Appendix 5
RNP LATERAL AREA TO CONSIDER - REJECTED LANDING Figure A5-6 3000' 2 x RNP 2 x RNP
7.5 o 35' 3000' 35' 200'
AIRCRAFT NET FLIGHT PATH (MISSED APPROACH)INITIATION OF
REJECTED LANDING
Appendix 5 Start of Turn Anticipation Arc End of Turn Anticipation Arc DA(H) R R-(2 x RNP) Inside surface (instruction using an arc Second Method) Strait -line simplification (First Method) IMAWP 2 x RNP2 x RNP 2 x RNP
RNP LATERAL AREA TO CONSIDER - TURNS Figure A5-7
Appendix 5 R IMAWP DA(H) 2 x RNP 2 x RNP R+(2 x RNP) RNP LATERAL AREA TO CONSIDER - “FLY OVER WAYPOINTS” Figure A5-8
7.5
7.53000' 2xRNP 2xRNP
7.5°
7.5°
7.5° 200'
RNP LATERAL AREA TO CONSIDER - REJECTED LANDING (WITH TURNS) Figure A5-9
Appendix 5
RNP LATERAL AREA TO CONSIDER - CHANGE OF RNP TYPE Figure A5-10 START "ALERT
SEQUENCE ALERT
LATENCY REACTION &
TIME ESCAPE TIME 2XRNP 2xRNP 2xRNP → 2XRNP 2xRNP 2XRNF
LATENCY REACTION &
TIME ESCAPE TIME * Note: RIP level START "ALERT ALERT changes at waypoit
SEQUENCE Page 15
Appendix 5 SAMPLE OF A COMPLETED FAA FORM 8260-7 Instrument Approach Procedure - RVAV with RNP Based Minima (Side 1) U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL AVIATION ADMINISTRATION -- FLIGHT STANDARDS SERVICE
RNP RNAV SPECIAL INSTRUMENT APPROACH PROCEDURE -- FLIGHT STANDARDS SERVICE Bearings, headings, courses, and radials are magnatic. Elavations and altitudas are in feet, MSL, except If an instrument appieach procedure of the above cype is conducted at the below named airport, It shall be HAT, HAA, TCH, and RA. Altitudos are minimum altitudas unless otharvisa indicatad. Coilings ara in onductad in accordance with a charted instrument appepach procedure predicated on the specitication feat above airport elevation. Distences are in nautical miles unless otherwide indicated, exceat visiblities anteined hatein, unless an approach is conduated in accordence with a different procedure for such airpo which are in statute miles or in feet RVF. authorized by the Administrator. Minimum ahitudes shall conespond with those established for en route operation in the particular area or as set forth below.
TERMINAL ROUTES MISSED APPROACH FROM TO COURSE AND DISTANCE ALTITUDE MAP: AT THE DA(HI CASHS WP RW7B WF 017.54/14.82 6600 RW7E WP (LAF) MA308 WP 185.55/4.70 4400 CLIMB TO 4000' VIA THE RNP RNAY MISSED APPROACH MAЗ0B WP MAЗОA WP 174.02/4.92 GP3100 TRACK TO CRUMM WP AND HOLD MA30A WP RWZA WP 127.16/3.92 GP1870 RW?A WP RW07 WP 070.99/1.96 GP1253
2. PT 1 SIDE OF COURSE 005.52 OUTBOUND 5700' FT WITHIN 10 MILES OF RW7B WP MAFI ADDITIONAL FLIGHT DATA:
CRUMM WP: SOUTHEAST, RIGHT TURNS, 274 DEGREES . FAC: VARIES FAF: MA30A WP _ DIST FAF TO MAP: 5.20 THLD: B.88 INBOUND: 4000'
6. NINGS INCPT: 3100' GS ALTAT. MM: 6. DIST TO THLD FROM OM: , MIN. ALT: MA308 WP 4400', MA30A WP 3100', RW7A WP 1870' IM: _ 150 HAT: CM: 100 HAT: - MM. 08 ANT.
7. GS ANGLE: TCH: 50' MSA FROM: RW07 WP: 360-090: 5500": 090-180: 7700": 180-360: 10600' MAG VAR: 19E EPOCH YEAR: 1995
MINIMUMS TAKEOFF: STANDARD SEE NOTES ALTERNATE: NA |
CATEGORY
DH/ MDA VIS HAT/HAA DH/ MDA VIS HAT/ HAA DH/ MDA VIS HAT/ HAA DH/ MDA HAT/ HAA DH/ MDA HAT/ HAG S-RNP 0.3/VNAV 1495 3/4 268 NOTES: SPECIAL AIRCREW TRAINING REQUIRED
FOR USE BY SLANT E GE, DUAL GPS EQUIPPED, RNP CERTIFIED AIRCRAFT ONLY
CIRCLING NOT AUTHORIZED APPROACH FEEDER SEGMENTS ARE ALL RNP O.6
APPROACH AND MISSED APPROACH SEGMENTS ARE ALL RNP 0.3 CHART THE FOLLOWING NAVAIDS: WENATCHEE VOR 111.0 EAT FOR INOPERATIVE ODALS, INCREASE CAT B VISIBILITY TO 1 MILE BALL TAG 1: MAX HOLDING SPEED 230 KTS CITY AND STATE ELEVATION: 1245' TDZE: 1203° FACILITY PROCEDURE NO. / AMDT NO. / EFFECTIVE DATE: SUP: NONE AIRPORT NAME:
AMDT:
WENATCHEE, WA PANGBORN MEMORIAL RNV07 RNP RNAY RWY 07, ORIGINAL DATED:
FAA FORM 8260 - 7 / February 1995 (computer generated) PAGE 1 OF 1 PAGES Figure A5-11 (Cont.) SAMPLE OF A COMPLETED FAA FORM 8260-7 Instrument Approach Procedure - RVAV with RNP Based Minima Page 16
Appendix 5 (Side 2) NOTES CONTINULD: MIGSED APPROACE евом TO COURSE AND DISTANCE HISOR VIP 104.07/4.59 AWSON W SHAKER IP 126.57:2.86 SHAKER WP CHUMM WP 93.87/6.72 AIR CARRICA NOTES:
The procedure on the other ads and the fore
FLICHT CHECKED BY NAME DATE:
DEVELOPED BY
NAME PIFO DATE
RECOMVENDED BY FIFO DATE:
MANAGER
APPROVED BY REGION, PLT STANDARDS DATE:
OPDRATIONS SPECIFICATIONS - APPORT holding Air Carrier Operating Certificate No ges receipt of 0 10 operate into and out of the airport named on the other alde Regular. Refueling • Areate Povisionel DATE: RECEIVED FOR THE AIR CAREER BY: TITLE:
SONATURE AMENOVENT NO.
BY DIRECTION OF THE AOMINISTRATOR
BONATURE EFFECTIVE DATE:
Figure A5-12 Page 17
Appendix 5
2. FINAL APPROACH OBSTACLE ASSESSMENT - NON-STANDARD LEVELS OF RNP
2.1. Obstacle Assessment For Non-Standard Levels of RNP. Category I or Category II instrument approach procedures may be based on various criteria for obstacle clearance including FAA AC 120-29 as amended, Standards for Terminal Instrument procedures (FAA Order 8260.31, TERPS), ICAO PANS-OPS, or other state criteria for operations within those States. Category I or II operations may also be based on Non-Standard Levels or Types of RNP when approved by FAA.
2.2. OBSTACLE CRITERIA.
2.2.1. The obstacle assessment criteria described below may be used for Category I or Category II procedures which are based on ILS, MLS, GLS (GNSS/Differential GNSS) or other systems which provide equivalent performance.
2.2.2. Airborne Systems previously assessed against earlier criteria of Advisory Circular (AC) 120-29 through Change 3, or Systems for Category III assessed using AC 120-28 through AC 120-28C, Criteria for Approval of Category III Landing Weather Minimal, or equivalent ILS/MLS criteria (BCARs, JAR, etc.) are considered to have met the criteria below, without further demonstration.
2.2.3. Airborne systems may be demonstrated to successfully perform to a value of HAT other than the lowest applicable standard HAT (e.g., 100 ft. HAT for Category II; or 200 ft. HAT for Category I). When such demonstrations (e.g., for FMS) are conducted, the operational DA(H) authorized may be limited to corresponding higher minima, based on the lowest HAT successfully demonstrated (e.g., 250 ft. HAT, 300 ft. HAT).
2.2.4. While the criteria of this appendix is primarily intended for Category I or Category II, it also may have other applications such as for assuring acceptable performance along the final approach segment of a Category III procedure, down to 100 ft. HAT.
2.3. USE OF THESE CRITERIA FOR AIRBORNE SYSTEM AIRWORTHINESS DEMONSTRATIONS WITH NON-STANDARD LEVELS OF RNP. When this criteria is used in conjunction with airworthiness demonstrations of airborne systems using Non-Standard RNP Criteria, the following assumptions should be applied, unless use of other assumptions is determined to be acceptable to FAA.
2.3.1. LATERAL PERFORMANCE.
2.3.1.1. The lateral dimensions defined by containment should contain the structure of the aircraft, except that compensation for varying pitch attitudes, bank angles, or yaw/drift angles during approach need not be applied. A maximum wing semi-span of 115 ft. may be assumed.
2.3.1.2. The lateral window at 100 ft. HAT may be considered to be equivalent to that specified for a value of RNP .01, and its related containment (e.g., A 470 ft. lateral window at 100 ft. HAT equivalent to RNP .01). A 470 foot lateral window may be assumed, and may be related to RNP .01 as follows:
[(RNP .01nm x 2= 120 ft. containment limit)+(115 ft. wing semi-span) = +235 ft. half-lateral approach window, or a 470 ft. lateral approach window at 100 ft. HAT]
2.3.2. VERTICAL PERFORMANCE.
2.3.2.1. A maximum of 19 ft. wheel to G/S antenna/navigation reference point height, and a level terrain DA(H) of 81 ft.
RA may be assumed at the 100 ft. HAT point.
2.3.2.2. A value of +12 ft. (2 sigma) vertical tracking performance based on an equivalent performance level to that specified previously in superseded AC 120-29 Change 3 may be used, and may be assumed to be met at 100 ft. HAT (81 ft.
Appendix 5 Page 19 (and 20) RA). This performance level is considered to provide for 4 sigma navigation reference point containment of + 24 ft., or a vertical window of 48 ft. at 100 ft. HAT.
2.4. OTHER CONSIDERATIONS. Use of RNP criteria does not affect and should not affect application of other applicable obstacle assessment processes related to obstacle construction (e.g., Obstacle Identification analysis or aeronautical studies assessing obstructions in navigable airspace per part 77). This criteria is not intended to replace criteria established by FAA for airspace planning (e.g., Air Traffic planning for simultaneous instrument approach operations).
Appendix 6 APPENDIX 6.
GROUND SYSTEM AND OBSTRUCTION CLEARANCE CRITERIA
FOR CATEGORY II APPROACH AND LANDING OPERATIONS
1. PURPOSE. This Appendix outlines ground system and obstruction clearance criteria for Category II approach and landing operations supported by ILS, MLS, or GLS (e.g., GPS/DGPS LAAS), or for Category II operations based on RNP. To the extent that this criteria relates to or is referenced by criteria in AC 120-28D, Criteria for Approval of Category III Landing Weather Minima for Takeoff, Landing, and Rollout, as amended, for Category III, it may also be used as the basis for Category III criteria.
2. GENERAL. Category II procedures are based on both navigation and visual guidance systems. The navigation system must be capable of guiding an aircraft to the runway reference datum (e.g., the ILS, MLS, GLS, or RNP-based glide path reference datum) with appropriate accuracy. The visual guidance system must provide appropriate visual cues to the pilot on approach from at least the decision altitude (height), down to and including touchdown, and along the runway for rollout, under the appropriate visibility conditions.
In order for a runway to qualify for Category II operations, the runway must be capable of supporting the lowest Category I minimums.
Runways which do not meet the criteria established in this appendix, but where an operational or other evaluation identifies that an equivalent level of safety exists, may be authorized appropriate Category II minimums. Such an evaluation shall be conducted by Flight Standards Service on a case-by case basis as required.
This circular, Standard Operations Specifications (OpSpecs), as amended, and the criteria in the Air Transportation Operations Inspectors Handbook, FAA Order 8400.10, establish the lowest approach and landing minimums which can be authorized for Category II operations for air carriers operating under Title 14 of the Code of Federal Regulations (14 CFR) part 121 or 135. These minima may also apply to commercial Operators operating under 14 CFR part 125. The implementation guidelines in Order 8260.36A may be used for new ILS, GLS, or MLS.
Criteria in TERPS or ICAO PANS-Ops may be used for established ILS Procedures and facilities.
Foreign airports served by U.S. air carriers or commercial operators under part 121, 125, or 135 may be approved in accordance with the provisions of pertinent ICAO Annexes, Standards, or Recommended Practices (SARPS), on the basis of a comparable level of safety.
3. SUPPORTING NAVIGATION AIDS OR SENSORS FOR CATEGORY II PROCEDURES.
a. NAVAID System(s). A system which meets appropriate integrity, continuity and reliability performance standards for a U.S. Category II procedure and provides continuous electronic guidance at least to the ILS reference datum (or equivalent for RNP) should be provided, consistent with the elements described below:
(1) Localizer or Localizer Equivalent Sensor Capability. The localizer or equivalent (e.g., LAAS/DGPS), or RNP equivalent lateral guidance should be provided from the specified coverage limit down to the specified reference datum, or equivalent, as indicated in the U.S. Standard Flight Inspection Manual, FAA Order 8200.1, United States Standard Flight Inspection Manual, as amended.
(2) Glide Slope or Glide slope Equivalent. The glide slope or elevation antenna, or glide slope equivalent
(e.g., LAAS/DGPS), or RNP equivalent, should provide guidance in the vertical plane from the specified coverage limit down to the ILS reference datum, or equivalent, as indicated in the U.S. Standard Flight Inspection Manual.
(3) VHF Marker Beacons. In addition to the outer and middle marker beacons for ILS, a 75 MHz inner marker beacon should be provided at each runway intended for a Public Use Published 14 CFR part 97 Category II Procedure based on ILS. Special procedures authorized through OpSpecs need not have one or more of the standard installed marker beacons if another suitable means to determine longitudinal position and suitable glideslope is
Appendix 6 available to the operator. Marker beacons may be provided, or equivalent waypoints, fixes, or methods may be provided for Category II Procedures based on GLS or MLS.
b. Visual Guidance and Lighting Systems. The lighting system should provide suitable visual guidance from at least the point where an approaching aircraft is at the lowest applicable DA(H), through the remainder of the approach, flare, landing, and rollout. The system should consist of at least the following components or capabilities:
(1) Approach Lighting System. Lighting standards are as outlined in FAA Order 6850.2, Visual Guidance Lighting Systems, as amended, except that a negative approach light plane gradient is not permitted in the inner 1500 ft. zone prior to threshold (unless otherwise approved by AFS-1). Where required, approved flush approach lighting system may be installed (i.e., for a displaced landing threshold). For Special Category II procedures authorized through OpSpecs, approach lighting at least equivalent to a MALSR should be installed, unless a different approach lighting configuration is approved by FAA for use by each applicable operator.
(2) Touchdown Zone Lighting System. A lighting system should be provided defining the runway TDZ and conforming to AC 150/5340-4C, Installation Details for Runway Centerline Touchdown Zone Lighting Systems, as amended. For Special Category II procedures authorized through OpSpecs, TDZ lighting need not necessarily be installed if the runway’s lighting configuration is reviewed and approved by FAA for use by each applicable operator
(e.g., based on use of autoland or HUD guidance systems).
(3) Centerline Lighting System. A centerline lighting system defining the runway centerline and conforming to AC 150/5340-4C, as amended, using L-843 and L-850 runway centerline lighting systems (or equivalent) should be provided. For Special Category II procedures authorized through OpSpecs, centerline lighting need not necessarily be installed if the runway’s lighting configuration is reviewed and approved by FAA for use by each applicable operator (e.g., based on use of autoland or HUD guidance systems).
(4) High Intensity Runway Edge Lighting. A high intensity runway edge lighting system (or equivalent) should be provided defining the lateral and longitudinal limits of the runway and conforming to AC 150/5340-24, Runway and Taxiway Edge Lighting System, as amended.
(5) Taxiway Turnoff Lighting Systems. Unless otherwise approved for Special Category II procedures authorized through OpSpecs, taxiway turnoff lighting systems, stop bar, runway guard lighting, and critical area taxiway lighting designations should be provided in accordance with AC 120-57, Surface Movement Guidance and Control System, as amended, and the AC 150/5340 series, as amended.
(6) All Weather Runway Markings. Runways should be marked with all-weather runway markings as specified in AC 150/5340-1G, Standards for Airport Markings, as amended.
c. Meteorological Reporting and Other Requirements. Unless otherwise authorized for Special Category II procedures, the following additional meteorological reporting systems or other capabilities should be provided in conjunction with Category II procedures.
(1) Runway Visual Range (RVR). An RVR system should be provided to support Category II instrument procedures. For U.S. Operators, RVR is considered to be an instrumentally derived measurement system reporting minimum visibility in units of feet or meters, located adjacent to the applicable runway (see Appendix 1).
(a) For Category II procedures on runways greater than 8000 ft. in length, RVR for at least TDZ, Mid, and Rollout should be available. For Category II procedures on runways less than or equal to 8000 ft. in length, RVR for at least TDZ and Rollout should be available.
(b) For runways with more than 3 RVR reporting facilities (e.g., certain European locations) FAA may determine which and how many transmissometers may apply to U.S. Operators operations, unless specifically addressed by the state of the Aerodrome.
(c) If approved by AFS-1, Category II procedures may be approved on a case by case basis using only TDZ RVR, adjacent or nearby runway RVR reports. Where transmissometers from other runways are used, they
Appendix 6 should typically be located within a radius of 2000 ft. of the applicable portion of the runway being served, and provide a minimum of 1000 ft. coverage volume of the pertinent area along the intended runway.
(d) Timely reports for TDZ, mid, and rollout RVR values should be provided to the air traffic system
(e.g., Tower, TACON, ARTCC, as applicable) for transmission to pilots of arriving aircraft, and for transmission to meteorological services, for timely distribution to pilots and Operators for pre-flight and en route flight planning.
(e) Existing RVR systems with minimum RVR value reporting capability of 600 RVR may continue to be used until replaced or upgraded.
(f) New or replacement RVR systems should have the capability to report RVR ranging from a minimum value of 300 ft., to a maximum value of at least 6000 ft. Readout increments should be in at least 100 ft.
increments up to at least 1000 RVR, and thereafter increments of 200 ft. to 3000 RVR. Where possible, RVR systems with a useful reporting range of 50 ft. RVR to 6500 ft. RVR are desirable. Preferred reporting increments are 50 ft. to 1000 RVR, 200 ft. to 3000 RVR, and 500 ft. beyond 3000 RVR. New or replacement systems should, if possible, be capable of reporting in units of feet or meters, so that if metric reports are introduced into the National Aviation System (NAS) or International Aviation System (INAS), RVR systems are easily capable of converting to use the alternate metric units.
(g) FAA Standard 008, as amended, prescribes installation criteria for RVR equipment, and AC 97-1, Runway Visual Range (RVR), as amended, describes RVR measuring equipment and its use.
(2) Radar (Radio) Altimeter Height. Radar (radio) altimeter heights will be provided on the FAA Form 8260.3, (or equivalent operator reference material for Special Category II Procedures) indicating the vertical distance at the 100/150 ft. DA(H), assuming a 19 ft. wheel to navigation reference point height (e.g., glide slope antenna height) and the terrain on runway extended centerline beneath this aircraft reference point.
(3) Facility Status Remote Monitoring. Remote facility status monitoring should be provided for the following NAVAIDs or visual aids (see FAA Order 6750.24, as amended). For Special Category II procedures authorized through OpSpecs, remote monitoring capability is desired, but is not required. If not provided, a method to assure timely reporting of failures reported to ATS or the airport to flightcrews should be established.
(a) NAVAIDs.
(b) Approach lighting system.
(c) Relevant electrical power sources or systems
(d) Runway edge, centerline and TDZ lights.
(e) Critical taxiway lighting, runway guard lights, and stop bars.
(4) Facility Status Monitoring by Periodic Inspection or After Reported Failures. The following systems may require inspection by airport management or FAA personnel or pilot reports to determine if they are operating in accordance with specified criteria, reference AC 120-57, as amended. Monitoring procedures should be capable of detecting when more than 10 percent of the lights are inoperative. The lighting system/configuration should be considered inoperative when more than 10 percent of the lights are not functioning. Taxiway lights and individual airport/runway lights do not have to be remotely monitored. However, when visual aid lighting systems which support Category II are monitored by observation, the inspection interval should ensure that undetected failures of more than 10 percent of the lights, or more than two adjacent lights would be unlikely, taking into consideration lamp expected life, environmental conditions, etc. The procedure to visually verify operation of runway edge, centerline, and TDZ lights should specify that a visual inspection take place within one day prior to commencement of anticipated Category II operations, or at least daily for continued Category II operations. The following systems should be considered:
(a) Touchdown zone and centerline lights.
(b) Runway edge lights.