RNAV System Requirements For Airplanes

RNAV in Europe - Procedure Design Master Class
RNAV System Requirements (1)

FMS database issues
FMS architecture FMS database production What RNAV can do FMS limitations
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Aircraft owner Aircraft manufacturer FMC manufacturer Database supplier

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RNAV System Requirements (2)

Navigation Performance Accuracy, Integrity, Availability & Continuity Need for accurate data in WGS 84 Need for appropriate tools
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RNAV System Requirements
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FMS Architecture
System Architecture
Main elements:
Flight Management Computer(s) Control Display Unit Navigation Display Navigation sensor (mix)
Additional elements
Update sensors (DME/GPS/IRS) Navigation database
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FMS Database production

Every 4 weeks a new navigation database Double cycle system: old and new version stored and retrievable by the crew Navigation data provided by the database supplier Non tailored (AIP) and tailored (company routes) data compiled Engine and Airline Policy data added and navigation data Update closes 2 weeks before the effective date
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FMS Database production (2)

Diskettes produced by the FMC manufacturer (Honeywell) or licensee (Racal/Jeppesen) changes checked by the navigation database diskette producer Shipment of navigation diskettes/data-transfer to the Aircraft Operator Data available ~1 week before the effective date Loading via Nav Database loader before the effective date
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Nav Database capacity
96 Kb/192Kb/500Kb/1Mb/........
Nav Database structure

Sub-files:
Airways
Navigation facilities (ILS/VOR/DME/NDB) Way points Airports Runways Gate positions TMA procedures
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Coding rules according AIRINC 424 specification Path and Terminator concept
Flight paths normally designed for non RNAV aircraft ~20 different tools for translation of written text for coding the flight path Complex routes >>>Complex coding TMA procedures consumes half the database capacity
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At present, responsibility for coding rests with the database supplier Future: coding advise by the State Authority?
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What RNAV can do (1)

Highly accurate lateral navigation during straight segments when within Radio update mode Assistance in vertical navigation Certified VNAV control emerging Random tracking Smooth track intercepting
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What RNAV can do (2)

Controlled turn
RF leg is emerging, but will not give all answers to the open loop turn problems
Fly-by turn
FMS-friendly, but requires significant freedom to start and end the turn
Fly-over turn
Unstable intercept next leg Requires long stabilisation distance
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FMS limitations (1)

Minimum distance between waypoints
Limitations for SID coding (often tight turns desired) Speed control required (dominant factor) Speed control may affect aircraft performance
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FMS limitations (2)

Limitations direct after take-off
First fly-by way point minimum distance from Departure End of the Runway (DER) Turn delay when fly-over is programmed Turn delay when turn at an altitude is programmed Destabilised route in case of fly-over coding, unless DF leg is applied
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FMS limitations (3)

Limited in general speed constraints
Only one general speed limit per airport (e.g 250 kt below 10.000 ft)
Limited in procedure designation

Only one approach type per runway codable (unless officially designated separately) Only one missed approach per approach type per runway codable
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FMS limitations (4)

Limited in procedure designation
5 characters for waypoint names 6 characters for airway designators 6 characters for SID/STAR designators Transition concept applied for SIDs/STARs may not match with Source Documentation
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AIRCRFAFT Owner
Aircraft owner responsible for:
nav database contract airline policy data timely loading current data assurance of integrity critical RNAV data (requirement for RNAV) pilot training/checking procedures for RNAV communication via the database supplier
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AIRCRAFT Manufacturer
Aircraft manufacturer
End responsibility for subcontractors (avionica manufacturers) Involvement in modification of software and hardware of any system in the aircraft Additional aircraft performance data added to the database disk
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FMC Manufacturer
FMC manufacturer responsible for:
data translation ARINC 424 into FMC language compatibility with all FMCs (all update versions) Quality assurance process FMC software updates
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DATABASE Supplier
Database supplier responsible for:
conversion source data into ARINC 424 language verification of coding quality assurance (ED 76 compliant for RNAV) communication/verification with sources of the data
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Navigation Performance (1)

RNAV performance aims are:
1 Repeatability of the lateral path 2 Flight path accuracy
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1 Repeatability of the Lateral Path
Safety aspect
remain within the protected airspace
Obstacle clearance Traffic separation
Capacity aspect
ATC reaction to navigation surprises : >>>> increase of separation minima
Economical aspect
Noise abatement
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2 Flight Path Accuracy
Significant increase in accuracy Accuracy highly dependant on coding applied Significant freedom during turns
May cause mitigating reaction by ATC
RF leg emerging
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Accuracy, Integrity, Continuity & Availability
General
History: ICAO RGCSP>>RNP Concept Four parameters to control the safety of the total system Many changes in definition over the years Now also used for sensor specific systems Responsibility for adherence rests with the user
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ACCURACY (1)
Accuracy
The degree of conformance between the estimated, measured, or desired position and/or the velocity of a platform at a given time, and its true position or velocity. Where the system is
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ACCURACY (2)
Position Update Components
DME old/new (provides radio update position) and/or GPS/GLONASS (provides satellite update position) (Augmentation techniques emerging) and additionally -if any IRS(-es) (provides reference position), time related ANP/EPU/EPE warning system (in case of RNP)
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INTEGRITY (1)
Integrity The ability of a system to provide timely warnings to users when the system should not be used for navigation Trusting the system that it is where it says it is
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INTEGRITY (2)
Integrity level to prevent a catastrophic failure condition less than 1*10E-9 per flight hour (JAR 25-1309) Integrity trough (position) error detection and identification Contrary to accuracy, integrity is not measurable
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INTEGRITY (3)
Difficult for complex systems Even more difficult for highly software driven systems Integrity increased by multiple independent system design and crosschecking between independent systems Independency through dissimilar design of multiple systems ?
E.g. independency of DME station selection
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AVAILABILITY (1)
Availability An indication of the ability of the system to provide usable service within the specified coverage area Its there or its not there
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AVAILABILITY (2)
Covers the risk of a lack of guidance at the start of the operation Risk mitigation through multi sensor design Provisions available to give timely alarm in case of loss of navigation Provisions to remain within a specified RNP level (RNP requirement only)
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CONTINUITY of Function (1)

Continuity of Function. The capability of the total system to perform its function without non-scheduled interruptions during the intended operation It will be there or it will not be there
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CONTINUITY of Function (2)

The probability that the system will be available for the duration of a phase of operation (presuming that the system was available at the
beginning of the operation)
RAIM hole checks for the intended route Continuity increased by multiple system design (back-up) Continuity controlled through multi-sensor system design
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WGS 84 (1)
Need for accurate data in WGS 84
WGS 84 technically not required for ground based updating systems, however.. Implementation of WGS 84 is also a matter of increased accuracy and quality control Position determination of FMS without GNSS sensor is relative to the ground station
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WGS 84 (2)
Problems may occur when station with a different reference datum is used Large deviations however should be filtered out by the FMC update algorithm Small differences could be accepted by the system>>Map shift GNSS sensored systems:
WGS 84 datum is absolutely a requirement
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TOOLS (1)
Need for appropriate tools
RNAV procedure design: coding complexity decreased Pressure for complexity in route design (noise driven) Noise abatement routes over-complex compared to conventional design Thorough testing required
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TOOLS (2)
Expert judgement for complex routes Lap-top testing Flight simulator check
Maximum and minimum T/O weight Maximum wind in strength and direction
Actual flight trials via trial periods using designated operators

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ADVISES
In principle, adhere to the minimum distance between way points tables of PANS-OPS Cater for maximum assumed wind speed Cater for different wind directions Apply sufficient distance for first way point after DER Use TF coding as much as possible Apply Fly-over as alternative but... use DF after Fly-over coding, airspace permitting Cater for delayed turns Check flight paths with different FMCs Use S.I. PDT as initial check
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RNAV System Requirements For Airplanes

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RNAV System Requirements For Airplanes

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RNAV in Europe - Procedure Design Master Class

RNAV System Requirements (1)

Aircraft owner Aircraft manufacturer FMC manufacturer Database supplier

RNAV in Europe - Procedure Design Master Class

RNAV System Requirements (2)

RNAV in Europe - Procedure Design Master Class