AIP — New Zealand

Aeronautical Effective
AIRAC
Information Circular 5 JUN 08
Effective at: 0806050000 NZST (0806041200 UTC)
This issue entirely replaces previous issues.

CONTENTS
2004
1/04 GPS Receiver Autonomous Integrity Monitoring Prediction Service in 1
New Zealand

2005
5/05 Non-Precision Instrument Approach Procedures — Constant Angle 3
Descent Profile

2008
1/08 GNSS Procedure Development Policy 5
2/08 RNAV Standard Arrival Procedures (STAR) — Explanation of Use and 8
Presentation on Charts

1/04 Replaces 2/011. AIC2.

GPS Receiver Autonomous Integrity Monitoring Prediction Service in New Zealand
Effective: 8 JUL 04
1. Introduction
1.1 This Aeronautical Information Circular (AIC) provides detail of the GPS Receiver
Autonomous Integrity Monitoring (RAIM) Prediction Service now available either through the
internet or the AFTN for pre-flight planning.
1.2 Airways has contracted Airservices Australia to provide RAIM prediction for a number of
locations in New Zealand. This service is an enhancement to the pre-flight briefing service for
those locations which have an IFR GPS Non-Precision Approach. It will assist pilots planning to
use GPS as a primary or sole means navigation aid.
2. GPS RAIM Prediction Overview
2.1 RAIM is a software algorithm that is available in some GPS receivers which gives an
indication if the position solution given by the GPS receiver is OK to use.
2.2 It is OK to use GPS if the position solutions (latitude, longitude and altitude) worked
out from any four of at least five or more GPS satellites all fall within a pre-defined tolerance. If
the solution falls outside this tolerance then a RAIM warning is given which is indicated on the
receiver. This means that the accuracy of the position on the receiver cannot be guaranteed at
that point in time and so it is advisable not to use the GPS for navigation until this warning
disappears.
2.3 The RAIM availability (or ability of a GPS receiver to provide a RAIM warning) is
dependent on the number of satellites available or in view by the GPS receiver.
2.4 If there are less than five satellites at any point in time at some location then this is
identified as a ’RAIM hole’ (or RAIM unavailability).
2.5 It is basically a function of the geometry of the GPS satellites overhead of the receiver.
Additionally, some satellites may have been taken out for ’maintenance’ by the owners of the
GPS constellation — the U.S. Department of Defense.
The RAIM prediction provided by some receivers does not take this into account and that is
where the RAIM Prediction Service comes in to compensate for this shortfall.
2.6 Baro-aiding for RAIM effectively allows the GPS receiver to take into account altitude
information from the aircraft altimeter. This improves the availability since the additional
altitude information provided by baro-aiding effectively acts as an additional satellite. An
advantage when there may be limited satellite visibility in some locations due to terrain or GPS
satellite constellation geometry.

Published by Aeronautical Information Management (AIM), a business unit of Airways Corporation

of New Zealand Ltd under the authority of AIS Certificate Nr AI33794 issued by the Civil Aviation
Authority of New Zealand, PO Box 294, Wellington, New Zealand. Telephone Toll Free 0800 500 045 or
(04) 471 1899. Fax Toll Free 0800 686 867 or (04) 471 5813 AFTN NZHQYOYX email: aim@airways.co.nz
3. RAIM Outage Information
3.1 The RAIM Prediction Service will provide prediction for locations with a published GPS
approach as well as some locations as a check of RAIM coverage over other parts of the
country.
Further locations can be added as more new GPS procedures are developed or are requested by
customers.
3.2 The system providing the GPS RAIM Prediction Service is located in the Australian
International NOTAM Office in Brisbane and is owned and maintained by Airservices Australia.
3.3 GPS RAIM predictions can be obtained via a request using the AFTN or from the
Airservices Australia internet page (http://www.airservices.gov.au).
3.4 RAIM Outage data for all locations in the database will be computed once per day or
when a satellite outage NOTAM has been received. The computation is for the following 72-hour
period.
Outage data are then disseminated via the AFTN connection to the briefing offices and Web
Server (as well as ATC units in Australia).
4. Accessing RAIM Prediction Service (RPS) Information
4.1 Pilots can request pre-flight briefing RAIM availability information from the Internet
Flight Information Service (IFIS) website or AFTN.
4.2 Accessing RAIM availability information using the IFIS website is the easiest method of
obtaining RPS information providing you have a PC and internet access. This information can be
found at:
1. http://www.ifis.airways.co.nz
2. Register as a new user if necessary.
3. Select GPS RAIM.
4. Select the locations you wish to receive RAIM availability prediction for.
5. Submit request
4.3 For those that who do not have access to the Internet, RAIM availability information is
also distributed using the AFTN. RAIM messages are available on request, and are also sent to
the National Briefing Office once per day at 1400 UTC or when there is a change in the
constellation status. An example of the AFTN message request is:
GG YBBBZEZX
230410 (insert originator indicator)
REQ RAIM NZMF, NZKT
Up to twenty locations may be included in one request message. A comma must separate each
location.
An example of a pilot requesting RAIM information for Milford and Kaitaia as above could
receive the following reply:
NZMF
NO GPS RAIM OUTAGES
NZKT
9906092303 TIL 9906092323
GPS RAIM UNAVBL FOR NPA.
This means there are no RAIM outages for Milford but there is however a predicted RAIM outage
for Kaitaia on the 9 June 1999, from 2303 to 2323 i.e. 20 minutes, where it states that GPS
RAIM is unavailable for non-precision approach.
Similar messages are also received when requests are made via the Internet.
5. Current Database for GPS RAIM Predictions
5. 1 A current list of locations where RAIM is available is shown on IFIS.

6. Further Information
6.1 For further information about the service please contact:
Rudi Van der Velden, Navigation Systems Engineering,
Technology and Support Group, PO Box 294, Wellington, New Zealand
Telephone: +64 4 471 5681
Fax: +64 4 471 5698
email: vandervr@airways.co.nz
Further information on RAIM prediction can also be obtained from the Airservices Australia
website on the http://www.airservices.gov.au. The Disclaimer notices on the Airservices
Australia web page are also applicable to Airways Corporation of New Zealand Ltd with regard
to the RAIM prediction service.

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 5/05 Cancels 2/053. AIC4.
Non-Precision Instrument Approach Procedures — Constant Angle Descent Profile
Effective: 4 AUG 05

Introduction
Controlled flight into terrain (CFIT) initiatives proposed by the international aviation industry
and supported by ICAO are intended to address some of the critical aspects of non-precision
approach procedures.
A study of world-wide CFIT accidents reveals that a large percentage of CFIT accidents occur in
the final approach phase of flight, with a majority occurring on non-precision approach
procedures.
It is widely accepted that, in addition to other operational benefits, the performance of a
constant rate of descent during an approach to landing is helpful in reducing the potential for a
CFIT accident.

Non-precision approaches with distance reference

Non-precision approaches (NPAs) are instrument approach procedures which utilise lateral
guidance but do not utilise vertical guidance.
NPAs that utilise a distance reference have traditionally been designed as a series of descending
steps to a MNM Descent Altitude (MDA). NPAs are designed to provide obstacle clearance
beneath the flight path and a fix is located at the point at which critical obstacles have been
passed by the margin required, and it is safe to continue descent.
In following the series of descending steps, it may be necessary to maintain an intermediate
level until the next step is passed. This technique is colloquially referred to as the “dive and
drive” method.
Unfortunately many CFIT accidents have been attributed to this technique, due to human errors
such as descending before the step is reached, or failing to arrest descent. In addition the
aircraft’s descent profile is more difficult to manage with changes in airspace, rate of descent,
and configuration required.
The use of a constant angle of descent technique is widely used as a method of reducing the
potential of an accident during a non-precision approach (with distance reference) in that a
vertical flight path, above segment minimum safe altitudes, is provided.
D
Terms
Procedure Altitude: Procedure altitudes are recommended altitudes established to
accommodate a stabilised descent profile on a prescribed descent angle in the final approach
segment; they may also be applied in the intermediate segment. Procedure altitudes will never
be less than the segment obstacle clearance altitude.
Segment Obstacle Clearance Altitude (Segment OCA): Segment obstacle clearance
altitude provides required obstacle clearance for a given segment of the approach. It is a
minimum altitude established by the procedure designer and meant to be a “do not descend
below altitude”.
Segment obstacle clearance altitudes will be published as bold underlined altitudes located
midway between fixes and just below the top of the grey shaded areas; these altitudes must
not be violated.
The obstacle clearance altitude for the last segment prior to the missed approach point will be
annotated MDA to take into account various altitudes that may apply.
Note: Procedure altitudes are developed to provide guidance to the pilot for the appropriate
altitudes to fly, with emphasis on a stabilised constant angle descent. The availability of the
Segment OCAs is to enable the pilot to descend to these lower altitudes, should the need arise,
such as in icing conditions.

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Advisory Altitude Table: Based on the given approach path angle, the table provides altitude
information for the specified DME distances or GPS “To–To” distances. The table allows for a
constant angle descent to be flown; it is aligned to the direction of the approach in the profile
view.
As a result of customer feedback:
S The Advisory Altitude Table for ILS, ILS/LLZ combined, and RNAV (RNP) with VNAV profile
approaches will continue to be based on a 3° (318ft/NM) profile rounded to the nearest
10ft.
S The Advisory Altitude Table for procedures using VOR, VORTAC or NDB will now be based
on a 5% (300ft/NM) profile rounded to the nearest 50ft.
S The Advisory Altitude Table for CAT H (Helicopter) procedures will be based on a 6.5%
(400ft/NM) profile rounded to the nearest 50ft.
S Where required due to obstacles, a steeper descent profile will be shown.

Explanation of changes
S Instrument approach segments with upper limits equivalent to obstacle clearance altitudes
will be shown as grey shaded areas between fixes on final approach.
S The segment OCA (obstacle clearance altitude) will be shown as a bold underlined altitude
located midway between fixes and just below the top of the grey area.
S A constant angle of descent approach track will be inserted in lieu of a stepped approach
track.
S Procedure altitudes (the same as the applicable altitude in advisory altitude table) will be
shown beside the approach track against each fix.
S The shaded area will stop at the missed approach point.
S ILS, combined ILS/LLZ, and RNAV (RNP) with VNAV profile charts will not show the grey
shaded areas.
S Those approaches with circling only minima will not show constant angle descent profile or
the grey shaded areas.

Publishing action
The new profile format can be seen on those applicable instrument approach charts that have
been reissued, or new charts issued, since AIRAC 05/3 17 MAR 05.
Airways is to undertake a phased programme to convert all applicable charts to the new format.
This includes those charts already issued showing an advisory altitude table of 3° that will need
to be changed to 5%.
Due to the large number of pages involved it will be necessary to spread the completion of the
charts over a period of time.

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1/08 Cancels 1/075. AIC6.
GNSS Procedure Development Policy
Effective: 5 JUN 08
The following GNSS Policy has been developed in consultation with industry.
Should you have any comments relating to the proposed policy please contact:
Praveen Singh
ATS Policy and Standards Manager
Airways NZ
PO Box 14-131
Christchurch 8053
email: praveen.singh@airways.co.nz

GNSS Policy
Introduction
This AIC invites industry comment to assist in refining policy in respect to:
S the development and maintenance of RNAV procedures (non precision and BARO-VNAV
approaches, departure and enroute procedures); and
S the integration of RNAV procedures into the Airways navigation network.

GNSS design standards

Procedures will conform with CAA Rules, ICAO PANS OPS Doc 8168, flight inspection criteria
contained in ICAO Doc 8071 and Airways Flight Inspection Manuals.

GNSS advantages
Airways will actively promote and encourage the implementation of GNSS for air navigation in
New Zealand to deliver the following advantages:
S Operating efficiencies for operators.
Examples are:
1. Direct routing subject to ATM requirements;
2. Efficient profiles;
3. Lower enroute and minimum descent levels;
4. BARO-VNAV approaches, which offer ILS like continuous descent profiles for
suitably equipped aircraft;
5. RNAV terminal, arrival and departure procedures.

S ATM Operating efficiencies.

S Straight-in instrument approaches.
S Approaches for all runways at multiple runway aerodromes.
S Enable withdrawal of some NDB and DME equipment.
S Enable IFR operations into airports and heliports where provision of procedures based
on ground-based navigation aids is impracticable or uneconomic.

Ground-based navigation infrastructure

A network of VOR/DME and NDB/DME will be retained to provide:
S Enroute guidance to locations served by regular air transport operations.
S Departure and non-precision approach procedures at destination or a diversion airport
within a time or distance to be determined by consultation (nominally between 30 and
60 minutes flying time) for all locations served by regular air transport operations (see
criteria below).
RNAV procedures will be developed at these locations to provide contingency.
Some associated NDB will be withdrawn.
S Data to support FMS (flight management systems) above 9500ft on appropriate sectors
where regular air transport operations take place.
For the purposes of this policy “regular air transport operations” are defined as 2 or more
scheduled IFR services, arrival and departure, provided by Part 121 or 125 operators, per day
on 5 or more days of the week sustained over a period of not less than 3 months.

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Criteria for determining RNAV – GNSS development schedule
The following criteria will be used to determine a schedule for development of RNAV
procedures. While the criteria are in an order of priority, they often conflict, so must be
considered together to reach a balanced conclusion.
S Enable decommissioning of end of life NDB and DME used for approach procedures.
S Provide redundant procedures (RNAV and VOR/DME or NDB/DME) at some locations
supporting regular air transport operations.
S Provide RNAV procedures for operators who are currently equipped to take advantage.
S Enable decommissioning of NDB supporting area procedures.
S Geographic bunching for efficiency of surveying, flight testing and integration of
associated procedures.

Implementation
Where ground-based navigation aids are to be removed, a minimum 1 year overlap will be
provided to enable operators a reasonable period to transition to GNSS technology.

Resources
Airways has the capacity to develop and publish RNAV procedures for at least four aerodromes
per year.

Ownership
Airways will cover the cost for the development and maintenance of RNAV approach and
departure procedures, serving both ends of the main sealed runway at locations supporting
regular air transport operations.
RNAV procedures supporting emergency services will normally be developed and maintained by
Airways at cost.
Where procedures will benefit significant numbers of operators at locations not meeting the
specified criteria, procedures may be developed and maintained at Airways’ expense, subject to
justification and approval.
Other procedures may be developed and maintained at the expense of individual operators or
airport companies, provided the Airways sponsored programme is not compromised.

Augmentation and integrity

RAIM (Receiver autonomous integrity monitoring) is provided by Airways for the New Zealand
and Auckland Oceanic FIR. Refer AIC 1/04.

Consultation
A proposed schedule for the development of RNAV procedures is attached. This will be updated
regularly for industry consultation.
Where the introduction of an RNAV procedure is associated with the withdrawal of an existing
navigation aid, Airways will consult separately for each facility so identified. The attached
schedule highlights navigation aids already identified for withdrawal.
Consultation will involve issues relating to approach/departure procedures, as well as the
impact on enroute procedures.

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PROPOSED RNAV NON-PRECISION APPROACH IMPLEMENTATION SCHEDULE
The following is a proposed schedule of work to implement RNAV approaches, and where
necessary, departures and withdrawal of associated ground-based navigation facilities. Any
affected enroute navigation procedures will be re-developed where necessary.
Publication dates are subject to change.

Approach Location Proposed Facilities to be

Procedure Publication Date Decommissioned
RNAV – GNSS Nelson Published “AY” NDB — 4 JUN 09
RNAV – GNSS Oamaru Published “OU” NDB — 4 JUN 09
RNAV – GNSS Napier 4 JUN 09 “NR” NDB — 3 JUN 10
RNAV – GNSS Invercargill 4 JUN 09 “NV” NDB — 3 JUN 10
RNAV – GNSS Westport 19 NOV 09 NIL
RNAV – GNSS Hokitika 19 NOV 09 NIL
RNAV – GNSS Kaikoura* 3 JUN 10 “KI” NDB — 2 JUN 11
RNAV – GNSS Whakatane* 3 JUN 10 NIL
RNAV – GNSS Ashburton* 18 NOV 10 NIL
RNAV – GNSS Alexandra* 18 NOV 10 NIL
RNAV – GNSS Manapouri* 2 JUN 11 NIL

*Viability of the need for an RNAV approach to be assessed.

Other locations will be addressed following the above schedule. Details will be made available
at a later date.

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2/087. AIC8.
RNAV Standard Arrival Procedures (STAR) — Explanation of Use and Presentation on
Charts
Effective: 5 JUN 08
Introduction
RNAV STARS have been introduced over the past two years at Wellington, Auckland and
Christchurch. These RNAV procedures are based on navigation systems utilising GNSS or
DME/DME/IRU inputs. The criteria used are compatible with ICAO proposed RNAV-1
specification within the terminal area and RNAV-2 outside of the terminal areas.
The intention, once the appropriate rules and advisory circulars are in place, is to convert all
RNAV segments to RNAV-2 for enroute operations and RNAV-1 for terminal operations.

Flight Plan Requirements

The addition of either G,I or R in the Item 10 of the ICAO flight plan will highlight to ATC, via
the ATM system, that the aircraft is RNAV capable and will therefore be issued with an RNAV
STAR by default.
Aircraft will normally be cleared for the STAR prior to TOD. Aircraft unable RNAV will either be
issued an alternative conventional STAR (if available), alternative routing or radar vectors.

Altitude and Speed Constraints

Vertical restrictions are designed to contain the aircraft in controlled airspace (unless specifically
mentioned otherwise), provide obstacle/terrain clearance and to avoid where possible conflict
with departing aircraft i.e. for Air Traffic Management purposes.
Speed restrictions are designed for Air Traffic Management reasons to ensure an efficient flow of
traffic.
Pilots shall comply with the speed and altitude constraints depicted, unless specifically
authorised by ATC to do otherwise.
ATC will issue a level(s) to descend to on the STAR. Descent shall be in accordance with the
published profile (constraints) of the STAR.
Note: Route segment MSA have been depicted on STAR charts primarily for contingency
purposes.

Phraseologies
A clearance for a STAR and descent to an intermediate level is typically issued by the Area
Control using the following phraseology:
“CLEARED POKOM TWO BRAVO ARRIVAL RWY 05R, DESCEND TO ……(ft)”
In the initial contact with the Approach Control, the STAR designator will again be included in
the descent clearance:
“DESCEND (CONTINUE DESCENT) VIA POKOM TWO BRAVO ARRIVAL RWY 05R
TO ……(ft)”
If initial clearance limits descent to an intermediate level, subsequent descent clearances will
not include the STAR designator to reduce the RT congestion. The following will be used:
“CONTINUE DESCENT TO ……(ft)”
While complying with the descent clearance, pilot-in-command is required to continue following
the STAR unless it has been explicitly cancelled by ATC.

Descent Below the Published Vertical Profile

ATC may instruct an aircraft to descend below the published profile on a STAR in accordance
with the radar terrain contour map. While complying with this instruction, the pilot-in-command
is required to maintain lateral tracking.
“CONTINUE TRACKING VIA STAR, DESCEND TO ……(ft), RADAR TERRAIN (reason).”

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Lateral Diversions
It may be necessary to take an aircraft off the STAR, with the expectation that they will rejoin
the STAR at a subsequent waypoint.
Eg.
“FLY HEADING XXX, RADAR VECTORS FOR (reason), EXPECT TRACKING TO (next
STAR point) WHEN CLEAR/ABLE.”
And then when clear/able.
“TRACK DIRECT TO (next STAR point)”

Presentation of RNAV STAR in AIPNZ

STARS are presented in diagrammatic and textual format. The STAR designator will include
word RNAV. STAR charts that depict RNAV procedures only will also have word RNAV in the title
of the chart.
Following an industry consultation, WEF 5 JUN 08 the depiction of STAR procedures on AIP
charts will have a modified format as shown on the sample chart below. The charts issued
before this date will be gradually updated.

Contact
For further information or any enquiries regarding these procedures please contact:
Obrad Puskarica
Team Leader Aeronautical Design and Development
Airways NZ
PO Box 294
WELLINGTON 6140
e-mail: obrad.puskarica@airways.co.nz

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10
AIC cancelled
1/07

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