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NACIL (I)

TRAINING NOTES ON

REQUIRED NAVIGATION PERFORMANCE (RNP)

PERFORMANCE BASED NAVIGATION (PBN)


RNAV SIDs AND STARs

Issued by

OPERATIONS PERFORMANCE
TRAINING SECTION
CTE, HYDERABAD

October - 2009
PREFACE

RNP / RNAV Training Notes of National Aviation Company


of India Limited (Indian ) (formerly Indian Airlines Limited)
has been revised to include the provisions of CAR section 2;
series O PART XII issue II; 22nd Aug 2008 and also to
replace the logo on the page header.

Maintenance of a high degree of training standards


requires continuous review and updating of training
procedures. Therefore, the training procedures laid down in this
Manual is presently reviewed in the light of the revision issued
for the CAR section 2; series O PART XII issue II; 22nd Aug
2008 given in Control Document. While doing so, care has
been taken to ensure that no provisions stipulated by the
DGCA are contravened. Revisions as and when effected in
future will be brought to the notice of DGCA.

Place: Hyderabad Executive Director (Trg.)

Date: 5th Oct, 2009.


INDEX

Chapter Contents Pages


Ch -1 Required Navigation Performance (RNP) 1
Ch - 2 B-RNAV / P-RNAV / SIDs / STARs 23
Chapter 1

Required Navigation Performance (RNP)


Area Navigation (RNAV)

1.0 Definition

1.1 RNP is defined as a statement of navigation


performance accuracy necessary for operation within a defined
airspace and is based on Navigation Performance Accuracy
value which is expected to be achieved at least 95% of the time
by the aircraft.

1.2 RNP X Types of Operations


Presently, following are most common RNP types in
Operations.

i) RNP -10 airspace are typically oceanic routes.

ii) RNP - 5, or 4 or 2 airspace are typically


continental/domestic Routes.

iii) RNP - 1 airspace are typically SIDs / STARs or


Approach Procedure

iv) RNP 0.3, is typically used for approach.

1.3 RNAV (AREA NAVIGATION): A method of navigation


which permits aircraft operation on any desired flight path within the
coverage of referenced navigation aids or within prescribed limits of
self contained aids.
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RNAV operations support navigation in any airspace without the
need to fly directly ground based aids.

1.4 RNAV SYSTEM: A navigation system which permits


aircraft operation on any desired flight path within the
coverage of station-referenced navigation aids or within the
limits of the capability of self-contained aids, or a combination
of these. A RNAV system may be included as part of a Flight
Management System (FMS).
The specified RNAV accuracy must be met 95% of the flight
time.

RNAV1 requires a total system error of not more than 1


NM for 95% of the total flight time.
RNAV2 requires a total system error of not more than 2
NM for 95% of the total flight time.

1.4.1 RNAV1 and RNAV 2 Navigation Specification is


applicable to all ATS routes, including routes in the en route
domain, Standard Instrument Departures (SIDS), and Standard
Arrival Routes (STARS). It also applies to instrument approach
procedures up to the Final Approach Fix where promulgated.

RNAV 1 and RNAV 2 Navigation Specification were primarily


developed for RNAV operations in a radar environment (for
SIDs, radar coverage is expected prior to the first RNAV
course change).

RNAV 1 and RNAV 2 are identical, while some operating


procedures are different and RNAV 1 and RNAV 2 routes are

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envisioned to be conducted in direct controller pilot
communication environments.

RNAV 1 and RNAV 2 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 position sensors (no specific priority).

a) Global Navigation Satellite System (GNSS)


b) DME/DME RNAV
c) DME/DME/IRU RNAV
Note:
1.4.2 Area Navigation Route An ATS route established
for the use of aircraft capable of employing area
navigation.
1.4.3 RNAV Equipment- A combination of navigation
equipment used to provide RNAV guidance.

1.4.4 RNAV Operations- Aircraft operations using area


navigation for RNAV applications. RNAV operations include
the use of area navigation for operations which are not
developed in accordance with the PBN Manual.

1.5 B-RNAV
Basic RNAV has been implemented in 1998 within European
airspace. Each State has published in its AIP the range of FL

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where B-RNAV applies. All Airbus with FMS comply with
TGL2 (ACJ 20 X4, AMJ 20-X2) or AC 90-45A.B-RNAV is a
RNP -5 Type of operation, based on either radio of GPS
navigation.

Basic Area Navigation (B-RNAV) was the forerunner of the


RNAV implementation in ECAC. It was introduced to enable
en route capacity gains to be achieved with minimal aircraft
capability. It requires aircraft conformance to a track-keeping
accuracy of 5NM for at least 95% of flight time to ensure that
benefits are achieved whilst meeting the required safety targets.
B-RNAV can be achieved using inputs from VOR/DME,
DME/DME or GNSS and/or INS. B-RNAV is generally not
sufficient for Terminal Airspace RNAV operations.

1.6 P-RNAV: Precision RNAV (P-RNAV) is the natural


progression from Basic RNAV (B-RNAV) which became
mandatory in European airspace in April 1998.

Aircraft P-RNAV equipment automatically determine aircraft


desired flight path by a series of waypoints held in a database.

P-RNAV is being introduced for RNAV applications in


terminal airspace. It requires aircraft conformance to a track-
keeping accuracy of (1NM).for at least 95% of flight time,
together with advanced functionality, high integrity navigation
databases. P-RNAV capability can be achieved using inputs
from DME/DME or GNSS. Many existing aircraft can achieve
P-RNAV capability without additional onboard equipment.

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P-RNAV procedures are designed to a common set of design
principles specific to RNAV equipped aircraft. These P-RNAV
procedures will replace the wide variation of RNAV
procedures.

P-RNAV procedures will replace the current multitude of


overlay procedures many of which are unsuitable for a wide
range of aircraft types.
The P-RNAV will be supported by the ground navaid
infrastructure for FMS radio-update. Therefore GPS is not
mandatory
The most important aspect that P-RNAV offers is the
consistency in RNAV procedure design and execution. This in
itself provides a safety benefit, and is the main driver for the
introduction of P-RNAV procedures in ECAC Terminal
Airspace.

In addition ATC procedures and R/T phraseology will be


standard. This harmonized will enable all aircraft to fly
accurate and consistent flight paths in the Terminal Area.

1.7 Performance Requirements

1.7.1. Navigation Accuracy


Each aircraft operating airspace shall have a total system
navigation position error equal to, or less than, the RNP
value for 95% of the flight time.

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1.7.2. Containment Integrity
The probability that the total system navigation position error
in RNP airspace exceeds the specified cross track containment
limit without annunciation should be less than 10-5 per flight
hour.

The cross track containment limit is twice the RNP value.


1.7.3. Containment Continuity
The probability of an annunciation loss of RNP-X capability
(true or false annunciation) shall be less than 10-4 per flight
hour.

1.7.4. Functionality Requirements


In addition to the accuracy, integrity, and continuity
requirements, navigation systems must comply with
functionality requirements covering:
(i) FMS flight path definition and construction
(ii) FMS functions
(iii) Navigation database
(iv) Navigation display
(v) APs and FDs.

1.8. Nav Performance Accuracy: Elements of RNP


Containment
The term Navigation Performance Accuracy
(RNP type) is based on the total system error (TSE) allowed in
two horizontal dimensions lateral and longitudinal (cross
track and along - track).

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1.8.1 In the lateral dimension, TSE is assumed to be the
difference between the true position of the aircraft and the
center line of the route of flight programmed in the system. The
TSE is a combination of the following;

i) NAV system error,


ii) RNAV computation error,
iii) Display system error
iv) Flight technical error (FTE).

1.8.2 In the longitudinal dimension, the TSE is assumed to be


the difference between the displayed distance to a specified
waypoint and true distance to that point.

The TSE in each of these dimensions must be evaluated


independently.
A single accuracy value expresses RNP types in
nautical miles. e.g., for RNP-10, the TSE is not to exceed
10nm for 95% of total time on any portion of any single flight.

ACCURACY LIMIT X (RNP


DESIRED FLIGHT PATH VALUE)

ACCURACY LIMIT X

RNP can apply from takeoff of landing with each phase


of flight requiring a different RNP type.

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1.9. Navigation system: RNAV and RNP
Area navigation (RNAV) is the primary means of meeting
RNP requirements. RNAV operations within the RNP concept
permit flight on airspace within prescribed accuracy tolerances,
without the need to fly directly over ground-based navigation
facilities.

Any type of navigation system can be used to provide RNP,


provided it meets the required navigation performance
accuracy. RNAV equipment operates by automatically
determining the aircraft position by using from one, or a
combination of sources such as VOR, DME, and GPS.

The primary means for achieving RNP is by the use of


RNAV equipment.

Currently, a large percentage of aircraft are configured with a


combination of above equipment leading to varying degrees of
performance and RNP approvals. e.g., in European BRNAV /
RNP-5 airspace limitations based on the requirement of ground
based radio nav-aids may bean issue for an INS/IRS equipped
aircraft to gain approval.

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1.10. Minimum Equipment Requirements (Provisional
subject to approval by DGCA)

Systems RNP 1 RNP 5


(RNAV 1, RNAV 2)
FMS 1 no. 1 no.
GPS 1 no. 0 if adequate coverage
of VOR
1 if adequate coverage
of VOR not there
IRS 1 1
DME 2 2
CDU 2 2
Navigation Displays 2 2
Autopilot 1 1
A/P disengage light 1 1
MCP sw LNAV LNAV
VNAV CMD
CMD
Nav Database 1 1
A/T ARM 1 0
F/D 0 1

The FMS supplies a default required performance (RNP) value


for oceanic, Enroute terminal and approach environments.
RNAV1/RNP1 can also be supplied by the Navigation
Database or may be entered by crew.

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Default RNAV1/RNP1 value 1.0nm, and time to alert value 60
sec (465-943) / 10 sec (944-945) is set for Terminal phase of
light by the FMS

The RNAV1/RNP1 can be manually entered on FMS progress


Page 4/4. RNP is shown on the POS SHIFT, PROGRESS page
4/4 and the RTE LEGS pages.

The FMS calculates its Actual navigation Performance (ANP)


and displays this as ANP. When the ANP is to be requested for
revised instructions (non RNAV1/RNP1)
ANP should not exceed RNP.

1.11. RNP CAPABILITY

In order to match a given RNP value, the FMS-


estimated position accuracy (also called Estimated Position
Error) must be better than the RNP value. Obviously, this is
dependent on the FMS navigation-updating mode
(GPS/DME/DME, VORDME, or IRS).On the MCDU PROG
page, the required and the estimated position accuracy are
displayed, and determine the HIGH/LOW accuracy indication
(refer to FCOM 1.22.20).
The required accuracy can be default value, which is either a
function of the flight phase, or a navigation database procedure
value, or a value manually entered by the crew.
When flying in an RNP environment, the crew can insert the
appropriate RNP value in the REQUIRED ACCUR field of the
PROG page.

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- When HIGH is displayed, the RNP requirement is estimated
to be fulfilled.
- When LOW is displayed, the RNP requirement is estimated
not fulfilled. In this case:
The crew crosschecks navigation with raw data, if
available,
If the crosschecks is negative, of if raw data is unavailable,
the crew informs the ATC.
When leaving the RNP environment, the crew will clear the
manually-entered required accuracy.

Without GPS PRIMARY function


RNP accuracy criteria are met, provided radio navaid coverage
supports it for:
- RNP-1 en-route and in the terminal area, provided a required
accuracy of 1NM (1) is checked, or manually entered in the
MCDU.
- RNP-0.3 in approach, provided a required accuracy of
0.3NM (1) is checked, or manually entered in the MCDU.

Note: (1) It is possible to enter the radial equivalent to the


specified Cross track (XTK) accuracy, that is TNP multiplied
by 1.2, the EPE being an estimated radial position error.

With the GPS PRIMARY function


RNP requirements are met, provided GPS PRIMARY is
available, for:

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- RNP-1 en-route
- RNP-0.5 in the terminal areas, provided the AP or FD in
NAV mode is used.
- RNP-0.3 in approach, provided the AP or FD in NAV mode
is used.

5. RNP 10
The RNP 10 concept is based on the ICAO Manual for
Required Navigation Performance (ICAO Doc 9613) and has
been developed to reduce lateral separations in oceanic and
remote areas where no radio navaid is available for navigation.
Typically, the lateral separation is reduced from 60-100 NM to
50 NM

RNP-10 in OCEANIC or REMOTE Areas

In this kind of airspace, the aircraft is expected to fly for a long


period of time outside radio navaid coverage.
For aircraft without GPS, flight time outside radio navaid
coverage is limited. According to FAA Notice 8400. 12A this
limitation is:
- 6.2 hours since IRS ground alignment, or
- 5.7 hours since the last the FM radio update.
There is no limitation for aircraft fitted with the GPS.
Minimum required equipment to enter RNP-10 airspace is:
- Two long range navigation systems, which means:

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Two FMGC
Two MCDU
One GPS required by flight time outside radio navaid
coverage
Two IRS
Also refer to the Regional Supplementary Procedures (ICAO
Doc 7030) for specific requirements in a particular airspace.

PROCEDURES

Manual selection of a required accuracy on the MCDU is


optional.
- If manual entry of a required accuracy is desired, enter
10NM or use the radial equivalent to 10NM XTK accuracy that
is 12.2NM.

When leaving RNP-10 airspace, revert to the default required


accuracy or enter the appropriate value.
- If one of the following MCDU or ECAM messages is
displayed, check navigation with POSITION MONITOR page,
ISDU or IRS 1 (2) (3) pages, and GPS MONITOR page (if
GPS installed):
FMS1/FMS2 POS DIFF
CHECK IRS 1(2)(3)/FM POSITION
ECAM: FM/GPS POS Disagree (if GPS installed)
- Use the AP, with the navigation system checked correct.
- If unable to determine which system is correct, inform the
ATC and look for navaid raw data confirmation as soon as
possible.

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In inertial navigation, the RNP-10 capability is maintained for
5.7 hours, since the last radio update (according to FAA Notice
8400.12A), independently of the estimated accuracy displayed
on the MCDU.

6 RNP --_5
European designated Flight Information Region already
approved to operate aircraft in accordance with those
requirements of RNP 5. Oman, UAE, Bahrain & Kuwait FIR
have also introduced RNP-5 in their airspace.

7. The RNP 5 routes and airspace demand higher


accuracy of Navigation as against RNP 10. Generally, RNP 5
desired accuracies in Navigation is achieved through both
ground based Nav Aids as well as Airborne Navigation
Equipment such as INS / IRS or GPS etc. However in the case
of RNP 10 routes and airspace, the ground Navigational Aids
may not be available and hence the accuracy in Navigation is
totally dependent on Airborne Navigation Equipment such as
INS / IRS or GPS etc., alone.

8. RNP NOTIFICATIONS
8.1 RNP Specifications of a route is given in Enroute
Chapter of AIP of the country.

8.2 As per AIP Supplement No. 10/2002 dated 5th


Sep,2002, ATS route structure- Asia to/from Europe/Middle
East, South of the Himalayas (EMARSSH Project) has been

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endorsed by states concerned in three ICAO regions and
established under the auspices of the ICAO in partnership with
IATA.

8.3 The revised route structure is based on Required


Navigation Performance 10(RNP 10)

8.4 RNP 10 Routes:


i) All routes designated with L, M, N, P and UL are RNP
10 routes in Indian Air Space. These routes are aligned from
North West to South East. Other routes designated with A, B,
G, R & W, RNP 10 requirement is not applicable.

ii) The L, M, N and P routes are RNP 10 routes in


Malaysia & Singapore.

iii) In OMAN, UAE, BAHARAIN & KUWAIT Airspace


all routes irrespective of route designator are of RNP 5.

9. INDICATION OF RNP ON ICAO FLIGHT PLAN

9.1 Pilots / Flight Despatcher of aircraft meeting RNP 10


requirement must indicate R at item 10 of the ICAO Flight
Plan.
9.2 Pilots are reminded that inclusion of letter R indicates
that an aircraft meets all RNP type requirements for the entire
route of flight filed in field 15 of the ICAO Flight Plan.

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10. RNP 10 NAVIGATION REQUIREMENTS

10.1 RNP 10 approval is mandatory for aircraft to fly the


RNP 10 routes where 50NM lateral separation minima will be
applicable between tracks of RNP 10 approved aircraft.
10.2 Pilots must advise ATC of any deterioration or failures
of the navigation systems below the navigation requirements
for RNP 10. ATC shall then provided alternative clearance to
the pilot.

11. MONITORING OF AIRCRAFT NAVIGATION


PERFORMANCE

11.1 Monitoring of aircraft navigation performance is a joint


responsibility between operators, States of Registry or
States of Operators (as applicable), and the ATS
providers. The detection and reporting of non-
conformance with the navigation requirements will be
against following parameters:

a) Lateral deviations: A deviation of 15NM or more


from track centerline based on radar/ADS observations; and

b) Longitudinal deviations:
i) Where time separation is being applied by ATC
when the reported separation based on ATC verified pilot
estimates varies by 3 minutes or more from the expected
separation at the reporting point; or

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ii) Where a distance based standard is being applied by
ATC based on either ADS radar observation or RNAV distance
reports when the distance varies by 10NM or more from the
expected distance.

11.2 ATC / Radar will advise the pilot when such deviations
are observed and implement the required investigation
procedures.
11.3 The ATC / any other ground controlling authority will
initiate investigation of the causes of such deviations in
conjunction with the aircraft operator and the State of
Registry or the State of Operator, as applicable.

12 SEPARATION MINIA FOR RNP 10 ROUTES

12.1 Lateral Separation Minima:

a) A lateral separation minima of 50 NM between aircraft


equipped and approved for RNP 10 in accordance with the
provisions of paragraph 10.1
b) When an aircraft not meeting the requirement of paragraph
10.1 is approved to operate on RNP 10 route, vertical
separation shall be applied with aircraft operating on
adjacent routes.

12.2 Longitudinal Separation:

The Longitudinal Separation of 80NM RNAV or 10 minutes

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based on Mach Number Technique (MNT) separation minima
shall be applied between aircraft on the same track and 10
minutes between aircraft on crossing tracks over a Nav Aid and
15 minutes when tracks cross over a way point.

12.3 Vertical Separation:

The vertical separation minima of 2,000 ft, will be applied


between aircraft operating at FL290 and above.

13. OPERATORS RESPONSIBILITY FOR RNP 10


OPERATIONS

13.1 The operator shall ensure that a/c meet all requirements
established by the regulatory authority for RNP 10 operations.

14 RNP CAPABILITY

14.1 A320 AIRCRAFT (FCOM 2.04.51 pg1)

14.2 In order to match a given RNP value, the FMS-


estimated position accuracy (also called Estimated Position
Error) must be better than the RNP value. Obviously, this is
dependent on the FMS navigation-updating mode (GPS
/DME/DME, VORDME, or IRS/VOR/DME, IRS/DME/DME
if GPS not installed).

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14.3 On the MCDU PROG page, the required and the
estimated position accuracy are displayed, and determine the
HIGH/LOW accuracy indication (refer FCOM 1.22.20)

14.4 The required accuracy can be a default value, which is


either a function of the flight phase, or a value manually
entered by the crew.

14.5 When flying in an RNP environment, the crew can


insert the appropriate RNP value in the REQUIRED ACCUR
field of the PROG page.

When HIGH is displayed, the RNP requirement is


estimated to be fulfilled..
When LOW is displayed, the RNP required is estimated to
be not fulfilled. In this case:

14.5 The crew cross-checks navigation with raw data, if


available.

14.6 If the cross check is negative, or if raw data is


unavailable, he crew informs the ATC. When leaving
the RNP ENVIRONMENT, the crew will clear the
manually-entered required accuracy.

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15 RNP-10 IN OCEANIC or REMOTE AREA

In the kind of airspace, the aircraft is expected to fly for


a long period of time outside radio navaid coverage.

For aircraft without GPS, the flight time outside radio


navaid coverage is limited according to FAA Notice 8400.12A,
this limitation is:
- 6.2 hrs since IRS/INS ground alignment, or
- 5.7 hrs since last FM / INS radio update.
The authorities in charge of a particular airspace may
specify a different time limitation.
INS radio updating procedure may need operational
approval from the national authorities.
There is no limitation for aircraft fitted with the GPS.
Also refer to the Regional Supplementary Procedures
(ICAO Doc 7030) for specific requirements in a particular
airspace.

Minimum required equipment to enter a RNP-10 airspace


is:
A320 Aircraft (FCOM 2.04.51pg3)
Two FMGCs
Two MCDUs
Two IRS

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16. Special MEL Requirements:
The compliance of special MEL requirements for RNP,
at the time of despatch is a must.
The equipment required at the time of dispatch of RNP flight
are as follows

16.1. A319 / A320 A321 / A330Aircraft


(FCOM 2.04.51 pg3)
Two FMGCs
Two MCDUs
Two IRS

*********

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INTENTIONALLY LEFT BLANK

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Chapter 2

RNAV SIDs/STARs

1.1 Introduction
Recently, RNAV (GNSS/DME-DME-IRU) SIDS and STARs
have been implemented at Delhi, Ahmedabad and Mumbai
Airport as per AIP Supplements No.32,33,and 34 of 2008,
dated 5th June 2008 and in Chennai in 2009. To follow these
procedures, aircraft shall be GNSS/DME-DME-IRU equipped
and the navigation system shall meet ICAO RNAV-1
standard of accuracy.
The Performance Based Navigation (PBN) concept specifies
system performance requirements in terms of accuracy,
integrity, availability, continuity and functionality needed for
the proposed operations. The concept of PBN relies on the use
of an area navigation (RNAV) system.

1.1 BASIC REQUIREMENTS


As per CAR section2, series O part XII issue II, 22nd Aug
2008, no person shall operate Indian registered aircraft in
airspace designated for RNAV operations unless:
Aircraft is equipped with a RNAV system able to support the
desired navigation.
RNAV system and aircraft operations are compliant with the
requirements contained in CAR section2, seriesO part XII
issue II, 22d Aug 2008 for the particular navigation application
and authorized by DGCA for the operation.
The Operations Specifications contained in the Operating
Permit of this operator are endorsed by DGCA to conduct
RNAV operations.
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Note: The navigation specification details the flight crew and
aircraft requirements needed to support the navigation
application. This specification includes the level of navigation
performance, functional capabilities, and operational
considerations required for the RNAV system.

1.2 Approval of RNAV Systems for RNAV-X Operation


The RNAV system installed should be compliant with a set of
basic performance requirements described in the "navigation
specification "which defines accuracy, integrity and continuity
criteria, The RNAV system installed should be compliant with
a set of specific functional requirements described in the"
navigation specification". For a multisensor RNAV system, an
assessment should be conducted to establish which sensors are
compliant with the performance requirement described in the
navigation specification.

1.3 Navigation Specifications


A set of aircraft and air crew requirements needed to support
Performance Based Navigation operations within a defined
airspace. There are two kinds of navigation specification:
RNAV and RNP,
(i) A RNAV specification does not include requirements for
on-board performance monitoring and alerting.
(ii) A RNP specification includes requirements for on-board
performance monitoring and alerting. e.g. Accuracy monitoring
on PROGRES PAGE and Accuracy Alert Message coming on
MCDU and ND. Our Aircrafts (A319/A320/A321/A330) meet
RNAV and RNP spccificatios

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1.4 RNAV Terminal Instrument Procedures
The SOPs for flying P-RNAV instruments procedures are not
very different from conventional terminal area navigation using
FMS, and Airbus SOPs are generally applicable. P-RNAV
STARs/ TRANSITIONs or SIDs must be extracted from the
FMS Navigation Database to be inserted in the FMS F-PLN.

P-RNAV is a RNP-1 Type of operation, based on either


radio or GPS navigation. For Airbus aircraft, this signifies
FMS navigation with either radio navaid or GPS updating.
A single RNAV system is normally sufficient, except for
specific procedure segments below MSA, or where no
radar coverage is available. For such procedures, a dual
system may be required and mandated on the relevant
procedure chart.

Operators can assume that the ground radio navaid


infrastructure (DME/DME or VOR/DME) will be
sufficient to support RNP-1 when flying published P-
RNAV terminal procedures. IRS coasting is permitted for
short periods of time, compatible with RNP-1.

1.5 ADVANTAGES OF SID/STARs WITH RNAV /


P-RNAV

RNAV procedure design permits flight in any airspace


without the need to fly directly over classic ground based
aids. P-RNAV offers the ability to the use RNAV
functionality in all phases of flight except final approach

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and missed approach. This allows the routes in the
terminal airspace to be defined to best meet the needs of
the airport, the air traffic controller and the pilot. This
often means shorter, more direct routes with simple
connections to the en-route structure.

Careful design can also result in appropriately segregated


arrival and departure streams, thereby reducing the need
for radar vectors and hence the workload for both the pilot
and the controller.
Fewer radar vectors also means less uncertainty on the
flight deck with regard to the anticipated tactical route and
the distance to go.

Finally, the enhanced accuracy capability of P-RNAV


approved aircraft means that less airspace is required to
accommodate P-RNAV terminal area procedures.

2.0 OPERATING PROCEEDURES


2.1 CREW QUALIFICATIONS
The crew must be qualified and current for P-RNAV
operations. Operators and Pilots should not request or file
Basic-RNP 1/RNAV I RNAV 2 procedures unless they
satisfy all the criteria in the relevant State documents.
2.2 Minimum Equipment List (1VIEL)

Any Navigation equipment unserviceability must be


checked against MEL for effect on RNAV operations.

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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.

Note: Pilots must adhere to any AFA'I limitations or


operating procedure required to maintain Basic-RNP I
performance for the SID or S7AR.

If an aircraft not meeting these criteria receives a


clearance from ATC to conduct a RNP1/P-RNAV
procedure. the pilot must advise ATC that he/she is unable
to accept the clearance and must request alternate
instructions.

2.3 Flight Planning


For an aircraft with P-RNAV approval, a 'P' shall be
inserted in the FPL Item 10, in addition to the 'R' for
BRNAV approval

2.4 NOTAM
The NOTAMs must advise lack of availability of any
navigation aid that might affect the navigation
infrastructure required for the intended operation,
including any non-RNAV contingencies and must be
confirmed for the period of intended operation

2.5 Nav Data Base


Nav data base data base must be provided by an approved
supplier or be checked via an approved company procedure.
Data base used by NACIL (I) is from approved supplier

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Note: Discrepancies that invalidate a SID or STAR must be
reported to the navigation database supplier and affected SID
or STAR must he prohibited by an operator's notice to its flight
crew. Aircraft operators should consider the need to conduct
periodic checks of the operational navigation databases in
order to meet existing quality system requirements.

The pilot must ensure that approaches which may be used for
the intended flight including alternates aerodromes) are
selectable from a valid navigation data base (current AIRAC
cycle), have been verified by the appropriate process
(navigation data base integrity process) and are not prohibited
by a company instruction or NOTAM.

Navigation data bases are expected to be current for the


duration of the flight. If the AIRAC cycle is due to change
during flight, operators and pilots should establish procedures
to ensure the accuracy of navigation data, including suitability
of navigation facilities used to define the routes and
procedures for flight.

For missed approach procedures based on conventional means


(VOR,NDB) the appropriate airborne equipment required to
fly this procedure is installed in the aircraft and is operational.
Also, the associated ground-based Navaids are operational.

2.6 DME Availability


For navigation relying on DME, NOTAMs should be checked
to verify the health of critical DMEs. Pilots should assess

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their capability to navigate (potentially to an alternate
destination) in case of failure of critical DME while airborne.

2.7 BEFORE START


2.7.1 System Initialization
At system initialization, the flight crew must confirm
that the navigation data base is current and verify that the
aircraft position has been entered correctly.

2.7.2 Check of the Active Flight Plan


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 correct waypoint sequence,
Reasonableness of track angles and distances, any altitude or
speed constraints, and correct identification, where
possible, of waypoints as fly by or fly over waypoints.

Note: Pilots may notice a slight difference between the


navigation information portrayed on the chart and their
primary navigation display. Differences of 3 or less may
result from equipment manufacturer 's application of
magnetic variation and are operationally acceptable.
Pilots shall particularly focus on any segment of the P-
RNAV procedure which is below MSA.

If required by a procedure, a check will need to be made


to confirm that position updating will use a specific
navigation aid, or to confirm exclusion of a specific

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navigation aid. A procedure shall not be used if doubt
exists as to the validity of the procedure in the navigation
data base
Note. As a minimum, the departure checks could he a
simple inspection of a suitable display to achieve the
objectives of this paragraph.

2.7.3 Route Modifications


Route modifications in the Terminal Area may take the
form of radar headings or 'direct to' clearances and the
flight crew must he ready to react promptly. This may
include the insertion in the tight plan of a waypoint
sequence loaded solely from the database as part of an
alternative procedure.
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.

Pilots should select RNP 1 or lower, for Basic-RNPI/P-


RNAV SIDs and STARs.
The appropriate displays must be selected so that the
following information can be monitored:
The RNAV computed desired path, and
Aircraft position relative to the path (Cross-track
deviation) for FTE monitoring.
The procedure must be discontinued:
If the navigation display is flagged invalid,
Or in case of loss of integrity alerting function,

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Or if integrity alerting function is annunciated not
available before passing the FAF.
or if FTE is excessive.

2.7.4 Engagement Altitude.


The pilot must be able to use Basic-RNP1 equipment to
follow flight guidance for lateral RNAV no later than
500 feet above airport elevation. Pilots must 4se an authorized
method (lateral deviation indicator/navigation /map
display/flight director/autopilot) to achieve an appropriate level
of performance for Basic-RNP 1.
Although a particular method is not mandated, any
published altitude and speed constraints must be observed.

2.7.5 Flight Plan Monitoring


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.

If P-RNAV capability is not based on GNSS equipage,


transition to the P-RNAV structure shall only be made from the
point where the aircraft has entered DME/DME coverage.

Note: When a procedure is designed to be started


conventionally, then the first point of the P-RNAV procedure
will be identified on the charts.

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2.7.6 Track Keeping Monitoring
When using autopilot and/or flight director. particular
attention should be paid to the selected/armed mode as the
resultant track keeping accuracy may vary. Track keeping
monitoring of a P-RNAV procedure below MSA will also
require particular attention in degraded conditions such as
engine failure, as both the vertical and the lateral obstacle
clearance are more critical.

2.8 DESCENT AND ARRIVAL


2.8.1 System Accuracy Check
For RNAV systems without GNSS updating, a
reasonableness check is required during the, descent.
However, monitoring of navigation reasonableness is
suggested, and any loss of RNP capability shall be reported
to ATC.
2.8.2 Check of the Active Flight Plan
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 again:
Confirmation of the waypoint sequence,
Reasonableness of track angles and distances, any altitude or
speed constraints, Where possible, which waypoints are fly-
by and which are fly-over.
Some P-RNAV procedures called open procedures are
terminated by means of a heading segment to assist
sequencing and to prevent automatic turns onto final
approach.
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`Direct to' clearances may be accepted to the Intermediate
Fix (IF) provided that the resulting track change at the IF
does not exceed 45.

The crew must he established on the RNP APCH final


approach course no later than 2 NM before the FAF.
Note: Direct to clearance to FAF is not acceptable.
The lateral definition of the flight path between the FAF and
the Missed Approach Point (MAPt) must not be revised by
the flight-crew under any circumstances.
Crew briefing shall include reversion to a conventional
procedure and the go around procedure.
Note: As for departure, the creation of new waypoints by manual
entry into the RNAV system by the flight crew is not permitted as
it would invalidate the P-RNAV procedure.

2.8.3
The missed approach must be flown in accordance with the
published procedure. Use of the RNAV during the missed
approach is acceptable provided,

RNAV system is operational (e.g. no loss of function, no


NSE alert, no failure indication).
the whole procedure including the missed approach is loaded
from the navigation database.

Pilots must execute a Missed Approach if the lateral


deviations or vertical deviations (if provided) exceed the
criteria above, unless the pilot has in sight the visual
references required to continue the approach.

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All pilots are expected to maintain procedure centrelines, as
depicted by onboard flight guidance during all the approach
procedure unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track
error/deviation (the difference between the RNAV system
computed path and the aircraft position relative to the path)
should be limited to Y2 the navigation accuracy associated
with the procedure (i.e., 0.5 NM for the Initial and
Intermediate segments, 0.15 NM for the Final Approach
segment, and 0.5 NM for the Missed Approach segment).
Brief deviations from this standard (e.g., overshoots or
undershoots) during and immediately after turns, up to a
maximum of 1 times the navigation accuracy (i.e. 1.0 NM
for the Initial and Intermediate segments), are allowable.

When Baro-VNAV is used for vertical path guidance during


the final approach segment, deviations above and below the
Baro-VNAV path must not respectively exceed +100/-50
feet. Pilots must execute a Missed Approach if the lateral
deviations or vertical deviations (if provided) exceed the
criteria above, unless the ;;ilot has in sight the visual
references required to continue the approach.

2.9 Contingency Procedures


The pilot must notify ATC of any loss of the RNP/ RNP
APCH/RNAV capability (integrity alerts or loss of
navigation), together with the proposed course of action. If
unable to comply with the requirements of a Basic-RNP 1
SID or STAR! RNP APCIIURNAV route for any reason,

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pilots must advise ATS as soon as possible. The loss of
RNP/RNP APCH/RNAV capability includes any failure or
event causing the aircraft to no longer satisfy the Basic-RNP
1/ RNP APCH/ RNAV requirements of the route. In the
event of communications failure, the tlight crew should
continue with established lost communication procedure.

2.10
If GPS required by STAR/SIl) for the P-RNAV/RNP l
procedure (refer to the published chart).
Example: Bangkok, Singapore STARISID charts
- Before starting the departure/approach procedure, check
that GPS PRIMARY is available (GPS PRIMARY displayed
on the MCDU PROG page).

If GPS PRIMARY is not available before starting the


procedure, In/orin ATC, and request another departure
/arrival procedure that does not requires GPS.

For a RNP system with A13AS requiring barometric


corrected altitude , the current airport barometric setting,
should be input at the appropriate time and location,
consistent with the performance of the flight operation.
When the operation is predicated on the availability of
ABAS , the flight crew should perform a new RAIN/1
availability check if' ETA is more than 15 minutes different
from the ETA used during the preflight planning. The check
is also processed automatically 2 NM before the FAF for an
E/TSO-C129a Class Al receiver. ATC tactical interventions

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in the terminal area may include radar headings, 'direct to'
clearances which bypass the initial legs of an approach,
insertion of waypoints loaded from the database. In
complying with ATC instructions, the flight crew should be
aware of the implications for the RNP system.

2.11
If GPS is NOT required for the P-RNAV/RNP-1 procedure:
Example: Delhi, Hyderabad(VOHS) STAR/SID CHARTS

Cross check the FM position with the navaid raw data,


before starting the procedure.
Check or enter RNP-1 in the REQUIRED field of the
MCDU PROG page. And check that HIGH accuracy is
available. When completing the terminal procedure, revert to
the default value or enter the appropriate value on the
MCDU PROG page
During RNP APCH procedure:
(i) The crew must be established on the RNP APCH final
approach course no later than 2 NM before the FAF.
The appropriate displays must be selected so that the
following information can be monitored:

The RNAV computed desired path, and aircraft position


relative to the path (Cross-track deviation) for FTE
monitoring.

(ii) If GPS PRIMARY is lost while flying the procedure.


inform the ATC of this loss of capability and follow ATC
instructions

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(iii) If one of the following messages appears, while flying
the procedure:
- NAV ACCUR DOWNGRAD" (on MCDU and ND)on both
Sides, or
"FMSI/FMS2 POS DIFF" (on MCDU and ND) or
- "NAV FM/GPS POS DISAGREE" (on ECAM)
Then, Inform the ATC of the Loss of P-RNAV'RNP-1
capability, and follow ATC instructions.

NOTE. If the "NAV ACCUR DOWNGRAD" message is


displayed on one side only, navigation may he continued using
the other FMGC.

*********

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