nbaa april 2013 emerging regulations and … · hudson’s bay & minto restricted to publish...

NBAA APRIL 2013

EMERGING

REGULATIONS

AND TECHNOLOGIES

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Overview

2

Introduction

• Stephane Beauchamp, Bombardier Aerospace,

Lead Avionics, Customer Support Engineering

• Emerging Regulations and Technologies World Map

Subject

What, Why, When and How

• FAA FDR/CVR

• ADS-B Out

• Link 2000+

• TCAS V 7.1

• FANS 1/A

• SBAS - LPV

• RNP AR

Your Feedback

[email protected]

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EUROCONTROL

Link 2000+ European Airspace ≥FL285

New aircraft 1/Jan/11 and In service 5/Feb/15

FANS accepted if installed prior 1/Jan/14

ADS-B Out (DO-260B) IFR GAT Airspace

New aircraft 8/Jan/15 and In service 7/Dec/17

TCAS 7.1 IFR GAT Airspace

New aircraft 1/Mar/12 and In service 1/Dec/15

SBAS (LPV)- No Mandate

CASA

ADS-B Out (DO-260 )

Australian Airspace above FL290

12 Dec 2013

TCAS 7.1

New CASA Registered 1st Jan 2014

FAA

FDR and CVR Part 91:2012, Part 135:2010

ADS-B out (DO260B) – Airspace above FL100/ Airports - 1/Jan/20

DataComm (CPDLC/ FANS 2/B) – Planned for ATC Airports 2016

and high altitude airspaces 2019

SBAS (LPV) & RNP AR- No Mandate

TCCA

ADS-B Out (DO260)

Hudson’s bay & Minto restricted to publish routes

between FL350 and FL400 – 17/Nov/11

Greenland routes

Tactical application only preferred routing

SBAS (LPV) & RNP AR - No Mandate

NATS

FANS 1/A

2 tracks FL360 to FL390-7/Feb/13

Feb/15 planned expansion to NAT

MNPS airspaces for the RLongSM

(5 min) and RLatSM (25 NM)

ADS-B Out (DO-260)

Hong Kong/Singapore /

Indonesia Airspaces

above FL290

12 Dec 2013

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FAA FDR Filtered Data

February 2010 the Federal Aviation Administration (FAA) issued rule related to

“Filtered Flight Data” No. FAA-2006-26135

The rule imposed a restriction on filtering of data before recording by the FDR.

Missing data may prevent investigation efforts in the event of an incident or

accident

FAR §135.156 “Flight data recorders: filtered data was created emphasizing the

specific requirements for the parameters 135.152 (h) (12) through (17) related to

flight control inputs/ position, (42) power lever position, or (88) flight control input

forces of the corresponding Appendix D and F

The recorded values must meet the designated range, resolution and accuracy

requirements during static and dynamic conditions (change at the maximum rate

attainable, including the maximum rate of reversal. All data recorded must be

correlated in time to within one second)

Guidance in AC 20–141B Airworthiness and Operational Approval of Digital

Flight Data Recorder Systems

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FAA FDR Filtered Data

Introduced as regulation

Part 135 Operator April 20, 2010 (Part 91 is not affected)

October 20, 2011

Evaluate if filtering any of the parameters 135.152(h)(12) through (17), (42), or

(88) (parameters in Appendix D and F of this part

Operator is responsible for creating a record of compliance (or not) as part of

the flight data recorder correlation documentation

April 22, 2013

If filtering present on the aircraft, submit the necessary procedure and test

results that the original sensor signal value can be reconstructed

April 21, 2014

No aircraft flight data recording system may filter any parameter listed previously

or if can not be reconstructed

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FAA CVR FDR

January 2010 FAA issued rule “Revisions to Cockpit Voice Recorder and Digital Flight Data Recorder Regulations” [Docket No. FAA-2005-20245]

Improve the quality and quantity of information recorded, and increase the

potential for retaining important information needed for accident and

incident investigations

• Increased DFDR sampling rates for some parameters in the Appendix E and F, related to the flight control surface positions, flight control input positions and flight control input forces

• Each input must be recorded at a sampling rate of 8 per second (0.125 per second (8 Hz))

• Alternately sampling inputs (interleaving) to meet this sampling interval is prohibited.

• Recording time: DFDRs; 25-hour solid state memory and the CVR 2 hours

• Wiring requirements to dedicated power source to provides the maximum reliability for operation and to remain powered for as long as possible

• Independent power supply to permit CVR recording to continue for 10 minutes after loss of normal electrical power

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FAA CVR FDR


Implementation Date for newly manufactured aircraft:

After April 7, 2010: (All operations)

2-hour CVR and 25-hour FDR memory

Wiring/bus reliability requirements and response to single electrical failure

CVR Recorder Independent Power Supply (RIPS) - Except Part 91

After December 6, 2010: Part 135 operation

CVR datalink recording and FDR sample rates

After April 6, 2012: Part 91 operation

FDR sample rate (Pitch Control Position only), CVR datalink recording and CVR RIPS

If a datalink system is installed after the above dates, the CVR needs to perform recording of datalink messages

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ADS B Out

Automatic Dependent Surveillance Broadcast (ADS-B) is a next generation air traffic surveillance technology that supports radar-like separation standards

Automatic: Every 1 second transmits information with no pilot or operator input required to ATC

Dependent: Position and velocity vector are derived from the Global Positioning System (GPS) via the transponder 1090ES or 978 UAT (Universal Access Transceiver for US lower airspace only)

Surveillance: A method of determining position of aircraft, vehicles, or other asset

Broadcast: Transmitted information available to anyone with the appropriate receiving equipment. Broadcasts information such as current position, altitude and velocity,

Typical equipment:

Transponder 1090ES meeting DO-260 specifications and Global Navigation Satellite System (GNSSU)

Current surveillance implementations are based on the RTCA standard called out in publication DO-260, DO-260A change 2 and DO-260B

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ADS B Out


IFR environment much-needed capacity improvements in congested airspaces

Remote airspace with no radar provided only procedural separation, now

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

tracks

Operational advantage's in complying

• Depending 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

limitation

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ADS B Out

NAV Canada

AIC 31/11 November 17, 2011:Hudson’s bay & Minto restricted to publish routes between FL350 and FL400

AIC 44/11 initiated in early 2012 Greenland routes, Tactical application only preferred routing

ADS-B equipment must be compliant with RTCA/DO-260 (any version)

Operational requirements:

• Domestic and foreign operators are require Transport Canada for Operations Specifications 609 or 610 in accordance with AC700-009 rev. 2

• Operators who do not fall into these categories are required to provide NAV CANADA with proof from the civil aviation authority of their aircraft’s state of registry of compliance with the European Aviation Safety Agency’s (EASA) Acceptable Means of Compliance (AMC) 20-24

• For US register LOA A353 (Ops Spec) is required for any ADS-B operations outside the US

In addition, in all cases operators must provide NAV CANADA with each aircraft’s unique 24-bit transponder address in order to be entered onto the list of eligible aircraft.

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ADS B Out

Australia

AIP (Aeronautical Information Publication) Supplement H09/11 and H 96/12

December 12, 2013: All aircraft operating in their airspace above FL290

CASA AC 21-45 ADS-B equipment must be compliant with RTCA/DO-260

(any version)

Future dates :

• Feb. 6, 2014: Newly manufactured CASA registered for IFR airspace

• Feb. 6, 2016: All aircraft within IFR (airspace Class A,C,E) operating within

500 nautical miles of Perth from

• Feb. 2, 2017: Retrofit of all CASA registered for IFR airspace

No special approval required as long as the aircraft is ADS B capable and crew

is trained for its usage

Only ensure correct ADB B capability in accordance with the new ICAO flight

plan (Nov 2012) in Field 10b Surveillance as B1

Used to be MRK/ADSB in the other/ remark field 18

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ADS B Out

Hong Kong (CAD):

Airworthiness Notice AN-102F for CAD registered (greater than 5700 kg MTW)

and any user of the airspace per Aeronautical Information Circular (AIC) 09/11

(DO-260 any version)

• 12 December 2013: FL 290 to FL410 operating on PBN Routes L6642 and

M771 in HKG Flight Information Region (FIR)

• 12 December 2014: FL 290 to FL410 aircraft operating in the HKG FIR

Singapore (CASS):

AC AOC-21(0) guidance and AIC 14/10 (DO-260 any version)

• 12 December 2013: FL 290 and above, limited to specific airways in the

Singapore Flight Information Region

No special approval required as long as the aircraft is ADS B capable and crew

is trained for its usage

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ADS B Out

Europe (RTCA/DO-260B)

Regulation for ADS-B Out equipment on all aircraft operating as IFR General Air Traffic (GAT) in the Single European Sky

Aircraft 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

Newly manufactured aircraft: January, 8th 2015

Retrofit: December, 7th, 2017

US

14 CFR airspace and performance requirements of Part 91.225 and 91.227

CONUS airspace class A/E above FL100, Class B/C airports and Gulf of

Mexico lower airspace

ADS-B equipment must be compliant with RTCA/DO-260B

All aircraft: January 1st, 2020

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ADS B Out

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ADS B Out

For the US designated airspace FAR 91.225 - no approval required

However FAA authorization is required for all US operators to conduct ADS-B Out

operations outside of US designated airspace (FAA Order 8900.1),

Mspec/OpSpec or LOA A353)

FAA AC 90-114 Operational and AC 20-165 Technical Guidance

Aircraft qualification documentation/ MEL

Operational Considerations - Standard Operating Procedures/AFM

Training: crew and dispatcher

Maintenance periodic verification check of aircraft-derived data

ICAO flight plan fields: 10a (Z), 10b (B1), 18 - SUR/260B (If mandated for that

airspace)

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LINK 2000+

Controller Pilot Data Link Communications (CPDLC) supplements voice

communication between pilots and air traffic controllers

LINK 2000+ delivers three basic services to automate routine controller tasks

• ATC communications management - handles frequency changes

• ATC clearances - provides standard clearance commands

• ATC microphone check - enables communication in case of blocked frequencies

Typical equipment:

• Datalink unit Protected Mode (PM) associated with display unit supporting ATN B1 (Aeronautical Telecommunication Network)

• VDL (VHF Digital Link) Mode 2

• CVR recording of CPDLC messages

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LINK 2000+


Link 2000+ DLS IR European Commission(EC 29/2009) targets all European

airspace users


• Reduce controller and crew workload

• All messages are in written form and preprogrammed

• Reducing traditional VHF communications

• Increase sector capacity

• Voice communication

• Alleviates congestion

• Ensures unambiguous communication between the crew and the

controller , therefore enhances safety

• Will ensure no airspaces access limitation

Aircraft not exempted and not complying will have altitude restrictions

below FL285 (28,500 feet) in the European airspace

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LINK 2000+

Implementation Date:

Newly manufactured aircraft: January 1st, 2011

Eurocontrol stated they will not enforce the rule if permanent and temporary exemptions application is in process. The final EC response is expected end June 2013

Retrofit: February 5th, 2015

Permanent exemptions:

• FANS 1/A (RTCA DO-258A/EUROCAE ED-100A (or ED-100)) installation and operationally approved up to January 1st 2014

• Article 3 of EC Reg. No. 29/2009 provides for so-called “automatic exemptions” for which no application to the European Commission is required are exempted for the life of that particular airframe

• Flight plan fields 10a and 18b stating exception and 10a FANS capability (J)

• Aircraft of more then 20 years that will cease operations by 2017

• Aircraft model documented exemption already approved by the EC (refer to the www.eurocontrol.int website for the documents)

Link 2000+ is expected to have similar requirements then the FAA DataComm (CPDLC/ FANS 2/B) – Planned for ATC Airports 2016 and high altitude airspace 2019

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LINK 2000+

EASA (AMC20-11 guidance)

No special approval is required for Datalink operations in continental

airspace compliant to EC Reg. No. 29/2009

However change to the OPS Manual is required since operational procedures are

changing, these changes must be sent to the competent authority in accordance

with EU-OPS 1.180 and approved, it could therefore be said that “Operational

Approval” is obtained

• Training on a recurrent basis as determined by the State of the operator

• Contract Air-Ground Communications Service Provider(s) (ACSP)

• Aircraft Operating Manual revision providing relevant information about the

operations of ATS supported by data link services

Flight plans for flights intending to use the LINK2000+ airspace

Field 10a, J1(CPDLC ATN VDL Mode 2) and in Field 18 Insert CODE/ followed by

the 24-bit aircraft address in hexadecimal notation (example CODE/000A10)

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LINK 2000+

FAA authorization is required for all US operators to conduct any CPDLC

operations (FAA Order 8900.1), MSpec/OpSpec or LOA A056

FAA AC 120-70B Operational and AC 20-140A (Qualification to Interoperability

ATN B) Technical Guidance

Aircraft qualification documentation/ MMEL


Training crew and dispatcher

Flight plans for flights intending to use the LINK2000+ airspace

Field 10a, J1(CPDLC ATN VDL Mode 2) and in Field 18 Insert CODE/ followed by

the 24-bit aircraft address in hexadecimal notation (example CODE/000A10)

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TCAS Version 7.1

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

Typical equipment:

Within the TCAS unit. 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

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TCAS Version 7.1

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

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TCAS Version 7.1


Additional changes to improve the RA logic were identified

• 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

To mitigate risk the new version 7.1 logic was develop


Complying by the implementation dates will ensure no airspaces access

limitation

Europe EC Rule 1332/2011 mandating the carriage of ACAS II version 7.1 within European Union airspace (5,700 kg (12500 pounds) maximum take-off mass or a maximum passenger seating capacity of more than 19. Crew training and knowledge of changes (Training Leaflet No.11 Rev 1)

Newly manufactured aircraft: March 1st, 2012 Retrofit : December 1st, 2015

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TCAS Version 7.1

Australia

Amendments to Civil Aviation Order 20.18 and Regulation 262AA-AJ of the CAR 1988, aircraft registered under their authority Australia (CASA) registered. No airspace restriction known at this time


US

FAA recommends via InFO 12010 operator introduce this change to improve safety (crew training and knowledge of changes AC 120-55C guidance)

ICAO

General information for international flights


Retrofit : January 1st, 2017

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FANS 1/A

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

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FANS 1/A

Currently not mandated


• Reduce controller and crew workload

• All messages are in written form and preprogrammed

• Reducing traditional HF communication, only used only as backup -

no noisy comm

• Increase sector capacity voice 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

• Ensure no airspaces access limitation in the future

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FANS 1/A

Implementation Date:

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

Caribbean's

• March 2011 NAV Canada AIC 17/12 and NAT Ops Bulletin 2012-027 initiated

trials (Gander or Shanwick OCA) for FANS equipped for reduced longitudinal

separation minimum (RLongSM) to 5 minutes (was 15 minutes). The trial is

scheduled to run until March 2014, after which time a review will be performed

and a decision will be announced regarding future plans for the five-minute

longitudinal separation minimum.

• NAT System Planning Group (SPG) implementation on FANS capable aircraft

– Feb. 2013 between FL360-390 inclusive for operation on no mote then two

specific adjacent core tracks

– 2015, Reduced lateral separation minimum (RLatSM) to 25 NM (1/2 degrees

between core tracks)

• Planned 2015 mandate within specified portions of the North Atlantic MNPS

airspace

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FANS 1/A

FAA authorization is required for all US operators to conduct FANS CPDLC

operations (FAA Order 8900.1), Mspec/OpSpec or LOA A056

FAA AC 120-70B Operational and AC 20-140A (Qualification to Interoperability

for FANS) Technical Guidance

Aircraft qualification documentation/ MEL


Training crew and dispatcher

Flight plan fields 10a FANS capability (J1-J5)

ICAO Global Operational Data Link Document (GOLD) :

Any operator intending to use CPDLC or ADS-C service should obtain an

operational authorization with the State of registry, in accordance with their rules

and means of compliance. This operational authorization should address flight

crew training and qualification, maintenance, MEL

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SBAS LPV

Localizer Performance with Vertical Guidance (LPV) is the latest alternative to

ILS approaches

Also known as Approach with Vertical Guidance (APV)

Precision type approach

Vertical Navigation is satellite-derived and not affected by outside air

temperature

LPV is designed to provide accuracy

• 16 meter horizontal

• 20 meter vertical

Typical equipment:

• FMS, GNSSU-SBAS, display and FDR for LPV

deviation recording

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SBAS LPV


Charted as RNAV (GNSS) RWY XX or RNAV (GPS) RWY XX

• Lower weather minimums available (200/ 250 ft height 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

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SBAS LPV

Current development status:

• More then 3000 approaches across the United States and Canada and

more to come

• Current European LPV in place : 25 in France, 3 in Switzerland, 3 in

United Kingdom, 3 Italy and 82 Germany

• France, plans to provide LPV for most of their IFR runway ends (a

total of about 200)

• 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 EGNOS and Europe’s LPV plans and available

approaches can be found on the European Satellite Services Provider (ESSP)

website at http://www.essp-sas.eu

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SBAS LPV

Reduction of minimums 7180’ LNAV, 6800’ ILS to the lower 6300’ LPV

In Europe, Charted as “RNAV (GNSS) RWY XX

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SBAS LPV

The LPV minimums 6300’ may be lower then a RNP AR 6387’

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SBAS LPV

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 is no plans to make this a requirement

However SBAS LPV is expending world wide

and is cost effective relative to it’s benefits

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SBAS LPV

EASA

AMC 20-28 Airworthiness Approval and Operational Approval Guidance

Prior to LPV approach operation, the operator needs to be authorized or approved

by their competent authority for such operations

Flight Operations Documentation (AFM, POH)

Flight Crew Training

Navigation Database (Type 2 LOA DO-200A)

As an example UK CAA and TCAA:

Applying for LPV Approach Approval - AOC (Air Operator Certificate) Holders by

contacting their Flight Operations Policy Department

Applying for LPV Approach Approval - Non-AOC Holders- No approval required

AMC 20-27 Airworthiness Approval and Operational Approval guidance for

RNP APCH Operations for APV with BARO VNAV vertical

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SBAS LPV

FAA AC 90-107 Airworthiness Approval and Operational Approval

AC 20-138C additional airworthiness guidance Airworthiness Approval of

Positioning and Navigation Systems

AC 20-153A database DO200A

Part 91:

• Review their AFM to establish that their aircraft meets navigation system

eligibility

• Review the operational and training considerations

• Navigation Database (Type 2 LOA DO-200A)

After completing these actions, the operator may conduct LPV and LP approach

operations to a published DA and MDA, respectively.

LOA is not required when eligibility is based on the AFM

Parts 91K and 135 Operators

• All the above Specific documented training requirement for flight crews,

dispatchers and maintenance personnel, as appropriate

• Operating Manual and MEL revision

OpSpec/Mspec/C052 revision

Flt plan Field 10a B,G,R and 18 PBN/S1

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RNP AR Approaches

Required Navigation Performance (RNP) with Authorization Required (AR) is a

Performance Based Navigation (PBN) type of approach

• Uses Satellite Based Augmentation System (SBAS)

• Enables a higher level of navigation performance

• Requires special aircraft and aircrew authorization similar to Category

(CAT) II/III instrument landing system (ILS) operations

RNP APCH basic tighter approach procedure design when compared with

RNAV, but still has lateral margins on both sides

Extra

margins

added

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RNP AR Approaches

RNP AR (Authorization Required) tighter procedure design when compared

with RNP Basic, No margins are built in the procedure

Allows aircraft to fly a specific path between two 3-dimensionally defined points

• Incorporates additional navigational accuracy, integrity and functional

capabilities

• Permit operations using reduced obstacle clearance tolerances

• Enables approach and departure procedures to be implemented in

circumstances where other approach and departure are not possible

Typical equipment:

FMS, SBAS, display and depending on the RNP value auto pilot and Class A

TAWS

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RNP AR Approaches

Currently not mandated


Charted as “RNAV (RNP) RWY XX”. Known as special aircraft and aircrew

authorization required (SAAAR), update process in place to only state AR

• Allowing for predetermined, precise, curved Radial Fix (RF). Optimally navigate

within an airspace to reduce track miles, conserve fuel, preserve the environment

by reduced emissions

• Improved airports/ airspace capacity through narrower and curved segments up

to approach final segment, therefore access in cases of parallel runways,

converging approaches or adjacent airports

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RNP AR Approaches

• Improve backup procedures during ILS outages

• Improve safety by eliminating circling maneuvers and providing repeatable

lateral and vertical flight guidance to the runway

• Specific benefits of RNP depends on each operational area, but usually

provides lower minimums, where obstacles are the limiting factor

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RNP AR Approaches

Palm Springs minimum for the VOR or GPS-B (2300’-3)

versus RNAV (RNP) Y Rwy13L (734’-1)

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RNP AR Approaches

Current development status:

• RNP is part of international airspace plans providing increased operational

access to RNP routes and runways. Note that some approach are public, other

are develop for their own use by airlines or private operators

• Currently over 320 airports and 350 published approaches in the US and

Canada, FAA plans 74 new or revised RNP AR procedures this year

• Other locations: Hong Kong China, Innsbruck, New Zealand, Australia, Manila

Philippines

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RNP AR Approaches

EASA

RNP AR: AMC 20-26 Airworthiness Approval and Operational Guidance

Aircraft operators should apply to their competent national authority for RNP AR

approval

TC

AC 700-024 Required Navigation Performance Authorization Required Approach

Ops Spec 621 RNP AR APCH prior to performing the RNP AR APCH procedures

Both are aligned and are similar to the FAA guidance

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RNP AR Approaches

FAA AC 90-101A Approval Guidance for RNP Procedures with AR

AC 20-138C additional airworthiness guidance Airworthiness Approval of

Positioning and Navigation Systems

Aircraft Qualification/Equipment List

• Flyability check of the specific procedure (actual or simulated)

• Navigation database (Type 2 LOA DO-200A) and data validation (Initial

approval and at each Nav database cycle)

• Maintenance procedures (as required)

• Training (e.g.Flight crew/Dispatch) and recurrent (annually)

• MEL Revision

• Standard Operating Procedures (SOP) and Practices

• Monitoring program

• Conditions or limitations for approval

Validation successfully completed and interim authorization (as required),

following demonstration period: Mspec/ OpSpecs, Letter Of Authorization (LOA)

C384

Flight plan Field 10a G,R and Field 18 PBN/T1-T2

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RNP AR Approaches

To date, there is no plans to make this a requirement

Operator must closely review the cost benefit of equipping the aircraft and

operational cost in maintaining the RNP AR approval

Often can be similar as maintaining Category II approval which is not widely

spread in business aircraft

The business case is based on the specific airport equipped with RNP AR, gains

associated with lower minima, fuel saving and safety via stabilized continuous

descent approaches

How often are you operating at that airport and in how many cases the weather

will make a difference with the minimums

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nbaa april 2013 emerging regulations and … · hudson’s bay & minto restricted to publish...

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