PERFORMANCE BASED NA VIGATION ORIGINAL … · 3X2X3 RNAV and B rRNAV Training ... 7X1X2 Responsibility of the ATC

PERFORMANCE BASED NAVIGATION

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0.2 Table of contents

0.2 Contents 0 .1 MANUAL CONTROL SHEET ............................................................................................................................................. 5 0.2 TABLE OF CONTENTS ..................................................................................................................................................... 7 0 .3 LIST OF EFFECTIVE PAGES ............................................................................................................................................ 11 0.4 RECORD OF REVISIONS ................................................................................................................................................ 13 0.5 CONTROLLED DISTRIBUTION LIST .................................................................................................................................. 15

1. INTRODUCTION ............................................................................................................................................. 17

2.DEFINITIONS................................................................................................................................................... 19

3.RNAV ............................................................................................................................................................. 21

3.1 CONVENTIONAL NAVIGATION ................................................................................................................................... 21 3.2 AREA NAVIGATION (RNAV) .................................................................................................................................... 21

3.2.1 Basic RNAV (B-RNAV) .................................................................................................................................. 22 3.2.2 Precision RNAV (P-RNAV) ............................................................................................................................ 23 3.2.3 RNAV and B-RNAV Training ........................................................................................................................ 24

4. AIRCRAFT CAPABILITIES ................................................................................................................................. 27

4 .1 AIRCRAFT AREA NAVIGATION (RNAV ) DATABASE ............................................................................................... 27 4 .2 BASIC RNAV (B-RNAV ) AIRCRAFT CAPABILITY ...................................................................................................... 27 4 .3 PRECISION RNAV (P-RNAV ) AIRCRAFT CAPABILITY .............................................................................................. 27 4 .4 MINIMUM FUNCTIONS FOR B- .................................................................................................................................... 28 RNAV AND P-RNAV ................................................................................................................................................. 28 4 .5 MEL ....................................................................................................................................................................... 28

5. TMA SIDS / STAR ........................................................................................................................................... 29

5 .1 CONVENTIONAL ........................................................................................................................................................ 29 5.1.1 Advantages of “ conventional ” over RNAV SIDs/STARs ............................................................................... 29 5.1.2 Limitations of “conventional” over RNAV SIDs/STARs ................................................................................ 29

5 .2 RNAV .................................................................................................................................................................... 29 5.2.1 Advantages of RNAV over 'conventional' SIDs/STARs ................................................................................. 29 5.2.2 Limitations of RNAV over 'conventional' SIDs/STARs: ................................................................................. 30

5 .3 NAMING OF RNAV SIDS /STARS ............................................................................................................................. 30 5 .4 METHODS USED TO TERMINATE STARS ........................................................................................................................ 30

5.4.1 Closed' STARs Procedures ........................................................................................................................... 30 5.4.2 Open' STARs Procedures ............................................................................................................................. 30 5.4.3 Path Terminators ........................................................................................................................................ 31

6. WAYPOINTS .................................................................................................................................................. 33

6 .1 RNAV WAYPOINT NAMING .................................................................................................................................... 33 6.1.1 P-RNAV Approach’s Waypoints Naming ..................................................................................................... 33

6 .2 TYPES OF WAYPOINT ........................................................................................................................................... 33 6.2.1 Fly-by: .......................................................................................................................................................... 33 6.2.2 Fly-over: ...................................................................................................................................................... 34

6 .3 FLY-BY TURNS : ..................................................................................................................................................... 34 6.3.1 FACTORS DETERMINING TURN ANTICIPATION ........................................................................................... 34 6.3.2 TYPE OF AIRCRAFT & RNAV SYSTEM MANUFACTURER .............................................................................. 34

7. TMA OPERATION ........................................................................................................................................... 37

7 .1 RESPONSIBILITIES FOR TERRAIN CLEARANCE ...................................................................................................... 37


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7.1.1 Responsibility of the Pilot ............................................................................................................................ 37 7.1.2 Responsibility of the ATC ............................................................................................................................. 37 7.1.3 P-RNAV Terrain Clearance Minimum Requirement..................................................................................... 37

7 .2 CATEGORIES OF LEVEL INFORMATION................................................................................................................. 38 7.2.1 Minimum Flight Altitudes (MFAs)................................................................................................................ 38 7.2.2 Cleared Levels .............................................................................................................................................. 38 7.2.3 Level Restrictions ......................................................................................................................................... 38

7 .3 WAYPOINT SPEED RESTRICTIONS ........................................................................................................................ 39 7 .4 “DIRECT TO” INSTRUCTIONS IN THE TMA ............................................................................................................ 39

8 .OPERATING PROCEDURES ............................................................................................................................ 41

8 .1 GENERAL .................................................................................................................................................................. 41 8.1.1 Pre-flight planning & checks ......................................................................................................................... 42 8.1.2 Actions prior to commencing the PBN operation ......................................................................................... 43 8.1.3 Action during PBN operations ...................................................................................................................... 44

8 .2 RNAV /RNP TRAINING AND DOCUMENTATION ................................................................................................................ 47 8 .3 FLIGHT CREW PROCEDURES.......................................................................................................................................... 47

8.3.1 RNAV operations ........................................................................................................................................... 47 8.3.2 RNP operations .............................................................................................................................................. 54

8 .4 RT PHRASEOLOGY FOR RNAV /RNP TERMINAL AREA OPERATIONS .................................................................................... 58 8 .5 CREW REPORTING ..................................................................................................................................................... 59 8 .6 MACH NUMBER TECHNIQUE (MNT ) OPERATIONS ......................................................................................................... 59

8.6.1 General ........................................................................................................................................................ 59 8.6.2 Operational Procedures ............................................................................................................................... 59 8.6.3 Barometric Vertical Navigation (Baro-VNAV) ............................................................................................. 59 8.6.4 Electronic Navigation Database .................................................................................................................. 60

8.7 THE NAVIGATION ...................................................................................................................................................... 60 8 .8 GNSS AVAILABILITY PREDICTION ................................................................................................................................... 60

9 .TRAINING PROGRAM .................................................................................................................................. 61

9 .1 RNAV / RNP GENERAL .............................................................................................................................................. 61 9 .2 INSTRUCTORS ............................................................................................................................................................ 61 9 .3 QUALIFIED TRAINING PERSONNEL (MINIMUM REQUIREMENTS) .......................................................................................... 61 9 .4 TRAINING FACILITIES ................................................................................................................................................... 61 9 .5 STANDARD OF PERFORMANCE ...................................................................................................................................... 61 9 .6 THE TRAINING CONSISTS OF : ......................................................................................................................................... 62

9.6.1 Knowledge requirement ( RNAV1/RNAV2, RNP1, RNAV5(B-RNAV), RNP10(RNAV10) ............................... 62 9.6.2 Flight training requirements ........................................................................................................................ 62

9 .7 CHECKING ............................................................................................................................................................... 63 9 .8 TRAINING RECORD .................................................................................................................................................... 63

10 PBN MAINTENANCE PROGRAM ................................................................................................................... 65

10 .1 INTRODUCTION ....................................................................................................................................................... 65 10 .2 REGULATORY COMPLIANCE ....................................................................................................................................... 65 10 .3 RESPONSIBLE INDIVIDUALS ........................................................................................................................................ 65 10 .4 EVALUATION AND ELIGIBILITY OF THE AIRPLANES ........................................................................................................... 65

10.4.1 Identification of Airplanes ................................................................................................................... 65 10.4.2 Declaration of PBN Conformity .......................................................................................................... 66

10 .5 INITIAL IN-SERVICE AIRWORTHINESS ........................................................................................................................... 66 10.5.1 Aircraft Avionics Equipment Used In PBN Operations................................................................................ 66 10.5.2 Use of Non-PBN parts ................................................................................................................................ 67 10.5.3 Control ....................................................................................................................................................... 67 10.5.4 Minimum Equipment Required For PBN Operation ............................................................................ 67

10 .6 SCOPE ................................................................................................................................................................. 67


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10 .7 REFERENCES ......................................................................................................................................................... 68 10 .8 MAINTENANCE TRAINING REQUIREMENTS .................................................................................................................. 68

10.8.1 PBN Maintenance Familiarization Course ( This must include qualification for maintenance of aircraft for PBN operations.) .................................................................................................................................. 68

10 .9 PBN QUALITY CONTROL AND CONTRACTED MAINTENANCE ORGANIZATIONS .................................................................... 68 10 .10 MAINTENANCE RECORDS ....................................................................................................................................... 69 10 .11 TEST EQUIPMENT / CALIBRATION STANDARDS ............................................................................................................ 69 10 .12 CONFIGURATION CONTROL /SYSTEM MODIFICATIONS /MAINTENANCE PRACTICES ............................................................ 69 10 .13 MAINTENANCE RELEASE PROCEDURES AND PBN STATUS CARD .................................................................................... 70 10 .14 PERIODIC AIRCRAFT SYSTEM EVALUATIONS ............................................................................................................... 71 10 .15 CONTINUING AIRWORTHINESS / MAINTENANCE COMPLIANCE ....................................................................................... 73 10 .16 PBN EVENTS SYSTEMS............................................................................................................................................ 74 10 .17 PBN RELIABILITY PROGRAM .................................................................................................................................... 74


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0.4 Record of Revisions

When receiving a revision, insert the "Date of the Revision"; insert the name to the "Inserted By" box and

sign in the "Signature" box.

Revision

Number Date of Revision

Revised and a Brief

Explanation of What will

Amended or Revised

Inserted By

Name Signature

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(PBN) MANUAL

CONTROL DISTRIBUTION LIST

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0.5 Controlled Distribution List

ACA shall provide and maintain an OM to the following: - ACA’s overseeing CAAT authority officers, Copy 1;

- Chief Executive Officer, Copy 2;

- Head of Flight Operations, Copy 3;

- Chief Pilot, Copy 4;

- Head of Flight Training, Copy 5;

- Head of Safety, Copy 6;

- Head of Quality (Operations and Maintenance), Copy 9;

- Head of Engineering, Copy 10;

- All Flight Crew Members, assigned and appropriate;

- All Cabin Crew Members, assigned and appropriate;

- All Supervisors of ACA employees, assigned and appropriate;

The Head of Flight Operations is responsible for the distribution of AC Aviation Company Limited, (DBA

Bangkok Jets) Operations Manuals, Amendments and Revisions.

The Pilot-in-Command will ensure that a copy of the most current manual is aboard the aircraft before the

aircraft departs on any flight. The Operations Manual may be carried onboard the aircraft in an electronic

format with the approval of the Authority.

The Head of Flight Operations will maintain an up-to-date list of manuals, together with copy numbers and

locations or the name or title of the manual holder. It is the responsibility of the Head of Flight Operations that

sufficient additional copies will be provided to AC Aviation Company Limited, (DBA Bangkok Jets) staff to

ensure that all personnel have ready access to the Operations Manual when required.

AC Aviation Company Limited, (DBA Bangkok Jets) shall submit the PBN manual upon request by the

authority and all subsequent amendments to the Authority for acceptance or approval, as applicable, before

issuing them to our operating staff.

AC Aviation Company Limited, (DBA Bangkok Jets) personnel, who hold a copy of this manual are

responsible for and shall ensure that all revisions are incorporated, recorded. ACA personnel who are issued

with an Operations Manual will make the manual available for inspection when requested.

The PBN manual is property of AC Aviation Company Limited, (DBA Bangkok Jets). It is the responsibility of

all employees to know the applicable contents of the PBN that are relevant to their assigned duties and

adhere to the instructions.


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(PBN) MANUAL

INTRODUCTION

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1. INTRODUCTION

PBN is a concept using the advantages of advanced aircraft RNAV systems which are achieving a predictable

level of navigation performance accuracy together with an appropriate level of functionality is called

Performance Based Navigation (PBN).

The Performance Based Navigation concept specifies that aircraft RNAV system performance requirements

are defined in terms of the accuracy, integrity, availability, continuity and functionality.

These are needed for the proposed operations in the context of a particular airspace concept increasing

airspace capabilities. The PBN concept represents a shift from sensor-based to performance based

navigation.

The PBN navigation specification is used as a basis for the development of material for airworthiness and

operational approval. A navigation specification details the performance required for the RNAV system in

terms of accuracy, integrity, availability and continuity, which navigation functionalities the RNAV system must

have, which navigation sensors must be integrated into the RNAV system and which requirements are placed

on the flight crew. The PBN navigation specification is either an RNP specification or an RNAV specification.

An RNP specification includes a requirement for on-board self-contained performance monitoring and alerting,

while an RNAV specification does not. The RNP concept ensures that the aircraft remains contained within a

specific volume of airspace, without requiring an outside agent to monitor its accuracy and integrity.

The navigation procedures are normally based on the availability of ground navigation aids, e.g. VOR, DME,

NDB, ILS and MLS as well as corresponding airborne navigation systems which allow Navaid point to Navaid point navigation. This necessitated large safety margins in aircraft separation and the airspace has become

saturated.

The air navigation structure for existing ATS Routes, SID's, STAR'S, etc., did not take account of

availability of modern self-contained navigation systems with enhanced performance and accuracy.

The International Civil Aviation Organization (ICAO) has recognized the need to benefit from RNAV System

technology to increase airspace capacity and achieve fuel savings, direct / parallel tracks, etc. Routes can be

planned not necessarily predicated upon point source navaids. For this purpose, a certain level of navigation

accuracy, availability and integrity should be ensured. This navigation element is called "REQUIRED

NAVIGATION PERFORMANCE" (RNP) which indicates the navigation system required to meet the Area

Navigation criteria instead of particular equipment.


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(PBN) MANUAL

DEFINITIONS

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2.DEFINITIONS

• PBN (Performance Based Navigation)

Area navigation based on performance requirements for aircraft operating along an Air Traffic

Services (ATS) route, on an instrument approach procedure or in a designated airspace.

• Area navigation (RNAV):

A method of navigation which permits aircraft operation on any desired flight path.

• RNP (Required Navigation Performance)

A statement of navigation performance accuracy necessary for operation within a defined airspace.

A containment value expressed as a distance in nautical miles from the intended position within which

flights would be for at least 95 % of the total flight time.

• ANP (Actual Navigation Performance)

The FMC calculated certainty of airplane's position in NM. There is a 95% probability that the

airplane is within the displayed ANP

• RNP 5 (also called BRNAV - Basic Area Navigation)

Represents a navigation accuracy of ± 5 NM i.e. aircraft will remain within 5 NM corridor from the

route centerline for at least 95% of the flight time. This level is currently achieved by aircraft (without

RNAV capability) defined by VOR, or VOR/DME located less than 100 NM apart.

• RNP 1 (also called PRNAV - Precision Area Navigation)

Represents a navigation accuracy of ± 1NM 95% of total flight time.

• RNP—RNAV

Represent a navigation accuracy of ± 0.3NM and ± 0.1 NM 95% of total flight time.

• ECAC: European Civil Aviation Conference

• Receiver Autonomous Integrity Monitoring (RAIM)

A technique whereby a GNSS receiver / processor determines the integrity of the GNSS navigation

signals using only GNSS signals or GNSS signals augmented with altitude. This determination is

achieved by a consistency check among redundant pseudo-range measurements. At least one

satellite in addition to those required for navigation must be in view for the receiver to perform the

RAIM function.


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(PBN) MANUAL

RNAV

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3.RNAV

3.1 Conventional Navigation

• Routes are linked to geographical positions of Navigational AIDS (NAVAIDs). Therefore, aircraft

overfly these NAVAIDs

• NAVAIDs used include NDBs, VORs, ILS and MLS.

3.2 Area Navigation (RNAV)

• Area Navigation (RNAV) is a method of navigation 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.

• RNAV makes use of navigational aids (ground-based or space-based), but aircraft don't have

to overfly them.

• RNAV routes are defined by significant points called Waypoints which are in turn defined

by coordinates. These routes can follow any desired path and are not constrained by the

position of ground based NAVAIDS.

• Only aircraft equipped with an RNAV system can navigate effectively to these waypoints.

• The aircraft position is calculated by the RNAV system using inputs from one or more of the following:

o VOR/DME

o DME/DME

o GNSS (Global Navigation Satellite System)

o INS {with radio update) or IRS (Inertial Navigation System/ Inertial Reference System)


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3.2.1 Basic RNAV (B-RNAV)

• Europe; RNP5 (B-RNAV) has been implemented in the European Civil Aviation Conference (ECAC)

Area from 23rd April 1998. The FIR's/UIR's in the following countries are covered, including feeder

routes (SID's/STAR's) in/out of TMA:

• Armenia, Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland,

France, Germany, Greece, Hungary, Ireland, Italy, Latvia, Lithuania, Luxembourg, Macedonia,

Malta, Moldova, Monaco, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia,

Spain, Sweden, Switzerland, Turkey, U.K.

• Aircraft must have a Basic RNAV system (± 5NM accurate track keeping capability 95% of total

flight time).

• Basic RNAV is planned to be mandatory for Instrument Flight Rules (IFR) operations at all en-

route flight levels

• B-RNAV, however was not intended for Terminal Control Area (TMA) operations

• Area Navigation may be implemented with normal route designators. However, ICAO has assigned

the alphabets L, M N, P to identify RNAV routes in regional route networks.

• It is mandatory for aircraft operating in European Airspace to comply with B-RNAV requirements

contained in TGL10 “Temporary Guidance Material on Airworthiness Approval and Operational”

Criteria for use of Navigation Systems in European Airspace designated for RNAV Operations”.

Compliance with these regulations is in two parts:

• Airworthiness Approval

Aircraft should be equipped with navigation systems meeting the navigation accuracy required

under RNP 5. A statement to this effect is normally included in Flight Manuals of respective aircraft.

• Operational Approval

Crew operating procedures and training and contingency procedures are required to be laid down

to ensure navigation accuracy.

• B-RNAV Operational approval must be stated in the applicable Air Operator Certificate (AOC).

B-RNAV operations into the ECAC airspace will insure conventional ground based navigation,

whilst maintaining existing safety standards. These advantages and their related benefits include:

• Improved management in the flow of traffic by repositioning of intersections;

• More efficient use of available airspace, by means of a more flexible ATS route structure and

the application of the Flexible Use of Airspace (FUA) Concept, permitting the establishment of:

o More direct routes (dual or parallel) to accommodate a greater flow of en-route traffic;


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o Bypass routes for aircraft over flying high-density terminal areas;

o Alternative or contingency routes on either a planned or an ad hoc basis;

o Establishment of optimum locations for holding patterns;

o Optimized feeder routes

• Reduction in flight distances resulting in fuel savings;

• Reduction in the number of ground navigation facilities.

All these are easily achievable, as one of the main objectives of this initial application of RNAV

was to ensure that full use was made of the existing on board RNAV systems. Many of them had

been fitted for some time and were capable of performance better than RNP 5 accuracy. Therefore,

the requirements were established such that they could be satisfied by the majority of existing types

of RNAV equipment and full benefit was derived from their features.

Simulations demonstrated that capacity gains up to 30% could be achieved only by a uniform

application of B-RNAV, in parallel with the revised ATS route network and the implementation of FUA

concept.

B-RNAV applies to all IFR flights operating as GAT, in conformity with the ICAO procedures. In some

cases

B-RNAV has also been implemented on certain SIDs and STARs provided that:

• The B-RNAV portion of the route is above Minimum Sector Altitude/Minimum Flight Altitude/Minimum

Radar Vectoring Altitude (as appropriate), has been developed in accordance with established

PANS- OPS criteria for en-route operations and conforms to B-RNAV en-route design principles.

• The initial portion of departure procedures is non-RNAV up to a conventional fix beyond which the

B- RNAV procedure is provided in accordance with the criteria given above.

• The B-RNAV portion of an arrival route terminates at a conventional fix in accordance with the criteria

given above and the arrival is completed by an alternative final approach procedure, also

appropriately approved.

• Due regard has been taken, during the design process, of the operating procedures of the users

3.2.2 Precision RNAV (P-RNAV)

• Precision RNAV (P-RNAV) is fully suitable for en-route and/or TMA operations as well.

• Aircraft equipped and certified with a Precision RNAV system (±1NM accurate track keeping capability

• (95% of total flight time) may operate on P-RNAV Standard Instrument Departures/Standard


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Instrument Arrivals (SIDs/STARs).

• B-RNAV and P-RNAV are RNAV applications specific to Europe and USA.

3.2.3 RNAV and B-RNAV Training

Before starting a B-RNAV operations the pilots and dispatchers must be trained as topics below:

Basic Area Navigation Concepts:

• Theory of RNAV including differences between B-RNAV, P-RNAV and RNP-RNAV.

• RNAV/RNP Definitions.

• The meaning of RNP/ANP.

• Limitations of RNAV.

• Limitations of Baro-VNAV.

• GPS concepts and limitations (if applicable).

• Charting, database and avionics issues including:

1 WP naming and depiction concepts.

2 Fly-by and fly-over WPs.

3 Use of RNAV equipment including, where appropriate:

a) Verification and sensor management.

b) Tactically modifying the flight plan.

c) Addressing discontinuities.

d) Entering associated data such as:

i) Wind.

ii) Altitude/speed constraints.

iii) Vertical profile/vertical speed.

• RTF phraseology for RNAV/RNP.

• The implications for RNAV/RNP operations of systems malfunctions which are not RNAV related

(e.g. hydraulic failure or engine failure).

NOTE: Training in Basic Area Navigation concepts is required for all types of RNAV/RNP operations.

However, credit may be given/taken for previous Basic Area Navigation concept training when adding

a qualification for further type(s) of Area Navigation operations.

B-RNAV concept training topics:

• Airspace where B-RNAV is required.

• Changes to charting and documents to reflect B-RNAV.

• Navigational equipment required to be operational for flight in designated B-RNAV airspace, and the

limitations associated with


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RNAV equipment.

• Use of lateral navigation mode and associated lateral control techniques.

• Flight planning requirements.

• Contingency procedures.

Note: Credit may be given/taken for previous basic RNAV concept training when adding a

qualification for B-RNAV operations.

P-RNAV concept training topics:

• Airspace where P-RNAV is required.

• Performance requirements for P-RNAV.

• Navigational equipment required to be operational for flight in designated P-RNAV airspace, and the

limitations associated with PRNAV equipment including MEL issues.

• Flight planning requirements.

• Charting, database and avionics issues including RNAV path terminator concepts, especially:

a) Use of the 'CF' path terminator.

b) Use of the 'TF' path terminator.

• Use of RNAV equipment including:

a) Retrieving a procedure from the database.

b) Using the autopilot, flight director and autothrottle at different stages of the procedure.

c) Flight mode annunciations.

• Flying the procedure including:

a) Use of lateral navigation mode and associated lateral control techniques.

b) Use of vertical navigation mode and associated vertical control techniques.

• Contingency procedures.

•

Note: Credit may be given/taken for previous Basic Area navigation concept training when adding a

qualification for P-RNAV operations.


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AIRCRAFT CAPABILITIES

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4. AIRCRAFT CAPABILITIES

4.1 AIRCRAFT AREA NAVIGATION (RNAV) DATABASE

• A navigational database is an electronic store of relevant Air Traffic Services (ATS) route structures

including Standard Instrument Departures / Standard Instrument Arrivals (SIDs/STARs), which is

updated at every 28 days.

• Aircraft Operators or Pilots tailor their individual database as a function of their own operations to

suit their own requirements

• Basic RNAV (B-RNAV) certification does not require a database

• B-RNAV certified aircraft, therefore, may need to manually enter waypoints (minimum of 4

waypoints required to be stored and displayed).

• Precision RNAV (P-RNAV) certification requires that SIDs/STARs must be loaded automatically

from an on-board database.

4.2 BASIC RNAV (B-RNAV) AIRCRAFT CAPABILITY

• Very limited functionality.

• Manual waypoint entry prone to errors.

• No “Fly-by” capability requirement

• Track accuracy ± 5 NM (95% of flight time).

• Therefore, B-RNAV has very limited potential for application in Terminal Control Areas (TMAs).

4.3 PRECISION RNAV (P-RNAV) AIRCRAFT CAPABILITY

• Fully suitable for application of RNAV in the Terminal Control Area.

• P-RNAV is not mandatory, therefore not all aircraft will be P-RNAV equipped

• Improved integrity and accuracy performance.

• Large database appropriate for TMA operations, SIDs/STARs loaded automatically from

database (data is integrity checked).

• P-RNAV systems able to interpret coded SIDs/STARs

• Comprehensive pilot display requirements

• Displays a minimum of 10 waypoints.

• Track accuracy ±1 NM (95% of total flight time).

• Significantly improved functionality.

• 'DIRECT TO' function required.

• 'Fly-by' and “Fly-Over” capabilities required.

• “Parallel off-set” not required, although most aircraft have this capability.

• Pilot selects the appropriate SID/STAR by name and all waypoints are automatically loaded from

the database and displayed in tabular and graphical form

• Chance of errors greatly reduced as the creation of new waypoints by pilot manual entry in the

RNAV system is not permitted in the TMA

• Specific crew training, operating procedures and navigation data quality are required for P-RNAV.


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4.4 Minimum Functions for B-

RNAV and P-RNAV

FUNCTIONS B-RNAV P-RNAV

Continuous indication of aircraft relative to track (ND)

Display of distance/bearing to active (TO) waypoint

Display of groundspeed or time to active (TO) waypoint

Minimum number of waypoints stored 4 10*

Present position - LAT/LONG o o

Autopilot/Flight Director coupling o o

Automatic channel selection of NAVAIDS o

Failure indication of RNAV system and sensors

2D Navigation (LNAV)

Navigational database o

'DIRECT TO' capability o

Automatic leg sequencing and associated turn

anticipation

o

Track Accuracy (95% of flight time) 5NM 1NM

Required

o Recommended

* P-RNAV aircraft certification requires the navigation database to load the entire SID/STAR on

selection.

Note: P-RNAV aircraft also fulfill all B-RNAV requirements.

4.5 MEL

The minimum level of B-RNAV can be met by a single installed system comprising one or more

sensors, RNAV computer, control display unit, and navigational display (e.g. ND, EHSI, HSI or CDI),

provided that the system is monitored by flight crew and in the event of failure, the aircraft retains

the capability to navigate relative to ground-based navigation aids, e.g. VOR, DME and NDB.


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TMA SIDS/ STAR

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5. TMA SIDS / STAR

RNAV procedure design permits flight in any air-space without the need to fly directly over classic

ground Based aids. P-RNAV offers the ability to use RNAV functionality in all phases of flight except

final approach 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.

A SID is usually assigned by air traffic control to the pilot based on the first airway’s waypoint in the

flight Plan and the active runway. Different types of SIDs/STARs can be employed in the TMA

5.1 Conventional

• Suitable for all aircraft fitted for IFR (Instrument Flight Rules) because they are based on (VORs) and

• Other conventional Navigational AIDS (NAVAIDs).

• Some aircraft also fly 'conventional' SIDs/STARs using their RNAV system

• Requires the use of VOR/DME and/or NDBs.

5.1.1 Advantages of “conventional” over RNAV SIDs/STARs

• All aircraft operating under IFR are suitably equipped

• Defined by waypoints (detailed in the topic called “Waypoints”).

5.1.2 Limitations of “conventional” over RNAV SIDs/STARs

• Inflexible SID/STAR design, aircraft must fly over ground-based NAVAIDs.

• Constraint to optimizing airspace

• Coding for RNAV systems can be ambiguous

• Track accuracy performance cannot be stipulated

• Inconsistent track keeping performance

5.2 RNAV

• Can only be flown by P-RNAV certified aircraft and crew.

• Some States allow for the use of Basic RNAV (B-RNAV) in the TMA. Such SIDs/STARs must employ

Conventional navigation below the Minimum Flight Altitudes (MFAs).

• If applicable in your State, this will be clarified at local level.

• The pilot bears ultimate responsibility for ensuring the crew and aircraft meet the certification

Requirements of the SID/STAR which has been assigned. Where this is not the case the pilot must

Inform Air Traffic Control (ATC).

5.2.1 Advantages of RNAV over 'conventional' SIDs/STARs

• Flexible SID/STAR design as aircraft don't have to fly over ground-based NAVAIDs

• Less Radiotelephony (RTF) required (less radar vectoring).


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• Tactical flexibility (allows 'DIRECT TO' instructions).

• Reduced ground track.

• Environmental benefits (noise & emissions).

• Better track keeping for noise critical paths.

• Track keeping performance is very accurate.

5.2.2 Limitations of RNAV over 'conventional' SIDs/STARs:

• Results in mixed-mode operations.

• Not all aircraft are P-RNAV equipped.

• Aircraft capability has to be identified.

• Air Traffic Control (ATC) is required to distinguish aircraft based on aircraft equipment, as indicated

in the Flight Plan (FPL).

5.3 NAMING OF RNAV SIDs/STARs

• SID/STAR names are made up of 3 elements

1 A Basic Indicator, the Waypoint name at which the SID ends or the STAR starts.

2 The current Validity Indicator (a number between 1 and 9) for that particular SID/STAR.

3 A Route Indicator, where required, a letter (not I or O) identifying the particular SID/STAR out of a

Number of SIDs/STARs ending/starting at that waypoint

• Followed by the word DEPARTURE or ARRIVAL as appropriate

5.4 Methods used to terminate STARs

5.4.1 Closed' STARs Procedures

• Characterized by the publication of an uninterrupted RNAV nominal track to the final approach

segment of the relevant instrument approach.

• For 'closed' STARs, the aircraft and crew know track miles to touch down

• Local implementation could define an extended downward segment, including multiple waypoints for

tactical sequencing purposes

5.4.2 Open' STARs Procedures

• Characterized by the publication of an RNAV nominal track up to a waypoint abeam the final approach

fix of the relevant instrument approach, followed by a published heading to be flown.


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5.4.3 Path Terminators


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WAYPOINTS

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6. WAYPOINTS

6.1 RNAV WAYPOINT Naming

A specified geographical location used to define an area, navigation route or the flight path of aircraft

employing area navigation.

• Strategic Waypoint:

o Usual used on enroute navigation,

o ICAO global standards require that a waypoint be designated a '5 letter pronounceable name

Code', e.g. BARNA.

• Tactical Waypoints:

o Used in SID and STARs.

o The Last Two letters of the airport ICAO identifier plus 3 numbers e.g. at Stockholm Arlanda

airport ESSA, SA123, SA456

• Other Waypoints necessary for design

o Help-waypoint such as lead in radials

o Database Identifiers e.g. D225G (225° is the radial and letter G is the seventh letter in the

Alphabet which represent 7 DME Distance)

6.1.1 P-RNAV Approach’s Waypoints Naming

• Approach fix is replaced by initial approach waypoint (IAWP)

• Intermediate fix by intermediate approach waypoint (IWP)

• Final approach fix by final approach waypoint (FAWP)

6.2 TYPES OF WAYPOINT

6.2.1 Fly-by:

• A waypoint which requires turn anticipation (start of turn before the waypoint) to allow tangential

Interception of the next segment of a route or procedure

• The aircraft navigation system calculates the start of the turn onto the next route leg before the

Waypoint

• This is the preferred type of waypoint for all Area Navigation (RNAV) Standard Instrument

Departures/Standard Instrument Arrivals (SIDs/STARs).

Fly-by Waypoint


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6.2.2 Fly-over:

• A waypoint at which a turn is initiated

• The aircraft starts to turn onto the next route leg as it passes over the waypoint

• A fly-over waypoint is used in TMAs if it is not possible to use a fly-by, or where clear advantages can

be gained from its use.

• Not always the same, as each flight will determine its own specific amount of recovery turn.

• Preferred option for all RNAV SIDs/STARs

• Only used in TMAs for specific purposes, as defined by local implementation such as:

o Missed approach points

o Holding points

o Final approach waypoints (FAWP)

Fly-over Waypoint

6.3 FLY-BY TURNS:

• Fly-by waypoints, in conjunction with 'turn anticipation', allow aircraft to fly 'smoothly' between route

segments. The logic of the RNAV computer will decide the amount of 'turn anticipation'

• Air Traffic Control (ATC) perceptions of differences in turn anticipation will be marginal since they will

be consistent with existing typical aircraft responses to ATC-initiated turns

• Ground tracks may not always be the same, as each flight will determine its own specific amount of

turn anticipation

6.3.1 FACTORS DETERMINING TURN ANTICIPATION

• Speed: The greater the ground speed, the earlier the turn starts

• Level: Immediately after take-off and at higher levels, some aircraft limit the angle of bank. This could

lead to earlier turn starts.

• Amount of Turn between Route Segments: The larger the turn, the earlier it will start

6.3.2 TYPE OF AIRCRAFT & RNAV SYSTEM MANUFACTURER

• Aircraft/avionics manufacturers do not always interpret the international standards in exactly in the

same way

• Certain aircraft may commence a turn earlier than others as a function of aircraft avionics and flight

Profile.


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Possible difference in 'turn a


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TMA OPERATION

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7. TMA OPERATION

7.1 RESPONSIBILITIES FOR TERRAIN CLEARANCE

Use of Area Navigation (RNAV) in Terminal Control Areas (TMAs) does not change existing

responsibilities. It DOES NOT relieve the pilots of their responsibility to ensure that any clearances

are safe in respect to terrain clearance and nether the Air Traffic Control (ATC) of its responsibility

to assign levels which are at or above established minimum flight altitudes

7.1.1 Responsibility of the Pilot

• Is responsible for terrain clearance. When an Instrument Flight Rules (IFR) flight is being radar

Vectored by ATC or is given a direct routing off an ATS route, the radar controller shall issue

Clearances such that the prescribed obstacle clearance exists,

• Must ensure flight operations conform to published Minimum Flight Altitudes (MFAs),

• Must inform ATC of any inability to accept a clearance or instruction on the basis of terrain clearance

issues.

7.1.2 Responsibility of the ATC

• When an IFR flight is being radar vectored by ATC or is given a direct routing off an ATS route, the

radar controller shall issue clearances such that the prescribed obstacle clearance exists,

• Must assign levels in ATC clearances consistent with MFAs

• If Minimum Radar Vectoring Altitudes (MRVAs) are to be used by ATC as the basis for assigning

levels in conjunction with RNAV clearances/instructions, a Radar Minimum Altitude Chart – ICAO

should be published to allow pilots to comply with their responsibilities with regard to terrain

avoidance.

• Be aware that RNAV 'DIRECT TO' instructions are not radar vectors.

7.1.3 P-RNAV Terrain Clearance Minimum Requirement

Minimum obstacle clearance guaranteed in an area equal to two times the RNP value.


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7.2 CATEGORIES OF LEVEL INFORMATION

Three main categories of level information are as follows:

• Minimum Flight Altitudes

• Cleared Levels

• Level Restrictions

7.2.1 Minimum Flight Altitudes (MFAs)

• Minimum Flight Altitudes can be considered as:

o Minimum Sector Altitudes (MSAs)

o Minimum Radar Vectoring Altitudes (MRVAs)

o Area Minimum Altitudes (AMAs)

• Minimum flight altitudes published for segments of SIDs/STARs

• Minimum Flight Altitudes are calculated to ensure safe terrain clearance

• Currently it is not mandatory to publish MRVAs

• ICAO is recommending that a 'Radar Minimum Altitude Chart - ICAO' be published showing the

MRVAs.

7.2.2 Cleared Levels

• Could be published as a written 'CLIMB TO/DESCEND TO (level)':

o Expect aircraft to climb/descend to that level

o Mostly published as elements of SIDs.

o Limited application for STARs.

• Explicit

o Issued by ATC on Radiotelephony (RTF).

• Explicit cleared levels override published cleared levels.

• Local implementation will define published cleared levels

7.2.3 Level Restrictions

• Published

o Shown on chart in conjunction with waypoints where required.

o Do not represent authorization to climb/descend to that level

o Published for purposes of strategic airspace/traffic segregation.

• Explicit

o Issued by ATC on RTF

• Pilots must comply with level restrictions to the extent the cleared level makes possible

• For arriving aircraft published level restrictions, which are at or above the cleared level which is in

effect, shall be complied with.

• For departing aircraft, published level restrictions, which are at or below the cleared level which is

in Effect, shall be complied with.


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7.3 WAYPOINT SPEED RESTRICTIONS

• Published on chart, in conjunction with selected waypoints where required

• ATC is free to cancel published speed restrictions at their own discretion.

• Explicit speed restrictions override published ones.

• Be aware that adjusting speeds could have an impact on turn performance (track) and vertical

profiles.

7.4 “DIRECT TO” INSTRUCTIONS in the TMA

• P-RNAV implementation allows ATC the possibility for the systematic use of 'DIRECT TO' in the overall

management of TMA traffic.

• All P-RNAV certified aircraft are able to execute 'DIRECT TO' waypoints

• Where appropriate, ATC could consider 'DIRECT TO' as an alternative to radar vectoring for P-RNAV

• Capable aircraft.

• By using 'DIRECT TO' instead of radar vectoring, P-RNAV systems maintain 'distance to go'

Information

• Advantages

o The RNAV system and pilot are aware of distance to touch down for aircraft management

o RNAV-equipped aircraft may derive maximum benefit from RNAV systems in terms of optimized

flight management and performance.

• Pilots may not be able to comply with a 'DIRECT TO' for any of the following reasons:

o Navigation computer problem

o Too close to waypoint specified,

o Angle of turn/speed too great

o Waypoint not displayed on the Flight Management System (FMS) for pilot selection,

o Waypoint not part of SID/STAR, and/or

o SID/STAR not assigned

• Large turns close to the waypoint or at high speed, may result in the aircraft overshooting the next

leg.


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OPERATING PROCEDURES

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8. OPERATING PROCEDURES

8.1 General

- Autoriazation

AC aviation is authorized to conduct operations within airspace designated as RNAV/RNP airspace approved

by CAAT with Hawker 850XP(HS-PEK). All operations conducted within the designated RNAV/RNP airspace

are compplied with CAAT guidance material for Performance-Based Navigation(PBN), Part1: PBN approval

guidance chapter 2: cerification and operational approval, 2.6 approval process and the flight rules contained

in ICAO Annex2.

- Authorized Airplanes and equipment

The AC aviation is authorized to use the airplanes listed below for operations in designated RNAV/RNP

airspace when the required equipment is operational and maintained in accordance with the airplane or

equipment manufacturer’s recommendations.

Serial

number

Registeration

number

Airplane Navigation Systems Navigation

Performance

258830

HS-PEK

Hawker 850XP

Collins

Pro line 21

FMS-6000

v.4.0

RNAV1/RNAV2

RNP1

RNAV5(B-RNAV)

R-NAV10(RNP10)

Note: ACA is authorized to conduct

- RNAV 1 and/or RNP1 instrument departure procedures(DP);

- RNAV 1 and/or RNP 1 Standard Terminal Arrival Routes(STAR)

The operator mus maintain the aircraft and equipment listed in table above using as established maintenance

program that addresses the applicable RNAV/RNP requirements.

- Flight crew training

Flight crew training conducted by Flightsafety International and in-house training.

- deviation to RNAV/RNP requirement

The administrator may authorize an operator to deviate from RNAV/RNP requirments for a specific individual

flight in airspace where an RNAV/RNP type is secified if the air traffic service provides determined that the

airplane will not interfere with, or impose a burden on other oprators. Operations conducted under such

authority will be conducted in accordance with the following limitatinos and provisions:

a. If fuel planning is predicated on en route climb to flight levels where RNP is normally required, an

appropriate request must be coordinated in advance of the flight with the air traffic service provider.

b. The appropriate information blocks in the ICAO flight plan filed with the Air traffic service provider

must show that the airplane is not approved for the specified RNP type.


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The latest Approvals obtained from CAAT related to PBN are reflected in the Operations Specification within

the True Copies of AC aviation_Air Operator’s Certificate (AOC) issued by CAAT, located in the flight deck

Aircraft Certificates Folder. The PBN specifies a required level of navigation performance, which is

characterized by a navigation accuracy level associated with the considered route or procedure. It is defined

by a value ―X, which is the max lateral distance from the track centerline that aircraft may deviate for 95%

of the flight time. However, it must be emphasized that Accuracy is only part of the PBN requirements. Another

major requirement is Integrity. Most of the PBN qualified aircraft can only provide Integrity alert but not the

Accuracy alert, which mostly rely on pilot monitoring.

8.1.1 Pre-flight planning & checks

For information on flight planning and selection of alternate aerodrome

Pilots should not plan to use a GNSS (RNAV) procedure, and therefore not consider the approach during the

selection of aerodromes for the intended flight, if any of the following verifications cannot be made:

8.1.1.1 Integrity, accuracy & RAIM prediction

Before the availability of Wide Area Augmentation Systems (WAAS) (such as the EGNOS SBAS signal in

Europe) flight crew were required to perform a check on the availability of the RAIM function for the GPS

signal prior to flight when planning to use a GPS receiver certified in accordance with TSO/ETSO C129 for

any RNAV (GNSS) approach.

Even today, when using these “C129 standard” receivers, during the pre-flight planning phase, the availability

of RAIM (or equivalent monitor) at the destination must be verified as closely as possible before departure,

and in any event, not more than 24 hours before takeoff. (RAIM should be confirmed as available from 15

min before Estimated Time of Arrival (ETA) until 15 min after ETA).

This may be established either by an internal function of the receiver See Note 5 or an air navigation service

provider may offer an approved RAIM availability service to users (for example:

http://augur.ecacnav.com/augur/app/npa?number=02&icao . See Note 6)

Note 5: Receiver-based RAIM prediction programmes are not able to predict short notice ‘outages’ and

failures, and will not take account of scheduled disruptions to the satellite signals. Consequently, a receiver-

based RAIM prediction may appear sound when the actual availability proves insufficient to provide the RAIM

function. RAIM predictions also do not normally take account of terrain above the horizon. Where terrain

interrupts the ‘view’ of a satellite from the receiver as the aircraft descends on approach, availability may be

affected.

Note 6: Research has shown that such independently available RAIM prediction tools may not have the latest

accurate availability data and are also unable to predict short notice outages and failures. A RAIM prediction

from these service providers is also not guaranteed.

8.1.1.2 Availability of Alternate Aerodrome approaches and procedures

In the event that either the GPS or the EGNOS signal is not available at the destination, by the nature of the

system, and its susceptibility to interference, there exists the possibility that it will also be unavailable over a

wide area. Therefore, it is probable that the signal will also be unavailable at a nearby diversion aerodrome.

Notwithstanding any normal operational requirements for the identification of an alternate aerodrome, where

a RNAV approach is to be flown in conditions where a visual approach will not be possible; pilots should

always ensure that either;

a) A different type of approach system is available at the destination, not dependent on GPS data and for

which the weather is forecast to be suitable to enable a landing to be made from that approach, or;

b) There is at least one alternate destination within range, where a different type of approach system is

available, which is not dependent on GPS data and for which the weather is forecast to be suitable to

enable a landing to be made from that approach.

8.1.1.3 MEL and equipment serviceablility

Any Navigation equipment unserviceability must be checked against MEL for effect on RNAV operations.

Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. In

certain areas, this may include the availability of an autopilot and/or a flight director to maintain track keeping

accuracy. Where the responsible airspace authority has specified in the AIP that dual P-RNAV systems are

required for a specific Terminal Area 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.

8.1.2 Actions prior to commencing the PBN operation

8.1.2.1 Aircraft Area Navigation (RNAV) Database

• A navigational database is an electronic store of relevant Air Traffic Services (ATS) route structures

including Standard Instrument Departures / Standard Instrument Arrivals (SIDs/STARs), which is

updated at every 28 days.

• Aircraft Operators or Pilots tailor their individual database as a function of their own operations to

suit their own requirements

• Basic RNAV (B-RNAV) certification does not require a database

• B-RNAV certified aircraft, therefore, may need to manually enter waypoints (minimum of 4

waypoints required to be stored and displayed).

• Precision RNAV (P-RNAV) certification requires that SIDs/STARs must be loaded automatically

from an on-board database.

8.1.2.2 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.

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 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 display to achieve the

objectives of this paragraph.


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8.1.2.3 System Initialization

At system initialization, the flight crew must confirm that the navigation database is current and verify that the

aircraft position has been entered correctly and de-select of navaid where applicable.

8.1.2.4 Route Modifications

Route modifications in the Terminal Area may take the form of radar headings or “direct to” clearances and

the flight crew must be ready to react promptly. This may include the insertion in the flight plan of a waypoint

sequence loaded solely from the database as part of an alternative procedure.con

Warning: 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.

8.1.3 Action during PBN operations

8.1.3.1 Check of the Active Flight Plan

As for departure, 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.

• Magnetic bearing

• Leg length.

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. Again, pilots shall particularly focus on the

segment of P-RNAV procedures which are below MSA. If required, a check will need to be made to confirm

that updating will include or exclude a particular navigation aid as appropriate.

A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database.

Note: As minimum, the arrival checks could be a simple inspection of a suitable display to achieve the

objectives of this paragraph The crew briefing shall include reversion to a conventional procedure and the go

around procedure.

The crew briefing shall include reversion to a conventional procedure and the go around procedure.

Warning: 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.

8.1.3.2 Monitoring the accuracy and integrity of Navigation

a. Accuracy. - During operations in airspace or on routes designates as RNAV 10, the lateral total system

error must not exceed + 10 NM for at least 95% of the total flight time. This includes positioning error, flight

technical error (FTE), path definition error and display error.

The along-track error must also not exceed + 10 NM for at least 95% of the total flight time.

Note 1: For RNAV 10 operational approval of aircraft capable of coupling the RNAV system to the flight

director (FD) or autopilot (AP), the navigation position error is the main contributing factor to transverse and

longitudinal error. FTE, the path definition error, and display errors are considered insignificant for purposes

of RNAV 10 approval.

Note 2: When data collection method described en Appendix 1 of FAA Order 8400.12A is used as the basis

for an RNAV 10 operations approval, these error types are included in the analysis. However, when the data

collection method described in Appendix 6 of FAA Order 840012.A is used, these errors are not included

since that method is more conservative. The Appendix 6 method uses radial error instead of cross-track and

along-track error.

b. Integrity. - Malfunctioning of the aircraft navigation equipment is classified as a major failure condition

according to airworthiness regulations (e.g., 10-5 per hour).

c. Continuity. - The loss of this function is classified as a major failure condition for oceanic and remote

navigation. The continuity requirement is met by carrying two independent LRNS systems on board

(excluding signal-in-space).

d. Signal-in-space. - If GNSS is used, the aircraft navigation equipment must provide an alert if the probability

of signal-in-space errors cause a lateral position error greater than 20 NM to exceed 10-7 per hour.

8.1.3.3 Contingency Procedures

• Contingency procedures will need to be developed by the operator to address Cautions and Warnings

for the following conditions:

o Failure of the RNAV system components including those affecting flight technical errors (e.g.

failures of the flight director or automatic pilot).

o Multiple system failures.

o Failure of the navigation sensors.

o Coasting on inertial sensors beyond a specified time limit.

• 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

• In the event of communications failure, the flight crew should continue with the RNAV procedure in

accordance with the published lost communication procedure.

• 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.

Contingency includes failure or degradation of RNP required accuracy. Contingency procedures address

cautions and warnings for the following conditions:

1. Failure of the RNAV system components including those affecting flight technical errors (e.g. failures

of the flight director or automatic pilot);

2. Multiple system failures;

3. Failure of the navigation sensors;

4. Coasting on inertial sensors beyond a specified time limit.

The Pilot-in-command 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.

In this case contingency procedures must be followed:

1. Revert to basic flight instruments (conventional navigation);

2. Report to ATC "Unable Precision RNAV" and follow new instructions;

3. Climb to MSA until under radar vectoring from ATC, or established on a NON P-RNAV procedure.

Contingency procedures during departure and approach must be briefed by the PF and will be

executed for the respective phase of flight:

Departure:


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– Continue LNAV track, state "Unable Precision RNAV" and request radar vectors or request reversion

to a conventional procedure or as instructed by ATC. Climb at least until reaching MSA (Minimum

Sector Altitude).

Arrival:

– Continue LNAV track, state "Unable Precision RNAV" and request radar vectors to final or request

reversion to a conventional approach procedure and execute the following:

– If the aircraft is below MSA (Minimum Sector Altitude), climb to MSA on the LNAV track,

– inform ATC and forward your request;

– If the aircraft is at or above MSA, maintain altitude, inform ATC and forward your request.

– In the event of communications failure, the Flight Crew should continue with the RNAV procedure in

accordance with the published lost communication procedure.

8.1.3.4 Reporting navigation errors

c. Failure of Navigation Aids

The flight crew shall notify the appropriate ATS unit in case of failure of any navigation aid or airborne

navigational equipment, essential for navigation or for compliance with ATS procedures. In this case, the

flight crew shall make full use of radar assistance available.

Radio facilities / navigation aids, reported as being ›ground checked only‹, ›unreliable‹ or ›on test‹, shall not

be used. They shall be deselected to prevent false updating of FMS.

If a radio navigation aid, on which adjacent route segments are based or by which an intersection is defined,

is found unreliable or out of service, the highest minimum safe grid altitude concerned shall apply to maintain

adequate terrain clearance. This does not apply for FMS aeroplanes with verified navigation accuracy.

The Pilot Report will be sent to CAAT for raising a corrective action.

d. RADIOTELEPHONY (RTF) PHRASEOLOGY FOR AREA NAVIGATION (RNAV)

Condition ATC Phraseology PILOT Phraseology:

Checking if Aircraft able to

accept a SID/STAR

“ADVISE IF ABLE

(designator) DEPARTURE or

ARRIVAL”

“UNABLE (designator) DEPARTURE /

ARRIVAL DUE RNAV TYPE”

Note:

For operation on RNAV arrival and

departure routes, where clearance is

given by ATC for an RNAV SID/STAR

for which the aircraft is not approved,

the pilot is to advise ATC who will then

seek to provide an alternative routing

If aircraft unable to continue

on issued RNAV SID/STAR

due to some failure or

degradation of their RNAV

system

“UNABLE RNAV DUE EQUIPMENT”

Note:

If, as a result of a failure or degradation,

in flight, of the RNAV system, an aircraft

is unable to meet the requirements for

continued operation on a RNAV

SID/STAR, a revised clearance shall be

requested by the pilot.

If ATC unable to

issue requested

RNAV SID/STAR:

“UNABLE TO ISSUE

(designator) DEPARTURE or

ARRIVAL DUE RNAV TYPE”

Note:

ATC is unable to assign a

RNAV SID/STAR requested

by a pilot, for reasons

associated with the type of

on-board RNAV equipment

indicated in the FPL.

8.2 RNAV/RNP Training and documentation

Flight crews are extensively trained to use the FMS system from their first type-rating course, and from routine

use of the system. Therefore, no specific training is required to use the FMS for RNAV approaches, unless

the airline’s policy is to fly conventional NPA with selected FMS modes only. In such a case, some refresher

training, on the procedures for using NAV and FINAL APP modes in approach, can be accomplished during

a recurrent training session.

The POM gives the necessary system description information, and the corresponding procedures for using

the RNAV system.

8.3 Flight Crew Procedures

All AC pilots who have completed the approved type rating transition course are considered qualified for

RNP/RNAV operations as the course incorporates RNP/RNAV procedures and techniques. As such,

compliance with SOP’s and Supplementary Techniques is necessary to ensure the RNP/RNAV requirements

are met.

The emergency procedures associated with each RNP/RNAV specification is published in the Chart Provider

Flight Information Supplement ATC and Emergency Chapter and should be reviewed or be accessible to the

pilots in flight.

Flights planned into RNAV/RNP airspace should have code “R” (or T in Australia) annotated in the ATC Flight

Plan. (Block 10 if the ICAO Flight Plan).

8.3.1 RNAV operations

8.3.1.1 RNAV 10 (designated and authorized as RNP 10 Airspace)

The distinct requirement of RNAV 10 is two FMS systems must be operating and receiving usable signals

from two operating Rockwell Collins GPS sensors and used in conjunction with the Rockwell Collins Pre-

Departure GPS Coverage Predictor Program, CPN 832-3443-008, Rev-, or later version.

8.3.1.1.1 Dispatch

a) Minimum equipment required to operate in RNP 10 airspace:-

(Refer to AFM Section 7 SUPPLEMENTS) :

- 2 FMS

- 1 AHRS and 1 GPS

- Valid navigation database


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Note 1: RNP 10 is required from FL310 - FL390 in the North Central Pacific Region, inclusive of all Pacific

Organized Track System (PACOTS) tracks except tracks A,B, 11,12, W, X, 20 and 21.

Note 2 : HF may be required in certain RNAV 10 routes/airspace.

b) With RNP 10, the minimum lateral separation between tracks in the Oakland, Tokyo and NAHA

FIRs will be 50nm.

c) The Navaid infrastructure shall be verified to be available for expected time of use.

d) Flights planned into RNP airspace should have code “R” (or “T” in Australia) annotated in the ATC

Flight Plan. Additional information needs to be displayed in the remarks section that indicates the

accuracy capability, such as RNP 10 versus RNP 4.

e) All aircraft must meet a lateral and longitudinal precision equal to or better than + 10 NM for 95% of the flight time in RNP 10 airspace.

8.3.1.1.2 Pre-Flight

- Verify the technical status of the aircraft.

- The Navigation Database must be current and include the relevant navigational aids.

- During the external inspection of an aircraft, check the condition of the navigation antennas and the

condition of the fuselage skin in the vicinity of each of these antenna

8.3.1.1.3 Enroute Operations

Prior to entry into RNP 10 airspace, ensure that the navigation system status reflects this capability. Ensure

that the RNP and ANP values on the FMS PROG page corresponds to the route requirement.

Ensure the correct RNP10 is displayed on the CDU before entering the designated airspace. The

appropriate crew-alerting message will appear when ANP exceeds the defaulted RNP. If ANP is within the

RNP of the appropriate airspace, manually insert the applicable RNP in the FMC. A manually entered RNP

must be deleted when entering an airspace with a different RNP.

All pilots are expected to maintain route centerlines, during all RNAV operations, 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 ±1/2 the navigation accuracy

associated with the procedure or route (i.e. 5 NM).

Brief deviations from this standard (e.g. overshoots or undershoots) during and immediately after

procedure/route turns, up to a maximum of one-times the navigation accuracy (i.e. 10 NM), are allowable.

If ATS issues a heading assignment taking the aircraft off a route, the pilot should not modify the flight plan

in the RNAV system until a clearance is received to rejoin the route or the controller confirms a new

clearance. When the aircraft is not on the published route, the specified accuracy requirement does not

apply.

8.3.1.1.4 Contingency Procedures

Pilots must advise ATC of any deterioration or failure of the navigation equipment below the navigation

performance requirements or of any deviations required for a contingency procedure. Subsequent ATC

instructions should be complied.

8.3.1.1.5 Knowledge and Training for RNP 10 Operations

AC Aviation Co Ltd have a training programme to ensure that flight crews know:

- RNAV 10 (RNP 10) Guidance material

- GNSS principles

- Limits of navigation system capabilities

- Effects of updating

- Applicable contingency procedures

8.3.1.2 RNAV 5 (BRNAV)

The distinct requirement of BRNAV is that it requires 2 independent long range navigation systems (IRS)

8.3.1.2.1 Dispatch

a) Minimum equipment required to operate in RNP 5 airspace:-

Refer to (Refer to AFM Section 7 SUPPLEMENTS) :

- 2 FMS

- At least one of following:

- VOR/DME

- DME/DME

- GPS


Note: VOR-DME UPDATING REQUIRES THE VOR and DME to be on the same side.

b) As DME coverage is more than adequate to meet the RNAV 5, updating by GPS is not required.

c) Should there be no DME updating, En-route RAIM (Receiver Autonomous Integrity

d) Monitoring) levels are required for RNAV 5 and can be verified either through NOTAMs.

e) In the event of a predicted, continuous loss of appropriate level of fault detection of more than five

minutes for any part of the RNAV 5 operation, the flight plan should be revised (i.e. delaying the departure

or planning a different departure procedure).

f) Flights planned into RNP airspace should have code “R” (or “T” in Australia) annotated in the ATC

Flight Plan. Additional information needs to be displayed in the remarks section that indicates the

accuracy capability, such as RNAV5

g) For RNAV 5 operations, aircraft must meet a cross-track (lateral) keeping accuracy and along-track (longitudinal) position accuracy of not greater than + 5 NM for 95% of the flight time.


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a) Verify the technical status of the aircraft.

b) The Navigation Database must be current and include the relevant navigational aids.

c) During the external inspection of an aircraft, check the condition of the navigation antennas and the

condition of the fuselage skin in the vicinity of each of these antenna


Prior to entry into RNAV 5 airspace, ensure that the navigation system status reflects this capability.

Ensure that the RNAV and ANP values on the FMS PROG page corresponds to the route requirement.

If unable to meet RNAV 5 due to equipment failure, inform ATC and revert to conventional navigation using

VORs or VOR/DME.

All pilots are expected to maintain route centerlines, during all RNAV operations, 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 ±1/2 the navigation accuracy

associated with the procedure or route (i.e. 5 NM).

Brief deviations from this standard (e.g. overshoots or undershoots) during and immediately after

procedure/route turns, up to a maximum of one-times the navigation accuracy (i.e. 10 NM), are allowable.

If ATS issues a heading assignment taking the aircraft off a route, the pilot should not modify the flight plan

in the RNAV system until a clearance is received to rejoin the route or the controller confirms a new


apply


The pilot must notify ATC when the RNAV performance ceases to meet the requirements for RNAV 5. The

communication to ATC must be in accordance with the authorized procedures as published in the Chart

Provider Flight Information Supplement Chapter ATC.

In the event of communications failure, the flight crew should continue with the flight plan in accordance

with the published “lost communication” procedure.

In the event of that there is a loss of the RAIM detection function, the GNSS position may continue to be

used for navigation. The flight crew should attempt to cross-check the aircraft position, with other sources of

position information, (e.g. VOR, DME and/or NDB information) to confirm an acceptable level of navigation

performance. Otherwise, the flight crew should revert to an alternative means of navigation and advise

ATC.

8.3.1.2.5 Knowledge and Training for RNAV 5 Operations

AC Aviation Co Ltd have a training programme to ensure that flight crews know:

a) How area navigation systems work

- include function capabilities and limitations of this navigation specification.

- accuracy, integrity, availability and continuity; and

- GPS receiver, RAIM, FDE, and integrity alerts;

b) Flight plan requirements;

c) ATC procedures;

- ATC contingency procedures;

- Separation minima;

- Mixed equipage environment (impact of manual VOR tuning);

- Transition between different operating environments; and

- Phraseology.

8.3.1.3 RNAV 1 and RNAV 2

8.3.1.3.1 General

RNAV 1 and RNAV 2 navigation specifications constitute harmonization between European Precision

RNAV (P-RNAV) and United States RNAV (US-RNAV) criteria. Aircraft approved for RNAV 1 and RNAV 2

operations are automatically approved to operate within the United States or airspace of the Member States

of the European Civil Aviation Conference (ECAC).

RNAV1 procedures are implemented in Terminal Area airspace at various airports. They were variously

referred to as Precision Area Navigation (P-RNAV), RNP1 or RNAV Type B operations (USA).

RNAV1 operations require a lateral track keeping accuracy of 1 nm or better for 95% of the flight time. This

is achieved through an FMC-computed ANP of not more than 1 nm.

RNAV1 TMA procedures apply to SIDs, and to STARs up to the Final Approach Waypoint (FAWP).

Obstacle clearance assumes that aircraft comply with RNP1 accuracy requirements. The required

navigation aids critical to a specific procedure, if any, i.e. those which must be available for the required

performance, are identified on the relevant charts. Navigation aids that must be excluded from the

operation of a specific procedure, if any, are also identified on the relevant charts.

8.3.1.3.2 Minimum equipment required to operate in RNAV1 and RNAV2 airspace:-


- 1 FMS

- At least one of following:

- DME/DME

- GPS


8.3.1.3.3 ATC Flight Plan Requirements

In addition to the designator “R”, the designator “P” must also be inserted in item 10 of the ATC Flight Plan.

8.3.1.3.4 Dispatch


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The availability of the navaid infrastructure, required for the intended routes, including any non-RNAV

contingencies, must be confirmed for the period of intended operations using all available information.

Since GNSS is required, the availability of these should also be determined as appropriate. RAIM levels

required for RNAV 1 and RNAV 2 can be verified either through NOTAMs.

RAIM availability prediction should take into account the latest GPS constellation NOTAMs

In the event of a predicted, continuous loss of appropriate level of fault detection of more than five minutes

for any part of the RNAV 1 or RNAV 2 operation, the flight plan should be revised (e.g. delaying the

departure or planning a different departure procedure).

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


Pilots should not request or file RNAV 1 and RNAV 2 routes unless they satisfy all the criteria in the

relevant state documents as reflected on the relevant Enroute chart. If an aircraft not meeting these criteria

receives a clearance from ATC to conduct an RNAV route, the pilot must advise ATC that he/she is unable

to accept the clearance and must request alternate instructions.

The Navigation Database must be current and include the relevant navigational aids, waypoints and coded

Terminal Area procedures.

Check the relevant Charts for required FMC updating source (GPS, or DME/DME or VOR/DME).

The RNAV SID/STAR must be loaded from the Navigation Database. The creation of new waypoints by

manual entry into the FMC is not permitted, as it would invalidate the RNAV procedure. However, route

modifications may take the form of radar headings or “direct to” clearances. Additionally, pilots must not

change any RNAV SID or STAR database waypoint type from a fly-by to a flyover or vice versa.

Note: Whenever possible, RNAV 1 and RNAV 2 routes in the en-route domain should be extracted from

the database in their entirety, rather than loading individual waypoints from the database into the flight plan.

However, it is permitted to select and insert individual, named fixes/waypoints from the navigation

database, provided all fixes along the published route to be flown are inserted. Moreover, the route may

subsequently be modified through the insertion or deletion of specific waypoints in response to ATC

clearances. The creation of new waypoints by manual entry is not permitted.

Ensure that the appropriate RNP value is displayed before commencing the procedure.

The FMC waypoints must be checked against the appropriate SID/STAR chart using the Navigation Display

(ND) mode: Map display and the CDU. This includes:

- Confirmation of the correct waypoint sequence.

- Track angles and distances between waypoints

- Any altitude or speed constraints.

The crew briefing should include reversion to conventional navigation.

Pilots may notice a slight difference between the navigation information portrayed on the chart and their

primary navigation display. Differences of 3 degrees or less may result from the application of magnetic

variation and are operationally acceptable.

8.3.1.3.6 In-Flight Operations

Flight progress should be monitored by crosschecks with conventional navigation aids.

It is recommended that RNAV1 & 2 procedures be flown using the auto-flight system and with managed

lateral navigation and vertical modes (NAV/ CLB) engaged.

If ATC issues a heading assignment taking the aircraft off a route, the pilot should not modify the flight plan

in the RNAV system until a clearance is received to rejoin the route or the controller confirms a new route


apply.

Barometric altitude corrections for cold temperature must be applied when appropriate.

Required climb gradients and altitude constraints must be met by the airplane performance.

RNAV SID Requirements

Pilots who are assigned an RNAV departure procedure and subsequently receive a change of runway,

procedure or transition must verify the appropriate changes are entered and available for navigation prior to

takeoff. A final check of proper runway entry and correct route depiction, shortly before takeoff, is

recommended.

A suitable display scale on the Navigation Display (ND) of the PF should be selected to monitor the track

keeping accuracy of the aircraft.

Check that the updating requirements of the specific RNAV SID e.g. DME or GPS is available prior to takeoff.

RNAV STAR Requirements

Prior to the arrival phase, the flight crew should verify that the correct terminal route has been loaded. The

active flight plan should be checked by comparing the charts with the map display and the CDU. 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 flyover. If required by a route, a

check will need to be made to confirm that updating will exclude a particular navigation aid. A route must not

be used if doubt exists as to the validity of the route in the navigation database.

The creation of new waypoints by manual entry by the Flight Crew would invalidate the route and is not

permitted.

The Crew briefing should include reversion to conventional navigation. A suitable display scale on the

Navigation Display (ND) of the PF should be selected to monitor the track keeping accuracy of the aircraft.


The pilot must notify ATC of any loss of the RNAV capability, together with the proposed course of action. If

unable to comply with the requirements of an RNAV route, pilots must advise ATS as soon as possible. The

loss of RNAV capability includes any failure or event causing the aircraft to no longer satisfy the RNAV

requirements of the route.

In the event of communications failure, the flight crew should continue with the RNAV route in accordance

with established lost communications procedures.

8.3.1.3.8 Pilot knowledge and training for RNAV1/RNAV2

For the aircraft’s RNAV system, The minimum training shall comprise a theoretical part and a practical part as below. a) the basic principles of RNAV;

b) the meaning and proper use of aircraft equipment/navigation suffixes;


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c) procedure characteristics as determined from chart depiction and textual description;

d) required navigation equipment for operation on RNAV routes/SIDs/STARs, e.g.

DME/DME, DME/DME/IRUs and GNSS;

e) RNAV system-specific information;

f) use of RNAV system, RNAV;

g) RNAV equipment operating procedures, as applicable, including how to perform the

following actions.

8.3.2 RNP operations

8.3.2.1 RNP 1

8.3.2.1.1 Minimum equipment required to operate RNP airspace:


- 2 FMS

- 1 AHRS

- 2 GPS

- Valid Navigation database

Note: For RNP 1 and RNPAPCH additional number of equipment maybe required by published approach

charts.

As mentioned above, the FMS can use one of the following as the displayed RNP:

1) Default RNP – FMS default values for different phases of flight.

2) Manually entered RNP – A manually entered RNP remains until changed or deleted and is reflected as

“REQUIRED ACCUR” in the PROG page of the FMC.

8.3.2.1.2 Operational Requirements

During the flight, advise ATC if the aircraft exceeds the RNP.


1) Verify the technical status of the aircraft.

2) The Navigation Database must be current and include the relevant navigational aids.

3) The Navaid infrastructure shall be verified to be available for the expected time of use. In the event of a predicted, continuous loss of appropriate level of fault detection of more than five minutes for any part of the Basic-RNP 1 operation, the flight planning should be revised (e.g. delaying the departure or planning a different departure procedure).

4) RNP 1 is based on GNSS positioning. Positioning data from other types of navigation sensors may be integrated with the GNSS data provided the other positioning data do not cause position errors exceeding the total system error (TSE) budget. Should there be a known unreliable or unserviceable navaid, it shall be de-selected through the CDU.

5) RAIM levels required for RNP 1 shall be verified either through NOTAMs or through prediction services.


Ensure the correct RNP value is displayed on the CDU before entering the RNP designated airspace. The

appropriate crew-alerting message will appear when ANP exceeds the defaulted RNP. If ANP is within the

RNP of the appropriate airspace, manually insert the applicable RNP in the FMS. A manually entered RNP

must be deleted when entering airspace with a different RNP. When unable to meet a specified RNP,

inform ATC accordingly.

De-selection of GNSS Updating

There is a possibility of position errors caused by the integration of GNSS data with other positioning data

and the potential need for de-selection of other navigation sensors. While it is unlikely that any reduction in

positioning accuracy will be significant in proportion to the required RNP 1 navigation accuracy, this should

be confirmed. Otherwise, a means to deselect other sensors should be provided and the operating

procedures should reflect this.

If the position error is due to the FMS Disagree or exceed the TSE budget, the following procedures will

need to be comply as below;

• Do a position update of the FMS with data from a known good sensor.

• Determine if a GNSS sensor is failed or invalid. Disable the sensor if necessary.

If the GNSS position estimate is different from that of the FMS. Shows when the difference is;

• 2.0 NM or greater in the oceanic, remote, or enroute environment.

• 1.0 NM or greater in the terminal environment.

• 0.3 NM or greater in the approach environment.


The pilot must notify ATC of any loss of the RNP capability, together with the proposed course of action. If

unable to comply with the requirements of an RNP route, pilots must advise ATS as soon as possible. The

loss of RNP capability includes any failure or event causing the aircraft to no longer satisfy the RNP

requirements of the route.

In the event of communications failure, the flight crew should continue with the RNP route in accordance with

established lost communications procedures.

When a satellite base navigation aid is not available during an approach or an alert is displayed to the flight

crew, the flight should be discontinued. While satellite prediction services are normally accurate and reliable,

it should be noted that an unpredicted loss of service can occur at any time. The pilot shall execute a missed

approach according to the AC Aviation SOP when the following messages appeared on either the CDU, PFD

or MFD;

- LOSS OF INTEGRITY

- GNSS NOT AVAILABLE

Additinally, The Flight Crew shall disengage and abandon use of the PBN if a deviation is detected, systems

downgrade or a failure has been detected or if there is a question regarding the reliability of the PBN unit.

The Flight Crew will inform ATC as soon as practical of the failure and discontinuation of use of PBN.

The Pilot-in-Command shall submit a written report to the Chief Pilot for all PBN discovered errors.

8.3.2.2 RNP APCH LNAV/VNAV


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8.3.2.2.1 RNP APCH Introduction

RNP APCH procedures are characterised by existing charted RNAV (GNSS) approach procedures

designed with straight final approach segments.

Those approaches are generally charted under the name RNAV(GNSS) or RNAV(GPS).

8.3.2.2.2 Operational Criteria

A RNP APCH approach covers three possible types of approach procedure:

Non-precision approach Identified on the IAC chart by the minima line LNAV - MDA/MDH

APV BaroVNAV approach Identified on the IAC chart by the minima line LNAV/VNAV - DA/DH

APV SBAS approach Identified on the IAC chart by the minima line LPV - DA/DH

* APV stands for Approach with vertical Guidance

When published on the same RNAV(GNSS) chart, these three final approaches have an initial and

intermediate approach, as well as a common missed approach:

8.3.2.2.3 Accuracy RNP APCH LNAV

The lateral TSE must be within ±1 NM ( 95%) for the initial, intermediate and missed approach

segment. The lateral TSE must be within ±0.3 NM (95%) for the Final segment and Total System

Error is the Root Sum Square (RSS) of:

- Navigation system error (NSE)

- Path definition error (PDE)

- Flight technical error (FTE)

8.3.2.2.4 Integrity and continuity RNP APCH

LNAV

Total loss of navigation must be remote at aircraft level (occurrence less than 10-5/per flight hour).

Erroneous displayed information must be remote at system level (occurrence less than 10-5/ per

approach).An On Board Performance monitoring and Alerting Function is required

8.3.2.2.5 - NORMAL PROCEDURES

FMS-6000 Version 4.0 APPROACH PROCEDURES

For normal procedures, refer to the Operator’s Guide, Rockwell Collins FMS-6000 V4.0 Flight Management

System, appropriate for the system and software installed in the Hawker 850XP, Publication Number 523-

0809284, 1st Edition, dated April 20, 2009, or latest revision.

FMS Approach Procedure with BARO-VNAV

NOTE: Use of the autopilot/flight director 1/2 BANK or TURB modes may result in excessive deviation from

the course during an approach or holding pattern due to the limits these modes place on autopilot command

authority.

1. On the CDU, push the DEP ARR function key to show the ARRIVAL page.

NOTE: Either an origin (ORIG) or a destination (DEST) airport must be specified in the flight plan for

approach selections to be available on the ARRIVAL page.

When the DEP ARR key is pushed, one of the following three pages is shown:

• DEPART

• ARRIVAL

• DEP/ARR INDEX

If the airplane is on the ground, or airborne less than 50 NM from the origin airport, or less than halfway to

the destination airport, the DEPART page for the ORIGIN airport shows. If the airplane is airborne and more

than halfway to the destination airport, the ARRIVAL page for the destination airport is shown.

2. Push the line select button adjacent to the desired approach.

3. Push the line select key button adjacent to the desired transition.

NOTE: If the desired approach or transition is not visible under the APPROACHES or TRANS list, push the

NEXT or PREV function keys to scroll through additional selections.

4. Via the ARR DATA page, select BARO if the approach is a LPV or L/V as set by the database.

5. Once the approach, approach transition and BARO (if required) have been selected, push the EXEC

function key to add the approach to the flight plan.

NOTE: When an approach is added to a flight plan from the ARRIVAL page, a discontinuity may be added

immediately before the approach procedure in the flight plan.

6. To intercept the final approach course via vectors, select the flight director NAV or APPR mode. When

flying an approach via a transition other than vectors and APPR is the desired vertical mode to complete the

approach, verify APPR mode is selected prior to 2 NM from the final approach fix.

NOTE: VNAV altitude temperature compensation (TEMP COMP) is available for use during approach

operations. When this mode is active, the FMS will automatically account for non-standard temperatures by

calculating temperature compensated altitudes for approach transition, final approach and missed approach

legs. These altitudes must be reviewed and manually adjusted as required to comply with all ATC clearances

and procedure requirements. Flying temperature

compensated altitudes without approval of Air Traffic Control or the appropriated governing authority can lead

to a loss of traffic separation.

7. If VNAV path guidance is desired for a non-precision approach, select VNAV mode prior to the final

approach fix. The FMS will provide a vertical path for those approaches with a vertical angle displayed on the

CDU LEGS page to the altitude at the runway or missed approach point.

Approaches without a vertical angle will display V-MDA above the missed approach point altitude on the CDU

LEGS page.

If APPR mode is selected on the FCP, a white GP annunciation will be displayed no later than 2 NM from the

final approach fix. This indicates the system is armed to capture and track a VNAV glide path past the final

approach fix.

After glide path capture, the annunciation will change to VGP in green. In VGP mode, the VNAV system will

not level at the preselected altitude. The preselector can be set to the missed approach altitude. Operation

in VGP mode is similar to GS mode for an ILS approach and is appropriate when operating to a DA.

If NAV mode is selected on the FCP, a white PATH annunciation will be displayed no later than 2 NM from

the final approach fix. This indicates the system is armed to capture and track a VNAV path past the final

approach fix. After path capture, the annunciation will change to VPATH in green.


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In VPATH mode, the VNAV system will level at the preselected altitude or VNAV reference altitude, whichever

is higher. There may be subsequent step-down fixes after the FAF that require pilot action to continue the

descent to the MDA. VNAV path guidance after the FAF is not available for those approaches with V-MDA

displayed above the missed approach point altitude on the CDU.

If flying level to the FAF, the airplane will remain in an altitude hold mode past the FAF unless another flight

director vertical mode is selected for descent to the desired MDA.

If descending to the FAF via a VNAV-defined path, the flight director will revert to PTCH mode at the FAF

and the airplane will continue the descent at the airplane pitch value present at the transition to PTCH mode.

There may be subsequent step-down fixes after the FAF that require pilot action to continue the descent to

the MDA.

8.3.2.2.6 Pilot knowledge and training for RNP APCH

The minimum training shall comprise a theoretical part and a practical part as below

a) Concept of RNP approach

b) The meaning and proper use of RNP systems;

c) Procedure characteristics as determined from chart

d) Waypoint type (IF, TF, DF)

e) Kownledge on the required navigation equipment in order to conduct RNP APCH operations;

f) Knowledge of RNP system-specific information;

g) RNAV equipment operating procedures, as applicable, including how to perform the following actions;

h) Knowledge of operator-recommended levels of automation for phase of flight and workload.

i) Radio telephony phraseology for RNP applications;

j) Ablility to conduct contingency procedures following RNP system failures.

8.4 RT Phraseology for RNAV/RNP Terminal Area Operations

If for any reason, the pilot is unable to comply with an assigned Terminal Area procedure, the pilot shall

inform ATC by use of the phrase: UNABLE (designator) DEPARTURE (or ARRIVAL) (reason).

If for any reason, ATC is unable to assign an arrival or departure procedure requested by the pilot, ATC shall

inform the pilot by use of the phrase: UNABLE TO ISSUE (designator) DEPARTURE (or ARRIVAL) (reason).

As a means for ATC to confirm the ability of a pilot to accept a specific RNAV arrival or departure procedure,

ATC shall use the phrase: ADVISE IF ABLE (designator) DEPARTURE (or ARRIVAL).

Contingency Procedures

Pilots must inform ATC if unable to accept or continue a RNAV/RNP procedure or if the following crew alerting

message ACCUR LOW annunciates, together with the proposed course of action. (The alert is disabled if

both FMS‘s fail).

In the event of communications failure, the crew should continue the RNAV procedure in accordance with the

published lost communication procedure.

In the event of failure of RNAV system components, inform ATC and revert to conventional navigation. Radar

vectors may be requested if available.

8.5 Crew reporting

Significant incidents associated with the operation of the aircraft, which affect the safety of RNAV/RNP

operations need to be reported in the Incident Report. Examples may include:

• Aircraft systems malfunction during RNAV Terminal Area operations, which cause navigation errors

(e.g. map shift).

• Navigation errors due to incorrect data in the navigation database.

• Unexpected deviations from flight path not caused by pilot input.

• Total loss, or multiple failures of navigation equipment.

• Navigation errors attributed to ground navigation facilities.

Any database errors/omissions reported by the flight crew are addressed expeditiously by flight crew

briefing/removal of procedures and should be reported back to the database suppliers.

8.6 Mach Number Technique (MNT) Operations

8.6.1 General

Mach Number Technique (MNT) is a method of Air Traffic Control that requires aircraft to fly specific Mach

number in order to maintain adequate longitudinal separation between successive aircraft on long route

segments with a minimum of Air Traffic Control intervention, thereby also increasing airspace capacity.

MNT may be applied to RNAV equipped or RNP compliant aircraft with 10 minutes or 80 nm in-trial

longitudinal separations. It can also be applied to non-RNAV equipped or non- RNP compliant aircraft with

15 minutes longitudinal separation.

Currently, MNT is applied worldwide, including North Atlantic (MNPS), North and Central Pacific, Asia and

Australasia.

The planned cruise Mach number is included in the ATC Flight Plan (item 15).

Refer to OM-C - Chart Provider Flight Information Supplement for detailed information.

8.6.2 Operational Procedures

The assigned Mach number, which is to be maintained, will be included in the ATC clearance if MNT is

applied. The Mach number so assigned may be different from the filed Mach number.

Crews are to adhere to the last assigned Mach number and, when required, to include the current Mach

Number in routine position reports. Inform ATC when a change of Mach number is required for any operational

reason e.g. turbulence. The assigned Mach number should be maintained during any step-climb or step-

descent.

8.6.3 Barometric Vertical Navigation (Baro-VNAV)

For the vertical navigation, the system compares the vertical position (barometric altitude) with the desired

vertical profile and associated elevations. This type of vertical navigation is called “BARO VNAV”

Due to the vertical flight path’s definition, vertical navigation accuracy is influenced by the following:

• The along flight path horizontal position accuracy;

• The baro-altitude accuracy, including the effect of temperature (ex: low OAT).

• For specific aircraft type procedure refer to OM-B.


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8.6.4 Electronic Navigation Database

The onboard Flight Management System (FMS) navigation database must be current and appropriate for the

intended operation which includes the relevant navigation aids, waypoints, and coded Terminal Area

procedures for the departure, arrival and alternate aerodromes. The database must be provided by an

approved supplier conforming to a recognized standard for data integrity and checked via the Company

procurement procedure.

Flight crew shall verify timely and current and unaltered electronic navigation data for electronic systems has

been inserted into the relevant FMS database and is current prior to the first flight on the effective date for

the new database and each subsequent flight.

Oversight of electronic data integrity remains with AC aviation. Audits shall be conducted according to the

quality audit processes relating to monitoring and control of products acquired from external organizations.

Verification that the electronic data capabilities are assured include:

• Assessing the level of integrity is commensurate with the intended application;

• Assuring compatibility with the intended function of the equipment in which it is installed;

• Ensuring electronic data is distributed in a manner to allow insertion of current and unaltered

electronic navigation data into all aircrafts that require it.

8.7 The navigation specification permits the integration of other navigation sensor information with GNSS, provided the TSE is not exceeded, If it can be determined that radio updating has detrimental effect on the accuracy of the computed position, inhibiting of radio updating is required.

8.8 GNSS availability prediction

The flight crew shall check the availability of RAIM before commencing an RNP approach by following the procedures below;

- During pre-flight a) Check NOTAM regarding the serviceable of RAIM at the destination aerodrome. b) Check the position availability of multi sensor receivers are consident in an aircraft.

- During flight

Check the accuracy and performance of the GNSS receiver in the FMS to be within limits on enroute nav.spacification and RNP approach.The accuracy shall not exceed the limit.


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9. TRAINING PROGRAM

9.1 RNAV / RNP General

RNAV/RNP training is intended to provide basic knowledge and competence related to RNAV and RNP

operation. The module serves the purpose for being a basic training to pilots for all further RNAV and RNP

specifications. Generic topics which are related to all specific RNAV and RNP Ops Specs are covered by

this module to reduce repetitive training for no operational gain or increase in safety.

9.2 Instructors

Instructors carrying out training must hold a current instructor certificate and be qualified to teach for the IR

or IMC rating (Instrument Rating (Restricted) on a CAAT issued licence) in accordance with Part FCL.

9.3 Qualified Training Personnel (minimum requirements)

Prerequisites

Before starting the RNAV and RNP generic training module, the candidate ideally should have finished

the theoretical ground instruction for aircraft systems to allow easy understanding of the system operating

procedures and the systems limitations.

9.4 Training facilities

Classroom facilities should be available throughout the training, which should include theoretical knowledge

instruction, flight briefing and flight training.

The use of full flight simulators, Flight Navigation Procedures Trainers (FNPT’s), Part Task Trainers and Basic

Training Devices is actively encouraged, as is the use of computer based training programmes.

9.5 Standard of performance

The following define the standards of performance for this module:

- The candidate knows where to find all pertinent information related to RNAV and RNP within the

OM system; shall be obtained after completed theoretical and practical training;

- The candidate knows the difference of the various RNAV and RNP specifications and has

knowledge about the operators approved operations;

- The candidate knows the implications on reduced system integrity related to RNAV and

RNP operations (operation according MEL).

- The Candidate knows where to check: system requirements and limitations.

- Nav data base integrity.

- how programming of the navigation procedures is to be performed.

- flight crews have to demonstrate that competency standards are achieved and aintained and the

means by which the operator documents the qualification


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9.6 The training consists of:

9.6.1 Knowledge requirement (RNAV1/RNAV2, RNP1, RNAV5(B-RNAV), RNP10(RNAV10)

1) Overview Navigation principles, area navigation principles and Performance Based Navigation

principles about system architecture and the functionality/differences of the various RNAV and RNP

types of operations;

2) Operating limitations of RNAV and RNP,

3) GNSS concepts and limitations (refer to Pilot Training Manual: PTM)

4) Charting and database issues including: waypoint naming concepts; Flyby and Flyover way-points,

Vertical path angle;

5) Avionics issues including waypoint naming and depiction concepts; Fly-by and Fly-over waypoints;

6) Operating procedures: Use of RNAV and RNP equipment including (where appropriat) the

verification and sensor management, tactically modifying the flight plan; addressing discontinuities;

a) Execution of SIDs and STARs, and connection with the en-route structure and transition

to final approach

b) the ability of the airborne equipment to fly the designed flight path.

c) management of changes

d) turn management (turn indications, airspeed and bank angle, lack of guidance in turns)

e) route modification (insertion/deletion of waypoints, direct to waypoint)

f) intercepting a route from radar vectors

g) where VNAV is used for SIDS and STARs, the potential for altitude constraints to be

compromised in cases where the lateral flight path is changed or intercepted.

7) Entering associated data such as: Wind; Altitude/Speed constraints, Vertical profile/vertical speed

speed into the Navigation System (FMS);

8) Use of lateral and vertical navigation mode(s) and associated lateral/vertical control techniques; R/T

phraseology for RNAV operations (in accordance with ICAO Doc 4444);

9) The implications for RNAV operations of systems malfunctions which are not RNAV related (e.g.

engine failure, flight guidance malfunctions);

10) Performance monitoring and alerting.

9.6.2 Flight training requirements

All items as described below must be trained and checked in practical operations. This shall be

accomplished during: Simulator training, and/or IOE

A pre-flight briefing and one simulator session of 2 to 4 hours per crew may be

sufficient. However, the amount of flight training required by AC Aviation varies with the

operational procedures, previous training and experience. For approval on the evaluation of the

flight training, all relevant circumstances need to be considered and the training assessed for

completeness and effectiveness. Ongoing and recurrent training should also be considered for

future purposes. For training detail, as below.

- Arrival, approach and departure operations require flight training and the demonstration of flight crew

competency.

- The purpose of the following guidelines is to aid the assessment of the extent of training that might

be required. These guidelines assume that flight crews have previous relevant experience and have

completed a knowledge training curriculum.

- En-route (oceanic, remote and continental). In general flight training is not required for en-route

operations.

- Arrival and departure. Because arrival and departure operations require strict adherence to track

during periods of higher workload and may be associated with minimum terrain clearance and

reduced route spacing, crews need to be fully briefed with the operation of the navigation system. In

addition, unless crews have significant appropriate operational experience, simulator or flight training

must be provided. Particular care should be taken when this type of operation is conducted with

stand-alone GNSS equipment where functional limitations require crew intervention.

9.7 Checking

- The candidate must pass the examination before being allowed to continue with training on a simulator or aircraft.

- Practical knowledge shall be checked on Pilot Proficiency Check (PPC).

9.8 Training Record

ACA shall:

• Maintain records of all training, checking and qualifications of each crew member, as prescribed by

CAAT; and

• Make such records available, on request, to all Crew Member concerned and CAAT.

Complete qualification

Prior to being assigned as commander or as pilot to whom the conduct of the flight may be delegated by the

commander, the pilot has obtained adequate knowledge of the route used and the aerodromes to be flown

to, as well as the procedures to be used. The crew must be qualified and current for RNP/RNAV operations.


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Picture: BASIC PROCEDURE for check FMS


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10 PBN MAINTENANCE PROGRAM

10.1 Introduction

A. The purpose of this section is:

1) To identify the supplementary maintenance program requirements and organizational

responsibilities for Performance – based Navigation (PBN) at AC Aviation Co Ltd. It defines the

general maintenance practices and procedures for PBN, in accordance with CAAT Guidance

Material for Performance Based Navigation (07-GM-PBN-CAAT). The document explains the

PBN maintenance program in detail with some references to other AC Aviation Co Ltd.

documents.

2) To put together the AC Aviation Co Ltd. fleet approval / data package for operations in

Performance–based Navigation (PBN), specifically RNAV/RNP system approval.

10.2 Regulatory Compliance

A. CAAT (The Civil Aviation Authority of Thailand) Guidance Material for Performance Based

Navigation and ICAO Performance Based Navigation Manual Doc. 9613-AN/937 Ed. 4 provide

general guidelines for the PBN operational approval. This section complies with the CAAT

Regulations (Parts B.E 2551, B.E 2555 & B.E 2557 which are related to this subject), and applies

to all PBN certified and operationally approved process at AC Aviation Co Ltd.

B. Any changes to maintenance and training procedures, practices or limitations established in the

qualification for PBN operations shall be approved by CAAT before being adopted.

10.3 Responsible Individuals

A. The chain of the responsibilities defined by AC Aviation Co Ltd for the success of the PBN program

implementation is as follow:

1) The Manager of Engineering is responsible for the development of this section of MOE which is

maintained updated and distributed as defined in section X.Y of this MOE.

2) Quality Assurance Manager is responsible for obtaining approval from the applicable Regulatory

Authority, and monitoring and control of the ongoing program implementation.

3) The Director of Engineering and Maintenance is responsible for the implementation of the

requirements identified in this section, ensuring that all maintenance personnel including the

contracted maintenance organizations are familiarized with this program and all applicable

procedures.

4) The Accountable Manager is responsible to ensure all the resources necessary to implement this

program.

B. The overall control of the PBN program is the responsibility of the Flight Operations Engineering

Manager.

10.4 Evaluation and Eligibility of the airplanes

10.4.1 Identification of Airplanes

AC Aviation Co Ltd airplanes that are authorized for PBN operations are listed in Table 1.


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TABLE 1. PBN AIRPLANES IN AC AVAITIONCO LTD FLEET

Airframe MSN Engine Type Approval Date PBNOperation

Registry

Hawker 850X 258830 Garrett 731-5BR-1H 2007 HS-PEK

10.4.2 Declaration of PBN Conformity

1) All Aircraft listed or added to the PBN AC Aviation Co Ltd fleet must comply to the following requirements:

a) CAAT written approval to operate the aircraft for the specific PBN Operation (RNAV1/RNAV2);

b) Applicable PBN aircraft must have a compliance statement from manufacturers proving that

the aircraft is complying with the requirements for RNAV1/RNAV2 operation, e.g. declaration

included in:

i Type Certificate accepted by the CAAT;

ii STC where accepted by the CAAT;

iii The AFM or equivalent document; iv) Any aircraft conformity document issued by the

manufacturer, if approved by the State of Design and accepted by CAAT.

2) In accordance with CAAT Guidance Material for Performance Based Navigation (07-GM-PBN-CAAT),

Section 2.3.8, to prove the fleet eligibility for PBN (RNAV1/RNAV2) operations, AC Aviation Co Ltd uses

the Hawker Beechcraft Technology Briefing Rev. 1 Dated Dec 22, 2015 & SB 34-4001 for Hawker

850XP). Those documents together with FAA AC 90-100A-Compliance Table, found at the AFS-410

website and aircrafts Readiness Log (aircrafts are equipped with a Flight Management Computer (FMC)

at the time of delivery), are considered by AC Aviation Co Ltd and accepted by CAAT, as a compliance

statement proving that the aircrafts listed in table 1 are complying with the requirements for RNAV/RNP

operations.

10.5 Initial In-Service Airworthiness

10.5.1 Aircraft Avionics Equipment Used In PBN Operations

A. The parts certified on AC Aviation Co Ltd Hawker 850XP aircraft for usage in PBN operations are

listed in the Hawker 850XP IPC, including subsequent upgrades that may be installed.

Nevertheless, any of the affected parts, including subsequent upgrades, are no longer to be used

for PBN operation if deemed so by the CAAT and/or aircraft manufacturer.

B. Parts Borrowing and Pooling

1. AC Aviation Co Ltd, through the procedures established in the Maintenance Procedures Manual

(MPM), section Z.Z, will ensure that all consumable materials and parts used by the airline are

subject to receiving inspection to assure conformance to part number, Purchase Order and/or other

applicable specifications.

i) However, all parts borrowed or received trough pooling should follow the procedures

below:

ii) All parts received trough pooling arrangement, have confirmed part number and dash

number by MCC.

iii) All PBN parts borrowed from other airlines and non-airline are PBN approved.

iv) Both PBN parts acquired trough borrowing or pooling agreement should have FAA

8130-3/-4, CAAT Form 1 JAA/ EASA Form One or equivalent accepted by CAAT.


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C. All PBN parts must be verified by part number and dash number prior to installation on a PBN airplane.

If any borrowed parts are not verified, they cannot be used on a PBN airplane.

D. The PBN parts accuracy must be in compliance with the following Standards

a) Technical Standard Order (TSO) C66c, Distance Measuring Equipment (DME) Operating

within the Radio Frequency Range of 960-1215 Megahertz.

b) TSO-C115b, Airborne Area Navigation Equipment Using Multi- Sensor Inputs. (FMS)

c) TSO-C129a, Airborne Supplemental Navigation Equipment Using the Global Positioning System

(GPS).

E. AC Aviation Co Ltd is authorized, subject to the conditions and limitations specified by the CAAT

established guidelines to pool parts with certain CAAT approved foreign carriers. The configuration of

these parts is agreed by pool participants and any changes must be disclosed to member airlines. Any

parts received through pooling agreements shall be in serviceable conditions and must still be

confirmed by part and dash numbers. Parts borrowed from these approved foreign sources must have,

FAA 8130-3/-4, CAAT Form 1, JAA/ EASA Form One or equivalent accepted by CAAT.

Note: Serviceable Tags are not sufficient to install a component. An FAA 8130-3/-4 or CAAT Form 1

EASA/JAA Form One must be available.

F. Parts borrowed from non-air carriers must have the appropriate documentation attached certifying

compliance with FAA 8130-3/-4, CAAT Form 1 JAA/ EASA Form One.

10.5.2 Use of Non-PBN parts

a) The Provisioning Department shall ensure that all NON-PBN parts must be identified and are

segregated from PBN parts.

b) Inability to verify the PBN status of a part or use of a non-PBN part will result in restriction of

the aircraft from PBN flight until a PBN modified and certified part is installed.

c) If it is necessary to install non-PBN parts on a temporary basis for a non-PBN flight, the

MCC/ FCC and Flight Crews are notified of the deviation through Tech Logbook entries (see

MOE Z.Z.Z). This practice should be avoided to keep with the PBN philosophy of high

reliability standards.

10.5.3 Control

The control of all components (PBN and NON-PBN) installed on the aircraft is done via a

Computerized Aircraft Maintenance Program (AMICOS/AMASIS).

10.5.4 Minimum Equipment Required For PBN Operation

a) To meet the requirements of PBN operations, refer to Hawker 850XP, approved by CAAT MEL.

b) It should be noted that the Hawker 850XP (Items 23-10-4, 23-20-1, 34-9-5, 34-20-3, 34-50-2, 34-

50-6, 34-60-1) MEL has been revised to indicate the above limitations specific for PBN operations.

10.6 Scope

A. RNAV1/RNAV2 specifications include requirements for certain navigation functionalities. At the basic

level, these functional requirements may include:

B. Continuous indication of aircraft position relative to track to be displayed to the pilot flying on a

navigation display situated in his primary field of view

C. Display of distance and bearing to the active (To) waypoint

D. Display of ground speed or time to the active (To) waypoint 4) Navigation data storage function.


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E. AC Aviation Co Ltd Hawker 850XP PBN approved by CAAT Continuous Airworthiness Maintenance

Program provides the policies, procedures and documents used by AC Aviation Co Ltd for the

maintenance of affected aircraft for PBN operations.

F. Compliance with the Hawker 850XP PBN Continuous Airworthiness Maintenance Program ensures

the continued level of performance and reliability of the Hawker 850XP airborne equipment / systems

to maintain the aircraft qualification for intended by the CAAT PBN operations.

10.7 References

A. CAAT Guidance Material for Performance Based Navigation (07-GM-PBN-CAAT).

B. ICAO DOC 9613-NA/937 Ed. 4 – Performance Based Navigation Manual.

C. FAA AC 90-100A, US Terminal and En Route Area Navigation (RNAV) operations.

D. JAA Temporary Guidance Leaflet TGL 10 Rev 1, Airworthiness and Operational approval for precision

RNAV operations in designated European airspace.

E. FSAW 98-10 "Interim Guidance Material no. 91-RVSM" Change 1 dated 6/30/99

F. Hawker 850XP Aircraft Maintenance Manual (AMM)

G. Hawker 850XP Illustrated Parts Catalog (IPC)

H. Hawker 850XP Operations Manual (OM)

I. Hawker 850XP Maintenance Planning Document (MPD)

J. Hawker 850XP Approved Maintenance Program

10.8 Maintenance Training Requirements

A. The PBN Maintenance Training program is included in the normal maintenance training program. The

goal of the PBN training program is to ensure that all personnel involved in PBN are provided the

necessary training to emphasize the special nature of PBN maintenance requirements and to assure that

PBN programs are properly accomplished. The PBN´s training program should include training on the

basic PBN philosophy as well as the policies and procedures governing AC Aviation Co Ltd PBN

operations. The training would include instruction on the maintenance procedures, paper work and

reporting procedures unique to AC Aviation Co operation.

B. Maintenance personnel who will be given authorization to perform PBN maintenance and release

to service will undergo initial and recurrent training (each 24 months) in accordance with the

approved training syllabus (approved by the CAAT) for:

10.8.1 PBN Maintenance Familiarization Course (This must include qualification for

maintenance of aircraft for PBN operations).

A. Operational concepts

B. Aircraft types and systems affected

C. Aircraft variants and differences where applicable

D. Procedures to be used;

E. Manual or technical reference availability and use

F. Processes, tools or test equipment to be used

G. Quality control

H. Methods for testing and maintenance release

I. Sign-offs required

J. Proper Minimum Equipment List (MEL) application

K. General information about where to get technical assistance as necessary,

10.9 PBN Quality Control and Contracted Maintenance Organizations

A. The Quality Assurance Department will continuous monitoring the procedures established in this section,

their compliance with applicable regulations and the CAAT Guidance Material for Performance Based

Navigation (07-GM-PBN-CAAT, through quality audit to the maintenance organizations, that perform


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maintenance and release to service, on the AC Aviation Co Ltd aircraft used in PBN operations, by using

properly checklist (Special Operation, - Please refer to AC Aviation Co Ltd Quality Manual and System).

B. AC Aviation Co Ltd will ensure that the facilities, equipment, personnel qualifications and general

capabilities of the line station handling companies are adequate to maintain PBN equipment of AC Aviation

Co Ltd aircraft at a level that meets the specifications as approved during the certification.

C. AC Aviation Co Ltd will ensure that the contracted organization outside Country, when used to certify PBN

maintenance will be a holder of a repair station certificate acceptable to the CAAT. The contracted

organization will be subjected to a regular audit by the AC Aviation Co Ltd Quality Assurance Department.

D. To control PBN authorized maintenance personnel, AC Aviation Co Ltd Quality Assurance Department,

will apply the established procedure for issuance the authorization to the technician who perform maintenance

work on AC Aviation Co Ltd aircrafts and is properly trained and qualified for PBN operations, by using the

authorization forms which insert a section for PBN authorization (similar to ETOPS, RVSM).

10.10 Maintenance Records

A. All aircraft operational discrepancies, malfunctions, irregularities or abnormalities with reference to

applicable Hawker 850XP OM (Operating Manual) procedures, for Flights in PBN Airspace regarding PBN,

will be recorded by the flight crew in the TLB and reported to the CAAT, as per MOE z.z.

B. All PBN related corrective maintenance, tests, scheduled and unscheduled inspections will be recorded

on the TLB.

C. Completed log books and Status Cards will be archived by AC Aviation Co Ltd.

D. AC Aviation Co Ltd and CAAT personnel are ensured access to the all related PBN records, even the

Contracted Maintenance Records, in order to continuous follow the status of PBN capability of the AC

Aviation Co Ltd operated aircraft.

10.11 Test Equipment / Calibration Standards

A. Test equipment may require periodic reevaluation to ensure it has the required accuracy and reliability to

return systems and components to service following maintenance.

B. A listing of primary and secondary standards used to maintain test equipment which relate to PBN

operations should be maintained.

C. Accuracy and traceability to a national standard, acceptable by CAAT, or the manufacturer’s calibration

standards should be maintained.

D. The calibration interval will not exceed 12 months for the test equipment.

E. AC Aviation Co Ltd is responsible to ensure these standards are adhered to by contract maintenance

organizations.

F. AC Aviation Co Ltd Quality Department will audit periodic the contracted maintenance organization, as

established in the MOE ZZ, in order to ensure the establishment of this policy.

10.12 Configuration Control/System Modifications/Maintenance Practices

A. AC Aviation Co Ltd will ensure that any modification to systems and components approved for PBN

operations are not adversely affected when incorporating software changes, airworthiness directives,

service bulletins, hardware additions or modifications.

B. Any changes to system components should be consistent with the aircraft manufacturer’s (AFM, TC,

or STC Specifications), avionics manufacturer’s, industry or CAAT accepted criteria or processes

C. All PBN aircraft and equipment will be maintained and repaired in accordance with the component

manufacturer's maintenance instructions (OEM) and the performance criteria of the PBN approval

data package.


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D. There will be an adequate parts control program that precludes the possibility of installing non-

approved PBN equipment in PBN approved aircraft.

E. Any modification or design change that in any way affects the initial PBN approval will be subject to a

design review by an approved design organization and acceptable to the CAAT.

a. Any repairs, not covered by approved maintenance documents, that may affect the integrity

of the continuing PBN approval, e.g. those affecting the alignment of IRU, Autopilot

Configuration, will be subject to a design review by an approved design organization and

acceptable to the CAAT.

F. The maintenance and inspection program for the autopilot will ensure continued accuracy and integrity

of the automatic lateral control system to meet the lateral keeping standards for PBN operations. This

requirement will be satisfied with equipment inspections and serviceability checks.

G. Whenever the performance of installed equipment has been demonstrated to be satisfactory for PBN

approval, the associated maintenance practices will be verified to be consistent with the continued

PBN approval.

H. Any special or additional test and inspection requirements specified in the approved data package will

be based on those established during the PBN qualification. These standards override any component

manufacturer’s tolerances if variations are noted.

10.13 Maintenance Release Procedures and PBN Status Card

A. AC Aviation Co Ltd has in place a process to upgrade or downgrade systems status concerning PBN

operations capability.

B. The appropriate level of testing is specified for each component or system. C.The manufacturer’s

recommended maintenance program or maintenance instructions are considered when determining

the role built-in-test-equipment (BITE) should play for return to service (RTS) procedures or for use as

a method for PBN status upgrade or downgrade.

C. Contract facilities or personnel will follow AC Aviation Co Ltd approved by CAAT CAMP Continuous

Airworthiness maintenance program to approve an aircraft for maintenance release.

D. The method for controlling operational status of the aircraft will ensure that flight crews, maintenance

and inspection departments, dispatch and other administrative personnel as necessary, are

appropriately aware of aircraft and system status.

E. A PBN Status Card is used to record the current system status of the aircraft. This form is only used

for aircraft equipped for such operations. Accomplishment of the PBN Status Card is to be performed

only during a status change of aircraft (i.e., from RNAV1 Capable to Non RNAV1 Capable or vice-

versa). Otherwise, the status card is to remain inserted in the TLB.

F. Only duly trained and qualified certifying staff will be responsible for accomplishing the status card.

No particular entry will be made on the PBN Status Card if there is no reason to change the present

PBN status of the aircraft.

G. The duly trained and qualified certifying staff is responsible for determining the status of serviceability

of PBN Avionics equipment.

H. The aircraft will not be released for PBN operation if the duly authorized mechanic indicates "Non PBN

Capable" on the status card.

I. Before each flight, AC Aviation Co Ltd MCC Controller in duty, will inform to the Flight Dispatcher (who

will brief the flight crew), the Line Maintenance Manager, the Engineering and Planning Manager, the

Quality Assurance Manager and the Provisioning Manager the PBN status of each aircraft involved in

PBN operations.

J. AC Aviation Co Ltd is responsible for ensuring that contracted organizations and personnel are

appropriately trained, qualified, and authorized.

K. Only maintenance certifying staff that has undergone training, as described in this section, will be

allowed to accomplish the status card.


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L. The aircraft is automatically down-graded to “Non PBN Capable” if was maintained by maintenance

personnel who was not trained, qualified and/or authorized to use or approve any procedure related

to PBN operations.

M. All PBN related maintenance tasks to be accomplished on the aircraft is classified as RII and as such

the applicable procedure will be taken in to the consideration during tasks accomplishment by

maintenance personnel.

N. Completely filled out status cards will be archived by AC Aviation Co Ltd together with the related TLB

page (See MOE X.X), on which will be attached.

O. General Procedures

a. The following procedures apply to the maintenance of PBN aircraft to control discrepancies

and ensure continued serviceability for PBN and notify flight operations, maintenance and

dispatch of major related restriction when an PBN aircraft, has been removed from PBN

operation.

i. The "PBN" status of the aircraft must be indicated to the Flight Crew prior to each PBN

flight iaw MOE X.X.X.

ii. All non-PBN status shall be written on the corrective action, block of the TLB, as shown

below:

iii. “Aircraft is NOT certified for PBN flight due to ----------------------.”

iv. If the MEL cannot be complied with for PBN, or if the aircraft configuration does not comply

with the AC Aviation Co Ltd manual requirements, the "Non-PBN" status of the aircraft

must be written in the TLB.

v. The discrepancy shall be entered as a deferred discrepancy in the DMI log book.

vi. To upgrade the aircraft to "PBN", all the PBN critical deferred discrepancies must be

rectified in compliance with the PBN MEL and/or the aircraft configuration is in

compliance with the requirements of this section. The DMI must be cleared and "PBN

Reinstate" must be written in the TLB “corrective action block”.

vii. The changing of the aircraft PBN status to "PBN / NON-PBN" must be carried out by

Maintenance Controller on duty and advice the PBN authorized line mechanic prior to

aircraft release to service.

viii. The changing of the aircraft PBN status to "PBN / NON-PBN" away from main base by

a third party organization shall only be permitted on receipt of authorization from AC

Aviation Co Ltd MCC. Authorization maybe in the form of e-mail, telex or fax message.

The non-PBN status shall be recorded and shall be carried out by the PBN authorized

person responsible for the aircraft release to service.

ix. The changing of the aircraft PBN status to "NON-PBN" away from main base by the

Flight Crew when an PBN authorized person is not available shall only be permitted on

receipt of authorization from AC Aviation Co Ltd MCC. Authorization may be in the form

of e-mail, telex or fax message. The non-PBN status must be recorded on the TLB action

block by the Flight Crew prior to the aircraft’s release to service.

10.14 Periodic Aircraft System Evaluations

A. AC Aviation Co Ltd is responsible to provide a method to continuously assess or periodically evaluate

aircraft system performance to ensure satisfactory operation for those systems applicable to PBN

operations.

B. The method for assuring satisfactory performance of RNAV/RNP operations is a periodical report on

the TLB by the flight crew the successful accomplishment of RNAV/RNP satisfactory performance.

This method is used by AC Aviation Co Ltd Flight Operation Department to demonstrate the reliability

of the systems.

C. Also, Periodic flight guidance system/autopilot system checks should be conducted in accordance with


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a. Procedures recommended by the airframe or avionics manufacturer; or

b. An alternate procedure approved by the CAAT.

D. For periodic assessment, once a month ( each 30 days), AC Aviation Co Ltd MCC will request to the

flight crew a report of the RNAV/RNP flight, and to entry the results on the TLB to show

a. When and where the RNAV/RNP was satisfactorily accomplished, and

b. If performance was not satisfactory, AC Aviation Co Ltd Maintenance and Engineering will

take the corrective action.

E. The TLB entry is introduced into the AMICOS/AMASIS system by the MCC Controller for control.

F. Unsatisfactory results will be considered an incident (PBN Event) which will be treated as a Reportable

to CAAT Malfunction and Defect, per MOE Z.Z.

G. AC Aviation Co Ltd will take immediate action to rectify the conditions that caused the PBN Event.

H. The Production Department will report the event to Engineering and Planning Department and Quality

Assurance Department within 48 hours with initial analysis of causal factors and measures to prevent

further events.

I. AC Aviation Co Ltd Quality Assurance Department will also report the events described above to the

CAAT within 72 hours.

J. Appropriate maintenance actions will be performed before revalidating noncompliant aircraft. This may

include operational checks following the appropriate maintenance actions. The result of maintenance

actions, as well as operational checks, will be submitted by AC Aviation Co Ltd Engineering Section

for subsequent transmittal to the Flight Operation Engineering and the CAAT .

K. Also to be tested the capacity of the aircraft PBN capability, periodically, after each C or D check or a

modification introduced on an affected PBN system, a verification will be accomplished by Built-in Test

Equipment (BITE), ground checks per the Fault Isolation Manual (FIM) or the Aircraft Maintenance

Manual (AMM) of all involved in the PBN aircraft system. At this time an appropriate TLB entry must

be done to confirm “PBN TEST SATISFACTORY” or “PBN TEST UNSATISFACTORY”.

L. In the event that maintenance action cannot be verified by normal ground tests, or the problem or fault

cannot be duplicated on the ground, an in-flight verification will be required. Maintenance Control

determines the necessity for an in-flight verification.

M. An in-flight verification should be used ONLY in the following circumstances:

N. There is no effective ground check;

O. No Maintenance Manual check exists;

P. BITE checks do not adequately verify system operation or effectiveness of the corrective action;

Q. The system can only be finally "confirmed fixed" during actual operation in the air (i.e., fault cannot be

duplicated on ground);

R. Whenever an in-flight verification is required,

S. Deferred item is entered in the applicable airplane logbook by the departing station or by Maintenance

Control. The deferred item will clearly identify the system(s) and/or component(s) to be verified prior

to PBN entry. This Deferred Maintenance Item (DMI) will provide flight crew visibility via the DMI log.

T. Maintenance Control must provide a DMI number to authorize the deferral. The DMI number provides

Verification Flight requirement notification to Dispatch and the flight crew on the Flight Plan paperwork.

U. MCC notifies the FCC of:

i. The maintenance action that was performed;

ii. Any restriction on the flight;

iii. What to look at in order to verify that the maintenance action has been successful;

V. FCC is notified by MCC of the planned in-flight verification and prepares an alternate flight plan (non-

PBN) should the in-flight verification cannot confirm the system as fixed.

W. The flight crew will indicate the confirmation or failure of the system either through, radio contact with

Maintenance Control, or a logbook write-up. Upon notification of successful system correction, the

down line station or Maintenance Control will clear the deferred item.


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X. If during the verification flight, the problem recurs, the flight crew will contact Maintenance Control and

Flight Control for resolution. If the problem does not reoccur but associated flight deck or associated

airframe sensory indications are experienced, the flight crew will contact Maintenance Control and

Flight Control for resolution.

Y. If the flight crew does not report the outcome of the verification flight, the local station will attempt to

contact the flight crew to confirm results of the verification flight. If time is not available or the crew

cannot be contacted, a new verification flight must be initiated for the next leg.

Z. The PBN Event will be considered by the reliability report as a Critical Failure, per MOE Z.Z.

10.15 Continuing Airworthiness/ Maintenance Compliance

10.15.1 Maintenance Program Data

A. Continued PBN airworthiness can be shown based on the AC Aviation Co Ltd Approved Maintenance

Program and the following Maintenance Requirements defined in the Hawker 850XP (MPD)

Document, which describes the existing internal and external inspections that need to be

accomplished and maintained to preserve the PBN qualifications for AC Aviation Co Ltd's Hawker

850XP aircraft.

B. The approved by CAAT aircraft continuous airworthiness maintenance programs ( Ref ) includes the

necessary provisions to address the PBN navigation specification(s) in accordance with the AC

Aviation Co Ltd’s intended operation and the—

C. Manufacturers recommended maintenance program;

D. MRB requirements or equivalent requirements; and

E. The subsequent Manufacturer, State of Design or CAAT designated requirements (e.g., ADs,

mandatory service bulletins).

F. The approved by CAAT continuous airworthiness maintenance programs in section X.Y

includes the reference to identify the persons responsible to manage, accomplish and maintain

updated the program which also include any contracted maintenance organization or its

personnel.

G. The approved by CAAT Continuous Airworthiness Maintenance Program is compatible with AC

Aviation Co Ltd’s organization and ability to implement and supervise the program.

H. AC Aviation Co Ltd through continuous training process ensures that maintenance personnel

is familiar with:

I. The AC Aviation Co Ltd’s approved Maintenance program (including PBN program) for each

aircraft used in PBN operations;

J. They are aware by their individual responsibilities in accomplishing that program; and

K. AC Aviation Co Ltd ensures the availability of any resources within or outside of the

maintenance organization that are necessary to assure program effectiveness. That includes

the applicable information related to the manufacturer’s recommended maintenance program

(See engineering process MOE Z.Z.Z).

L. AC Aviation Co Ltd approved aircraft maintenance program include tasks for continuing

airworthiness of PBN operations which are updated in function of airworthiness information

issued by the manufactures and/or authorities and they are recognized in the program as

“RELATED TO THE PBN” tasks.

M. All aircraft equipments involved in the PBN operations are maintained in accordance with OEM

airworthiness instructions.

a. Aircraft Maintenance Manual (AMM) Requirements

b. Avionics Systems

There is no AMM revision required for any of the affected avionics systems. Existing Hawker/Beechcraft

recommended inspection and maintenance schedules for Automatic Flight System equipment, Inertial


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Reference System, Global Positioning System, Flight Management System, and the overall Navigation

System are adequate for PBN operations.

10.16 PBN Events Systems

PBN significant systems are identified in Table 2 to support monitoring, reporting, and corrective action

requirements contained in this section. All malfunctions or degradations in any of these systems are

subject to the problem investigation, corrective action and follow up procedures of the PBN event

oriented reliability program of Section X.Y.Z.

1. TABLE 2. PBN EVENTS SYSTEMS

ATA CHAPTER ATA SECTION PBN EVENT SYSTEM

22 Auto flight

22-10 Autopilot System(s)

31 Flight Instrumentation

31-60 Transfer/Reversion Switch Lights

34 Navigation

34-21-3 Attitude Heading Reference System (AHRS) / Inertial Reference System(IRS)

34 -20-9 Standby Flight Instruments/Displays

34-50-2 Flight Management Systems (FMS

34-50-3 Distance Measuring Equipment System

34-50-6 Global Positioning System

34-70-4 Electronic Flight Displays (EFD’s)

10.17 PBN Reliability Program

A. AC Aviation Co Ltd PBN Reliability Program is an event oriented, reliability program in which each

applicable event is reported and investigated. The PBN Reliability Program is in addition to the

Reliability Program (MOE Z.Z), currently in place for all AC Aviation Co Ltd airplanes. The event

oriented program requires continual monitoring and investigation rather than using alert levels as a

conventional reliability program would use.

B. Repetitive and chronic defects

C. In the event of a primary system/component failure, the maintenance history for that system will be

reviewed by the local PBN qualified person in charge of the airplane and, if there are indications of

repeat items or significant adverse trends, Maintenance Control will be consulted to determine the

appropriate corrective action

D. The repetitive and chronic defects are monitored as described per MOE X.Y.Z.

E. Always we register a repetitive or chronic defect the aircraft loose the PBN capacity until the corrective

action has been taken.

F. Reporting Requirements

G. The Reliability supervisor will review each PBN Event report and produce a monthly report containing

all PBN events for each fleet type.

H. The Reliability supervisor will keep these reports on file for a period of 6 months and send a copy of

the reports to the Quality Assurance Manager who will send it to the CAAT

I. Each PBN Event is to be reported by the Quality manager to the regulatory authority within three

working days.

J. Engineering will monitor failed PBN system to assist in troubleshooting and/or corrective action.

K. Analysis and Corrective Action

L. An analysis of each event will be conducted by Engineering to determine the cause of the problem .

Engineering will determine any corrective action required and issue an Engineering Order (EO) to

have the necessary work performed. The EO will also identify any parts required for the work and the


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Planning Control will be responsible for having these parts on hand. Planning Control based on the

EO will schedule the work as necessary. Production department will carry out the corrective action in

accordance with the EO.

Following completion of the work, Reliability supervisor will continue to monitor the item to ensure that

corrective action was effective. Further analysis and corrective action will be employed if required.


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