t ‘) c/
`
`U.S. Department
`of Tronsportatron
`Federal
`Aviation
`Administration
`
`Advisory
`Circular
`
`Subject: AIRG33EzMINESS APPROVALOF
`
`OMJSG&/VLJ? NAVSWION SYSTEMS IFOR USE
`IN THE U.S. NATIONAL AIRSPACE
`sYsm MASS AND ALASKA
`
`IMe: g/12/88
`lnitiated
`by: xR-12()
`
`AC NO: 20-1()1c
`Change:
`
`but not
`1 PURPOSE. This advisory circular establishes an acceptable ws,
`tie only means, of obtaining airworthiness approval of an mga/Very mw
`Frequency (VLF) navigation system for use under VFR (visual
`flight
`rules) and
`IFR (instrument
`flight
`rules) within
`the conterminous United States, Alaska, and
`surrounding United States waters. Like all advisory material,
`this advisory
`circular
`is not,
`in itself, mndatory and does not constitute a regulation.
`It
`is issued for guidance purposes and to outline one method of compliance with
`aimrthiness
`requirements. As such, the terms "shall" and "must1 used in this
`advisory circular pertain
`to an applicant who chooses to follow
`the method
`presented. The guidelines provided in this advisory circular supersede those of
`AC 90045A, Approval of Area Navigation Systems for Use in the U.S.:National
`2.
`Airspace System, for ma/VLF
`navigation equipt.
`
`2 CANCELLATION. Advisory Circular
`(AC) 200lOlB, dated December 1, 1980, is
`canceled.
`RELATEDFAR. Federal Aviation Regulations (FAR) Parts 23, 25, 27, 29, 43,
`3
`91 0
`and
`4 0 RELATEDREADINGMA!TERIALS,
`(FAA)/Technical Standard Order (TSO)
`a. Federal Aviation Administration
`C94a, Qnega Receiving Equipment Qxrating Within the Radio Frequency Range 10.2
`to 13.6 Kilohertz, and TSO C120, Airborne Area Navigation Equipment Using
`ma/VLF
`Inputs. Copies nay be obtained from the Deparmt
`of Transportation,
`FAA, Aircraft Certification
`Service, Aircraft Engineering Division
`(AIR-1201,
`800 Independence Avenue, SW., mshington, DC 20591.
`b Radio Technical Cammission for Aeronautics (RICA), Document No.
`E?TCA&6OB, Environmental Conditions and Test Procedures for Airborne
`Quipment,
`lBcument No. RX@&164A, Airborne &ga Receiving Equipnt,
`bcu.ment No. RTCA/DO-178A, Software Considerations
`in Airborne Systems and
`EQuipnt Certification,
`and writ
`No. RICA/DO-190, Minimum Operational
`Performance Standards for Airborne Area Navigation Equipment using Omega/vr;F
`Inputs. Ccpies may be purchased from RTCA Secretariat, One McPherson Square,
`Suite 500, 1425 K Street, WV., Wshington, DC 20005.
`c. Advisory Circular 90-82, Random Area Navigation Routes. Copies may be
`fromthe Department of Transportation, Utilization
`obtained
`and Storage Section,
`M-443.2, Washington, DC 20590.
`
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`AC 204OlC
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`g/12/88
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`of Normal Category Rotorcraft.
`d. Advisory Circular 27-1, Certification
`This documnt should be referenced to determine if considerations beyond those
`contained in this advisory circular are necessary when installing
`an W/W
`If necessary, AC 27-1 will
`navigation system in a nom1 category rotorcraft.
`address those item peculiar
`to rotorcraft
`installations.
`Copies my be ordered
`from: Superintendent of mcuments, U.S. Govermt
`Printing Off-ice, FJashington,
`DC 20402, or from any of the Government Printing Office bookstores located in
`Identify
`the publication as AC 27-1,
`major cities
`throughout the United States,
`Certification
`of Norm1 Category Rotorcraft, Stock Number 050-007-00708-6.
`
`of Transport Category Rotorcraft.
`e. Advisory Circular 29-2, Certification
`This document should be referenced to determine if considerations beyond those
`contained in this advisory circular are necessary when installing
`an Omega/VL,F
`navigation system in a transport category rotorcraft.
`If necessary, AC 29-2
`will address those it-
`peculiar
`to rotorcraft
`installations.
`
`'
`
`5.BxKGR0UND.
`a. System Description: Omega is a radio navigation system which uses low
`frequency, precisely
`timed pulsed signals from eight round transmitting
`stations
`sL&ed thou&r& of miles apart around the mrld.
`The VW commications
`system
`is comprised of a series of high power very low frequency transmitters
`comprising the U.S. Naval VLF Telecmmn ications Network. Omega stitions
`transmit
`in a very precise phase stable format and are synchronized with each
`hover,
`other using atomic clocks. The VW signals are transmitted similarly,
`are not synchronized with each other as with Vega signals. Position data is
`derived by measuring the phase changes of signals being received. The system
`solves the continuously changing georrretry problem and converts the phase changes
`being measured fram several stations
`into distance and direction of rrw>vement
`since the last phase meilsurmts were taken. The increTllenta1 changes in
`distance and direction are continuously combined with previously calculated
`Navigation values such as distance
`positions
`to determine the present position.
`and bearing to a waypoint are computed from the aircraft
`latitude/longitude
`and
`the location of the waypoint. Course guidance is generally provided as a linear
`deviation
`from the desired track of a great circle course. The desired course
`my be pilot selectable or my be determined by the navigation computer by
`cqutations
`based on the locations of succesive waypoints.
`b . System Availability
`and Reliability.
`the purpose of
`for
`(1) The Ortega station netmrk was created solely
`itiomtion
`long-range navigation. &ega system status
`is available
`providing
`on a telephone recording fram U.S. Naval Observatory,
`telephone (703) 866-3801.
`-a
`status -sages
`are also broadcast by the Esational Bureau of Standards on
`stations WWV and WWH at 16 minutes wt
`each hour (WWV) and 47 minutes past
`each hour MWVEiL
`system
`the VW -ications
`(2) Unlike the ddicated Cxrrega netmrk,
`intended for navigation use. The
`operated by the U.S. Navy is hot primarily
`
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`AC 20401C
`
`change frequencies, etc., with no
`mvy my shut stations down, add new stations,
`Information on current W system status
`is not published for
`advancewarning.
`the aviation user.
`(3) The Omga/VLF navigation system, while it my use VLF mmmmications
`stations
`to supplmt
`and enhance the ma
`system (increase'areas of coverage,
`irrprove performance, etc.),
`should be capable of accurate navigation using Wga
`signals alone.
`The accuracy of Omega/VLF navigation can 'be
`c. Omega Position Errors.
`degraded by errors due to phase disturbances of the signals as they propagate
`from the station
`to the aircraft,
`improper mdeling of the signal propagation
`changes caused by diurnal shift, errors due to poor station/aircraft
`geometry,
`surface conductivity,
`etc.
`d. General Operational Limitations.
`(1) En Route National Airspace System (NAS) Use. An Qmqa/VLF system
`my be approved for en route navigation VFR or IFR within
`the conterminous
`United States and Alaska. Other navigation equipnt
`(i.e., Very High Frequency
`Range (WR), distance measuring equipmnt
`(IIMEjf tactical air navigation
`(Tm))
`appropriate
`to the ground facilities
`along the intended route to be
`flown shouldbe
`installedandoperable.
`(2) Terminal and Approach Use in the NAS. An ma/VW
`be approved for terminal and approach operations.
`(3) IFR kvigation EQuipment. Aircraft
`employing Qrqa/VLF for
`navigation should also be equipped with an approved alternate means of
`navigation.
`6 . DEFINITIONS.
`a. En mute Operations. En route operations are those flight phases con-
`ducted on charted WR routes designated as high or low altitude
`routes
`(Jet or
`Victor),
`direct point-to-point
`operations between defined waypoints, or along
`great circle
`routes as descriw
`in AC 90-82.
`is electromagnetic noise gen-
`b, Precipitation Static
`(P-Static).
`P-static
`erated by the dissipation of an electrical
`charge from an aircraft
`into the
`The aircraft
`becorcles charged by flight
`through particles
`suspended
`atmsphere.
`in the atmsphere such as dust,
`ice, rain, or sno&. Unprotected aircraft my
`create so much noise that
`the Qqa/VLF
`receiver can no longer detect the
`transmitted signal.
`c. Synchronization. Synchronization
`is the process of determining which
`Qnega station
`transmits which segmnt of the Qxga format at a specific
`tim.
`AIRKMIXINESS ~NSIDERATIONS. Orrega/VLF navigation system have been certi-
`7
`ficated
`for VFR and IFR use as an area navigation system for en route navigation
`for Omga/VLF -
`in the NAS. This paragraph establishes acceptable criteria
`system,
`
`.system my not
`
`IFR
`
`Par. 5
`
`3
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`I
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`AC 200101C
`
`in terms of latitude
`
`and longitude
`
`to
`
`to
`
`to
`
`(1)
`
`at least
`
`utilization
`
`position
`
`Flightcrew
`of:
`Inputs
`--
`m.------ - - - - -
`(i) Aircraft present position
`the nearest 0.1 minute.
`to-to
`(for
`or four
`to-from equip&)
`least
`three (for
`(ii) At
`equipment) mypoint positions
`in ternrrs of latitude and longitude to at least the
`nearest 0.3, minute.
`(iii) A means to confirm correctness of input data prior
`of the new data by the system.
`(iv) A "direct
`to" function
`to define a route segment from present
`to any waypoint.
`for operator deselection and reselection of any
`(VI The capability
`station or combination of stations.
`(vi) A mns
`for mnual update of system position by the pilot
`permit insertion of a known present position.
`
`(21 The S tern Disola fi
`Information and Should Provide:
`to at least
`of latitude and longitude
`in te-
`(i) Present position
`the nearest 0.1 minute and in terms of magnetic bearing and distance to or from
`a waypoint to the nearest 0,l nautical mile (ti)
`(distance to the nearest 1.0
`rxni is acceptable for equipment previously approved under TSO% C94 and C94a)
`and nearest degree. Distances of at least 260 nmi should be capable of being
`displayed, but distances greater
`than 99.9 nmi need only be displayed to the
`nearest nautical mile.
`in terrors of latitude and longitude
`(ii) Waypoint position designation
`to at least
`the nearest 0.1 minute or in texms of rrragnetic bearing and distance
`from present position or another waypoint. Way;?oint designation
`in term of
`magnetic bearing and distance should 'be to the nearest degree of bearing and to
`at least 0.1 nmi for distances up to 100 nmi then at least 1.0 nmi for distances
`of 100 nmi or TTY3re.
`crew to prevent the desig-
`NOTE: Information should be provided to the flight
`nation of waypoints by a sequence of bearings and distances
`(i.e.,
`the reference
`for a wypoint designated by bearing and distance should be designated
`position
`-by latitude and longitude).
`(iii)
`(not necessarily
`identification
`A display of active waypoint
`track being flown.
`waypoint position) used to define the navigation
`NOTE: Only systems which define the desired navigation
`track
`in tenors of its
`endpoints can be used to navigate on published airways due to changes in
`mgnetic variation after
`the commissioning of the ground facility.
`
`Par. 7
`
`5
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`AC 20401
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`in terms of the appropriate
`(iv) A display of the desired track
`nearest 1.0 degree. Display of the appropriate
`magnetic course to atleastthe
`mgnetic course should not require
`the flightcrew
`to input the magnetic
`variation corresponding to the present position.
`the Ewest
`(VI A display of the distance to the active waypoint-to
`previously
`0.1 nmi (distance to the nearest 1.0 ti
`is acceptable for equipnt
`approved under TSO% C94 and C94aL Distances of at least 260 nmi should be
`capable of being displayed, but distances greater
`than 99.9 nmi need only be
`displayed to the nearest 1.0 nmi.
`(vi) A continuous analog (i.e.,
`non-nurrreric) display of crosstrack
`deviation with a minimum full-scale
`deflection of +5.0 nmi, readability of 1.0
`-
`or less, and minim discernable event
`of 0.1 nmi or less.
`ti
`(vii)
`.A display of crosstrack deviation
`to the nearest 0.1 nmi up to
`9.9 nmi and 1.0 nmi beyond, with a range of at least +20 ti.
`This my be a
`IMY be pilot selectable, andneed noF be part of the course
`digital display,
`deviation
`indicator.
`(viii)
`A display of the distance and magnetic bearing (at the rrfromW'
`end of the segment) between way@nts
`to the nearest 1.0 nmi and 1.0 degree.
`(ix) The capability
`to indicate, on d-d,
`the specific ckllega/VW
`stations currently used in the navigation calculations as well as the status of
`6;.
`all stations being tracked.
`waypoint crossing.
`(x) An annunciation of i-ding
`(3) Caution Indication(s)
`for
`the System Should Be Located on or near
`the indicator specified
`in paragraph 7b(2)(vi) and should provide a readily
`discernible caution indication(s)
`to the pilot(s)
`for any of the following:
`. (1)
`Inadequate or invalid navigation signals or sources.
`The absence of primary power.
`(ii)
`Inadequate or invalid navigation displays or output sources.
`(iii)
`Equipment failures.
`(iv)
`Reversion to a secondary dead reckoning rmde of navigation.
`(VI
`-These failure/status
`indications shall occur independently of any opera-
`WIE:
`tor action, Power or navigation equipnt
`failures may be indicated
`in a mn
`manner, The lack of adequate navigation signals or sources (considering sigml-
`to-noise
`ratio
`(SNR) as well as geomtry) should be annunciated when compliance
`with the navigation accuracy specified
`in paragraph 9 cannot be assured.
`(4) The system shall be capable of autmtic
`synchronization within 6.0
`the application of power. Synchronization should be possible with
`minutes after
`a SNR or one station/all
`frequencies of at least 0 &
`in a 100 Hz bandwidth with
`no coherent interference.
`
`6
`
`Par. 7
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`AC 200101~
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`to determine
`
`Navigation Guidance Should Be Available within 5 seconds of waypoint
`
`(5)
`data input.
`out-
`to meet the criteria
`(6) The Equipment Should Have the Capability
`lined in paragraph 7b(l)
`through 7b(6) throughout the range of environmntal
`conditions which will be encountered in actual service. Exposure of the equip-
`mt
`to the environmntal
`test conditions'of TSOX120 my be used to demnstrate
`Environmental testing
`to obtain a TSO-C94 or TSO-C94a author-
`this capability.
`ization my be used, provided that
`the test
`results demnstrate corrpliance with
`the criteria'of
`paragraphs 7bU)
`through 7b(6).
`'
`(7) The Equipnt Should Provide a Pkans for the Fliqhtcrew
`system status prior
`to flight.
`in
`specified
`(8) The Equivt
`Should Provide the WiqationAccuracy
`paragram 9 for all groundspeeds up to a maxim value to be set by the manufac-
`turer and should provide usable navigation
`information necessary for holding
`patterns conducted with standard rate turns at speeds up to 250 knots
`groundspeed or at a less-
`value specified by the @pnt
`rmnufacturer.
`to
`(9) The IQuiwnt
`Should Provide mans to Alert
`the Flightcrew prior
`arrival at a Fiaypoint to permit turn anticipation
`in accordance with the approx-
`imate formula of 1.0 nmi for each 100 knots of groundspeed. This indicator
`should be located on or nw
`the indicator specified
`in paragraph 7b(2)(vi)-
`a
`For ckrrega/vLF systm which are not coupled to a flight director or autopilot,
`procedural mans based on a continuous and properly
`located distance to waypoint
`System which
`display my be used for waypoint lateral maneuver anticipation.
`provide steering signals for
`flight directors or autopilots should provide
`automtic
`turn anticipation and a waypoint alert which occurs prior
`to the
`initiation
`of the turn by the flight director or autopilot.
`(10) If a Capabiltiy
`for Parallel Offset Tracks is Provided, track selec-
`tion should be in incrmmts
`of at least 1.0 nmi left or right up to an offset
`of at least 20 nmi. &ans should be provided to continuously
`indicate
`that an
`track has been selected. Waypoint alerting and turn anticipation
`should
`offset
`be provided prior
`to arrival at the point where the offset
`intersects
`the angle
`These functions sho-uld operate as described in
`bisector of the ,oarent track.
`paragraph 7bt9L
`c. Software Changes. The provisions of this paragraph apply to &ga/VLF
`quipmnt which utilizes a digital
`corquter
`to provide navigation
`information or
`system monitoring.
`The computer program (software) operates the computer and
`provides the basic functions of these system.
`The software for navigation
`functions of Qqa/VLF equipnt
`described in paragraph 7b (for 0mga/VLF used
`for
`IFR operations) should be verified and validated
`to at least the level 2
`requirments as defined by R!KA/DO-178A, Software Considerations in Airborne
`System and Equi,mnent Certification.
`Any changes to software which affects
`navigational
`functions are considered to be major changes to the equipmnt.
`Unless software partitioning
`has been previously established, any change to
`level 1 or level 2software of ckru3ga/VLF navigation equipnt
`should be verified
`and validated
`to the appropriate
`level and should be demonstrated as not having
`changes to
`inadvertently affected
`the ramining navigational
`functions.
`software used for ma/VW
`quipnt
`limited
`to VF'R use or equipment having
`
`Par. 7
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`AC 204OlC
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`g/12/88
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`in
`functions
`which provides navigational
`from software
`established partitioning
`and do mt require prior approval by the
`IFR system are considered to 'be minor
`onutga/V~F equipnt
`has a software
`FM, providing
`the manufacturer of the
`-
`configuration mnagment and quality assurance plan approved by the FAA.
`Software status must be identified on the outside of the associated line
`replaceable unit
`in accordance with the criteria
`of RTcA/DO-178A.-- Software
`changes in TSO approved equipment must be reported to the cognizant Aircraft
`If
`the equipmnt displays a software
`identifier
`to the
`Certification
`office.
`flightcrew,
`the airplane or rotorcraft
`flight manual (or appropriate placard)
`Software changes incorporated
`in
`should indicate
`the approved identifier,
`epment
`already installed
`in an aircraft my require additional evaluation and
`possible flight manual supplement revision prior
`to returning
`the aircraft
`to
`service, depending upon the scope of the change.
`8 0 EQUIPMEW INSTALLXTION CONSIDERA!TIONS FOR USE UNDER IFR.
`a. Location of the mqa/VLF Display. Each display element, used as a pri-
`mry
`flight
`instrumnt
`in the guidance and control of the aircraft,
`for maneuver
`anticipation,
`or for
`failure annunciation, should be located where it
`is clearly
`to the pilot
`(in the pilot's
`primary field of view) with the least pracl
`visible
`deviation
`from the pilot's
`norm1 position and line of vision when
`ticable
`looking
`forward along the flight path.
`Any probable failure of the airborne Omega/VIZ nav-
`b l
`Failure Protection.
`igation system should not degrade the normal operation of other required equip-
`mnt or create a flight hazard. Norml operation of the Wga/VLF
`installation
`should mt adversely affect
`the performanc e of other aircraft
`equi-t.
`c. Enviromntal Conditions. The aircraft
`envirorxwnt
`in which the
`&ega/W
`system is installed should be found to be mpatible with
`environrrrental categories
`to which the eguipment was tested.
`d. Electromqnetic
`Interference.
`The ma/W
`navigation system should
`not be the source of objectionable electmmgnetic
`interference,
`nor be
`adversely affected by electromgnetic
`interference
`from other equi,wru3nt in the
`aircraft.
`If an E-Field antenna (whip, plate, or blade type>
`e. P-Static Protection.
`is used, the aircraft
`should -be protected by acceptable bonding techniques and in-
`stallation
`These protective devices should be specified
`of static discharger;.
`as part of the approved design data for the Omega/VW installation.
`The capa-
`bility
`to provide satisfactory P-static protection
`for the mga/VLF system
`should be derrronstrated as part of the initial
`certification
`program and for each
`subsequent installation
`using an E-Field antenna. This testing may be accowi
`lished by ground or static
`testing
`if sufficient
`data is provided to detwnstrate
`that
`the proposed technique is equivalent
`to flight
`If a flight
`testing-
`demnstration
`is selected,
`it must be conduct& at speedy UP to Vne,
`Vm, or k
`through known P-static conditions such as a cloud of ice
`crystals. mmntary
`loss of signal when encountering heavy P-static conditions
`my be acceptable provided the eguipnt
`is capable of providing acceptable
`navigation
`information during such conditions.
`
`8
`
`Par. 7
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`AC 20401c
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`P-static charging of the aircraft
`(1) P-Static Charqinq/Discharqinq.
`ratio by one of three rrvajor
`can cause degradation of the signal-to-noise
`mechanisms: sparkover of isolated metal panels, corona discharge, and strearrrer
`currents,
`Sparkover of isolated metal panels can be handled by appropriate
`bonding. This bonding needs to occur on all control and trim surfaces as well
`as isolated access panels. Bonding should be evaluated by a-careful ohmic
`survey (an electrical
`bonding limit of 10 milliohms is considered acceptable) of
`each aircraft
`in which the ma/VU?
`system is installed or by other suitable
`techniques. The effects caused by streamer currents can be reducd by placing
`the receiving antenna as far as possible from any nonconductive surfaces such as
`windshields.
`The nonconductive surfaces may be coated with a conductive
`Tarporary spray coatings are not satisfactory.
`mrona discharge can
`coating.
`be reduced by the appropriate placing of orthodecoupled static dischargers on
`the &r&ties
`of the aircraft.
`A number of recent studies have shown that
`the
`frayed-wick
`types of discharger rapidly
`lose their effectiveness as a result of
`use. Therefore, dischargers constructed with a high resistance
`rod and rrretal
`pins are recmmmded although other types may also be used if
`they can
`d-n&rate
`ability
`to provide protection
`from radio frequency U?EY coupling to
`the &ga/W
`antenna. The number, type, and location of these static
`dischargers to be installed on a particular
`aircraft model should be determined
`by following
`the instructions provided by the manufacturer of the static
`discharger for ?-static protection.
`is instal-
`in which the &ga/vLF
`f
`Anti-Ice Protection.
`If
`the aircraft
`led is approved for
`flight
`into known icing conditions,
`the antenna should have
`anti-ice protection or be found not to be susceptible
`to ice buildup. Alter-
`natively,
`if
`the ma/VW
`system can 'be shown to operate satisfactorily
`when
`the antenna is subject to icing, or if
`the system is limited via placard or
`flight mual
`to indicate
`that
`it
`is not to be us&l for navigation during flight
`in icing conditions,
`then anti-ice protection
`is not required.
`9 Dynamic Responses. The system shall continue to indicate aircraft
`posi-
`tion
`to the accuracy specified
`in paragraph 9 during aircraft maneuvering or
`changes in attitude encountered in nonrral operations, assuming secondary inputs
`are not lost during the maneuver.
`h System Controls.
`The system controls should 'be arranged to provide
`adqu&e protection against inadvertent system turnoff.
`The controls
`for system
`operation should be radily
`accessible to, and usable by, the flightcrew and 'be
`visible under all expected lighting conditions,
`including night and direct
`sunlight.
`IER use
`approval of an &tzga/VLF system for
`system Tests. The initial
`i.
`involves extensive testing
`to demxstrate system performance, operational areas,
`enviromntal
`qualifications,
`etc., as described in paragraph 7b(6). Subsequent
`installations
`in other aircraft
`need o&nly be tested to the extent necessary to
`d-n&rate
`proper operation of interfacing aircraft
`equipxant such as
`autopilots,
`flight directors and instrument displays, satisfactory
`antenna
`installations
`as evidenced by the reception of Orrega/VLF signals during normal
`flight maneuvers (including P-static conditions
`for E-Field antennas),
`satisfactory
`clearance of EMI, and functional check of the Ort~ga/V'U? equipment.
`
`d
`
`Par. 8
`
`T-Mobile / TCS / Ericsson EXHIBIT 1012
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 9
`
`

`
`AC ZO-101C
`
`g/12/88
`
`.
`in
`should be installed
`Instructions. Wga/VLF equipnt
`I Manufacturer's
`accordance with instructions and limitations
`provided by the manufacturer of the
`equimnt.
`9 . SYSTEM ACCURACY.
`a. En route IFR Operation Along Random (Off Airways) RNU7 Routes with Radar
`Coverage. The error of the airborne Orrrega/VLF equipnt
`should be less than
`+3.8 nmi of crosstrack error on a 95 percent probability
`basis and +3.8 rxni of
`-
`glong-track error on a 95 percent probability
`basis.
`The error of the airborne
`b En route IFR @eration on Airways in the NAS.
`Onega;VW equipnvtnt
`sh ould be less than +2.8 nmi of crosstrack error on a 95
`percent probability
`basis and +2.8 nmi OF along-track error on a 95 percent
`probability
`basis for approval-of en route IFR operations on airways.
`c. Flight Technical (Pilotage) ELrrors. With satisfactory
`displays of
`the FAA has determined that
`flight
`technical errors can be.?
`crosstrack position,
`expected to be less than the values shown below on a twosigma 'basis.
`Flicrht Technical Error
`Flight Condition
`En route
`+l.O nmi
`-
`that
`tests o Lc the installation
`should be conducted to verify
`flight
`Sufficient
`these values can be maintain&
`Smiler values for
`flight
`technical errors
`should not be expected, unless the Qxxzga/VLF system is to be used only when
`however, at least
`the total systm crosstrack accuracy
`coupled to an autopilot;
`shown below should be maintained.
`the total cross-
`technical errors,
`flight
`If an installation
`results
`in larger
`track error of the system should be determined by combining equipment and flight
`technical errors using the root sum square (RSS) rr&hod. The result should be
`less than the values listed below.
`Total Crosstrack Error
`Flight Condition
`+4.0 nmi
`Random RNAV Routes
`T3.0 nmi
`En route, on Airways
`-
`APPROVAL There are two types of approval which differ
`IFK AIRWWHIhBS
`10.
`greatly as to test
`requirents
`and data analysis.
`to the
`tirworthiness Approval. This type of approval refers
`a. First-Time
`rcw>del orrU;ga/W equiprrsent for
`very first
`tim an applicant presents a particular
`FAA airworthiness
`installation
`approval and certification
`for an IFR navigation
`system. Any new .&els of Wga/W? equipixnt by the same mufacturer
`should
`undergo the same approval process as the original eauipment unless it can be
`shawrl by analysis and tests
`that
`the new model will-function
`as well or better
`approval is conducted in three
`than the approved equipment. A first-time
`phases:
`
`10
`
`Par. 8
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`T-Mobile / TCS / Ericsson EXHIBIT 1012
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 10
`
`

`
`g/12/88
`
`AC 20401c
`
`that all probable
`
`This phase consists
`
`(1) Lab/Bench Tests and -parrent Data Evaluation.
`of the following:
`and
`(i) Analysis of the manufacturer's procedures for verification
`validation of software and review of supporting documntation
`in accordance with
`the guidelines of R!KA/Do-178A where system performs navigational
`functions.
`. -.
`(ii) Verification
`of compliance with appropriate enviro~nmental
`standards such as RKA/DO-16OB.
`qualification
`display capabilities with
`(iii) Examination of the quimnt's
`emphasis on warning, caution, and advisory annunciations.
`(iv) Analysis of failure mdes.
`(v) Review of reliability
`data to establish
`failures are detected.
`(vi) Evaluation of the mse of use of the controls and of the viewing
`ease of the displays and annunciations from a humn factors point of view.
`(vii) Review of installation
`and mintenance manuals.
`(viii) Evaluation of operator's manual (pilot's
`guide).
`(2) Aircraft
`Installation Data Evaluation. Normlly
`the mnufacturer of
`the -a/W?
`equipnt will provide an aircraft
`as a test bed for a first-time
`approval. This first-time
`installation
`approval will serve as a
`installation
`basis for any subsequent installation
`approvals regardless of aircraft
`type or
`The following assessments are .to be made:
`mdel.
`(i) Review of installation
`drawings, wiring diagram, and
`descriptive wiring
`routing.
`layout of the installed equipment with
`(ii) Evaluation of the cockpit
`emphasis on equipmnt controls, applicable circuit breakers (labels and acces-
`switching arrangemnt and related
`indicators, displays, and
`sibility),
`annunciators.
`(iii) Analysis of a data flow diagram in order to review which
`transmits what data to which other equipment.
`in
`installation
`(iv) Review of a structural analysis of the equipnt
`order to ascertain whether all ma/VU'
`coponents are satisfactorily
`attached
`to the basic aircraft
`structure.
`in order to verify
`load analysis
`(v) Examination of an electrical
`installation will
`that the added electrical
`power requirements of the -a/W?
`not cause overloading of the aircraft%
`electrical
`generating capacity.
`(vi) Evaluation of the antenna installation.
`A critical
`aspect of
`of the antenna. The Omqa/VJLF
`1 l s the installation
`any Q-tqa/VLF installation
`
`equipnznt
`
`Par. 10
`
`-
`
`T-Mobile / TCS / Ericsson EXHIBIT 1012
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 11
`
`

`
`AC 20401C
`
`g/12/88
`
`the value of the
`is quite weak, typically much less than one-third
`signal
`in the vicinity of the antenna can render
`background noise. Electrical mise
`the ortlega/vLF equip&
`useless.
`A E-Field antenna (whip, plate, or blade type). Precipitation
`static has an ad;ferse effect upon the sigml
`receiving capability of this
`type
`of antenna. The adverse effects of precipitation
`static can be minimized by use
`of the proper antenna type and location, by installation
`of high-quality
`static
`dischargers, by proper bonding, and by application of anti-static
`paint on all
`plastic nonconducting surfaces. The manufacturer's
`installation
`or maintenance
`manual usually describes "good" E-Field antenna installation
`practices.
`J5UL-E: Each aircraft
`should be subjected to a careful ohmic survey of bonding
`(an electrical
`bonding limit of 10 milliohm
`is considered acceptable).
`The
`P-static protection
`is a fequired part of the &aga/VLF installation
`and must be
`maintained for proper system operations.
`The signal receiving quality of
`B H-Field antenna (loop type).
`type of ant&a
`is adversely affected by aircraft
`electrical
`skin currents,
`this
`by 400 Hz ac. P-static has no appreciable effect on an H-Field
`particularly
`antenna, and its effects can usually be ignored. A procedure called "skin mp-
`ping" is normally employed to determine a good munting
`location.
`It should be
`noted that shifting major aircraft
`electrical mmponents to different
`locations
`within
`the aircraft my render a previously determined skin mp location
`unsuitable.
`the effectiveness of an HiField
`to verify
`is a simple test
`NOTE: The following
`located by skin mapping. Park the aircraft
`away from any
`antenna installation
`noise source. Using only the aircraft's
`battery, and with
`external electrical
`equipment off, activate
`the Omega/VU? equipment and record
`all other electrical
`signal-to-noise
`values (or quality
`factors)
`for all
`receivable stations.
`Itepst
`this process of recording signal-to-noise
`values (or quality
`factors) with
`engine0
`running and all electrical/electronic
`equipment operating on aircraft
`If
`the antenna installation
`is satisfactory,
`there should not be any
`power.
`significant
`degradation in signal-to-noise
`ratio values or quality
`factors.
`(3) Flight Test Evaluations.
`Flight
`tests are conducted in two stages:
`(i) Functional Flight Tests Consist of:
`A Evaluation of all operating modes of the mga/VW equipmnt.
`-
`B lamination of the interface
`(function) of other equipmnt
`connected to the-mga/VLF.
`r&es and associated annunciations
`C Review of various failure
`such as loss of &ctrical
`power, loss of sigml
`reception, &ga/VW quip=nt
`failure,
`etc.
`
`the -a/VW
`
`D Evaluation of steering response while au\opilot
`is coupled to
`eqzipment during a variety of different
`track changes.
`
`12
`
`Par. 10
`
`T-Mobile / TCS