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II-4-1-2 Procedures — Aircraft Operations — Volume I 1.2.2 Atmospheric effects 1.2.2.1 Atmospheric errors associated with non-standard temperatures are considered in the design of the approach obstacle clearance surface. When temperatures are lower than standard, the aircraft’s true altitude will be lower than its barometric indicated altitudes. 1.2.2.2 Most existing VNAV systems do not correct for non-standard temperatures. At temperatures below standard, these errors can be significant and increase in magnitude as altitude above the station increases. The gradient of the approach obstacle clearance surface is reduced as a function of the minimum temperature promulgated for the procedure. Note.— International Standard Atmosphere (ISA) temperature is 15°C at sea level with a lapse rate of 2°C per 1 000 ft of altitude. 1.2.3 Along-track position uncertainty All RNAV systems have some amount of along-track error. This along-track uncertainty can mean that the VNAV system will start the descent too early and result in an error in the vertical path. This is compensated for in procedure design by relocating the threshold level origin of the approach obstacle clearance surface. 1.2.4 Flight technical error (FTE) Flight technical error (FTE) is assumed to be contained within the standard non-precision margin of 75 m (246 ft). This is added below the VPA before the obstacle clearance surface is adjusted for cold temperature and along-track error. 1.2.5 Other system errors Other errors include static source error, non-homogenous weather phenomena and latency effects. These are insignificant compared with the other errors already addressed and are considered as contained within the existing margin. 1.2.6 Blunder errors Application of an incorrect or out-of-date altimeter setting, either by air traffic control or the pilot, is possible and must be prevented by appropriate operational techniques. 1.3 EQUIPMENT REQUIREMENTS 1.3.1 APV/baro-VNAV procedures are intended for use by aircraft equipped with flight management systems (FMS) or other RNAV systems capable of computing barometric VNAV paths and displaying the relevant deviations on the instrument display. 1.3.2 Aircraft equipped with APV/baro-VNAV systems that have been approved by the State of the Operator for the appropriate level of lateral navigation (LNAV)/VNAV operations may use these systems to carry out APV/baro- VNAV approaches provided that: 23/11/06
Part II — Section 4, Chapter 1 II-4-1-3 a) the navigation system has a certificated performance equal to or less than 0.6 km (0.3 NM), with 95 per cent probability. This includes: 1) GNSS navigation systems certified for approach operations; 2) multi-sensor systems using inertial reference units in combination with certified DME/DME or GNSS; and 3) RNP systems approved for RNP 0.3 operations or less; b) the APV/baro-VNAV equipment is serviceable; c) the aircraft and aircraft systems are appropriately certified for the intended APV/baro-VNAV approach operations; d) the aircraft is equipped with an integrated LNAV/VNAV system with an accurate source of barometric altitude; and e) the VNAV altitudes and all relevant procedural and navigational information are retrieved from a navigation database whose integrity is supported by appropriate quality assurance measures. Note.— Acceptable means of compliance can be found in documents such as the United States Federal Aviation Administration (FAA) Advisory Circular (AC) 20-138, AC 20-130A and AC 120-29. 1.3.3 Where LNAV/baro-VNAV procedures are promulgated, the approach area has been assessed for obstacles penetrating the Annex 14 inner approach, inner transitional and balked landing surfaces. If obstacles penetrate these surfaces, a restriction is placed on the minimum value of OCA/H permitted (see 1.1.5). 1.4 OPERATIONAL CONSTRAINTS 1.4.1 Pilots are responsible for any necessary cold temperature corrections to all published minimum altitudes/heights. This includes: a) the altitudes/heights for the initial and intermediate segment(s); b) the DA/H; and c) subsequent missed approach altitudes/heights. Note.— The final approach path VPA is safeguarded against the effects of low temperature by the design of the procedure. 1.4.2 Temperatures below the promulgated minimum Baro-VNAV procedures are not permitted when the aerodrome temperature is below the promulgated minimum aerodrome temperature for the procedure, unless the flight management system (FMS) is equipped with approved cold temperature compensation for the final approach. In this case, the minimum temperature can be disregarded provided it is within the minimum certificated temperature limits for the equipment. Below this temperature, and for aircraft that do not have FMSs equipped with approved cold temperature compensation for the final approach, an LNAV procedure may still be used provided that: 23/11/06
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Section 1 DEFINITIONS, ABBREVIATION
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© ICAO 2006 10/06 Published by ICA
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