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Overview
2
Introduction
• Stephane Beauchamp, Bombardier Aerospace,
Lead Avionics, Customer Support Engineering
• Emerging Regulations and Technologies World Map
Subject
What, Why, When and How
• FAA FDR/CVR
• ADS-B Out
• Link 2000+
• TCAS V 7.1
• FANS 1/A
• SBAS - LPV
• RNP AR
Your Feedback
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EUROCONTROL
Link 2000+ European Airspace ≥FL285
New aircraft 1/Jan/11 and In service 5/Feb/15
FANS accepted if installed prior 1/Jan/14
ADS-B Out (DO-260B) IFR GAT Airspace
New aircraft 8/Jan/15 and In service 7/Dec/17
TCAS 7.1 IFR GAT Airspace
New aircraft 1/Mar/12 and In service 1/Dec/15
SBAS (LPV)- No Mandate
CASA
ADS-B Out (DO-260 )
Australian Airspace above FL290
12 Dec 2013
TCAS 7.1
New CASA Registered 1st Jan 2014
FAA
FDR and CVR Part 91:2012, Part 135:2010
ADS-B out (DO260B) – Airspace above FL100/ Airports - 1/Jan/20
DataComm (CPDLC/ FANS 2/B) – Planned for ATC Airports 2016
and high altitude airspaces 2019
SBAS (LPV) & RNP AR- No Mandate
TCCA
ADS-B Out (DO260)
Hudson’s bay & Minto restricted to publish routes
between FL350 and FL400 – 17/Nov/11
Greenland routes
Tactical application only preferred routing
SBAS (LPV) & RNP AR - No Mandate
NATS
FANS 1/A
2 tracks FL360 to FL390-7/Feb/13
Feb/15 planned expansion to NAT
MNPS airspaces for the RLongSM
(5 min) and RLatSM (25 NM)
ADS-B Out (DO-260)
Hong Kong/Singapore /
Indonesia Airspaces
above FL290
12 Dec 2013
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FAA FDR Filtered Data
February 2010 the Federal Aviation Administration (FAA) issued rule related to
“Filtered Flight Data” No. FAA-2006-26135
The rule imposed a restriction on filtering of data before recording by the FDR.
Missing data may prevent investigation efforts in the event of an incident or
accident
FAR §135.156 “Flight data recorders: filtered data was created emphasizing the
specific requirements for the parameters 135.152 (h) (12) through (17) related to
flight control inputs/ position, (42) power lever position, or (88) flight control input
forces of the corresponding Appendix D and F
The recorded values must meet the designated range, resolution and accuracy
requirements during static and dynamic conditions (change at the maximum rate
attainable, including the maximum rate of reversal. All data recorded must be
correlated in time to within one second)
Guidance in AC 20–141B Airworthiness and Operational Approval of Digital
Flight Data Recorder Systems
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FAA FDR Filtered Data
Introduced as regulation
Part 135 Operator April 20, 2010 (Part 91 is not affected)
October 20, 2011
Evaluate if filtering any of the parameters 135.152(h)(12) through (17), (42), or
(88) (parameters in Appendix D and F of this part
Operator is responsible for creating a record of compliance (or not) as part of
the flight data recorder correlation documentation
April 22, 2013
If filtering present on the aircraft, submit the necessary procedure and test
results that the original sensor signal value can be reconstructed
April 21, 2014
No aircraft flight data recording system may filter any parameter listed previously
or if can not be reconstructed
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FAA CVR FDR
January 2010 FAA issued rule “Revisions to Cockpit Voice Recorder and Digital Flight Data Recorder Regulations” [Docket No. FAA-2005-20245]
Improve the quality and quantity of information recorded, and increase the
potential for retaining important information needed for accident and
incident investigations
• Increased DFDR sampling rates for some parameters in the Appendix E and F, related to the flight control surface positions, flight control input positions and flight control input forces
• Each input must be recorded at a sampling rate of 8 per second (0.125 per second (8 Hz))
• Alternately sampling inputs (interleaving) to meet this sampling interval is prohibited.
• Recording time: DFDRs; 25-hour solid state memory and the CVR 2 hours
• Wiring requirements to dedicated power source to provides the maximum reliability for operation and to remain powered for as long as possible
• Independent power supply to permit CVR recording to continue for 10 minutes after loss of normal electrical power
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FAA CVR FDR
Introduced as regulation
Implementation Date for newly manufactured aircraft:
After April 7, 2010: (All operations)
2-hour CVR and 25-hour FDR memory
Wiring/bus reliability requirements and response to single electrical failure
CVR Recorder Independent Power Supply (RIPS) - Except Part 91
After December 6, 2010: Part 135 operation
CVR datalink recording and FDR sample rates
After April 6, 2012: Part 91 operation
FDR sample rate (Pitch Control Position only), CVR datalink recording and CVR RIPS
If a datalink system is installed after the above dates, the CVR needs to perform recording of datalink messages
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ADS B Out
Automatic Dependent Surveillance Broadcast (ADS-B) is a next generation air traffic surveillance technology that supports radar-like separation standards
Automatic: Every 1 second transmits information with no pilot or operator input required to ATC
Dependent: Position and velocity vector are derived from the Global Positioning System (GPS) via the transponder 1090ES or 978 UAT (Universal Access Transceiver for US lower airspace only)
Surveillance: A method of determining position of aircraft, vehicles, or other asset
Broadcast: Transmitted information available to anyone with the appropriate receiving equipment. Broadcasts information such as current position, altitude and velocity,
Typical equipment:
Transponder 1090ES meeting DO-260 specifications and Global Navigation Satellite System (GNSSU)
Current surveillance implementations are based on the RTCA standard called out in publication DO-260, DO-260A change 2 and DO-260B
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ADS B Out
Introduced as regulation
IFR environment much-needed capacity improvements in congested airspaces
Remote airspace with no radar provided only procedural separation, now
separation reduction provides the ability to have more aircraft on the best routes/
tracks
Operational advantage's in complying
• Depending on regions or airspace, allocation of preferred route for optimized
performance (i.e. prevailing winds, fuel and time saving)
• Complying by the implementation dates will ensure no airspaces access
limitation
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ADS B Out
NAV Canada
AIC 31/11 November 17, 2011:Hudson’s bay & Minto restricted to publish routes between FL350 and FL400
AIC 44/11 initiated in early 2012 Greenland routes, Tactical application only preferred routing
ADS-B equipment must be compliant with RTCA/DO-260 (any version)
Operational requirements:
• Domestic and foreign operators are require Transport Canada for Operations Specifications 609 or 610 in accordance with AC700-009 rev. 2
• Operators who do not fall into these categories are required to provide NAV CANADA with proof from the civil aviation authority of their aircraft’s state of registry of compliance with the European Aviation Safety Agency’s (EASA) Acceptable Means of Compliance (AMC) 20-24
• For US register LOA A353 (Ops Spec) is required for any ADS-B operations outside the US
In addition, in all cases operators must provide NAV CANADA with each aircraft’s unique 24-bit transponder address in order to be entered onto the list of eligible aircraft.
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ADS B Out
Australia
AIP (Aeronautical Information Publication) Supplement H09/11 and H 96/12
December 12, 2013: All aircraft operating in their airspace above FL290
CASA AC 21-45 ADS-B equipment must be compliant with RTCA/DO-260
(any version)
Future dates :
• Feb. 6, 2014: Newly manufactured CASA registered for IFR airspace
• Feb. 6, 2016: All aircraft within IFR (airspace Class A,C,E) operating within
500 nautical miles of Perth from
• Feb. 2, 2017: Retrofit of all CASA registered for IFR airspace
No special approval required as long as the aircraft is ADS B capable and crew
is trained for its usage
Only ensure correct ADB B capability in accordance with the new ICAO flight
plan (Nov 2012) in Field 10b Surveillance as B1
Used to be MRK/ADSB in the other/ remark field 18
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ADS B Out
Hong Kong (CAD):
Airworthiness Notice AN-102F for CAD registered (greater than 5700 kg MTW)
and any user of the airspace per Aeronautical Information Circular (AIC) 09/11
(DO-260 any version)
• 12 December 2013: FL 290 to FL410 operating on PBN Routes L6642 and
M771 in HKG Flight Information Region (FIR)
• 12 December 2014: FL 290 to FL410 aircraft operating in the HKG FIR
Singapore (CASS):
AC AOC-21(0) guidance and AIC 14/10 (DO-260 any version)
• 12 December 2013: FL 290 and above, limited to specific airways in the
Singapore Flight Information Region
No special approval required as long as the aircraft is ADS B capable and crew
is trained for its usage
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ADS B Out
Europe (RTCA/DO-260B)
Regulation for ADS-B Out equipment on all aircraft operating as IFR General Air Traffic (GAT) in the Single European Sky
Aircraft with a minimum take-off mass greater than 5,700 kg (12,500) pounds and/or with a maximum cruising true air speed greater than 250 knots
EU-1207/2011 airworthiness approval requirements will be contained in the EASA Certification Specification for Airborne Communications, Navigation and Surveillance (CS-ACNS) that is expected to be published late 2013, the current AMC 20-24 remains valid
Newly manufactured aircraft: January, 8th 2015
Retrofit: December, 7th, 2017
US
14 CFR airspace and performance requirements of Part 91.225 and 91.227
CONUS airspace class A/E above FL100, Class B/C airports and Gulf of
Mexico lower airspace
ADS-B equipment must be compliant with RTCA/DO-260B
All aircraft: January 1st, 2020
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ADS B Out
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ADS B Out
For the US designated airspace FAR 91.225 - no approval required
However FAA authorization is required for all US operators to conduct ADS-B Out
operations outside of US designated airspace (FAA Order 8900.1),
Mspec/OpSpec or LOA A353)
FAA AC 90-114 Operational and AC 20-165 Technical Guidance
Aircraft qualification documentation/ MEL
Operational Considerations - Standard Operating Procedures/AFM
Training: crew and dispatcher
Maintenance periodic verification check of aircraft-derived data
ICAO flight plan fields: 10a (Z), 10b (B1), 18 - SUR/260B (If mandated for that
airspace)
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LINK 2000+
Controller Pilot Data Link Communications (CPDLC) supplements voice
communication between pilots and air traffic controllers
LINK 2000+ delivers three basic services to automate routine controller tasks
• ATC communications management - handles frequency changes
• ATC clearances - provides standard clearance commands
• ATC microphone check - enables communication in case of blocked frequencies
Typical equipment:
• Datalink unit Protected Mode (PM) associated with display unit supporting ATN B1 (Aeronautical Telecommunication Network)
• VDL (VHF Digital Link) Mode 2
• CVR recording of CPDLC messages
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LINK 2000+
Introduced as regulation
Link 2000+ DLS IR European Commission(EC 29/2009) targets all European
airspace users
Operational advantage's in complying
• Reduce controller and crew workload
• All messages are in written form and preprogrammed
• Reducing traditional VHF communications
• Increase sector capacity
• Voice communication
• Alleviates congestion
• Ensures unambiguous communication between the crew and the
controller , therefore enhances safety
• Will ensure no airspaces access limitation
Aircraft not exempted and not complying will have altitude restrictions
below FL285 (28,500 feet) in the European airspace
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LINK 2000+
Implementation Date:
Newly manufactured aircraft: January 1st, 2011
Eurocontrol stated they will not enforce the rule if permanent and temporary exemptions application is in process. The final EC response is expected end June 2013
Retrofit: February 5th, 2015
Permanent exemptions:
• FANS 1/A (RTCA DO-258A/EUROCAE ED-100A (or ED-100)) installation and operationally approved up to January 1st 2014
• Article 3 of EC Reg. No. 29/2009 provides for so-called “automatic exemptions” for which no application to the European Commission is required are exempted for the life of that particular airframe
• Flight plan fields 10a and 18b stating exception and 10a FANS capability (J)
• Aircraft of more then 20 years that will cease operations by 2017
• Aircraft model documented exemption already approved by the EC (refer to the www.eurocontrol.int website for the documents)
Link 2000+ is expected to have similar requirements then the FAA DataComm (CPDLC/ FANS 2/B) – Planned for ATC Airports 2016 and high altitude airspace 2019
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LINK 2000+
EASA (AMC20-11 guidance)
No special approval is required for Datalink operations in continental
airspace compliant to EC Reg. No. 29/2009
However change to the OPS Manual is required since operational procedures are
changing, these changes must be sent to the competent authority in accordance
with EU-OPS 1.180 and approved, it could therefore be said that “Operational
Approval” is obtained
• Training on a recurrent basis as determined by the State of the operator
• Contract Air-Ground Communications Service Provider(s) (ACSP)
• Aircraft Operating Manual revision providing relevant information about the
operations of ATS supported by data link services
Flight plans for flights intending to use the LINK2000+ airspace
Field 10a, J1(CPDLC ATN VDL Mode 2) and in Field 18 Insert CODE/ followed by
the 24-bit aircraft address in hexadecimal notation (example CODE/000A10)
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LINK 2000+
FAA authorization is required for all US operators to conduct any CPDLC
operations (FAA Order 8900.1), MSpec/OpSpec or LOA A056
FAA AC 120-70B Operational and AC 20-140A (Qualification to Interoperability
ATN B) Technical Guidance
Aircraft qualification documentation/ MMEL
Operational Considerations - Standard Operating Procedures/AFM
Training crew and dispatcher
Flight plans for flights intending to use the LINK2000+ airspace
Field 10a, J1(CPDLC ATN VDL Mode 2) and in Field 18 Insert CODE/ followed by
the 24-bit aircraft address in hexadecimal notation (example CODE/000A10)
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TCAS Version 7.1
Traffic Collision Avoidance System (TCAS) is designed to reduce the incidence of mid-air collisions between aircraft by monitoring the airspace around the aircraft
Typical equipment:
Within the TCAS unit. Software version 7.1 incorporates a number of changes, the two most important changes are described below
CP112E brings improvements to reversal logic of TCAS II
Easing the triggering thresholds of reversal RAs
Detects that two aircraft are climbing, or descending simultaneously
Two mechanisms to ensure that reversal RAs are triggered when necessary
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TCAS Version 7.1
CP115: Replaces “Adjust Vertical Speed” RAs with a single “Level-off”
The associated aural message is straightforward
Corresponds to the standard maneuver already performed in critical situations
Reduction of the vertical rate to 500, 1,000 or 2,000 feet/min unnecessary
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TCAS Version 7.1
Introduced as regulation
Additional changes to improve the RA logic were identified
• In response to a near mid-air that occurred in Japan in 2001 and a mid-air
collision that occurred at Überlingen, Germany
• Review of other operational experience had shown that pilots occasionally
maneuver in the opposite direction from that indicated by TCAS
To mitigate risk the new version 7.1 logic was develop
Operational advantage's in complying
Complying by the implementation dates will ensure no airspaces access
limitation
Europe EC Rule 1332/2011 mandating the carriage of ACAS II version 7.1 within European Union airspace (5,700 kg (12500 pounds) maximum take-off mass or a maximum passenger seating capacity of more than 19. Crew training and knowledge of changes (Training Leaflet No.11 Rev 1)
Newly manufactured aircraft: March 1st, 2012 Retrofit : December 1st, 2015
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TCAS Version 7.1
Australia
Amendments to Civil Aviation Order 20.18 and Regulation 262AA-AJ of the CAR 1988, aircraft registered under their authority Australia (CASA) registered. No airspace restriction known at this time
Newly manufactured aircraft: January 1st, 2014
US
FAA recommends via InFO 12010 operator introduce this change to improve safety (crew training and knowledge of changes AC 120-55C guidance)
ICAO
General information for international flights
Newly manufactured aircraft: January 1st, 2014
Retrofit : January 1st, 2017
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FANS 1/A
Controller Pilot Data Link Communications (CPDLC) communication between
pilots and air traffic controllers using VHF over ACARS and SATCOM for Long
range Communication
Typical equipment:
• Datalink unit associated with display unit
• VHF supporting ACARS data mode
• SATCOM system Inmarsat or Iridium supporting safety services
• Fully automated position reporting ADS-C via the FMS
• CVR recording of CPDLC messages
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FANS 1/A
Currently not mandated
Operational advantage's in complying
• Reduce controller and crew workload
• All messages are in written form and preprogrammed
• Reducing traditional HF communication, only used only as backup -
no noisy comm
• Increase sector capacity voice communication
• Ensures unambiguous communication between the crew and the
controller, therefore enhances safety
• Allocation of preferred route/ tracks for optimized performance (i.e.
prevailing winds, fuel and time saving)
• Preferred / more direct oceanic routing, Dynamic Airborne Reroute
Procedure (DARP) and User Preferred Routes (UPR) require in some
airspace
• Ensure no airspaces access limitation in the future
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FANS 1/A
Implementation Date:
• Oceanic area already established in using FANS for many years: Atlantic, Pacific,
Caribbean's
• March 2011 NAV Canada AIC 17/12 and NAT Ops Bulletin 2012-027 initiated
trials (Gander or Shanwick OCA) for FANS equipped for reduced longitudinal
separation minimum (RLongSM) to 5 minutes (was 15 minutes). The trial is
scheduled to run until March 2014, after which time a review will be performed
and a decision will be announced regarding future plans for the five-minute
longitudinal separation minimum.
• NAT System Planning Group (SPG) implementation on FANS capable aircraft
– Feb. 2013 between FL360-390 inclusive for operation on no mote then two
specific adjacent core tracks
– 2015, Reduced lateral separation minimum (RLatSM) to 25 NM (1/2 degrees
between core tracks)
• Planned 2015 mandate within specified portions of the North Atlantic MNPS
airspace
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FANS 1/A
FAA authorization is required for all US operators to conduct FANS CPDLC
operations (FAA Order 8900.1), Mspec/OpSpec or LOA A056
FAA AC 120-70B Operational and AC 20-140A (Qualification to Interoperability
for FANS) Technical Guidance
Aircraft qualification documentation/ MEL
Operational Considerations - Standard Operating Procedures/AFM
Training crew and dispatcher
Flight plan fields 10a FANS capability (J1-J5)
ICAO Global Operational Data Link Document (GOLD) :
Any operator intending to use CPDLC or ADS-C service should obtain an
operational authorization with the State of registry, in accordance with their rules
and means of compliance. This operational authorization should address flight
crew training and qualification, maintenance, MEL
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SBAS LPV
Localizer Performance with Vertical Guidance (LPV) is the latest alternative to
ILS approaches
Also known as Approach with Vertical Guidance (APV)
Precision type approach
Vertical Navigation is satellite-derived and not affected by outside air
temperature
LPV is designed to provide accuracy
• 16 meter horizontal
• 20 meter vertical
Typical equipment:
• FMS, GNSSU-SBAS, display and FDR for LPV
deviation recording
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SBAS LPV
Operational advantage's in complying
Charted as RNAV (GNSS) RWY XX or RNAV (GPS) RWY XX
• Lower weather minimums available (200/ 250 ft height above touchdown
and ½ mile visibility) therefore fewer flight cancellations and diversions
• Vertically guided stable descents compare to conventional step-down
method to descend to minimums
• SBAS vertical path, no cold temperature limitation associated with Baro
VNAV
• Landing on runways without ILS, LPV increases the number of available
instrument approaches, enhancing safety associated with greater accuracy
and consistency
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SBAS LPV
Current development status:
• More then 3000 approaches across the United States and Canada and
more to come
• Current European LPV in place : 25 in France, 3 in Switzerland, 3 in
United Kingdom, 3 Italy and 82 Germany
• France, plans to provide LPV for most of their IFR runway ends (a
total of about 200)
• Germany has combination of LPV and APV Baro-VNAV approaches
(Charted LNAV/VNAV minima)
• More are planned in Germany, Austria, Czech Republic, Spain,
Finland, Netherlands, Norway, Poland, Slovakia, and Sweden
More information about EGNOS and Europe’s LPV plans and available
approaches can be found on the European Satellite Services Provider (ESSP)
website at http://www.essp-sas.eu
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SBAS LPV
Reduction of minimums 7180’ LNAV, 6800’ ILS to the lower 6300’ LPV
In Europe, Charted as “RNAV (GNSS) RWY XX
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SBAS LPV
The LPV minimums 6300’ may be lower then a RNP AR 6387’
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SBAS LPV
The 36th ICAO Assembly in 2007 passed a resolution encouraging States to
implement approach procedures with vertical guidance (Baro-VNAV and/or
SBAS) for all instrument runway ends, either as the primary approach or as a
back-up for precision approaches by 2016.
To date, there is no plans to make this a requirement
However SBAS LPV is expending world wide
and is cost effective relative to it’s benefits
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SBAS LPV
EASA
AMC 20-28 Airworthiness Approval and Operational Approval Guidance
Prior to LPV approach operation, the operator needs to be authorized or approved
by their competent authority for such operations
Flight Operations Documentation (AFM, POH)
Flight Crew Training
Navigation Database (Type 2 LOA DO-200A)
As an example UK CAA and TCAA:
Applying for LPV Approach Approval - AOC (Air Operator Certificate) Holders by
contacting their Flight Operations Policy Department
Applying for LPV Approach Approval - Non-AOC Holders- No approval required
AMC 20-27 Airworthiness Approval and Operational Approval guidance for
RNP APCH Operations for APV with BARO VNAV vertical
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SBAS LPV
FAA AC 90-107 Airworthiness Approval and Operational Approval
AC 20-138C additional airworthiness guidance Airworthiness Approval of
Positioning and Navigation Systems
AC 20-153A database DO200A
Part 91:
• Review their AFM to establish that their aircraft meets navigation system
eligibility
• Review the operational and training considerations
• Navigation Database (Type 2 LOA DO-200A)
After completing these actions, the operator may conduct LPV and LP approach
operations to a published DA and MDA, respectively.
LOA is not required when eligibility is based on the AFM
Parts 91K and 135 Operators
• All the above Specific documented training requirement for flight crews,
dispatchers and maintenance personnel, as appropriate
• Operating Manual and MEL revision
OpSpec/Mspec/C052 revision
Flt plan Field 10a B,G,R and 18 PBN/S1
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RNP AR Approaches
Required Navigation Performance (RNP) with Authorization Required (AR) is a
Performance Based Navigation (PBN) type of approach
• Uses Satellite Based Augmentation System (SBAS)
• Enables a higher level of navigation performance
• Requires special aircraft and aircrew authorization similar to Category
(CAT) II/III instrument landing system (ILS) operations
RNP APCH basic tighter approach procedure design when compared with
RNAV, but still has lateral margins on both sides
Extra
margins
added
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RNP AR Approaches
RNP AR (Authorization Required) tighter procedure design when compared
with RNP Basic, No margins are built in the procedure
Allows aircraft to fly a specific path between two 3-dimensionally defined points
• Incorporates additional navigational accuracy, integrity and functional
capabilities
• Permit operations using reduced obstacle clearance tolerances
• Enables approach and departure procedures to be implemented in
circumstances where other approach and departure are not possible
Typical equipment:
FMS, SBAS, display and depending on the RNP value auto pilot and Class A
TAWS
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RNP AR Approaches
Currently not mandated
Operational advantage's in complying
Charted as “RNAV (RNP) RWY XX”. Known as special aircraft and aircrew
authorization required (SAAAR), update process in place to only state AR
• Allowing for predetermined, precise, curved Radial Fix (RF). Optimally navigate
within an airspace to reduce track miles, conserve fuel, preserve the environment
by reduced emissions
• Improved airports/ airspace capacity through narrower and curved segments up
to approach final segment, therefore access in cases of parallel runways,
converging approaches or adjacent airports
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RNP AR Approaches
• Improve backup procedures during ILS outages
• Improve safety by eliminating circling maneuvers and providing repeatable
lateral and vertical flight guidance to the runway
• Specific benefits of RNP depends on each operational area, but usually
provides lower minimums, where obstacles are the limiting factor
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RNP AR Approaches
Palm Springs minimum for the VOR or GPS-B (2300’-3)
versus RNAV (RNP) Y Rwy13L (734’-1)
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RNP AR Approaches
Current development status:
• RNP is part of international airspace plans providing increased operational
access to RNP routes and runways. Note that some approach are public, other
are develop for their own use by airlines or private operators
• Currently over 320 airports and 350 published approaches in the US and
Canada, FAA plans 74 new or revised RNP AR procedures this year
• Other locations: Hong Kong China, Innsbruck, New Zealand, Australia, Manila
Philippines
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RNP AR Approaches
EASA
RNP AR: AMC 20-26 Airworthiness Approval and Operational Guidance
Aircraft operators should apply to their competent national authority for RNP AR
approval
TC
AC 700-024 Required Navigation Performance Authorization Required Approach
Ops Spec 621 RNP AR APCH prior to performing the RNP AR APCH procedures
Both are aligned and are similar to the FAA guidance
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RNP AR Approaches
FAA AC 90-101A Approval Guidance for RNP Procedures with AR
AC 20-138C additional airworthiness guidance Airworthiness Approval of
Positioning and Navigation Systems
Aircraft Qualification/Equipment List
• Flyability check of the specific procedure (actual or simulated)
• Navigation database (Type 2 LOA DO-200A) and data validation (Initial
approval and at each Nav database cycle)
• Maintenance procedures (as required)
• Training (e.g.Flight crew/Dispatch) and recurrent (annually)
• MEL Revision
• Standard Operating Procedures (SOP) and Practices
• Monitoring program
• Conditions or limitations for approval
Validation successfully completed and interim authorization (as required),
following demonstration period: Mspec/ OpSpecs, Letter Of Authorization (LOA)
C384
Flight plan Field 10a G,R and Field 18 PBN/T1-T2
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RNP AR Approaches
To date, there is no plans to make this a requirement
Operator must closely review the cost benefit of equipping the aircraft and
operational cost in maintaining the RNP AR approval
Often can be similar as maintaining Category II approval which is not widely
spread in business aircraft
The business case is based on the specific airport equipped with RNP AR, gains
associated with lower minima, fuel saving and safety via stabilized continuous
descent approaches
How often are you operating at that airport and in how many cases the weather
will make a difference with the minimums