CAT.IDE.A.345 Communication, navigation and surveillance equipment for operations under IFR or under VFR over routes not navigated by reference to visual landmarks

TWO INDEPENDENT MEANS OF COMMUNICATION Whenever two independent means of communication are required, each system should have an independent antenna installation, except where rigidly supported non-wire antennae or other antenna installations of equivalent reliability are used.

ACCEPTABLE NUMBER AND TYPE OF COMMUNICATION AND NAVIGATION EQUIPMENT

(a)An acceptable number and type of communication and navigation equipment is:

(1)one VHF omnidirectional radio range (VOR) receiving system, one automatic direction finder (ADF) system, one distance measuring equipment (DME), except that an ADF system need not be installed provided that the use of ADF is not required in any phase of the planned flight;

(2)one instrument landing system (ILS) or microwave landing system (MLS) where ILS or MLS is required for approach navigation purposes;

(3)one marker beacon receiving system where a marker beacon is required for approach navigation purposes;

(4)area navigation equipment when area navigation is required for the route being flown (e.g. equipment required by Part-SPA);

(5)an additional DME system on any route, or part thereof, where navigation is based only on DME signals;

(6)an additional VOR receiving system on any route, or part thereof, where navigation is based only on VOR signals; and

(7)an additional ADF system on any route, or part thereof, where navigation is based only on non-directional beacon (NDB) signals.

(b)Aeroplanes may be operated without the navigation equipment specified in (6) and (7) provided they are equipped with alternative equipment. The reliability and the accuracy of alternative equipment should allow safe navigation for the intended route.

(c)The operator conducting extended range operations with two-engined aeroplanes (ETOPS) should ensure that the aeroplanes have a communication means capable of communicating with an appropriate ground station at normal and planned contingency altitudes. For ETOPS routes where voice communication facilities are available, voice communications should be provided. For all ETOPS operations beyond 180 minutes, reliable communication technology, either voice-based or data link, should be installed. Where voice communication facilities are not available and where voice communication is not possible or is of poor quality, communications using alternative systems should be ensured.

(d)To perform IFR operations without an ADF system installed, the operator should consider the following guidelines on equipment carriage, operational procedures and training criteria.

(1)ADF equipment may only be removed from or not installed in an aeroplane intended to be used for IFR operations when it is not essential for navigation, and provided that alternative equipment giving equivalent or enhanced navigation capability is carried. This may be accomplished by the carriage of an additional VOR receiver or a GNSS receiver approved for IFR operations.

(2)For IFR operations without ADF, the operator should ensure that:

(i)route segments that rely solely on ADF for navigation are not flown;

(ii)ADF/NDB procedures are not flown;

(iii)the minimum equipment list (MEL) has been amended to take account of the non-carriage of ADF;

(iv)the operations manual does not refer to any procedures based on NDB signals for the aeroplanes concerned; and

(v)flight planning and dispatch procedures are consistent with the above mentioned criteria.

(3)The removal of ADF should be taken into account by the operator in the initial and recurrent training of flight crew.

(e)VHF communication equipment, ILS localiser and VOR receivers installed on aeroplanes to be operated in IFR should comply with the following FM immunity performance standards:

(1)ICAO Annex 10, Volume I - Radio Navigation Aids, and Volume III, Part II - Voice Communications Systems; and

(2)acceptable equipment standards contained in EUROCAE Minimum Operational Performance Specifications, documents ED-22B for VOR receivers, ED-23B for VHF communication receivers and ED-46B for LOC receivers and the corresponding Radio Technical Commission for Aeronautics (RTCA) documents DO-186, DO-195 and DO-196.

FAILURE OF A SINGLE UNIT Required communication and navigation equipment should be installed such that the failure of any single unit required for either communication or navigation purposes, or both, will not result in the failure of another unit required for communications or navigation purposes.

LONG RANGE COMMUNICATION SYSTEMS

(a)The long range communication system should be either a high frequency/HF-system or another two-way communication system if allowed by the relevant airspace procedures.

(b)When using one communication system only, the competent authority may restrict the minimum navigation performance specifications (MNPS) approval to the use of the specific routes.

APPLICABLE AIRSPACE REQUIREMENTS For aeroplanes being operated under European air traffic control, the applicable airspace requirements include the Single European Sky legislation.

AIRCRAFT ELIGIBILITY FOR PBN SPECIFICATION NOT REQUIRING SPECIFIC APPROVAL

(a)The performance of the aircraft is usually stated in the AFM.

(b)Where such a reference cannot be found in the AFM, other information provided by the aircraft manufacturer as TC holder, the STC holder or the design organisation having a privilege to approve minor changes may be considered.

(c)The following documents are considered acceptable sources of information:

(1)AFM, supplements thereto, and documents directly referenced in the AFM;

(2)FCOM or similar document;

(3)Service Bulletin or Service Letter issued by the TC holder or STC holder;

(4)approved design data or data issued in support of a design change approval;

(5)any other formal document issued by the TC or STC holders stating compliance with PBN specifications, AMC, Advisory Circulars (AC) or similar documents issued by the State of Design; and

(6)written evidence obtained from the State of Design.

(d)Equipment qualification data, in itself, is not sufficient to assess the PBN capabilities of the aircraft, since the latter depend on installation and integration.

(e)As some PBN equipment and installations may have been certified prior to the publication of the PBN Manual and the adoption of its terminology for the navigation specifications, it is not always possible to find a clear statement of aircraft PBN capability in the AFM. However, aircraft eligibility for certain PBN specifications can rely on the aircraft performance certified for PBN procedures and routes prior to the publication of the PBN Manual.

(f)Below, various references are listed which may be found in the AFM or other acceptable documents (see listing above) in order to consider the aircraft’s eligibility for a specific PBN specification if the specific term is not used.

(g)RNAV 5

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 5 operations.

(i)B-RNAV;

(ii)RNAV 1;

(iii)RNP APCH;

(iv)RNP 4;

(v)A-RNP;

(vi)AMC 20-4;

(vii)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 2 (TGL 2);

(viii)JAA AMJ 20X2;

(ix)FAA AC 20-130A for en route operations;

(x)FAA AC 20-138 for en route operations; and

(xi)FAA AC 90-96.

(h)RNAV 1/RNAV 2

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 1/RNAV 2 operations.

(i)RNAV 1;

(ii)PRNAV;

(iii)US RNAV type A;

(iv)FAA AC 20-138 for the appropriate navigation specification;

(v)FAA AC 90-100A;

(vi)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 Rev1 (TGL 10); and

(vii)FAA AC 90-100.

(2)However, if position determination is exclusively computed based on VOR-DME, the aircraft is not eligible for RNAV 1/RNAV 2 operations.

(i)RNP 1/RNP 2 continental

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 1/RNP 2 continental operations.

(i)A-RNP;

(ii)FAA AC 20-138 for the appropriate navigation specification; and

(iii)FAA AC 90-105.

(2)Alternatively, if a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above and position determination is primarily based on GNSS, the aircraft is eligible for RNP 1/RNP 2 continental operations. However, in these cases, loss of GNSS implies loss of RNP 1/RNP 2 capability.

(i)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 10 (TGL 10) (any revision); and

(ii)FAA AC 90-100.

(j)RNP APCH — LNAV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations.

(i)A-RNP;

(ii)AMC 20-27;

(iii)AMC 20-28;

(iv)FAA AC 20-138 for the appropriate navigation specification; and

(v)FAA AC 90-105 for the appropriate navigation specification.

(2)Alternatively, if a statement of compliance with RNP 0.3 GNSS approaches in accordance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(i)JAA TEMPORARY GUIDANCE MATERIAL, LEAFLET NO. 3 (TGL 3);

(ii)AMC 20-4;

(iii)FAA AC 20-130A; and

(iv)FAA AC 20-138.

(k)RNP APCH — LNAV/VNAV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LNAV/VNAV operations.

(i)A-RNP;

(ii)AMC 20-27 with Baro VNAV;

(iii)AMC 20-28;

(iv)FAA AC 20-138; and

(v)FAA AC 90-105 for the appropriate navigation specification.

(2)Alternatively, if a statement of compliance with FAA AC 20-129 is found in the acceptable documentation as listed above, and the aircraft complies with the requirements and limitations of EASA SIB 2014-04, the aircraft is eligible for RNP APCH — LNAV/VNAV operations. Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

(l)RNP APCH — LPV minima

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP APCH — LPV operations.

(i)AMC 20-28;

(ii)FAA AC 20-138 for the appropriate navigation specification; and

(iii)FAA AC 90-107.

(2)For aircraft that have a TAWS Class A installed and do not provide Mode-5 protection on an LPV approach, the DH is limited to 250 ft.

(m)RNAV 10

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNAV 10 operations.

(i)RNP 10;

(ii)FAA AC 20-138 for the appropriate navigation specification;

(iii)AMC 20-12;

(iv)FAA Order 8400.12 (or later revision); and

(v)FAA AC 90-105.

(n)RNP 4

(1)If a statement of compliance with any of the following specifications or standards is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 4 operations.

(i)FAA AC 20-138B or later, for the appropriate navigation specification;

(ii)FAA Order 8400.33; and

(iii)FAA AC 90-105 for the appropriate navigation specification.

(o)RNP 2 oceanic

(1)If a statement of compliance with FAA AC 90-105 for the appropriate navigation specification is found in the acceptable documentation as listed above, the aircraft is eligible for RNP 2 oceanic operations.

(2)If the aircraft has been assessed eligible for RNP 4, the aircraft is eligible for RNP 2 oceanic.

(p)Special features

(1)RF in terminal operations (used in RNP 1 and in the initial segment of the RNP APCH)

(i)If a statement of demonstrated capability to perform an RF leg, certified in accordance with any of the following specifications or standards, is found in the acceptable documentation as listed above, the aircraft is eligible for RF in terminal operations:

(A)AMC 20-26; and

(B)FAA AC 20-138B or later.

(ii)If there is a reference to RF and a reference to compliance with AC 90-105, then the aircraft is eligible for such operations.

(q)Other considerations

(1)In all cases, the limitations in the AFM need to be checked; in particular, the use of AP or FD which can be required to reduce the FTE primarily for RNP APCH, RNAV 1, and RNP 1.

(2)Any limitation such as ‘within the US National Airspace’ may be ignored since RNP APCH procedures are assumed to meet the same ICAO criteria around the world.

GENERAL

(a)The PBN specifications for which the aircraft complies with the relevant airworthiness criteria are set out in the AFM, together with any limitations to be observed.

(b)Because functional and performance requirements are defined for each navigation specification, an aircraft approved for an RNP specification is not automatically approved for all RNAV specifications. Similarly, an aircraft approved for an RNP or RNAV specification having a stringent accuracy requirement (e.g. RNP 0.3 specification) is not automatically approved for a navigation specification having a less stringent accuracy requirement (e.g. RNP 4). RNP 4

(c)For RNP 4, at least two LRNSs, capable of navigating to RNP 4, and listed in the AFM, may be operational at the entry point of the RNP 4 airspace. If an item of equipment required for RNP 4 operations is unserviceable, then the flight crew may consider an alternate route or diversion for repairs. For multi-sensor systems, the AFM may permit entry if one GNSS sensor is lost after departure, provided one GNSS and one inertial sensor remain available.

SHORT HAUL OPERATIONS The term ’short haul operations’ refers to operations not crossing the North Atlantic.

PERFORMANCE-BASED COMMUNICATION AND SURVEILLANCE (PBCS) OPERATIONS For operations in airspaces where required communication performance (RCP) and required surveillance performance (RSP) for PBCS have been prescribed, the operator should:

(a)ensure that the communication equipment and surveillance equipment meet the prescribed RCP and RSP specifications respectively, as shown by an AFM statement or equivalent;

(b)ensure that operational constraints are reflected in the MEL;

(c)establish and include in the OM:

(1)normal, abnormal and contingency procedures;

(2)the flight crew qualification and proficiency constraints; and

(3)a training programme for relevant personnel consistent with the intended operations;

(d)ensure continued airworthiness of the communication equipment and surveillance equipment in accordance with the appropriate RCP and RSP specifications respectively;

(e)ensure that the contracted communication service provider (CSP) for the airspace being flown complies with the required RCP and RSP specifications as well as with monitoring, recording and notification requirements; and

(f)participate to monitoring programmes established in the airspace being flown in order to:

(1)submit the relevant reports of observed communication and surveillance performance respectively; and

(2)establish a process for immediate corrective action in case non-compliance with the appropriate RCP or RSP specifications is detected.

PBCS OPERATIONS — GENERAL Detailed guidance material on PBCS operations may be found in the following documents:

(a)ICAO Doc 9869 ‘Performance-based Communication and Surveillance (PBCS) Manual’

(b)ICAO Doc 10037 ‘Global Operational Data Link (GOLD) Manual’ PBCS OPERATIONS — AIRCRAFT ELIGIBILITY

(a)The aircraft eligibility for compliance with the required RCP/RSP specifications should be demonstrated by the aircraft manufacturer or equipment supplier and be specific to each individual aircraft or the combination of the aircraft type and the equipment. The demonstrated compliance with specific RCP/RSP specifications may be documented in one of the following documents:

(1)the type certificate (TC);

(2)the supplemental type certificate (STC);

(3)the aeroplane flight manual (AFM) or AFM Supplement;

(4)a compliance statement from the manufacturer or the holder of the design approval of the data link installation, approved by the State of Design; or

(b)In addition to the indication of compliance with specific RCP/RSP specifications, the operator should comply with any associated operating limitations, information and procedures specified by the aircraft manufacturer or equipment supplier in the AFM or other appropriate documents. PBCS OPERATIONS — MEL ENTRIES

(a)The operator should amend the MEL, in accordance with the items identified by the aircraft manufacturer or equipment supplier in the master minimum equipment list (MMEL) or MMEL supplement, in relation to PBCS capability, to address the impact of losing an associated system/sub-system on data link operational capability.

(b)As an example, equipment required in current FANS 1/A-capable aircraft, potentially affecting RCP and RSP capabilities, may be the following:

(1)VHF, SATCOM, or HFDL1 radios, as applicable;

(2)ACARS management unit (MU)/communications management unit (CMU);

(3)flight management computer (FMC) integration; and

(4)printer, if procedures require its use. PBCS OPERATIONS — OPERATING PROCEDURES The operator should establish operating procedures for the flight crew and other relevant personnel, such as but not limited to, flight dispatchers and maintenance personnel. These procedures should cover the usage of PBCS-relevant systems and include as a minimum:

(a)pre-flight planning requirements including MEL consideration and flight plan filing;

(b)actions to be taken in the data link operation, to include specific RCP/RSP required cases;

(c)actions to be taken for the loss of data link capability while in and prior to entering the airspace requiring specific RCP/RSP specifications. Examples may be found in ICAO Doc 10037;

(d)problem reporting procedures to the local/regional PBCS monitoring body or central reporting body as applicable; and

(e)compliance with specific regional requirements and procedures, if applicable. PBCS OPERATIONS — QUALIFICATION AND TRAINING

(a)The operator should ensure that flight crew and other relevant personnel such as flight dispatchers and maintenance personnel are proficient with PBCS operations. A separate training programme is not required if data link communication is integrated in the current training programme. However, the operator should ensure that the existing training programme incorporates a basic PBCS concept and requirements for flight crew and other personnel that have direct impact on overall data link performance required for the provisions of air traffic services such as reduced separation.

(b)The elements covered during the training should be as a minimum:

(1)Flight crew

(i)Data link communication system theory relevant to operational use;

(ii)AFM limitations;

(iii)Normal pilot response to data link communication messages;

(iv)Message elements in the message set used in each environment;

(v)RCP/RSP specifications and their performance requirements;

(vi)Implementation of performance-based reduced separation with associated RCP/RSP specifications or other possible performance requirements associated with their routes;

(vii)Other ATM operations involving data link communication services;

(viii)Normal, non-normal and contingency procedures; and

(ix)Data link communication failure/problem and reporting. Note (1) If flight crew has already been trained on data link operations, additional training only on PBCS is required, addressing a basic concept and requirements that have direct impact on overall data link performance required for provisions of air traffic services (e.g. reduced separation). Note (2) Training may be provided through training material and other means that simulate the functionality.

(2)Dispatchers/flight operations officers

(i)Proper use of data link and PBCS flight plan designators;

(ii)Air traffic service provider’s separation criteria and procedures relevant to RCP/RSP specifications;

(iii)MEL remarks or exceptions based on data link communication;

(iv)Procedures for transitioning to voice communication and other contingency procedures related to the operation in the event of abnormal behaviour of the data link communication;

(v)Coordination with the ATS unit related to, or following a special data link communication exceptional event (e.g. log-on or connection failures); and

(vi)Contingency procedures to transition to a different separation standard when data link communication fails.

(3)Engineering and maintenance personnel

(i)Data link communication equipment including its installation, maintenance and modification;

(ii)MEL relief and procedures for return to service authorisations; and

(iii)Correction of reported non-performance of data link system. PBCS OPERATIONS — CONTINUED AIRWORTHINESS

(a)The operator should ensure that aircraft systems are properly maintained to continue to meet the applicable RCP/RSP specifications.

(b)The operator should ensure that the following elements are documented and managed appropriately:

(1)configuration and equipment list detailing the pertinent hardware and software components for the aircraft/fleet(s) applicable to the specific RCP/RSP operation;

(2)configuration control for subnetwork, communication media and routing policies; and

(3)description of systems including display and alerting functions (including message sets). PBCS OPERATIONS — CSP COMPLIANCE

(a)The operator should ensure that their contracted CSPs notify the ATS units of any failure condition that may have an impact on PBCS operations. Notification should be made to all relevant ATS units regardless of whether the CSP has a contract with them.

(b)The operator may demonstrate the compliance of their contracted CSP through service level agreements (SLAs)/contractual arrangements for data link services or through a joint agreement among PBCS stakeholders such as a Memorandum of Understanding (MOU) or a PBCS Charter. PBCS OPERATIONS — PBCS CHARTER A PBCS charter has been developed by PBCS stakeholders and is available as an alternative to SLAs in order to validate the agreement between the operator and the CSP for compliance with RCP/RSP required for PBCS operations. The charter is hosted on the website www.FANS-CRA.com where operators and CSPs can subscribe. PBCS OPERATIONS — PARTICIPATION IN MONITORING PROGRAMMES

(a)The operator should establish a process to participate in local or regional PBCS monitoring programmes and provide the following information, including any subsequent changes, to monitoring bodies:

(1)operator name;

(2)operator contact details; and

(3)other coordination information as applicable, including appropriate information means for the CSP/SSP service fail notification.

(b)The process should also address the actions to be taken with respect to problem reporting and resolution of deficiencies, such as:

(1)reporting problems identified by the flight crew or other personnel to the PBCS monitoring bodies associated with the route of the flight on which the problem occurred;

(2)disclosing operational data in a timely manner to the appropriate PBCS monitoring bodies when requested for the purposes of investigating a reported problem; and

(3)investigating and resolving the cause of the deficiencies reported by the PBCS monitoring bodies