Appendix 5 Sample Airplane/Rotorcraft Flight Manual (Continued) Installation Center/Repair Station Model XXX 123 Fourth Street Navigation System Anytown, USA SECTION 3 - EMERGENCY/ABNORMAL PROCEDURES
EMERGENCY PROCEDURES No change.
ABNORMAL PROCEDURES
1. If ABC Model XXX GPS navigation information is not available or invalid, use remaining operational navigation equipment as appropriate.
2. If loss of integrity monitoring message is displayed, revert to an alternate means of navigation appropriate to the route and phase of flight or periodically cross-check the GPS guidance to other, approved means of navigation.
<For baro-VNAV equipment:> If VNAV information is intermittent or lost, disengage VNAV and use the primary barometric altimeter for vertical guidance.
SECTION 4 - NORMAL PROCEDURES <For GPS equipment:>
1. Normal operating procedures are outlined in the ABC Model XXX GPS Pilot's Guide.
2. <Describe approach mode sequencing.>
3. System Annunciators <applicable to installations with external annunciators>
a. Waypoint - <describe each annunciator>
b. Message - <describe each annunciator>
c. Approach - <describe each annunciator>
d. <describe any other annunciators> FAA Approved Page <> of <> Date: ________ A5-7
Appendix 5 Sample Airplane/Rotorcraft Flight Manual (Continued) Installation Center/Repair Station Model XXX 123 Fourth Street Navigation System Anytown, USA
4. System Switches <applicable to installations with external switches>
a. Nav/GPS - <describe switch use and function>
b. RMI Switch - <describe switch use and function>
c. <describe any other switches>
5. Pilot's Display <describe the pilot's GPS display(s)>
6. Flight Director/Autopilot Coupled Operation <describe the procedures for coupling GPS to the flight director and/or autopilot system(s)>
7. <include any other normal operating procedures necessary> <For baro-VNAV equipment:>
1. Normal operating procedures are outlined in the Pilot’s Guide, P/N <insert part number>, dated <insert date> (or later appropriate revision).
2. Describe each remote annunciator, such as: waypoint (WPT), message (MSG).
3. Describe the function and operation of the various switches used with the system.
4. Describe the pilot’s and copilot’s display (i.e., CDI, HSI, OBS, etc.)
5. Describe the coupling of VNAV system steering information to the autopilot and/or flight director.
SECTION 5 - PERFORMANCE No Change SECTION 6 - WEIGHT AND BALANCE <Refer to revised weight and balance data, if applicable.> SECTION 7 - SYSTEM DESCRIPTION
<Provide a brief description of the system, its operation, installation, etc.>
FAA Approved Page <> of <> Date: ________ A5-8
Navigation Specification Operational Requirements/ Authorizations Required Equipment Reference Guidance Oceanic and Remote GNSS FDE availability Two <insert name> Meets the applicable Areas of Operation must be verified prior to installed systems, requirements of (formerly Class II flight. Maximum operating and receiving AC20-138D, Navigation). predicted FDE unavailability is 25 minutes.
No time limit using GNSS as the primary navigation sensor.
usable navigation information from each of the dual GNSS sensors (or one navigation system and one GNSS sensor for those routes requiring only one long range navigation sensor).
AC90-100A, AC91-70, FAA Order 8400.33.
This does not constitute an operational approval.
North Atlantic (NAT) GNSS FDE availability must be verified prior to Two <insert name> installed systems, Meets the applicable requirements of Minimum Navigation flight. Maximum operating and receiving AC20-138D, Performance predicted FDE usable navigation AC91-70, Specifications (MNPS) unavailability is 25 minutes.
No time limit using GNSS as the primary navigation sensor.
information from each of the dual GNSS sensors (or one FMS and one GNSS sensor for those routes requiring only one lon g range AC91-49.
This does not constitute an operational approval.
RNAV-10 GNSS FDE availability i ti )Two <insert name> Meets the applicable RNP-10 must be verified prior to flight. Maximum predicted FDE unavailability is 25 minutes.
EPU/ANP does not exceed RNP.
No time limit using GNSS as the primary installed systems, operating and receiving usable navigation information from each of the dual GNSS sensors.
requirements of AC20-138D FAA Order 8400.128.
This does not constitute an operational approval.
4/7/16 AC 20-138D Change 2 Appendix 5 A5-2. Sample AFM(S)/RFM(S) PBN Capabilities and Qualification Basis.
Section II Operating Limitations Model XXX
NAVIGATION OPERATIONAL CAPABILITIES The navigation equipment as installed has been found to comply with the requirements established for the following navigation specifications:
i ti (Continued Next Page) FAA Approved Page <> of <> Date: ________ A5-9
Appendix 5
SECTION II - OPERATING LIMITATIONS MODEL XXX NAVIGATION OPERATIONAL CAPABILITIES (Continued) Navigation Specification Operational Requirements/ Authorizations Required Equipment Reference Guidance B-RNAV/RNAV-5 EPU/ANP does not At least one <insert Meets the applicable RNP-5. exceed RNP. name> installed system requirements of is receiving usable AC20-138D, No time limit using navigation information AC90-96A, GNSS as the primary from one or more of the AC90-100A, navigation sensor. following sensors: EASA AMC 20-4.
1. Multiple DMEs, or
2. GNSS sensor.
RNP-4 Oceanic and GNSS FDE availability Two <insert name> Meets the applicable Remote Area must be verified prior to installed RNP navigation requirements of Operations. flight. Maximum predicted FDE unavailability is 25 minutes.
EPU/ANP does not exceed RNP.
No time limit using GNSS as the primary navigation sensor.
systems, operating and receiving usable navigation information from each of the dual GNSS sensors.
AC20-138D, FAA Order 8400.33.
This does not constitute an operational approval.
RNAV-2 GNSS is required for At le ast one <insert Meets the applicable RNAV-1 takeoff in P-RNAV name> installed system requirements of P-RNAV airspace. is receiving usable AC20-138D, RNAV Routes (DPs, STARS, Q and T Routes) GNSS FDE availability must be verified prior to flight for DPs that navigation information from one or more of the following sensors:
AC90-105, AC90-96A, AC90-100A, JAA TGL 10.
RNP-2 require GNSS. 1. Multiple DMEs, or RNP-1 EPU/ANP does not exceed RNP.
2. GNSS sensor (required for takeoff in P-RNAV airspace and some DPs).
This does not constitute an operational approval.
No time limit using GNSS as the primary navigation sensor.
(Continued Next Page) FAA Approved Page <> of <> Date: ________ A5-10
Appendix 5
SECTION II - OPERATING LIMITATIONS MODEL XXX NAVIGATION OPERATIONAL CAPABILITIES (Continued) Navigation Specification Operational Requirements/ Authorizations Required Equipment Reference Guidance RNP-APCH [titled All instrument approach At least one <insert Meets the applicable RNAV (GPS) or RNAV procedures that are name> installed system requirements of, (GNSS)] retrieved from the is receiving usable AC20-138D, -including RNP navigation system navigation information AC90-105, procedures to a database are authorized. from a GNSS sensor EASA AMC 20-27.
minimum value of RNP-0.3 (LNAV minimums) <include LPV minimums if GNSS is required to initiate RNAV (GPS) approach procedures.
(required for RNAV (GPS) approach procedures) This does not constitute an operational approval.
appropriate>. For RNAV(GPS) approach procedures, a RNP AR-APCH missed approach is procedures, and required if both GNSS approach procedures sensors become with RF legs are NOT unavailable authorized. EPU/ANP does not <Include a separate entry if RNP AR-APCH or advanced RNP capability such as RF exceed RNP (except during a missed approach procedure following loss of GNSS navigation).
legs ARE approved.> Maximum predicted RAIM outage is 5 minutes.
For IL S, LOC, LOC-BC, LOA, and SDF approach procedures, the active navigation source must be LOC or BC (green needles) prior to crossing the final approach fix.
Enroute, Terminal and Use of Vertical Glidepath The selected navigation Meets the applicable Approach Vertical (GP) guidance to a system is receiving requirements of Navigation (VNAV) published DA is approved. usable information for a baro-VNAV (or SBAS, if applicable) solution.
AC20-138D, AC90-100A, AC90-105, EASA AMC 20-27.
FAA Approved Page <> of <> Date: ________ A5-11
Appendix 6 Appendix 6. Installation of GNSS Equipment for VFR Use Only.
A6-1. I ntroduction.
This appendix provides guidelines for the installation of stand-alone GNSS systems used for VFR navigation only.
A6-2. General.
GNSS equipment may be installed on a no-hazard basis as a supplement to VFR navigation.
Such installations need only to verify that the GNSS installation does not introduce a hazard to the aircraft (e.g., properly secured for crashworthiness, not combustible, etc) including EMI/EMC. Loss of or misleading VFR navigation information is considered a minor hazard failure condition; therefore, it is acceptable to have development assurance level D for software per RTCA/DO-178B or ‘C’, and electronic hardware, per RTCA/DO-254. A readable placard must be installed in clear view of the pilot stating that the equipment is only to be used for VFR operations, unless the equipment automatically displays this message on start-up and pilot action is required to clear the message. An AFMS/RFMS is not required since the placard or display contains the equipment limitation.
A6-3. Applicability.
This appendix applies to all un-pressurized aircraft less than 6000 pounds where the modification is classified as a minor alteration.
A6-4. Technical Instructions.
Install the GPS as follows:
a. The GPS equipment should be located in a position which is viewable and accessible to the pilot from his/her normally seated position. The installed GPS equipment should not:
(1) Restrict access to or view of any control, display or indicator;
(2) Restrict movement of the flight controls;
(3) Interfere with the pilot’s vision along the flight path; or
(4) Restrict pilot/passenger egress.
b. The installation should be carried out in accordance with the equipment manufacturer’s installation manual/instructions, the aircraft maintenance manual and the guidelines in AC 43.13-2 (latest revision). The installation should conform to the following requirements:
(1) Equipment manufacturer-supplied or standard parts should be used.
A6-1
Appendix 6
(2) If a ‘non-standard’ method of installation is used, the equipment manufacturer’s recommended procedures should be followed.
(3) The GPS mounting should be tested to ensure that it will be restrained throughout the flight envelope.
(4) Where a modification is required to the aircraft structure to show compliance with paragraph A6-4.b(3) of this appendix, the modification is to be carried out in accordance with the aircraft maintenance manual and the guidelines in the latest revisions of AC 43.13-1 and AC 43.14-2.
c. If required, install a remote GPS antenna as follows:
(1) Determine a suitable location for the GPS antenna on the upper fuselage.
Particular care should be taken to ensure that at least the minimum separation is maintained between the GPS antenna and VHF communications and ELT antennas.
(2) Install the equipment manufacturer-approved GPS antenna in accordance with the equipment manufacturer’s installation manual/instructions, the aircraft maintenance manual and the guidelines in AC 43.13-2 (latest revision). The GPS antenna installation should be tested to ensure that it would be restrained throughout the flight envelope.
(3) If using an internally mounted, equipment manufacturer-supplied remote antenna, install the antenna in accordance with the equipment manufacturer’s installation manual/instructions. Ensure that the antenna and associated cable will not interfere with pilot’s vision, aircraft controls or displays, or pilot/passenger egress.
d. Install and placard an appropriately rated circuit breaker or fuse.
e. If required, install a remote GPS indicator as follows:
(1) Determine a suitable location for the GPS indicator. The indicator should be located in the instrument panel and readily viewable to the pilot from his/her normally seated position.
(2) Install the indicator in accordance with the equipment manufacturer’s installation manual/instructions, the aircraft maintenance manual and the guidelines in AC
43.13-2 (latest revision).
(3) Interconnect the GPS, power supply, indicator and antenna (as required) in accordance with the equipment manufacturer’s installation manual/instructions.
f. Unless the equipment automatically displays a message on start-up and pilot action is required to clear the message, install the following placard in the vicinity of the GPS and in clear view of the pilot: GPS APPROVED FOR VFR USE ONLY.
A6-2
Appendix 6
g. Close the GPS circuit breaker or install the fuse.
h. Carry out a functional test of the GPS installation in accordance with the equipment manufacturer’s installation/operation instructions. Checks are also to be carried out to determine satisfactory operation of all disturbed systems, that there is no interference between GPS and other systems, no effect on the aircraft compass system and that there is no interference with the aircraft flight controls.
A6-3
Appendix 7 Appendix 7. RF leg Demonstration Templates A7-1. Introduction.
a. Airworthiness applicants must demonstrate the aircraft’s capability to perform all types of RF legs that can be published on instrument procedures per the procedure design criteria. This appendix provides templates that are an acceptable method to demonstrate an aircraft’s capability to perform RF legs. Applicants may use engineering simulations and/or aircraft for the flight test demonstrations. The templates depict the various RF legs procedure designers might use when constructing actual initial, intermediate, or missed approach segments for RNAV (GPS) or RNAV (RNP) approaches along with SIDs and STARs.
Applicants can use the templates to create one or more approach procedures at the desired airport for flight test demonstration purposes only in visual meteorological conditions. The intent is to streamline the airworthiness approval for conducting RF legs.
Note 1: Simply completing an RF leg demonstration does not imply or confer any approval or qualification to conduct any procedure requiring RNP AR. See appendix 2 for guidance on aircraft qualification and the latest revision of AC 90-101 for guidance on operational approval.
Note 2: These templates are acceptable for both RNP AR and non-RNP AR demonstrations. When demonstrating RNP AR or non-RNP AR capability it is acceptable to label the test procedures as RNAV (RNP) RWY XX or RNAV (GPS) RWY XX respectively.
b. The demonstration procedures applicants create need to include the depicted RF leg types shown in paragraph A7-2. To increa se flight test efficiency, it is acceptable for applicants to link the individual RF legs depicted in the figures using straight segments to create “mega procedures” for demonstrating aircraft capability. However, the reflex curve legs (‘S’ turns) and decreasing radius turns must not have a straight segment between the path terminators (see Figure 4 for an example). The point is to demonstrate the aircraft is capable of flying the various types of turns including turns of minimum radius.
Note: Figure 4 is only an example and is not intended as the only possible combination for creating efficient flight profiles.
A7-1
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EIIDI I llillll:tt 0V' 4/7/16 AC 20-138D Change 2 Appendix 7 4400 5200 5400 56004000 Figure 4. Example Procedure Profiles
c. It should be noted that the templates are designed for use on both RNP AR (e.g., RNAV (RNP)) and non-RNP AR (e.g., RNAV (GPS)) procedures with RF legs. Therefore, the procedures created from the templates will provide “stressing” situations because some license was taken with the procedure design criteria. For example, RF legs on RNAV (GPS) approaches currently terminate at least 2 NM prior to the final approach fix, not at the final approach fix (refer to the ‘S’ turn in Figure 4). Another example is that several RF leg radii were intentionally reduced to approach the 25 degree RNP AR flight guidance system bank angle limits given the design wind criteria and category C/D aircraft speeds.
d. Paragraph A7-2 provides a basic description, illustration, and waypoint information for the RF legs. A Test Guide in paragraph A7-3 lists a recommended testing regimen and considerations for test conduct, but the applicant can tailor the test regimen as needed. The procedures were designed using criteria set forth in FAA Orders with some exceptions as noted in paragraph A7-1.c.
e. The test instrument procedures are designed and located at an airport with an elevation of approximately 1500 ft MSL. All turn radii were computed using expected ground speeds and altitudes based upon the 1500 ft MSL airport elevation. The turn radii were adjusted so that the required bank angle, given the adverse wind input, would approach the bank angle limitation noted in the procedure design criteria. The waypoint and navigation leg A7-2
Appendix 7 data is provided so that the procedures can be “translated” to another location suitable to the applicant. However, the new airport elevation should be within the range of 1000 - 2000 ft MSL to ensure that the designed turn radii and bank angles do not change significantly. If the airport used has an elevation outside of the 1000 - 2000 ft MSL range, it is the applicant’s responsibility to ensure the procedures offer adequate obstacle clearance and meet the bank angle limits in the RF leg design criteria.
A7-2. Test Procedures Description.
Each of the procedures is described in this section along with an image for illustration.
A7-2.1. Departures.
a. Design criteria for departures are currently being developed. Subsequently, two procedures were designed using known criteria in addition to criteria features that are likely to be incorporated. One of the procedures mimics a conventional design at Boston Logan that has proven difficult for some high performance aircraft to use. Because of environmental restrictions on the ground track, the previous conventional procedure incorporates a series of short track-to-fix (TF) legs that when viewed from a larger perspective "looks" like a series of RF legs when considering that each of the waypoints are "fly-by." However, in the conventional format, some FMSs have difficulty with the short leg segments and therefore annunciate an inability to capture a subsequent leg. The resolution to this issue is the RF leg or a series of RF legs that ensure conformance to the desired ground path. The "Alpha Departure" shown in Figure 5 incorporates an RF leg shortly after takeoff followed by a straight climbing segment to a series of two back-to-back RF legs with reducing radii. Waypoint information is shown in Table 14.
A7-3
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DZlttlbtl~e Effe-c tlVQ Oate~ N;:[IC 0 120,:io11 IFP M Fl ll\F 4/7/16 AC 20-138D Change 2 Appendix 7 Figure 5. Alpha Departure Table 14. Alpha Departure Waypoints
b. The “Bravo Departure” shown in Figure 6, consists of an RF leg shortly after takeoff followed by a brief straight segment, then two back-to-back RF legs with a turn direction reversal. The turn radii also vary as the aircraft climbs and increases performance. Waypoint information is shown in Table 15.
A7-4