Title: Certification Criteria Supporting RNAV Approach Operations in ECAC
1Certification Criteria Supporting RNAV Approach
Operations in ECAC
- Geoff Burtenshaw, Safety Regulation Group - U.K.
CAA
2Presentation Overview
- Today
- Problems with todays non-precision approach
operations - Safety initiatives
- Tomorrow
- The environment
- Regulatory actions
- Changes to JAR-OPS 1 Subpart E
- RNAV Approach Operations, TGL XY
- RNP-RNAV Approach Operations, TGL XZ
3Presentation Overview cont.
- The Future
- Within ECAC
- International developments Annex 6, RNP
- A common set of objectives
- Issues
- Implementation
- Terminology
- Possible solutions
- Re-categorisation of All Weather Operations
- Grouping of RNP capabilities
- Summary
4Evolution of Approach Types
Today
VOR
ILS
LOC
NDB
VOR-DME
LOC-DME
SDF
LDA
BCRS
VOR on Arpt
NDB-DME
VOR-ARC
NDB-NDB
NDB on Arpt
RNAV 2-D
SRA
RNAV 3-D
Discrete
5Problems with Todays Non-Precision Approach
Operations
- Accuracy dependent upon the underlying navaid
- Constructed and flown with Dive and Drive
philosophy - Can lead to de-stabilised approaches
- Procedures have become outdated
- Too many types
- Flight crew recency
- Cost of training for multiple procedure types
- Equipment maintenance costs and restricted
capacity of navigation database
6Safety Initiatives
- Joint Safety Strategy Initiative (JSSI)
- CFIT, Approach and Landing
- Commercial Aviation Safety Team (CAST)
- Implementation plan for 21st Century Instrument
Approaches - RNAV and GNSS are the technology enablers for
safer operations - Adding to the proliferation of approach types
- Rationalisation required
7Evolution of Approach Types
Today
Tomorrow
VOR
ILS
LOC
NDB
VOR-DME
LOC-DME
SDF
LDA
BCRS
ILS/MLS/GLS (xLS)
VOR on Arpt
NDB-DME
Overlay with CDFA
VOR-ARC
NDB-NDB
RNAV
RNP-RNAV
NDB on Arpt
RNAV 2-D
SRA
RNAV 3-D
Discrete
8Tomorrow's Environment
- Non-precision approaches are not going to
disappear overnight - But they can be made safer
- Continuous Descent Final Approach (CDFA) as an
overlay on existing non-precision approaches - New instrument approach procedure types based
around - RNAV principles
- RNP-RNAV principles
- Progressive rationalisation of procedure types
9Regulatory Actions
- JAA working on 2 fronts
- Changes to JAR-OPS 1 Subpart E
- Under revision to take into account harmonised
Aerodrome Operating Minima - New approach concepts introduced
- Two new Temporary Guidance Leaflets
- RNAV Approach Operations, TGL XY
- RNP-RNAV Approach Operations, TGL XZ
10JAR-OPS 1.435 and ACJ OPS 1.430
- Continuous Descent Final Approach (CDFA) An
approach with a predetermined approach slope that
enables a continuous descent to MDA(H) or DA(H).
The approach is flown as a stabilised approach to
MDA(H) or DA(H) upon which the decision to land
or go-around is made. - Stabilised Approach An approach which is flown
in a stabilised manner in terms of configuration,
energy and control of the flight path
11New Temporary Guidance Leaflets (TGLs)
- Building on existing guidance material
- ACJ 20X4 for Basic RNAV
- TGL No. 10 for Precision RNAV
- Contains both airworthiness and operational
criteria - Completes family of JAA RNAV guidance leaflets
from departure to final approach - Guidance on use of GPS for approach operations
(formerly contained within TGL No. 3) superseded
by RNAV Approach TGL
12JAA Criteria Supporting RNAV and Category I, II,
III Operations
JAR-AWO and JAR-OPS 1
TGL No. XY
ACJ 20X9 RNP 10 Operations
TGL No. 10
RNAV Approach
Precision RNAV (P-RNAV)
Category II, III and Takeoff Operations
and
En-route (in designated airspace) Standard
Instrument Departures (SID)Standard Terminal
Arrival Routes (STAR)Initial Approach and
Intermediate Approach to FAWP
TGL No. XZ RNP-RNAV Approach Based on DME/DME,
B-GNSS S-BAS sensors and LNAV, LNAV-VNAV
guidance
ACJ 20X4
JAR-AWOSubpart 1 - Automatic Landing System
Subpart 2 - Category II
ILS/MLSSubpart 3 - Category III ILS/MLSSubpart
4 - Take-off in Low VisibilityHUD Information
Leaflets
formerly
TGL No. 2Rev 1
Basic RNAV(B-RNAV)
Oceanic RNP 10 and En-route
JAR-OPS 1Subpart E - All Weather Operations
DescentRNP 1
ClimbRNP 1
FAWP
ApproachRNP.5
RNP.3
TakeoffRNP .3
LOW VIS T.O.
RVR lt200m
DH 100
DH 200
Note xLS encompasses ILS, MLS and GLS
CAT III
13Common Structure Between TGLs XY and XZ
- Assumptions
- DME/DME, Basic GNSS or SBAS
- System description
- LNAV or LNAV/VNAV
- Airworthiness approval objectives for
- accuracy, integrity, continuity of function
- Functional criteria
- Acceptable means of compliance
14Common Structure Between TGLs XY and XZ
- Aircraft Flight Manual
- Operational criteria
- Normal, abnormal procedures
- Reportable events
- Flight crew training
- Navigation database integrity
- Documentation
- Fleet approvals
15Specific Features of TGL XY
- Scope
- Plain vanilla RNAV procedures
- Applicability
- Includes stand-alone GPS/map equipments and FMS
without RNP-RNAV functionality - Accuracy determined by sensor updating, but
typically /- 0.3 NM laterally - Vertical accuracy consistent with performance of
Baro VNAV
16Specific Features of TGL XY
- Operational integrity applied as an alleviation
of safety objective from Extremely Remote to
Remote - Taking into account the safety contribution from
flight crew procedures, IAP design etc. - Vertical integrity introduced
- Limited set of functional criteria
- Reliance on existing installation advisory
material for demonstration of compliance
17Specific Features of TGL XZ
- Scope
- To support RNP 0.3 RNAV approvals but also
airworthiness demonstration for lt 0.3 NM - Special aircraft and aircrew authorisation
requirements not identified - Applicability
- RNP-RNAV compliant systems (MASPS
ED-75()/DO-236() - Description of RNP and RNP-RNAV
18RNP-RNAV Concept (Total System)
RNP-RNAV system provides
- 10-5 /2xRNP assurance of
- navigation performance,
- as a tool to facilitate safety
- assessments for separation
- and obstacle clearance
- 10-4 continuity of RNP
- capability for an RNP type
- Situation information,
- flight planning capabilities,
- checks/alerts to minimise
- exposure to manual errors
19Specific Features of TGL XZ
- Traditional 1309 integrity assessment plus
operational integrity, augmented with an
assessment of system performance assurance
(containment integrity) - Containment continuity
- Baro VNAV performance
- MASPS functional criteria
- Operational criteria very similar to RNAV
approach TGL XY except for RNP specific items on
the flight deck e.g. display of Estimated
Position Uncertainty (EPU)
20Specific Features of TGL XZ
- Annexes containing
- Operational issues
- Training and crew qualification issues
- Further background material on RNP
- RNP-RNAV lt 0.3 NM
- Guidance material for assessment of flight
technical error for RNP - Stabilised approach criteria to allow a
continuous descent final approach to be flown
21TGL Status
- Preliminary Draft of TGL XZ (RNP-RNAV)
distributed at TARA/25 and to members of the JAA
AWO Steering Group - Formal distribution end of November/early
December - TGL XY available early 2004
22Evolution of Approach Types
Today
Tomorrow
The Future
VOR
ILS
LOC
NDB
VOR-DME
LOC-DME
SDF
LDA
BCRS
ILS/MLS/GLS (xLS)
VOR on Arpt
NDB-DME
xLS, RNP, RNP-RNAV
Overlay with CDFA
VOR-ARC
NDB-NDB
RNAV
RNP-RNAV
NDB on Arpt
RNAV 2-D
SRA
RNAV 3-D
Discrete
23The Future
- Within ECAC a 4-D RNP-RNAV environment plus
precision landing systems using xLS (ILS/MLS/GLS) - Regulatory actions described thus far are largely
in response to an ECAC Navigation Strategy and
Implementation Plan - But what are ICAO regions planning?
- Harmonisation?
- The issues
- Some possible solutions
24International Developments
- ICAO Annex 6 approach classifications
- Non-precision approach and landing operations
- Approach and landing operations with vertical
guidance (APV) - Precision approach and landing operations
- JAA TGLs XY and XZ are consistent with APV
concept - But other service provider terms are emerging
- APV I, APV II, LPV
25Required Navigation Performance
- Term is imprecisely used
- 95 accuracy?
- Functional requirements?
- RNP-RNAV definition (including containment)?
- Full MASPS compliance?
- Allowable derogations?
26A Common Set of Objectives
- Access for all
- Take advantage of a range of aircraft
capabilities - Get away from designing instrument procedures
around technology/infrastructure - Have a common schema for approach procedures
- Minimise the risk of human error in charting/
phraseology a safety concern - Move towards performance-based operations
27Issues
- We have global agreement on the concept, it is
the implementation we are struggling with - Terminology and definitions are big issues and
need to harmonised - Otherwise implementation becomes selective and
regional and that is detrimental to a global /
seamless airspace - Costs would be prohibitive for the air carrier
community - Within a State have a co-ordinated implementation
process across the various domains project
management
28Possible Solutions (Categories of Approach)
- As discussed at the recent JAA/FAA AWO
Harmonisation Working Group meeting - Annex 6 terms NPA, APV and PA are outdated and
dont have relevance in a future
performance-based air traffic management system - Technology is evolving too quickly
- The important points are
- Aircraft capability
- Level of minima that the infrastructure,
procedure design and airport can support - Essentially DA(H) and RVR
29Possible Solutions(Categories of Approach)
- Suggest suppressing Annex 6 terms, including APV
- Introduce sub-divisions within existing
Categories of approach to reflect performance
levels e.g. CAT I a, b, c, d - Would include both non-precision and precision
- Divisions based around aircraft capability e.g.
LNAV or LNAV and VNAV, DA(H) and RVR - Not just in the CAT I arena, divisions of CAT II
and CAT III could be made taking account of
flight guidance augmentation e.g. HUD, EVS, SVS
30Possible Solutions (RNP)
- A homogeneous RNP fleet is unlikely
- Consider a number of discrete groupings
reflecting aircraft capability from small GA to
modern large air transport aircraft - Groupings in terms of navigation and flight
guidance - Used in RNP based operations to ensure only
appropriately qualified aircraft are allowed to
fly the procedures - Aid to understanding which aircraft can do what
- Simplify charting
31Summary
- The presentation has looked at approach
operations in terms of Today, Tomorrow and
The Future - Safety concerns associated with existing dive and
drive non-precision approaches are being
addressed - New JAA RNAV and RNP-RNAV Temporary Guidance
Leaflets should enable rationalisation of
approach types within ECAC
32Summary cont.
- Move to performance-based operations criteria
- Still issues surrounding terminology and
definitions - Harmonisation through ICAO, JAA, FAA etc. is
essential - ICAO requested to consider amending instrument
approach and landing procedure classifications - Introduce sub-divisions within existing
operational categories
33Summary cont.
- Recognise that RNP may well exist in a number of
guises - Introduce groupings to reflect aircraft
capability and then mapping to the procedures - Ensure regional strategies and implementation
plans take account of evolving standards and
criteria
34RNAV in Terminal Airspace Workshop
Questions?
04-06 November 2003
34