Appendix 7 Waypoint Data DB Waypoint Latitude (Deg] Longitude (Deg, Decimal Min) (Deg, Decimal Man) PFAF4 WF N 37.9975785 W 97.7847137 N37 59.855 W97 47.083 N37 59 51.28 W097 47 04.97 WP325 WF N 37.8911180 ₩ 97.7924249 N37 53.467 W97 47.545 N37 53 28.02 W097 47 32.73 WP531 WF N 37.9473859 W 97.8556480 N37 56.843 W97 51.351 N37 56 50.59 W097 51 21.05 WP532 WP N 37.8151083 W 97.8240457 N37 48.906 ₩97 49.443 N37 48 54.39 W097 49 26.56 WP533 WP N 37.8313647 W 97.7252214 N37 49.882 W97 43.513 N37 49 52.91 W097 43 30.80 WP534 WP N 37.7497614 W 97.8069336 N37 44.986 W97 48.416 N37 44 59.14 W097 48 24.96 WP535 WF N 37.6831652 W 97.7273613 N37 40.990 W97 43.642 N37 40 59.39 W097 43 38.50 WP536 WP N 37.7674351 ₩ 97.6994648 N37 46.046 W97 41.968 N37 46 02.77 W097 41 58.07 WP537 WP N 37.6501154 ₩ 97.5696646 N37 39.007 W97 34.181 N37 39 00.42 W097 34 10.86 WP57:1 WP N 38.0746550 W 97.8715595 N3B 4.479 W97 52.294 N38 04 28.76 W097 52 17.61 WP572 WP N 37.9784995 W 98.0097230 N37 58.710 W98 0.583 N37 58 42.60 W098 00 35.00 WP741 WF N 37.9200757 W 97.9456813 N37 55.205 ₩97 56.741 N37 55 12.27 W097 56 44.45 WP742 WP N 38.0262098 W97.9402549 N3B 1.573 W97 56.415 N38 01 34.36 W097 56 24.92 PEAF
LAT LON LTP/FTP N38 03 35.48 W097 51 17.61 Runway True Bearing 318.00 FAF Altitude 3162.36 LTP/FTP Elevation 1515.00 TCH 55.00 Glidepath Angle 3.00 GPI 1049.46 30380.58 Feet FAF Distance From LTP/FTP 5.00 NM
LAT LON PFAF N37 59 51.28 W097 47 04.97 Table 21. Approach 3 Waypoints RNP Value 0.30 Max Glidepath Angle 3.50 LTP MSL Elevation 1515.00 PFAF Elevation 3162.36 Distance (ft) LTP to PFAF 30380.58 LTP Elevation 1515.0 MSL PFAF Altitude 3162.36 ACT 0.00 Glidepath Angle 3.00 TCH 55.00 Min Glidepath Angle 3.10 Delta ISA (dISA) 0.00 NA Below 11.97 (C) 53.55 (F) Semispan 131.00 NA Above 45.70 (C) 114.27 (F) Dist (ft) LTP to OCS ORIGIN 3324.27 OCS Slope (run:rise) 19.15:1 VEB ROC (0) PFAF 216.83 Error Components (Enter Bank Angle, WPR, FTE. and ATIS values below) (a). 250 ft 1@ PFAF ISAD (dh x dISA)/288 + dISA - 0.5 x .00198 x [dh+ h]) 0.00 0.00 BG 25.00 semispan x sin (Bank Angle) 25.00 25.00 ANPE 1.225 x mp x tan(a) 117.03 117.03 YAE D x (tan(a) - tan(a - 01)) D=250/tan(a) 0.83 5.50 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 61.20 69.68 ATIS 20.00 20.00 20.00 Table 22. Approach 3 Vertical Error Budget
e. Approach 4 is shown in Figure 11. This procedure is intended for RNP AR operations only. The procedure is unique and incorporates an RF leg beginning at the missed approach point. This configuration will require the aircraft to begin the missed approach and track the RF leg while climbing and accelerating. The initial RF leg is followed consecutively A7-13
,,.----4 .. __ -· r ... _ ,,• WP761 • ••
• • • • • • • • • • : WP762~ . _,h"' :
~ WP773 WP771 : KHUT • • • WP767 '¥ • • • • • • • • • '\ '\ IZAGI
• • • • ~ ' ETISE WP770 4/7/16 AC 20-138D Change 2 Appendix 7 by two additional RF legs each with increasing radii. Waypoint information is shown in Table
23.
Note: At the AC publication date, approach 4 was only intended for future RNP AR operations. This does not impact previous recognition of RF leg capability.
Figure 11. Approach 4 A7-14
Path From IZAGI Leg Table 1/2 Leg Tum Min End Max End L~ ~ajll, start End Cour.;e Tum Segment Type start End Type RNP FlxAJt FlxAJt Cour.;e Cour.;e Change Dir INMII IFTI True True INTERM EDIATE IF IZAGI INFDCI IZAGI INFD CI FB 1.0 3400.00 0.0000 0.00000 INTERMEDIA TE TF IZAGI INFDCI ETISE INFD CI FB 1.0 7.0859 43054.72936 42.3 130 42.3748 0.0008 RIGHT FINAL TF ETISE fNFl1Cl WU DNU fNF DCI FB 0.3 3.4141 20744.4 1667 42.3756 42.4055 0.0032 FINAL TF WUDNU INFD CI K HUT:RW04:AER FB 0.3 1.7000 10329.45409 42.4022 42.4172 MISSED APPROACH RF KHUT:RW04AER WP762 FB 1.0 4.5803 27830.28432 42.4 186 350.3648 52.0539 LEFT MISSED_APPROACH RF WP762 WP761 FB 1.0 8.3775 50902.8 1282 350.364 278.4359 71.9289 LEFT 8 MISSED_APPROAC H RF WP761 WP767 FB 1.0 15.6858 95308.95821 278.435 143.8 122 134.6236 LEFT 9 MISSED_APPROACH TF WP767 WP770 FB 1.0 12.0000 729 13.38583 143.812 143.9038 0 Path From IZAGI Leg Table 2/2 Leg Tum EndFlx RF Leg Flyby Tum Talt.r.rlnd :cir,'\, Reduced Segment start End Speed Bank Angle ~ Type Type Res1J1dlon Radius O\len1de OVerrlde ROC
INTERMEDIATE IF IZAGI INFD CI IZAGI INFDCI FB INTERMEDIATE TF IZAGI INFD Cl ETISE INFnrl FB FINAL TF ETISE (NFDC] WUDNU (NFDC] FB FINAL TF WUDNU rNFDCl KHUT:RW04AER FB MISSED APPROACH RF KHUT:RW04:AER WP762 FB 5.0400 WP771 MISS ED APPROACH RF WP762 WP76 1 FB 6.6800 WP772 MISSED APPROACH RF WP761 WP767 FB 6.6800 WP773 MISSED APPROACH TF WP767 WP770 FB Waypoint Data DB waypoint Latitude L=e Lalltude 1n.n~"=Mlnl Lalltwe (~~~~, (f)pn\ 1n.n, Decimal Mini (D" M'S .ss'1 NFDC ETISE N37.99630 W97.93545 N37 59.77783 W97 56.127 17 N37 59 46.67000 W097 56 7.63000 NFDC IZAGI N37.9089 1 W98.00603 N37 54.53467 W982.16167 N37 54 32.08000 W098 02 9.70000 WP761 WP N 38.22 164 W97 .95474 N38 13.29863 W97 57.284 19 N38 13 17.9179 1 W097 57 17.05128 WP762WP N 38. 13013 W97.83636 N38 7.80785 W97 50.18133 N38 07 48.47124 W097 50 10.87986 WP767WP N 38.04564 W98.08928 N38 2.73849 W9B 5.35700 N38 02 44.30923 W098 05 21.41989 WP770WP N 37.88395 W97.94012 N37 53.03696 W97 56.40730 N37 53 2 .21756 W097 56 24.43804 WP771WP N 38. 11601 W97 .94129 N38 6.96055 W97 56.47760 N38 06 57.633 11 W097 56 28.65604 WP772WP N 38. 11139 W97.97543 N38 6.68363 W97 58.52586 N38 06 41.01778 W097 58 31.55178 WP773WP N 38. 11139 W97.97543 N38 6.68362 W97 58.52587 N38 06 41.01708 W097 58 31 .55191 NFDC WUDNU N 38.03837 W97 .88691 N38 2.30217 W97 53.2 1450 N38 02 18.13000 W097 53 12.87000 PFAF
LAT LON LTP/FTP N38 03 33.52 W097 51 45.78 Runwav True Bearina 42.43 FAF Altitude 3200.00 L TP/FTP Elevation 1516.30 TCH 55.00 Glldepath Anale 3.00 GPI 1049.46 FAF Distance From L TP/FTP 31073.87 Feet 5.11 NM
LAT LON PFAF N37 5946.67 W097 56 07.63 4/7/16 AC 20-138D Change 2 Appendix 7 Table 23. Approach 4 Waypoints A7-3. Test Guide.
a. Paragraph A7-3 provides guidance that may be used to conduct development and/or airworthiness RF leg testing for new equipment hardware/software, or updates to existing equipment hardware/software. The guidance is designed to be used in collaboration with the templates described in paragraph A7-2 to create “FOR TEST ONLY” terminal area instrument procedures (departures, arrivals and approaches). The intent of this regimen is to provide a set A7-15
Appendix 7 of rigorous instrument procedures that the applicant can use to demonstrate meeting the RF leg airworthiness approval criteria.
b. The test instrument procedures are designed and located at an airport with an elevation of approximately 1500 ft MSL. The waypoint and navigation leg 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 (see paragraph A7-1.e). The applicant will be required to obtain a navigation database for their respective navigation system that contains the test procedures.
c. The information in the following paragraphs describes test conditions such as generic aircraft performance parameters, desired atmospheric conditions, and considerations to assist the applicant with creating a detailed test plan. Applicants are encouraged to use these recommended guidelines. However, amendments may be made as required to accommodate unique equipment designs, test environment, testing methods or other considerations.
A7-3.1. Initial Set-Up.
a. Configure the aircraft for individual trials using two gross weight conditions:
(1) Nominal heavy weight resulting in lower accelerations to climb speed and higher speeds on approach.
(2) Nominal light weight resulting in higher accelerations to climb speed and lower speeds on approach.
b. Verify that a navigation database with the FAA “FOR TEST ONLY” terminal procedures is loaded in the FMS.
c. Verify desired data parameters will be recorded (if data recording capability is available).
Note: In addition to the desired data parameters, the lateral path definition (desired path) and lateral path “cross-track error” (distance from path centerline) should be included in the recorded data parameters to monitor/review path maintenance performance.
d. Configure the simulation (if practical) for trials using two atmospheric conditions:
(1) Standard day, standard lapse rate.
(2) 35o C outside air temperature, with standard lapse rate.
e. If practical, simulated wind direction should be set to a tailwind for each turn entry.
The wind velocity for the respective altitude should approximate those values shown below.
A7-16
Appendix 7 Use linear interpolation to obtain wind values for altitudes that fall between the values listed below. For altitudes greater than 15,000 ft, use the formula: VKTW = 0.00198 x (altitude) + 47.
Note: If the simulator cannot model variable winds and various levels, select the wind direction and velocity that will most effectively simulate the worst case tailwind for the procedure.
≤ 2000 ft = 30 kts 3000 ft = 53 kts 4000 ft = 55 kts 5000 ft = 57 kts 6000 ft = 59 kts 7000 ft = 61 kts 8000 ft = 63 kts 9000 ft = 65 kts 10,000 ft = 67 Kts 11,000 ft = 69 kts 12,000 ft = 71 kts 13,000 ft = 73 kts 14,000 ft = 75 kts 15,000 ft = 77 kts A7-3.2. Airborne Test Conditions.
a. Record aircraft configuration.
(1) Verify that the simulation is “conformed” with correct avionics hardware and software.
(2) Record aircraft performance parameters (gross weight, etc.) and configuration.
b. Select the procedure to be tested, load the procedure into the route of flight and verify the procedure is in the active route.
Note: Approach 1 and Approach 3 (Figure 8 and Figure
10) have the RF leg connecting to the final approach segment at the final approach fix. These configurations are more demanding than required for an RNAV (GPS) final segment which may affect capture.
c. Ensure the correct RNP values are used for the respective flight phase. Use either the FMS default value or a manually entered RNP value.
• Departure RF legs: 1.0 NM.
• Arrival RF legs: 1.0 NM.
• RNAV (GPS) initial, intermediate, and missed approach segments: 1.0 NM.
A7-17
Appendix 7
• RNP AR initial, intermediate, and missed approach segments: 1.0 – 0.1 NM.
Note: RNP AR initial, intermediate, and missed approach segment RNP values can be as low as 0.1 NM but the typical value is 1.0 NM.
d. Prior to takeoff, verify that data recording is activated and data is recording.
e. Position the aircraft for the respective procedure.
f. Engage lateral and vertical path guidance if practical.
Note: For departure, if lateral guidance cannot be armed/engaged prior to takeoff, engage as soon as practical after takeoff to begin path tracking.
g. Engage autopilot/flight director (as soon as practical after takeoff) and verify the autopilot/flight director is providing guidance to the lateral path.
Note: Executing the procedures with autopilot engaged is desired. The test directors should also consider manually flying the procedures with flight director only if the respective test vehicle is capable.
h. Fly the programmed route and observe that the lateral cross track deviation does not exceed the FTE for the respective RNP level.
RNP FTE FTE Basis
1.0 0.5 NM Flt Director and/or Autopilot
0.3 0.25 NM Flt Director or,
0.125 NM Autopilot <0.3 FTE to achieve TSE ≤ 1* RNP value
i. Repeat A7-3.2.b through A7-3.2.h as required for each of the aircraft configurations and instrument procedures.
A7-18
Appendix 8 Appendix 8. non-U.S. Constellations with GPS-Based GNSS.
A8-1. Introduction.
a. RTCA SC-159 is developing standards to support aviation use of non-U.S. core constellations in accordance with their approved terms of reference. RTCA is working with the constellation service providers to secure the necessary information for manufacturers to create suitable performance standards for GPS/GLONASS and dual-frequency/multi-constellation (DFMC) avionics.
b. This appendix provides preliminary information for manufacturers that wish to add GLONASS or other constellation(s) capabilities to their GPS, GPS/SBAS, or GPS/GBAS equipment, including single-constellation dual-frequency (L5/E5a) capability. No FAA TSO exists for GLONASS, GPS/GLONASS, multi-constellation or dual-frequency avionics.
Therefore, adding capability for any other constellation or dual-frequency capability must be accomplished as a non-TSO function until appropriate TSOs are available. Adding other constellation or frequency capability according to the guidance provided in this appendix does not ensure compatibility or compliance with future TSO requirements. Manufacturers may only enable additional constellations or frequencies when they are declared operational for aviation use by the constellation operator.
Note: GLONASS SARPs are included in the latest edition of ICAO Aeronautical Telecommunications, Annex 10, Volume 1 (Radio Navigation Aids). However, these SARPs do not include equipment performance and test standards and may not represent the latest GLONASS configuration envisioned by the Russian Federation. Draft SARPS for Galileo and Beidou are in work, and GPS L5 will be introduced to support DFMC capability.
c. Manufacturers that include non-U.S. constellation or second frequency capabilities must ensure those capabilities are integrated on a non-interference basis and that any non-U.S.
constellation’s failures, errors, or alerts do not affect GPS, GPS/SBAS, or GPS/GBAS capability. GP S, GPS/SBAS, and GPS/GBAS equipment must continue to meet the requirements of its TSOA and all of the criteria for GPS, GPS/SBAS, or GPS/GBAS equipment as described in this AC. Non-U.S. constellations or other frequencies must not be used to supplement or aid GPS, GPS/SBAS, GPS/GBAS performance requirements or GPS RAIM prediction requirements. Additionally, the loss of non-U.S. constellation functions or other frequencies must not affect the GPS, GPS/SBAS, or GPS/GBAS functions or performance.
d. No operational credit should be expected for the use of non-U.S. constellations or other frequencies and the installation instructions must include appropriate language for an AFM(S)/RFM(S) limitation. Future TSOs and operational credit for non-U.S. constellations depends upon system and service provider performance capabilities, published constellation performance commitments, and operational support commitments (e.g. international NOTAMS).
A8-1
Appendix 8
e. Manufacturers that have equipment with a TSO-C196(AR), TSO-C145(AR), TSO-C146(AR) or TSO-C161(AR) TSOA may add non-U.S. constellation capability or additional frequencies as a non-TSO function. Adding non-U.S. constellation or GPS L5 functionality is considered a new and novel major change to the TSOA that will require coordination with the ACO and FAA Headquarters. The applicant must present a data package detailing proposed performance, intended function, and limitations. Applicants should consider concurrently applying for airworthiness approval when submitting data to add a non-U.S.
constellation or GPS L5 as a non-TSO function.
Note: TSO-C129a has been cancelled. Adding non-U.S.
constellation capability to TSO-C129a is a major change that requires an upgrade to a new TSO. Applicants should contact their ACO.
f. Receive-only mobile earth station equipment “operating with” non-U.S. licensed radionavigation-satellite service (RNSS) satellites require compliance with the applicable Federal Communications Commission rules. Title 47 Code of Federal Regulations (C.F.R.)
Part 25.131 and Part 25.137 address requests for licensing, additions to the “permitted space station list” and waivers for non-Federal, receive-only equipment operating with foreign satellite systems, including receive-only mobile earth stations operating with non-U.S. licensed RNSS satellites.
A8-2
Appendix 9 Appendix 9. Definitions and Acronyms.
A9-1. Definitions.
a. Advisory Vertical Guidance. Vertical path deviation guidance indications generated by any means, but for no operational credit. See chapter 4.
b. All Revisions (AR). An all- inclusive reference for TSOs with multiple versions that remain applicable.
c. Aircraft-Based Augmentation System (ABAS). A generic term for an algorithm on the aircraft that verifies GNSS position output integrity. That algorithm can use RAIM or RAIM-equivalent methods, and in the future may use advanced techniques to provide an integrity-assured position solution.
d. Approved Vertical Guidance. Vertical path deviation guidance indications generated by certified means to use for operational credit on charted approach procedures that contain a TERPS-protected glidepath (e.g., LNAV/VNAV, LPV, GLS, ILS).
e. Area Navigation (RNAV). A method of navigation that permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids; within the capability limits of self-contained aids; or a combination of these. For the purposes of this AC, the specified RNAV accuracy must be met 95% of the flight time.
f. Display. Within the context of this AC, a display is a device mounted in the aircraft instrument panel to convey course guidance navigation information to the aircrew for controlling the aircraft along the intended route. Displays may also be used to convey other information as well.
g. Design Eye Position. The position at each pilot's station from which a seated pilot achieves the required combination of outside visibility and instrument scan. The design eye position is a single point selected by the applicant that is normally a point fixed in relation to the aircraft structure (neutral seat reference point) at which the midpoint of the pilot’s eyes should be located when seated at the normal position.
h. Fault Detection and Exclusion (FDE). A receiver autonomous integrity monitoring algorithm that can automatically detect and exclude a faulty satellite from the position solution when a sufficient number of redundant satellite measurements are available.
i. Galileo. Galileo is a European satellite-based radio navigation system being developed that will provide a global positioning service. Galileo will provide two levels of service: an open service for non-critical applications, and a fee-based service for safety-of-life applications. However, the two-level structure hasn’t been irrevocably set. The Galileo open service will provide two signals that are interoperable with, but will be independent from, GPS for aviation applications.
j. Global Navigation Satellite System (GNSS). GNSS is a generic term for A9-1
Appendix 9 satellite-based navigation, including GPS, GPS/SBAS, GPS/GBAS, GLONASS, Galileo and any other satellite navigation or augmentation system suitable for aviation use within the Aeronautical Radio Navigation Service (ARNS) frequency band.
k. Global Positioning System (GPS). GPS is a U.S. satellite-based radio navigation system that provides a global positioning service. The service provided by GPS for civil use is defined in the September 2008 GPS Standard Positioning System Performance Standard, 4th edition available at http://pnt.gov/public/docs/2008/spsps2008.pdf.
l. GLONASS. GLONASS is a Russian Federation satellite-based radio navigation system providing a global positioning service. GLONASS has 24 operational satellites in their designated orbital slots. But, GLONASS is not yet approved for IFR operations in the U.S.
National Airspace System.
m. Ground-Based Augmentation System (GBAS). GBAS is a localized coverage augmentation system to GPS that calculates integrity and correction data and broadcasts the data to GPS/GBAS users directly from a ground-based transmitter. International GBAS standards are defined in ICAO Annex 10.
n. Letter of Design Approval (LODA). An FAA design approval that is issued only to a foreign (non-U.S.) manufacturer of an appliance that the FAA has found meets a specific TSO. A LODA is not a production approval and does not confer an installation approval. The civil aviation authority for the manufacturer’s country approves and oversees the quality control system and production of the appliance under the provisions of the bilateral agreement with the U.S..
o. Local Area Augmentation System (LAAS). LAAS is the legacy term for the U.S.
implementation of GPS/GBAS.
p. Navigation Computer. Within the context of this AC, navigation refers to any function used to direct the course of an aircraft. A navigation computer as addressed in this AC provides the functions of position estimation, path definition, path steering, and situation indications and alerting to the flight crew.
q. Normal Line of Sight. Established at 15 degrees below the horizontal plane referenced to the design eye position for fixed-wing aircraft (see AC 25-11 latest revision). For rotorcraft, reference the visibility requirements defined in the latest revisions of AC 27-1 and
29-2.
r. Primary Field of View. The vertical and horizontal visual fields relative to the design eye reference point that can be viewed with eye rotation only using foveal or central vision. The values for the horizontal (relative to the normal line of sight) are +/-15 degrees optimum, with +/- 35 degrees maximum. The values for the vertical (relative to normal line of sight) are +/-15 degrees optimum, with + 40 degrees up and -20 degrees down maximum (see AC 25-11 latest revision). The primary field of view definition should be broad enough to include the center radio stack on 14 CFR part 23 airplanes with “classic”, analog basic ‘T’ instrumentation. For rotorcraft, reference the visibility requirements defined in the latest A9-2
Appendix 9 revisions of AC 27-1 and 29-2.
s. Primary Optimum Field of View. For the purpose of this AC related to RNP AR, the primary optimum field of view is within +/-15 degrees horizontal and vertical relative to the pilot’s normal line of sight.
t. Receiver Autonomous Integrity Monitoring (RAIM). Any algorithm that verifies the integrity of the position output using redundant GPS measurements, or using GPS measurements and barometric aiding, is considered a RAIM algorithm. An algorithm that uses additional information (e.g., multi-sensor system with inertial reference system) to verify the integrity of the position output may be acceptable as a RAIM-equivalent.
u. Required Navigation Performance (RNP). RNP is a statement of the total aircraft navigation performance necessary for operation within a defined airspace.
v. RNAV Multi-Sensor Equipment. This type of navigation system computes and displays one independent or blended position and other navigation data combined from one or more navigation sensors, which provide independent positions.
w. Satellite-Based Augmentation System (SBAS). SBAS is a wide coverage augmentation system to GPS that calculates integrity and correction data on the ground and uses geostationary satellites to broadcast the data to GPS/SBAS users. In the U.S. , this is referred to as Wide Area Augmentation System (WAAS).
x. Sensor. Within the context of this AC, a sensor is a device on the aircraft that receives signals from an appropriate antenna to calculate an output supplied to a navigation computer.
y. Stand-alone. Stand-alone as addressed in this AC refers to navigation equipment incorporating both a GNSS position sensor and a navigation computer function in a single unit so that the equipment provides path deviations relative to a selected path.
z. Time of Arrival Control (TOAC). TOAC is a system capability that determines the necessary and available adjustments to aircraft speed and vertical profile necessary to satisfy a required time of arrival (RTA) at a fix.
aa. Wide Area Augmentation System (WAAS). WAAS is the U.S. implementation of GPS/SBAS.
A9-2. Acronyms.
14 CFR Title 14 of the Code of Federal Regulations ABAS Aircraft-Based Augmentation System AC Advisory Circular ACO Aircraft Certification Office ADAHRS Air Data Attitude Heading Reference System ADS-B Automatic Dependent Surveillance - Broadcast A9-3
Appendix 9 AF/D Airport/Facilities Directory AFM Airplane Flight Manual AFMS Airplane Flight Manual Supplement AGL Above Ground Level AHRS Attitude Heading Reference System AIRAC Aeronautical Information Regulation and Control AML Approved Model List APCH Approach (AR) All Revisions ARNS Aeronautical Radio Navigation System ASI Aviation Safety Inspector ATIS Automated Traffic Information System atk Along Track baro-VNAV Barometric Vertical Navigation CA Course to Altitude termination per ARINC 424 CAT I Category I precision approach CDI Course Deviation Indicator CDU Control Display Unit CF Course to Fix per ARINC 424 CFR Code of Federal Regulations DMAX Maximum Use Distance DA Decision Altitude dB Decibel dBc Decibels Relative to Carrier Power dBm Decibels Referenced to one Milliwatt D/D/I DME/DME/Inertial Reference Unit DER Designated Engineering Representative DER Designated End of Runway (for RNP AR only) DF Direct to Fix per ARINC 424 DME Distance Measuring Equipment DOD Department of Defense DOT Department of Transportation DP Departure Procedure EHSI Electronic Horizontal Situation Indicator ELT Emergency Locator Transmitter EMC Electromagnetic Compatibility EMI Electromagnetic Interference EVS Enhanced Vision System FA Fix to Altitude termination per ARINC 424 FAA Federal Aviation Administration FAF Final Approach Fix FAS Final Approach Segment FD Flight Director FDE Fault Detection and Exclusion FGS Flight Guidance System FHS Functional Hazard Assessment FM Fix to Manual termination per ARINC 424 A9-4