Appendix 7 C090, Required Navigation Performance (RNP).
The certificate holder is authorized to conduct terminal area RNAV operations using area navigation systems approved for RNP operations and shall conduct all such operations in accordance with the provisions of these operations specifications.
a. Standard Terminal Area RNP Levels. The certificate holder shall not conduct any operation authorized by this paragraph, unless the required navigation performance (RNP level) for the specified procedure or operation has been specified to the aircraft navigation system and the actual navigation performance (ANP) or estimated position error (EPE) is less than the specified RNP.
STANDARD TERMINAL AREA RNP Levels RNP Levels Applicability/Operation (Approach segment) RNP 1 Initial/Intermediate approach RNP
0.5 Initial/Intermediate/Final approach RNP
0.3 Initial/Intermediate/Final approach
b. Aircraft and Equipment with Airplane Flight Manual Authorization for RNP. The certificate holder is authorized to conduct terminal area instrument operations using the following aircraft and area navigation systems to comply with RNP requirements when operated in accordance with the approved airplane flight manual.
Airplane Type M/M/S Area Navigation Systems M/M Lowest Authorized RNP B737-400 Smiths/U-10.2 RNP 0.15 (see note 3) A319-112 Honeywell/Sextant FMGC B546 CAM 0102 Software SWPS406625-931 RNP 0.15 See Notes 3 and 7
c. Other Aircraft and Equipment Authorization for RNP. The certificate holder is authorized to conduct terminal area instrument operations using the following aircraft and area navigation systems to comply with RNP requirements when operated in accordance with the approved airplane flight manual.
Airplane Type M/M/S Area Navigation Systems M/M Lowest Authorized RNP B737-400 Smiths/U7.4 RNP 1.0 (See Notes 1 and 5)
Appendix 7 Page 25 (and 26)
d. Special Limitations.
(1)
(2) NOTES:
1. Departure Only
2. Approach Only
3. Autopilot required for approach operations at RNP levels of 0.3 or less.
4. When the automatic runway position update is utilized by line selecting the departure runway on the CDU.
5. When the automatic runway position update is utilized by selecting the TO/GA switch during takeoff.
6. When a quick alignment of the inertial reference units to the departure runway coordinates contained in the airborne navigation database is conducted within 1,000 ft. of the departure runway threshold and within 15- minutes of departure.
7. When the required navigation performance (RNP level) for the specified procedure or operation has been specified to the aircraft navigation system and the actual navigation performance (ANP) or estimated position error (EPE) is less than the specified RNP. The RNP level may be specified to the navigation system either manually, through the data base, or use the navigation system default value.
8. Unless otherwise specified on the instrument procedure, approaches other than ILS, MLS or GLS require use of RNP of 0.3 or less.
9. Other RNP Levels, not otherwise specified in an approved terminal area or instrument approach procedure, are as specified below:
Other RNP Levels Approved(Example only) RNP Type Applicability/Operation (Approach segment) RNP
0.3/125 Initial/Intermediate/Final approach with specified barometric vertical guidance (VNAV) RNP
0.03/45 Final approach with specified vertical guidance RNP
0.01/15 Final approach with specified vertical guidance RNP .003/15 Final approach with specified vertical guidance
Appendix 8 APPENDIX 8 Use Of Alternative Operating Minima
1. General.
This appendix provides a basis for determining optional operating minima which an operator may use if authorized by operations specifications, in lieu of otherwise published minima. Use of these minima are limited to use within the United States, within any Joint Airworthiness Authority (JAA) (European) State that authorizes use of these minima or equivalent, or in other States which accept or apply Federal Aviation Administration (FAA) or JAA criteria.
Alternate minima may be based on the tables and conversions agreed by FAA and JAA as reflected in the harmonized values of this appendix. Minima based on these tables and conversions which have been determined to be acceptable to FAA may be approved for use by U.S. operators, or for international operators flying to U.S. airports when those Operators have implemented applicable provisions and criteria of the main body of this Advisory Circular (AC), or for international operators, equivalent provisions to FAA or JAA criteria.
These minima provide a basis for determination of a single table for Aerodrome Operating Minima regardless of approach type, and are intended for use by aircraft flying a stabilized descent path and instrument procedures and flightcrew procedures which are based on use of a stabilized descent path to the runway (e.g., using an xLS (e.g., ILS, MLS, or GLS) glide slope, Vertical Navigation (VNAV), or other specifically approved method for maintaining a constant vertical descent path or rate during final approach). Use of minima in this table for other procedures not using a glide slope or constant VNAV descent path to minima is considered only on a case by case basis, by FAA.
This table is intended to cover all categories of straight-in approach procedures including xLS and approaches other than xLS (e.g., Area Navigation (RNAV), Localizer (LOC), BCRS, VHF Omni-directional Radio Range (VOR), NDB). Any procedure based on U.S. TERPS or ICAO PANS-OPS, or special procedures otherwise approved by FAA are eligible to use minima of this appendix. Approaches with glide slope angles or VNAV descent paths in excess of 3.77 degrees, or special procedures at certain airports which require specific knowledge or training, are not typically eligible for use of the approach minima listed in this Appendix.
2. Terminology.
A Stabilised approach is considered to mean an approach where:
• A constant, predetermined descent path (usually 3 degrees) is flown from the final approach fix or point to the runway using:
• xLS Glide path, or
• RNAV(VNAV), or
• Height cross check as a function of distance (e.g., Distance Measuring Equipment (DME)), or
• Height cross check as a function of time (e.g., timing from an approach fix), and
• A missed approach is executed upon reaching Decision Altitude/height (DA(H) or Minimum Descent Altitude/height (MDA(H)) as applicable to the approach, if the pilot has not established the necessary visual reference.
Appendix 8
3. “Go-Around” Transition To A Missed Approach When Using a DA(H) or MDA(H).
When using minima based on this appendix in conjunction with a DA(H), flightcrew procedures for timely initiation of a go-around and anticipated altitude loss below the DA(H) during the momentary transition to a go-around are assumed to be the same as those specified for ILS, MLS, or GLS. The procedures used may be as specified by the operator or by the aircraft manufacturer, as applicable.
When using minima based on this appendix in conjunction with an MDA(H), it is recognised that the missed approach path following a stabilised approach may momentarily descend below MDA(H) while initiating the missed approach. This momentary and slight descent below MDA(H) during the transition to a missed approach is considered acceptable and is assumed to typically result in a displacement below MDA(H) of 50 ft. or less.
4. Alternative RVR/Visibility Value Table.
The following minimum RVR/Visibility values are specified in relation to various HAT values for DA(H) or MDA(H). These values, or equivalent values in terms of RVR or miles of visibility, may be used as the basis to specify various landing minima. These tables apply to formulation of minima for instrument procedures other than those for Category II or III, except as specified in the Notes associated with the table(s) below. The values in these tables may be used as a basis for determination of minima in lieu of values specified by U.S. TERPS or ICAO PANS-OPS. These values are considered applicable to any Category of aircraft (e.g., Instrument approach Category A, B, C, or D) and are applicable up to a 3.77 degree final approach segment descent gradient.
Table A8-1 Alternative RVR/Visibility Values for Various Heights Above Touchdown (HAT) (RVR/Visibility when based on units related to Feet) HAT Band (ft) RVR/Visibility (feet) HAT Band (ft) RVR/Visibility (feet)
FF IF BF NF FF IF BF NF 200 - 209 1800 2000 2700 3000 500 - 519 5350 6350 7350 7750 210 - 219 1800 2000 2850 3250 520 - 539 5650 6650 7650 8050 220 - 229 1800 2000 3000 3400 540 - 559 6000 6950 7950 8350 230 - 239 1800 2000 3150 3550 560 - 579 6300 7250 8250 8650 240 - 249 1800 2350 3300 3700 580 - 599 6600 7550 8550 8950 250 - 259 1800 2500 3450 3850 600 - 619 6900 7850 8850 9250 260 - 279 1800 2700 3700 4100 620 - 639 7200 8200 9150 9550 280 - 299 2050 3000 4000 4400 640 - 659 7500 8500 9450 9850 300 - 319 2350 3300 4300 4700 660 - 679 7800 8800 9750 10150 320 - 339 2650 3600 4600 5000 680 - 699 8100 9100 10050 10450 340 - 359 2950 3950 4900 5300 700 - 719 8400 9400 10350 10750 360 - 379 3250 4250 5200 5600 720 - 739 8700 9700 10700 11050 380 - 399 3550 4550 5500 5900 740 - 759 9000 10000 11000 11350 400 - 419 3850 4850 5800 6200 760 - 799 9450 10450 11450 11850 420 - 439 4150 5150 6100 6500 800 - 849 10150 11150 12100 12500 440 - 459 4450 5450 6450 6800 850 - 899 10900 11900 12900 13250 460 - 479 4750 5750 6750 7150 900 - 949 11650 12650 13650 14050 480 499 5050 6050 7050 7450 950 - 1000 12450 13400 14400 14800 Table A8-1 Note 1- An RVR/Visibility less than 1800 ft may be authorized for certain runways with full facilities (FF - e.g., ALSF I or ALSF II) and TDZ/CL lights; An RVR/Visibility less than 1800 ft may be authorized for certain runways with MALSR or equivalent (with or without TDZ/CL lights), if automatic landing or flight guidance HUD based approaches are conducted. (See paragraph 5.3.2., Special Category II Authorizations).
Appendix 8 Table A8-2 Alternative RVR/Visibility Values for Various Heights Above Touchdown (HAT) (RVR/Visibility when based on units related to Meters) HAT BAND (ft) RVR/Visibility (meters) HAT BAND (ft) RVR/Visibitlity (meters)
FF IF BF NF FF IF BF NF 200 - 209 550 700 850 1000 500 - 519 1650 1950 2250 2350 210 - 219 550 700 850 1000 520 - 539 1750 2050 2350 2450 220 - 229 550 700 900 1050 540 - 559 1800 2100 2400 2550 230 - 239 550 700 950 1100 560 - 579 1900 2200 2500 2650 240 - 249 550 700 1000 1150 580 - 599 2000 2300 2600 2750 250 - 259 600 750 1050 1200 600 - 619 2100 2400 2700 2800 260 - 279 600 850 1150 1250 620 - 639 2200 2500 2800 2900 280 - 299 600 900 1200 1350 640 - 659 2300 2600 2900 3000 300 - 319 700 1000 1300 1450 660 - 679 2400 2700 3000 3100 320 - 339 800 1100 1400 1500 680 - 699 2450 2750 3050 3200 340 - 359 900 1200 1500 1600 700 - 719 2550 2850 3150 3300 360 - 379 1000 1300 1600 1700 720 - 739 2650 2950 3250 3350 380 - 399 1100 1400 1700 1800 740 - 759 2750 3050 3350 3450 400 - 419 1150 1450 1750 1900 760 - 799 2900 3200 3500 3600 420 - 439 1250 1550 1850 2000 800 - 849 3100 3400 3700 3800 440 - 459 1350 1650 1950 2100 850 - 899 3350 3650 3950 4050 460 - 479 1450 1750 2050 2150 900 - 949 3550 3850 4150 4300 480 499 1550 1850 2150 2250 950 - 1000 3800 4100 4400 4500 Table A8-2 Note 1 - An RVR/Visibility less than 600 m may be authorized for certain runways with full facilities (FF - e.g., ALSF I or ALSF II) and TDZ/CL lights; An RVR/Visibility less than 600 m may be authorized for certain runways with MALSR or equivalent (with or without TDZ/CL lights), if automatic landing or flight guidance HUD based approaches are conducted. (See paragraph 5.3.2., Special Category II Authorizations).
Table A8-1 and A8-2 Note 2 - Minima values higher than the values shown in Table A8-3 below need not be applied to determination of minima when a higher value is otherwise shown in Table A8-1 or A8-2.
Table A8-1 and A8-2 Note 3 - Unless otherwise specified by FAA, no resulting minima RVR/visibility value need necessarily result in a value greater than the applicable values shown in Table A8-4 below.
Table A8-1 and A8-2 Note 4 - Category A or B aircraft using an acceptable stabilised approach method may use the lower of the minima specified in either the table above, or minima as specified in accordance with U.S. TERPS.
Appendix 8 Table A8-3 Limitations on RVR/Visibility Minimum Values for Approaches Other than xLS or 3-D RNAV RNP Aircraft category A B C D Facility Requirements Minimum RVR/visibility 750m (2400ft) 750m (2400ft) 750m (2400ft) 750m (2400ft)
NDB, VOR, VOR/DME, LOC, LOC/DME, VDF, LDA, SDF, SRE, 2D-RNAV with a procedure meeting at least the following criteria:
- FAS offset from Rwy track < 5 degrees,
- A FAF is designated,
- Distance to Rwy information is available
(e.g., via DME or RNAV), and
- Distance from NAVAID facility to Rwy Threshold ≤ 8 nm Minimum RVR/visibility 1000m (3000ft) 1000m (3000ft) 1200m (4000ft) 1200m (4000ft) Instrument approach types or cases where the above criteria are not met.
The above table is not applicable to xLS or 3-D RNAV RNP based Minima. Table A8-1 and A8-2 are used directly for determination of 3-D RNAV RNP based minima, without respect to use of the limiting values of Table A8-3.
Table A8-4 Limitations on “Upper cut-off” Values for RVR/Visibility Minima Aircraft category A B C D Maximum required RVR/Visibility 1500 m (5000 ft/) 1500 m (5000 ft) 2400 m (1 1/2 sm) 2400 m (1 1/2 sm) Unless otherwise specified by FAA, values higher than the values shown in Table A8-4 above need not be applied when determining RVR/Visibility minima from tables A8-1 or A8-2.
Appendix 8
5. Approach and Runway Lighting Systems Definition, Classification, And Equivalence.
Table A8-5 Visual Aid Classification for Determination of RVR/Visibility for Instrument Approaches European Lighting Systems (JAA) U.S. Lighting Systems (FAA) Class of facility Length and Intensity of approach lights Class of facility Length of approach lights Full (Calvert or Barette centerline configuration) 720m or more HI/MI ALSF1/ALSF2/AL
SR/SSALR MALSR >720m Intermediate (simplified approach light system) 420m - 719m HI/MI MALSF, MALS
SSALF, SALS >420-719m Basic (no ICAO standard exists) 210 - 419 m HI, MI or LI including one crossbar ODALS <420m Nil No approach lights No approach lights No approach lights
6. Applicability to Various Classes of Instrument Approach Procedures.
U.S. Instrument Approach procedures are classified as Category I, II, or III by U.S. Operation Specifications (OpSpecs), to address any type of instrument approach. The terms Category II and Category III apply to xLS approach types (i.e., ILS, GLS, or MLS). For U.S. Operators, Category I applies to xLS approaches and also applies to approach types other than xLS (e.g., also applies to RNAV, LOC, VOR, or NDB). States other than the U.S. may or may not apply the term Category I in this manner, or may only apply the term Category I to xLS approaches (e.g., ILS, MLS, or GLS).
Nonetheless, the above equivalent minima provisions based on FAA/JAA harmonized Tables A8-1 through A8-5 may be applied to determine minima for any Category I or II approach type for a U.S. operator regardless of classification (e.g., not withstanding former classifications such as precision or non-precision), unless the FAA or other State of an Aerodrome specifically preclude use of minima based on these tables.
7. Transition Provisions.
Transitions provisions may be proposed by operators and may be approved by CHDOs to implement provisions of AC120-29A, as applicable to this appendix. This is to facilitate timely transition to use of these alternate minima.
Transition provisions may address such issues as the operator’s use of interim charting provisions, interim flight procedures, the operators optional use of either traditional or alternative minima during the transition period, or other issues as determined appropriate by the operator or CHDO.
Appendix 8
8. Authorized RVR Minima Conversions between “Feet and Meters.”
The RVR equivalent visibility values shown in Table A8-6 expressed in feet or meters may be used where necessary.
When appropriate, the operator may propose and the CHDO may approve use of the necessary equivalent RVR visibility determinations for meters or feet conversion operationally, or for instrument procedure minima development.
Table A8 - 6 Acceptable “Meters to Feet” or “Feet to Meters” Conversions for RVR RVR Feet Meters 100ft 25 m 150 ft 50 m 300 ft 75 m 400 ft 125 m 500 ft 150 m 600 ft 175 m 700 ft 200 m 800 ft 250 m 900 ft 275 m 1000 ft 300 m 1200 ft 350 m 1300 ft 400 m 1400 ft * 420 m * 1500 ft 450 m * 1600 ft 500 m 1800 ft 550 m 2000 ft 600 m 2100 ft 650 m * 2300 ft 700 m 2400 ft 720 m ** 2500 ft * 750 m * 2600 ft 800 m 2800 ft 900 m * 3000 ft 1000 m 4000 ft 1200 m 4500 ft 1400 m 5000 ft 1500 m 6000 ft 1800 m * = Denotes a value not operationally used at present ** = Standard Op-Specs specify 750m
Appendix 8 Page 7 (and 8)
9. Acceptable Meteorological Visibility or RVR Equivalence or Conversions.
The following conversion tables may be used in conjunction with the minima tables above to specify RVR/Visibility minima in terms of feet, meters, or meteorological visibility when appropriate. Interpolations are permitted where necessary. The operator may propose and the CHDO may approve use of the necessary equivalent RVR/visibility values for use operationally, or for instrument procedure minima development.
Table A8 - 7 Acceptable Statute Mile/Meter/Nautical Mile Conversions RVR/Visibility Statute Miles Meters Nautical Miles 1/8 sm 200 m 1/9 nm 1/4 sm 400 m 1/4 nm 3/8 sm 600 m 3/8 nm 1/2 sm 800 m 1/2 nm 5/8 sm 1000 m 5/8 nm 3/4 sm 1200 m 7/10 nm 7/8 sm 1400 m 7/8 nm 1 sm 1600 m 9/10 nm 1 1/8 sm 1800 m 1 1/8 nm 1 1/4 sm 2000 m 1 1/10 nm 1 1/2 sm 2400 m 1 3/10 nm 1 3/4 sm 2800 m 1 1/2 nm 2 sm 3200 m 1 3/4 nm 2 1/4 sm 3600 m 2 nm 2 1/2 sm 4000 m 2 1/2 nm 2 3/4 sm 4400 m 2 4/10 nm 3 sm 4800 m 2 6/10 nm Interpolation for above RVR/visibility values is permitted