Subject: AIRWORTHINESS APPROVAL OF
NAVIGATION OR FLIGHT MANAGEMENT
SYSTEMS INTEGRATING MULTIPLE
NAVIGATION SENSORS Date: 6/14/95 Initiated By: AIR-130 AC No: 20-130A Change:
FAA Form 1320-15 (4-82) Supersedes WA Form 1320-2
1. PURPOSE. This advisory circular (AC) establishes an acceptable means, but not the only means, of obtaining airworthiness approval of multi-sensor navigation or flight management systems (hereafter referred to as multi-sensor equipment) integrating data from multiple navigation sensors for use as a navigation system for oceanic and remote, domestic en route, terminal, and non-precision instrument approach [except localizer, localizer directional aid (LDA) and simplified directional facility (SDF)] operations. This document does not address systems incorporating differential GPS capability. Like all advisory material, this AC is not mandatory and does not constitute a requirement. As such, the terms “shall” and “must” used in this AC pertain to an applicant who chooses to follow the method presented. The criteria of AC 90-45A, Approval of Area Navigation Systems for Use in the U.S. National Airspace System, does not apply to certification of equipment described in this AC. This AC supersedes previous GPS installation guidance contained in: FAA Notice 8110.48, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, and FAA Interim Guidance Memoranda dated February 25, 1991; April 5, 1991; March 20, 1992; July 20, 1992; and September 21, 1993. The appropriate information contained in those documents is incorporated in this AC.
2. CANCELLATION. Advisory Circular 20-130, Airworthiness Approval of Multi-Sensor Navigation Systems for use in the U.S. National Airspace System (NAS) and Alaska, dated September 12, 1988, is canceled.
3 RELATED FEDERAL AVIATION REGULATIONS. 14 CFR parts 21, 23, 25, 27, 29, 43, 91, 121, and 135.
4. RELATED READING MATERIALS.
a. Federal Aviation Administration (FAA) Technical Standard Order (TSO) C115a & b, Area Navigation Equipment Using Multi-Sensor Inputs; C129, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS); C120, Airborne Area Navigation Equipment Using Omega/VLF Inputs; C94, Omega Receiving Equipment Operating Within the Radio Frequency Range 10.2 to 13.6 Kilohertz; and C60b, Airborne Area Navigation Equipment Using Loran-C Inputs. Copies may be obtained from the Department of
2 Par 4 Transportation, FAA, Aircraft Certification Service, Aircraft Engineering Division, AIR-130, 800 Independence Avenue, SW., Washington, DC 20591.
b. RTCA, Inc. Document No. DO-160C, Environmental Conditions and Test Procedures for Airborne Equipment; Document No. DO-164A, Airborne Omega Receiving Equipment; Document No. DO-178B, Software Considerations in Airborne Systems and Equipment Certification; Document No. DO-180A, Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using a Single Collocated VOR/DME Sensor Input; Document No. DO-187, Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using Multi-Sensor Inputs; Document No. DO-190, Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using Omega/VLF Inputs; Document No. DO-194, Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using Loran-C Inputs; Document No. DO-200, Preparation, Verification and Distribution of User-Selectable Navigation Data Bases; Document No. DO-201, User Recommendations for Aeronautical Information Services; and Document No. DO-208, Minimum Operational Performance Standards for Airborne Supplemental Navigation Equipment Using Global Position System (GPS). Copies may be purchased from RTCA, Inc., 1140 Connecticut Avenue, NW., Suite 1020, Washington, DC 20036.
c. Department of Defense, Global Positioning System Standard Positioning Service Signal Specification, November 5, 1993. Copies of this document may be requested from OASD (C3I) / T&TC3, 6000 Defense Pentagon, Washington, DC 20301-6000.
d. Advisory Circular 20-101C, Airworthiness Approval of Omega/VLF Navigation Systems for use in the U.S. National Airspace System (NAS) and Alaska; Advisory Circular 20- 121A, Airworthiness Approval of Loran-C Navigation Systems for use in the U.S. National Airspace System (NAS) and Alaska; Advisory Circular 20-129, Airworthiness Approval of Vertical Navigation (VNAV) Systems for use in the U.S. National Airspace System (NAS) and Alaska; Advisory Circular 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for use as a VFR and IFR Supplemental Navigation System; Advisory Circular 23-8A, Flight Test Guide for Certification of Part 23 Airplanes; Advisory Circular 25-4, Inertial Navigation Systems (INS); Advisory Circular 25-7, Flight Test Guide for Certification of Transport Category Airplanes; Advisory Circular 25-11, Transport Category Airplane Electronic Display Systems; Advisory Circular 25-15, Approval of Flight Management Systems in Transport Category Airplanes; Advisory Circular 27-1, Certification of Normal Category Rotorcraft; Advisory Circular 29-2A, Certification of Transport Category Rotorcraft; Advisory Circular 90-79, Recommended Practices and Procedures for the use of Electronic Long-Range Navigation Equipment; Advisory Circular 90-82B, Direct Routes in the Conterminous United States; Advisory Circular 91-49, General Aviation Procedures for Flight in North Atlantic Minimum Navigation Performance Specification Airspace; and Advisory Circular 120-33, Operational Approval of Airborne Long-Range Navigation Systems for Flight Within the North Atlantic Minimum Navigation Performance Specification Airspace. Copies may be obtained from the Department of Transportation, General Services Section, M-443.2, Washington, DC 20590.
Par 4 3
e. Defense Mapping Agency (DMA) Technical Report DMA TR 8350.2, Department of Defense World Geodetic System 1984, Its Definition and Relationship With Local Geodetic Systems. Copies of this document may be requested from the Defense Mapping Agency, Systems Center, 8613 Lee Highway, Fairfax, VA 22031-2138.
5. BACKGROUND.
a. System Description. Navigation or flight management systems that determine aircraft position by integrating data from multiple navigation sensors are considered multi-sensor equipment. Aircraft position may be determined by various methods, depending on factors such as availability of sensor inputs, accuracy, signal parameters, location and/or flight phase, signal integrity, etc. Position determination may utilize data from various sensors, such as: distance measurements from two or more distance measuring equipment (DME) ground stations (DME- DME), bearing and distance from very high frequency omnidirectional range (VOR)/DME stations, bearing and distance from tactical air navigation (TACAN) stations, Omega/very low frequency (VLF), Loran-C, inertial navigation system (INS), inertial reference unit (IRU), and the global positioning system (GPS). The various sensor inputs are normally combined to determine a best computed aircraft position, but may be used individually in appropriate circumstances. A more detailed description of the various types of sensors is contained in the related AC and TSO for that type sensor. The coordinate system used is the Cartesian earthcentered earth-fixed coordinates as specified in the Department of Defense World Geodetic System 1984 (WGS-84). Navigational values such as distance and bearing to a waypoint, and ground speed are computed from the aircraft’s latitude/longitude and the location of the waypoint. Course guidance is usually provided as a linear deviation from the desired track of a Great Circle course between defined waypoints.
b. System Availability and Reliability. Since multi-sensor equipment determines aircraft position by integrating data from multiple navigation sensor inputs, system availability and reliability is dependent upon the characteristics of the sensors incorporated in the system.
(1) Global Positioning System (GPS).
(i) Although basic GPS position determination capability from the 24 satellite constellation is expected to be available world-wide twenty-four hours a day, the satellite measurement redundancy required to ensure integrity of the GPS position will be neither world-wide nor continuous. With fewer than 24 satellites operating, GPS navigation capability may not be available at particular geographic locations at certain times. At least 21 satellites are expected to be operational with a probability of 98 percent.
(ii) The status of GPS is broadcast as part of the data message transmitted by the GPS satellites. Additionally, system status is planned to be available through the Notice to Airmen (NOTAM) system. GPS status information is also available by means of a telephone data service, (703) 313-5910, or voice, (703) 313-5907, from the U.S. Coast Guard.
4 Par 5
(iii) GPS signal integrity monitoring shall be provided by the GPS navigation receiver using receiver autonomous integrity monitoring (RAIM) or an equivalent level of integrity provided by the multi-sensor equipment. This monitoring is necessary because delays up to two hours may occur before an erroneous satellite transmission can be detected and corrected by the satellite control segment. Availability of RAIM detection capability to meet non-precision approach requirements in the United States (with 24 satellites operating, barometric altitude aiding, and a 5 degree mask angle) is expected to exceed 99 percent.
(iv) Only the GPS satellite/ground control system operated by the U.S. Department of Defense is addressed in this AC. Utilization of other satellite navigation systems (i.e., GLONASS) is not covered.
(2) Omega/VLF.
(i) Omega system status is available from the U.S. Naval Observatory, telephone (703) 313-5906. Omega status messages are also broadcast by the National Bureau of Standards on stations WWV and WWVH at 16 minutes past each hour (WWV) and 47 minutes past each hour (WWVH). Omega/VLF ground station reliability is high, however reception of the Omega/VLF signals is susceptible to effects of precipitation static and atmospheric noise, especially when using an E-field antenna. Omega/VLF signals are generally usable 24-hours a day anywhere in the world.
(ii) The VLF communications system operated by the U.S. Navy is not primarily intended for navigation use. The Navy may shut stations down, add new stations, change frequencies, etc., with no advance notice. Information on current VLF system status is not published for the aviation user.
(iii) Omega/VLF navigation sensors, while they may use VLF communications stations to supplement and enhance the Omega system (improve performance, etc.), must be capable of accurate navigation using Omega signals alone.
(3) Loran-C.
(i) Loran-C ground transmitter reliability exceeds 99 percent annually, excluding momentary (less than 60 seconds) ground station outages which occur more frequently (e.g., transmitter switching, adjustments, antenna lightning protection circuitry).
These momentary outages can result in loss of Loran-C navigation capability for several minutes, depending upon the particular conditions and design of the Loran-C sensor. Airborne reception of the Loran-C signal (normally using an E-field antenna) is highly susceptible to adverse effects caused by precipitation static and atmospheric noise. Loran-C signal coverage is available throughout the continental United States, southern Alaska, southern and eastern Canada, most of the Gulf of Mexico, the North Atlantic, and various other areas of the world.
Par 5 5
(ii) Loran-C navigation predicated on hyperbolic lines of position originating from a single chain may not be suitable for IFR use throughout the entire continental United States and northern Alaska. Equipment utilizing master independent, cross chain, and/or multiple chain receivers has been approved for IFR use in areas where single chain receivers are unacceptable.
(iii) Loran-C system status is available through the NOTAM system and is also available by means of telephone data service (300 or 1200 baud, ASCII) from the U.S. Naval Observatory, telephone (202) 653-1079.
(4) VOR, VOR/DME, VORTAC, TACAN, and Multiple DME.
(i) Ground station availability of these navigation aids exceeds 99 percent annually.
(ii) Coverage of these navigation aids is limited to within line-of-sight of the ground station.
(iii) VOR, VOR/DME, VORTAC, TACAN, and DME system status is available through the NOTAM system.
(5) Inertial Navigation System (INS) and Inertial Reference Unit (IRU).
(i) Inertial navigation/reference systems are self contained and do not rely upon external navigation aids.
(ii) Some inertial systems are not suitable for alignment and/or operation at high north and south latitudes (polar regions).
c. System accuracy. Accuracy of multi-sensor equipment is dependent upon the sensor or combination of sensors in use at a particular time. Various navigation sensor inputs are integrated, considering signal quality, station geometry, integrity, estimated position error, etc. for each sensor and computing a best position based upon all available data. Required system navigational accuracy is specified later in this AC. Individual sensor capabilities are summarized below:
(1) Global Positioning System. The GPS equipment determines its position by precise measurement of the distance from selected satellites in the system and the satellites’ known location. The accuracy of GPS position data can be affected by equipment characteristics and various geometric factors. Many of these errors can be reduced or eliminated with sophisticated mathematical modeling, while other sources of error cannot be corrected.
Accuracy measurements are affected by satellite geometry, frequently modeled by a geometric
6 Par 5 dilution of position (GDOP), which translates the effect of pseudorange errors to the position domain. The following are sources of pseudorange errors:
(i) Atmospheric propagation delays can cause relatively small measurement errors, typically less than 100 feet. Both tropospheric and ionospheric propagation delays can be partially corrected by sophisticated error correction capabilities.
(ii) Slight inaccuracies in the atomic clocks on the satellites can cause a small position error of approximately two feet.
(iii) Receiver processing (mathematical rounding, electrical interference, etc.) may cause errors that are usually either very small (which may add a few feet of uncertainty into each measurement) or very large (which are easy to detect). Receiver errors are typically on the order of four feet.
(iv) Conditions that cause signal reflections (multipath) of the satellites’ transmitted signal to the receiver can cause small errors in position determination or momentary loss of the GPS signal. While advanced signal processing techniques and sophisticated antenna design can be used to minimize this problem, some uncertainty can still be added to a GPS measurement.
(v) Satellite ephemeris data can contain a small error of approximately four feet.
(vi) Selective Availability (SA) is essentially a method by which the Department of Defense can artificially create a significant clock and ephemeris error in the satellites. This feature is designed to deny an enemy the use of precise GPS positioning data.
Selective Availability is the largest source of error in the GPS system. When SA is active, the DOD guarantees horizontal position accuracy will not be degraded beyond 100 meters 95 percent of the time and 300 meters 99.99 percent of the time. System performance specifications contained in this AC assume SA is active.
(vii) Block II GPS satellites incorporate an anti-spoofing alert flag to advise the user that the user range accuracy may be degraded. GPS navigation systems should recognize the presence of this flag.
(2) Omega/VLF. Omega/VLF equipment determines its present position by adding incremental changes in position calculated from the continuously measured phase of each received Omega signal to the initial position established at the time of system initialization. VLF signals may be used in conjunction with Omega and therefore navigation may be based on an Omega/VLF mix. The accuracy of Omega/VLF position data can be affected by equipment and geometry. Typically, Omega/VLF position determination can be expected to be within 3.0 nmi of the true position. Omega signals must be used to provide integrity to a VLF/Omega system, since VLF is not an approved navigation system and does not provide integrity. Consequently,
Par 5 7 when no Omega signals are available, the equipment may continue to provide a navigation solution with no integrity using only the VLF system. This condition requires a unique indication from the sensor. The multi-sensor equipment may either provide the requisite integrity using an alternate approved sensor, or provide a unique annunciation to the pilot that the navigation solution does not have integrity. If integrity is not provided, the system does not meet IFR navigation certification criteria.
(i) Omega and VLF navigation can be degraded by errors due to phase disturbances of the signals as they propagate from the station to the aircraft.
(ii) Improper modeling of the signal propagation changes caused by diurnal shift surface conductivity, etc. can cause errors in position determination.
(iii) Accuracy measurements are affected by station geometry, which magnifies the effect of other errors in the system.
(3) Loran-C. Loran-C equipment determines its present position using multiple hyperbolic lines of position established by precise measurement of the time of arrival of synchronized pulsed signals from a series of ground transmitting stations. The accuracy of Loran-C navigation can be affected by various factors, including equipment, signal propagation, and geometric factors. Typically, Loran-C position determination within approved operating areas will be within 1.0 nmi and within 0.3 nmi (for systems receiving triad corrections for approach operations) of the true position.
(i) Position errors can be caused by slower signal propagation over land and fresh water than over sea water. These errors appear to be quite constant over distances of several miles. The effect of these errors is a shift or bias in the computed position in the local area. Area calibration or more sophisticated propagation models can be used to reduce the effect of these bias errors.
(ii) Position errors can be caused by abrupt changes in terrain and weather fronts which affect the propagation of the signal from the ground station.
(iii) Atmospheric noise and precipitation static adversely affect the ability of the equipment to precisely track the synchronized pulsed signals. Incorrect cycle tracking or loss of signal can result in significant position determination errors.
(iv) Accuracy measurements are affected by ground station geometry, which magnifies the effect of other errors in the system.
(4) VOR, VOR/DME, TACAN. Equipment utilizing VOR, VOR/DME, or TACAN sensors determines its present position by measuring the bearing or bearing and distance from a reference ground station. Typically, position determination using this type of
8 Par 5 sensor will be within 1.0 nmi of the true position, however accuracy is highly dependent upon distance from the reference station.
(5) Multiple DME. Equipment utilizing a multiple DME sensor determines its present position by precise distance measurements from two or more reference ground stations. With good geometry, systems using high quality DME sensors are capable of position determination within 0.2 nmi of the true position.
(6) Inertia l. Equipment utilizing an inertial navigation or inertial reference sensor(s) determines its present position by precise tracking of all movement of the aircraft from a known starting point. Accuracy of inertial sensors degrades over time. Position determination with an inertial system can degrade at a rate of 2 nmi per hour for flights up to 10 hours in duration.
d. General Operational Limitations.
(1) Sensor Requirements. Depending upon the particular sensors incorporated into the system, multi-sensor equipment can be approved for oceanic and remote, en route, terminal, and instrument approach use. This document assumes that each sensor used in the multi-sensor equipment has been demonstrated to meet the applicable design criteria for that sensor (i.e. TSO, MOPS, etc.), or that the multi-sensor system is shown to have equivalent performance.
(i) A system may be approved for oceanic and remote navigation provided at least one of the following sensors is utilized in the multi-sensor equipment: GPS, Omega/VLF, Loran-C (in limited areas), INS/IRU.
(ii) A system may be approved for en route use as a supplemental navigation system provided at least one of the following sensors is used by the multi-sensor equipment: GPS, Omega/VLF, Loran-C (in limited areas), VOR/DME, Multiple DME, TACAN, INS/IRU.
(iii) A system may be approved for terminal area use as a supplemental navigation system provided at least one of the following sensors is used by the multi-sensor equipment: GPS, Loran-C (in limited areas), VOR/DME, Multiple DME, TACAN.
(iv) A system may be approved for instrument approach navigation (except ILS, LOC, LOC-BC, LDA, SDF, and MLS) provided the required sensor(s) outlined in Table 1 is used by the multi-sensor equipment.
(v) All sensor accuracy and integrity requirements must be met without the need for operator input of required data, except that operator entry of Loran-C time difference correction values shown on a charted Loran-C instrument approach procedure may be used in satisfying approach accuracy requirements.
Par 5 9 Table 1 Instrument Approach Sensor Requirements Type of Instrument Approach Required Sensor* Published RNAV approaches GPS or VOR/DME Published Loran-C approaches GPS or Loran-C Published VOR or VOR/DME approaches GPS or VOR/(DME) Published TACAN approaches GPS or TACAN Published GPS approaches GPS Published NDB or NDB/DME approaches GPS or NDB/(DME) *The required sensor identifies a single sensor/sensor combination which, when demonstrated to meet the accuracy requirements of this AC, can be used to conduct these approaches. Alternatively, multi-sensor equipment can be shown to meet the accuracy requirements with a combination of sensors.
(2) IFR Navigation Equipment. Aircraft employing multi-sensor equipment for IFR navigation must also be equipped with an approved and operational alternate means of navigation appropriate to the intended route to be flown. Within the contiguous United States, Alaska, Hawaii, and surrounding coastal waters, this requirement can be met with an operational, independent VOR receiver, although data from this receiver can provide an input to the multi-sensor equipment. For oceanic and remote operations, an alternate means of navigation is required unless the multi-sensor equipment incorporates within itself a sensor approved individually for the particular area of operations (some oceanic airspace may require additional redundancy).
(3) Operating Limitations. Particular multi-sensor equipment may require operational areas be limited to those areas in which the equipment has been demonstrated to meet the performance specifications of this AC because of system characteristics and other factors affecting system operation. Operating limitations that may affect the approved operating area for particular multi-sensor equipment must be specified in the operating limitations section of the Airplane/Rotorcraft Flight Manual Supplement (AFMS/RFMS) (i.e., extreme north and south latitudes, data base coverage, sensor coverage, etc.). FAA approval of GPS navigation equipment does not constitute approval to conduct GPS-based navigation in airspace controlled by foreign airworthiness authorities. Systems that do not provide for coordinate reference system conversions of the displayed navigation information should not be used in airspace that is not referenced to the WGS-84 or NAD-83 geodetic datums. Operating limitations relating to geodetic datums for particular GPS navigation equipment should be included in the limitations section of the AFMS/RFMS.
e. Equipment Classes. GPS sensors installed in accordance with the guidance provided by this AC for IFR operations shall meet the requirements for Class B() or C() equipment as defined in TSO-C129 (hereafter referred to as Class B() or C() GPS sensor). GPS
10 Par 5 sensors integrated in multi-sensor equipment limited to VFR only shall meet the accuracy requirements in paragraph 7 of this AC.
f. Future Air Navigation System (FANS) Concept. Information in this AC is not intended to restrict the development, certification, or operational approval of current or future multi-sensor equipment installations designed to comply with required navigation performance (RNP) or other FANS design requirements.
6. DEFINITIONS. Any terms used in this AC that have a meaning specific to the context of this AC are contained in APPENDIX 3. GLOSSARY.
7. SYSTEM ACCURACY.
a. 2D Accuracy Requirements (95 percent probability).
(1) For equipment incorporating a Class B() or C() GPS sensor, the total position fixing error of the multi-sensor equipment shall be equal to or less than that shown in Table 2 when GPS data is used in the position/navigation computation:
Table 2 2D Accuracy Requirements, Equipment Incorporating Class B() or C() GPS Sensor Error Type Oceanic and remote (nmi) En Route (Domestic) (nmi) Terminal (nmi) Non-Precision Approach * (nmi) Position Fixing Error **
0.124 0.124 0.124 0.056 CDI Centering ***
0.2 0.2 0.2 0.01 * Non-precision approach criteria only applies to equipment incorporating a Class B1, B3, C1, or C3 GPS sensor.
** Equipment error assumes an average GPS HDOP of 1.5, GPS equipment waypoint input resolution of 0.01 minute, and output resolution of 0.01 minute for approach and 0.1 minute otherwise.
*** The maximum difference between the displayed cross track deviation and the computed cross track deviation.
(2) For equipment not incorporating a GPS sensor (or when GPS data is not used in a system including a GPS sensor), the total position fixing error of the multi-sensor equipment shall be equal to or less than that shown in Table 3:
Par 7 11 Table 3 2D Accuracy Requirements, Equipment Not Incorporating a GPS Sensor Error Type Oceanic and remote (nmi) En Route (Domestic) (nmi) Terminal (nmi) Non-Precision Approach (nmi) Position Fixing Error *
12.0 2.8 1.7 0.3
(0.5 if navigation data derived from a single collocated VOR/DME station) CDI Centering ** 0.2 0.2 0.2 0.1 * Equipment error assumes multi-sensor equipment waypoint input resolution of
0.01 minute, and output resolution of 0.01 minute for approach and 0.1 minute otherwise.
** The maximum difference between the displayed cross track deviation and the computed cross track deviation.
(3) For times when the equipment is using data from only a single collocated VOR/DME station (such as during an RNAV approach) and no other sensor input is contributing to the position solution, the total maximum position fixing error of the airborne multi-equipment shall be equal to or less than that shown in Table 4. To find the cross track and along track error at this point, enter the table with the tangent distance and distance along track from the tangent point.
12 Par 7 Table 4 2D Accuracy Requirements, Equipment Utilizing Only a Single Collocated VOR/DME Along-Track Distance 0 5 10 15 20 25 30 35 40 50 60 70 80 90 100 110 120 130 0 xtk atk
0.6
0.6
0.8
0.6
1.1
0.6
1.4
0.6
1.7
0.7
2.0
0.7
2.3
0.8
2.6
0.8
3.2
0.9
3.9
1.0
4.5
1.0
5.2
1.1
5.8
1.2
6.4
1.3
7.1
1.4
7.7
1.5
8.4
1.6 5 xtk atk
0.6
0.6
0.6
0.6
0.8
0.7
1.1
0.7
1.4
0.7
1.7
0.8
2.0
0.8
2.3
0.8
2.6
0.9
3.3
0.9
3.9
1.0
4.5
1.1
5.2
1.2
5.8
1.3
6.4
1.4
7.1
1.5
7.7
1.6
8.4
1.7 10 xtk atk
0.6
0.8
0.7
0.8
0.9
0.8
1.1
0.8
1.4
0.9
1.7
0.9
2.0
0.9
2.3
1.0
2.6
1.0
3.3
1.1
3.9
1.2
4.5
1.2
5.2
1.3
5.8
1.4
6.5
1.5
7.1
1.6
7.7
1.7
8.4
1.8 15 xtk atk
0.6
1.0
0.7
1.0
0.9
1.0
1.1
1.1
1.4
1.1
1.7
1.1
2.0
1.2
2.3
1.2
2.6
1.2
3.3
1.3
3.9
1.4
4.5
1.4
5.2
1.5
5.8
1.6
6.5
1.7
7.1
1.7
7.7
1.8
8.4
1.9 20 xtk atk
0.6
1.3
0.7
1.3
0.9
1.3
1.2
1.3
1.4
1.3
1.7
1.4
2.0
1.4
2.3
1.4
2.7
1.4
3.3
1.5
3.9
1.6
4.6
1.6
5.2
1.7
5.8
1.8
6.5
1.9
7.1
1.9
7.7
2.0
8.4
2.1 T a 25 xtk atk
0.7
1.5
0.8
1.5
1.0
1.6
1.2
1.6
1.5
1.6
1.8
1.6
2.1
1.6
2.4
1.7
2.7
1.7
3.3
1.7
3.9
1.8
4.6
1.9
5.2
1.9
5.8
2.0
6.5
2.1
7.1
2.1
7.8
2.2
8.4
2.3 n g 30 xtk atk
0.7
1.8
0.8
1.8
1.0
1.8
1.2
1.8
1.5
1.9
1.8
1.9
2.1
1.9
2.4
1.9
2.7
2.0
3.3
2.0
3.9
2.1
4.6
2.1
5.2
2.2
5.9
2.2
6.5
2.3
7.1
2.4
7.8
2.4
8.4
2.5 e n 35 xtk atk
0.8
2.1
0.8
2.1
1.0
2.1
1.3
2.1
1.5
2.1
1.8
2.2
2.1
2.2
2.4
2.2
2.7
2.2
3.3
2.3
4.0
2.3
4.6
2.4
5.2
2.4
5.9
2.5
6.5
2.5
7.1
2.6
7.8
2.7
8.4
2.7 t 40 xtk atk
0.8
2.4
0.9
2.4
1.1
2.4
1.3
2.4
1.5
2.4
1.8
2.4
2.1
2.4
2.4
2.5
2.7
2.5
3.3
2.5
4.0
2.6
4.6
2.6
5.2
2.7
5.9
2.7
6.5
2.8
7.1
2.9
7.8
2.9
8.4
3.0 D i 50 xtk atk
0.9
2.9
1.0
2.9
1.1
3.0
1.3
3.0
1.6
3.0
1.9
3.0
2.2
3.0
2.5
3.0
2.8
3.0
3.4
3.1
4.0
3.1
4.6
3.2
5.3
3.2
5.9
3.3
6.5
3.3
7.2
3.4
7.8
3.4
8.4
3.5 s t 60 xtk atk
1.0
3.5
1.0
3.5
1.2
3.5
1.4
3.5
1.7
3.5
1.9
3.6
2.2
3.6
2.5
3.6
2.8
3.6
3.4
3.6
4.0
3.7
4.7
3.7
5.3
3.8
5.9
3.8
6.6
3.8
7.2
3.9
7.8
3.9
8.5
4.0 a n 70 xtk atk
1.0
4.1
1.1
4.1
1.3
4.1
1.5
4.1
1.7
4.1
2.0
4.1
2.3
4.1
2.6
4.2
2.9
4.2
3.5
4.2
4.1
4.2
4.7
4.3
5.3
4.3
6.0
4.4
6.6
4.4
7.2
4.4
7.9
4.5
8.5
4.5 c e 80 xtk atk
1.1
4.6
1.2
4.7
1.4
4.7
1.6
4.7
1.8
4.7
2.1
4.7.
2.3
4.7
2.6
4.7
2.9
4.7
3.5
4.8
4.1
4.8
4.7
4.8
5.4
4.9
6.0
4.9
6.6
5.0
7.3
5.0
7.9
5.0
8.5
5.1 90 xtk atk
1.2
5.2
1.3
5.2
1.4
5.2
1.6
5.2
1.9
5.2
2.1
5.3
2.4
5.3
2.7
5.3
3.0
5.3
3.5
5.3
4.2
5.4
4.8
5.4
5.4
5.4
6.0
5.5
6.7
5.5
7.3
5.5
7.9
5.6
8.6
5.6 100 xtk atk
1.3
5.8
1.4
5.8
1.5
5.8
1.7
5.8
1.9
5.8
2.2
5.8
2.4
5.9
2.7
5.9
3.0
5.9
3.6
5.9
4.2
5.9
4.8
6.0
5.4
6.0
6.1
6.0
6.7
6.1
7.3
6.1
7.9
6.1
8.6
6.2 110 xtk atk
1.4
6.4
1.5
6.4
1.6
6.4
1.8
6.4
2.0
6.4
2.3
6.4
2.5
6.4
2.8
6.4
3.1
6.5
3.6
6.5
4.2
6.5
4.9
6.5
5.5
6.6
6.1
6.6
6.7
6.6
7.3
6.7
8.0
6.7
8.6
6.7 120 xtk atk
1.5
6.9
1.6
7.0
1.7
7.0
1.9
7.0
2.1
7.0
2.3
7.0
2.6
7.0
2.8
7.0
3.1
7.0
3.7
7.1
4.3
7.1
4.9
7.1
5.5
7.1
6.1
7.2
6.8
7.2
7.4
7.2
8.0
7.3
8.6
7.3 130 xtk atk
1.6
7.5
1.7
7.5
1.8
7.5
2.0
7.6
2.2
7.6
2.4
7.6
2.6
7.6
2.9
7.6
3.2
7.6
3.7
7.6
4.3
7.7
4.9
7.7
5.6
7.7
6.2
7.7
6.8
7.8
7.4
7.8
8.0
7.8
8.7
7.9 NOTE 1: Equipment error assumes a waypoint input resolution of 0.01 minute, and output resolution of 0.01 minute for approach and 0.1 minute otherwise.
NOTE 2: Equipment error assumes the maximum allowable difference between the displayed cross track deviation and the computed cross track deviation.
NOTE 3: Multi-sensor equipment accuracy shown in the above table does not necessarily satisfy accuracy requirements for operation in certain airspace. For example, navigation on published J and V routes requires the distance along-track from the tangent point and distance from the tangent point to VOR/DME to be less than approximately 50 nmi to meet airway width criteria.