the entry. The

procedure shall facilitate entry from any direction and maintain the aircraftwithin the containment area of the holding pattern during and after entry.

The inbound track to the hold point is to be maintained until the aircraft is withinthe airspace defined by the containment area. There is no required entry patternto be observed however the following would, inter alia, be considered as anacceptable, entry procedure:

Sample Entry Procedure

The nominal holding pattern is composed of two half circles and two straightsegments. C1 and C2 are the circles of which the outbound and inbound turnsform part. (Figure A.2)

A

T

[C1] [C2]

7 0 °

Figure A.2: Sample Entry Procedure Boundaries

The holding point is A and the line T through A is at 70o

to the inbound track.This line and the inbound track divide the hold into 4 sectors (Figure A.3).

1

2 3

4

A

[C1] [C2]

Figure A.3: Sample Hold Entry Sectors






Sector 1 Entry

The entry path continues toward hold point A until reaching the tangent pointof a circle centred on the line between the centres of C1 and C2. Thereafterthe track continues along the arc of the circle continuing outbound on theinbound track and returning to the hold point via C2 and the arc of a circlecentred on the line between centres of C1 and C2 which touches circle C2(Figure A.4).

A

[C1] [C2]

70°

Figure A.4: Sector 1 Entry

Sector 2 Entry

The inbound track continues through the hold point A and turns along arc tointercept C2 tangentially (Figure A.5).

A

[C1] [C2]

70°

Figure A.5 Sector 2 Entry





Sector 3 Entry

Inbound track continues through the hold point A until meeting a circle centredon the line between the centres of C1 and C2. The track then follows thatcircle until meeting the outbound track. (Figure A.6)

A

[C1] [C2]

70°


Sector 4 Entry

Inbound track intercepts tangentially circle C1 (Figure A.7).

A

[C1]

70°







A.3 HOLD EXECUTION

Whilst a nominal racetrack pattern, with geographically fixed inbound andoutbound legs, has been shown in the above figures, this does not imply the

need for the hold to be executed with fixed tracks.

The basis of the holding procedure is that the aircraft must remain (on a 95percentile basis) within the containment area described. The turns have beendefined such that the track can be maintained at the maximum IAS with atailwind equivalent to the ICAO accountable wind speed. Thus for most of theturn a lower bank angle is demanded.

The hold can be flown in a manner corresponding to the conventional Holdprocedure. A constant bank angle turn equal to the maximum bank angledefined in section 1 above will result in a smaller turn radius. The outboundstraight must however be chosen so as to ensure that there is no overshoot

on to the non-holding side in the execution of the inbound turn.

The aircraft is not required to fly over the hold waypoint during entry. However,the aircraft is required to fly over the hold waypoint along the defined inboundtrack once established in the hold.

The navigation system may use less than the maximum holding track radius (d2

) to define either entry into or execution of the hold.

A.4 RNAV HOLDING AREA EXIT PROCEDURES

The protected area for a hold exit will be the composite of the hold pattern,and the associated transition at the hold fix.

Recommendation The fly-by transition should use the inbound course to the hold fix and the track to the following leg.

The navigation system shall be capable of exiting the hold by any of the RNAVtransitions when sequencing the holding fix for the final time.

RNAV Standard Ed 22a Web

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