TGL No 10 Rev. 1
TGL No 10 Rev. 1
TGL No 10 Rev. 1
This leaflet provides guidance material for the approval of aircraft and operations in the
European region where Precision Area Navigation (P-RNAV) is required. It relates to the
implementation of area navigation within the context of the European Air Traffic Management
Programme (EATMP) and should be read in conjunction with EUROCONTROL document 003-
93 (), Area Navigation Equipment: Operational Requirements and Functional Requirements.
TABLE OF CONTENTS
REVISIONS
PREAMBLE
1 PURPOSE
2 SCOPE
3 REFERENCE DOCUMENTS
3.1 Related Requirements
3.2 Related Guidance Material
4 ASSUMPTIONS
5 SYSTEM DESCRIPTION
5.1 Lateral Navigation
5.2 Vertical Navigation
7 FUNCTIONAL CRITERIA
7.1 Required Functions
7.2 Recommended Functions
10 OPERATIONAL CRITERIA
10.1 General
10.2 Normal Procedures
10.3 Contingency Procedures
10.4 Incident Reporting
10.5 Flight Crew Training
10.6 Database Integrity
10.7 Flight Operations Documentation
Annex A Glossary
Annex B Under Revision
Annex C Evolution of Conventional Terminal Airspace Procedures to RNP-RNAV
Annex D Vertical Navigation
Annex E Flight Manual Change Sheet Template
REVISIONS
PREAMBLE
As a further development of the concept of area navigation within the European region,
Precision Area Navigation (P-RNAV) is to be implemented in terminal airspace as an interim
step to obtain increased operating capacity together with environmental benefits arising from
route flexibility.
In accordance with the EUROCONTROL Navigation Strategy, the carriage of RNAV equipment
capable of precision navigation will be optional enabling the initial application of P-RNAV in
terminal airspace for suitably equipped aircraft. The P-RNAV application addresses a navigation
performance for track keeping accuracy but does not satisfy all aspects of the Required
Navigation Performance (RNP) concept promulgated by ICAO in documents 9613 and 9650. P-
RNAV is expected to be progressively replaced by RNP-RNAV operations from about 2005.
This leaflet provides guidance material for the airworthiness approval of area navigation
systems and their use for P-RNAV operations. The guidance is consistent with
EUROCONTROL publications dealing with related operational and functional requirements, and
with the design of terminal airspace procedures for DME/DME and GNSS based area
navigation.
1 PURPOSE
The guidance material of this leaflet does not constitute a regulation but, when followed in its
entirety, does establish an acceptable means that can be used to obtain airworthiness approval
of a P-RNAV system, and to obtain the necessary operational approval for its use in designated
European airspace. An applicant may elect to use an alternative means of compliance.
However, that means of compliance must meet the objectives of this leaflet and be acceptable
to the responsible authority. Compliance with this leaflet is not mandatory hence use of the
terms shall and must apply only to an applicant who elects to comply with this leaflet as the
means to obtain airworthiness and operational approval.
This leaflet may be amended periodically and will be replaced in due course by appropriate JAR
Requirements, Advisory or Interpretative and Explanatory Material.
2 SCOPE
2.1 The guidance material includes airworthiness and operational approval criteria related to
P-RNAV systems intended to be used under Instrument Flight Rules, including Instrument
Meteorological Conditions, in designated European airspace. It addresses general certification
considerations including functional requirements, accuracy, integrity, continuity of function, and
system limitations together with operational considerations.
2.2 The guidance material is applicable to P-RNAV operations in terminal airspace and,
where implemented by states, to en-route navigation. For the purposes of this leaflet, P-RNAV
procedures are expected to apply to operations including departures, arrivals, and approaches
up to the point of the Final Approach Waypoint (FAWP). For the immediate future, holding
patterns are expected to be flown with conventional procedures. For P-RNAV operations in
terminal airspace, obstacle clearance protection, up to the FAWP, will assume that aircraft
comply with the P-RNAV accuracy requirements. It should be noted, however, that the
navigational accuracy required for the final flight phase of the intermediate segment will be
influenced by the transition to, and requirements of the subsequent flight phase.
2.3 The final approach, i.e. from the FAWP down to the runway threshold, together with the
associated missed approach, will be addressed in a future leaflet. Similarly, a future leaflet will
address the application of the concepts of RNP-RNAV.
2.4 The P-RNAV application addresses a navigation performance for track keeping
accuracy but does not satisfy all aspects of the Required Navigation Performance concept
promulgated by ICAO in documents 9613 and 9650.
2.5 This leaflet discusses operational aspects of vertical navigation but does not give
certification criteria for such systems as vertical navigation capability is not mandated for P-
RNAV.
2.6 Section 3.2 of this leaflet refers to documents which contribute to the understanding of
the P-RNAV concept and which may support an application for approval. However, it is
important that an applicant evaluates his aircraft system and proposed operational procedures
against the criteria of this leaflet. Unless stated to the contrary in this leaflet, systems and
procedures previously approved as compliant with earlier area navigation guidance material will
need to be re-evaluated to identify where additional approval effort , if any, is needed.
2.7 Compliance with this leaflet provides a basis for, but by itself does not constitute, an
operational approval to conduct P-RNAV operations. Aircraft operators should apply to their
national authority for such an approval.
2.8 A glossary of terms and acronyms used in this leaflet is given in Annex A.
3 REFERENCE DOCUMENTS
3.2.1 ICAO
3.2.2 JAA
3.2.4 FAA
AC 90-94 Guidelines for Using GPS Equipment for IFR En-route &
Terminal Operations & for Non Precision Instrument
Approaches.
4 ASSUMPTIONS
Applicants should note that this guidance material is based on the following assumptions
concerning the measures taken by the responsible airspace authorities to safeguard P-RNAV
operations in the European region:
(f) Barometric altitude compensation for temperature effects is accounted for in accordance
with current approved operating practices. (Temperature compensation is not addressed as
a special P-RNAV consideration in this leaflet).
(g) The supporting navigation infrastructure, including the GNSS space segment, is monitored
and maintained and timely warnings (NOTAM) are issued for non-availability of a P-RNAV
procedure, if navigational aids, identified in the AIP as critical for a specific P-RNAV
procedure, are not available.
(h) For procedures which allow aircraft to rely only on GNSS, (see paragraph 5.1), the
acceptability of the risk of loss of P-RNAV capability for multiple aircraft due to satellite
failure or RAIM holes, has been considered by the responsible airspace authority. Similarly,
the risk is considered where a single DME supports multiple P-RNAV procedures.
(i) The particular hazards of a terminal area and the feasibility of contingency procedures
following loss of P-RNAV capability are assessed and, where considered necessary, a
requirement for the carriage of dual P-RNAV systems is identified in the AIP for specific
terminal P-RNAV procedures, e.g. procedures effective below the applicable minimum
obstacle clearance altitude, or where radar performance is inadequate for the purposes of
supporting P-RNAV.
Note: Airspace authorities may need to amend their national legal code to establish the power to require that
P-RNAV or dual P-RNAV systems be carried in airspace notified for the purposes of these requirements.
(j) Where reliance is placed on the use of radar to assist contingency procedures, its
performance has been shown to be adequate for that purpose, and the requirement for a
radar service is identified in the AIP.
(k) RT phraseology appropriate to P-RNAV operations has been promulgated.
(l) Navigation aids, including TACAN, not compliant with ICAO Annex 10, are excluded from
the AIP.
5 SYSTEM DESCRIPTION
5.1.1 For lateral navigation, the RNAV equipment enables the aircraft to be navigated in
accordance with appropriate routing instructions along a path defined by waypoints held in an
on-board navigation database.
5.1.2 For the purposes of this leaflet, P-RNAV operations are based upon the use of RNAV
equipment that automatically determines aircraft position in the horizontal plane using inputs
from the following types of positioning sensor (in no specific order of priority):
(a) Distance Measuring Equipment giving measurements from two or more ground stations
(DME/DME).
(b) Very high frequency Omni-directional Radio range with a co-located DME (VOR/DME)
where it is identified as meeting the requirements of the procedure.
(c) Global Navigation Satellite System (GNSS).
(d) Inertial Navigation System (INS) or Inertial Reference System (IRS ), with automatic
updating from suitable radio based navigation equipment.
Notes: (1) LORAN-C is not an acceptable navigation sensor for terminal airspace operations.
(2) TACAN beacons may be included in the on-board navigation database and used to
supplement DME provided they meet ICAO Annex 10 Standards and are listed in the AIP.
(3) The term GNSS refers to the US Department of Defence Global Positioning System (GPS) with
barometric altitude augmentation and Receiver Autonomous Integrity Monitoring (RAIM), or to a
GPS with Aircraft Based Augmentation System (ABAS), or Space Based Augmentation System
(SBAS), e.g. EGNOS. See also JAA TGL 3 rev 1, Appendix A, paragraphs 2.4 and 2.5.
(4) Limitations for the use of inertial data, as the means of determining aircraft position during short
periods of loss of radio updating, are discussed in further detail in paragraph 8.4.
5.1.3 Navigation parameters, such as distance and bearing to a waypoint, are computed from
the aircraft position and the location of the waypoint. Guidance, referenced to the path between
two waypoints, is then output to navigation displays and guidance systems to enable the
desired path to be followed.
Although this leaflet does not set criteria for the approval of vertical navigation systems, a brief
description is included in Annex D to aid understanding of the overall navigation function and
the relationship of VNAV to this guidance material.
The following performance certification criteria are defined for the airborne systems on the basis
that the Assumptions of Section 4 are valid.
6.1 Accuracy
During operations on routes or in areas notified exclusively for P-RNAV equipped aircraft, the
lateral track keeping accuracy of the on-board P-RNAV system shall be equal to or better than
+/- 1 NM for 95% of the flight time.
Notes: (1) The track keeping accuracy is dependent on the navigation system error (a combination of path
definition error, position estimation error and display error) and Flight Technical Error (FTE). It
corresponds to the accuracy component of RNP-1 and RNP-1 RNAV. Further explanation may be
found in documents ED-75A / DO-236A.
(2) For the purposes of obstacle clearance, a FTE of ± 0.5NM is assumed for the departure (except at the
departure end of the runway where, in accordance with PANS-OPS Doc 8168, Volume II, Part II, 7.3.2
and 8.1, a value of ±0.1NM is assumed), ±1NM for the initial and intermediate segments, and 2NM for
en-route.
(3) The objective behind this chosen level of performance is to enable RNAV systems based on DME/DME,
as currently installed in many aircraft, to be used in terminal airspace on P-RNAV procedures designed
according to the published criteria without further evaluation of system accuracy.
(4) Provided that the assumption of paragraph 4(c) has been shown to be valid in respect of typical DME
performance, then, for RNAV systems that have been declared (e.g. in the Aircraft Flight Manual) to be
compliant with the 2D navigation accuracy criteria of FAA AC 90-45A, AC 20-130(), FAA TSO-C115(),
or JAA JTSO-2C115(), the intent of this paragraph is considered as satisfied and no further accuracy
demonstration is required. However, such a Flight Manual statement, by itself, does not constitute an
airworthiness approval for P-RNAV and compliance with all other criteria of this leaflet will need to be
shown.
6.2 Integrity
With respect to the airborne system, the probability of displaying hazardously misleading
navigational or positional information simultaneously to both pilots shall be Remote.
Notes: (1) In the context of P-RNAV operations in the terminal area, hazardous should be interpreted as involving
misleading information without a timely warning and which, in the absence of other cues, is unlikely to
be detected by the flight crew.
(2) An airborne safety objective of Remote is an alleviation to the current guidelines of paragraph
4.a.(3)(viii) of AMJ 25-11, which specifies Extremely Remote for the departure, arrival and approach
phases of flight. This alleviation recognises that the PANS-OPS procedure design, and PANS-RAC air
traffic separation criteria, account for and accommodate these type of aircraft and their system integrity
in current airspace. Furthermore, conservative safety margins are used in the design of P-RNAV
procedures such that the risks are not increased above those currently experienced.
(3) A safety objective of Extremely Remote will continue to be applicable to a precision approach on the
final segment i.e. from the FAWP down to the runway.
(4) Systems approved for RNP operations have capabilities exceeding that required for P-RNAV
operations. These systems provide higher navigation integrity through implementation of containment
and by giving the flight crew better awareness of accuracy through the availability of estimated position
uncertainty.
(5) Probability terms are defined in JAA AMJ 25.1309.
7 FUNCTIONAL CRITERIA
Table 1 lists and describes the minimum system functions required for P-RNAV operations.
1 Display elements, e.g. CDI, (E)HSI, each with a lateral deviation display, To/From flag,
and failure indicator, for use as primary flight instruments for navigation of the aircraft, for
manoeuvre anticipation, and for failure/status/integrity indication, visible to the pilot and
located in the primary field of view when looking forward along the flight path. The course
selector of the deviation display shall be automatically slaved to the RNAV computed path.
The deviation display shall have a full-scale deflection suitable for the phase of flight and
based on the required track keeping accuracy. Scaling may be set automatically by
default logic or to a value obtained from a navigation database. The full-scale deflection
value must be known or made available for display to the flight crew. For P-RNAV
operations, a value of ±1 NM is acceptable. An acceptable alternative is a navigation map
display, readily visible to the flight crew, with appropriate map scales and giving
equivalent functionality to the lateral deviation display, except that scaling may be set
manually by the pilot.
Note: JAA JTSO-C129a, for GPS equipment, prescribes scaling values of 5.0 NM for en-
route, 1.0 NM for terminal airspace, and 0.3 NM for a non-precision approach.
2 Capability to continuously display to the pilot flying, on the primary flight instruments for
navigation of the aircraft, the RNAV computed desired path (DTK) and aircraft position
relative to the path.
3 Where the minimum flight crew is two pilots, means for the pilot not flying to verify the
desired path and the aircraft position relative to the path.
4 A navigation database, containing current navigation data officially promulgated for civil
aviation, which can be updated in accordance with the AIRAC cycle and from which
terminal airspace procedures can be retrieved and loaded into the RNAV system.
The resolution to which the data is stored must be sufficient to achieve the required track
keeping accuracy.
The database must be protected against flight crew modification of the stored data.
Note: When a procedure is loaded from the database, the RNAV system is required to fly
it as published. This does not preclude the flight crew from having the means to modify a
procedure or route already loaded into the RNAV system as permitted by Section 10.
However, the procedure stored in the database must not be modified and must remain
intact within the database for future use and reference.
5 Means to display the validity period of the navigation database to the flight crew.
6 Means to retrieve and display data stored in the navigation database relating to individual
waypoints and navigation aids, to enable the flight crew to verify the procedure to be
flown.
Table 2 lists and describes system functions recommended for P-RNAV operations.
1 Capability to fly a path parallel to, but offset left or right from, the original active route.
The system should provide for entry of an offset distance of at least 20 NM in increments
of 1 NM. Operation in offset mode should be clearly indicated to the flight crew. When in
offset mode, the system should provide reference parameters (e.g. cross-track deviation,
distance-to-go) relative to the offset path and offset reference points. An offset should not
be propagated through route discontinuities, unreasonable path geometry, or beyond the
initial approach waypoint. Prior to the end of the offset path, indication should be provided
to the flight crew, to allow sufficient time to return to the original active route. Once a
parallel offset is activated, it should remain active for all route segments of the flight plan
until either it is removed automatically, until the flight crew enter a Direct-To routing, or
until flight crew (manual) cancellation.
Note: The purpose of this function is to enable offsets for tactical operations authorised by
ATC (e.g. weather avoidance). It is not intended to be used for strategic offsets which will
be promulgated and coded in the navigation database as separate parallel routes.
2 Coupling to the flight director and /or automatic pilot from the RNAV system with
unambiguous mode indication. (See also paragraph 8.1.1 (e)).
3 Capability for vertical navigation based upon barometric inputs. (See Annex D).
4 For an RNAV system using DME/DME updating, supported by IRS, means for automatic
runway position update at the start of the take-off run including means to enter a distance
offset for situations where the published threshold and the actual start of the take of run
differ (i.e. take-off shift).
5 Display of the navigation mode in the pilot’s primary field of view.
6 Capability to execute leg transitions and maintain tracks consistent with the following
ARINC 424 path terminators, or equivalent:
Holding Pattern to a Manual Termination (HM)
Holding Pattern to an Altitude (HA)
Holding Pattern to a Fix (HF)
Constant Radius to a Fix (RF).
Notes: (1) Path terminators are defined in ARINC Specification 424, and their application
is described in more detail in documents EUROCAE ED-75A/ RTCA DO-236A,
ED-77/ DO-201A, and EUROCONTROL document NAV.ET1.ST10.
(2) The RF leg type is unique to RNP-RNAV systems whereas the other types
may exist in non-RNP systems.
8.1 General
Where practicable, to get a concurrent process that ensures the operational evaluation rationale
is based on the certification rationale for the particular equipment installation, the airworthiness
assessment of this Section should be performed in conjunction with the operational evaluation
of Section 10, taking account of the proposed normal and contingency procedures. The
following compliance guidelines assume that the aircraft is equipped in accordance with JAR-
OPS 1 Sub-part L for IFR flight, or equivalent national requirements.
In demonstrating compliance with this leaflet, the following specific points should be noted:
(a) The applicant will need to submit, to the responsible authority, a compliance
statement which shows how the criteria of this leaflet have been satisfied. The
statement should be based on a plan, agreed by the responsible authority at an
early stage of the implementation programme. The plan should identify the
certification data to be submitted which should include, as appropriate, a system
description together with evidence resulting from the activities defined in the
following paragraphs.
(b) Compliance with the airworthiness requirements for intended function and safety
may be demonstrated by equipment qualification, system safety analysis,
confirmation of appropriate software design assurance level (i.e. consistent with
paragraph 6.2), performance analyses, and a combination of ground and flight
tests. To support the approval application, design data will need to be submitted
showing that the objectives and criteria of Sections 6 and 7 of this leaflet have
been satisfied.
(c) Use of the RNAV systems and the manner of presentation of lateral and vertical
guidance information on the flight deck must be evaluated to show that the risk of
flight crew error has been minimised. In particular, during the transition to the
final approach, the display of ILS information simultaneously with RNAV
information to a flight crew member will need careful consideration.
(d) Equipment failure scenarios involving conventional navigation sensors and the
RNAV system(s) must be evaluated to demonstrate that adequate alternative
means of navigation are available following failure of the RNAV system, and that
reversionary switching arrangements, e.g. VOR#2 on HSI#1, do not lead to
misleading or unsafe display configurations. The evaluation must consider also
the probability of failures within the switching arrangements
(e) The coupling arrangements for the RNAV system to flight director/automatic pilot
must be evaluated to show compatibility and that operating modes, including
RNAV system failures modes, are clearly and unambiguously indicated to the
flight crew.
(f) To comply with Section 7, Table 1, item 18, and Table 7.2, item 6 (if applicable),
the execution of all leg types (in particular when intercepting a CF leg) must be
shown to be possible without the need for manual intervention, i.e. without
disengaging the RNAV mode, and then a manual course selection. This does not
preclude means for manual intervention when needed.
The applicant will need to submit, to the responsible authority, a compliance statement which
shows how the criteria of this leaflet have been satisfied for existing installations. Compliance
may be established by inspection of the installed system to confirm the availability of required
features and functionality. The performance and integrity criteria of Section 6 may be confirmed
by reference to statements in the Aircraft Flight Manual or to other applicable approvals and
supporting certification data. In the absence of such evidence, supplementary analyses and/or
tests may be required. Paragraph 9.3 addresses Aircraft Flight Manual changes that might be
necessary.
The navigation database updating process shall comply with EUROCAE ED-76 / RTCA DO--
200A, or equivalent approved procedures (see paragraph10.6).
8.3.1 The use of GPS to perform P-RNAV operations is limited to equipment approved under
FAA TSO-C145 and TSO-146, and JTSO-C129a/ TSO-C129 (), in the equipment classes: A1, B1,
C1, B3 and C3, and which support the minimum required system functions specified in Section 7,
Table 1 of this leaflet. Receiver Autonomous Integrity Monitoring (RAIM), or an equivalent means
of integrity monitoring as part of a multi-sensor navigation system, must be provided.
8.3.3 GPS with the capability for satellite Fault Detection and Exclusion (FDE) is
recommended to improve Continuity of Function.
In the event of unavailability or loss of radio sensor derived automatic position updating, it is
permissible to use, for a short period of time, data from an inertial system as the only means of
positioning. For such operations, in the absence of a position integrity indication, the applicant
must establish how long the aircraft can maintain the required accuracy using only inertial data.
Both take-off and terminal area operations will need to be considered and may need to be
addressed in the contingency procedures. The limits may be based on an acceptable drift rate
model as agreed by the responsible aircraft operations authority .
Installation of area navigation systems with different crew interfaces can be very confusing and
can lead to problems when they have conflicting methods of operation and conflicting display
formats. There can be problems even when intermixing different versions of the same
equipment. For approach operations, intermixing of RNAV equipment is not permitted. As a
minimum, consideration must be given to the following potential incompatibilities particularly
where the flight deck architecture includes cross coupling capabilities (e.g. GNSS-2 switched to
drive the number 1 displays).
(a) Data entry: The two systems must have consistent methods of data entry, and
similar pilot procedures for accomplishing common tasks. Any differences should be
evaluated for pilot workload. If the wrong procedures are used, (for example, the
data entry procedures for the offside system are used by mistake for the onside),
there must be no misleading information and it must be easy to identify and recover
from the mistake.
(b) CDI scaling: Sensitivity must be consistent or annunciated.
(c) Display symbology and mode annunciation: There must be no conflicting symbols
or annunciation (e.g., a common symbol used for two different purposes), and
differences should be specifically evaluated to evaluate the potential confusion they
may cause.
(d) Mode logic: The modes internal to the equipment and their interface to the rest of
the aircraft must be consistent.
(e) Equipment failure: The effect of failure of one unit must not result in misleading
information.
(f) Displayed data: The display of primary navigation parameters must use consistent
units and a consistent notation. Any inconsistency in the display of the primary
information will not be approved.
(g) Database differences: Due to the inherent data conflict, differences in the area
navigation database will not be permitted.
9.1 For new or modified aircraft, the Aircraft Flight Manual (AFM) or the Pilot’s Operating
Handbook (POH), whichever is applicable, should provide at least the following information.
This limited set assumes that a detailed description of the installed system and related
operating instructions and procedures are available in other approved operating or training
manuals.
(a) A statement which identifies the equipment and aircraft build or modification
standard certificated for P-RNAV operations or having RNP-1 or better capability.
9.2 In the absence of suitable material in other approved operating or training manuals,
appropriate amendments or supplements to cover P-RNAV operations will need to be provided
for the following sections of the Flight Manual, or the Pilot’s Operating Handbook, whichever is
applicable:
• Limitations
• Normal Procedures
• Abnormal Procedures
• Emergency Procedures
• Performance
9.3 For existing aircraft already equipped with an RNAV system but where the Flight Manual
or Pilot’s Operating Handbook does not define, or is unclear about, the system capability, the
aircraft operator may adopt, as an alternative to Change Sheets or Supplements produced by
the aircraft constructor, one of the following options, subject to agreement of the responsible
authority:
(a) Submit a compliance statement as discussed in 8.1.2 together with a proposed
Supplement, devised by the operator, in accordance with the guidelines of 9.1, and
in a format using the template given in Annex E; or
9.4 Systems approved for RNP operations have capabilities exceeding that required for P-
RNAV operations. These systems provide higher navigation integrity through implementation of
containment integrity and by giving the flight crew better awareness of accuracy through the
availability of estimated position uncertainty. Therefore, reference in the AFM to specific
RNP(s) of the system may then be used in determining compatibility of the RNAV capability with
the performance required for specific flight operations.
10 OPERATIONAL CRITERIA
10.1 General
10.1.1 An operational evaluation based on the criteria /rationale of paragraphs 8.1.1(c) to (f), or
paragraph 8.1.2, as applicable, will need to be made to confirm the adequacy of the operator’s
normal and contingency procedures for the particular equipment installation.
10.1.2 The following guidelines may be used by the operator to develop operating procedures
that are appropriate to the aircraft installation and to the environment within which the aircraft
will be operated. It should be noted that airworthiness approval alone does not authorise flight
in airspace, along routes, or for terminal area procedures for which P-RNAV approval is
required. Operational approval will be stated in the applicable Air Operator Certificate, or issued
in accordance with national procedures, as appropriate.
10.2.1.1 During the pre-flight planning phase, the availability of the navigation infrastructure,
required for the intended operation, including any non-RNAV contingencies, must be confirmed
for the period of intended operation. Availability of the onboard navigation equipment
necessary for the route to be flown must be confirmed. The onboard navigation database must
be appropriate for the region of intended operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures for the departure, arrival and alternate
airfields.
10.2.1.2 Where the responsible airspace authority has specified in the AIP that dual P-RNAV
systems are required for specific terminal P-RNAV procedure, the availability of dual P-RNAV
systems must be confirmed. This typically will apply where procedures are effective below the
applicable minimum obstacle clearance altitude or where radar coverage is inadequate for the
purposes of supporting P-RNAV. This will also take into account the particular hazards of a
terminal area and the feasibility of contingency procedures following loss of P-RNAV capability.
10.2.1.3 If a stand-alone GPS is to be used for P-RNAV, the availability of RAIM must be
confirmed with account taken of the latest information from the US Coastguard giving details of
satellite non-availability.
Note: RAIM prediction may be a function of the equipment provided that satellite non-availability
data can be entered. In the absence of such a function, an airspace service provider may offer
an approved RAIM availability service to users.
10.2.2 Departure
10.2.2.1 At system initialisation, the flight crew must confirm that the navigation database is
current and verify that the aircraft position has been entered correctly. The active flight plan
should be checked by comparing the charts, SID or other applicable documents, with the map
display (if applicable) and the MCDU. This includes confirmation of the waypoint sequence,
reasonableness of track angles and distances, any altitude or speed constraints, and, where
possible, which waypoints are fly-by and which are fly-over. If required by a procedure, a check
will need to be made to confirm that updating will use a specific navigation aid(s), or to confirm
exclusion of a specific navigation aid. A procedure shall not be used if doubt exists as to the
validity of the procedure in the navigation database
Note: As a minimum, the departure checks could be a simple inspection of a suitable map display that achieves
the objectives of this paragraph.
10.2.2.2 The creation of new waypoints by manual entry into the RNAV system by the flight
crew is not permitted as it would invalidate the affected P-RNAV procedure. Route modifications
in the terminal area may take the form of radar headings or ‘direct to’ clearances and the flight
crew must be capable of reacting in a timely fashion. This may include the insertion in the flight
plan of waypoints loaded from the database.
10.2.2.3 Prior to commencing take off, the flight crew must verify that the RNAV system is
available and operating correctly and, where applicable, the correct airport and runway data
have been loaded.
10.2.2.4 Unless automatic updating of the actual departure point is provided, the flight crew
must ensure initialisation on the runway either by means of a manual runway threshold or
intersection update, as applicable. This is to preclude any inappropriate or inadvertent position
shift after take-off. Where GNSS is used, the signal must be acquired before the take-off roll
commences and GNSS position may be used in place of the runway update.
10.2.2.5 During the procedure and where feasible, flight progress should be monitored for
navigational reasonableness, by cross-checks, with conventional navigation aids using the
primary displays in conjunction with the MCDU. Where applicable and when used, the flight crew
procedures will need to include monitoring to verify automatic updating of the inertial systems to
ensure the period without updating does not exceed the permitted limit. (See paragraph 8.4).
10.2.2.6 Where the initialisation of paragraph 10.2.2.4 is not achieved, the departure should
be flown by conventional navigation means. A transition to the P-RNAV structure should be
made at the point where the aircraft has entered DME/DME coverage and has had sufficient
time to achieve an adequate input.
Note: If a procedure is designed to be started conventionally, then the latest point of transition to the P-RNAV
structure will be marked on the charts. If a pilot elects to start a P-RNAV procedure using conventional
methods, there will not be any indication on the charts of the transition point to the P-RNAV structure.
10.2.3 Arrival
10.2.3.1 Prior to the arrival phase, the flight crew should verify that the correct terminal
procedure has been loaded. The active flight plan should be checked by comparing the charts
with the map display (if applicable) and the MCDU. This includes confirmation of the waypoint
sequence, reasonableness of track angles and distances, any altitude or speed constraints,
and, where possible, which waypoints are fly-by and which are fly-over. If required by a
procedure, a check will need to be made to confirm that updating will exclude a particular
navigation aid. A procedure shall not be used if doubt exists as to the validity of the procedure
in the navigation database.
Note: As a minimum, the arrival checks could be a simple inspection of a suitable map display that achieves the
objectives of this paragraph.
10.2.3.2 The creation of new waypoints by manual entry into the RNAV system by the flight
crew would invalidate the P-RNAV procedure and is not permitted.
10.2.3.3 Where the contingency to revert to a conventional arrival procedure is required, the
flight crew must make the necessary preparation.
10.2.3.4 During the procedure and where feasible, flight progress should be monitored for
navigational reasonableness by cross-checks with conventional navigation aids using the
primary displays in conjunction with the MCDU. In particular, for a VOR/DME RNAV procedure,
the reference VOR/DME used for the construction of the procedure must be displayed and
checked by the flight crew. For RNAV systems without GNSS updating, a navigation
reasonableness check is required during the descent phase before reaching the Initial
Approach Waypoint (IAWP). For GNSS based systems, absence of an integrity alarm is
considered sufficient. If the check fails, a conventional procedure must then be flown.
Notes: (1) For example, where feasible, display bearing/range to a VOR/DME from the RNAV system and compare
the result with the RMI read-out (selected to same VOR/DME).
(2) For some systems the accuracy may be derived from the navigation mode or accuracy mode.
(3) Where the MCDU shows only integers and is unable to display errors with sufficient resolution for P-
RNAV accuracy checks, an alternative means of checking will need to be followed.
10.2.3.5 Route modifications in the terminal area may take the form of radar headings or
‘direct to’ clearances and the flight crew must be capable of reacting in a timely fashion. This
may include the insertion of tactical waypoints loaded from the database. Manual entry or
modification by the flight crew of the loaded procedure, using temporary waypoints or fixes not
provided in the database, is not permitted.
10.2.3.6 Although a particular method is not mandated, any published altitude and speed
constraints must be observed.
Note: Annex D provides further information on vertical navigation.
10.3.2 The flight crew must notify ATC of any problem with the RNAV system that results in
the loss of the required navigation capability, together with the proposed course of action.
10.3.3 In the event of communications failure, the flight crew should continue with the RNAV
procedure in accordance with the published lost communication procedure.
10.3.4 In the event of loss of P-RNAV capability, the flight crew should invoke contingency
procedures and navigate using an alternative means of navigation which may include the use of
an inertial system. The alternative means need not be an RNAV system.
Significant incidents associated with the operation of the aircraft which affect or could affect the
safety of RNAV operations, need to be reported in accordance with JAR-OPS 1.420. Specific
examples may include:
(a) Aircraft system malfunctions during P-RNAV operations which lead to:
(i) Navigation errors (e.g. map shifts) not associated with transitions from an
inertial navigation mode to radio navigation mode.
(ii) Significant navigation errors attributed to incorrect data or a navigation
database coding error.
(iii) Unexpected deviations in lateral or vertical flight path not caused by pilot
input.
(iv) Significant misleading information without a failure warning.
(v) Total loss or multiple navigation equipment failure.
(b) Problems with ground navigational facilities leading to significant navigation errors
not associated with transitions from an inertial navigation mode to radio navigation
mode.
All flight crews must receive appropriate training, briefings and guidance material in the
operation of RNAV-based departure and arrival procedures. This should cover the normal and
contingency procedures identified in paragraphs 10.2 (Normal Procedures) and 10.3
(Contingency Procedures). Wherever practicable, standard training events (simulator
checks/proficiency checks) should include departures and arrivals using the RNAV-based
procedures. The operator must ensure that the Training Manual contains appropriate material to
support P-RNAV operations. As a minimum, the items listed in Table 3 should be addressed in
the Training Manual.
Subject
Theory of RNAV, including the differences between B-RNAV, P-RNAV and RNP-RNAV.
Limitations of RNAV
Charting, database and avionics issues including:
Waypoint naming concepts.
RNAV Path terminator concepts and especially:
Use of the ‘CF’ path terminator.
Use of the ‘TF’ path terminator.
Fly-by and fly-over waypoints.
Use of the RNAV equipment including, where appropriate:
Retrieving a procedure from the database.
Verification and sensor management.
Tactically modifying the flight plan.
Addressing discontinuities.
Entering associated data such as:
Wind.
Altitude/Speed constraints.
Vertical Profile/Vertical Speed.
Flying the procedure.
Use of Lateral Navigation Mode and associated lateral control techniques.
Use of Vertical Navigation Mode and associated vertical control techniques.
Use of automatic pilot, flight director and auto-throttle at different stages of the
procedure.
RT phraseology for RNAV
The implications for RNAV operations of system malfunctions which are not RNAV
related (e.g. hydraulic failure or engine failure).
Table 3: RNAV Training Items
10.6.1 The navigation database should be obtained from a supplier holding an EASA or FAA
type 2 Letter Of Acceptance (LOA). This LOA demonstrates compliance with EUROCAE/RTCA
document ED-76/DO-200A, Standards for Processing Aeronautical Data.
10.6.3 Discrepancies that invalidate a procedure must be reported to the navigation database
supplier and affected procedures must be prohibited by a operator’s notice to its flight crew,
without delay.
10.7.1 The aircraft Operations Manual (e.g. Aircraft or Flight Crew Operating Manuals
(A/FCOM)) and check lists must be revised to take account of the information specified in 9.1,
9.2 and 9.3, and the operating procedures detailed in paragraphs 10.2 (Normal Procedures)
and 10.3 (Contingency Procedures). The operator must make timely amendments to his
Operations Manual to reflect relevant P-RNAV procedures and database checking strategies.
Manuals and checklists need to be submitted for review by the responsible authority as part of
the approval process.
10.7.2 The aircraft operator should propose an amendment to the Minimum Equipment List
(MEL) appropriate to P-RNAV operations.
11 AVAILABILITY OF DOCUMENTS
Copies of EUROCAE documents may be purchased from EUROCAE, 17 rue Hamelin, 75783
PARIS Cedex 16, France, (Fax : 33 1 45 05 72 30). Web site: www.eurocae.org.
Copies of RTCA documents may be obtained from RTCA Inc., 1140 Connecticut Avenue, N.W.,
Suite 1020, Washington, DC 20036-4001, USA., (Tel: 1 202 833 9339). Web site
www.rtca.org.
Copies of ARINC documents may be obtained from Aeronautical Radio Inc., 2551 Riva Road,
Annapolis, Maryland 24101-7465, USA. (web site http: // www.arinc.com).
Copies of JAA documents are available from JAA’s publisher Information Handling Services
(IHS). Information on prices, where and how to order, is available on the JAA web site
(www.jaa.nl) and on the IHS web sites www.global.ihs.com and www.avdataworks.com.
Copies of ICAO documents may be purchased from Document Sales Unit, International Civil
Aviation Organisation, 999 University Street, Montreal, Quebec, Canada H3C 5H7, (Fax: 1 514
954 6769, or e-mail: sales_unit@icao.org) or through national agencies.
ANNEX A GLOSSARY
The following are definitions of key terms used in the context of area navigation. For the
purposes of P-RNAV, these definitions have been adapted from those given in corresponding
ICAO, EUROCAE and RTCA documents.
Area Navigation (RNAV). A method of navigation which permits aircraft operation on any
desired flight path.
Accuracy. The degree of conformance between the estimated, measured, or desired position
and/or the velocity of a platform at a given time, and its true position or velocity. Navigation
performance accuracy is usually presented as a statistical measure of system error and is
specified as predictable, repeatable and relative.
Availability. An indication of the ability of the system to provide usable service within the
specified coverage area and is defined as the portion of time during which the system is to be
used for navigation during which reliable navigation information is presented to the crew,
automatic pilot, or other system managing the flight of the aircraft.
Continuity of Function. The capability of the total system (comprising all elements necessary
to maintain aircraft position within the defined airspace) to perform its function without non-
scheduled interruptions during the intended operation.
Integrity. The ability of a system to provide timely warnings to users when the system should
not be used for navigation.
Vertical Navigation. A method of navigation which permits aircraft operation on a vertical flight
profile using altimetry sources, external flight path references, or a combination of these.
There are a number of steps envisaged in the transition from today’s conventional terminal
airspace procedures to future RNP-RNAV procedures:
A conventional procedure design (VOR radials, NDB bearings and DME fixes/arcs, ILS,
MLS). Flown with conventional means (VOR, DME, ADF, ILS and MLS).
A conventional procedure design but stored in a navigation database using the full set of
ARINC 424 Path Terminators (currently 23 different leg types).
A conventional procedure designed specifically to meet RNAV criteria using sensors such
as VOR/DME, DME/DME and GNSS. This procedure is published as a conventional
procedure and may reference VOR radials, NDB bearings and DME fixes. However, it will
have associated waypoints to define the RNAV path. This removes the
ambiguity/approximations found in conventional procedures of paragraph (b), when flown
using RNAV systems and ensures repeatability of the intended path over the ground.
Note: This is the first step towards achieving predictable track-keeping resulting from consistent and correct
coding in the navigation databases, published waypoints and the application of fly-by turns. This can be used as
a learning period for designers, chart and AIS providers, introducing as it does the concepts of path terminators,
procedure validation, database issues, charting and publication issues.
A procedure designed specifically for RNAV using sensors such as DME/DME, GNSS and
VOR/DME. Use is made of waypoints located according to minimum distance requirements
as laid down in PANS-OPS. This procedure is identified as an RNAV procedure and the
sensor used for the design must be published. The procedure is intended for Precision
RNAV or RNP-RNAV certified system.
The conventional procedure of paragraph (a) was originally designed for hand-flown operations
and does not always lend itself to the use of RNAV systems. Navigation database providers
have had to interpret the procedure specification using the leg types available in the full ARINC
424 tool kit. This has resulted in the need for additional fixes (Computer Navigation Fixes
(CNF)) to be defined in order to construct a best fit to the procedure path. In general, these
aspects are transparent to ATC, but can result in path deviations under given conditions of
aircraft type, configuration (weight, CG), FMS manufacturer, and wind. The RNAV system,
whilst commanding path steering, may be restricted by built-in bank angle or performance limits.
The consequence of such limits may be a path deviation which may be recovered automatically
or may require pilot intervention.
At all times, the conventional procedure, be it coded according to ARINC 424 or not, may be
monitored by the flight crew against raw radio aid data, and the integrity of the navigation
database is not really an issue. From the aircraft perspective, the safety of flight envelope is
maintained, although separation from obstacles or other traffic may be lost. Hence, the major
concern with these types of procedures is their compatibility with the RNAV system and how
well the procedure can be flown under all conditions for all aircraft types. It would be preferable
for conventional procedures to be designed to take into account the limitations and constraints
of the RNAV system.
The RNP-RNAV procedures of paragraph (e) are expected to be introduced initially to take
advantage of the reduced obstacle clearance requirements associated with RNP<1 instrument
procedures and RNP MASPS compliant systems. They are expected to replace all RNAV
procedures.
(a) Although this leaflet does not set criteria for approval of vertical navigation systems, the
following provides a brief description to aid understanding of the overall navigation function and
the relationship of VNAV to this the guidance material. The flight crew must clearly understand
the application of vertical navigation mode and/or speed management, as appropriate,
particularly in the context of a continuous descent profile.
(b) For vertical navigation, the system compares the determined vertical position
(barometric altitude) with a desired vertical profile derived from altitude data, a vertical angle, or
a vertical flight profile, applicable to that route or procedure and selected from an on-board
navigation database. The desired vertical profile to be followed and the difference between it
and the determined vertical position are then output to the following types of system to enable
the profile to be followed:
(c) Some systems may provide the capability to determine optimised climb and descent
profiles based on aircraft performance characteristics (including engine performance), aircraft
weight, aircraft speed, prevailing meteorological conditions, operator cost constraints, and
published altitude and speed constraints associated with a particular arrival/approach/departure
procedure.
(d) A VNAV capability is optional for P-RNAV. It should be possible to fly a published
descent profile conventionally manually, given adequate flight deck information and with
appropriate crew training.
(e) Unless a published VNAV procedure is being flown, the vertical profile between two
altitude constraints is always at the pilot’s discretion. However, the flight crew should aim,
wherever possible, to adhere to the optimum vertical profile. Crews should recognise that there
are a number of methods by which adherence to the path can be achieved. Where a VNAV
procedure is published, the flight crew are required to fly in accordance with the published
constraints.
(f) Use of GNSS is only considered as a sensor for the purposes of lateral navigation and
its use for vertical navigation is not addressed by this leaflet.
(g) Further description of VNAV functionality and performance requirements, and their
relationship with RNP-RNAV, may be found in EUROCAE/RTCA documents ED-75A/DO-236A.
The limitations and information contained herein either supplement or, in the case of conflict,
override those in the flight manual.
LIMITATIONS
1 Area Navigation System (xyz system) has satisfied only the requirements defined in
[delete or add as applicable]:
(a) P-RNAV JAA Temporary Guidance Material, Leaflet No. (this leaflet): Airworthiness and
Operational Approval for Precision RNAV Operations in Designated European Airspace.
(b) B-RNAV JAA Temporary Guidance Material, Leaflet No. No. 2 Rev. 1: JAA Guidance
Material On Airworthiness Approval And Operational Criteria For The Use Of Navigation Systems In
European Airspace Designated For Basic RNAV Operations.
(c) GNSS JAA Temporary Guidance Material, Leaflet No. 3 Rev. 1: JAA Interim Guidance
Material On Airworthiness Approval And Operational Criteria For The Use Of the NAVSTAR
Global Positioning System (GPS).
(d) OCEANIC/REMOTE FAA Notice N8110.60: GPS As A Primary Means Of Navigation For
Oceanic/Remote Operations.
To be inserted in the flight manual facing Section (....), Page (....), and the revisions record sheet amended accordingly.
Signature: Date:
(a) The supplement/change sheet should be written to fit the size and style of the
Flight Manual supplied by the aircraft constructor and to which it refers, preferably
without resorting to photo-reduction.
(c) Each change sheet must be uniquely identifiable within a referenced Flight
Manual.
(d) A log of change sheets should be provided for inclusion in the front of the manual.
(e) Aircraft identification (Registration etc.) should be added to the copy which goes
in the aircraft copy of the Flight Manual. Where several aircraft on the same
Flight Manual document have the same equipment, copies of the same change
sheet may be issued to each aircraft.
(f) In addition to the Limitations specified on the template and In the absence of suitable
material in other approved operating or training manuals, appropriate amendments or
supplements to cover P-RNAV operations will need to be provided for the following sections
of the Flight Manual, or the Pilot’s Operating Handbook, whichever is applicable:
• Normal Procedures
• Abnormal Procedures
• Emergency Procedures
• Performance