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
Appendix 9 FMS Flight Management System FOM Figure of Merit FRP Federal Radionavigation Plan FRT Fixed Radius Transition FSTD Flight Simulation Training Device FTE Flight Technical Error FTP Fictitious Threshold Point GBAS Ground-Based Augmentation System GEO Geostationary Orbit Satellite GNSS Global Navigation Satellite System GLS GBAS Landing System GNSS Global Navigation Satellite System GPA Glide Path Angle GPS Global Positioning System GPWS Ground Proximity Warning System HAL Horizontal Alert Limit HAT Height Above Terrain HDOP Horizontal Dilution of Precision HFOM Horizontal Figure of Merit HFOMV Horizontal Figure of Merit (velocity) HMI Hazardously Misleading Information HPL Horizontal Protection Level HSI Horizontal Situation Indicator HTAWS Helicopter Terrain Awareness and Warning System HUL Horizontal Uncertainty Level Hz Hertz ICAO International Civil Aviation Organization IF Initial Fix per ARINC 424 IFR Instrument Flight Rules ILS Instrument Landing System IMC Instrument Meteorological Conditions INS Inertial Navigation System IRS Inertial Reference System IRU Inertial Reference Unit LAAS Local Area Augmentation System LNAV Lateral Navigation LNAV/VNAV Lateral Navigation/Vertical Navigation LOA Letter of Acceptance LOC Localizer LODA Letter of Design Approval LP Localizer Performance without Vertical Guidance LPV Localizer Performance with Vertical Guidance LTP Landing Threshold Point MAG Magnetic MEMS Micro-Electro-Mechanical System MLS Microwave Landing System MMR Multi-Mode Receiver A9-5
Appendix 9 MNPS Minimum Navigation Performance Standards MOPS Minimum Operational Performance Standards MSL Mean Sea Level NACV Navigation Accuracy Category (velocity) NAS National Airspace System NAVAID Navigation Aid NDB Non-Directional Beacon NM Nautical Mile NOTAM Notice to Airmen NSE Navigation System Error NTAP Notices to Airman Publication OBS Omni Bearing Selector ODP Obstacle Departure Procedure OEM Original Equipment Manufacturer PAN Precision and Navigation PAPI Precision Approach Path Indicator PBN Performance-based Navigation PHAC Plan for Hardware Aspects of Certification POH Pilot Operating Handbook PSAC Plan for Software Aspects of Certification PVT Position, Velocity, Time RAIM Receiver Autonomous Integrity Monitoring RF Radius to Fix per ARINC 424 RFM Rotorcraft Flight Manual RFMS Rotorcraft Flight Manual Supplement RNAV Area Navigation RNP Required Navigation Performance RNP APCH RNP Approach RNP AR . RNP Authorization Required RTA Required Time of Arrival SAAAR Special Aircraft and Aircrew Authorization Required SAPT Service Availability Prediction Tool SATCOM Satellite Communications SBAS Satellite-Based Augmentation System SFAR Special Federal Aviation Regulation SID Standard Instrument Departure STAR Standard Terminal Arrival Route STC Supplemental Type Certificate STC-AML Supplemental Type Certificate Approved Model List SVS Synthetic Vision System TACAN Tactical Air Navigation TAWS Terrain Awareness and Warning System TC Type Certificate TF Track to Fix per ARINC 424 TOAC Time of Arrival Control TOGA Take-Off Go Around TSE Total System Error A9-6
Appendix 9 TSO Technical Standard Order TSOA Technical Standard Order Authorization VA Heading to Altitude termination per ARINC 424 VAL Vertical Alert Limit VASI Visual Approach Slope Indicator VDB Very High Frequency Data Broadcast VDOP Vertical Dilution of Precision VFOM Vertical Figure of Merit VFOMV Vertical Figure of Merit (velocity) VFR Visual Flight Rules VHF Very High Frequency VI Heading to Intercept per ARINC 424 VM Heading to Manual termination per ARINC 424 VNAV Vertical Navigation VOR Very High Frequency Omni-Directional Range VPL Vertical Protection Level VSWR Voltage Standing Wave Ratio URA User Range Accuracy WAAS Wide Area Augmentation System xtk Cross Track A9-7
Appendix 10 Appendix 10. Related Documents.
A10-1. FAA Advisory Circulars.
a. AC 20-107B, Composite Aircraft Structure.
b. AC 20-115C, Airborne Software Assurance.
c. AC 20-152, RTCA, Inc., Document RTCA/DO-254, Design Assurance Guidance for Airborne Electronic Hardware.
d. AC 20-153B, Acceptance of Data Processes and Associated Navigation Databases.
e. AC 20-159, Obtaining Design and Production Approval of Airport Moving Map Display Applications Intended for Electronic Flight Bag Systems.
f. AC 20-163, Displaying Geometric Altitude Relative to Mean Sea Level.
g. AC 20-165A, Airworthiness Approval of Automatic Dependent Surveillance - Broadcast (ADS-B) Out Equipment for Operation in the National Airspace System (NAS).
h. AC 20-167, Airworthiness Approval of Enhanced Vision System, Synthetic Vision System, Combined Vision System, and Enhanced Flight Vision System Equipment.
i. AC 20-168, Certification Guidance for Installation of Non-Essential, Non-Required Aircraft Cabin Systems and Equipment.
j. AC 20-169, Guidance and Certification of Military and Special Mission Modifications and Equipment for Commercial Derivative Aircraft (CDA).
k. AC 20-170, Integrated Modular Avionics Development, Verification, Integration, and Approval Using RTCA/DO-297 and Technical Standard Order-C153.
l. AC 20-174, Development of Civil Aircraft and Systems.
m. AC 21-16F, RTCA Document DO-160 versions D, E, and F, Environmental Conditions and Test Procedures for Airborne Equipment.
n. AC 21-40A, Application Guide for Obtaining a Supplemental Type Certificate.
o. AC 21-46, Technical Standard Order Program.
p. AC 21-50, Installation of TSOA Articles and LODA Appliances.
q. AC 23-8B, Flight Test Guide for Certification of Part 23 Airplanes.
A10-1