ContactTel:+351.21.8553506 ContactFax:+351.21.8553399 ContactEmail:[email protected] ContactAFS:AFTN LPPPYOYC ContactDirecção de Segurança e Desempenho Operacional | AIC for PORTUGAL NAV Portugal, E.P.E. | AIC A 009/2003 Effective from 10 APR 2003 Published on 10 APR 2003 |
The implementation of B-RNAV, with effect from 23rd April l998, will require from aircraft other than State aircraft, a navigation equipment meeting requirements set out in ICAO Doc. 7030 Regional Supplementary Procedures.
The carriage of B-RNAV equipment will become mandatory on the entire ATS Route Network in the ECAC area, including those RNAV routes in FIR/UIR Casablanca linking the Iberian Peninsula and the Canary Islands.
This AIC has been published jointly by Morocco, Portugal and Spain with the aim of provide information for the coordinated implementation of B-RNAV in the airspace between the Iberian Peninsula and the Canary Islands.w
Subsequently, Morocco will publish in the AIP the necessary modifications according to the content of this AIC.
Aircraft, operating on the ATS routes within the Lisboa, Madrid, Casablanca and Canary FIR/UIR, shall be equipped with, as a minimum, RNAV equipment meeting RNP 5 in accordance with the requirements set out in of ICAO Doc. 7030 Regional Supplementary Procedures ( EUR RAC section 15).
Acceptable means of compliance and operational criteria are set out in Technical Guidance Leaflet Nº. 2 rev. 1 approved by the Joint Aviation Authorities Committee on 97/06/02.
UA/UN 857, UN 858, UA/UN 873 and UN 866 route network form a corridor linking the Canary Archipelago with Europe.
These Routes present a parallel layout over the Atlantic Ocean, with a 43 NM minimum separation between axis.
VOR/DME based navigation may not be possible for extended periods on these RNAV routes due to the existing distances from navaids. This results in a number of constraints of B-RNAV operation on some of these routes.
RNAV based only on VOR and DME may not be regarded as providing a suitable means of meeting the B-RNAV requirement in routes UN 866 and UA/UN 873.
Selection of traditional navigation equipment (e.g. VOR, DME and ADF) to available aids to allow immediate crosschecking or reversion in the event of loss of GPS navigation capability as required by TGL Nº. 2 may not be possible.
For these reasons, the following provisions for the above mentioned routes supplement those set out in TGL Nº.2.
The alignment of the four routes required the insertion in the RAIM prediction tool of lateral separation between axis.
| Route | Lateral Separation |
|---|---|
| UA/UN 857 | 54 NM |
| UN 858 | 43 NM |
| UA/UN 873 | 43 NM |
| UN 866 | 53 NM |
Area navigation based on VOR/DME presents limitations in some legs of routes UN 866 and UA/UN 873, as there are intervals where no adequate reception of VOR/DME signal is guaranteed. For this reason, and unless INS/IRS systems are installed, the use of pre-flight prediction software tool will be required even for those aircraft installing multisensory GPS.
In the event of failure of the RNAV System, lateral containment will be assured by the pilot, by means of cross-checking with available ground based navigation aids (VOR/DME). For this reason, it has been agreed the modification of the actual fix structure and the implementation of new fixes, along UA/UN 857, UN 858, UA/UN 873 and UN 866, that should be used by the aircraft as position checking reference by designation to VOR/DME stations, which minimise position error.
ATC must be informed by the pilot of the RNAV system failure ( see table and paragraph 3.5).
The methods for reducing navigation errors by the application of dead reckoning techniques are to be included in training programs for operation where dual redundant RNAV systems are not available.
Modified and new fixes to be established in UN 866, UN 873 and UN 857 RNAV routes within FIR Casablanca Airspace
| FIX | LATITUDE (WGS 84) | LONGITUDE (WGS 84) | STATION DME (VOR/DME) | RDL (NM) |
|---|---|---|---|---|
| UN 866 | ||||
| BEXAL | 35 57 50 N | 011 26 48 W | SGR 138 | 248º |
| KUBIL | 34 15 40 N | 012 54 42 W | FUN 211 | 073º |
| LUPEX | 32 59 51 N | 013 57 18 W | FUN 140 | 092º |
| KONBA | 31 18 03 N | 015 18 06 W | LZR 159 | 330º |
| UN 873 | ||||
| BAROK | 35 57 50 N | 010 01 18 W | SGR 85 | 044º |
| BENTU | 34 37 42 N | 011 14 37 W | CBA 190 | 295º |
| NEVEL | 32 59 51 N | 012 40 18 W | ESS 179 | 308º |
| MITLA | 31 18 30 N | 014 04 56 W | LZR 132 | 354º |
| SAMAR | 30 53 59 N | 014 24 56 W | LZR 114 | 343º |
| UN 858 | ||||
| AKUDA | 35 57 50 N | 008 56 54 W | SGR 67 | 186º |
| SUNID | 34 37 11 N | 010 09 24 W | CBA 140 | 301º |
| ATLUX | 32 59 51 N | 011 33 06 W | ESS 134 | 320º |
| DIMSA | 31 58 19 N | 012 23 56 W | ADM 184 | 308º |
| SULAM | 30 54 57 N | 013 14 54 W | LZR 106 | 015º |
| VASTO | 30 30 34 N | 013 34 22 W | LZR 81 | 365º |
| UN 857 | ||||
| KORNO | 35 49 50 N | 007 24 54 W | VJF 75 | 256º |
| ABODA | 35 24 50 N | 007 50 00 W | VFA 96 | 182º |
| IBALU | 34 21 39 N | 008 51 48 W | CBA 78 | 290º |
| AMETA | 32 59 51 N | 010 08 54 W | MAK 133 | 313º |
| TURMA | 31 45 14 N | 011 16 39 W | ESS 84 | 290º |
| VEDOD | 30 30 21 N | 012 22 24 W | LZR 100 | 043º |
| TERTO | 30 06 15 N | 012 43 02 W | LZR 70 | 043º+ |
Due to limitations in VOR/DME coverage, operation on these routes will require, as a minimum, a single INS or a single GPS based RNAV system operated in accordance with TGL Nº. 2 .
Note 1 : In accordance with TGL Nº. 2, INS without a function for automatic radio updating of aircraft position, may be used only for a maximum of two hours from the last alignment/position update performed on the ground.
Monitoring will take place for at least a period of one year from the date of applicability of this AIC. The aim of this monitoring will be to confirm that the performance of RNAV systems employed on these ATS routes is in accordance with the estimates employed in establishing the operational requirements.
This monitoring will be primarily based upon the analysis of radar recordings.However flight crew are requested to assist in this programme by the following:
In addition ATC will take note of any unintentional deviation greater than 10NM, if such a deviation is observed ATC will request the above information from the Pilot.
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This AIC was AIC 02-1998 replaced by AIC 09-03 without any changes.