emerging regulations - safety standdown 2015/october 7 wed/wor… · emerging regulations an...

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Emerging Regulations

AN INTRODUCTION TO: - PERFORMANCE BASED COMMUNICATION, NAVIGATION, AND SURVEILLANCE SYSTEMS- CURRENT AND EMERGING REGULATIONS

CONFIDENTIAL – THIS DOCUMENT CONTAINS TRADE SECRETS, FINANCIAL, COMMERCIAL, SCIENTIFIC, TECHNICAL OR OTHER CONFIDENTIAL INFORMATION, THE FURTHER DISCLOSURE OF WHICH WILL RESULT IN MATERIAL FINANCIAL HARM TO AND/OR PREJUDICE TO BOMBARDIER INC.

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TCCA ADS-B Out (DO260):Hudson’s Bay & Minto restricted to publish routes between FL350 and FL400 – 17-Nov-2011Greenland routesTactical application only preferred routing

NATFANS 1/A: 7-Feb-2013 2 core tracks FL360 to FL3905-Feb-2015* FL350 to FL390 all NAT OTSRLatSM :12-Nov-2015* 2 core tracks FL350 to FL390

FAA ADS-B Out (DO260B) – Airspace above FL100/ Airports – 1-Jan-2020DataComm (CPDLC/ FANS 2/B) – Planned for ATC Airports 2016 and high altitude airspaces 2019SBAS (LPV)- No Mandate

EUROCONTROL (EASA)Link 2000+: European Airspace ≥FL285New aircraft 5-Feb-2020 and In service 5-Feb-2020*FANS: accepted if aircraft C of A prior 1-Jan-2014ADS-B Out (DO-260B): IFR GAT AirspaceNew aircraft 8-Jun-2016 and In service 7-Jun-2020*

CASAADS-B Out (DO-260):Australian Airspace above FL290 12-Dec-2013 and 11-Dec-2015 (East coast)with Exemption No. EX113/13 RNP-2, RNP-1: 4-Feb-2016 TCAS 7.1: New CASA Registered 1-Jan-2014

ADS-B Out (DO-260):Hong Kong/Singapore / Vietnam airspaces above FL290 12-Dec-2013

EXISTING AND EMERGING REGULATIONS

TCAS 7.1: IFR GAT AirspaceNew aircraft 1-Mar-2012 and In service 1-Dec-2015SBAS (LPV): No Mandate

2

2WORLDVIEW

ADS-B Out (DO-260):India airspacesabove FL290 29-May-2014

ADS-B Out (DO-260):Indonesia airspacesabove FL290 25-Jun-2015

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TABLE OF CONTENTS

SYSTEM DESCRIPTIONS – COMMUNICATION

1

2

3

6

4SYSTEM DESCRIPTIONS – NAVIGATION

5

CHEAT SHEETS TAKEAWAY'S & GLOSSARY OF TERMINOLOGY7

RVSM PBN: RNAV / RNP SBAS/LPV

LINK 2000+ FANS 1/A+ FANS 1/A+ VS LINK 2000+

PURPOSE HISTORY OVERVIEW

WORLDVIEW

ADS-B ADS-C TCAS 7.1SYSTEM DESCRIPTIONS – SURVEILLANCE

OTHER SYSTEMS / REGULATIONSNEW ICAO 2012 FLIGHT PLAN

EXISTING AND EMERGING REGULATIONSBA CIC COUNTDOWN BA CIC GUIDANCE MATERIAL

ETOPS/EDTO

LOA MATRIX: BA PLATFORM COMPLIANCE / OPERATIONAL BENEFITS

3

Datalink RecordingVDL Mode 2

RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C Data Connectivity

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HISTORY

In 1989, the International Civil Aviation Organization (ICAO) created guidelines for the future of worldwide aerospace navigation:• Based on information from a special committee on Future Air Navigation Systems

(FANS), that made recommendations to upgrade communications, navigation and surveillance systems to cope with ever increasing world wide air traffic.

• Aimed at the implementation of the CNS/ATM concept.

This concept was endorsed by the Tenth Air Navigation Conference in 1991. • It was to be built on satellite technology and digital communications• Aimed at increasing air space capacity, enhancing the operational flexibility and global

safety of the air traffic.

Since the implementation of these new systems, individual aviation authorities and airspaces have provided their own specific requirements and guidelines.ICAO, in conjunction with associations such as FAA NextGen and EU SESAR (Single European Sky ATM Research), are harmonizing standards and implementation timelines.

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OVERVIEW

CNS / ATM is a global system concept:• Based on global Communications, Navigation, and automatic dependent Surveillance

systems• Created to improve Air Traffic Management in an ever evolving and increasingly

congested global airspace

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World Wide Coverage SBAS Systems

EGNOSWAAS GAGAN MSAS

WAAS- Wide Area Augmentation System -operational

GAGAN – Global Aided Geo-Augmented Navigation System-under development but used for enroute ,non precision app

EGNOS- European Geostationary Navigational Overly Service-operational

MSAS- Multi-Functional Satellite Augmentation System-operational

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OVERVIEW

To further enhance Navigation with the increasingly congested global airspace:• Requirements were created to reduce lateral, longitudinal, and vertical separations while

increasing safety margins in all phases of flight

RVSM

RNP

RNAVRNAV

7

RNP APCH

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OVERVIEW

The current basic, aircraft installed, building blocks of CNS/ATM are as follows:Communications• CPDLC (Controller Pilot Data Link Communications)

• Link 2000 + (Europe) also known as PM (Protected Mode) CPDLC or ATN-B1• FANS 1/A+ (Oceanic/Remote Areas, and under development for CONUS)

Navigation• RVSM (Reduced Vertical Separation Minimum)• PBN (Performance Based Navigation)

• RNP (Required Navigation Performance) -10, -4, -2, -1, -0.3, APCH, AR • RNAV (Area Navigation) -5, -2, -1

• SBAS (Satellite Based Augmentation System) LPV (Localizer Performance with Vertical Guidance) (also known as WAAS (Wide Area Augmentation System))

Surveillance• ADS-B (Automatic Dependent Surveillance-Broadcast)• ADS-C (Automatic Dependent Surveillance-Contract)• TCAS (Traffic Collision Avoidance System) also known as ACAS (Aircraft Collision Avoidance

System)

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RECENT NEWS

LINK 2000+ 23-Apr-2014, EASA report released

• EASA report identified root causes and recommended• Deployment of multi-frequency VHF, optimized for radio frequency interference prevention• To investigate and resolve remaining issues with ground infrastructure prior to mandatory implementation

of airborne systems

• For full report:http://ec.europa.eu/transport/modes/air/single_european_sky/doc/implementing_rules/2014-04-23-easa-datalink-report.pdf

Has resulted in implementation delay 14/15-Jan-2015 SSC meeting held, changes to implementation dates voted and

agreed upon (See next slide)

26-Feb-2015 EC Regulation 2015/310 adopted• Amending EC Regulation No 29/2009 (now to be applicable as from 5-Feb-2018)

• Requirements for Datalink Services for the Single European Sky

• Repealing EU Regulation No 441/2014• Croatian airspace implementation of EC Regulation No 29/2009

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RECENT NEWS

LINK 2000+New implementation dates

• Ground Mandate: 5-Feb-2018• Aircraft Forward Fit and Retrofit: 5-Feb-2020• Aircraft with first C of A on or after 1-Jan-2014 must comply• Aircraft with first C of A prior to 1-Jan-2014 eligible for FANS exemption (Note 1)

ADS-B CAA Singapore AIP ENR 1.8-24 amended 5-Mar-2015

• LOA from state of registry no longer required to operate in ADS-B airspace

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Note 1: Per EU Regulation 2015/310: Only with respect to the exemption relating to aircraft with an individual certificate of airworthiness first issued before 1 January 2014 and fitted with data link equipment certified against one of the relevant Eurocae documents the current dates should be retained, at least for the time being, in the absence of clear and convincing data justifying their adjustment.

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RECENT NEWS

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NAT Phase 1 NAT DLM (FANS 1/A on two core tracks of NAT OTS) complete Phase 2A NAT DLM

– FANS 1/A on all tracks in NAT OTS, FL 350-390 (inclusive) 5-Feb-2015 (As notified in State letter EUR/NAT 12-0003.TEC dated 4-Jan-2012, reaffirmed in ISAVIA AIC 06-2014, Nav Canada AIC 02/2014, and NATS CAA UK AIC Y091-2014)

Phase 1 NAT RLatSM– Trial 25 Nm RLatSM on two core tracks of NAT Region DLM airspace on or soon after

12-Nov-2015,. Ref: ISAVIA AIC 07-2014, Nav Canada AIC 31/14, and NATS CAA UK AIC Y38-2014> Will require MNPS, RNP-4, and FANS 1/A Operational Approval

– Phase 2 (Entire NAT OTS) and Phase 3 (Entire ICAO NAT Region) dates TBD. Ref: ISAVIA AIC 07-2014, Nav Canada AIC 31/14, and NATS CAA UK AIC Y38-2014

Data Comm (FAA Next GEN) 3Q2014 FAA report on Next GEN Implementation Plan

– DCL (Departure Clearance) Trials at MEM and EWR Jan-2013 to Jan-2016– Initial DCL services expected in 2016– Initial Enroute services expected in 2019

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TABLE OF CONTENTS


1

2

3

6


5





WORLDVIEW




ETOPS/EDTO


12


RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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COMMUNICATIONS

The first element of Europe’s ATM project SESAR• Also known as Protected Mode Controller Pilot Datalink Communication

(PM-CPDLC) over high speed VHF datalink• Mandated to replace VHF voice radio for communication above FL285• Can also be used below FL285 in lieu of VHF voice communication

EC requires 75% of traffic above FL285 to use datalink by 5-Feb-2020*• Provisions for exemption for:

• Aircraft equipped with and operationally approved to use FANS 1/A+ • Older aircraft due to limited remaining service life or high modification cost

Key dates/exemptions*• Ground Mandate: 5-Feb-2018*• Aircraft ,Forward Fit and Retrofit: 5-Feb-2020*• Aircraft with first C of A on or after 1-Jan-2014 must comply:*• Aircraft with first C of A prior to 1-Jan-2014 can exercise FANS exemption (Note 1)• Aircraft with first C of A prior to 31-Dec-2003 and which will cease operations in the

airspace before 31-Dec-2022 exempt• State aircraft (except EU Member states that enter service after 1-Jan-2019 and that

are not specific to military operational requirements) exempt• Aircraft flying in airspace for testing, delivery, or maintenance purposes, or with

datalink inop in accordance with applicable MEL, exempt

LINK 2000+

CPDLC

13* SEE RECENT NEWS

Note 1: Per EU Regulation 2015/310: Only with respect to the exemption relating to aircraft with an individual certificate of airworthiness first issued before 1 January 2014 and fitted with data link equipment certified against one of the relevant Eurocae documents the current dates should be retained, at least for the time being, in theabsence of clear and convincing data justifying their adjustment.

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Controller Pilot Data Link Communications (CPDLC) supplements voice communication between pilots and air traffic controllers using

• ATN-B1 (Aeronautical Telecommunication Network) • VDL (VHF Data Link) Mode 2 (See )

LINK 2000+ delivers four basic services to automate routine controller tasks• ATC communications management (ACM) - handles frequency changes• ATC clearances (ACL) - provides standard clearance commands• ATC microphone check (AMC) - enables communication in case of blocked

frequencies• Data Link Initiation Capability (DLIC) - enables datalink communication between

ATC Ground and aircraft systems

Note: CVR recording of CPDLC / Datalink messages may be required • See

COMMUNICATIONSLINK 2000+

CPDLC

14

Datalink Recording

VDL Mode 2

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Operational benefits in complying

Reduce controller and crew workload All messages are in written form and preprogrammed

• Reducing traditional VHF communications and frequency congestion • Ensures unambiguous communication between the crew and ATC• Enhances safety

Increase sector capacity

Will ensure no airspaces access limitations• Incremental implementation, see Time Line on following pages


CPDLC

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CPDLC

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Current Ground Infrastructure Time Line (Note 1)

Note 1: For reference only, for details see: http://www.eurocontrol.int/link2000/wiki/index.php/Current_Implementation_Status

Nov 2014

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CPDLC

MUAC (Maastricht) and Skyguide operating a ‘white list’ until further notice to restrict which ATN VDL Mode 2 aircraft will be allowed to connect and perform CPDLC.

Only aircraft on the white list will be able to connect to MUAC or Skyguide (Note 2)

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Note 1: For reference only, for details see: http://www.eurocontrol.int/link2000/wiki/index.php/Current_Implementation_StatusNote 2: For details on white list: http://www.eurocontrol.int/link2000/wiki/index.php/White_Lists.

1Q2015 4Q2015 2016

201920182017

Current Ground Infrastructure Time Line (Note 1)

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CPDLC

Platform Compliance and Guidance Material

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Typical equipment:• Datalink unit Protected Mode (PM) associated with display unit

supporting ATN B1 (Aeronautical Telecommunication Network)• ATN B1 currently being phased out by EUROCONTROL, introduction of

ATN B2 multichannel datalink being implemented. Current ATN B1 installations will require retrofit to comply with new network.

• VDL (VHF Digital Link) Mode 2• CVR recording of CPDLC messages

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1

Reference Doc. LOA / Ops Authority Training AFM / SOP-POH

EASA ICAO GOLD Edition 2

Not required / TGL-40AMC 20-11

YESICAO Doc9694, 9683Leaflet : TGL-40, AMC 20-11

YES- Appendix 2 ICAO , Annex 6 EUOPS 1.180

FAA AC 20-140A YES / AC 120 – 70BOpspec B056- FAR 135 operatorsMspec B056- FAR 91K operatorsLOA B056 - FAR 91 operators

YESAnnex 1/6 ICAO

YES

TC ICAO GOLD Edition 2

Not required YES YES


CPDLC

Guidance Material / Operation Details

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TABLE OF CONTENTS


1

2

3

6


5





WORLDVIEW




ETOPS/EDTO


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RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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Future Air Navigation System (FANS) is a datalink system which implements AFN, CPDLC, and applications over the ACARS network: VHF (VDL Mode 0/A, ), Satcom (Inmarsat, Iridium) and HFDL.

The communications include air traffic control clearances, pilot requests and position reporting.)

Note: CVR recording of CPDLC / Datalink messages may be required • See

ATC Services are provided to FANS 1/A+ equipped aircraft in Oceanic airspace, such as the North Atlantic and Pacific

Data Comm (Part of FAA Next GEN)• Started DCL (Departure Clearances) trials in Memphis (Jan 2013) and Newark (Apr 2013),

expected to complete Jan 2016• Initial DCL services expected in 2016 (VDL Mode O will be accommodated)• Initial En Route services expected in 2019 (will require )

The main industry standards for operation of FANS 1/A+ equipment are ARINC 622 and EUROCAE ED-100A/RTCA DO-258A

COMMUNICATIONSFANS 1/A+

CPDLC

21

VDL Mode 2

Datalink Recording

ADS-C

* SEE RECENT NEWS

VDL Mode 2

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Operational benefits in complying• Reduce controller and crew workload• All messages are in written form and preprogrammed

• Reducing traditional HF communication, used only as backup - no noisy communication

• Ensures unambiguous communication between the crew and the controller, therefore enhances safety

• Allocation of preferred route/ tracks for optimized performance (i.e. prevailing winds, fuel and time saving)

• Preferred / more direct oceanic routing, Dynamic Airborne Reroute Procedure (DARP) and User Preferred Routes (UPR) require in some airspace

• Typically supports RNP 4 (30/30 separation) airspace via ADS-C/ FMS navigation system RNP capability


CPDLC

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CPDLC

Operational benefits in complying Ensure no airspaces access limitation in the future:

• As of 5-Feb-2015, All NAT OTS tracks FL350-390 (inclusive) (Phase 2A)

• Trial participation, as of 12-Nov-2015 ,in portions of Gander, Shanwick and Reykjavik oceanic control areas, of RLatSM to 25 NM (1/2 degrees between core tracks)

23* SEE RECENT NEWS

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CPDLC

Time Line• Oceanic area already established in using FANS for many years: Atlantic, Pacific and

Caribbean

• Phase 1: 7-Feb-2013, NAT Ops Bulletin 2012-027 and System Planning Group (SPG) FL360-390 (inclusive) for operation on no more then two specific adjacent NAT OTS core tracks. The trial ran until Mid 2014, review performed and decision announced regarding future plans for the five-minute reduced longitudinal separation minimum (RLongSM). See Phase 2A

• Phase 2A: 5-Feb-2015, All NAT OTS tracks FL350-390 (inclusive). Ref: ISAVIA AIC A006/2014, Nav Canada AIC 02/2014, and NATS CAA UK AIC Y091-2014

• Trial participation, as of 12-Nov-2015 ,in portions of Gander, Shanwick and Reykjavik oceanic control areas, of RLatSM to 25 NM (1/2 degrees between core tracks) per ISAVIA AIC A007/2014, Nav Canada AIC 31/14, and NATS CAA UK AIC Y38-2014

• Phase 2B: Planned for 7-Dec-2017, Entire ICAO NAT Region FL350-390 (inclusive)

• Phase 2C: Planned for 30-Jan-2020, Entire ICAO NAT Region FL290 and above

24* SEE RECENT NEWS

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Controller Pilot Data Link Communications (CPDLC) communication between pilots and air traffic controllers using VHF over ACARS and SATCOM for Long range Communication

Typical equipment:• Datalink unit associated with display unit • VHF supporting ACARS data mode • SATCOM system Inmarsat or Iridium supporting safety services• Fully automated position reporting ADS-C via the FMS• CVR recording of CPDLC messages

FANS 1/A

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EASA ICAO GOLD Edition 2 YES / ICAO GOLD Edition 2

YESICAO Doc9694, 9683Leaflet : 40

YES- Appendix 2 ICAO , Annex 6 EUOPS 1.180

FAADO264/ED-78ADO258A/ED-100AAC 20-140A

YES / AC 120 – 70BOpspec B056- FAR 135 operatorsMspec B056- FAR 91K operatorsLOA B056 - FAR 91 operators

YES- Part 91, 91K , 121, 125, 135

YES –ICAO –Annex 6 AFM , MMEL ,

TC ANSP YES / OPS Spec YES YES-same as EASA, FAA


CPDLC


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ed.LOG OUT

Limited FIR service

LOG ONNo Service

Aircraft equipped with:FANS 1/A+ & LINK 2000+FANS 1/A+LINK 2000+

LOG ON

LOG ON

LOG ON

LOG ON

LOG ON

LOG ONLOG OFF

LOG OFFLOG ON

FANS 1/A+ VS LINK 2000+

LOG OFF

The following shows the operation of the CPDLC systems depending on aircraft equipment installed

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VHF datalink communication technology developed multi-frequency VDL Mode 2 to provide much more capacity than the analog VHF ACARS system

• Data rate of 31.5 kbps (compared with 2.3kbps VHF ACARS)• Two or more frequencies allocated for datalink in a region• Aircraft VHF units auto-tuned from the ground to manage capacity

COMMUNICATIONSVDL MODE 2

CPDLC

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Requirement driven by ATC communications moving from voice (VHF or HF radio) to datalink

• Datalink recording done on CVR, not FDR• Needs replacement or modification of many CVRs• Avoids reliance on 3rd party ATC ground recording

FAA requirement in InFO Letter 10016• Part 91: 6-Apr-2012• Part 135: 6-Dec-2010

EASA requirement – new aircraft only, from Apr-2014

China asking for compliance per FAA mandate

COMMUNICATIONSDATALINK RECORDING

CPDLC

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TABLE OF CONTENTS


1

2

3

6


5


PBN: RNAV / RNP SBAS/LPV



WORLDVIEW




ETOPS/EDTO


30


RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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NAVIGATIONPBN (PERFORMANCE BASED NAVIGATION)RNAV / RNP – OVERVIEW

PBN is navigation that uses GNSS and computerized on-board systems• Encompasses two types of navigation specifications

• RNAV (Area Navigation)• RNP (Required Navigation Performance)

• Defines aircraft navigation in terms of accuracy, integrity, continuity, and functionality for the proposed operations

31

Source: ICAO PBN Manual

PBN

RNAV

RNAV 5 & 10 “En Route”

5- Continental

10- Oceanic & Remote Areas

RNAV 1&2 “Terminal”

SID

STAR

RNP

RNP 2 & 4 “En Route”

Basic RNP-1

SID

STAR

RNP APCH

LNAV (GPS-NPA)

LNAV/VNAV (APV baro)

LP

LPV (APV SBAS/EGNOS)

RNP AR APCH

= 0.3

< 0.34- Oceanic &

Remote Areas

2- Continental, Oceanic & Remote Areas

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NAVIGATIONPBNRNAV / RNP – PHASES OF FLIGHT

NAVIGATION SPECIFICATION

FLIGHT PHASE

En Route

ARR

Approach

DEPOceanic /

Remote Areas Continental Initial Intermed Final Missed

RNAV 10 (RNP 10) 10

RNAV 5 (BR-NAV) 5 5

RNAV 2 (PR-NAV) 2 2 2

RNAV 1 (PR-NAV) 1 1 1 1 1 1

RNP 4 4

RNP 2 2 2

Basic – RNP 1 1 1 1 1 1

RNP APCH 1 1 0.3 1

RNP AR APCH 1 - 0.1 1 - 0.1 0.3 - 0.1 1 - 0.1

32


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NAVIGATIONRNAV (AREA NAVIGATION)

PBN

Area Navigation (RNAV) is a method of navigation that permits aircraft to follow IFR routes and procedures on any flight path within the coverage of ground or space based navigation aids, within the limits of the capability of self-contained aids (i.e. FMS technology), or any combination of these, using data from:• VOR/LOC• DME• GPS/GNSS• IRS• AHRS

33


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RNAV / RNP – OVERVIEW

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RNAV / RNP – OVERVIEW

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RNP is performance-based RNAV with on-board navigational monitoring and alerting

RNP is a statement of the navigation performance necessary to operate within a defined airspace

• Measured as the lateral deviation from the track centerline• RNP X: aircraft position within X nm, 95% of the time

NAVIGATIONRNP (REQUIRED NAVIGATION PERFORMANCE)

PBN

36

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NAVIGATIONRNAV / RNP COMPARISON

PBN

RNAVNavigation capability for flight along any

desired route

RNPPerformance capability to remain within X nm of a desired route for 95% of the flight time

Navigation and Performance capability combined to be more efficient than legacy

IFR

RNAV ApplicationsSpecial IFR requirements in National, Regional, or Oceanic Airspace which permit use of RNAV routes and procedures designed around RNP-X specifications, i.e.

B-RNAV, P-RNAV, RNP-10, RNP-4, RNP-2, RNAV2, RNAV 1

PBNICAO concept to standardize current and future RNAV/RNP applications,

requirements and nomenclature

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NAVIGATIONRNP-10 (EN-ROUTE)

PBN

OCEANIC & REMOTE AREAS

Description:• Reduced lateral separation 50 nm between

aircraftNote: 50 NM Longitudinal separation may be applied between RNP-10 approved aircraft utilizing CPDLC or VHF communications

Operational Benefits

Denser traffic capacity over oceanic and remote area due to:

Reduced separation between aircraft

Primarily for RNAV routes but permitted on non-RNAV routes in some areas

Possible time & fuel savings

World areas with “50 NM” lateral separation reduction benefits:

North Pacific (NOPAC)

West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas

Many more worldwide

Note: Operational approval required

38

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PBN

OCEANIC & REMOTE AREAS

Description:• Reduced separation 30/30 nm between aircraft

thru enhanced communication with ATC• Requires FANS 1/A (CPDLC + ADS-C) on most

routes

Operational Benefits Increased airspace capacity and fuel

efficient route access due to: Reduced separation between aircraft

Access to upcoming RNP 4 dedicated routes

No altitude loss when crossing to other aircraft tracks

Required for trial NAT DLM two core tracks 12-Nov-2015

More efficient ATC to pilot communication thru SATCOM CPDLC RNP 4/10 approvals accepted in lieu of

NAT MNPS approval since 12-Feb-2013 All new NAT MNPS LOAs as of Jan-2015 will

be based on RNP-10 or RNP-4 navigation specifications only

No NAT MNPS LOAs as of Jan-2020, only RNP-10 or RNP-4


39* SEE RECENT NEWS

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PBN

OCEANIC & REMOTE AREAS / CONTINENTAL

Description:• Primarily intended for diverse set of en-route

applications, particularly areas with little or no ground nav-aids, limited or no ATS surveillance, low to medium traffic density

• Reduced separation 20/20 nm oceanic


Increased airspace capacity and fuel efficient route access due to:

Reduced separation between aircraft

Access to upcoming RNP 2 dedicated routes

Required to fly in CASA airspace as of 4-Feb-2016


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NAVIGATIONPBN

Description:• Navigation method allowing aircraft operations

on any desired flight path within controlled airspace

Source: EUROCONTROL

RNAV 5 (EN-ROUTE)

CONTINENTAL EUROPE AIRWAYS – BASIC RNAV (B-RNAV) Operational Benefits Improved management in traffic flow More efficient use of available airspace with

more flexible ATS route structure by providing: More direct routes (dual or parallel)Bypass routes for high-density terminal

areasAlternative or contingency routes (planned

or an ad hoc)Optimum locations for holding patternsOptimized feeder routes

Reduction in flight distances resulting in fuel savings Reduction in the number of ground navigation

facilities


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NAVIGATIONRNAV 1 & 2 (TERMINAL)

PBN

SID & STAR – PRECISION RNAV (P-RNAV) Description:

• RNAV based Standard Instrument Departure (SID) and Standard Arrival Route (STAR) procedures


Provides greater consistency in SID & STARprocedures design

Allows terminal airspace routes that best meet the needs of airport/ATC/pilot alike

Facilitates more direct routes with simple connections to the en-route structure

Helps routes design considering environmental issues e.g. by-pass densely populated areas

Enhances arrival and departure streams segregation, thus reducing pilot/controller workload


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NAVIGATIONRNP - 1 (TERMINAL)

PBN

REQUIRED NAVIGATION PERFORMANCE 1 (BASIC RNP-1) Operational Benefits

Better access to terrain challenged airports and/or in congested airspace area

Improves access where ground surveillance not available


43

Description:• Similar to RNAV 1 and RNAV 2 but based on

GNSS positioning• Intended to support arrival and departure

procedures without dependence on DME/DME infrastructure

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NAVIGATIONRNP APCH (APPROACH)

PBN

REQUIRED NAVIGATION PERFORMANCE APPROACH

44

Four types:• RNP APCH LNAV (Lateral Navigation only)

• Relies on GPS

• RNP APCH LNAV/VNAV (Vertical Navigation added)• Relies on GPS and Baro VNAV (also known as APV Baro)

• RNP APCH LP (Localizer Performance only)• Relies on GPS and EGNOS (European SBAS)

• RNP APCH LPV (Vertical Navigation added)• Relies on GPS and EGNOS (European SBAS)

• Also known as APV SBAS (See dedicated section with regards to SBAS/LPV )



Efficiency of operations (faster landing clearance)

Capable of lower DA


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NAVIGATIONRNP AR (0.3 OR < 0.3) (APPROACH)

PBN

REQUIRED NAVIGATION PERFORMANCE AUTHORIZATION REQUIRED



Efficiency of operations (faster landing clearance)

Shorter routes & fuel savings

Typically continuous descent approaches

Departure procedures at higher MTOW at airports with challenging terrain


45

Description:• GNSS approach procedure that requires

maintaining a specific lateral & vertical accuracy• Operators need to comply with specified

additional certification, approval and training requirements

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Typical Equipment Installed

RNP-10 RNP-4 RNP-2

Any FMS/INU system that meets the requirements of FAA Order 8400.12A or EASA AMC 20-12 (Reference ICAO document 9613 and 7030

FMS/INU system that meets the requirements of FAA AC 20-138D, CPDLC with ADS-C (Reference ICAO documents 9613, 7030 and 4444

FMS/INU systems that are AC 20-138D (Reference ICAO documents 9613 and 7030

NAVIGATIONRNP (EN-ROUTE, OCEANIC AND REMOTE / CONTINENTAL)

PBN


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EASA ICAO PBN Manual 4th Edition

AMC 20-12C (RNP-10)PP045 Information paper (RNP-4)

YESAMC 20-12 PP045

YES

FAA AC91-70AFAA Order 8400.12A (RNP-10)8400.33 (RNP-4) See Note 1

No specific training, but operators must show crew are qualified

YES

TCCA AC 700-006Ops Spec611 (RNP-10) 614 (RNP-4)

YES- AC 700-006 YES

NAVIGATIONPBN


47

Note 1: Operator will obtain basic OpSpec / Mspec / LOA B036 with application. Additional OpSpecs / Mspec / LOA may be required depending on airspace / special area of operation (B037:Central East Pacific (CEP), B038:North Pacific (NOPAC), B039: NAT MNPS, B040:Areas of Magnetic Unreliability, B055:North Polar)

RNP (EN-ROUTE, OCEANIC AND REMOTE / CONTINENTAL)

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RNAV-5, -2, -1 BASIC RNP-1

AC 90-100A capable GNSS FMS, EASA AMC 20-16 RNP 1 capable GNSS FMS per AC 90-105, EASA AMC 20.27

NAVIGATIONRNP (EN-ROUTE CONTINENTAL / TERMINAL / APPROACH)

PBN


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EASAICAO PBN Manual 4th

EditionJAA TGL No 10

AMC 20-4 (RNAV 5) YES YES

FAAAC 90-100A (RNAV 1, 2)

AC 90-105 (RNP)

B034 (RNAV 5)B035 (RNAV 2)C063 (RNAV 1/RNP-1)

YES- Part 91, 91K , 121, 125, 135 YES

TCCAAC 700-015AC 700-019AC 700-025AC 700-027

OPS Spec 612 (RNAV 1 & 2), 613 (RNAV 5)618 (RNP-1)623 (RF)

YES YES

NAVIGATIONPBN


49

RNP (EN-ROUTE CONTINENTAL / TERMINAL / APPROACH)

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RNP-APCH: LNAV / VNAV / LP

(Notes 1, 2)

RNP-AR-APCH

GNSS FMS system that meets the requirements of FAA AC 90-105 , EASA AMC 20-27

GNSS FMS system with backup navigation source (INU) that meets the requirements of

FAA AC 90-101A, EASA AMC 20-26

NAVIGATIONRNP (APPROACH)

PBN


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EASA ICAO PBN Manual 4th

EditionAMC 20-27 (RNP-APCH)AMC 20-26 (RNP-AR)

YES YES

FAA AC 90-101A (RNP AR)AC 90-105 (RNP APCH)

C384 (RNP AR APCH)C052 (RNP APCH)

YES- Part 91, 91K , 121, 125, 135

YES

TCCA 700-023 (RNP APCH)700-024 (RNP AR)700-027 (RF)

OPS Spec 620 (RNP APCH) 621 (RNP AR)623 (RF)

YES- AC 700-023,700-024 , 700-027

YES

NAVIGATIONRNP (APPROACH)

PBN


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SBAS (Satellite Based Augmentation System) Localizer Performance with Vertical Guidance (LPV) is the latest alternative to ILS approaches• SBAS also known as WAAS (Wide area Augmentation System) in US or Approach with

Vertical Guidance (APV) in Europe• Precision type approach• Vertical Navigation is satellite-derived and not affected by outside air temperatureLPV is designed to provide accuracy• 16 meter horizontal• 20 meter verticalThe resulting approach minima have decision altitudes

• As low as 200 feet height above touchdown • Visibility minimums as low as 1/2 mile

NAVIGATIONSBAS/LPV

PBN

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Operational benefits in complying

Charted as RNAV (GNSS) RWY XX or RNAV (GPS) RWY XX (in US) • Lower weather minimums available (200/ 250 feet above touchdown and ½ mile

visibility) therefore fewer flight cancellations and diversions • Vertically guided stable descents compare to conventional step-down method to

descend to minimums• SBAS vertical path, no cold temperature limitation associated with Baro VNAV • Landing on runways without ILS, LPV increases the number of available instrument

approaches, enhancing safety associated with greater accuracy and consistency

NAVIGATIONSBAS/LPV

PBN

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Operational benefits in complyingCurrent development status:

• More than 3,323 approaches across the United States and Canada and more to come.

• European LPV, 141 procedures in place : 41 in France with plans to provide LPV for most of their IFR runway ends (a total of about 200), 4 in Switzerland, 3 in United Kingdom, 7 Italy and 84 Germany

• France, Germany has combination of LPV and APV Baro-VNAV approaches (Charted LNAV/VNAV minima)

• More are planned in Germany, Austria, Czech Republic, Spain, Finland, Netherlands, Norway, Poland, Slovakia, and Sweden

More information about the latest published procedures and plans can be found website at: • US and Canada:

http://www.faa.gov/about/office_org/headquarters_offices/ato/service_units/techops/navservices/gnss/approaches/

• Europe: http://www.essp-sas.eu

NAVIGATIONSBAS/LPV

PBN

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Reduction of minimums 7180’ LNAV, 6800’ ILS to the lower 6300’ LPV-Example Rifle, Colorado in US

NAVIGATIONSBAS/LPV

PBN

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Time Line

The 36th ICAO Assembly in 2007 passed a resolution encouraging States to implement approach procedures with vertical guidance (Baro-VNAV and/or SBAS) for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 2016

To date, there are no plans to make SBAS/LPV a requirement

NAVIGATIONSBAS/LPV

PBN

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Conventional ILS or LPV

RNP AR

RNP AR

Conventional ILS or LPV

Cape Town RWY 01 Arrival

19 Nm Savings

JFK RWY 13L Arrival

22 Nm Savings

RNP APCHSBAS/LPV versus RNP AR

NAVIGATION

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PlatformCompliance document

NAVIGATIONSBAS/LPVPBN


58

Equipment Installed Comments

FMS system that meets the requirements of TSO C-145c (GBAS)

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EASA AMC 20-28 YES / AMC 20-28 YES YES

FAAAC 90-107AC 20-138AC 20-138AAC 20-130A

YES/(OpSpec/Mspec/LOA C052)Not required for part 91 (YES for 91K)B030 (Alaska only)

YES YES

TCCA AC 700-023 YES / Ops Spec 620 YES YES

• LPV approaches are classified as APV Category - Approach with Vertical Guidance • US GPS stand alone approaches will continue to decrease as they are replace by RNAV approaches.

NAVIGATIONSBAS/LPV

PBN


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RNP APCHSBAS/LPV versus RNP AR

NAVIGATION

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NAVIGATIONRNAV (GPS)/(RNP) APPROACHES

PBN

PUBLISHED PROCEDURES WORLDWIDE DEPLOYMENT INFO

Can

ada

Type In Service Future Plans

LPV 52 180

LP 0 TBD

LNAV 600 TBD

LNAV/VNAV 23 TBD

RNP AR 22 TBD

USA


LPV 3,055 ~70/yr

LP 413 ~35/yr

LNAV 5,619 ~2/yr

LNAV/VNAV 2,939 ~35/yr

RNP AR 354 ~40/yr

Latin

Am

eric

a Type In Service Future Plans

LPV 0 TBD

LP 0 TBD

LNAV 146 179+

LNAV/VNAV 45 171+

RNP AR 22 TBD

Euro

pe


LPV 124 41+

LP 0 TBD

LNAV 196 96+

LNAV/VNAV 98 TBD

RNP AR 7 TBD

Mid

dle-

East


LPV 0 TBD

LP 0 TBD

LNAV 22 TBD

LNAV/VNAV 32 TBD

RNP AR 8 TBD

Asi

a


LPV 0 TBD

LP 0 TBD

LNAV 554 TBD

LNAV/VNAV 82 TBD

RNP AR 42 TBD

Sources: EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+ Countries AIP

QTY HAS CHANGED SINCE INITIAL RELEASE

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NAVIGATIONPBN

EUROPEAN PUBLISHED PROCEDURES DEPLOYMENT BREAKDOWNMore Active European Countries

LPV LP LNAV LNAV/VNAV RNP AR

I-S F-P I-S F-P I-S F-P I-S F-P I-S F-P

United Kingdom 2 15 0 TBD 22 17+ 8 5+ 0 TBD

France 27 14 0 TBD 80 20/yr 1 TBD 0 TBD

Germany 90 7 0 TBD 82 TBD 82 TBD 0 TBD

Switzerland 2 TBD 0 TBD 1 TBD 1 TBD 0 TBD

Italy 3 TBD 0 TBD 1 TBD 0 TBD 0 TBD

Spain 0 5 0 TBD 0 TBD 0 TBD 0 TBD

Austria 0 TBD 0 TBD 8 TBD 6 TBD 3 TBD

Sweden 0 TBD 0 TBD 0 57+ 0 TBD 4 TBD

Portugal 0 TBD 0 TBD 2 TBD 0 TBD 0 TBD

Total 124 41+ 0 TBD 196 96+ 98 5+ 7 TBD

Legend: I-S= In ServiceF-P= Future Plans

Sources: ESSP, EUROCONTROL & UK NATS AIS

RNAV (GPS)/(RNP) APPROACHES

QTY HAS CHANGED SINCE INITIAL RELEASE

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BREAK

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TABLE OF CONTENTS


1

2

3

6


5





WORLDVIEW




ETOPS/EDTO


64


RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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ADS-B

Automatic Dependent Surveillance Broadcast (ADS-B) is a next generation air traffic surveillance technology that supports radar-like separation standards ADS-B Out: Each aircraft broadcasts its own accurate aircraft position / speed / direction

data to enable radar-like coverage without ground-based radar. ADS-B In (Future development): Each aircraft can receive ADS-B Out information and

provide display of surrounding traffic. ADS-B In will also be able to provide flight crews with a free FAA service: TIS-B (Traffic Information Service-Broadcast)

SURVEILLANCE

Automatically transmits accurate position reports with integrity every second to Air Traffic Control (ATC).

Results in a reduced separation minima for equipped aircraft and allows more aircraft to follow the most efficient flight trajectory

ADS-C

65

ADS-B (Out/In)Current form

ADS-B (Out/In)Future development

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ADS-B

Multiple countries are introducing mandatory ruling on aircraft equipment operating in their airspace above certain altitudes • Current surveillance implementations are based on the RTCA standard called out in

publication DO-260 and DO-260A change 2• The ADS-B OUT standards bodies continue to work on ADS-B OUT capabilities and they

are currently completing DO-260B, which will:• Support ADS-B IN Capability• Provide Higher Navigation Integrity• Crew Alerting Failure Messaging

Canada and Australia were first to regulate their respective airspaces using DO-260A standard for aircraft equipmentEurope and USA are following with the introduction of a requirement using transponder DO-260B standard

Introduced as regulation• IFR environment much-needed capacity improvements in congested airspace • Remote airspace with no radar provided only procedural separation, now separation

reduction provides the ability to have more aircraft on the best routes/ tracks

SURVEILLANCEADS-B OUT

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ADS-B

Operational benefits in complyingDepending on regions or airspace, allocation of preferred route for optimized performance (i.e. prevailing winds, fuel and time saving)Complying by the implementation dates will ensure no airspaces access limitationExamples of limitations, if not compliant dependent on the airspaces:

• Eurocontrol, exclusion of the IFR General Air Traffic (GAT) in the Single European Sky area

• (Aircraft with take-off mass greater than 5,700 kg (12,500) pounds and/or with a maximum cruising true air speed greater than 250 knots)

• Australia (CASA): All aircraft operating in their airspace, lower airspace access only, limited to below FL290

• Newly manufactured CASA registered , all aircraft within IFR (airspace Class A,C,E) operating within 500 nautical miles of Perth, retrofit of all CASA registered for IFR airspace


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ADS-BSURVEILLANCE

ADS-B OUT

68

Operational benefits in complying• Hong Kong (CAD): Exclusion of the HKG Flight Information Region (FIR) for CAD

registered and any user of the airspace (greater than 5700 kg MTW)• FL 290 to FL410 operating on PBN Routes L642 and M771 • FL 290 to FL410 all aircraft operating in the HKG FIR

• Singapore (CAAS): All aircraft operating in their airspace, lower airspace access only, limited to below FL 290, applicable to specific airways in the Singapore FIR L642, M771, N891, M753, L644 and N892 (Note: LOA no longer required)

• Vietnam: All aircraft operating in their airspace, lower airspace access only, limited to below FL 290, applicable in the Ho Chi Minh FIR on the eight (8) oceanic ATS routes including L625, M771, N892, L642, M765, M768, N500 and L628

• Indonesia: All aircraft operating in their airspace, mandatory for FL 290 and above, below FL 290 will remain voluntary

• India: All aircraft operating in their airspace will remain voluntary, phased in approach• Republic of China (Taipei) when operating routes B576 or B591 at or above FL290

within the Taipei FIR• China (Sanya) when operating routes L642 or M771 at or above FL290 with the

Sanya FIR

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ADS-B

Operational benefits in complying• NAV Canada when operating through the Hudson and Minto Sector FL350 to FL400

inclusive, will be required to file flight plans on published route structures only. Greenland, initially will apply tactical application of improved separation for eligible aircraft and then the same requirements as those initiated in the Hudson Bay airspace

• US, CONUS lower airspace access only, limited to below FL100 airspace class A/E, exclusion of the Class B/C airports and Gulf of Mexico lower airspace

Time LineEurope

IFR GAT in the Single European Sky areaNew Aircraft Date (forward fit): 8-Jun-2016*Retrofit Aircraft Date: 7-Jun-2020*

USANew & Retrofit Aircraft Date: 1-Jan-2020


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ADS-BSURVEILLANCE

ADS-B OUTTime Line (cont’d)Canada

November, 2011:Hudson’s bay & Minto restricted to publish routes between FL350 and FL400 Early 2012 Greenland routes, Tactical application only preferred routing

Australia - Hong Kong – Singapore – Vietnam – Indonesia – India• 12-Dec-2013: All aircraft operating above FL290 in these airspaces or on specific routes

Australia CASA approval process for individual exemption. Period extending up to 11-Dec-2015 for the east coast of Australia only

• 29-May-2014: All aircraft within Indian airspace, on a voluntary basis• 12-Dec-2014: All aircraft operating in the HKG FIR• 6-Feb-2014: Newly manufactured Australia CASA registered for IFR airspace• 25-Jun-2015: All aircraft within Jakarta FIR or Ujungpandang FIR above FL290*• 6-Feb-2016: All aircraft within IFR (airspace Class A,C,E) operating within 500 nautical

miles of Perth• 8-Dec-2016: Newly manufactured Australia CASA registered, aircraft must include

Selective Availability Awareness (SAA) function in GNSS• 2-Feb-2017: Retrofit of all Australia CASA registered for IFR airspace

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EuropeRegulation for ADS-B Out equipment on all aircraft operating as IFR General Air Traffic (GAT) in the Single European SkyAircraft with a minimum take-off mass greater than 5,700 kg (12,500) pounds and/or with a maximum cruising true air speed greater than 250 knots EU-1207/2011 airworthiness approval requirements will be contained in the EASA Certification Specification for Airborne Communications, Navigation and Surveillance (CS-ACNS) that is expected to be published late 2013, the current AMC 20-24 remains valid ADS-B equipment must be compliant with RTCA/DO-260BAll aircraft: June 7, 2020US14 CFR airspace and performance requirements of Part 91.225 and 91.227CONUS airspace class A/E above FL100, Class B/C airports and Gulf of Mexico lower airspaceADS-B equipment must be compliant with RTCA/DO-260BAll aircraft: January 1st, 2020

ADS B Out

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ADS-BSURVEILLANCE

ADS-B OUTTypical Equipment Installed

72

Equipment Installed CommentsDO 260B capable transpondersVisible annunciation in the cockpitGPS Receiver System to meet requirements of FAA AC 90-165A, EASA CS-ACNS

The system relies on two avionics components—a high-integrity GPS navigation source and a datalink (ADS-B unit).

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1 Gulf Of Mexico- Coastline to 12 NM.

ADS-B


EASA EU-1207/2011 AMC-20-24ED-78A

YES-AMC 20-24 8.9.4,10.3.2,10.4

YES-AMC 20-24 9.3

FAA AC 90-114AAC 20-165A

OpSpec/Mspec/LOA A353 long formOpSpec/Mspec/LOA A153 short form

YES - Failures, Phraseology etc.

YES - AFM, SOP, MEL

TCCAAC 700-009 Issue 2.AIC 21/14*IPB 2014-04 (Note 1)

OpSpec 609 Domestic Air operators *(Note 1)(CAR 703, 704, 705) Opspec 610 Foreign Air Operators (CAR 701)*(Note 1)

YES YES

SURVEILLANCEADS-B OUTGuidance Material / Operation Details

73

*Note 1: OpSpec 609 or 610 no longer required to receive ADS-B service from Nav Canada while operating in Canadian Airspace. OpSpec 609 still available for Canadian registered aircraft where LOA required to operate in certain international airspaces.

* SEE RECENT NEWS

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ADS-CSURVEILLANCE

ADS Contract

Part of FANS 1/A oceanic ATC communications systemFunction in the aircraft avionics systems that allows ATC to request position reports from the ground via ACARSReplaces position reports by HF radioFlight crew log on (accept ATC contract) ATC requests data from FMS:

• Current position, Next position, Next+1• Current winds

Global Vision ADS-C Interface

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BREAK

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WORLDVIEW




ETOPS/EDTO


76


RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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TCAS V7.1

Traffic Collision Avoidance System (TCAS) is designed to reduce the incidence of mid-air collisions between aircraft by monitoring the airspace around the aircraft

Software version 7.1 incorporates a number of changes - the two most important changes are described below

CP112E brings improvements to reversal logic of TCAS II • Easing the triggering thresholds of reversal RAs • Detects that two aircraft are climbing, or descending simultaneously• Two mechanisms to ensure that reversal RAs are triggered when necessary

SURVEILLANCE

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TCAS V7.1

CP115: Replaces “Adjust Vertical Speed” RAs with a single “Level-off” • The associated aural message is straightforward • Corresponds to the standard maneuver already performed in critical situations• Reduction of the vertical rate to 500, 1,000 or 2,000 feet/min unnecessary

SURVEILLANCE

78

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TCAS V7.1

Operational benefits in complyingAdditional changes to improve the RA logic were identified to improve safety

• In response to a near mid-air that occurred in Japan in 2001 and a mid-air collision that occurred at Überlingen, Germany

• Review of other operational experience had shown that pilots occasionally maneuver in the opposite direction from that indicated by TCAS

Complying by the implementation dates will ensure no airspace access limitation• European Commission (EC) Rule mandating the carriage of ACAS II version 7.1 of all

aircraft within European Union (EU) airspace • Non compliance will result in no flights within EU airspace

• Australia (CASA) registered only, for new aircraft manufactured, no retrofit. No airspace restriction known at this time

• ICAO, general information for international flights for newly manufactured aircraft and then retrofit

• FAA recommends via Information for Operators (InFO 12010) to introduce this change to improve safety

SURVEILLANCE

79

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TCAS V7.1SURVEILLANCE

Time Line Europe Airspace

• New Aircraft (forward fit): 1-Mar-2012 • Retrofit Aircraft Date: 1-Dec-2015

FAA registeredRecommended recommends only via InFO 12010 to improve safety

Australia CASA registered Newly manufactured aircraft: 1-Jan-2014

ICAO- General information for international flightsNewly manufactured aircraft: 1-Jan-2014 Retrofit : 1-Jan-2017

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TCAS V7.1

PlatformCompliance document


SURVEILLANCE

81

Equipment Installed Comments

Based on secondary surveillance radar (SSR) transponder signals, and operates independently of ground-based equipment to provide advice to the pilot on potential conflicting aircraft.

TCAS Computer capable of operation 7.1 software

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EASA EU No 1332 / 2011 N/ALEAFLET NO. 11 Rev 1( Doc 8168)

YES-MMEL

FAAAC20-151AAC20-131AC 120-55C

N/AAC 120-55C

AC 120-55C & SAFO 11010 YES

TCCA AC 700-004 TC Letter AC 120-55C YES

TCAS V7.1SURVEILLANCE


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TABLE OF CONTENTS


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WORLDVIEW




ETOPS/EDTO


83


RECENT NEWS

EFVS

SBAS/LPV VS RNP AR

ADS-B VS ADS-C

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.

ETOPS (EXTENDED OPERATIONS)OTHER SYSTEMS / REGULATIONS

ETOPS is a term created by ICAO which:• Describes the operation of multi-engine aircraft on a route that contains a point further

than XXX minutes flying time from an adequate diversion airport • Means that an aircraft should be able to land safely within XXX minutes at the approved

one engine inoperative cruising speed

ETOPS 60 ETOPS 120

Note: White areas show acceptable areas of operation dependent on aircraft ETOPS capability and

operational approval

EXAMPLE RANGE MAPS

ETOPS 180

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.

OTHER SYSTEMS / REGULATIONS

BackgroundSince 1949, commercial operations restricted two-engine aircraft from operating on a route more than 60 minutes from a suitable airport with one engine inoperative

• 60-minute diversion time requirement developed in the era of piston engine powered airplanes

• With the introduction of, and with the improved performance of, turbine and later turbofan engines, airplane manufacturers able to achieve performance and range with two engines that previously required more than two engines.

In response to industry requests to re-examine the 60-minute twin operating requirements:

• FAA developed standards, known as ETOPS (then Extended Twin Engine Operations), to allow authorizations to exceed the 60-minute diversion time

• Original 60-minute twin operating limit grew in incremental steps from 120 minutes to 180 minutes, then higher.

Having achieved high level propulsion system reliability, remaining risks to ETOPS safety now come from three main areas:

• Fuel Loss• Common Cause Failures:.• Cascading Failures

ETOPS

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Jan-2007: FAA ETOPS rules revised, applicable to Part 135, not applicable to Part 91• ETOPS redefined as Extended Operations (see FAA inFO 07004)

• Twin engine extended operations increased from 180 minutes up to 240 minutes from alternate diversion airport

• Will require ETOPS certification of the aircraft and engines (for up to 240)• Operator will require operational approval (for up to 240)

• Twin engine Part 135 operations allowed up to 180 minutes from alternate diversion airport (not considered ETOPS)

• No operational approval required (for up to 180)• Note: North Pole operations based on Polar Policy Letter (not ETOPS)

• Requires Operator Passenger Recovery Plan• Also applicable to Tri and Quad Turbine aircraft

ETOPS

86

Click on the following FAA link for further clarification on the applicability of ETOPS to Part 135 operators

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JAR OPS 1.245(a)(2) remained unchanged at this point (Max distance from adequate aerodrome, twin engine, without ETOPS approval)

• Applicable to all twin engine Operations only, remains “Extended Twin Operations”• JAR 25 certified aircraft granted up to 120 minutes from alternate diversion airport

• No special approval required

• JAR OPS 1.246 indicates that any flights above 120 minutes will require special approval

2010: ICAO and EASA ETOPS (Extended Twin Operations) rules amended• ICAO: Diversion time up to 180 minutes• EASA: AMC 20-6 rev 2 now with Four Approval Categories

2012: ICAO renames ETOPS as EDTO (Extended Diversion Time Operations)• Applicable to Twins, Tris, and Quads and includes above 180 minutes DT• Twins certificated under previous rules can still operate up to 180 minutes DT

Jan-2015, CASA EDTO regulations revised, see CAAP 82-1(0)• Three levels of EDTO operational approval for two-engine aeroplanes• As of 1-Jul-2015, EDTO approval required for aeroplanes with two or more engines above 180

minutes DT

ETOPS / EDTO

87DT = Diversion Time

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OTHER SYSTEMS / REGULATIONSETOPS / EDTO

88

Diversion Time (minutes) 60 Max Diversion Time

Threshold (i.e 60, 75, 90, 120, 180)

Operations beyond 60 minutes DT

FixedState established

(may be aircraft specific)

State approved (specific to operator

and aircraft type)

• Ops Ctrl and Flt Dispatch• Ops Procedures• Training• Identify alternates• Twin engines only: verify

alternates above minima

EDTO approval• EDTO approval• EDTO significant systems• EDTO critical fuel• Verify alternates above minima• Twin engines only:

• maintenance program• File for alternate in ATS FP

EDTO / ETOPS* certification and operational requirements apply whenever a commercial transport aircraft is operated beyond a state defined threshold

• Requirements also introduce the concept of Maximum Diversion Time, thus defining a state approved/authorized area of operations.

Note: *ETOPS still an accepted term per ICAO, state regulations not expected to be amended to revise

terminology.

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OTHER SYSTEMS / REGULATIONSEFVS (ENHANCED FLIGHT VISION SYSTEM)

89

Enhanced Flight Vision System as defined by 14 CFR 91.175 (m)• Heads Up Display (or equivalent display), presents features and characteristics

required by regulations, such that they are clearly visible to the pilot flying seated in normal position, line of vision looking forward along the flight path,

• Sensors (such as FLIRS-Forward Looking Infrared Sensor / EVS) that provide real-time image of forward external scene topography, as described above,

• Indications and Symbology (must be aligned with, and scaled to, external view):• Including (but not limited to): Airspeed, Vertical speed, Aircraft attitude,

Heading, Altitude, Command guidance as appropriate for the approach to be flown, Path deviation indications, Flight Path Vector (FPV), and Flight Path Angle (FPA) reference cue

• Controls, computers and power supplies,

EVS OFF(as viewed

through HUD),

Global Express XRS HUD Display

EVS ON(as viewed

through HUD),

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OTHER SYSTEMS / REGULATIONSEFVS

90

Operational benefitsIncreases situational awareness of pilots in difficult operating conditions, often

at unfamiliar airports• Enhanced vision of approach lights and visual references of the runway and its

surroundings• Safer ground ops at night & low visibility conditions

Allows straight-in instrument approaches below DA to 100ft Height Above Touchdown (HAT) using EFVS only (but not for CAT II or CAT III approaches)• Allows landings in most 1,200 ft RVR conditions (ILS approaches, FMS (LNAV /

VNAV) non-precision approaches)

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OTHER SYSTEMS / REGULATIONSEFVS

Note 1: For international operations, check with destination aviation authorities for specific requirements and approvals.

91

Operational regulationsFAA 14 CFR 91.175 and AC 90-106

• Part 91K and 135 operators, operational approval to conduct EFVS operations under 91.175 (l) and (m), 135.225 and AC 90-106: LOA/OpSpec/MSpec C048 (1)

• Part 91 operators no LOA required to conduct domestic EFVS operations (1)

• However, pilots operating EFVS must be able to demonstrate knowledge and proficiency in the use of the equipment as required by type of operation to be conducted.

Note: For CAT II operations where, HUD or EVS may be used for situation awareness, operator must still comply with aircraft equipment, training, and operational requirements for:

CAT II operations per FAA AC 90-29A with LOA/OpSpec/Mspec C059

EASA AMC6 SPA.LVO.100 (supersedes EU OPS for LVO (Low Visibility Operations)The pilot using a certified EVS in accordance with the procedures and limitations of the AFM:

• For CAT I and APV operations, and NPA operations flown with CFDA techniques, may reduce RVR/CMV values in accordance with AMC6 SPA.LVO.100 Table 6

• For CAT I, may continue to DH 100ft with EVS visual reference• For APV and NPA, may continue to DH 200ft with EVS visual reference

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New ICAO Flight Plan information sheet available on the Bombardier CIC website as follows:Technical library> General Publications> choose desired aircraft platform.

EXAMPLE:

New ICAO 2012 Flight PlanOTHER SYSTEMS / REGULATIONS

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Platform Compliance and Guidance Material Matrix

93

EFVS

Typical equipment installed Comments

A head-up display with navigation guidance and video from a forward-looking imaging sensor

Can use sensor in lieu of natural vision to descend as low as 100ft above the runway threshold

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EASA AMC6 SPA.LVO.100 AMC6 SPA.LVO.100 (Note 1)

YES YES

FAA AC 90-10614 CFR 91.17514 CFR 135.225

OpSpec/Mspec/LOA C048 (Note 2)

YES YES

TCCA CAR 602.128 (Note 3)Requires an exemption to CAR 602.128SCA 2009-10

YES YES


94

Note 1: Contact local EU state Aviation Authority for local, state specific, documentationNote 2: C048 not for CAT II, C059 requiredNote 3: Current Canadian Air Regulations does not allow the capability of using the EFVS to 100ft DA, exemption required.

EFVSOTHER SYSTEMS / REGULATIONS

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ETOPS/EDTO


95


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EFVS

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ADS-B VS ADS-C

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COMMUNICATIONSFANS 1/A+ VS LINK 2000+ (1 of 2)

CPDLC- CHEAT SHEET

LINK 2000+

ADS-C & ACARS CPDLC Primarily for oceanic & remote airspace

navigation Inmarsat or Iridium safety services

communication Interfaces with FMS for flight plan

modifications Currently 178 uplink & 95 downlink

message sets plus standard free text FANS 1/A+ includes VHF coverage RNP 4 Ops approval required (for

operations on RNP 4 routes)

VDL mode 2 CPDLC En route continental Europe

(above FL 285) Service providers required for VHF

Datalink communication No FMS interface for flight plan

modifications Link 2000+ CPDLC is a subset of

the larger FANS 1/A+ message set, no free text

vs

FANS 1/A+

Source: EUROCONTROL96

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COMMUNICATIONSFANS 1/A+ VS LINK 2000+ (2 of 2)

CPDLC=CHEAT SHEET

vs

MESSAGES SET DIFFERENCES

CDU Image © Rockwell Collins, Inc.

FANS 1/A+

Um 20* : CLIMB TO AND MAINTAIN [altitude]

LINK 2000+

To communicate an equivalent message on Link 2000+:

um 20 : CLIMB TO [level]+ um 165 : THEN+ um 19 : MAINTAIN [level]

CDU Image © Rockwell Collins, Inc.

Equivalent messages set (not exactly the same) but different procedures

(*) UM :Uplink Message (from ATC to pilot)97

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NAVIGATIONSBAS/LPV versus RNP AR

RNP APCH-CHEAT SHEET

RNP AR

Also known as WAAS/LPV or APV Can provide ILS type approach at airports

with no ILS infrastructure

LPV equipped aircraft fly similar approach paths to, and with precisions of, a Category I ILS.

In event of missed approach, aircraft follows standard go around procedures Requires ground infrastructure, such as

WAAS (Wide Area Augmentation System) Can achieve accuracies of 1-2 meters

horizontal, 2-3 meters vertical FMS monitors aircraft position, no

monitoring of accuracy

Formerly known as RNP SAAAR Better access to terrain challenged airports

and/or in congested airspace area Efficiency of operations (faster landing

clearance) RNP AR equipped aircraft can, if necessary,

"snake" along a curving path, under full FMC and autopilot control, between obstacles on approach to the runway.

Curved paths referred to as RF Legs

In event of missed approach, aircraft can fly a predetermined curving path safely away from airport, avoiding high ground that may lie ahead. No ground infrastructure required Can achieve accuracies of 0.1 Nm

FMS monitors aircraft position and accuracy

SBAS/LPV

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NAVIGATIONSBAS/LPV versus RNP AR

RNP APCH-CHEAT SHEET

RNP AR

Operational approval required, except Part 91

Requires Operator flight crew and dispatch training Requires Operator Maintenance program Requires Operator Navigation database

validation program No Operator monitoring program required

Growing number of SBAS/LPV approaches in U.S., Canada, and Europe

Operational approval required Requires validation test plan prior to

obtaining operational approval


validation program Requires Operator RNP AR monitoring

program Growth of RNP AR approaches mainly

concentrated in South America and Asia, but are growing in U.S., Canada, and Europe

SBAS/LPV

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ADS-Contract

DO-260 and 260A: Upgraded transponders Position, speed, altitude, etc transmitted via

transponders to dedicated ground stations then to ATC (currently only works over land masses) Automatic broadcasting every second DO-260B (Includes above, plus)

EICAS Failure messages GNSS SA=OFF (preferred) Note 1

Will be required in Europe in 2016 and USA in 2020

Future growth: Transmission via satellite: Worldwide

Part of FANS 1/A and 1/A+ Position, speed, altitude, etc transmitted via

Datalink to ATC Requires logging on via FMS CDU Four types of Contracts (3 set up by ATC,

one pilot controlled) Periodic: Timed based, can be varied

by ATC Event: ATC set up. if aircraft deviates

from certain parameters, it will transmit automatically Demand: ATC can request from all

traffic simultaneously Mayday: Pilot controlled

ADS-Broadcast

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ADS-B Out vs ADS-C – CHEAT SHEETSURVEILLANCE

Automatic Dependant Surveillance

1 Selective Availability: Once used by US Military to make commercial GPS/GNSS receivers less accurate, deactivated in 2000. FAA will require SA=OFF GNSS (thus potential upgrade to aircraft receivers). TC, CASA, and EASA SA=ON GNSS receivers acceptable, but SA=OFF preferred (no mandate).

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NAVIGATION3

SBAS/LPV versus RNP AR

RNP APCH

RNP AR

Also known as WAAS/LPV or APV Can provide ILS type approach at airports

with no ILS infrastructure

LPV equipped aircraft fly similar approach paths to, and with precisions of, a Category I ILS.

In event of missed approach, aircraft follows standard go around procedures Requires ground infrastructure, such as

WAAS (Wide Area Augmentation System) Can achieve accuracies of 1-2 meters

horizontal, 2-3 meters vertical FMS monitors aircraft position, no

monitoring of accuracy

Formerly known as RNP SAAAR Better access to terrain challenged airports

and/or in congested airspace area Efficiency of operations (faster landing

clearance) RNP AR equipped aircraft can, if necessary,

"snake" along a curving path, under full FMC and autopilot control, between obstacles on approach to the runway.

Curved paths referred to as RF Legs

In event of missed approach, aircraft can fly a predetermined curving path safely away from airport, avoiding high ground that may lie ahead. No ground infrastructure required Can achieve accuracies of 0.1 Nm

FMS monitors aircraft position and accuracy

SBAS/LPV

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NAVIGATION3

SBAS/LPV versus RNP AR

RNP APCH

RNP AR

Operational approval required, except Part 91


validation program No Operator monitoring program required

Growing number of SBAS/LPV approaches in U.S., Canada, and Europe

Operational approval required Requires validation test plan prior to

obtaining operational approval


validation program Requires Operator RNP AR monitoring

program Growth of RNP AR approaches mainly

concentrated in South America and Asia, but are growing in U.S., Canada, and Europe

SBAS/LPV

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AC Advisory CircularACARS Aircraft Communications Addressing and Reporting System ACAS Airborne Collision Avoidance System ACSS Aviation Communication and Surveillance SystemsADS Automatic Dependent Surveillance ADS-B Automatic Dependent Surveillance - Broadcast ADS-C Automatic Dependent Surveillance - ContractAFM Aircraft Flight ManualAFN Alert FunctionAMC Acceptable Means of ComplianceAOC Airline Operational ControlAIC Aeronautical Information Circular AHRS Attitude Heading Reference SystemANSP Air Navigation Service ProviderAPCH ApproachAPV Approach procedures with Vertical GuidanceAR Authorization RequiredARR ArrivalAML Approved Model ListATC Air Traffic Control ATM Air Traffic Management

GLOSSARY OF TERMINOLOGY

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ATN Aeronautical Telecommunication Network ATN-B1 ATN Baseline 1ATS Air Traffic ServiceAW Advisory Wire (Bombardier)BA Bombardier AerospaceBRNAV Basic RNAVCAR CaribbeanCASA Civil Aviation Safety Authority (Australia)CFDA Continuous Final Descent ApproachCIC Customer Information Centre (Bombardier)CNS Communication, Navigation, SurveillanceC of A Certificate of AirworthinessCONUS Continental United StatesCMV Converted Meteorological VisibilityCPDLC Controller Pilot Data Link Communications CVR Cockpit Voice RecorderDA/DH Decision Altitude/Decision HeightDEP Departure DLM Data Link MandateDLS Data Link ServicesDME Distance Measuring Equipment


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EASA European Aviation Safety AgencyEATCHIP European Air Traffic Control Harmonization and Integration ProgramEC European CommissionECD Expected Completion DateEDTO Extended Diversion Time OperationsEVS Enhanced Vision SystemEFVS Enhanced Flight Vision SystemES Extended SquitterETOPS Extended Range Operations (FAA) / Extended Twin Operations (EASA)EU European UnionFAA Federal Aviation Administration FANS Future Air Navigation System FDR Flight Data RecorderFIR Flight Information Region FL Flight Level FMS Flight Management System GAMA General Aviation Manufacturers AssociationGAT General Air TrafficGBAS Ground Based Augmentation systemGES Ground Earth StationGLONASS Global Orbiting Navigation Satellite System


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GLS GBAS Landing System GNSS Global Navigation Satellite System GPS Global Positioning SystemHF High FrequencyHFDL HF Data LinkHMDG Hydraulic Motor Driven GeneratorHUD Heads Up DisplayICAO International Civil Aviation Organisation IFR Instrument Flight Rules ILS Instrument Landing SystemIRS Inertial Reference SystemISAVIA Icelandic Civil Aviation AdministrationJAA Joint Aviation Authorities JAR Joint Aviation RequirementLAAS Local Area Augmentation SystemLNAV Lateral NavigationLOA Letter Of AuthorizationLOC LocalizerLP Localizer Performance LPV LP with Vertical guidanceLVO Low Visibility Operations


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MEL Minimum Equipment List MMEL Master Minimum Equipment List MNPS Minimum Navigation Performance SpecificationsM-Spec Management SpecificationMTOW Maximum Take Off WeightNAS National Airspace System (U.S.)NAT North Atlantic NAT SPG North Atlantic Systems Planning Group NM Nautical Mile NPA Non Precision ApproachOPS OperationsOp-Spec Operation SpecificationOTS Organized Track SystemPBN Performance Based NavigationPRNAV Precision RNAV PM Protected ModePOH Pilot Operating Handbook


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RA Resolution AdvisoryRLatSM Reduced Latitude Separation Minimum RLongSM Reduced Longitude Separation Minimum RNAV Area NavigationRNP Required Navigation PerformanceRTCA Radio Technical Commission for AeronauticsRVR Runway Visual RangeRVSM Reduced Vertical Separation MinimumSAFO Safety Alert For OperatorsSAM South AmericaSB Service Bulletin SBAS Satellite Based Augmentation SystemSESAR Single European Sky ATM ResearchSSC Single Sky CommitteeSID Standard Instrument Departure SOP Standard Operating ProceduresSPA Operations Requiring Special ApprovalsSPI Surveillance, Performance, and Interoperability requirements STC Supplemental Type CertificateSTAR Standard Arrival Route


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TBD To Be DeterminedTCAS Traffic (Alert and) Collision Avoidance SystemTCCA Transport Canada Civil AviationTGL Temporary Guidance Leaflet VDL VHF Data LinkVHF Very High FrequencyVNAV Vertical NavigationVOR VHF Omni-directional Range WATRS West Atlantic Route SystemWAAS Wide Area Augmentation System


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