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
Appendix 7 WP01 VYPOЗ X KHUT VVP04 VVPO5 WУРО6 VYPOS WP09 Figure 6. Bravo Departure Runway Transition Data - Southwest1 DEP mangoo Waypoint Data W098 07 51.90 No FAA checks included.
Database Effective Dates SW DEPARTURE Page 3 of 4 Created : Thu Dec 15 13:22:48 EST 2011 TARGETS 4.8 Beta 12/15/2011 (r23657) A single arrival was designed which is similar to a previously studied design at Fargo, ND. As A7-5
KHUT ~ WP528 ~, WP529 WP522 ' WP527 WP524 WP306 4/7/16 AC 20-138D Change 2 Appendix 7 the aircraft descends and decelerates, it follows a path consisting of a series of RF legs with a turn direction reversal after the first. The second directional turn consists of two back-to-back RF legs with decreasing radii. The arrival is shown in Figure 7 and waypoint information is shown in Table 16.
Figure 7. Arrival A7-6
Runway Trans ition Data - South RNAV STAR OB Waypoint Distance leg FOIFB Latitude l ongitude TC MC Altitude Speed MEA Arc Center l at Arc Cent er Lon Arc Radius fD" M' S.ss'"l to• M' S.ss"l fNMl WPSUWP IF N37 40 27.46 W097 53 15.62 WP522WP 5.40 TF F B N37 45 46.5 1 W097 52 03.10 10.23 4.23 WP313 WP 5.91 RF N37 49 46.57 W097 47 09.39 N37 44 52.99 Wff.J745 5 1.24 5.00 WP306 WP 5.19 RF N37 5305.5 1 W097 42 30. 1g N37 54 37.47 Wff.J7 48 27.02 4 .95 PFAF2 WP 3.86 RF N37 56 42.35 W097 43 28.16 N37 54 14.09 Wff.J7 4656 .16 3.69 WP321 WP 4.70 TF F B N38 00 12.2 1 W097 47 26.74 3 18.04 3 12.04 Waypoint Data OB Waypoint k c ~bU-S~~~ Latitude Lorcl'.~f• ro~~=~.;, ,b~."a~ ~l ,o~t~i~~., ,~!>rlr:se_l Center fDeal PFAF2WP 375642.35N-0974328.16W N37 .9450m WW.7244900 N37 56.706 W97 43.46" N37 56 42.35 W097 43 28.16 WP306WP 375305.5 IN-0974230.19W N 37 .8848637 WW.7083862 N37 53.092 \Y97 42.503 N37 53 05.5 1 W097 42 30.1g WP313WP 374946.57N-09747@.39W N 37 .8296033 WW.7859430 N37 49.776 \\19747.157 N37 49 46.57 W097 47 09.39 WP321WP 3800 12.2 1N-0974726.74W N38 .0033911 WW.7@7609 N3S 002 03 \\197 47.446 N38 00 12.2 1 W097 47 26.74 WP522WP 374546.5 1N-0975203.10W N37 .7629 185 WW.8675290 N37 45.775 \\197 52.052 N37 45 46.5 1 W097 5203.10 WPSU WP 374027A6N-0975315.62W N37 .6742'cl55 WW.8876734 N37 40.458 \\197 53.260 N37 40 27.46 W097 53 15.62 WP527WP y 374452.99N-0974551.24W N 37 .7480540 WW.7642320 N37 44.883 \\197 45.854 N37 44 52.@ W097 45 5 1.24 WP528WP y 375437.47N-0974827 .02W N37 .9 104000 WW.8075046 N37 54.625 \\197 48.450 N37 54 37.47 W097 48 27.02 WP529WP y 3754 14.09N-0974656.16W N 37.9039 145 W fJ7 .7822680 N37 54235 \\197 46.936 N37 54 14.@ W097 46 56.16 No FAA checks included.
No TERPS Surfaces included.
Database Effective Dates Database Date NFOC 10/2012011
JEPPES EN NIA
IFP OFFLINE NIA AVNIS 12/1512011 benefits NIA
NACO NIA 4/7/16 AC 20-138D Change 2 Appendix 7 Table 16. Arrival Waypoints A7-2.3. Approaches.
a. Four approaches are provided to assess avionics guidance capability through a series of RF leg approach designs. The first three templates are acceptable for both RNP AR and non- RNP AR demonstrations. The fourth template is applicable to RNP AR only. It is acceptable to label the test procedures RNAV (RNP) when demonstrating RNP AR capability. When demonstrating non-RNP AR capability it is acceptable to label the test procedures as RNAV (GPS).
b. As shown in Figure 8, Approach 1 is a teardrop procedure that incorporates a descending RF right turn to final, rolling out at the final approach fix. Note that there is no straight segment 2 NM prior to the final approach fix which will be stressing for RNAV (GPS) final approach guidance due to the reduced scaling transition from terminal mode to approach mode. This path requires the aircraft to descend, decelerate, and then configure for landing all during the RF leg. The missed approach also contains an RF leg en route to the missed approach hold. Waypoint information is shown in Table 17 and vertical error budget information is shown in Table 18.
A7-7
Appendix 7 PFAF7 DA 1775 WP559 KHUT VWP555 VVP557 WP561 WP563 WP562 WWP565 Figure 8. Approach 1 Leg Table 1 Glide Turn Segment Leg Start End Tum Type End ATC End End Art ObsJ Comp Descent Grad Climb Grad End Spd Radiu: comp RuP Tur Spr Intermediate IF WP555 WP555 FB 10129 10129.22 0.0 300.0 1.0 Intermediate TF WP555 WP557 FB 6235 6235.10 165.0 1.0 LEFT Final WP557 PEAFT FB 3172 6235.10 165.0 0.3 RIGHT Final TF PFAF KHUTERWIJ:AER FB 1580 1580.00 165.0 0.3 Missed DA 1775 WF561 FB 4337.40 265.0 1.0 RIGHT Missed RF WF562 FB 4873.04 265.0 1.0 RIGHT Missed TF WF562 WP565 FB 6881.69 265.0 1.0 Missed HM WF565 WF565 FB ฿890.33 265.0 1.0 RIGHT Leg Table 2 Segment Leg Start End Tum Length Leg Lengt Start Course End RF/Flyby „ RF/Flyby Tum Tailwind Type Type (FT) Magnetic Magnetic Change Radius Bank Angle Center Intermediate IF WP555 WP555 FB 0.00 0.00000 Intermediate TF WF:555 WP557 FB 15.50 94644.27202 264.04 263.84 Final RF WP:557 PEAF? FB 9,62 5842749136 263.86 131.96 228.10 2.4156 19.95 59.35 WP559 Final TF PEAF? KHUT:RW13:AER FB 5,00 30380.57743 131.96 132.00 0.00 nia 30.00 Missed TF DA 1775 WP567 FB 5.22 31746,48819 131.95 132.00 Missed WF:561 WP562 FB 6.30 38255.73029 132.00 226.20 94.20 3.8294 24.89 56.65 WP563 Missed TF WP562 WP565 4,02 24409.52927 226.16 226.12 Missed WP565 WP565 FB 4.02 24409.52927 226.16 A7-8
Appendix 7 Waypoint Data DB Waypoint Latitude (Deg) Longitude (Deg, Decimal Min) Latituck (Deg, Decimal Min _ongitud ngitı PEAFT WF N 38.1361836 W97.9417593 N38 8.171 W97 56.506 N38 08 10.26 W097 56 30.33 WP555 WF N 38.0691650 W 97.6507673 N38 4.150 W97.39.046 N38 04 08.99 W097 39 02.76 WP557 WF N 38.0688301 ₩ 97.9795143 N3B 4.133 W97 58.771 N38 04 07.97 W097 58 46.25 WP559 WF N 38.1091856 W 97.9796419 N3B 6.551 ₩97 58.779 N38 06 33.07 W097 58 46.71 WP561 WF N 38.0170377 W97.8059367 N3E 1.022 W97 48.356 N38 01 01.34 W097 48 21.37 WP562 WF N 37.9237951 ₩ 97.8164481 N37 55.428 W97 48.987 N37 55 25.66 W097 48 59.21 WF563 WF N 37.9742701 W 97.8659231 N37 58.456 W97 51.955 N37 58 27.37 W097 51 57.32 WP565 WF N 37.8826581 ₩ 97.8832395 N37 52.959 W97 52.994 N37 52 57.57 W097 52 59.66 PFAF
LAT LON LTP/FTF N38 04 27.15 W097 52 15.90 Runway True Bearing 138.00 FAF Altitude 6235.10 LTP/FTP Elevation 1525.00 TCH 55.00 Glidepath Angle 3.00 GPI 1049.46 88808.07 Feet FAF Distance From LTP/FTP
14.62 NM
LAT LON PFAF N38 04 07.97 W097 58 46.25 RNP Value 0.30 Max Glidepath Angle 3.50 LTP MSL Elevation 1525.00 PFAF Elevation 6235.10 Distance (ft) LTP to PFAF 88808.07 LTP Elevation 1525.0 MSL PFAF Altitude 6235.10 ACT 0.00 Glidepath Angle 3.00 TCH 55.00 Min Glidepath Angle 3.10 Delta ISA (dISA) 0.00 NA Below 11.95 (C) 53.51 F Semispan 131.00 NA Above 46.85 (C) 116.32 (F] Dist (ft) LTP to OCS ORIGIN 3324.7฿ ocs Slope (run: rise) 19.15:1 VEB ROC (a PFAF 72.14 Error Components (Enter Bank Angle, WPR, FTE. and ATIS values below) ta: 250 ft @ PFAF ISAD (dh x dISA|/288 + dISA - 0.5 x .00198 x [dh+h]) 0.00 0.00 BG 40.48 Semispan x sin (Bank Angle) 40.49 40.48 ANPE 1.225 x mp x tan(a) 117.03 117.03 VAE D x (tan(a) - tan(a - 01)) D=250/tan(a) D.83 15.73 WPR 60.00 [WPR x tan(a) 3.14 3.14 FTE 75.00 75.00 ASE -8.8 x 10^-8 x (h + D x tan(a))^2 + 6.5 × 10^-3 x (h + D x tan(a)] + 50 61.26 87.11 ATIS 20.00 20.00 20.00 Table 18. Approach 1 Vertical Error Budget C. Approach 2, as shown in Figure 9, is also a descending right turn to final but has a series of four RF legs with differing radii. Similar to Approach 1 in Figure 8, this path will require the aircraft to descend and decelerate during the RF leg. Waypoint information is shown in Table 19 and vertical error budget information is included in Table 20.
A7-9