aic a 21/12 france - SIA - DGAC

8, AVENUE ROLAND GARROS - BP 40 245
F-33698 MERIGNAC CEDEX
http://www.sia.aviation-civile.gouv.fr
1 INTRODUCTION
SALES DEPARTMENT
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✉ : sia-commercial
@aviation-civile.gouv.fr
TECHNICAL SERVICE
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SFA : LFFAYNYX
This AIC cancels and replaces AIC 06/12
AIC
A 21/12
FRANCE
PUB : SEP 20
SUBJECT: Implementation of RNP APCH type instrument approach procedures commonly called RNAV(GNSS)
approaches - Correct version.
For the application of provisions of resolution A37/11 from the ICAO, aiming at covering all IFR-certified runway ends with approach procedures
using GNSS, including with vertical guidance where possible, the DGAC (French Civil Aviation General Directorate) publishes many approach procedures
giving rise to charts under the RNAV(GNSS) title. These publications comply with RNP APCH type navigation specification, as defined in
Performance-Based Navigation Manual (PBN), Doc 9613 of ICAO.
The GNSS systems concerned by this AIC are based on the possible use of the GPS constellation, as well as on the following two ICAO reinforcement
systems:
- ABAS: Airborne Based Augmentation System,
- SBAS: Satellite Based Augmentation System.
The purpose of this aeronautical information circular is to inform of provisions concerning the use of these RNAV(GNSS) approaches in France by
aircraft pilots (aeroplane or helicopter) and French and Foreign operators.
A RNAV(GNSS) approach chart may contain information corresponding to three possible types of approaches (which will be published on the same
chart when possible):
Non-precision approach 1
"APV BaroVNAV" approach
"APV SBAS" approach
identified on approach chart by the minima
line
identified on approach chart by the minima
line
identified on approach chart by the minima
line
The technical criteria related to the performance of RNAV(GNSS) approaches are gathered in the technical guide "Guide TECHNIQUE O1 PBN:
Guide des opérations RNP APCH appelées communément RNAV (GNSS)" (Technical Guide 01 PBN: Guide of RNP APCH operations commonly
called RNAV (GNSS)), published the in aircraft technical operation section on the DGAC Web site in French and English version:
http://www.developpement-durable.gouv.fr/Guides-techniques.html
It is reminded that the operational instruction F-2012-02 defines the requirements related to the RNAV (GNSS) approaches in aeroplane or helicopter.
http://www.developpement-durable.gouv.fr/Consignes-operationnelles.html
This instruction applies:
- to aeroplane operators holding an air operator certificate (CTA) issued by France,
- to general aviation pilots performing RNAV(GNSS) approaches,
- to training bodies.
LNAV - MDA/MDH
LNAV/VNAV - DA/DH
LPV - DA/DH
1 These are non-precision approaches with RNAV instruments using the GNSS system published since 2004
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2 AIRCRAFT ELIGIBILITY
To perform RNAV(GNSS) approaches, the aircraft "RNP APCH" capability shall be certified.
2.1 For French operators and pilots holding a license issued by the DGAC
- The certification criteria applicable to RNAV(GNSS) approaches leading to LNAV and LNAV/VNAV minima are described in document
"AMC 20_27" (AIRWORTHINESS APPROVAL AND OPERATIONAL CRITERIA FOR RNP APPROACH OPERATIONS (RNP APCH) including APV
Baro-VNAV operations)
- The certification criteria applicable to RNAV(GNSS) approaches leading to LPV minima are described in document "AMC 20_28" NPA 2009-04
(AIRWORTHINESS APPROVAL AND OPERATIONAL CRITERIA FOR RNAV GNSS APPROACH OPERATIONS to LPV minima using SBAS)
2.2 For Foreign operators
The aircraft "RNP APCH" capability shall have been certified by the aircraft registration authority.
3 APPROVAL
3.1 Public Transport
To perform a RNAV(GNSS) approach, the airline shall have been approved by their regulatory authority. A mention in the air operator certificate
(CTA – Operational Specification) shall refer to operational capability approved by type of aeroplane.
3.2 General Aviation
Pilots holding a license issued by the DGAC:
Before performing a RNAV(GNSS) approach, the pilot shall have attended a training course approved by the DGAC as per chapter 3.6 of TECHNI-
CAL guide O1 PBN (see paragraph 6 Reference Texts ).
Other pilots
To perform a RNAV(GNSS) approach, the aircraft and its crew shall have the agreement of the authority which issued the pilot's license.
4 OPERATIONAL PROCEDURES
4.1 Selection of aerodromes upon flight preparation
1. When the operational regulation applicable to the operator does not require a destination diversion aerodrome: the destination aerodrome shall
also be accessible through a conventional approach (non-RNAV(GNSS)).
2. When the operational regulation applicable to the operator requires at least one diversion aerodrome: the diversion aerodromes shall be accessible
through a conventional approach (non-RNAV(GNSS)).
3. A RNAV(GNSS) approach cannot be chosen for the selection of a departure diversion aerodrome.
4. For "APV SBAS" approaches (LPV minima), the previous requirements are applicable within the French airspace.
4.2 GNSS Coverage and Aeronautical Information
AIC N° 21/12
Operators are in charge of ensuring expected coverage and availability of GNSS for flights they schedule.
For the GNSS SBAS, implemented via the signals transmitted by EGNOS European system, two service areas are defined:
- for operations ranging from en-route flight phases to non-precision approaches, the geographical area where SBAS avionics may use EGNOS
signals is defined with the following coordinates: [40° East, 20° North], [40° East, 70° North], [40° West, 70° North], [40° West, 20° North];
- for APV SBAS operations using EGNOS vertical guidance, the service area, covering Metropolitan France, is restricted to some parts of Europe
and detailed in document SoL Service Definition Document (see paragraph 6 Reference Texts).
Note: Metropolitan France and Corsica are fully covered by EGNOS APV service area, when the system is in nominal status.
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AIC N° 21/12
GPS coverage is global, but GNSS ABAS is based on an algorithmic-type GPS reinforcement aiming at ensuring the integrity of GPS signals. One
of the most used algorithms is designated by the acronym "RAIM" (Receiver Autonomous Integrity Monitoring). The availability of this reinforcement
varies according to the geometry of GPS satellites and to the type of algorithm implemented in avionics. Software or tools, available on the Internet,
may be used to assess this availability (e.g. Augur tool by Eurocontrol http://augur.ecacnav.com).
To be informed of deviations from nominal coverage, the operator has three types of GNSS information, the use of which is described in paragraphs
4.2.1 and 4.2.2:
- NANUs (meaning Notice Advisory to NAVSPACE Users - in France where no GPS NOTAM is published): related to the condition of GPS constellation
satellites;
- RAIM NOTAMs: related to the unavailability of the standalone surveillance function of RAIM integrity. These NOTAMs are provided for each aerodrome
where a RNAV (GNSS) approach is published leading to LNAV or LNAV/VNAV minima;
- EGNOS NOTAMs: related to the unavailability of an "APV SBAS" procedure (LPV minima) as regards EGNOS system performance. These
NOTAMs are provided for each aerodrome where such an approach is published. In France, the use of a guidance relying on EGNOS signals is
also authorized for a RNAV (GNSS) approach leading to LNAV/VNAV minima. Therefore, these NOTAMs are also provided for aerodromes with a
RNAV(GNSS) approach with LNAV/VNAV minima.
NANU GPS
They are issued by U.S. Coast Guard Station, Washington DC (ICAO location indicator KNMH).
They may be obtained:
- through direct query to the USA data bank, via AFTN, using the following service message format: SVC RQ INT LOC=KNMH sent to KDZZNAXX
(available at http://www.navcen.uscg.gov/ado/GpsActiveNanu.asp);
- through consultation of French aeronautical data bank (BDA):
• from a Regional Aeronautical Information Service,
• via Olivia interface (http://olivia.aviation-civile.gouv.fr/ or terminals in aerodromes), select "NOTAM" section, then "aerodrome bulletin". Tick
"NOTAM GPS" and "IFR" boxes, then click on "Ok".
RAIM NOTAM
RAIM NOTAMs are issued for each French aerodrome with a RNAV (GNSS) procedure with LNAV and LNAV/VNAV minima, when an unavailability
of the standalone surveillance function of integrity (RAIM) is expected within next 24 hours.
GPS satellites masking angle considered in RAIM NOTAMs for forecast is 5°.
In Metropolitan France, these NOTAMs are issued by the SIA every 24 hours for each aerodrome concerned.
For the requirements of Overseas departments, the distribution of NOTAMs for aerodromes concerned will be entrusted to:
- the BNI (International NOTAM Office) of PAPEETE for French Polynesia: NTAAYNYX;
- the BNI of Cayenne Rochambeau for French Guyana: SOCAYNYX;
- the BNI of TRINIDAD et TOBAGO for French West Indies: TPPPYNYX;
- the BNI of FIDJI for New Caledonia: NFOFYNYX;
- the BNI of ANTANANARIVO (MADAGASCAR) for Réunion Island and Mayotte: FMMMYNYX;
- the BNI of OTTAWA for Saint Pierre et Miquelon: CYHQYNYX.
EGNOS NOTAM
EGNOS NOTAMs are issued for each French aerodrome with a RNAV (GNSS) procedure with LPV and LNAV/VNAV minima. The condition of GPS
satellites and EGNOS infrastructure is periodically assessed (at least once or twice a day) in order to issue NOTAMs if necessary.
The DGAC issues no NOTAM for expected unavailabilities of less than 5 minutes.
In case of extended deviation from nominal coverage, the information may also be transmitted and/or detailed through AICs. In addition to EGNOS
NOTAMs, it is also recommended to consult EGNOS service notifications available on Web site: http://www.essp-sas.eu/service_notices
ENG
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4.2.1 For a RNAV(GNSS) approach leading to LNAV or LNAV/VNAV minima
The operator must ensure, upon flight preparation, availability of the RAIM function (or any equivalent function) at estimated time for arrival (ETA)
+/-15 minutes using, either RAIM NOTAMs , or the forecast tool of onboard equipment (or a software with the same function as onboard equipment).
In the latter case, information on possible unavailability of satellites shall be entered in forecast program. Furthermore, if the forecast tool uses a specific
masking angle, the operator shall ensure that the masking angle chosen is consistent with that of onboard equipment.
For some avionics architectures, RAIM forecast may be required only in some circumstances (according to constellation availability) and must be
detailed in the corresponding sections of the flight manual supplement (AFM).
In the case of GNSS systems with a RAIM function using a pressure altitude information, and when this altitude information is not automatically
transmitted to GNSS system, the pilot will have to enter manually appropriate altimeter setting (usually at IAF or at 30 NM from destination aerodrome).
Note 1: RAIM availability requires the reception of a minimum number of satellites. Baro-aid allows to reduce this number to one unit.
Note 2: In order to determine which type of forecast one should use, baro-aided or non baro-aided forecast, one should know whether a pressure
altitude input supplies or not the applicable onboard system.
When a RAIM forecast is required, the crew will have to perform a new RAIM check before beginning the approach, if the estimated time of arrival
(ETA) differs by more than 15 minutes from the estimated time upon flight preparation. This check is performed automatically by ETSO/TSO C129a
Class A1 equipment, 2 NM before FAF.
The operator of an aircraft using guidance based on EGNOS signals to perform a RNAV (GNSS) approach leading to LNAV/VNAV minima shall
ensure, upon flight preparation, availability of the EGNOS service at estimated time of arrival (ETA) +/-15 minutes using EGNOS NOTAMs.
In case of expected unavailability of RAIM or, more generally of the GNSS ABAS, LNAV and LNAV/VNAV minima are no longer accessible and the
crew must use others means of navigation, choose another destination or hold the flight.
4.2.2 For a RNAV(GNSS) approach leading to LPV minima
Upon preparation of a flight bound for an aerodrome with a RNAV(GNSS) approach leading to LPV minima, the approach availability shall be checked
by the operator (approach available 15 min before ETA (Estimated Time of Arrival) and up to 15 min after ETA). For this purpose, they must use
information contained in EGNOS NOTAMs (drafted by the French aeronautical information service) specifying EGNOS service unavailability.
To perform a RNAV(GNSS) approach leading to LPV minima, it is not required to perform a RAIM forecast because the integrity is directly managed
by geostationary EGNOS satellites.
In case of expected unavailability of EGNOS NOTAMs, LPV minima are no longer accessible and the crew must use others means of navigation,
choose another destination or hold the flight.
Note: LNAV minima may be used when LPV minima are not accessible, for this, refer to paragraph 4.2.1
4.3 Phraseology
In terms of phraseology, no distinction is made between the different types of RNAV(GNSS) approaches (no distinction according to LPV,
LNAV/VNAV or LNAV minima).
From the first radio contact with the approach control unit, the RNAV approach clearance is requested by the pilot after he/she has made sure that
it may be undertaken.
o Basic Pilot/Controller phraseology, to perform an RNAV (GNSS) approach on runway 26:
Pilot: Regional QB, requesting RNAV approach runway 26.
ATC: Regional QB, cleared RNAV approach runway 26.
o Phraseology in case of loss of RNAV capability:
Pilot: AFR 070, unable RNAV due equipment.
AIC N° 21/12
o Pilot/controller phraseology in case of vectoring followed by an RNAV (GNSS) final approach
Pilot: AFR070, requesting RNAV [final] approach runway 08 right.
ATC: AFR070, leave BALOD heading 030, radar vectoring RNAV [final] approach runway 08 right.
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Then
o Pilot/controller phraseology in case of initial and intermediate RNAV1 approach (ODRAN 1A in this example) with an identifier followed by an
RNAV (GNSS) final approach
Then
4.4 Missed approach
Most of missed approach paths in France are RNAV procedures based on a level of performance at least compatible with the use of a GNSS ABAS
receiver (of RAIM-reinforced GPS type).
Note: The availability of RAIM-reinforced GPS for missed approach is higher than the availability required for final approach. As a matter of fact, the
accuracy of navigation required for missed approach is 1 NM for 95% of time vs. 0.3 NM for 95% of time for final approach. Therefore, RAIM availability
forecasts obtained through NOTAM or tools specific to operators are not representative of missed approach availability. For similar reasons, a
GNSS SBAS receiver may become unavailable for LPV minima, whereas its capability to follow the missed approach has not been affected. The
main event leading to a simultaneous loss of GNSS guidance during final approach and missed approach is interference due to jamming.
If the missed approach path is a RNAV procedure (not relying on conventional radionavigation means):
The operator may have defined previously in their procedures, an emergency procedure for the case where the loss of RNAV guidance during the
approach does not allow to follow the missed approach procedure provided for the considered runway. This emergency procedure will consist in following
a dead reckoning path, allowing to reach a sufficient altitude and taking into account:
• obstacles
• aircraft performance
• airspace restrictions
5 SPECIFIC POINTS FOR BARO VNAV VERTICAL PLAN MANAGEMENT
5.1 QNH and altimeter setting
Pilots must know that vertical path based on Baro VNAV information is influenced by altimeter setting errors.These errors cannot be detected through
cross-check between altimeter indication and values shown on approach chart (altitude – distance check).
APV BaroVNAV (LNAV/VNAV minima) approaches are not authorised in the absence of local altimeter setting (local QNH).
It is also important that the pilot has a recent altimeter setting information. Thus, the crew may request the confirmation of altimeter setting before
passing the FAF.
When a local QNH acquisition requirement is given on a RNAV(GNSS) approach chart, in the absence of the ATS, LNAV/VNAV minima are not
authorised, only LNAV or LPV minima may be considered.
5.2 Temperature Compensation
AIC N° 21/12
ATC: AFR070, turn right heading 060, descend 4000 ft QNH 1026, cleared RNAV [final] approach runway 08 right.
Pilot: AFR070, requesting RNAV [final] approach runway 06
ATC: AFR070, cleared ODRAN 1A then RNAV [final] approach runway 06
ATC : AFR070, cleared RNAV [final] approach runway 06
if temperature is not close to the ISA value, the Baro VNAV vertical plane will be different from nominal plane of the procedure, without affecting information
shown to pilot. Thus, a vertical slope based on altimeter information will be lower in cold weather and higher in hot weather without vertical
deviation displayed on pilot vertical deviation indicator.
Case of temperatures lower than minimum temperature published on approach chart
On RNAV(GNSS) approach charts on which there is an APV BaroVNAV approach (presence of LNAV/VNAV minima), a minimum temperature of
use is specified.
As a general rule, pilots should not use (Baro)VNAV function of FMS when temperature is lower than this limit temperature published on the
approach chart.
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The associated non-precision approach (LNAV minima) may be performed but vertical plane management should be performed using another flight
technique (vertical speed (V/S) or flight angle (FPA).
Pilots should then apply cold temperature corrections required to comply with the different minimum altitudes published, i.e.:
- altitudes/heights for final segment (FAF, SDF, altitude/distance table);
- MDA/H;
- V/S and/or FPA values.
1. If temperature variations cannot be compensated for by avionics system, APV BaroVNAV approach is not allowed when temperature transmitted
to the crew is lower than limit temperature published on the approach chart.
2. If temperature variations can be compensated for by avionics system, APV Baro VNAV approach is allowed but pilots must then apply cold temperature
corrections required to comply with DA/DH.
6 REFERENCE TEXTS
Reference documents are:
- Operational instruction DSAC F-2012-02 dated 19 December 2011, relating to the performance of RNP APCH approaches and related training
courses, available on:
http://www.developpement-durable.gouv.fr/Consignes-operationnelles.html
It replaces operational instruction DCS F-2007-01.
- TECHNICAL GUIDE O1 PBN Guide of RNP APCH operations commonly called RNAV(GNSS) available on:
http://www.developpement-durable.gouv.fr/Guides-techniques.html
- Manual PBN (doc 9613) of the ICAO defining RNP APCH navigation specifications
- Appendix 6 of the ICAO
o Part I - 9th issue, July 2010 - International Commercial Air Transport – chapter 7.2.2
o Part II - 7th issue, July 2008 - International General Aviation - chapter 2.5.2.2
- AMC 20-27 AIRWORTHINESS APPROVAL AND OPERATIONAL CRITERIA FOR RNP APPROACH OPERATIONS (RNP APCH) including APV
Baro-VNAV operations)
-AMC 20-28 NPA 2009-04 AIRWORTHINESS APPROVAL AND OPERATIONAL CRITERIA FOR RNAV GNSS APPROACH OPERATIONS to LPV
minima using SBAS
- Safety of Life Service / Service Definition Document
- http://www.essp-sas.eu/docs/printed_documents/EGNOS_SoL_SDD_in_force.pdf
- EGNOS Service Notice to EGNOS users
- http://www.essp-sas.eu/service_notices
AIC N° 21/12
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