Subject: APPROVAL OF U.S. OPERATORS
AND AIRCRAFT TO OPERATE UNDER
INSTRUMENT FLIGHT RULES (IFR) IN
EUROPEAN AIRSPACE DESIGNATED FOR
BASIC AREA NAVIGATION (B-RNAV) AND
PRECISION AREA NAVIGATION (P-RNAV) Date: 1/13/05 Initiated by: AFS-400 AC No: 90-96A Change:
1. PURPOSE.
a. This advisory circular (AC) provides operational approval and airworthiness guidance material regarding Area Navigation (RNAV) requirements for operators of U.S.-registered civil aircraft, operating in a Basic Area Navigation (B-RNAV) or Precision Area Navigation (P-RNAV) environment in European RNAV airspace.
NOTE: This guidance does not apply to RNP-1 routes and procedures planned in the U.S.
b. This AC is issued for guidance purposes and to outline a method of compliance with European requirements. In lieu of following this method without deviation, operators may elect to follow an alternative method, provided the alternative method is also found to be acceptable for B-RNAV and/or P-RNAV, by the Federal Aviation Administration (FAA). Since the P- RNAV airworthiness and operational requirements are more stringent than those for B-RNAV, compliance with P-RNAV criteria includes operational approval for both P-RNAV and B-RNAV.
c. The guidance material is applicable to B-RNAV and P-RNAV operations in European airspace where appropriate. For the purposes of this AC, B-RNAV procedures apply to en route and certain terminal operations. P-RNAV procedures are expected to apply to operations including departures, arrivals, and approaches up to the point of the final approach fix (FAF).
For the immediate future, expect holding patterns to be flown with conventional procedures. For P-RNAV operations in terminal airspace, obstacle clearance protection, up to the FAF, will assume that aircraft comply with the P-RNAV accuracy requirements.
d. European Regional Supplementary procedures for B-RNAV and P-RNAV are contained in International Civil Aviation Organization (ICAO) Doc 7030-4, Rules of the Air, Air Traffic Services and Search and Rescue. The implementation date for P-RNAV will be announced in publications such as Notices to Airmen (NOTAM) and Aeronautical Information Publications (AIP). ICAO Doc 7030 also requires the State of Aircraft Registry or State of the Operator to verify conformance of the Air Operators Navigation System
to B-RNAV and provide approval necessary for aircraft in a B-RNAV environment or to P-RNAV for aircraft in a P-RNAV environment.
2. CANCELLATION. AC 90-96, Approval of U.S. Operators and Aircraft to Operate Under Instrument Flight Rules (IFR) in European Airspace Designated for Basic Area Navigation (BRNAV/RNP-5), dated 3/20/98, is canceled.
3. RELATED CODE OF FEDERAL REGULATIONS (CFR) SECTIONS. Title 14 of the Code of Federal Regulations (14 CFR), part 91, §§ 91.205 and 91.703; part 121, §§ 121.345, and
121.355, and appendix G; part 125, § 125.203; and part 135, § 135.165.
4. DEFINITIONS. For the purpose of B-RNAV and P-RNAV operations in European airspace, the following definitions are provided:
a. Area Navigation (RNAV). A method of navigation that permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. For the purpose of this AC, RNAV equipment is considered to be equipment that operates by automatically determining aircraft position from one or a combination of the following sensors with the means to establish and follow a desired path:
(1) VOR/DME;
(2) DME/DME;
(3) INS or IRS;
(4) LORAN C; and
(5) GNSS or GPS.
NOTE: Sensor application is subject to the limitations contained in the relevant appendix for B-RNAV/P-RNAV.
b. Basic Area Navigation (B-RNAV). B-RNAV is defined as RNAV that meets a track keeping accuracy equal to or better than +/-5 NM for 95 percent of the flight time. This value includes signal source error, airborne receiver error, display system error, and flight technical error. This navigation performance assumes the necessary coverage provided by satellite or ground-based navigation aids is available for the intended operation.
c. Precision Area Navigation (P-RNAV). P-RNAV is defined as RNAV that meets a track keeping accuracy equal to or better than +/- 1 NM for 95 percent of the flight time. This value includes signal source error, airborne receiver error, display system error, and flight technical error. This navigation performance assumes the necessary coverage provided by satellite or ground-based navigation aids is available for the intended operation.
d. Global Positioning System (GPS). The U.S. Global Navigation Satellite System (GNSS) core satellite constellation that provides space-based positioning, velocity, and time.
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GPS is composed of space, control, and user elements. The space element nominally is composed of at least 24 satellites in 6 orbital planes. The control element consists of five monitor stations, three ground antennas and a master control station. The user element consists of antennas and receiver processors that provide positioning, velocity, and precise timing to the user.
e. Receiver Autonomous Integrity Monitoring (RAIM). A technique used within a GPS receiver/processor to monitor GPS signal performance. This integrity determination is achieved by a consistency check among redundant measurements.
5. RELATED READING MATERIALS.
NOTE: All references to the editions are current as of the publication date of this AC.
a. AC 20-121, Airworthiness Approval of Airborne Loran-C Navigation Systems for use in the U.S. National Airspace System (NAS) and Alaska.
b. AC 20-130, Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple Navigation Sensors.
c. AC 20-138A, Airworthiness Approval of Global Navigation Satellite System (GNSS) Equipment.
d. AC 25-4, Inertial Navigation Systems (INS).
e. AC 25-15, Approval of Flight Management Systems in Transport Category Airplanes.
f. AC 90-45A, Approval of Area Navigation Systems for Use in the U.S. National Airspace System.
g. AC 90-94, Guidelines for Using Global Positioning System Equipment for IFR En Route and Terminal Operations and for Nonprecision Instrument Approaches in the U.S. National Airspace System.
h. JAA AMJ 20X2 - Guidance Material on Airworthiness Approval and Operational Criteria for the use of Navigation Systems in European Airspace Designated for Basic RNAV Operations (formerly known as JAA TGL 2).
i. JAA ACJ20X5 - Guidance Material on Airworthiness Approval and Operational Criteria for the use of the Navstar Global Positioning System (GPS) (formerly known as JAA TGL 3).
j. JAA TGL-10, Airworthiness and Operational Approval for Precision RNAV Operations in Designated European Airspace and the corresponding JAA TGL-10 Frequently Asked Questions (FAQ) Document.
k. RTCA/DO-200A, Standards for Processing Aeronautical Data.
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l. RTCA/DO-201A, Standards for Aeronautical Information.
m. RTCA/DO-208, Minimum Operational Performance Standards for Airborne Supplemental Navigation Equipment Using Global Positioning System (GPS).
n. RTCA/DO-229C, Minimum Operational Standards for Global Positioning System/Wide Area Augmentation System Airborne Equipment.
o. RTCA/DO-236A, Minimum Aviation System Performance Standards: Required Navigation Performance for Area Navigation.
p. RTCA/DO-178B, Software Considerations in Airborne Systems and Equipment Certification.
q. TSO-C115, any version , Airborne Area Navigation Equipment Using Multi-sensor Inputs.
r. TSO-C129/C129A, Airborne Supplemental Navigation Equipment Using the Global Positioning System (GPS).
s. TSO-C145A, Airborne Navigation Sensors Using the Global Positioning System (GPS) Augmented by the Wide Area Augmentation System (WAAS).
t. TSO-C146A, Stand-Alone Airborne Navigation Equipment Using the Global Positioning System (GPS) Augmented by the Wide Area Augmentation System (WAAS).
6. BACKGROUND.
a. Since January 1998, Europe has mandated a Basic RNAV (B-RNAV) capability for operations in European en route airspace. JAA AMJ 20X2 is the European source document for obtaining B-RNAV approval.
b. In 2001, Europe concluded that B-RNAV did not meet the needs for terminal area operations/procedures. In 2003, Europe announced the intent to implement P-RNAV in high-density terminal airspace by November 2004; and, in the remaining terminal maneuvering areas by April, 2005.
c. The FAA identifies eligible navigation system types and the criteria to determine acceptable means of compliance for U.S. operators for JAA AMJ 20X2 (B-RNAV) and/or JAA TGL 10 (P-RNAV) approval(s).
d. A vertical navigation (VNAV) capability is not mandated.
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7. APPROVAL PROCESS—INCLUDING FUNCTIONAL AND PERFORMANCE REQUIREMENTS. Operators should address the guidance contained in the attachments as follows: Appendix 1 is for B-RNAV; Appendix 2 is for P-RNAV. Each appendix contains a continuance of this AC. Specifically, RNAV system equipage, eligibility and usage limitations;
the general operating procedures, the pilot knowledge items, the flight plan procedures, and policies or procedures related to B-RNAV and/or P-RNAV operations. The Appendices also discuss the documents and the processes to be used for approval of operators and RNAV systems. P-RNAV approval encompasses the requirements for B-RNAV operations.
Authorization for P-RNAV may be used as the basis for B-RNAV and as a basis for operating in European B-RNAV airspace. Appendix 3 provides the suffixes to be filed in ICAO flight plans for operations within European B-RNAV and/or P-RNAV airspace/procedures.
/s/ John M. Allen for James J. Ballough Director, Flight Standards Service Par 7 Page 5
Appendix 1 APPENDIX 1. BASIC AREA NAVIGATION (B-RNAV)
1. OPERATOR/RNAV SYSTEM APPROVAL FOR B-RNAV IN DESIGNATED B-RNAV AIRSPACE.
a. Aircraft Equipage. An aircraft may be considered eligible for Basic Area Navigation (B-RNAV) approval if it is equipped with one or more aircraft navigation systems approved and installed in accordance with the guidance contained in this document. The minimum level of availability and integrity required for B-RNAV systems for use in designated airspace can be met by a single installed system comprising of one or more sensors, an Area Navigation (RNAV) computer, a control display unit, and a navigation display(s) (e.g., heading situation indicator (HIS), or course deviation indicator (CDI)), provided the system is monitored by the flightcrew and in the event of a system failure, the aircraft retains the capability to navigate relative to ground based navigation aids (e.g., very high frequency omnidirectional range (VOR), distance measuring equipment (DME), Tactical Air Navigational Aid (TACAN), nondirectional beacon (NDB), etc). Aircraft not suitably equipped will not be permitted to operate in the designated B- RNAV airspace.
b. Eligibility Based on the Aircraft Flight Manual (AFM) (Supplement) or Pilot Operating Handbook (POH).
(1) Aircraft B-RNAV System Eligibility. The aircraft should be considered eligible for B-RNAV operations, if the AFM or POH shows the appropriate instrument flight rules (IFR) navigation system installation has received airworthiness approval in accordance with this advisory circular (AC) or with one of the following Federal Aviation Administration (FAA) ACs: AC 90-45A, AC 20-121A, AC 20-130, AC 20-138, or AC 25-15. The guidance for airworthiness approval contained in these ACs provide aircraft navigation performance that is equivalent to at least the criteria for B-RNAV (accuracy and functional requirements as defined in Appendix 1, paragraph 1e). See Appendix 1, paragraph 1d for limitations on design and use of RNAV systems in B-RNAV airspace. Once equipment eligibility is established, operator approval should proceed in accordance with Appendix 1, paragraph 1b(2) or (3), as appropriate.
(2) Part 91 Aircraft/Operator Approval. U.S. part 91 operators should review their AFM or POH to ensure aircraft system eligibility as detailed in Appendix 1, paragraph 1b(1).
Once aircraft system eligibility has been established, the operator should take steps to ensure B-RNAV operations are conducted in accordance with the guidance contained in Appendix 1, paragraph 1d, 2, 3, and 4, as well as any other established operational or airspace requirements.
Operators must ensure the required functions of Appendix 1 are met. Once these actions are completed, the operator may begin to conduct B-RNAV operations. A letter of authorization (LOA) is not required when eligibility is based on the AFM or POH. See Appendix 1, paragraph 1c, for actions to take if the operator is unable to determine from the AFM or POH whether the aircraft system has been approved and installed in accordance with an appropriate FAA AC.
(3) U.S. Air Carrier Aircraft/Commercial Operator Approval. Part 121, 125, or 135 operators should present the following documentation to their certificate-holding district office (CHDO): sections of the AFM that document airworthiness approval in accordance with an appropriate FAA AC as detailed in Appendix 1, paragraph 1b(1) and training and operations Page 1
Appendix 1 manuals that reflect the operating policies of Appendix 1, paragraph 1d, 2, 3, 4 as well as any other operational or airspace requirements established by European authorities. Operators must ensure the required functions of Appendix 1 are met. Once the operator has addressed the guidance in these paragraphs to the satisfaction of the CHDO, the CHDO issues Operations Specifications to reflect B-RNAV approval. See Appendix 1, paragraph 1c for guidance on actions to take if the operator is unable to determine from the AFM whether the aircraft RNAV system has been approved in accordance with an appropriate FAA AC.
c. Eligibility Not Based on the AFM (Supplement) or POH.
(1) The operator makes a request for assessment of RNAV equipment for B-RNAV eligibility to the Flight Standards District Office (FSDO) or CHDO. The operator should provide the following:
• RNAV system make, model and part number
• Evidence of meeting +/- 5 NM (95 percent) accuracy. (This can be determined through the evaluation of system design. Evidence of meeting the requirements of another AC can be used for this purpose)
• Proof that the system meets the required functions for B-RNAV operations (see Appendix 1, paragraph 1e)
• Crew operating procedures, bulletins
• Any other pertinent information
(2) If the FSDO or CHDO is unable to determine equipment eligibility, it should forward the request and supporting data through the appropriate FAA Flight Standards Regional Division to the Flight Standards Service, Flight Technologies and Procedures Division, AFS-400, for review.
AFS-400 will coordinate the evaluation of such requests with the FAA Aircraft Engineering Division, AIR-100. AFS-400 will advise the FSDO or CHDO of the suitability of the proposed equipment for B-RNAV operations.
(3) For part 91 operations, after the FAA determines the aircraft equipment is eligible for B-RNAV operations the FSDO will issue a letter of finding, documenting that finding to the operator. The AIR-100/AFS-400 determination will be used as the basis for the FSDO letter of finding.
(4) For parts 121, 125, and 135 operators, the FAA will verify aircraft RNAV system eligibility, including the required functions in Appendix 1, paragraph 1e, and determine that the operator’s training and operations manuals reflect the operating policies of Appendix 1, paragraphs 1d, 2, 3, and 4. Once these steps are completed, operations specifications (OpSpecs) for parts 121, 125, and 135 operators are issued by the CHDO for B-RNAV approval.
d. Limitations on the Design and/or Use of Navigation Systems. Although the following navigation systems have RNAV capability, these system limitations are required for their use when conducting operations in designated B-RNAV airspace.
Appendix 1
(1) Inertial Navigation Systems (INS). Those INS system installations meeting B-RNAV required performance and functions contained in this Appendix that do not have automatic radio navigation updating of INS position, are limited to a maximum 2 hours of operation in designated B-RNAV airspace from the time the system is placed in the navigation mode (Navigation (NAV) SELECT). The FAA will consider extending the 2-hour time limit for specific INS installations (e.g., triple-mix inertial systems) where performance data justifies extending the limit. The FAA will coordinate this effort with the JAA. Submit requests for time extensions with supporting rationale and data through the appropriate FAA Flight Standards Regional Division to the Flight Standards Service, Flight Technologies and Procedures Division, AFS-400. AFS-400 will coordinate the evaluation of such requests with the FAA Aircraft Engineering Division, AIR-100.
NOTE: Certain inertial systems perform automatic radio navigation aid updates when the pilot manually selects ground-based navigation aids. Such systems are not limited to the 2-hour time limit discussed in Appendix 1, paragraph 1d(1) when the operator has established procedures for pilots to follow.
(2) Loran-C. Use of Loran-C, in compliance with AC 20-121A, is considered an acceptable means to comply with B-RNAV in those areas and on routes with acceptable Loran-C coverage. Loran-C users must refer to the AFM or POH to determine if operational use of the Loran system is limited to a specified Loran-C Operational Area.
(3) Global Navigation Satellite System (GNSS).
(a) Global positioning system (GPS) or wide area augmentation system (WAAS) design. Use of Technical Standard Order (TSO)-C145a or TSO-C146a WAAS equipment installed in accordance with AC 20-138A, is considered an acceptable means to comply with B-RNAV requirements. TSO-C129, any version, GPS equipment installed in accordance with AC 20-138 shall provide pseudo range step detection and health word checking functions in accordance with TSO-C129A, paragraphs (a)(5)(vii)6 and a(6). Compliance with these requirements can be established by one of the following:
1. A statement in the AFM or POH indicating the GPS equipment meets the criteria for Primary Means of Navigation in Oceanic and Remote Airspace, or
2. A placard on the GPS receiver certifying it meets TSO-C129A, TSO-C145A, TSO-C146A, or
3. An FAA letter of design approval for the applicable equipment. Operators should contact the avionics manufacturer to determine if the equipment complies with these requirements and ask if a letter of design approval is available. Manufacturers may obtain a letter by submitting appropriate documentation to their Aircraft Certification Office (ACO). Operators should keep this letter with the AFM or POH as evidence of B-RNAV aircraft system eligibility.
Any limitations included in the letter of design approval should be reflected in a letter of finding to part 91 operators, (see Appendix 1, paragraph 1c(2) or in OpSpecs for parts 121, 125, and 135 operators), or Page 3
Appendix 1
4. For operations within European B-RNAV airspace, GPS equipment approved in accordance with TSO-C129, but not satisfying the step detection and health word checking requirements, may still obtain a letter of design approval for B-RNAV. In this case, B-RNAV operations are limited to flights where receiver autonomous integrity monitoring (RAIM) outages do not exceed 5 minutes for the intended flight (route and time). With this restriction, TSO-C129 equipment is equivalent to equipment that provides step detection and health word checking. The maximum RAIM outage shall not be extended beyond 5-minute limit for TSO-C129 equipment.
(b) Flight planning restrictions for GPS or WAAS. During pre-flight planning, if there are no GPS satellites scheduled to be out-of-service (or no more than one satellite is scheduled to be out of service for WAAS equipment or installations of GPS equipment that incorporate baro-aiding), then the aircraft can depart without further action. However, if any GPS satellites are scheduled to be out-of-service (or more than one satellite is scheduled to be out-of-service for WAAS equipment or installations of GPS equipment that incorporate baroaiding), then the availability of GPS integrity RAIM shall be confirmed for the intended flight (route and time). This should be obtained from a prediction program within the unit installed in the aircraft, a prediction program run outside the aircraft (such a program should use the same algorithms as those in the aircraft equipment); or, from an alternative method considered acceptable to the Administrator. This prediction is required for any route, route segment or airport procedure (departure, arrival or approach) based upon the use of GPS or WAAS equipment. Where a GPS Integrity Monitoring RAIM Prediction Program is used as a means of compliance, the program should meet the following criteria:
1. The program should provide prediction of availability of the integrity monitoring RAIM function of the equipment, suitable for conducting B-RNAV operations in designated airspace.
2. The prediction program software should be developed in accordance with at least RTCA DO 178B/EUROCAE 12B, level D guidelines.
3. The program should use either a RAIM algorithm identical to that used in the airborne equipment, or an algorithm based on assumptions for RAIM prediction that provide a more conservative result.
4. The program should calculate RAIM availability based on a satellite mask angle of not less than five degrees, except where use of a lower mask angle has been demonstrated and deemed to be acceptable to the Administrator.
5. The program should have the capability to exclude GPS satellites that are outof-service for the intended flight.
6. The program should allow the user to select the intended route of flight and declared alternate airports, and the time and duration of the intended flight.
7. In the event of a predicted continuous loss of RAIM of more than 5 minutes for any part of the intended flight, the flight should be delayed, canceled, or re routed on a track where RAIM requirements can be met.
Appendix 1 NOTE: Submit alternate methods of meeting RAIM requirements,
e.g., Aircraft Autonomous Integrity Monitoring (AAIM), through the appropriate FAA Flight Standards Regional Division to the Flight Standards Service, Flight Technologies and Procedures Division, AFS-400 for approval.
(c) Loss of RAIM en route. In the event of loss of the RAIM detection function or loss of integrity, the GPS or WAAS equipment may continue to be used for navigation as long as the flightcrew determines that the system is continuing to provide an acceptable level of IFR navigation performance by cross-checking other on-board navigation system(s). Otherwise, the flightcrew should notify air traffic control (ATC) and revert to an alternative means of navigation
(e.g., VOR, DME, or NDB).
(d) Actions when failure detected. In the event of a detected failure (including detected satellite failure impacting the performance of GPS-based RNAV systems) the flightcrew should notify ATC and revert to an alternative means of navigation.
(e) Availability of VOR, DME, TACAN, or ADF. VOR, DME, TACAN or ADF capability shall be installed and operative consistent with the applicable operating rules (e.g., parts 91, 121, 125, and 135) and available along the intended route-of-flight to ensure availability of a suitable alternative means of navigation in the event of GPS/RNAV system failure.
NOTE: Only those TACANs that meet the performance requirements of Annex 10, Vol 1, Radio Navigation Aids, and are identified in the applicable AIP may be used.
e. Required Functions. The following system functions are the minimum required to conduct B-RNAV operations:
(1) Continuous display of the aircraft’s position relative to the desired track to be displayed to the pilot flying on a navigation display situated in the pilot’s primary field of view;
NOTE: In addition, where the aircraft type certificate requires more than one pilot, information depicting aircraft position shall be displayed in the non-flying pilot’s primary field of view.
(2) Display of distance and bearing to the active (To) waypoint;
(3) Display of ground speed or time to the active (To) waypoint;
(4) The ability to store a minimum of four waypoints; and
(5) Appropriate failure indication of the aircraft systems, including failure of the navigation sensors.
Appendix 1
2. B-RNAV OPERATING PROCEDURES (GENERAL). For B-RNAV operations, the flightcrew should be familiar with normal operating and contingency procedures detailed in subparagraphs a and b.
a. Normal Operating Procedures. The procedures for the use of navigational equipment on B-RNAV routes should include the following:
(1) When a navigation database is installed, the database should be checked to ensure that it is current before the flight.
(2) Other NAVAIDs (e.g., VOR, DME, and ADF) should be selected to allow immediate crosschecking or reversion in the event of loss of RNAV capability.
b. Contingency Procedures. The flightcrew should be familiar with the following general provision: pilots should notify ATC of conditions (e.g., equipment failures and weather conditions) that may affect the ability of the aircraft to maintain position within the designated B-RNAV airspace. In this case, flightcrews should state their intentions, coordinate a plan of action, and obtain a revised ATC clearance. If unable to obtain an ATC clearance prior to deviating from the B-RNAV airspace, the flightcrew should follow established contingency procedures and obtain an ATC clearance as soon as possible.
3. PILOT KNOWLEDGE REQUIREMENTS. Pilots should be knowledgeable in the following areas:
a. RNP-5 as it relates to B-RNAV requirements in B-RNAV airspace;
b. Airspace where B-RNAV is required;
c. Changes to charting and documents to reflect B-RNAV;
d. Navigation equipment required to be operational for flight in designated B-RNAV airspace, and the limitations associated with the RNAV equipment;
e. Flight planning requirements;
f. Contingency procedures (e.g., for equipment failure);
g. En route, terminal, and approach procedures applicable to B-RNAV; and
h. The pilot information in this AC.
4. FLIGHT PLANS. U.S.-registered aircraft filing flight plans into B-RNAV designated airspace are expected to meet the B-RNAV airspace requirements. Operators should indicate approval for B-RNAV operations by annotating block 10 (Equipment) of the ICAO flight plan as defined within ICAO Doc 7030 for these operations. If there are any other flight plan annotations required by individual States, operators should make appropriate annotations.