EUROCONTROL oint Aviation Authorities Aircraft Certification and Operational Approval D. J. Hawkes Chairman JAA CNS/ATM Steering Group Luxembourg 2001 RNAV in Terminal Airspace Workshop
Key Objectives • Meeting the requirements • Meeting implementation schedules • Obtaining approval to fly RNAV
Key Milestones Approval to operate European RNAV routes
Key Milestones Approval to operate European RNAV routes Certification of aircraft modifications
Key Milestones Approval to operate European RNAV routes ....which Authority ? Certification of aircraft modifications Approval of equipment
The Joint Aviation Authorities • The JAA is a European organisation operating from its headquarters in the Netherlands. • Under the terms of an Arrangements Document agreed by the 33 member states, common requirements are adopted and applied for • aircraft operational approval • airworthiness certification • aircraft maintenance, and • personnel licensing.
JAA is for: • airspace policy • implementation schedules • air traffic services • airport regulation • military aircraft • non-European carriers not responsible No separate legal identity outside the Netherlands. Requirements and decisions not legally binding on members. National authorities are responsible for implementing JAA requirements and decisions.
ICAO (EUR/NAT) ECAC Albania Lithuania Armenia Ukraine Russian Federation Estonia JAA Latvia Azerbaijan Belarus EUROCONTROL Kazakhstan Georgia Bulgaria EU Kyrgyzstan Cyprus Tajikistan Malta Austria Moldova Finland Turkmenstan Monaco Ireland Uzbekistan Romania Sweden San Marino Slovak Republic Bosnia & Herzegovina Slovenia Switzerland Luxembourg Spain NATO1 Portugal Germany Greece Netherlands Belgium Denmark France UK Italy Poland Turkey Czech Republic Iceland2 Hungary Norway The former Yugoslavian Republic of Macedonia Croatia January 2001 1 NATO includes USA and Canada. 2 Iceland is in ICAO NAT Region.
Operational Requirements • JAR OPS-1 sets operational requirements which apply only to aeroplanes used for commercial air transportation where the principal place of business of the operator is in a JAA member state. • JAR OPS-3 applies to helicopters.
Airworthiness Requirements • JAA airworthiness requirements • (JAR-25, etc.) apply only to civil aircraft registered in a JAA member state. • For general aviation, national regulations and procedures apply, pending development of appropriate JAA requirements.
Operators from Non JAA States • Will need to satisfy European airspace RNAV standards • Must apply to their own national Authority for approval • Authorities of Non JAA States may adopt JAA certification and operational material or publish equivalent standards.
JAA JAA Guidance Leaflets TGL No. 2 rev 1: Basic RNAV TGL No. 3 rev 1: GPS TGL No. 9: Database Assurance TGL No. 10: Precision RNAV
Guidance Material in Preparation • RNAV Approach • RNP-RNAV • RNP-10 • Reduced Longitudinal Separation
Basic RNAVJAA TGL 2 rev 1 • A simple standard for en-route navigation giving +/- 5NM lateral accuracy • Not compatible with complex procedures • Cockpit integration often very basic • Not compatible with high crew workload • Navigation database integrity an issue • Not intended for Terminal Airspace other than entry and exit.
Precision RNAVJAA TGL 10 • An interim step towards the full ICAO RNP standard but relaxed to allow many existing aircraft to be accepted with minimum modification. • P-RNAV is applicable to Terminal Airspace including departures, arrivals, and approaches up to the point of the Final Approach Waypoint.
Precision RNAV • Lateral track keeping accuracy is +/- 1NM • Compatible with design criteria for airspace procedures and expected crew workload. • Certification criteria is based on a total of 17 Assumptions about the operating environment that the airspace authorities will need to address.
P-RNAV AssumptionsTGL 10 Section 4 Three (of the 17) important assumptions: • Airspace procedures satisfy PANS OPS and follow the guidelines of EUROCONTROL document NAV.ET1.ST10 ‘Guidance Material for the Design of Procedures for DME/DME and GNSS Area Navigation’. • The need to carry dual P-RNAV systems is identified in the AIP for terminal P-RNAV procedures with particular hazards. • RT phraseology for P-RNAV is promulgated.
Experience: Aircraft Equipage Aircraft operators under-estimate the availability of equipment and installation service bulletins, the available capacity in modification centres, and the time needed to complete the approval processes. “ A view in the mirror is not always good. ” Zen
How long can it take ? Problem recognised Solution proposed Statement of intent 1
How long can it take ? Proof of concept Standardisation: ICAO, EUROCAE Problem recognised Safety studies Solution proposed Regulations prepared: JAA, FAA, ATS Statement of intent Consultation and planning Go Decision 1 3+ Years elapsed
How long can it take ? Preparation by aircraft operators and ATS Commercial arrangements Equipment procurement and Modifications Training Certification & operational approval Go Decision Implementation Years elapsed 3+ 1
How long can it take ? Proof of concept Preparation by aircraft operators and ATS Standardisation Problem recognised Commercial arrangements Safety studies Equipment procurement and Modifications Solution proposed Regulations Training Statement of intent Consultation Certification & operational approval Go Decision Go Decision Implementation Years elapsed 3+ 1 7
Next step? Following that first important step of B-RNAV we now have the opportunity to introduce P-RNAV as the next step towards full RNP-RNAV operations.
Conclusion If we are to enjoy the full benefits that RNAV can bring, the air traffic services and the aircraft operators should be planning and preparing NOW !
Cautionary Note • Any views expressed in this presentation, or references made to publications, should not be interpreted as being the current policies of any national authority. Readers are advised to consult the latest publications of national authorities for information on applicable policies, requirements and guidance material. • Enquiries relating to the certification of aircraft systems, or to operational approvals, should be made to the applicant’s own national authority.
Obtaining Information: useful Web Sites • JAA • JAA Publisher • EUROCAE • EUROCONTROL • www.jaa.nl • www.global.ihs.com and www.avdataworks.com • www.eurocae.org • www.eurocontrol.be and • www.ecacnav.com