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Content

8.3.2. NAVIGATION PROCEDURES ..........................................................4

8.3.2.1. IN-FLIGHT PROCEDURES ...............................................................4
8.3.2.2. ROUTES AND AREAS OF OPERATION..........................................4
8.3.2.3. REQUIRED NAVIGATION PERFORMANCE - RNP.........................5
8.3.2.3.1. General concept .........................................................................5
8.3.2.3.2. Definitions ..................................................................................5
8.3.2.3.3. Performance requirements.........................................................6
8.3.2.3.4. Functionality requirements .........................................................6
8.3.2.3.5. RNP airspace environment and implementation ........................7
8.3.2.3.5.1. RNP routes supported by radio navaid coverage................7
8.3.2.3.5.2. RNP routes outside radio navaid coverage.........................7
8.3.2.3.5.3. RNAV Non Precision Approaches with RNP.......................7
8.3.2.3.6. Aircraft navigation systems ........................................................7
8.3.2.3.6.1. Aircraft without GPS PRIMARY ..........................................7
8.3.2.3.6.2. Aircraft with GPS PRIMARY ...............................................8
8.3.2.3.7. RNP operations ..........................................................................8
8.3.2.3.7.1. Operational approval...........................................................9
8.3.2.3.7.2. Aircraft certification status ...................................................9
8.3.2.3.7.3. MEL requirements...............................................................9
8.3.2.3.7.4. Flight crew training and Operations Manual complement ...9
8.3.2.3.7.5. Flight crew information ........................................................9
8.3.2.3.7.6. Operational requirements and procedures........................10
8.3.2.4. RNAV...............................................................................................10
8.3.2.4.1. RNAV introduction....................................................................10
8.3.2.4.2. RNAV system / FMS ................................................................11
8.3.2.4.3. RNP-10 in oceanic or remote areas .........................................11
8.3.2.4.3.1. Aircraft certification status .................................................11
8.3.2.4.3.1.1. Airbus aircraft without GPS PRIMARY.......................11
8.3.2.4.3.1.2. Airbus aircraft with GPS PRIMARY............................12
8.3.2.4.3.2. Determination of time limitation for aircraft without GPS
PRIMARY..........................................................................12
8.3.2.4.3.3. MEL repercussions ...........................................................12
8.3.2.4.3.4. Loss of RNP-10 capability.................................................12
8.3.2.4.3.4.1. Aircraft without GPS PRIMARY..................................12
8.3.2.4.3.4.2. Aircraft with GPS PRIMARY.......................................13
8.3.2.4.3.5. Conditions to enter the RNP-10 airspace..........................13
8.3.2.4.4. BRNAV (RNP-5 or RNP-4) based on radio navaid...................13
8.3.2.4.4.1. Aircraft certification status .................................................13
8.3.2.4.4.2. MEL repercussion .............................................................14
8.3.2.4.4.3. Loss of BRNAV capability .................................................14
8.3.2.4.4.4. Conditions to enter the BRNAV airspace ..........................14
8.3.2.4.5. Precision RNAV - PRNAV ........................................................15
8.3.2.4.6. RNAV Instrument Approach Procedure - RNAV IAP................15
8.3.2.4.6.1. Types of RNAV Instrument Approach Procedures (IAP)...15
8.3.2.4.6.1.1. RNAV IAP requiring VOR DME radio updating ..........15
8.3.2.4.6.1.2. RNAV IAP requiring FMS and ND equipment ............16

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8.3.2.4.6.1.3. RNAV IAP requiring GPS........................................... 16

8.3.2.4.6.1.4. RNAV IAP with RNP value (RNP RNAV)................... 16
8.3.2.4.6.2. RNAV IAP operational approval ....................................... 16
8.3.2.4.6.3. Navigation system capability ............................................ 17
8.3.2.4.6.3.1. Lateral navigation (LNAV)......................................... 17
8.3.2.4.6.3.1.1. GPS PRIMARY unavailable ............................... 17
8.3.2.4.6.3.1.2. GPS PRIMARY available ................................... 17
8.3.2.4.6.3.2. Vertical navigation (VNAV) ........................................ 17
8.3.2.4.6.4. Approach minima.............................................................. 18
8.3.2.4.6.5. Dispatch requirements...................................................... 18
8.3.2.4.6.6. Training and documentation ............................................. 19
8.3.2.4.6.7. Navigation database (RNAV approach)............................ 19
8.3.2.4.6.7.1. Navigation database validation .................................. 19
8.3.2.4.6.7.2. Initial Approach Procedure validation ........................ 20
8.3.2.4.6.8. Flight crew procedures (RNAV approach) ........................ 20
8.3.2.4.6.8.1. Approach guidance.................................................... 21
8.3.2.4.6.8.2. Navigation in approach .............................................. 21
8.3.2.4.6.8.2.1. Navigation system without GPS PRIMARY ........ 21
8.3.2.4.6.8.2.2. Navigation system with GPS PRIMARY ............. 21
8.3.2.4.6.8.3. Approach F-PLN verification ...................................... 22
8.3.2.4.6.8.4. Approach monitoring.................................................. 22
8.3.2.4.6.8.5. Crew reporting ........................................................... 23
8.3.2.5. REDUCED VERTICAL SEPARATION MINIMUM - RVSM ............. 23
8.3.2.5.1. General concept ...................................................................... 23
8.3.2.5.2. Aircraft certification status........................................................ 24
8.3.2.5.3. MMEL requirements................................................................. 25
8.3.2.5.4. RVSM operations..................................................................... 25
8.3.2.5.4.1. Operational approval ........................................................ 25
8.3.2.5.4.2. RVSM procedures ............................................................ 25
8.3.2.5.5. Suspension or revocation of RVSM approval .......................... 27
8.3.2.6. FANS – CNS/ATM .......................................................................... 27
8.3.2.6.1. Introduction .............................................................................. 27
8.3.2.6.2. FANS A.................................................................................... 27
8.3.2.6.3. CNS/ATM global concept......................................................... 28
8.3.2.6.4. Communications - C ................................................................ 29
8.3.2.6.5. Navigation - N .......................................................................... 29
8.3.2.6.6. Surveillance - S........................................................................ 29
8.3.2.6.7. Air Traffic Management - ATM................................................. 30
8.3.2.6.8. Aircraft setting.......................................................................... 30
8.3.2.6.9. Operation ................................................................................. 31
8.3.2.6.10. FANS implementation .............................................................. 31
8.3.2.6.11. Operational procedures ........................................................... 31
8.3.2.6.12. FANS B.................................................................................... 33

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8.3.2.7. MINIMUM NAVIGATION PERFORMANCE SPECIFICATION -

MNPS ..............................................................................................33
8.3.2.7.1. Introduction ..............................................................................33
8.3.2.7.2. MNPS airspace - MNPSA ........................................................33
8.3.2.7.3. MNPS equipment .....................................................................34
8.3.2.7.4. MNPS approval ........................................................................34
8.3.2.7.5. MNPSA separation...................................................................34
8.3.2.7.6. North Atlantic routes in MNPSA ...............................................35
8.3.2.7.6.1. The Organised Track System - OTS (NAT tracks)............35
8.3.2.7.6.2. The Polar Track Structure and the Arctic Track System ...35
8.3.2.7.7. ATC flight plan..........................................................................36
8.3.2.7.8. Oceanic ATC Clearances.........................................................36
8.3.2.7.9. Special procedures in MNPSA for in-flight contingencies.........37
8.3.2.7.10. Post-flight .................................................................................38
8.3.2.7.11. Pilot NAT MNPS airspace check list.........................................38
8.3.2.8. PACIFIC REGIONS .........................................................................38
8.3.2.8.1. North Pacific - NOPAC routes ..................................................39
8.3.2.8.1.1. Composite route system ...................................................39
8.3.2.8.1.2. Separation standards ........................................................39
8.3.2.8.1.3. In-flight contingencies .......................................................39
8.3.2.8.2. Central East Pacific - CEPAC ..................................................39
8.3.2.8.3. Central Pacific - CENPAC ........................................................39
8.3.2.8.4. South Pacific - SOPAC.............................................................40
8.3.2.8.5. Pacific Organised Track System - PACOTS ............................40
8.3.2.9. POLAR NAVIGATION .....................................................................40

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8.3.2. NAVIGATION PROCEDURES

8.3.2.1. IN-FLIGHT PROCEDURES

Standard navigational procedures and system requirements including policy for

carrying out independent cross checks of keyboard entries where these affect the flight
path followed by the aircraft are detailed in FCOM VOL 4 "FMGC PILOT'S GUIDE" for
aircraft fitted with a FMGS and in FCOM "Procedures and techniques" chapter
("Navigation" and "Use of FMS") for other aircraft fitted with a FMS.
Specific "Long range navigation" and "Polar navigation" procedures when applicable
are also included in above-mentioned documentation.

8.3.2.2. ROUTES AND AREAS OF OPERATION (JAR-OPS 1.240)

Operations shall only be conducted along such routes or within such areas, for which:

• Ground facilities and services, including meteorological services, are provided

which are adequate for the planned operation;

• The performance of the aeroplane intended to be used is adequate to comply with

minimum flight altitude requirements;

• The equipment of the aeroplane intended to be used meets the minimum

requirements for the planned operation;

• Appropriate maps and charts are available (refer to 8.1.12);

• If two-engine aeroplanes are used, adequate aerodromes are available within the
time/distance limitations (refer to ETOPS 8.5 - Maximum diversion time).

Operations shall be conducted in accordance with any restriction on the routes or the
areas of operation, imposed by the Authority.

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8.3.2.3. REQUIRED NAVIGATION PERFORMANCE - RNP

8.3.2.3.1. General concept

Basic navigation procedures are based on the availability of satisfactory ground

navigation aids, infrastructures (VOR, DME, NDB...), and aircraft navigation systems,
which enable navaid to navaid navigation. Large safety margins mandated with respect
to aircraft separation contribute to airspace saturation in certain areas.

This air navigation structure of airways, SIDs, STARs, etc. doesn’t take into account the
availability of modern navigation systems, with enhanced performance, nor the
availability of glass cockpits, which provide crews with improved awareness when flying
such procedures.

The ICAO has recognised the need to benefit from available RNAV technology to
improve existing air navigation systems, in the interest of increasing airspace capacity,
and offering such advantages as fuel savings, direct tracks, etc. The introduction of
RNP and RNAV will enable each country to design and plan routes that are not
necessarily located over radio-navaid installations.

8.3.2.3.2. Definitions

• Required Navigation Performance (RNP)

RNP is a statement on navigation performance accuracy, essential to operations within
a defined airspace.

• RNP Airspace
Generic terms referring to airspace, route(s), procedures where minimum navigation
performance requirements (RNP) have been established. Aircraft must meet or exceed
these performance requirements in order to fly in that airspace.

• RNP-X
A designator is used to indicate the minimum navigation system requirements needed
to operate in an area, on a route, or on a procedure (e.g. RNP-1, RNP-4). The
designator invokes all of the navigation system requirements, specified for the
considered RNP RNAV type, and is indicated by the value of X (in NM).

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8.3.2.3.3. Performance requirements

RNP - Crosstrack error accuracy and containment limit

• Navigation accuracy
Each aircraft operating in RNP airspace shall have a total system navigation position
error equal to, or less than, the RNP value for 95 % of the flight time. See Figure 1.

• Containment integrity
The probability that the total system navigation position error in RNP airspace exceeds
the specified crosstrack containment limit without annunciation, should be less than
10-5 per flight hour. The crosstrack containment limit is twice the RNP value.

• Containment continuity
The probability of an annunciated loss of RNP-X capability (true or false annunciation)
shall be less than 10-4 per flight hour.

8.3.2.3.4. Functionality requirements

In addition to the accuracy, integrity, and continuity requirements, navigation systems

must comply with functionality requirements covering:
- FMS flight path definition and construction
- FMS functions
- Navigation database
- Navigation display
- APs and FDs, etc.
These requirements are published in various documents:

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- Minimum Aviation System Performance Standards (MASPS): ED75 and DO236

- JAA TGL2 (AMJ 20-X2) and JAA TGL10 (RNP-5 Basic RNAV and RNP-1 PRNAV
within European airspace).
- FAA Order 8400.12A (RNP-10 oceanic and remote areas).

8.3.2.3.5. RNP airspace environment and implementation

8.3.2.3.5.1. RNP routes supported by radio navaid coverage

Such airspace is mainly implemented, or will be implemented for en-route navigation
over continental areas.
Typical RNP values are RNP-5 and RNP-4, but RNP-2 is considered for US domestic
airspace. In Europe, Basic RNAV (BRNAV) airspace (RNP-5) was implemented in April
1998. RNP-1 is progressively introduced for RNAV SIDs and STARs in Europe (March
2003). Refer to 8.3.2.4.4

8.3.2.3.5.2. RNP routes outside radio navaid coverage

This airspace is implemented, or will be implemented, for en-route oceanic navigation
or for continental areas outside radio navaid coverage.
Typical RNP values are RNP-10 and RNP-12, but RNP-4 is also envisaged in the
future.
In particular, the navigation system must be certified as the sole means of navigation
with the adequate level of redundancy. Refer to 8.3.2.4.3.

8.3.2.3.5.3. RNAV Non Precision Approaches with RNP

RNAV approaches with RNP-0.3 have been published in the USA, and these will
undoubtedly become more frequent in the future.
RNAV approaches without GPS are possible, provided the Operator has verified that,
for each specific procedure, FMS navigation radio updating will support the required
accuracy. It is, nevertheless anticipated that RNAV approaches will more frequently be
associated with the GPS. Refer to 8.3.2.4.6.1.

8.3.2.3.6. Aircraft navigation systems

8.3.2.3.6.1. Aircraft without GPS PRIMARY

For these aircraft, navigation performance depends on radio navaid updating and on
the time since the last radio update or INS/IRS ground alignment. This is based on the
assumption that the ground radio navaid infrastructure supports the level of accuracy.
Outside radio navaid coverage, navigation performance is determined by the INS/IRS
drift rate, which implies a time limitation in direct relation to the RNP value to be
achieved. Refer to 8.3.2.4.3 and 4 for RNP-10 and BRNAV (RNP-5/-4)

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8.3.2.3.6.2. Aircraft with GPS PRIMARY

When GPS PRIMARY is available in flight, on-board navigation performance exceeds
the currently known requirements for any kind of route, including RNAV approaches.

The availability of GPS PRIMARY, on any given route, is a function of the:

- Satellite constellation configuration
- Aircraft equipment
- Aircraft’s geographical position
- Required navigation accuracy

Depending on which type of RNP value is envisaged, and which type of navigation
mode is available, a pre-flight verification of 100% GPS PRIMARY availability may be
required when part of the planned route is outside radio navaid coverage.
For example,
- The navigation system of A300 B2/B4s equipped with GNLU can either use GPS
or radio sensors. When the aircraft is outside radio navaid coverage, GPS
becomes the sole means of navigation, therefore 100% GPS availability must be
verified prior to the flight.
- For other Airbus models, IRS navigation is available as an ultimate means of
navigation. Therefore, a temporary loss of GPS PRIMARY may be acceptable,
depending on the RNP value desired.
- If GPS accuracy is needed for a Non Precision Approach, at destination or at
alternate, then GPS availability at the ETA at this airport must be checked prior to
departure.

• GPS integrity
With the GPS PRIMARY function, the Receiver Autonomous Integrity Monitoring
(RAIM) of Honeywell FMS or the Autonomous Integrity Monitored Extrapolation (AIME)
of Litton FMS ensures navigation position integrity.
Both the AIME and the RAIM compute a Horizontal Integrity Limit (HIL) with:
- 99.9 % probable maximum error, assuming a satellite failure.
- Guaranteed containment distance, even with undetected satellite failures.
- Comparison to an Alarm Limit (AL) function of the area of operation.

8.3.2.3.7. RNP operations

Prior to beginning operations within a RNP airspace, the operator is responsible for
addressing the following steps:
1. Verify aircraft certification status.
2. Establish MEL repercussions.
3. Implement adequate flight crew training and verify Operations Manual
repercussions.
4. Collect adequate flight crew information.
5. Apply for operational approval, if required by national authorities.
6. Verify that the intended route is possible, if the navigation system is time-limited.

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8.3.2.3.7.1. Operational approval

The Airline national Authorities may by regulation leave to the Airlines the responsibility
to comply with RNP airspace requirements or may require a documented application for
a formal operational approval.
If a formal application is required, the Authorities may review all aspects of RNP
including aircraft capability, operational documentation amendment and crew training.
The RNP operational approval may be provided by including RNAV and RNP in the list
of Special Authorisations of the operator’s AOC.

Operators of Airbus aircraft without GPS shall also request from their national
Authorities a time limitation in IRS/INS ONLY navigation.

A300 B2/B4 (without GNLU) operators, may have additionally to substantiate the
procedures and time limitations for the use of INSs.

8.3.2.3.7.2. Aircraft certification status

Required certification is function of the Required Navigation Performance level.
For all Airbus models, except A300 B2/B4s without GNLU, the AFM has appropriate
reference to justify this type of RNP capability.

8.3.2.3.7.3. MEL requirements

MEL requirements are based on the type of RNP airspace:
- For airspace within radio navaid coverage: one RNAV system is required, taking
into account that conventional navigation from navaid to navaid and radar
guidance remain available in case of system failure.
- For airspace outside radio navaid coverage: two RNAV systems are required to
ensure the appropriate redundancy level.

8.3.2.3.7.4. Flight crew training and Operations Manual complement

Use of the RNAV system (FMS, FMGS, INS) is integrated in the Airbus flight crew type
rating training course. No additional crew training is required on RNAV systems
knowledge and procedures.
The Airbus FCOM provides the necessary RNAV system (FMS, INS, GNLU)
description and procedural information.

General RNP procedures are published for:

- A300B2/B4 (GNLU) FCOM Vol 8 - Procedures and Techniques
- A310/A300-600: FCOM, Section 2.18.95.
- A320/319/321: FCOM, Section 2.04.55.
- A330/A340: FCOM, Section 2.04.50.

8.3.2.3.7.5. Flight crew information

• The Operator shall collect, in the national AIP (or AIM), the routes and airspace
vertical and lateral limits where RNP capability and procedures are implemented.

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Also refer to the ICAO Doc 7030 “Regional Supplementary Procedures”, and to the
information published by the authority, administering the specific airspace where
flights are intended.
Ex: Eurocontrol Standard Document 03-93 for Basic RNAV in Europe.
JCAB AIC N° 005 for RNP-4 in Japan
• Particular contingency procedures, in the event of a RNP-X capability loss, may
also be published in the above documents.
In most cases, crew action will be to inform the ATC, which may require the aircraft
to leave the RNP airspace or to use routes that are based on conventional radio
navigation.
• Airlines may have to complement their route manual or operations manual with the
above information.
• To inform the ATS in advance that the aircraft has the appropriate RNP capability,
the letter "R" should be added in Box 10 of the ICAO ATC Flight Plan.

8.3.2.3.7.6. Operational requirements and procedures

The operational requirements and procedures are determined by the type of RNP route
or airspace, and will differ for:
- RNP en-route, in oceanic, or remote areas (RNP-10)
- RNP en-route, or terminal area within radio navaid coverage (RNP-5/4)
- SID/STAR, based on RNP (RNP-1)
- RNAV approach, based on RNP (RNP-0.3)

The level of performance (RNP value) also has an effect on these operational
requirements and procedures, and on aircraft equipment (GPS, or no GPS). See RNAV
below.

8.3.2.4. RNAV

8.3.2.4.1. RNAV introduction

Area Navigation (RNAV) is a navigation method that enables aircraft operations on any
desired flight path within station-referenced navigation aids or within capability limits
self-contained aids, or a combination of both.

An RNAV system may be used in the horizontal plane, which is known as lateral
navigation (LNAV), but may also include functional capabilities for operations in the
vertical plane, known as vertical navigation (VNAV).

The RNAV (lateral) has been used for years in oceanic and remote area environment,
and more recently, for continental routes in high traffic density environments (Basic
RNAV).

RNAV is now also used in Terminal Areas for SID, STAR and Instrument Approach
Procedures (IAP) of NPA type.

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8.3.2.4.2. RNAV system / FMS

For system description and procedures to be used with RNAV or any Flight Management
System (FMS) refer to FCOM volume 4 (FMGS pilot's guide) for A318/A319/A320/A321
and A330/340 and to FCOM chapter 1.19 "Flight Management System and chapter 2.15
"Procedure and techniques" for A310 and A300-600.

8.3.2.4.3. RNP-10 in oceanic or remote areas

RNAV has been used for years over oceanic or remote areas. But RNP concept is
recent and MNPS over North Atlantic does not refer to any RNP value. MNPS over
North Atlantic may be considered equivalent to about RNP-12.

RNP-10 is implemented over North, Central and East Pacific areas.

8.3.2.4.3.1. Aircraft certification status

8.3.2.4.3.1.1. Airbus aircraft without GPS PRIMARY

The RNP capability of these Airbus aircraft is not indicated in the AFM. However they
are eligible with reference to the provisions of FAA order 8400.12A.

The RNP-10 capability of these aircraft is limited in time since IRS/INS ground
alignment or since last radio update when leaving the radio navaid coverage.
This time limitation is based on an assumed 1.6 NM/h drift rate (cross track or along
track equivalent drift rate) with 95 % probability of IRSs or INSs installed on Airbus
aircraft.
Therefore, a 6.2-hour limitation is normally accepted for RNP-10, starting from IRS/INS
ground alignment.

For aircraft equipped with FMS it is more advantageous to define a time limitation since
last FMS position radio update, but in this case the effect of the radio update accuracy
on the time limit must be assessed.
Considering that VORDME updating will occur first, and taking into account the time
limit reduction of FAA order 8400.12A §12,e, the time limit to maintain RNP-10
capability since last FMS radio update will be 5.7 hours (6.2h-0.5h = 5.7h).

For A300 B2/B4 equipped with INS, which have radio update capability, the effect of
the update accuracy on the time limit is a function of the update procedure.
Making use of the same FAA order, a time limit of 5.2 hours can be proposed. Some
Authorities have set this time limit at 4.5 hours.
If INS radio updated is anticipated, the operator may have to establish procedures for:
- INS ground alignment (FCOM)
- INS radio update (FCOM)
- Frequency of INS radio update
- Navaid selection criteria, etc

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8.3.2.4.3.1.2. Airbus aircraft with GPS PRIMARY

A310, A300-600, A320 family, A330 and A340 equipped with GPS PRIMARY have a
RNP capability statement certified in the AFM.
When GPS PRIMARY is available, the navigation system is capable of RNP-1 if AP or
FD is used in NAV mode, without time limitation.
For these aircraft, if GPS PRIMARY is temporarily lost, IRS navigation is available. The
probability to loose GPS PRIMARY long enough to exceed the RNP-10 accuracy
requirement is very unlikely. Therefore, for these aircraft, the GPS availability does not
need to be verified before flight for RNP-10 capability.

The A300 B2/B4 equipped with GNLU has also a RNP capability statement certified in
the AFM. The GNLU is capable of RNP-1, but outside radio navaid coverage it will
revert to a dead reckoning (DR) mode if GPS availability is lost. Therefore, GPS
availability must be verified for the intended route before flight. This can be done with
an approved GPS availability ground prediction program.

8.3.2.4.3.2. Determination of time limitation for aircraft without GPS PRIMARY

If the navigation system has time limitation since last radio update (see above) the
operator must define which routes are in compliance with this limitation. For that
purpose the wind en route shall be taken into consideration. A calculation can be
performed for each flight but the operator may elect to make only one calculation,
taking into account the statistical wind on the route with 75 % probability.

8.3.2.4.3.3. MEL repercussions

The MEL requirements for operations within oceanic and remote areas impose two
navigation systems, which means basically 2 FMS (or 1 FM+1 B/UP NAV for A330 and
A340), 2 (M)CDU, 2 IRS and 2 ND.
The Airlines should review their MEL to include the specific requirement of a particular
RNP-10 airspace. Information can be found in AIPs, in ICAO doc 7030 or in the
documentation published by the Authorities that administrate the airspace.

8.3.2.4.3.4. Loss of RNP-10 capability

If the aircraft is not in GPS PRIMARY mode, the normal FMS position monitoring with
navaid raw data as described in FCOM must be observed as long as the aircraft is still
within radio navaid coverage.
Any discrepancy, between navaid raw data and FMS position, with a magnitude of the
order of the RNP-X value shall be considered as a loss of RNP capability.

8.3.2.4.3.4.1. Aircraft without GPS PRIMARY

The RNP-10 capability is maintained as long as flight time in IRS ONLY has not
exceeded 5.7 hours (5.2 hours with INS) or a duration acceptable to the authorities.

For Airbus aircraft equipped with a FMS standard compatible with GPS installation and
with a required accuracy of 10 NM entered in the (M)CDU, the message LOW accuracy

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may appear before the 5.7 hours since last radio update has elapsed. This message
can be considered as an advisory.
(M)CDU message like FMS1/FMS2 POS DIFF, may also indicate a RNP capability loss
except if the faulty system has been identified and the healthy system is used.
If RNP-X capability is lost the crew must advise the ATC, which may require the aircraft
to leave the RNP airspace.
If both FMS are failed including NAV BACK UP for A330/340 (or all INS for the A300
B2/B4 without GNLU), RNP and RNAV capability are lost.

8.3.2.4.3.4.2. Aircraft with GPS PRIMARY

The probability to loose GPS PRIMARY long enough to exceed the RNP-10 accuracy
requirement is very unlikely, unless both GPS receivers fail. In that case the RNP-10
capability will be maintained in IRS ONLY navigation during 6.2 hours since the loss of
the second GPS. For the A300 B2/B4 with GNLU, the loss of both GPS receivers is
equivalent to the loss of RNP-10 capability.
If the message FM/GPS POSITION DESAGREE is triggered, the crew shall determine
the distance between GPS and FM positions to evaluate the capacity to keep RNP-10.

8.3.2.4.3.5. Conditions to enter the RNP-10 airspace

RNP airspace can be entered only if the required equipment is operative.
In most cases two navigation systems must be operative before entering the RNP-10
airspace which means:
- 2 FMS (or 1 FM + 1 B/UP NAV for A330 and A340)
- 2 (M)CDU
- 2 IRS
- 2 ND (or 2 INS and 2 HSI)

The expected RNP-X capability must be available. This is done in verifying that the
conditions of RNP capability loss (see above) are not present.
For aircraft without GPS, before leaving radio navaid coverage, the FMS navigation
accuracy must be verified.

8.3.2.4.4. BRNAV (RNP-5 or RNP-4) based on radio navaid

It is normally the responsibility of the airspace administration to support the required

navigation performance by providing the adequate navaid infrastructure. NOTAMs are
expected to be published when a navaid failure may affect the navigation performance
on a given route.

8.3.2.4.4.1. Aircraft certification status

For all Airbus models except A300 B2/B4 without GNLU, the AFM has appropriate
reference to justify this type of RNP capability.
As A300 B2/B4 with INS are certified in accordance with AC 25-4, this navigation
system is capable of BRNAV within European airspace with a time limitation of 2 hours

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since INS ground alignment. On a case by case basis, operators may be authorised to
take benefit of the INS radio update capability.
If INS radio updated is anticipated, the operator may have to establish procedures for:
- INS ground alignment (FCOM)
- INS radio update (FCOM)
- Frequency of INS radio update
- Navaid selection criteria, etc

8.3.2.4.4.2. MEL repercussion

Specific MEL requirements for BRNAV (RNP-5/-4) airspace are normally already
covered by the basic Airbus MMEL and general operational requirements of JAR OPS.

8.3.2.4.4.3. Loss of BRNAV capability

Except for aircraft with GPS PRIMARY when GPS PRIMARY is available, the normal
FMS position monitoring with navaid raw data as described in FCOM must be
observed.
Any discrepancy, between navaid raw data and FMS position, with a magnitude of the
order of the RNP-X value shall be considered as a loss of RNP capability.
The RNP-X capability should be considered as lost if the system stays in IRS ONLY
navigation (without GPS available) for more than the approved time limit (2 hours for
Basic RNAV in Europe).

Aircraft equipped with GPS PRIMARY fulfil all RNP requirements up to RNP-1 when
GPS PRIMARY is available. When GPS PRIMARY LOST indication is displayed; the
RNP capability is maintained in the conditions described above for aircraft without GPS.
(M)CDU Messages like FMS1/FMS2 POS DIFF or CHECK A/C POSITION, may also
indicate a RNP capability loss except if the faulty system has been identified and the
healthy system is used for navigation and is monitored.

If RNP-X capability is lost the crew must advise the ATC, which may require the aircraft
to leave the RNP airspace.
If both FMS are failed including NAV BACK UP for A330/A340 (or all INS for the A300
B2/B4 without GNLU), RNP and RNAV capability are lost. The crew must revert to
conventional radio navigation and inform ATC for re-routing or radar assistance.

8.3.2.4.4.4. Conditions to enter the BRNAV airspace

RNP airspace can be entered only if the required equipment is operative.
Only one RNAV system is required to enter RNP airspace within radio navaid
coverage, which means basically for Airbus aircraft that the following equipment is
operative:
- 1 FMS (or 1 INS) - 1 DME
- 1 (M)CDU - 2 ND with flight plan (or 2 HSI)
- 1 VOR - Navaid raw data on ND or DDRMI.
The expected RNP-X capability must be available. This is done by verifying that the
conditions of RNP capability loss (see above) are not present.

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8.3.2.4.5. Precision RNAV - PRNAV

Precision RNAV (RNP-1) will be implemented within European airspace starting from
2003.
- In the European airspace, the PRNAV will be supported by the ground navaid
infrastructure for FMS radio-update. Therefore GPS will not be mandatory.
- The operational requirements will be quite similar to the existing European
BRNAV. PRNAV capability will be first required to fly new RNAV SIDs and STARs.
- RNAV SIDs and STARs procedures are becoming increasingly common, but in
general these existing RNAV procedures are not associated with a RNP level.
- All Airbus aircraft with a FMS or the GNLU can fly these RNAV SIDs and STARs.

8.3.2.4.6. RNAV Instrument Approach Procedure - RNAV IAP

The term “RNAV IAP” covers different kinds of approaches:

- RNAV approach, procedure, designed in overlay to a conventional IAP, based on
ground radio navaids.
- Stand-alone RNAV approach, not associated with an RNP.
- Stand-alone RNAV approach requiring GPS accuracy, sometimes called GPS
(stand-alone) approach.
- RNAV approach with associated RNP value, with and/or without GPS.

To fly RNAV approaches, aircraft must be equipped with a RNAV system, which is the
FMS for Airbus aircraft.

All Airbus aircraft models are capable of flying these types of approaches, with variable
conditions, depending of the availability of the GPS PRIMARY function.
For A300B2/B4s installation of the GNLU is mandatory.

8.3.2.4.6.1. Types of RNAV Instrument Approach Procedures (IAP)

8.3.2.4.6.1.1. RNAV IAP requiring VOR DME radio updating

The first type of RNAV IAPs that were developed and published were intended for
navigation systems using a selected nearby VOR with a collocated DME to compute
the aircraft position. This type of system was limited to LNAV.
The IAP was made up of waypoints, determined by a radial and a distance to this
reference navaid. The approach chart indicated the bearing and distance that had to be
checked by the crew at each significant waypoint (IAF, FAF,….) when flying over it.

This type of IAP can be flown with the FMS of Airbus aircraft, provided the approach is
properly coded in the navigation database and the reference navaid is selected and
monitored (refer to 8.3.2.4.6.7.). However, for the most part, or at least for airports
having large commercial aircraft, this type of IAP is no longer used.

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8.3.2.4.6.1.2. RNAV IAP requiring FMS and ND equipment

This type of navigation equipment is called /F or /E “capable” because the letter F or E
has to be written in the field relative to the aircraft navigation capability of the FAA flight
plan form.
Note that the ICAO flight plan form is completely different from the FAA's one and that
/F or /E is either non existent or has no meaning.

For approach, the FMS position is automatically updated with two DME signals or, with
one VOR and one collocated DME signal. There is no specific requirement on
navigation accuracy (no associated RNP). Sometimes, specific VOR/DME or DMEs
may be required to be operative (NOTAM).
The same type of equipment may also be required for RNAV SIDs and STARs (see
8.3.2.4.5 above).

All Airbus aircraft with FMS or GNLU can fly these type of procedures.
These IAPs can be flown with a GPS-updated FMS provided the approach is coded in
the WGS 84 co-ordinates system or equivalent. Otherwise, GPS should be deselected.

8.3.2.4.6.1.3. RNAV IAP requiring GPS

These IAPs are sometimes published as GPS approaches. They require an FMS
equipment with GPS position update and RAIM integrity or equivalent (Litton AIME).

This type of navigation equipment is sometimes called /G, because the letter G has to
be written in the field relative to the aircraft navigation capability of the FAA flight plan
form.
These approaches are necessarily coded in the WGS 84 co-ordinates system.
In the USA, these IAPs will be progressively renamed RNAV approaches.
All Airbus aircraft with the GPS PRIMARY function can fly this kind of IAP.

8.3.2.4.6.1.4. RNAV IAP with RNP value (RNP RNAV)

RNP-0.3 is the current navigation accuracy standard in approach. RNP-0.3 means that
the aircraft position error must be less than 0.3NM, with a probability of 95%. In the
future, lower RNP values will be envisaged, when it can justify lower minima.
Normally, an FMS with GPS updating is required to demonstrate RNP-0.3, but the
same RNP value can be achieved by an FMS with DME/DME updating, provided the
density of DME ground facilities is sufficient to support it.
If DME coverage is demonstrated to be satisfactory, Authorities may accept RNP-0.3
RNAV approaches without GPS. Specific DME may need to be operative (NOTAM).
All Airbus aircraft with the GPS PRIMARY function can fly this type of IAP.

8.3.2.4.6.2. RNAV IAP operational approval

RNAV IAP operational approval may be required by the national Authorities in order to
perform RNAV approaches.

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This operational approval may be generic for any type of RNAV IAP, or specific for
designated approach procedures, depending on the type of airborne navigation
equipment.
Typically, when the aircraft is equipped with GPS PRIMARY, a generic approval should
be obtained for any type of RNAV IAPs published in the WGS 84 co-ordinates system.
Conversely, RNP-0.3 RNAV approach procedures based on DME/DME position
updates, should be the subject of an operational approval for each individual approach,
unless specifically granted on the published approach chart.

8.3.2.4.6.3. Navigation system capability

The certified capability and the approved FMGS modes of operation are given in the
AFM.
Airbus aircraft with GPS PRIMARY have a statement in the AFM on RNP capability.
For aircraft without GPS PRIMARY, there is no such statement in the AFM as the RNP
concept did not exist at the time of certification. However, RNP-0.3 capability is usually
accepted when the DME/DME position can be ensured during the whole procedure.

8.3.2.4.6.3.1. Lateral navigation (LNAV)

8.3.2.4.6.3.1.1. GPS PRIMARY unavailable (or GPS deselected or not installed)

Airbus models, with FMS standards compatible with GPS, meet the navigation
accuracy requirements (RNP) for approach:
- RNP-0.3 with DME/DME updating or
- RNP-0.5 with VOR/DME updating.

Without the GPS PRIMARY function, navigation system performance is dependent on

ground navaid infrastructure.
RNP-0.3 IAP with DME/DME updating can be acceptable, provided the DME coverage
has been verified in-flight or assessed, making use of a DME coverage model, unless
the published approach chart indicates that DME/DME updating is granted.

8.3.2.4.6.3.1.2. GPS PRIMARY available

The RNP definition displayed on the MCDU is identical to the one in the above
paragraph.
HIGH accuracy will normally be displayed with the RNP currently used for RNAV IAP.
In approach, the Alarm Limit (AL) is set to 0.3NM (containment limit) which may support
an RNP value of 0.15.
When the accuracy and integrity of the GPS navigation solution is not met, the GPS
PRIMARY function is lost and a “GPS PRIMARY LOST” message is displayed.

8.3.2.4.6.3.2. Vertical navigation (VNAV)

For the vertical navigation in approach, the system compares the vertical position
(barometric altitude) with a desired vertical profile derived from baro-referenced altitude
data associated to waypoints, flight path angles, or defined vertical flight paths.

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This type of vertical navigation is called ″BARO VNAV″ to differentiate it from the
“GPS-referenced vertical navigation” provided by future GPS Landing Systems.

All Airbus FBW aircraft are approved for BARO VNAV use in approach (FINAL APP
mode).

Due to the vertical flight path’s definition, vertical navigation accuracy is influenced by:
- The along flight path horizontal position accuracy.
- The baro-altitude accuracy, including the effect of low OAT.

8.3.2.4.6.4. Approach minima

Weather minima need to be established-based on :
• Published approach minima according to JAR OPS, TERPS and ICAO
• Minima acceptable to the national Authorities or in compliance with national
regulations.
• The aircraft certified capability:
For conventional NPA procedures, usually no limitation is given in the AFM as the
published MDH for this kind of approach is sufficiently high. However, for Airbus
aircraft with GPS PRIMARY, the certified capability is indicated: minimum MDH of
250 feet.
Minima are normally expressed in terms of horizontal visibility, or RVR and MDA(H), as
with any conventional NPA.
The FAA and Airbus support the use of the DA(H) concept, rather than MDA(H), when
VNAV guidance is available.
The RNAV TERPS format gives different minima for LNAV/VNAV and for LNAV only.

For Airbus aircraft, LNAV/VNAV is when the FINAL APP mode is used, while LNAV
only is when NAV and FPA modes are used.

The minima are expressed as:

- DA(H) and RVR (or visibility) for LNAV/VNAV.
- MDA(H) and RVR (or visibility) for LNAV only.

In addition, the TERPS format indicates:

- the minimum OAT to use Baro-VNAV.
- the ground navaids which must be operative if RNP-0.3 is authorised with
DME/DME updating .

IAP published today as GPS approach will be progressively renamed by the FAA as
RNAV (GPS) IAP.

8.3.2.4.6.5. Dispatch requirements

Two FMGCs must be operative, unless the missed approach procedure can be
performed with radio navaid raw data or radar, and another approach procedure, based
on the availability of radio navaid raw data navigation at destination or at the
destination alternate.

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8.3.2.4.6.6. Training and documentation

The Airbus aircraft RNAV system is the FMGS. Flight crews are extensively trained to
use this system from their first type rating course, and from routine use of the system.
Therefore, no specific training is required to use the FMGS for RNAV approaches,
unless the airline’s policy is to fly conventional NPA with selected FMGS modes only. In
such a case, some refresher training, on the procedures for using NAV and FINAL APP
modes in approach, can be accomplished during a recurrent training session.

The FCOM gives the necessary system description information, and the corresponding
procedures for using the RNAV system.
Airlines need to establish RNAV approach procedures, based on the FCOM SOPs for
NPA, and derived from regulatory documents mentioned in 8.3.2.3.4 - Functionality
requirements
Flight crews need a general RNAV IAP briefing, which can be developed from these
documents.

8.3.2.4.6.7. Navigation database (RNAV approach)

The use of NAV and FINAL APP modes is authorised provided the IAP to be flown can
be extracted from the FMS navigation database.
Navigation system performance in term of position accuracy and position integrity,
relative to a flight path defined in the navigation database is addressed in 8.3.2.4.6.3.

Therefore, overall navigation function integrity must include the integrity of the
navigation database. This is particularly true when FINAL APP mode is to be used and
when navaid raw data monitoring is unavailable, as may be the case in an RNAV
approach.

8.3.2.4.6.7.1. Navigation database validation

Validation must ensure that the IAP is correctly coded, so that the aircraft in FINAL APP
mode will fly a constant flight path angle from FAF to the runway with the required
obstacle margins.
Operators should ensure this validation is performed in addition to the navigation
database integrity checks normally performed by navigation data providers and FMS
manufacturers.
This validation should be complemented by dedicated crew procedures.

Three steps need to be considered:

• New RNAV IAP vertical flight path coding should be verified. A list of validated
RNAV IAPs should be provided to the crew, unless the invalidated procedures are
removed from the navigation database.
• Periodic navigation database release should be checked, preferably via automatic
means to identify any IAP changes in comparison to the master file of validated
procedures.
• Then, only the modified IAPs need to be re-validated.

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Crew procedures should be complemented with recommendations on:

· Approach vertical F-PLN verification with the MCDU and ND.

· Restrictions on approach F-PLN modifications.
· Monitoring of the remaining raw data.

8.3.2.4.6.7.2. Initial Approach Procedure validation

The navigation database can be validated by flying each approach in a simulator or
with the aircraft in VMC.
RNAV IAPs that are regularly flown in FINAL APP mode can be considered as
validated. Another validation method is to crosscheck it with the navigation database
listing obtained from the diskette delivered to the airline prior to its downloading on the
aircraft. A dedicated software is necessary to read the navigation database, unless the
database is delivered with the appropriate listing.

All IAPs for the envisaged destinations should be verified, in comparison to the
published approach charts.

The following data shall be verified:

· Waypoint identifications
· Waypoint co-ordinates (as necessary)
· Distances between waypoints
· Approach course
· Crossing altitudes
· Flight Path Angle(s)
· Type of leg termination
· No waypoint common to a STAR or VIA and FAF, with different altitude
constraints

The verification must ensure that the flight path, defined in the navigation database, will
clear the minimum altitudes of the official publication.
Taking into consideration the fact that the crew is not authorised to modify IAPs altitude
constraints, the effect of very low OAT on obstacle clearance may have to be assessed
(refer to 8.1.1.3.1. Temperature correction).
As appropriate, a minimum OAT below which the use of FINAL APP mode is prohibited
should be established and indicated to the crew, unless this information is in the
published approach chart.

Verification should also ensure that the information displayed on the MCDU will be
sufficient for the pilot to perform a check of the vertical and lateral F-PLN, extracted
from the navigation database with the approach chart.

8.3.2.4.6.8. Flight crew procedures (RNAV approach)

Airlines will need to develop flight crew procedures for RNAV approaches based on the
FBW aircraft FCOM 3.03.19 (SOPs for NPA), which remains generally applicable.
The following additions need to be considered.

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8.3.2.4.6.8.1. Approach guidance

RNAV approach must be available in the FMS navigation database.
RNAV approaches will normally be flown; making use of lateral and vertical managed
guidance (FINAL APP mode).

The following are cases where lateral managed guidance, associated with vertical
selected guidance (NAV/FPA), should be used:
- When altitude corrections are necessary due to a very low OAT.
- If an incorrect vertical coding has been identified in the navigation database.

RNAV approaches should be flown using the AP or FD.

Use of the AP in command down to MDA/DA is recommended, except in certain failure
cases (refer to the FCOM and AFM).

8.3.2.4.6.8.2. Navigation in approach

8.3.2.4.6.8.2.1. Navigation system without GPS PRIMARY

- For RNAV approaches based on specified VORDME, the reference navaid must be
operative (NOTAM).
- For RNAV approaches based on DME/DME updates, Airlines (as part of their
operational approval), or State Authorities should verify adequate navaid coverage.
Specified DMEs may be required to be operative (NOTAM).
- RNAV approaches with RNP-0.3 based on DME/DME position update may be
approved by the Authorities.
- RNAV approaches requiring GPS accuracy or IAP published, as “GPS approach”
normally cannot be flown without GPS PRIMARY, unless authorised by the
Authorities.
- An FMS position accuracy check with raw data must be performed prior starting the
approach. Refer to the FCOM.

HIGH accuracy with the default RNP, or an appropriate manually-entered (or database)
RNP, must be checked prior to starting the approach, and must remain displayed
during the approach (except for RNAV approaches with specified reference VORDME,
if raw data monitoring confirms correct navigation).

8.3.2.4.6.8.2.2. Navigation system with GPS PRIMARY

Any type of RNAV approach can be flown with GPS PRIMARY, provided the IAP is
published using the WGS 84 or equivalent co-ordinates system.

Unless an instrument approach procedure, not requiring GPS PRIMARY, is available at

destination alternate and if applicable at the required takeoff and en-route alternate, the
availability of GPS PRIMARY at the ETA must be verified prior to flight with an
approved prediction software.

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To check GPS availability, it is necessary to know the status of the GPS satellite
constellation (NOTAM). NOTAM should also be reviewed to identify any relevant
information on local GPS signal perturbation.
No FMS navigation accuracy check with navaid raw data is required prior to starting the
approach provided GPS PRIMARY is displayed on the MCDU.

The RNAV approach should be discontinued if GPS PRIMARY is lost, unless the RNAV
approach based on the DME/DME position update is available and approved, and
HIGH accuracy is displayed on the MCDU with the default RNP or an appropriate
manually-entered RNP (or a database).

8.3.2.4.6.8.3. Approach F-PLN verification

Before starting the approach, the crew must check the FMS F-PLN, on the MCDU and
ND in PLAN mode with the CSTR displayed, starting from the beginning of the STAR
down to the runway and the missed approach procedure, and verify the profile against
the published RNAV approach chart.

For the final approach procedure, the crew should check:

- That the waypoints are correctly sequenced from the current TO waypoint.
- The approach course.
- The waypoints and associated altitude constraints.
- The distance from FAF to RW.
- The approach angle (shown on the MCDU line above related waypoints)
- FPA ≠0°at the MAP (which must be at runway threshold for RNAV IAP)
- FPA ≠0° must be defined at each Step Down Fix
- The altitude at the runway threshold.
- No procedure turn is part of the procedure (PROC-T indicated on MCDU).

8.3.2.4.6.8.4. Approach monitoring

For the type of RNAV IAP, based on a specified, referenced VORDME, the approach
navaid should be tuned, and the associated raw data displayed and actively monitored
to check correct radial and distance from the reference navaid, when flying over the
approach waypoints.

For the other RNAV IAP types, based on FMS navigation using GPS or DME/DME
position updates, no raw data is available for lateral navigation monitoring.

Vertical navigation should be monitored using the distance to waypoints, displayed on

the ND and altimeter reading.

When APPR is selected on the FCU, the crew should verify:

- Correct FMA display (APP NAV green, FINAL blue).
- Correct TO waypoint on the ND.
- Correct lateral flight plan and crosstrack error (XTK).
- Correct Vertical Flight Path deviation indication (V-DEV).

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- Blue descent arrow at FAF, and correct F-PLN, including blue track, armed for
Missed Approach.
- When passing the FAF, the crew should verify:
- Correct altitude indication.
- Correct FMA display (FINAL APP green).
- Correct TO waypoint on ND.
- After passing the FAF when stabilised on the final descent, the crew should check:
- Correct XTK, V-DEV, and consistent FPV.
- Correct altitude versus distance to the runway.

The IAP shall be discontinued, when one of the following warnings occurs:
- GPS PRIMARY LOST (if GPS accuracy is required).
- NAV ACCUR DOWNGRAD (without GPS PRIMARY).
- FM/GPS POS DISAGREE (if GPS installed and not deselected).

8.3.2.4.6.8.5. Crew reporting

The crew must report any lateral or vertical NAV guidance anomaly to the Flight
Operations.
The report must be fully documented for further investigation and corrective actions:
- Approach designation and airport.
- A/C type, MSN, GW, wind/temp.
- Navigation database cycle.
- Pilot selections, FMA, ND, MCDU displays.
- Description of anomaly, flight path.
- DFDR/QAR reading.

8.3.2.5. REDUCED VERTICAL SEPARATION MINIMUM - RVSM

8.3.2.5.1. General concept

RVSM is slowly but surely becoming global. The first region to implement was the North
Atlantic (NAT) region in March 1997 (in MNPS airspace), followed by Pacific Oceanic
airspace in 2000. Then in 2001 the West Atlantic Route System (WATRS) airspace, in
the south west of the NAT region, and Australian continental. In 2002 RVSM has been
implemented in Europe, in Western Pacific and South China Sea. RVSM is planed for
2003 in Middle East and South of Himalayas and for 2004/5 in South Canada and USA.

RVSM airspace is defined as an airspace or route where aircraft are vertically

separated by 1000 feet (rather than 2000 feet) between FL 290 and FL 410 inclusive.

The objective is to increase the route capacity of saturated airspace, while maintaining
(at least) the same level of safety.

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This can be achieved by imposing strict requirements on equipment and on the training
of personnel, flight crews and ATC controllers. As part of the RVSM program, the
aircraft “altitude-keeping performance” is monitored, overhead specific ground-based
measurement units, to continuously verify that airspace users are effectively applying
the approved criteria and that overall safety objectives are maintained.

ICAO NON-RVSM RVSM AIRSPACE

O O O O O O O O
180 -359 000 -179 180 -359 000 -179

FL430 FL430

FL410 FL410
FL400
FL390 FL390
FL380
FL370 FL370
FL360
FL350 FL350
FL340
FL330 FL330
FL320
FL310 FL310
FL300
FL290 FL290
FL280 FL280

8.3.2.5.2. Aircraft certification status

All Airbus aircraft have RVSM capability.

The minimum required equipment for RVSM is:

• Two independent altitude measurement systems
• One secondary surveillance radar transponder
• One altitude alert system
• One automatic altitude control system

Any Airbus aircraft is considered to be a member of an aircraft group for the purposes
of RVSM approval. A modification or SB number formalises the RVSM data package
implementation. This modification or SB is required for inclusion of the RVSM capability
in the AFM. In addition, for some Airbus models, a particular equipment standard is
required. Refer to Airbus SIL 34-064, for more information on this subject.

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8.3.2.5.3. MMEL requirements

The MMEL for all Airbus models have also been revised to refer to the list of required
equipment published in the AFM. Generally speaking, the Airbus MMELs do not include
specific RVSM requirements. Operators have to refer to the AFM in preparing their
MEL.

8.3.2.5.4. RVSM operations

8.3.2.5.4.1. Operational approval

Before operating RVSM airspace approval from operator national Authorities must be
obtained. For that the following items must have been addressed:
• Each individual aircraft is certified for RVSM:
- The RVSM SB has been successfully implemented.
- The Equipment standard is adequate.
• The Operational Documentation has been amended:
- The Operations Manual includes the necessary information and procedures
(FCOM provides the necessary information for all Airbus models).
- The Airline MEL has been revised to comply with the AFM list of required
equipment.
- The route documentation includes the specific requirements of the airspace
being flown (For example, refer to ICAO Doc 7030-“Regional Supplementary
Procedures”).
• Flight crews have received adequate instruction, and briefing notes.
• The Maintenance program has been reviewed for RVSM, and Maintenance
documentation has been amended.
• The Airline intends to participate in a monitoring program for the overall altitude
keeping performance of a number of aircraft in its fleet. Completion of this program
is not a prerequisite for obtaining RVSM operational approval.

The operator can indicate in this paragraph the granted RVSM approval with its
limitations.

8.3.2.5.4.2. RVSM procedures

General RVSM procedures valid in any RVSM airspace are published in the FCOM for
all Airbus models:

- A300 FCOM, Section 8.02.16

- A300 FFCC FCOM, Section 2.02.14
- A310/A300-600 FCOM, Section 2.18.90
- A320/319/321 FCOM, Section 2.04.50
- A330/A340 FCOM, Section 2.04.45

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A generic summary of these procedures is provided below, for information only.

• Pre-flight

- Check that
. The aircraft is capable of RVSM.
. The aircraft is approved for RVSM (SB implemented).
. The required equipment for RVSM is operative (MEL).
. No maintenance log entry, concerning defects that may affect RVSM
capability. Corrective actions have been taken, if necessary.
- Check, on ground, that at least two main altitude indications are within the
tolerances indicated in the FCOM.
- Review the weather forecast paying particular attention to severe turbulence,
which may affect aircraft altitude, in order to maintain the required RVSM
performance.
- Check that the letter “W“ is written in field 10 of the ATC Flight Plan to indicate
RVSM capability.

• Prior to entry into RVSM airspace

The required minimum equipment must be operative otherwise, a new clearance to

avoid RVSM airspace must be obtained:
- Two ADRs (or two ADCs), and two main altitude indications (for A320 family,
ADR 1+2)
- One ATC transponder
- One AP in ALT and OPEN CLB/DES (or LVL/CH) modes
- FCU altitude selection and OPEN CLB/DES (or LVL/CH) selection
- One FWC for altitude alert function.

At least two main altimeter indications on the STD setting must be within 200 feet.

If only two ADRs (or two ADCs) are operative, record significant main and standby
altimeter indications for reference, in case of subsequent altimeter failure.

• Within RVSM airspace

Keep AP in command for cruise and level changes.

When making a level change, monitor AP guidance so as not to overshoot the
assigned FL by more than 150 feet.
Approximately every hour, check the altitude indications. At least two main
indications should be within 200 feet.

• Post flight

Report any malfunction or deviation in relation to the altitude keeping capability,

and any failure of the required RVSM equipment.

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• In-flight abnormal procedures

When flying within RVSM airspace, the ATC must be informed in case of:
- Failure of both APs.
- Loss of altimeter indication redundancy. Only one main indication remains.
- Excessive discrepancy of altitude indications without means of determining
which indication is valid.
- Encounter with severe turbulence
- Abnormal situation, preventing the aircraft from maintaining the assigned FL

If one AP is unable to keep the assigned altitude, select the other AP.

8.3.2.5.5. Suspension or revocation of RVSM approval

Operators should report height-keeping deviations to the responsible Authority within

72 hours when the deviation exceeds:

- A total Vertical Error of 300 feet (for example, measured by an HMU).

- An Altimetry System Error of 245 feet.
- An Assigned Altitude Deviation of 300 feet.

These errors, caused by equipment failures or operational errors, may lead the
responsible Authority to suspend or revoke the Airline’s RVSM approval.

It is therefore important for the airline to report any poor height-keeping performance
and to indicate which corrective actions have been taken.

8.3.2.6. FANS – CNS/ATM

8.3.2.6.1. Introduction

The aim of FANS (Future Air Navigation System) is to solved problems met today,
dealing with:
- inadequacy of voice HF communications;
- the growth in traffic in non radar areas; and
- traffic congestion that causes delays.

8.3.2.6.2. FANS A

Under commercial and financial pressures, the airlines have asked for FANS benefits
without waiting for complete availability of all the appropriate tools (such as a better
Aeronautical Telecommunications Network: ATN). That is why FANS A operations have
already started using the existing communications networks and protocols (ACARS /

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ARINC 622) which are of less performance than the ATN, but were endorsed by the
ICAO as a valuable step towards an early introduction of Air Traffic Management (ATM)
applications.

8.3.2.6.3. CNS/ATM global concept

FANS uses satellites not only for navigation but also for communication and traffic
control.
FANS is also called CNS/ATM:

- C: Communication
- N: Navigation
- S: Surveillance
- ATM: Air Traffic Management

Numerous actors play in this global end-to-end concept, which can be seen as a chain
linking a pilot and a controller. Although most of these actors are independent entities
(e.g. Air Traffic Services organisations or communication service providers) the proper
interoperability of all of them is the key factor for the right operation of the system.

The air/ground data communications can be made through the three following
communication media:

- VHF
- SATCOM
- HF (AOC datalink only)

Communication Navigation
Satellites (Satcom) Satellites
(GNSS)

Space

Air

Ground
Ground-based radios
Satcom (VHF & HF) Transponder
Ground Network for
Data Communications

Differential
GNSS station

Airline Information ATC

Host Service Center

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8.3.2.6.4. Communications - C

Operationally speaking, the biggest change provided by FANS is the way pilot and
controllers communicate. In addition to the classical VHF and HF voice, and to the
more recent satellite voice, digital CPDLC (Controller Pilot Data Link Communications)
will now become the primary means to communicate.
CPDLC is a powerful means to sustain ATC communications in oceanic or remote
areas first, and it is expected to become, in a near future, an additional tool to
overcome VHF congestion in some busy TMAs.

On board, CPDLC messages are displayed to the crew on the dedicated DCDU (Data
Communication Display Unit) screens. They can also be printed.

Ground-ground communications are also part of the concept. They serve to link and to
co-ordinate in between different ATC service organisations (or services of the same
ATC) and AOC (Airline Operational Centre). AFTN (Aeronautical Fixed
Telecommunications Network), voice or AIDC (ATS Interfacility Data Communications)
ensure these communications.

8.3.2.6.5. Navigation - N

FANS routes or air spaces are associated with a given RNP (Required Navigation
Performance) value. This RNP is a statement on the navigation performance accuracy
necessary for operation in this air space (refer to 8.3.2.3 - RNP). It is defined by the
relevant ATS of the concerned area. In the South Pacific region, for instance, flying a
Los Angeles - Sydney FANS route requires the RNP 10 capability.

8.3.2.6.6. Surveillance - S

Different types of surveillance may be found. Wherever radar coverage is possible,

SSR modes A and C are still used. Mode S is expected to be used in such areas where
traffic densities are high enough to warrant it.

In oceanic and remote FANS air spaces, procedurally controlled surveillance is

progressively replaced by Automatic Dependent Surveillance (ADS), which allows the
aircraft to automatically send position data and F-PLN intents to up to four different
ATC centres. It is expected that there will be no need for HF voice reporting any longer.
With the possibilities offered to the controllers to select the rate and mode of reporting
(at specified time intervals or on the occurrence of a special event such as a heading or
attitude change), ADS is expected to allow for reduced lateral and longitudinal
separation.

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8.3.2.6.7. Air Traffic Management - ATM

Under this term is grouped a large set of methods to improve the management of all the
parts of the air traffic, e.g. traffic flow management, strategic (long term) and tactical
(short term) control or air traffic services. New methods are developed and
progressively implemented to provide greater airspace capacity to cope with the large
increase of air traffic demand. A close co-operation of ATS, crews and airline
operational centres, is expected to be reached through data communications, and
automated sharing of real-time information. CPDLC, ADS and AOC/ATC inter-facility
link are some of the tools used to support new ATM methods such as Collaborative
Decision Making (CDM). The aim of CDM is to enable the corresponding actors (crews,
controllers and airline operations) involved in ATM system, to improve mutual
knowledge of the forecast/current situations, of each other constraints, preferences and
capabilities, so as to resolve potential problems.

8.3.2.6.8. Aircraft setting

Data communication are ensured by Datalink service provider(s) between the

concerned Aircraft and the following entities:
- ATC (Air Traffic Control) Centres
- Information services
- Airline Operations Centres
- Or part of them in function of the operated area or the required services.

For these reasons before starting FANS operations, the operator must:
- Sign contract(s) with Datalink service provider(s) (DSP)
- Declare aircraft to these Datalink services providers
- Declare aircraft and its FANS capability to ATC centres of the operated routes
- Configure adequately the aircraft avionics
- Obtain operational approval
The aircraft configuration needs to be adapted accordingly to the selected datalink
service providers. This can be achieved through customisation of:
- The ATSU (Air Traffic Services Unit) scan mask for VHF DataLink
- The SATCOM user ORT (Owner Requirements Table) for SATCOM datalink.

FMS/ATSU interface has to be activated by setting the FMS database called AMI
(Airline Modifiable Information). FMS data are required by the ATSU to operate in ADS,
AFN and CPDLC. A wrong AMI definition can cause these FANS applications to be
inoperative on a FANS aircraft. Airlines should advise their FMS supplier (AMI
worksheet), that the aircraft on which the AMI will be loaded have the FANS function
activated, so that a particular attention will be paid at AMI settings.

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8.3.2.6.9. Operation

FCOM (A340/A330) provides information to the flight crew to operate FANS in the
following chapters:

- 1.46 System description – Information System

- 2.02.46 Flight Operations – Abnormal and Emergency - Information System
- 3.04.46 Flight Operations – Supplementary Technique - Information System
- 4.03.20 FMGS – Pilot Interface – MCDU pages description

8.3.2.6.10. FANS implementation

FANS is being implemented progressively on oceanic or remote areas.

As explained above:
- CPDLC replaces HF communication between pilots and ATS centres
- ADS allows surveillance managed by ATS centres requesting aircraft to
automatically send reports.

Some areas such as South Pacific have implemented CPDLC and ADS.
Some others such as North Pacific have implemented only CPDLC.
North Atlantic has implemented only ADS but in such a way to avoid pilots sending
position reports by HF.

Today FANS is mandatory only over the both following routes:

- L888 route over Tibet in China

- UM501 route over the Bay of Bengal :

Very soon CPDLC and ADS will be implemented in all oceanic areas.

8.3.2.6.11. Operational procedures

CNS/ATM procedures are depending of the ATS regions (FIR/UIR). The South Pacific
is the most advanced region for CNS/ATM operations and associated procedures
defined in the South Pacific Operations Manual should become a standard for the
others regions.

• North Atlantic (NAT) operations

Operational procedures for NAT are based on a “Guidance material for ATS data link
services in the NAT airspace” published by Nav Canada
(http://www.nat-pco.org/adswpr.htm).

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For the time being CPDLC is implemented in New York oceanic FIR. While waiting for
the appropriate FANS stations to be installed in both Nav Canada (Gander Oceanic)
and UK NATS (Shanwick Oceanic), ADS is used for reporting automatically aircraft
position. But it is not a true ADS.

The connection is not done with either of these centres, but to the ARINC Central ADS
(CADS) computer in Minneapolis, which then transforms the received ADS reports into
position reports as if received by the aeradio operators and then transmitted to the
controllers via AFTN (Aero Fixed Telecom Network).

So, although the "logon" is apparently performed to the Gander or Shanwick centres
(when the crew types the 4-letter address on the NOTIFICATION page) it is indeed
connected to the CADS. ADS, or pseudo ADS, is however not a CPDLC. There is no
connection between a controller and the aircraft.

• South Pacific (SOPAC) operations

SOPAC operational procedures are described in the “SPOM” (South Pacific Operating
Manual). CPDLC is used as the primary means of communication.

• North and Central Pacific

Operations are described in the North and Central Pacific Operating Manual (NCPOM).

• Australia
Data link operations within Australian airspace are described in the Australian ERSA
NAV/COMM. According to this, and unless otherwise specified, both ADS and CPDLC
are used in Australian airspace. CPDLC is the primary means of communication
outside VHF voice range and is used in conjunction with an HF backup frequency.

• Bay of Bengal – UM501

The UM501 route crossing above Bay of Bengal has been the very first one to be
defined for specific FANS operations. India, Myanmar and Thailand have published the
route with special conditions, namely RNP4, ADS and CPDLC are the aircraft
capabilities pre-requisites.
The published requirements can be get from the local AIPs authorities.

• China – L888
A specific FANS route (L888) has been opened along Western China over Tibet
plateau. Four FANS equipped stations ensure CPDLC and ADS services along this
route: Kunming (ZPPP), Chengdu (ZUUU), Lanzhou (ZLLL) and Urumqi (ZWWW).
The route is RNP 4 or less; it provides 10 minutes longitudinal separation, 600 meters
vertical separation, and the available flight levels are 10200m / 11400m on the Urumqi
to Kunming sector and 9600m/10800m/12000m on the Kunming to Urumqi way.
An AIP has been published to describe the data link capabilities supported by the
China Air Traffic services on this Chinese western route.
Both CPDLC and ADS operations are carried out through Satellite data link in a first
step.

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• Others regions
Others regions such as South Africa, North Canada, South China sea are implementing
FANS operations.

8.3.2.6.12. FANS B

FANS B could be operational in high-density airspace in addition to oceanic or remote

areas. FANS B will be based on a new network, called Aeronautical
Telecommunication Network (ATN), dedicated to ATS. ATN will avoid the use of
ACARS for data transmission with ATS centres.
FANS B will profit by the increased speed for VHF Data Link transmission (VDL2) and
by extended Global Navigation Satellite System (GNSS).

8.3.2.7. MINIMUM NAVIGATION PERFORMANCE SPECIFICATION - MNPS

8.3.2.7.1. Introduction

Minimum Navigation Performance Specifications (MNPS) is a set of standards, which

require aircraft having a minimum navigation performance capability in order to operate
in MNPS designated airspace.

Refer to North Atlantic MNPS Airspace Operations Manual

(http://www.nat-pco.org)
which specifies NAT MNPSA requirements and procedures

8.3.2.7.2. MNPS airspace - MNPSA

MNPS airspace (MNPSA) as it applies to the North Atlantic (NAT) has been designated
between FL285 and FL420, between 27 degrees north and the North Pole, bounded in
the east by eastern boundaries of CTA Santa Maria Oceanic, Shanwick Oceanic and
Reykjavik; in the west by the eastern boundaries of CTA Reykjavik, Gander Oceanic and
New York Oceanic. And Canadian MNPS covers Arctic Control Area, Northern Control
Area and portion of Southern Control Area, between FL 330 and FL 410.

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8.3.2.7.3. MNPS equipment

The minimum navigation equipment requirements are:

• Lateral navigation
Not less than two fully serviceable Long Range Navigation Systems (LRNS).
A LNRS may be:
- Inertial Navigation System (INS)
- Global Navigation Satellite System (Global Positioning System – GPS)
- Navigation system using the inputs from one or more Inertial Reference Systems
(IRS).
Each LRNS must be capable of providing a continuous indication to the flight crew of
the aircraft position relative to track

• Longitudinal navigation
Longitudinal separation minimum are expressed in clock minutes. Devices intended to
be used to indicate waypoint-passing time must be accurate and is synchronised to an
acceptable UTC time signal before commencing flight in MNPSA.

• Vertical separation (refer to RVSM 8.3.2.5.)

8.3.2.7.4. MNPS approval

For operations within the MNPS Airspace (MNPSA), the operator must have obtained the
MNPS and RVSM approval of the operator's authority. Such approval encompasses all
aspects of the expected navigation performance accuracy of the aircraft, including the
navigation equipment carried, installation and maintenance procedure and crew
navigation procedures and training.

8.3.2.7.5. MNPSA separation

Within the MNPSA separations are based upon 60 NM lateral separation, a 10-minute
time longitudinal separation and 1000-ft vertical separation minimum between FL290 and
FL410.
But Oceanic Air Traffic Control may assign flight levels disregarding the semicircular rule
in and outside the organised track system during pick hours.
In order to maintain longitudinal separation Mach number technique is applied with the
required Mach number issued with the oceanic ATC clearance. It is mandatory that the
assigned Mach number is strictly adhered to and any change due to turbulence etc, must
be immediately communicated to ATC. After leaving oceanic airspace assigned Mach
number must be maintained in domestic controlled airspace to the final position contained
in the oceanic clearance unless the appropriate ATC unit authorises a change.
ETA's within the MNPS area and/or the ETA for the Oceanic Control Area entry point
should be monitored and if there is a change greater than three minutes ATC should be
advised.

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Requests for step-climbs may be cleared by ATC whenever possible. Pilots should
maintain their last assigned Mach number during step-climbs in MNPSA. If not possible,
ATC should be advised at the time of the request.

8.3.2.7.6. North Atlantic routes in MNPSA

8.3.2.7.6.1. The Organised Track System - OTS (NAT tracks)

The OTS is a system of tracks in the North Atlantic MNPS airspace which are constructed
every 12 hours by Gander (night time) and Shanwick Oceanic Control Centres (day time)
with respect to the tracks which New York, Reykjavik and Santa Maria Oceanic may
require in their Oceanic Control Areas. The OTS takes into account that peak westbound
traffic departs Europe in the morning, whilst eastbound traffic departs North America in
the evening. The agreed track system is sent to North Atlantic operators in a message
which details the co-ordinates of the organised tracks as well as the FLs that are
expected to be used on each track. Details of domestic entry and exit routings are also
included.
During the daytime the track most northerly, at its point of origin, is designated Track "A"
(Alpha) and the next most northerly Track "B" (Bravo) etc. In the night-time system the
most southerly track, at its point of origin, is designed Track "Z" (Zulu) and the next most
southerly Track "Y" (Yankee) etc. The hours of validity of the OTS are normally as
follows:
Day-time for westbound flights: 1130-1900 UTC at 30 degrees W
Night-time for eastbound flights: 0100-0800 UTC at 30 degrees W

Both Westbound and Eastbound Organised Tracks may use, independently of the
semicircular rule, the following RVSM FLs: 310, 320, 330, 340, 350, 360, 370, 380,390.
During OTS validity random route must be planned at least 60 NM north or south of OTS.
Outer tracks may be joined or left at any point along track.
Outside the period of validity of the two OTS, random routes have to be planned.
Eastbound traffic crossing 30W at 1030 UTC or later and westbound traffic crossing 30W
at 0000 UTC or later should plan to avoid the OTS.
The North America Routes (NAR) consist of a numbered series of pre-determined routes
which form a link between oceanic track exit and entry points and the North American
domestic airspace route structure in both directions.

8.3.2.7.6.2. The Polar Track Structure and the Arctic Track System
Polar Track Structure (PTS) consists of fixed tracks through Reykjavik CTA and Bodo
OCA.
Although not mandatory, flights planning to operate on Europe-Alaska axis at FL310-390
inclusive are recommended to submit flight plans in accordance with one of the
promulgated PTS tracks and this especially during the hours:
1200 - 1800 UTC for traffic proceeding to Alaska
0000 - 0600 UTC for traffic proceeding to Europe
Polar tracks are continued by Arctic track through Arctic Control Area (ACA)

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8.3.2.7.7. ATC flight plan

In order to signify that a flight is approved to operate in NAT MNPSA a letter “X” must be
inserted after the letter “S” in Item 10 of the ATC flight plan. Additionally, if the flight is
approved to operate at RVSM levels, a ”W’ must also be inserted in item 10.

Mach number planned to be used for each portion of the flight in the NAT region should
be specified in item 15 of the ATC flight plan.
Item 15 should reflect the proposed speed:
- cruising True Airspeed (TAS)
- oceanic entry point and cruising Mach number
- oceanic landfall and cruising speed in knots
- each point at which a change of Mach number or FL is planned must be specified by
geographical co-ordinates or as a named waypoint.
All flights which generally route:
- in an eastbound or westbound direction should normally be flight planned so that
specified 10 degrees of longitude (20OW, 30OW, 40OW etc) are crossed at whole
degrees of latitude below 70°N (20 degrees of longitude: 20OW, 40OW on North of
70ON).
- in an northbound or southbound direction should normally be flight planned so that
specified parallels of latitude spaced at 5 degrees intervals (65ON, 60ON, 55ON etc)
are crossed at whole degrees of longitude.

In item 15 of the ATC flight plan the abbreviation NAT followed by the code letter
assigned to the track must be used only when the flight is planned to operate along the
entire length of the organised tracks.

8.3.2.7.8. Oceanic ATC Clearances

Pilot should request oceanic clearance as early as possible from the ATC unit responsible
for the first oceanic area within which the aircraft will operate. Such clearances, although
in most cases obtained some time before reaching the oceanic boundary/entry point, are
applicable only from that boundary/entry point.

The request for clearance should include:

- Call sign.
- Oceanic Control Area entry point and ETA.
- Present FL (Santa Maria Oceanic Control Area only).
- Requested FL and Mach number.
- Any change to the filed flight plan for the Oceanic Control Area segment of the
flight.

An abbreviated clearance will be issued when the aircraft is cleared to operate along the
whole length of an OTS route. An abbreviated clearance will include the following:
- Clearance limit
- Cleared track identified by the track code letter.

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- Cleared FL(s).
- Cleared Mach number.
- If the aircraft is designed to report meteorological information en route, the phrase
"Send met reports" will be included.

In all other circumstances full details of the cleared track shall be provided in the ATC
clearance.
Both pilots should listen and record the oceanic clearance and agree that the recording
is correct prior to read back. After read back of the oceanic clearance the domestic ATC
centre should also be advised of the receipt of oceanic clearance.

Most significant errors associated with oceanic clearances are caused by:
- a misunderstanding between the pilot and the controller regarding the assigned
flight level, Mach number or route to be followed.
- waypoint insertion errors.
It is therefore extremely important that pilots double check each element of the oceanic
clearance on receipt, and at each waypoint, since failure to do so may result in
inadvertent deviation from cleared route and/or flight level.

Flight crew should monitor the forward estimate for oceanic entry and if this changes by 3
minutes or more should pass a revised estimate to ATC.

If the clearance differs from the route originally requested and/or the oceanic Control Area
FL differs from the current FL a revised domestic clearance should be obtained to ensure
compliance with the oceanic clearance.

8.3.2.7.9. Special procedures in MNPSA for in-flight contingencies

• Aircraft with triple Long Range Navigation system installed can proceed normally in
MNPSA with only two systems operational.

• Deviation from cleared route

Refer to MNPSA Operations Manual for obtaining published contingencies
procedures. Following procedure are given for information only:

If a situation develops where it is necessary to deviate from the issued ATC

clearance a revised clearance (using urgency or distress signal, if necessary) should
be obtained prior to initiating any diversionary action.

If prior clearance cannot be obtained, present position, track code and intentions
should be broadcast on 121.5 MHz at frequent intervals (with 123.45 MHz as a back
up frequency).

If the aircraft is unable to maintain assigned level a descent should be commenced

whilst turning to acquire and maintain a track laterally separated by 30 NM from the
assigned route or track. Any subsequent flight levels should be selected which differs
from those normally used by 1000 ft if above FL410 or by 500 ft if below FL410.

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• Wake turbulence
In case of wake turbulence, if considered necessary, the pilot may offset from the
cleared track by up to a maximum of 2NM in order to alleviate the effects of wake
turbulence. ATC should be advised of this contingency action but will not issue
clearance for any such lateral offset. The aircraft should be returned to cleared track
as soon as the situation allows.

8.3.2.7.10. Post-flight

At the completion of each North Atlantic flight a check of IRS drift rate should be
conducted to ensure accuracy of the navigation system (refer to FCOM - Standard
Operating Procedures). Result of this check should be mentioned in the Technical Log
Book.

8.3.2.7.11. Pilot NAT MNPS airspace check list

(a) Has State of Registry granted MNPS (and RVSM) approval to this flight ?
(b) Is the letter “X” (and “W”) in Item 10 of your flight plan ?
(c) Do you have a copy of the valid track message and, if applicable, any changes to it ?
(d) Are you familiar with the Mach Number technique ?
(e) Have you had an accurate time check referenced to UTC, and is the system you will
be using on the flight deck for MNPS operation also accurately referenced to UTC ?
Is this time accuracy going to be maintained for the planned duration of the flight ?
(f) If using GPS, have you checked the latest NOTAMs regarding the serviceability of
GPS satellites and have you performed a Fault Detection and Exclusion (FDE)
availability prediction program analysis?
(g) If flying via the special Greenland/Iceland routes, have you checked the serviceability
both of your one long range navigation facility and of the short range navigation
facilities which you will use ?
(h) If flying a non-HF equipped aircraft, is your route approved for VHF only ?
(i) If flying other than on the special routes, are you sure of serviceability of both your
long range navigational systems ?
(j) Have you planned ahead for your action should you suffer a failure of one systems?
(k) Are you sure of the serviceability of both your primary altimetry system and at least
one altitude alerter and one autopilot (RVSM)?

8.3.2.8. PACIFIC REGIONS

PAC is the airspace over the Pacific Ocean, which is divided into five primary regions.
These are the Northern Pacific (NOPAC), Central Pacific (CENPAC), Central East
Pacific (CEP), South Pacific (SOPAC), and Guam.

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8.3.2.8.1. North Pacific - NOPAC routes

8.3.2.8.1.1. Composite route system

The NOPAC Composite Route System is comprised of five Air Traffic Service (ATS)
routes (R220, R580, A590, R591, G344) that transit the North Pacific between Alaska
and Japan. The two northern ATS routes are used for westbound traffic, and the three
southern routes are used for eastbound traffic.

8.3.2.8.1.2. Separation standards

The composite Route System allows application of a combination of 50 NM lateral based
on RNP10 and 1000 feet vertical separation between based on RVSM.

8.3.2.8.1.3. In-flight contingencies

If an aircraft experiences navigational difficulties, it is essential that the pilot inform ATC
as soon as the condition is apparent so that appropriate action can be taken, as
necessary, to prevent conflict with other aircraft.
If an aircraft is unable to continue flight in accordance with its ATC clearance, a revised
clearance shall, whenever possible, be obtained prior to initiating any action, using the
radio distress or urgent signals as appropriate.
If prior clearance cannot be obtained, an ATC clearance shall be obtained at the
earliest possible time; and in the meantime, the aircraft shall broadcast its position
(including the ATS route designator) and intentions in frequency in used and on 121.5
MHz (or 123.45 MHz as backup) at suitable intervals until ATC clearance is received.
If unable to comply with these provisions above, the aircraft should leave its assigned
route by turning 90 degrees to the right or left. The direction of the turn should be
determined by the position of the aircraft relative to the route system.
An aircraft able to maintain its assigned altitude should nevertheless, climb or descent
500 feet while acquiring and maintaining in either direction, a track laterally separated by
25 NM from its assigned route.
An aircraft not able to maintain its assigned altitude should start its descent while turning
to acquire and maintain in either direction a track laterally separated by 25 NM from its
assigned route. For subsequent level flight, a level should be selected which differs by
500 feet from those normally used.

8.3.2.8.2. Central East Pacific - CEPAC

The CEPAC consists of seven fixed tracks that connect the US West Coast and Hawaii.

8.3.2.8.3. Central Pacific - CENPAC

The CENPAC region includes PACOTS traffic between Asia and Hawaii as well as
traffic between Asia and the US West Coast. CENPAC also includes a set of fixed track
between the US Pacific Northwest and Hawaii.

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POLICY MANUAL Navigation procedures Page 40

8.3.2.8.4. South Pacific - SOPAC

The SOPAC region includes fixed and random tracks between Hawaii and the South
Pacific, as well as the PACOTS tracks between the US West Coast and Australia.

8.3.2.8.5. Pacific Organised Track System - PACOTS

PACOTS is a system of flexible tracks (updated twice daily) between North America
and Hawaii, Asia, and Australia, in the PAC region.

Track 1: Japan to Pacific Northwest Track A & B: Honolulu to Japan

Track 2: Japan to San Francisco Track C, D, E, F & G: West Coast US to Japan
Track 3: Japan to Los Angeles Track I & K: West Coast US to Taipei/Hong Kong
Track 4: Japan to West Coast US Track L: West Coast US to Manila
Track 8: Japan to Dallas Track M: Dallas to Japan
Track 11 & 12: Japan to Honolulu Track W: Los Angeles to Sydney
Track 14 & 15: Taipei/Hong Kong to SFO/LA Track X: Los Angeles to Auckland
Track 20: Sydney to Los Angeles
Track 21: Auckland to Los Angeles

A 50 NM lateral separation standard will be applied to all aircraft that are RNP-10
approved. RNP-10 approval will be required from FL310 through FL390 inclusive for all
PACOTS except tracks A, B, 11, 12, W, X, 20, and 21.

• Non RNP-10 approved Aircraft: may file via random track, at any altitude, at least
100 NM from any PACOTS track, or the NOPAC.

• RNP-10 approved Aircraft: 50 NM lateral separation may be applied between

RNP-10 approved aircraft, as defined by ICAO Regional Supplementary
Procedures Doc 7030/4 PAC/RAC, Part 1, Chapter 6.

8.3.2.9. POLAR NAVIGATION

A330 and A340 FMGS are designed for polar navigation. The procedures to operate
these "long range" aircraft in polar areas are defined in the chapter "HOW TO USED /
LONG RANGE" of the FCOM volume 4 "FMGS Pilot's guide".
The FMS of most of the other Airbus aircraft have not the polar navigation capability
and its use is generally limited to the latitudes 73°N and 60°S.

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