Transcript Interiors_Expo2003

RNAV in European Terminal
Airspace Workshop
JAA TGL 10 Explained
D J Hawkes UK CAA
Joint Aviation Regulation OPS 1.243
Operations in areas with specific
navigation performance requirements:
 An operator shall not operate an aeroplane
in…specified airspace…where minimum
navigation performance specifications are
prescribed unless …approved to do so by the
authority.
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Joint Aviation Regulations
 OPS 1.865 … requires the aircraft to be
“…equipped with … navigation equipment in
accordance with the requirements of air traffic
services in the area(s) of operation”; and
“An area navigation system where area navigation
is required for the route being flown”.
 OPS 1.630 … requires instruments and
equipment to be approved.
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Guidance Leaflet No. 10
AIRWORTHINESS AND OPERATIONAL APPROVAL
FOR PRECISION RNAV OPERATIONS
IN DESIGNATED EUROPEAN AIRSPACE
Published by JAA on 1st November 2000 to
support the European P-RNAV strategy.
Supplemented by FAQs published April 2003.
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TGL-10 Main Topics
P-RNAV System
Description
Flight Crew
Procedures
Performance
Criteria
Crew Training
Required
Functions
Airspace
Assumptions
Operations
Manuals
Airworthiness
Compliance
Flight Manual
Database
Integrity
Assumptions- about P-RNAV
The design of terminal P-RNAV procedures:
• is consistent with the relevant parts of
ICAO Doc 8168 PANS OPS ;
• follow the guidelines of EUROCONTROL
document NAV.ET1.ST10;
• is based upon WGS 84 co-ordinates;
• is validated and shown to be aircraft
compatible.
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Further Assumptions
• Fix data is provided on charts to assist
integrity checking by the flight crew;
• NOTAMs for non-availability of a procedure;
• Where needed to address specific hazards,
dual P-RNAV systems is stated in the AIP;
• The AIP addresses radar service if needed;
• RT phraseology for P-RNAV has been
promulgated;
• Non ICAO compliant navigation aids are
excluded from the AIP, e.g. TACAN.
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Aircraft Systems for P-RNAV
P-RNAV may be based the following types of
sensor to give lateral navigation along a path
defined by waypoints from on-board
navigation database:
– Distance Measuring Equipment using two or
more beacons (DME/DME);
– Global Navigation Satellite System (GNSS);
– Co-located VOR/DME provided the
requirements of the procedure are met.
– Inertial Systems (INS or IRS) with automatic
radio updating.
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Other Aircraft Systems
• LORAN C is not an acceptable sensor;
• VNAV capability is optional;
• The navigation database may hold TACAN
data to supplement DME provided the
TACAN beacon meets ICAO Annex 10
Standards and is listed in the AIP.
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System Performance- Accuracy
• The lateral track keeping accuracy of the onboard P-RNAV system shall be equal to or
better than +/- 1 NM for 95% of the flight
time.
• Track keeping accuracy depends on the
navigation system error (a combination of path
definition error, position estimation error and
display error), and the Flight Technical Error
(FTE). It corresponds to the accuracy
component of RNP-1 and RNP-1 RNAV.
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Meeting the accuracy requirement- GPS
• For manual flight, a default FTE of 0.8 NM
may be assumed (ref. RTCA DO-283, 2.2.5.1).
• For GPS, provided the path definition and
display errors are negligible, manual flight
using GPS can achieve the required accuracy.
• For non-GPS cases, positioning error is more
significant, so flight director or autopilot is
necessary to reduce FTE and to achieve the
required accuracy.
• Also, a suitable map display can reduce FTE.
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Meeting the accuracy requirementDME/DME
• RNAV systems using DME/DME and
compliant with the 2D navigation accuracy
criteria of FAA AC 90-45A, AC 20-130(),
FAA TSO-C115(), or JAA JTSO-2C115(),
can be used for P-RNAV procedures
meeting the published criteria without
further evaluation of system accuracy.
• However, compliance with all other criteria
of TGL 10 will need to be shown.
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Evidence of meeting accuracy criteria
Options include:
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A Flight Manual statement;
A statement from the aircraft constructor;
A statement from the equipment installer;
An assessment report.
Refer to TGL 10 for acceptable equipment
performance standards.
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System Performance- Integrity
• The probability of displaying hazardously
misleading navigational or positional
information simultaneously to both pilots
shall be Remote, as defined in JAR 25.1309.
• For P-RNAV in the terminal area, hazardous
should be interpreted as involving
misleading information without a timely
warning and which, in the absence of other
cues, is unlikely to be detected by the
flight crew.
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Meeting the integrity requirement
• The integrity requirements applied at initial
aircraft build for primary navigation
systems are the same as those for P-RNAV,
no further investigation is required.
• Compliance may be claimed on the basis of
the original certification.
• For modified aircraft, a statement should
be sought from the equipment installer.
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System PerformanceContinuity of Function
• For the on-board systems, it shall be shown
that:
• The probability of loss of all navigation
information is Remote*.
• The probability of non-restorable loss of
all navigation and communication functions
is Extremely Improbable*.
• * as defined in JAR 25.1309.
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Meeting Continuity of Function criteria
• In addition to the equipment required
by JAR-OPS 1, Sub-part L for IFR
flight (or equivalent national
requirements), at least one area
navigation system is required.
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Required Functions for P-RNAV
Objectives
• P-RNAV capability;
• Appropriate controls and displays to
avoid confusion and crew errors;
• Low crew workload compatible with
TMA operations;
• Monitoring provisions;
• Failure indications.
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TGL 10 Table 1: Required functions
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System display requirements;
Parameters to be displayed;
Use of the navigation database;
Auto-tuning and navaid selection;
Automatic leg sequencing;
Fly-over and fly-by turns;
Use of ARINC 424 path terminators;
Automatic reversion after primary nav
sensor failure.
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Specific issues- Course Selection
• Automatic course selection slaved to the
RNAV computed path is necessary to ensure
accurate track keeping with an acceptable
crew workload during a complex P-RNAV
procedure.
• Automatic selection will be required for all
new installations.
• If this function is not provided in existing
installations, track keeping & crew workload
will need to be assessed on a case-by-case
basis.
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Specific issues- Deviation Scaling
• The deviation display shall have a full-scale
deflection suitable for the phase of flight
and the required track keeping accuracy.
• Scaling may be set automatically to a default
value, or obtained from a database.
• The full-scale deflection value must be known
or made available for display to the flight
crew.
• For P-RNAV operations, a value of ±1 NM is
acceptable.
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Specific issues- MAGVAR
• To ensure accurate navigation, the
magnetic variation tables held in the
system (e.g. IRS or FMC or
Navigation computer) need to be
current.
• Updates should be requested from
the equipment supplier.
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Specific issues- Dual Systems and
Intermixing of equipment
• For approach operations, to avoid problems of
conflicting methods of operation and
conflicting display formats, intermixing of
RNAV equipment is not permitted.
• The following must be consistent:
— Units and notation of displayed data;
— Display Symbology — Data entry;
— CDI scaling;
— Mode logic;
— mode annunciation;
— Databases;
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TGL 10 Table 2: Recommended functions
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Parallel offset paths;
Autopilot/Flight Director* coupling;
VNAV;
Automatic runway position update;
Additional ARINC 424 path terminators;
* May be required to obtain low Flight Technical Error
to meet accuracy requirement.
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Airworthiness ComplianceNew installations
• Submit a compliance statement to your
authority that shows how the criteria of
TGL 10 have been satisfied. Address:
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Equipment qualification;
System safety analysis;
Software assurance level;
Performance Analyses;
System failure scenarios;
Human interface;
Autopilot/Flight Director coupling;
Execution of leg types.
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Airworthiness ComplianceExisting Installations
• Submit a compliance statement to your own
authority that shows how the criteria of TGL
10 have been satisfied. Compliance may be
established by inspection of the installed
system to confirm the availability of required
features and functionality.
• The performance and integrity criteria may
be confirmed by reference to statements in
the Aircraft Flight Manual or to other
applicable approvals and supporting
certification data.
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Aircraft Flight Manualnew or modified aircraft
If a description of the installed system with
related operating instructions and
procedures are available in other approved
operating or training manuals, the AFM may
need only the following information:
–A statement which identifies the
equipment and aircraft build or
modification standard certificated for
P-RNAV operations with an RNP-1 or
better capability.
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AFM- Existing aircraft
If the AFM or Pilot’s Operating Handbook is
unclear about the system capability, the
operator has one of the following options:
• Obtain a Change Sheet or Supplement
from the aircraft constructor.
• Propose an AFM Supplement based on the
template shown in TGL 10, Annex E; or
• Propose an Operational Specification giving
information equivalent to that in an AFM.
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Operational Criteria
• An operational evaluation will need to confirm
the adequacy of normal and contingency
procedures for the particular equipment
installation.
• Operational approval will be stated in the
applicable Air Operator Certificate, or
issued in accordance with national
procedures, as appropriate.
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Flight Crew Procedures & Training
TGL 10 provides advice on:
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Pre-flight Planning;
Database checks;
Departure;
Flight progress monitoring;
Arrival;
Contingency Procedures;
Incident Reporting;
Contents of training manuals.
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Navigation Databases
• The navigation database should be obtained
from an approved supplier who has
complied with EUROCAE/RTCA document
ED-76/DO-200A, Standards for
Processing Aeronautical Data.
• Until such approved suppliers become
available, as a minimum, the operator must
implement integrity checks to verify data
relating to waypoints below the applicable
minimum obstacle clearance altitude.
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Cautionary Note
This presentation is a compressed overview of
published regulatory material.
Delegates should consult the latest publications of
national authorities for details of applicable
policies, requirements and guidance material.
Enquiries relating to the certification of aircraft
systems, or to operational approvals, should be
made to the applicant’s own national authority.
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www.JAA.nl
www.EASA.EU.int
www.ECACNAV.com
www.EUROCAE.org
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