GB - Certification Criteria

04-06 November 2003

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EUROCONTROL

RNAV in Terminal Airspace Workshop

oint Aviation Authorities

Certification Criteria Supporting RNAV Approach

Operations in ECAC

Geoff Burtenshaw, Safety Regulation Group - U.K. CAA

04-06 November 2003

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oint Aviation AuthoritiesEUROCONTROL

Presentation Overview• Today

• Problems with today’s non-precision approach operations

• Safety initiatives• Tomorrow

• The environment• Regulatory actions

• Changes to JAR-OPS 1 Subpart E• RNAV Approach Operations, TGL XY• RNP-RNAV Approach Operations, TGL XZ

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Presentation Overview cont.

• The Future

• Within ECAC

• International developments – Annex 6, RNP

• A common set of objectives

• Issues• Implementation

• Terminology

• Possible solutions• Re-categorisation of All Weather Operations

• Grouping of RNP capabilities

• Summary

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Evolution of Approach Types

“Today”

VOR-DME

SDF LDA

NDBVOR

LOC-DME

BCRS

VOR-ARC

VOR on Arpt

ILS

NDB-DME

LOC

SRARNAV 3-D

RNAV 2-DNDB on Arpt

NDB-NDB

Discrete

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oint Aviation AuthoritiesEUROCONTROLProblems with Today’s Non-

Precision Approach Operations

• Accuracy dependent upon the underlying navaid

• Constructed and flown with “Dive and Drive” philosophy

• Can lead to de-stabilised approaches

• Procedures have become outdated

• Too many types:

• Flight crew recency

• Cost of training for multiple procedure types

• Equipment maintenance costs and restricted capacity of navigation database

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oint Aviation AuthoritiesEUROCONTROLSafety Initiatives

• Joint Safety Strategy Initiative (JSSI)• CFIT, Approach and Landing

• Commercial Aviation Safety Team (CAST)• Implementation plan for 21st Century Instrument

Approaches• RNAV and GNSS are the technology enablers for

safer operations• Adding to the proliferation of approach types• Rationalisation required

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“Today” “Tomorrow”

VOR-DME

SDF LDA

NDBVOR

LOC-DME

BCRS

VOR-ARC

VOR on Arpt

ILS

NDB-DME

LOC

SRARNAV 3-D

RNAV 2-DNDB on Arpt

NDB-NDB

RNAV

ILS/MLS/GLS (xLS)

Discrete

RNP-RNAV

Overlay with CDFA

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oint Aviation AuthoritiesEUROCONTROLTomorrow's Environment

• Non-precision approaches are not going to disappear overnight

• But they can be made safer• Continuous Descent Final Approach (CDFA) as an

overlay on existing non-precision approaches• New instrument approach procedure types based

around:• RNAV principles• RNP-RNAV principles

• Progressive rationalisation of procedure types

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Regulatory Actions

• JAA working on 2 fronts:

• Changes to JAR-OPS 1 Subpart E• Under revision to take into account harmonised

Aerodrome Operating Minima• New approach concepts introduced

• Two new Temporary Guidance Leaflets:• RNAV Approach Operations, TGL XY• RNP-RNAV Approach Operations, TGL XZ

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JAR-OPS 1.435 and ACJ OPS 1.430• Continuous Descent Final Approach (CDFA) : An

approach with a predetermined approach slope that enables a continuous descent to MDA(H) or DA(H). The approach is flown as a stabilised approach to MDA(H) or DA(H) upon which the decision to land or go-around is made.

• Stabilised Approach : An approach which is flown in a stabilised manner in terms of configuration, energy and control of the flight path

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New Temporary Guidance Leaflets (TGLs)

• Building on existing guidance material• ACJ 20X4 for Basic RNAV• TGL No. 10 for Precision RNAV

• Contains both airworthiness and operational criteria• Completes family of JAA RNAV guidance leaflets

from departure to final approach• Guidance on use of GPS for approach operations

(formerly contained within TGL No. 3) superseded by RNAV Approach TGL

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JAA Criteria Supporting RNAV and Category I, II, III Operations

LOW VIS T.O.RVR <200m

CAT III

TakeoffRNP .3

ClimbRNP 1

Oceanic RNP 10 and En-route

DescentRNP 1

FAWPApproach

RNP.5

DH 100DH 200

RNP.3

JAR-AWO and JAR-OPS 1

Category II, III and Takeoff Operations

JAR-AWOSubpart 1 - Automatic Landing

System Subpart 2 - Category II ILS/MLSSubpart 3 - Category III ILS/MLSSubpart 4 - Take-off in Low

VisibilityHUD Information Leaflets

JAR-OPS 1Subpart E - All Weather Operations

TGL No. XY

RNAV Approach

TGL No. 10

Precision RNAV (P-RNAV)

En-route (in designated airspace) Standard Instrument Departures (SID)Standard Terminal Arrival Routes (STAR)Initial Approach and Intermediate Approach to FAWP

TGL No. 2Rev 1Basic RNAV(B-RNAV)

TGL No. XZ

RNP-RNAV Approach

Based on DME/DME, B-GNSS & S-BAS sensors and LNAV, LNAV-VNAV guidance

Note: xLS encompasses ILS, MLS and GLS

ACJ 20X9RNP 10 Operations

and

ACJ 20X4

formerly

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Common Structure Between TGLs XY and XZ

• Assumptions• DME/DME, Basic GNSS or SBAS

• System description• LNAV or LNAV/VNAV

• Airworthiness approval objectives for:• accuracy, integrity, continuity of function

• Functional criteria• Acceptable means of compliance

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Common Structure Between TGLs XY and XZ

• Aircraft Flight Manual• Operational criteria

• Normal, non-normal procedures• Reportable events• Flight crew training• Navigation database integrity• Documentation• Fleet approvals

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Specific Features of TGL XY

• Scope• “Plain vanilla” RNAV procedures

• Applicability• Includes stand-alone GPS/map equipments and

FMS without RNP-RNAV functionality• Accuracy determined by sensor updating, but

typically +/- 0.3 NM laterally• Vertical accuracy consistent with performance of

Baro VNAV

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Specific Features of TGL XY

• Operational integrity applied as an alleviation of safety objective from Extremely Remote to Remote• Taking into account the safety contribution

from flight crew procedures, IAP design etc.• Vertical integrity introduced• Limited set of functional criteria• Reliance on existing installation advisory material

for demonstration of compliance

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Specific Features of TGL XZ

• Scope• To support RNP 0.3 RNAV approvals but also

airworthiness demonstration for < 0.3 NM• Special aircraft and aircrew authorisation

requirements not identified• Applicability

• RNP-RNAV compliant systems (MASPS ED-75()/DO-236()

• Description of RNP and RNP-RNAV

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RNP-RNAV system provides:

•10-5 /2xRNP assurance of navigation performance, as a tool to facilitate safety assessments for separation and obstacle clearance• 95% performance accuracy• 10-4 continuity of RNP capability for an RNP type• Situation information, flight planning capabilities, checks/alerts to minimise exposure to manual errors

RNP-RNAV Concept (Total System)

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• Traditional 1309 integrity assessment plus operational integrity, augmented with an assessment of system performance assurance (containment integrity)

• Containment continuity• Baro VNAV performance• MASPS functional criteria• Operational criteria very similar to RNAV approach

TGL XY except for RNP specific items on the flight deck e.g. display of Estimated Position Uncertainty (EPU)

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• Annexes containing:• Operational issues• Training and crew qualification issues• Further background material on RNP• RNP-RNAV < 0.3 NM• Guidance material for assessment of flight

technical error for RNP• Stabilised approach criteria to allow a

continuous descent final approach to be flown

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TGL Status

• Preliminary Draft of TGL XZ (RNP-RNAV) distributed at TARA/25 and to members of the JAA AWO Steering Group

• Formal distribution end of November/early December 2003

• TGL XY available early 2004

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“Today” “Tomorrow” “The Future”

VOR-DME

SDF LDA

NDBVOR

LOC-DME

BCRS

VOR-ARC

VOR on Arpt

ILS

NDB-DME

LOC

SRARNAV 3-D

RNAV 2-DNDB on Arpt

NDB-NDB

RNAV

ILS/MLS/GLS (xLS)

Discrete

RNP-RNAV

xLS, RNP,RNP-RNAVOverlay with CDFA

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The Future

• Within ECAC a 4-D RNP-RNAV environment plus precision landing systems using xLS (ILS/MLS/GLS)

• Regulatory actions described thus far are largely in response to an ECAC Navigation Strategy and Implementation Plan

• But what are other ICAO regions planning?• Harmonisation?

• The issues• Some possible solutions

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International Developments

• ICAO Annex 6 approach classifications:• Non-precision approach and landing operations• Approach and landing operations with vertical

guidance (APV)• Precision approach and landing operations

• JAA TGLs XY and XZ are consistent with APV concept

• But other service provider terms are emerging:• APV I, APV II, LPV

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Required Navigation Performance

• Term is imprecisely used:• 95% accuracy?• Functional requirements?• RNP-RNAV definition (including containment)?• Full MASPS compliance?• Allowable derogations?

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oint Aviation AuthoritiesEUROCONTROLA Common Set of Objectives

• Access for all• Take advantage of a range of aircraft capabilities• Get away from designing instrument procedures

around technology/infrastructure • Have a common schema for approach procedures

• Minimise the risk of human error in charting/ phraseology – a safety concern

• Move towards performance-based operations

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oint Aviation AuthoritiesEUROCONTROLIssues

• We have global agreement on the concept, it is the implementation we are struggling with

• Terminology and definitions are big issues and need to be harmonised

• Otherwise implementation becomes selective and regional and that is detrimental to a global / seamless airspace system

• Costs would be prohibitive for the air carrier community• Co-ordination of implementation process across the

various domains – need good project management

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oint Aviation AuthoritiesEUROCONTROLPossible Solutions

(Categories of Approach)• As discussed at the recent JAA/FAA AWO

Harmonisation Working Group meeting• Annex 6 terms NPA, APV and PA are outdated

and don’t have relevance in a future performance-based airspace system

• Technology is evolving too quickly• The important points are:

• Aircraft capability• Level of minima that the infrastructure, procedure

design and airport can support

• Essentially DA(H) and RVR

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oint Aviation AuthoritiesEUROCONTROLPossible Solutions

(Categories of Approach)

• Suggest suppressing Annex 6 terms, including APV• Introduce sub-divisions within existing Categories

of approach to reflect performance levels e.g. CAT I a, b, c, d

• Would include both non-precision and precision• Divisions based around aircraft capability e.g.

LNAV or LNAV and VNAV, DA(H) and RVR• Not just in the CAT I arena, divisions of CAT II and

CAT III could be envisaged taking account of flight guidance augmentation e.g. HUD, EVS, SVS

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Possible Solutions (RNP)

• A homogeneous RNP fleet is unlikely• Consider a number of discrete groupings reflecting

aircraft capability from small GA to modern large air transport aircraft

• Groupings in terms of navigation and flight guidance

• Used in RNP based operations to ensure only appropriately qualified aircraft are allowed to fly the relevant procedures

• Aid to understanding which aircraft can do what• Simplify charting

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Summary

• This presentation has looked at approach operations in terms of “Today”, “Tomorrow” and “The Future”

• Safety concerns associated with existing dive and drive non-precision approaches are being addressed

• New JAA RNAV and RNP-RNAV Temporary Guidance Leaflets should enable rationalisation of approach types within ECAC

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Summary cont.

• Move to performance-based operations criteria• Still issues surrounding terminology and

definitions• Harmonisation is essential • Consider going to ICAO with proposals to amend

instrument approach and landing procedure classifications

• Introduce sub-divisions within existing operational categories

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Summary cont.

• Recognise that RNP may well exist in a number of guises

• Introduce groupings to reflect aircraft capability and then mapping to the procedures

• Ensure regional strategies and implementation plans take account of evolving standards and criteria

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GB - Certification Criteria

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