REQUIRED NAVIGATION PERFORMANCE/AREA NAVIGATION GUIDE
ANNEXURE – 4

ARINC 424 Path terminators

ARINC. Formally known as the Air Radio Corporation of America. ARINC424, the industry standard for the transmission of aeronautical information databases for aircraft flight management system (FMS) use.

Path and Terminator (“Path Terminator”). A two-letter code, which defines a specific type of flight path along a segment of a procedure and a specific type of termination of that flight path.
Path terminators are assigned to all RNAV, SID, STAR and Approach Procedure segments in an airborne navigation database.

Formal Description:
(Way point) (Underlined) denotes ‘fly-over’.
(Way point) (not underlined) denotes ‘fly-by’ or RF waypoint as appropriate.
To (waypoint) denotes a TF path terminator.

To (Waypoint) on course XXX denotes a CF path terminator.
Direct to (way point) denotes a DF path terminator.

(Waypoint) {R,NN,N,LatLong} denotes an RF path terminator, the radius and the centre point of a fixed radius turn in terminal airspace.

Climb on track XXX, at or above YYY feet turn right/left denotes and FA path terminator.

From (Waypoint) to XXX feet on track XXX denotes an FA Path terminator.

Climb on heading XXX, at or above YYY feet turn left/right denotes a VA path terminator.

From (waypoint) to XXXX feet on heading XXX denotes a VA path terminator.

Continue on heading XXX denotes a VM path terminator.

Continue on track XXX denotes a FM path terminator.

Abbreviated Description. The description may be abbreviated by placing the leg constraints in
Brackets after the waypoint name as follows:
Speed, track and altitude constraints are contained within square brackets.[ ]

If [A Set of Constraints ] is not preceded by a waypoint name, the last calculated track must be flown until the constraint is reached.
AUGUST 2008 - 39 -

REQUIRED NAVIGATION PERFORMANCE/AREA NAVIGATION GUIDE

PATH TERMINATION TYPES

Currently there are 23 different Path Terminators defined in ARINC 424. However, only 12 of these Path Terminators are acceptable for RNAV procedures design use and an additional path terminator, IF is used when coding the procedures in the database. A smaller sub-set of 6 path terminators should be used for RNP applications; IF,TF, RF, HA, HF and HM. Descriptions of all the RNAV procedure design codes are provided below:

Initial fix (IF)

The coding of RNAV procedures starts at an IF. An IF does not define does not define a desired track in and of itself, but is used in conjunction with another leg type (e.g. TF) in order to define the desired path. It is not used in the design process and need not be published with the procedure description.

Track to fix (TF)

The primary straight route segment for RNAV is a TF route. The TF route is defined by a geodesic path between waypoints.

Direct to am fix (DF)

A DF is used to define a route segment from an unspecified position, on the aircraft’s present track, to a specified fix/waypoint.

Course to an altitude (CA)

A CA is used to define the course of an outbound route segment that terminates at an altitude with and unspecified position.

AUGUST 2008 - 40 -

REQUIRED NAVIGATION PERFORMANCE / AREA NAVIGATION GUIDE

Course to a fix (CF)

A CF is defined as a course that terminates at a fix/waypoint followed by a specific route segment. Course from a fix to an altitude (FA)
An FA is used to define a route segment that begins at a fix/waypoint and terminates at a point where the aircraft altitude is at, or above, a specified altitude.

Course from a fix to a manual termination (FM)

An FM is used when a route segment is terminated for radar vectors.

Holding /Racetrack to an altitude (HA)

An HA is used to define a holding pattern path that automatically terminates at the next
Crossing of the hold waypoint when the aircraft’s altitude is at, or above, the specified altitude.

Holding/Racetrack to a fix (HF)

An HF is used to define a holding pattern path, which terminates at the first crossing of the
Hold waypoint after the holding entry procedure has been performed. This is usually used for course reversal legs.

AUGUST 2008 - 41 –

REQUIRED NAVIGATION PERFORMANCE / AREA NAVIGATION GUIDE

Holding / Racetrack to a manual termination (HM)

An HM is used to define a holding pattern path that is manually terminated by the flight crew.

Constant radius arc to a fix (RF)

The RF, segment is a circular path about a defined turn centre that terminates at a waypoint.

AUGUST 2008 - 42 –

REQUIRED NAVIGATION PERFORMANCE / AREA NAVIGATION GUIDE

Heading to an altitude (VA)

A VA is often used on departures where a heading rather than a track has been specified for climb-out.

Heading to an intercept (VI)
A VI segment is coded wherever a heading is assigned to an aircraft until it intercepts the next leg segment.

Heading to a manual termination (VM)

A VM segment may be coded wherever radar vectoring is provided at the end of a procedure.

AUGUST 2008 - 43 –

REQUIRED PERFORMANCE / AREA NAVIGATION GUIDE

The following table gives guidelines to some of the main approval aspects regarding
PRNAV:-
|AIRWORTHNESS |OPERATIONAL |
|REQUIRMENTS |REQUIREMENTS |
|Requirement : |Requirement: |
|Airworthiness Compliance Statement |Operational procedures for pre- |
| |departure, departure, arrival, & |
|Action : |contingency conditions |
|The AFM may contain a statement | |
|confirming P-RNAV compliance |Action : |
|-or Manufacturer Customer Service letter |Develop SOPs for these phases of flight |
|confirming aircraft type with delivered |For normal & non RNAV contingencies. |
|navigation system is complaint | |
|-or contact aircraft manufacturer/installer | |
|for compliance statement. | |
|Requirement : |Requirement: |
|Integrity of Navigation Database |Procedure for Incident Reporting |
|Action: | |
|Provide evidence that your supplier of |Action : |
|Aeronautical & navigation data has |Show how incidents are reported by crews |
|Product approval (Letter of Acceptance |To the company for remedial action. |
|LoA) in accordance with ED 76/DO-200A. | |
|If not approved, checks must be | |
|Undertaken by operators. | |
|Requirement: |Requirement : |
|MEL amendments as part of |Crew Training |
|airworthiness |Action : |
|requirements |Develop P-RNAV training material |
|Action: |comprising briefings & guidance |
|Review current MEL & amend as required |material for departure & arrival |
|to ensure safe operation under all phases |covering normal & contingency |
|of |procedures. |
|normal operations | |
|non P-RNAV contingency | |
|conditions | |
| |Requirement: |
| |MEL to account for P-RNAV operations |
| |Action: |
| |Review any un-serviceability against MEL |
| |limitations |

|Operator shall compiled documentation showing P-RNAV airworthiness |
|Compliance together with additions/changes to operational procedures and |
|amendments to MEL. Submit the Application to the Regulator for P-RNAV |
|Airworthiness and Operational Approval. |
|Database Integrity checks as per TGL 10 paragraph 10.6 |

**If the data supplier does not possess a L0A, the operator must confirm integrity checking of P-RNAV procedures at each AIRAC cycle. Affected procedures must be inhibited from use until rectified and descriptions reported to the database supplier.

AUGUST 2008 - 44 –

REQUIRED NAVIGATION PERFORMANCE / AREA NAVIGATION GUIDE

In its Road map for Performance-Based Navigation, the FAA has indicated in 2003 that RNP-2 route will be created en route within the Us nationals air space. IN the short term (2004-2006), some routes will be implemented on a trial basis and new separation standards will be developed to take benefit of the RNP-2 performance. During this period of time, the FAA expect to publish RNP-1 or RNP-2 SID’s and STARS initially in overlay to conventional procedures. Full deployment of RNP-2 en route and RNP-1/2 in terminal area will take place in the mid term(2007-2012).

RNP routes outside radio navaid coverage

This type of airspace is implemented, or will be implemented, for en route oceanic navigation or for continental areas outside radio navaid coverage. Typical RNP Types are RNP-10 and RNP-12.6 (considered as equivalent to MNPS requirements, but RNP-4 is also envisaged in the FAA Roadmap for performance-Based Navigation for the mid-term (2007-2012). RNP 4 is associated to FANS A+ with a lateral separation reduction from 50 to 30 NM.

RNP-10 has been implemented, for example in Pacific OTS, in the area of Indian Ocean, Arabian sea, in the NOPAC since 1997, CENPAC since 1998 and CEP since 2000; and in the area of the Tasmanian sea.

RNAV Instrument Approach Procedures (IAP) (Non Precision Approach with RNP specified)

RNAV IAPs have been published in the USA and in Europe. These can be straight in RNAV RNP 0.3 or RNAV (GNSS or GPS) approaches. On many occasion, there could be scenarios in approach, missed approach and also departure for RNP values lower than 0.3 or for curved flight path. In FAA, these criteria are known by acronym SAAAR (Special Aircrew and Aircraft Authorisation Required). ICAO refers these as RNP AR (Authorisation required).

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 FMS navigation UPDATING.

Please refer Airbus FCOM 3.03.19 and Boeing FCTM Chapter 5. 7. Aircraft Navigation Syustems

Aircraft Equipment

Aircraft models, equipped with RNAV capability, can be divided into there main categories:

Aircraft models without FMS but INS (A300 B2/B4s).
Aircraft models with FMS but without GPS PRIMARY means GPS with RAIM
Integrity).

Aircraft models equipped with FMS and GPS PRIMARY (737NG, 777, of Jet Airways).
The demonstrated RNP capability of Single Aisle and Long Range Airbus with GPS is indicated in the Flight Manual for en route, terminal and approach.

AUGUST 2008 - 8 –

REQUIRED NAVIGATION PERFORMANCE / AREA NAVIGATION GUIDE

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. The RNP is based on the assumption that the ground radio navaid infrastructure supports the level of accuracy.
Outside radio navaid coverage, navigation performanc is determined bty the INS/IRS drift rate, which implies a time limitation in direct relation to the RNP value to be achieved.

Aircraft with GPS PRIMARY

When GPS PRIMARY is available in flight, onboard navigation performance exceeds the currently known requirements for any kind of route, including RNAV approaches with RNP 0.3 and RNP as low as 0.1 for some navigation system definitions. 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 if GPS Primary is lost, a preflight verification of GPS PRIMASRY availability may be required for the planned route.

For Aircraft models, IRS navigation is available as an ultimate means of navigation. Therefore, a temporary loss of GPS PRIMARY may be acceptable en route or in terminal area, depending on the RNP value.

If GPS accuracy is needed for a Non Precision Approach, at destination or at alternate, then the GPS availability at the ETA at this airport may have to be checked prior to departure.

MEL Requirements
MEL requirements are based on the type of RNP airspace and the type of instrument procedures.

For airspace within radio navaid coverage, one RNAV system will be normally required, taking into account that conventional navigation from navaid to navaid and radar guidance remains available in case of system failure. Two systems may be required for instrument procedures with flight path below MSA.

For airspace outside radio navaid coverage, two RNAV systems are required to ensure the appropriate redundancy level (for example Dual FMC requirement for BOM/MAA-SIN/KUL route due oceanic RNP requirements.

The operational requirements and procedures are determined byte he type of RNP route of airspace, and will differ for

RNP enroute, or terminal area within radio navaid coverage
RNP enroute, in oceanic or remote area.
RNAV IAP based on RNP

The level of performance (RNP vlaue4 ) also has an effect on these operational requirements and procedures, and on aircraft equipment(GPS, or no GPS).

AUGUST 2008 - 9 –

REQWUIRED ANVIGASTION PERFORMANCE/ AREA NAVIGATION GUIDE

8. Normal procedures for PRNAV Ops

Pre-flight planning • The crew must be trained, qualified and current for the intended route. • For an aircraft with P-RNAV approval, a ‘P’ shall be inserted in the FPL item 10, in • addition to the ‘R’ • Check MEL for affect on RNAV Operations, availability of on board navigation equipment necessary for the route to be flown must be confirmed. • Availability of the navigation infrastructure required for the period of intended operation, including any non-RNAV contingencies, must be confirmed for the period of the intended operation. • Availability of the onboard navigation equipment necessary for the route to be flown must be confirmed. • The onboard navigation database must be appropriate for the region of intended operation and must include the navigation aids waypoints and coded terminal airspace procedures for the departure arrival and alternate airfields.

• NOTAMS / Communication briefing must be checked for lack of any navigation aid that might affects the navigation infrastructure required for the intended operation including any non-RNAV contingencies.

• Operator to establish procedures to ensure accuracy of navigation Data, if the AIRACcycle changes during the flight. An acceptable means is to compare aeronautical charts(new & old) to verify navigation fixes prior to dispatch. If an amended chart is published for the procedure, the data within the data base shall not be use to conduct the operation.

• As specified in the AIP of the responsible airspace if dual P-RNAV systems are requiredfor specific terminal P-RNAV procedure or Oceanic ops, the availability of dual P-RNAVsystem must be confirmed.

• For operations with stand alone e GPS for P-RNAVn, the availability RAIM must be confirmed. Departure

At system initialisation, the flight crew must confirm that the navigation database is current and verify that the aircraft position n has been entered correctly.

The active flight plan should be checked by comparing that charts, SID or other applicable documents, with the map display (if applicable) and the MCDU/CDU. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances any altitude or speed constraints, and where possible, which waypoints are fly-by and which are fly –over. A procedure shall not be used if doubt exists as to the validity of the procedure in the navigation database.

The creation of new waypoints by manual entry into the RNAV system by the flight crew is not permitted as it would invalidate the affected P-RNAV procedure.
.
Prior to commencing take off the flight crew must verify that the RNAV system is available and operating correctly and where applicable the correct airport and runway data have been loaded.

Unless automatic updating of the departure point is provided the flight crew must ensure initialisation on the runway either by means of a manual runway threshold or intersection update as applicable. Where GNSS is used, the signal must be acquired before the take –off roll commences and GNSS position may be used in place of the runway update. Flight progress should be monitored for navigational reasonableness by cross checks, with conventional navigation aids using the primary displays in conjunction with the CDU.

AUGUST 2008 - 10 -