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Certification Criteria Supporting RNAV Approach Operations in ECAC

Geoff Burtenshaw, Safety Regulation Group - U.K. CAA

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Presentation 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
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Presentation 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
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Evolution of Approach Types

Today
ILS VOR NDB LOC

VOR-DME BCRS

LOC-DME LDA

SDF

NDB-DME VOR-ARC

VOR on Arpt NDB-NDB RNAV 2-D SRA

NDB on Arpt RNAV 3-D Discrete

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Problems with Todays NonPrecision Approach Operations

EUROCONTROL

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navaid Constructed and flown with Dive and Drive philosophy Can lead to de-stabilised approaches Procedures have become outdated Too many types: Flight crew recency Cost of training for multiple procedure types Equipment maintenance costs and restricted capacity of navigation database
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Safety Initiatives

EUROCONTROL

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
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Evolution of Approach Types

Today
ILS VOR NDB LOC

Tomorrow

VOR-DME BCRS

LOC-DME LDA ILS/MLS/GLS (xLS) Overlay with CDFA RNP-RNAV RNAV

SDF

NDB-DME VOR-ARC

VOR on Arpt NDB-NDB RNAV 2-D SRA

NDB on Arpt RNAV 3-D Discrete

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Tomorrow's Environment

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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
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Regulatory 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

EUROCONTROL

Two new Temporary Guidance Leaflets:

RNAV Approach Operations, TGL XY RNP-RNAV Approach Operations, TGL XZ
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JAR-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
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New 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
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JAA Criteria Supporting RNAV and Category I, II, III Operations

ACJ 20X9 RNP 10 Operations
and

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TGL No. 10
Precision RNAV (P-RNAV) En-route (in designated airspace) Standard Instrument Departures (SID) Standard Terminal Arrival Routes (STAR) Initial Approach and Intermediate Approach to FAWP

TGL No. XY
RNAV Approach

JAR-AWO and JAROPS 1

Category II, III and Takeoff Operations JAR-AWO Subpart 1 - Automatic Landing System Subpart 2 - Category II ILS/MLS Subpart 3 - Category III ILS/MLS Subpart 4 - Take-off in Low Visibility HUD Information Leaflets JAR-OPS 1 Subpart E - All Weather Operations

ACJ 20X4
formerly

TGL No. XZ
RNP-RNAV Approach Based on DME/DME, B-GNSS & S-BAS sensors and LNAV, LNAV-VNAV guidance

TGL No. 2 Rev 1

Basic RNAV (B-RNAV)
Oceanic RNP 10 and En-route

Descent RNP 1 Climb RNP 1 Takeoff RNP .3 Approach RNP.5

FAWP RNP.3 DH 200 DH 100 LOW VIS T.O. RVR <200m CAT III

Note: xLS encompasses ILS, MLS and GLS

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Common 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

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Common Structure Between TGLs XY and XZ

Aircraft Flight Manual Operational criteria Normal, non-normal procedures Reportable events Flight crew training Navigation database integrity Documentation Fleet approvals
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Specific 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
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Specific 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
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Specific Features of TGL XZ

Scope To support RNP 0.3 RNAV approvals but also airworthiness demonstration for < 0.3 NM Special aircraft and aircrew authorisation requirements not identified Applicability RNP-RNAV compliant systems (MASPS ED75()/DO-236() Description of RNP and RNP-RNAV
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RNP-RNAV Concept (Total System)

RNP-RNAV system provides:

EUROCONTROL

10-5 /2xRNP assurance of navigation performance, as a tool to facilitate safety assessments for separation and obstacle clearance 95% performance accuracy 10-4 continuity of RNP capability for an RNP type Situation information, flight planning capabilities, checks/alerts to minimise exposure to manual errors
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Specific 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)
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Specific Features of TGL XZ

Annexes containing: Operational issues Training and crew qualification issues Further background material on RNP RNP-RNAV < 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
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TGL 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 2003 TGL XY available early 2004

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Evolution of Approach Types

Today
ILS VOR NDB LOC

Tomorrow

The Future

VOR-DME BCRS

LOC-DME LDA ILS/MLS/GLS (xLS) Overlay with CDFA RNP-RNAV RNAV xLS, RNP, RNP-RNAV

SDF

NDB-DME VOR-ARC

VOR on Arpt NDB-NDB RNAV 2-D SRA

NDB on Arpt RNAV 3-D Discrete

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The 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 other ICAO regions planning? Harmonisation? The issues Some possible solutions
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International 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
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Required Navigation Performance

Term is imprecisely used: 95% accuracy? Functional requirements? RNP-RNAV definition (including containment)? Full MASPS compliance? Allowable derogations?

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A 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

EUROCONTROL

Move towards performance-based operations

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Issues

EUROCONTROL

We have global agreement on the concept, it is the implementation we are struggling with Terminology and definitions are big issues and need to be harmonised Otherwise implementation becomes selective and regional and that is detrimental to a global / seamless airspace system Costs would be prohibitive for the air carrier community Co-ordination of implementation process across the various domains need good project management
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Possible Solutions (Categories of Approach)

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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 performancebased airspace 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

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Possible Solutions (Categories of Approach)

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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 envisaged taking account of flight guidance augmentation e.g. HUD, EVS, SVS
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Possible Solutions (RNP)

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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 relevant procedures Aid to understanding which aircraft can do what Simplify charting
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Summary
This 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
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Summary cont.

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Move to performance-based operations criteria Still issues surrounding terminology and definitions Harmonisation is essential Consider going to ICAO with proposals to amend instrument approach and landing procedure classifications Introduce sub-divisions within existing operational categories
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Summary cont.

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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

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