Subject: AIRWORTHINESS APPROVAL OF
`NAVIGATION OR FLIGHT MANAGEMENT
`SYSTEMS INTEGRATING MULTIPLE
`NAVIGATION SENSORS
`
`Date: 6/14/95
`Initiated By: AIR-130
`
`AC No: 20-130A
`Change:
`
`PURPOSE. This advisory circular (AC) establishes an acceptable means, but not
`1.
`the only means, of obtaining airworthiness approval of multi-sensor navigation or flight
`management systems (hereafter referred to as multi-sensor equipment) integrating data
`from multiple navigation sensors for use as a navigation system for oceanic and remote,
`domestic en route, terminal, and non-precision instrument approach [except localizer,
`localizer directional aid (LDA) and simplified directional facility (SDF)] operations. This
`document does not address systems incorporating differential GPS capability. Like all
`advisory material, this AC is not mandatory and does not constitute a requirement. As
`such, the terms “shall” and “must” used in this AC pertain to an applicant who chooses to
`follow the method presented. The criteria of AC 90-45A, Approval of Area Navigation
`Systems for Use in the U.S. National Airspace System, does not apply to certification of
`equipment described in this AC. This AC supersedes previous GPS installation guidance
`contained in: FAA Notice 8110.48, Airworthiness Approval of Navigation or Flight
`Management Systems Integrating Multiple Navigation Sensors, and FAA Interim
`Guidance Memoranda dated February 25, 1991; April 5, 1991; March 20, 1992; July 20,
`1992; and September 21, 1993. The appropriate information contained in those
`documents is incorporated in this AC.
`
`CANCELLATION. Advisory Circular 20-130, Airworthiness Approval of Multi-Sensor
`2.
`Navigation Systems for use in the U.S. National Airspace System (NAS) and Alaska, dated
`September 12, 1988, is canceled.
`
`RELATED FEDERAL AVIATION REGULATIONS. 14 CFR parts 21, 23, 25, 27, 29,
`3
` 43, 91, 121, and 135.
`
`4.
`
`RELATED READING MATERIALS.
`
`a. Federal Aviation Administration (FAA) Technical Standard Order (TSO) C115a &
`b, Area Navigation Equipment Using Multi-Sensor Inputs; C129, Airborne Supplemental
`Navigation Equipment Using the Global Positioning System (GPS); C120, Airborne Area
`Navigation Equipment Using Omega/VLF Inputs; C94, Omega Receiving Equipment Operating
`Within the Radio Frequency Range 10.2 to 13.6 Kilohertz; and C60b, Airborne Area Navigation
`Equipment Using Loran-C Inputs. Copies may be obtained from the Department of
`
`FAA Form 1320-15 (4-82) Supersedes WA Form 1320-2
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 1
`
`

`
`AC 20-130A
`
`6/14/95
`
`Transportation, FAA, Aircraft Certification Service, Aircraft Engineering Division, AIR-130,
`800 Independence Avenue, SW., Washington, DC 20591.
`
`RTCA, Inc. Document No. DO-160C, Environmental Conditions and Test
`b.
`Procedures for Airborne Equipment; Document No. DO-164A, Airborne Omega Receiving
`Equipment; Document No. DO-178B, Software Considerations in Airborne Systems and
`Equipment Certification; Document No. DO-180A, Minimum Operational Performance
`Standards for Airborne Area Navigation Equipment Using a Single Collocated VOR/DME
`Sensor Input; Document No. DO-187, Minimum Operational Performance Standards for
`Airborne Area Navigation Equipment Using Multi-Sensor Inputs; Document No. DO-190,
`Minimum Operational Performance Standards for Airborne Area Navigation Equipment Using
`Omega/VLF Inputs; Document No. DO-194, Minimum Operational Performance Standards for
`Airborne Area Navigation Equipment Using Loran-C Inputs; Document No. DO-200,
`Preparation, Verification and Distribution of User-Selectable Navigation Data Bases; Document
`No. DO-201, User Recommendations for Aeronautical Information Services; and Document
`No. DO-208, Minimum Operational Performance Standards for Airborne Supplemental
`Navigation Equipment Using Global Position System (GPS). Copies may be purchased from
`RTCA, Inc., 1140 Connecticut Avenue, NW., Suite 1020, Washington, DC 20036.
`
`Department of Defense, Global Positioning System Standard Positioning Service
`c.
`Signal Specification, November 5, 1993. Copies of this document may be requested from
`OASD (C3I) / T&TC3, 6000 Defense Pentagon, Washington, DC 20301-6000.
`
`Advisory Circular 20-101C, Airworthiness Approval of Omega/VLF Navigation
`d.
`Systems for use in the U.S. National Airspace System (NAS) and Alaska; Advisory Circular 20-
`121A, Airworthiness Approval of Loran-C Navigation Systems for use in the U.S. National
`Airspace System (NAS) and Alaska; Advisory Circular 20-129, Airworthiness Approval of
`Vertical Navigation (VNAV) Systems for use in the U.S. National Airspace System (NAS) and
`Alaska; Advisory Circular 20-138, Airworthiness Approval of Global Positioning System (GPS)
`Navigation Equipment for use as a VFR and IFR Supplemental Navigation System; Advisory
`Circular 23-8A, Flight Test Guide for Certification of Part 23 Airplanes; Advisory Circular 25-4,
`Inertial Navigation Systems (INS); Advisory Circular 25-7, Flight Test Guide for Certification of
`Transport Category Airplanes; Advisory Circular 25-11, Transport Category Airplane Electronic
`Display Systems; Advisory Circular 25-15, Approval of Flight Management Systems in
`Transport Category Airplanes; Advisory Circular 27-1, Certification of Normal Category
`Rotorcraft; Advisory Circular 29-2A, Certification of Transport Category Rotorcraft; Advisory
`Circular 90-79, Recommended Practices and Procedures for the use of Electronic Long-Range
`Navigation Equipment; Advisory Circular 90-82B, Direct Routes in the Conterminous United
`States; Advisory Circular 91-49, General Aviation Procedures for Flight in North Atlantic
`Minimum Navigation Performance Specification Airspace; and Advisory Circular 120-33,
`Operational Approval of Airborne Long-Range Navigation Systems for Flight Within the North
`Atlantic Minimum Navigation Performance Specification Airspace. Copies may be obtained
`from the Department of Transportation, General Services Section, M-443.2, Washington, DC
`20590.
`
`2
`
`Par 4
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 2
`
`

`
`6/14/95
`
`AC 20-130A
`
`Defense Mapping Agency (DMA) Technical Report DMA TR 8350.2,
`e.
`Department of Defense World Geodetic System 1984, Its Definition and Relationship With
`Local Geodetic Systems. Copies of this document may be requested from the Defense Mapping
`Agency, Systems Center, 8613 Lee Highway, Fairfax, VA 22031-2138.
`
`5.
`
`BACKGROUND.
`
`System Description. Navigation or flight management systems that determine
`a.
`aircraft position by integrating data from multiple navigation sensors are considered multi-sensor
`equipment. Aircraft position may be determined by various methods, depending on factors such
`as availability of sensor inputs, accuracy, signal parameters, location and/or flight phase, signal
`integrity, etc. Position determination may utilize data from various sensors, such as: distance
`measurements from two or more distance measuring equipment (DME) ground stations (DME-
`DME), bearing and distance from very high frequency omnidirectional range (VOR)/DME
`stations, bearing and distance from tactical air navigation (TACAN) stations, Omega/very low
`frequency (VLF), Loran-C, inertial navigation system (INS), inertial reference unit (IRU), and
`the global positioning system (GPS). The various sensor inputs are normally combined to
`determine a best computed aircraft position, but may be used individually in appropriate
`circumstances. A more detailed description of the various types of sensors is contained in the
`related AC and TSO for that type sensor. The coordinate system used is the Cartesian earth-
`centered earth-fixed coordinates as specified in the Department of Defense World Geodetic
`System 1984 (WGS-84). Navigational values such as distance and bearing to a waypoint, and
`ground speed are computed from the aircraft’s latitude/longitude and the location of the
`waypoint. Course guidance is usually provided as a linear deviation from the desired track of a
`Great Circle course between defined waypoints.
`
`System Availability and Reliability. Since multi-sensor equipment determines
`b.
`aircraft position by integrating data from multiple navigation sensor inputs, system availability
`and reliability is dependent upon the characteristics of the sensors incorporated in the system.
`
`(1)
`
`Global Positioning System (GPS).
`
`Although basic GPS position determination capability from the 24
`(i)
`satellite constellation is expected to be available world-wide twenty-four hours a day, the
`satellite measurement redundancy required to ensure integrity of the GPS position will be neither
`world-wide nor continuous. With fewer than 24 satellites operating, GPS navigation capability
`may not be available at particular geographic locations at certain times. At least 21 satellites are
`expected to be operational with a probability of 98 percent.
`
`The status of GPS is broadcast as part of the data message
`(ii)
`transmitted by the GPS satellites. Additionally, system status is planned to be available through
`the Notice to Airmen (NOTAM) system. GPS status information is also available by means of a
`telephone data service, (703) 313-5910, or voice, (703) 313-5907, from the U.S. Coast Guard.
`
`Par 4
`
`3
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 3
`
`

`
`AC 20-130A
`
`6/14/95
`
`GPS signal integrity monitoring shall be provided by the GPS
`(iii)
`navigation receiver using receiver autonomous integrity monitoring (RAIM) or an equivalent
`level of integrity provided by the multi-sensor equipment. This monitoring is necessary because
`delays up to two hours may occur before an erroneous satellite transmission can be detected and
`corrected by the satellite control segment. Availability of RAIM detection capability to meet
`non-precision approach requirements in the United States (with 24 satellites operating,
`barometric altitude aiding, and a 5 degree mask angle) is expected to exceed 99 percent.
`(iv)
`Only the GPS satellite/ground control system operated by the
`U.S. Department of Defense is addressed in this AC. Utilization of other satellite navigation
`systems (i.e., GLONASS) is not covered.
`
`(2)
`
`Omega/VLF.
`
`Omega system status is available from the U.S. Naval
`(i)
`Observatory, telephone (703) 313-5906. Omega status messages are also broadcast by the
`National Bureau of Standards on stations WWV and WWVH at 16 minutes past each hour
`(WWV) and 47 minutes past each hour (WWVH). Omega/VLF ground station reliability is
`high, however reception of the Omega/VLF signals is susceptible to effects of precipitation
`static and atmospheric noise, especially when using an E-field antenna. Omega/VLF signals are
`generally usable 24-hours a day anywhere in the world.
`
`The VLF communications system operated by the U.S. Navy is
`(ii)
`not primarily intended for navigation use. The Navy may shut stations down, add new stations,
`change frequencies, etc., with no advance notice. Information on current VLF system status is
`not published for the aviation user.
`
`Omega/VLF navigation sensors, while they may use VLF
`(iii)
`communications stations to supplement and enhance the Omega system (improve performance,
`etc.), must be capable of accurate navigation using Omega signals alone.
`
`(3)
`
`Loran-C.
`
`Loran-C ground transmitter reliability exceeds 99 percent
`(i)
`annually, excluding momentary (less than 60 seconds) ground station outages which occur more
`frequently (e.g., transmitter switching, adjustments, antenna lightning protection circuitry).
`These momentary outages can result in loss of Loran-C navigation capability for several
`minutes, depending upon the particular conditions and design of the Loran-C sensor. Airborne
`reception of the Loran-C signal (normally using an E-field antenna) is highly susceptible to
`adverse effects caused by precipitation static and atmospheric noise. Loran-C signal coverage is
`available throughout the continental United States, southern Alaska, southern and eastern
`Canada, most of the Gulf of Mexico, the North Atlantic, and various other areas of the world.
`
`4
`
`Par 5
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 4
`
`

`
`4/21/1999
`
`AC 20-130A
`
`Loran-C navigation predicated on hyperbolic lines of position
`(ii)
`originating from a single chain may not be suitable for IFR use throughout the entire continental
`United States and northern Alaska. Equipment utilizing master independent, cross chain, and/or
`multiple chain receivers has been approved for IFR use in areas where single chain receivers are
`unacceptable.
`
`Loran-C system status is available through the NOTAM system
`(iii)
`and is also available by means of telephone data service (300 or 1200 baud, ASCII) from the
`U.S. Naval Observatory, telephone (202) 653-1079.
`
`(4)
`
`VOR, VOR/DME, VORTAC, TACAN, and Multiple DME.
`
`percent annually.
`
`of the ground station.
`
`(i)
`
`Ground station availability of these navigation aids exceeds 99
`
`(ii)
`
`Coverage of these navigation aids is limited to within line-of-sight
`
`VOR, VOR/DME, VORTAC, TACAN, and DME system status
`(iii)
`is available through the NOTAM system.
`
`(5)
`
`Inertial Navigation System (INS) and Inertial Reference Unit (IRU).
`
`Inertial navigation/reference systems are self contained and do not
`(i)
`rely upon external navigation aids.
`
`Some inertial systems are not suitable for alignment and/or
`(ii)
`operation at high north and south latitudes (polar regions).
`
`System accuracy. Accuracy of multi-sensor equipment is dependent upon the
`c.
`sensor or combination of sensors in use at a particular time. Various navigation sensor inputs
`are integrated, considering signal quality, station geometry, integrity, estimated position error,
`etc. for each sensor and computing a best position based upon all available data. Required
`system navigational accuracy is specified later in this AC. Individual sensor capabilities are
`summarized below:
`
`Global Positioning System. The GPS equipment determines its position
`(1)
`by precise measurement of the distance from selected satellites in the system and the satellites’
`known location. The accuracy of GPS position data can be affected by equipment
`characteristics and various geometric factors. Many of these errors can be reduced or eliminated
`with sophisticated mathematical modeling, while other sources of error cannot be corrected.
`Accuracy measurements are affected by satellite geometry, frequently modeled by a geometric
`
`Par 5
`
`5
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 5
`
`

`
`AC 20-130A
`
`6/14/95
`
`dilution of position (GDOP), which translates the effect of pseudorange errors to the position
`domain. The following are sources of pseudorange errors:
`
`Atmospheric propagation delays can cause relatively small
`(i)
`measurement errors, typically less than 100 feet. Both tropospheric and ionospheric
`propagation delays can be partially corrected by sophisticated error correction capabilities.
`
`Slight inaccuracies in the atomic clocks on the satellites can cause
`(ii)
`a small position error of approximately two feet.
`
`Receiver processing (mathematical rounding, electrical
`(iii)
`interference, etc.) may cause errors that are usually either very small (which may add a few feet
`of uncertainty into each measurement) or very large (which are easy to detect). Receiver errors
`are typically on the order of four feet.
`
`Conditions that cause signal reflections (multipath) of the
`(iv)
`satellites’ transmitted signal to the receiver can cause small errors in position determination or
`momentary loss of the GPS signal. While advanced signal processing techniques and
`sophisticated antenna design can be used to minimize this problem, some uncertainty can still be
`added to a GPS measurement.
`
`four feet.
`
`(v)
`
`Satellite ephemeris data can contain a small error of approximately
`
`Selective Availability (SA) is essentially a method by which the
`(vi)
`Department of Defense can artificially create a significant clock and ephemeris error in the
`satellites. This feature is designed to deny an enemy the use of precise GPS positioning data.
`Selective Availability is the largest source of error in the GPS system. When SA is active, the
`DOD guarantees horizontal position accuracy will not be degraded beyond 100 meters 95
`percent of the time and 300 meters 99.99 percent of the time. System performance
`specifications contained in this AC assume SA is active.
`
`Block II GPS satellites incorporate an anti-spoofing alert flag to
`(vii)
`advise the user that the user range accuracy may be degraded. GPS navigation systems should
`recognize the presence of this flag.
`
`Omega/VLF. Omega/VLF equipment determines its present position by
`(2)
`adding incremental changes in position calculated from the continuously measured phase of each
`received Omega signal to the initial position established at the time of system initialization. VLF
`signals may be used in conjunction with Omega and therefore navigation may be based on an
`Omega/VLF mix. The accuracy of Omega/VLF position data can be affected by equipment and
`geometry. Typically, Omega/VLF position determination can be expected to be within 3.0 nmi
`of the true position. Omega signals must be used to provide integrity to a VLF/Omega system,
`since VLF is not an approved navigation system and does not provide integrity. Consequently,
`
`6
`
`Par 5
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 6
`
`

`
`4/21/1999
`
`AC 20-130A
`
`when no Omega signals are available, the equipment may continue to provide a navigation
`solution with no integrity using only the VLF system. This condition requires a unique
`indication from the sensor. The multi-sensor equipment may either provide the requisite
`integrity using an alternate approved sensor, or provide a unique annunciation to the pilot that
`the navigation solution does not have integrity. If integrity is not provided, the system does not
`meet IFR navigation certification criteria.
`
`Omega and VLF navigation can be degraded by errors due to
`(i)
`phase disturbances of the signals as they propagate from the station to the aircraft.
`
`Improper modeling of the signal propagation changes caused by
`(ii)
`diurnal shift surface conductivity, etc. can cause errors in position determination.
`
`Accuracy measurements are affected by station geometry, which
`(iii)
`magnifies the effect of other errors in the system.
`
`Loran-C. Loran-C equipment determines its present position using
`(3)
`multiple hyperbolic lines of position established by precise measurement of the time of arrival of
`synchronized pulsed signals from a series of ground transmitting stations. The accuracy of
`Loran-C navigation can be affected by various factors, including equipment, signal propagation,
`and geometric factors. Typically, Loran-C position determination within approved operating
`areas will be within 1.0 nmi and within 0.3 nmi (for systems receiving triad corrections for
`approach operations) of the true position.
`
`Position errors can be caused by slower signal propagation over
`(i)
`land and fresh water than over sea water. These errors appear to be quite constant over
`distances of several miles. The effect of these errors is a shift or bias in the computed position in
`the local area. Area calibration or more sophisticated propagation models can be used to reduce
`the effect of these bias errors.
`
`Position errors can be caused by abrupt changes in terrain and
`(ii)
`weather fronts which affect the propagation of the signal from the ground station.
`
`Atmospheric noise and precipitation static adversely affect the
`(iii)
`ability of the equipment to precisely track the synchronized pulsed signals. Incorrect cycle
`tracking or loss of signal can result in significant position determination errors.
`
`Accuracy measurements are affected by ground station geometry,
`(iv)
`which magnifies the effect of other errors in the system.
`
`VOR, VOR/DME, TACAN. Equipment utilizing VOR, VOR/DME, or
`(4)
`TACAN sensors determines its present position by measuring the bearing or bearing and
`distance from a reference ground station. Typically, position determination using this type of
`
`Par 5
`
`7
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 7
`
`

`
`AC 20-130A
`
`6/14/95
`
`sensor will be within 1.0 nmi of the true position, however accuracy is highly dependent upon
`distance from the reference station.
`
`Multiple DME. Equipment utilizing a multiple DME sensor determines
`(5)
`its present position by precise distance measurements from two or more reference ground
`stations. With good geometry, systems using high quality DME sensors are capable of position
`determination within 0.2 nmi of the true position.
`
` Inertia l. Equipment utilizing an inertial navigation or inertial reference
`(6)
`sensor(s) determines its present position by precise tracking of all movement of the aircraft from
`a known starting point. Accuracy of inertial sensors degrades over time. Position determination
`with an inertial system can degrade at a rate of 2 nmi per hour for flights up to 10 hours in
`duration.
`
`d.
`
` General Operational Limitations.
`
`Sensor Requirements. Depending upon the particular sensors
`(1)
`incorporated into the system, multi-sensor equipment can be approved for oceanic and remote,
`en route, terminal, and instrument approach use. This document assumes that each sensor used
`in the multi-sensor equipment has been demonstrated to meet the applicable design criteria for
`that sensor (i.e. TSO, MOPS, etc.), or that the multi-sensor system is shown to have equivalent
`performance.
`
`A system may be approved for oceanic and remote navigation
`(i)
`provided at least one of the following sensors is utilized in the multi-sensor equipment: GPS,
`Omega/VLF, Loran-C (in limited areas), INS/IRU.
`
`A system may be approved for en route use as a supplemental
`(ii)
`navigation system provided at least one of the following sensors is used by the multi-sensor
`equipment: GPS, Omega/VLF, Loran-C (in limited areas), VOR/DME, Multiple DME,
`TACAN, INS/IRU.
`
`A system may be approved for terminal area use as a supplemental
`(iii)
`navigation system provided at least one of the following sensors is used by the multi-sensor
`equipment: GPS, Loran-C (in limited areas), VOR/DME, Multiple DME, TACAN.
`(iv)
`A system may be approved for instrument approach navigation
`(except ILS, LOC, LOC-BC, LDA, SDF, and MLS) provided the required sensor(s) outlined in
`Table 1 is used by the multi-sensor equipment.
`
`All sensor accuracy and integrity requirements must be met
`(v)
`without the need for operator input of required data, except that operator entry of Loran-C time
`difference correction values shown on a charted Loran-C instrument approach procedure may be
`used in satisfying approach accuracy requirements.
`
`8
`
`Par 5
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 8
`
`

`
`4/21/1999
`
`AC 20-130A
`
`Table 1
`Instrument Approach Sensor Requirements
`
`Type of Instrument Approach
`
`Required Sensor*
`
`GPS or VOR/DME
`Published RNAV approaches
`GPS or Loran-C
`Published Loran-C approaches
`GPS or VOR/(DME)
`Published VOR or VOR/DME approaches
`GPS or TACAN
`Published TACAN approaches
`GPS
`Published GPS approaches
`GPS or NDB/(DME)
`Published NDB or NDB/DME approaches
`*The required sensor identifies a single sensor/sensor combination which,
`when demonstrated to meet the accuracy requirements of this AC, can be
`used to conduct these approaches. Alternatively, multi-sensor equipment
`can be shown to meet the accuracy requirements with a combination of
`sensors.
`
`IFR Navigation Equipment. Aircraft employing multi-sensor equipment
`(2)
`for IFR navigation must also be equipped with an approved and operational alternate means of
`navigation appropriate to the intended route to be flown. Within the contiguous United States,
`Alaska, Hawaii, and surrounding coastal waters, this requirement can be met with an
`operational, independent VOR receiver, although data from this receiver can provide an input to
`the multi-sensor equipment. For oceanic and remote operations, an alternate means of
`navigation is required unless the multi-sensor equipment incorporates within itself a sensor
`approved individually for the particular area of operations (some oceanic airspace may require
`additional redundancy).
`
`Operating Limitations. Particular multi-sensor equipment may require
`(3)
`operational areas be limited to those areas in which the equipment has been demonstrated to
`meet the performance specifications of this AC because of system characteristics and other
`factors affecting system operation. Operating limitations that may affect the approved operating
`area for particular multi-sensor equipment must be specified in the operating limitations section
`of the Airplane/Rotorcraft Flight Manual Supplement (AFMS/RFMS) (i.e., extreme north and
`south latitudes, data base coverage, sensor coverage, etc.). FAA approval of GPS navigation
`equipment does not constitute approval to conduct GPS-based navigation in airspace controlled
`by foreign airworthiness authorities. Systems that do not provide for coordinate reference
`system conversions of the displayed navigation information should not be used in airspace that is
`not referenced to the WGS-84 or NAD-83 geodetic datums. Operating limitations relating to
`geodetic datums for particular GPS navigation equipment should be included in the limitations
`section of the AFMS/RFMS.
`
`Equipment Classes. GPS sensors installed in accordance with the guidance
`e.
`provided by this AC for IFR operations shall meet the requirements for Class B() or C()
`equipment as defined in TSO-C129 (hereafter referred to as Class B() or C() GPS sensor). GPS
`
`Par 5
`
`9
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 9
`
`

`
`AC 20-130A
`
`6/14/95
`
`sensors integrated in multi-sensor equipment limited to VFR only shall meet the accuracy
`requirements in paragraph 7 of this AC.
`
`Future Air Navigation System (FANS) Concept. Information in this AC is not
`f.
`intended to restrict the development, certification, or operational approval of current or future
`multi-sensor equipment installations designed to comply with required navigation performance
`(RNP) or other FANS design requirements.
`
`DEFINITIONS. Any terms used in this AC that have a meaning specific to the context
`6.
`of this AC are contained in APPENDIX 3. GLOSSARY.
`
`7.
`
`SYSTEM ACCURACY.
`
`a.
`
`2D Accuracy Requirements (95 percent probability).
`
`For equipment incorporating a Class B() or C() GPS sensor, the total
`(1)
`position fixing error of the multi-sensor equipment shall be equal to or less than that shown in
`Table 2 when GPS data is used in the position/navigation computation:
`
`Table 2
`2D Accuracy Requirements, Equipment Incorporating Class B() or C() GPS Sensor
`
`Error Type
`
`Position Fixing
`Error **
`CDI Centering
`***
`
`Oceanic
`and
`remote
`(nmi)
`0.124
`
`0.2
`
`En Route
`(Domestic)
`(nmi)
`
`Terminal
`(nmi)
`
`Non-Precision
`Approach *
`(nmi)
`
`0.124
`
`0.2
`
`0.124
`
`0.2
`
`0.056
`
`0.01
`
` * Non-precision approach criteria only applies to equipment incorporating
`a Class B1, B3, C1, or C3 GPS sensor.
`
`** Equipment error assumes an average GPS HDOP of 1.5, GPS
`equipment waypoint input resolution of 0.01 minute, and output
`resolution of 0.01 minute for approach and 0.1 minute otherwise.
`
`*** The maximum difference between the displayed cross track
`deviation and the computed cross track deviation.
`
`For equipment not incorporating a GPS sensor (or when GPS data is not
`(2)
`used in a system including a GPS sensor), the total position fixing error of the multi-sensor
`equipment shall be equal to or less than that shown in Table 3:
`
`10
`
`Par 5
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 10
`
`

`
`4/21/1999
`
`AC 20-130A
`
`Table 3
`2D Accuracy Requirements, Equipment Not Incorporating a GPS Sensor
`
`Error Type
`
`Position Fixing
`Error *
`
`Oceanic
`and
`remote
`(nmi)
`12.0
`
`En Route
`(Domestic)
`(nmi)
`
`Terminal
`(nmi)
`
`Non-Precision
`Approach
`(nmi)
`
`2.8
`
`1.7
`
`0.3
`(0.5 if navigation data
`derived from a single
`collocated VOR/DME
`station)
`0.1
`
`CDI Centering **
`
`0.2
`
`0.2
`
`0.2
`
`* Equipment error assumes multi-sensor equipment waypoint input resolution of
`0.01 minute, and output resolution of 0.01 minute for approach and 0.1 minute
`otherwise.
`
`** The maximum difference between the displayed cross track deviation and the
`computed cross track deviation.
`
`For times when the equipment is using data from only a single collocated
`(3)
`VOR/DME station (such as during an RNAV approach) and no other sensor input is
`contributing to the position solution, the total maximum position fixing error of the airborne
`multi-equipment shall be equal to or less than that shown in Table 4. To find the cross track and
`along track error at this point, enter the table with the tangent distance and distance along track
`from the tangent point.
`
`Par 7
`
`11
`
`T-Mobile / TCS / Ericsson EXHIBIT 1013
`T-Mobile / TCS / Ericsson v. TracBeam
`Page 11
`
`

`
`AC 20-130A
`
`6/14/95
`
`Table 4
`2D Accuracy Requirements, Equipment Utilizing Only a Single Collocated VOR/DME
`
`0
`
`0.6
`0.6
`0.6
`0.8
`0.6
`1.0
`0.6
`1.3
`0.7
`1.5
`0.7
`1.8
`0.8
`2.1
`0.8
`2.4
`0.9
`2.9
`1.0
`3.5
`1.0
`4.1
`1.1
`4.6
`1.2
`5.2
`1.3
`5.8
`1.4
`6.4
`1.5
`6.9
`1.6
`7.5
`
`5
`0.6
`0.6
`0.6
`0.6
`0.7
`0.8
`0.7
`1.0
`0.7
`1.3
`0.8
`1.5
`0.8
`1.8
`0.8
`2.1
`0.9
`2.4
`1.0
`2.9
`1.0
`3.5
`1.1
`4.1
`1.2
`4.7
`1.3
`5.2
`1.4
`5.8
`1.5
`6.4
`1.6
`7.0
`1.7
`7.5
`
`10
`0.8
`0.6
`0.8
`0.7
`0.9
`0.8
`0.9
`1.0
`0.9
`1.3
`1.0
`1.6
`1.0
`1.8
`1.0
`2.1
`1.1
`2.4
`1.1
`3.0
`1.2
`3.5
`1.3
`4.1
`1.4
`4.7
`1.4
`5.2
`1.5
`5.8
`1.6
`6.4
`1.7
`7.0
`1.8
`7.5
`
`15
`1.1
`0.6
`1.1
`0.7
`1.1
`0.8
`1.1
`1.1
`1.2
`1.3
`1.2
`1.6
`1.2
`1.8
`1.3
`2.1
`1.3
`2.4
`1.3
`3.0
`1.4
`3.5
`1.5
`4.1
`1.6
`4.7
`1.6
`5.2
`1.7
`5.8
`1.8
`6.4
`1.9
`7.0
`2.0
`7.6
`
`20
`1.4
`0.6
`1.4
`0.7
`1.4
`0.9
`1.4
`1.1
`1.4
`1.3
`1.5
`1.6
`1.5
`1.9
`1.5
`2.1
`1.5
`2.4
`1.6
`3.0
`1.7
`3.5
`1.7
`4.1
`1.8
`4.7
`1.9
`5.2
`1.9
`5.8
`2.0
`6.4
`2.1
`7.0
`2.2
`7.6
`
`Along-Track Distance
`30
`35
`40
`2.0
`2.3
`2.6
`0.7
`0.8
`0.8
`2.0
`2.3
`2.6
`0.8
`0.8
`0.9
`2.0
`2.3
`2.6
`0.9
`1.0
`1.0
`2.0
`2.3
`2.6
`1.2
`1.2
`1.2
`2.0
`2.3
`2.7
`1.4
`1.4
`1.4
`2.1
`2.4
`2.7
`1.6
`1.7
`1.7
`2.1
`2.4
`2.7
`1.9
`1.9
`2.0
`2.1
`2.4
`2.7
`2.2
`2.2
`2.2
`2.1
`2.4
`2.7
`2.4
`2.5
`2.5
`2.2
`2.5
`2.8
`3.0
`3.0
`3.0
`2.2
`2.5
`2.8
`3.6
`3.6
`3.6
`2.3
`2.6
`2.9
`4.1
`4.2
`4.2
`2.3
`2.6
`2.9
`4.7
`4.7
`4.7
`2.4
`2.7
`3.0
`5.3
`5.3
`5.3
`2.4
`2.7
`3.0
`5.9
`5.9
`5.9
`2.5
`2.8
`3.1
`6.4
`6.4
`6.5
`2.6
`2.8
`3.1
`7.0
`7.0
`7.0
`2.6
`2.9
`3.2
`7.6
`7.6
`7.6
`
`50
`3.2
`0.9
`3.3
`0.9
`3.3
`1.1
`3.3
`1.3
`3.3
`1.5
`3.3
`1.7
`3.3
`2.0
`3.3
`2.3
`3.3
`2.5
`3.4
`3.1
`3.4
`3.6
`3.5
`4.2
`3.5
`4.8
`3.5
`5.3
`3.6
`5.9
`3.6
`6.5
`3.7
`7.1
`3.7
`7.6
`
`25
`1.7
`0.7
`1.7
`0.8
`1.7
`0.9
`1.7
`1.1
`1.7
`1.4
`1.8
`1.6
`1.8
`1.9
`1.8
`2.2
`1.8
`2.4
`1.9
`3.0
`1.9
`3.6
`2.0
`4.1
`2.1
`4.7.
`2.1
`5.3
`2.2
`5.8
`2.3
`6.4
`2.3
`7.0
`2.4
`7.6
`
`60
`3.9
`1.0
`3.9
`1.0
`3.9
`1.2
`3.9
`1.4
`3.9
`1.6
`3.9
`1.8
`3.9
`2.1
`4.0
`2.3
`4.0
`2.6
`4.0
`3.1
`4.0
`3.7
`4.1
`4.2
`4.1
`4.8
`4.2
`5.4
`4.2
`5.9
`4.2
`6.5
`4.3
`7.1
`4.3
`7.7
`
`0
`
`5
`
`10
`
`15
`
`20
`
`25
`
`30
`
`35
`
`40
`
`50
`
`60
`
`70
`
`80
`
`90
`
`100
`
`110
`
`120
`
`130
`
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`xtk
`atk
`
`70
`4.5
`1.0
`4.5
`1.1
`4.5
`1.2
`4.5
`1.4
`4.6
`1.6
`4.6
`1.9
`4.6
`2.1
`4.6
`2.4
`4.6
`2.6
`4.6
`3.2
`4.7
`3.7
`4.7
`4.3
`4.7
`4.8
`4.8
`5.4
`4.8
`6.0
`4.9
`6.5
`4.9
`7.1
`4.9
`7.7
`
`80
`5.2
`1.1
`5.2
`1.2
`5.2
`1.3
`5.2
`1.5
`5.2
`1.7
`5.2
`1.9
`5.2
`2.2
`5.2
`2.4
`5.2
`2.7
`5.3
`3.2
`5.3
`3.8
`5.3
`4.3
`5.4
`4.9
`5.4
`5.4
`5.4
`6.0
`5.5
`6.6
`5.5
`7.1
`5.6
`7.7
`
`90
`5.8
`1.2
`5.8
`1.3
`5.8
`1.4
`5.8
`1.6
`5.8
`1.8
`5.8
`2.0
`5.9
`2.2
`5.9
`2.5
`5.9
`2.7
`5.9
`3.3
`5.9
`3.8
`6.0
`4.4
`6.0
`4.9
`6.0
`5.5
`6.1
`6.0
`6.1
`6.6
`6.1
`7.2
`6.2
`7.7
`
`100
`6.4
`1.3
`6.4
`1.4
`6.5
`1.5
`6.5
`1.7
`6.5
`1.9
`6.5
`2.1
`6.5
`2.3
`6.5
`2.5
`6.5
`2.8
`6.5
`3.3
`6.6
`3.8
`6.6
`4.4
`6.6
`5.0
`6.7
`5.5
`6.7
`6.1
`6.7
`6.6
`6.8
`7.2
`6.8
`7.8
`
`110
`7.1
`1.4
`7.1
`1.5
`7.1
`1.6
`7.1
`1.7
`7.1
`1.9
`7.1
`2.1
`7.1
`2.4
`7.1
`2.6
`7.1
`2.9
`7.2
`3.4
`7.2
`3.9
`7.2
`4.4
`7.3
`5.0
`7.3
`5.5
`7.3
`6.1
`7.3
`6.7
`7.4
`7.2
`7.4
`7.8
`
`120
`7.7
`1.5
`7.7
`1.6
`7.7
`1.7
`7.7
`1.8
`7.7
`2.0
`7.8
`2.2
`7.8
`2.4
`7.8
`2.7
`7.8
`2.9
`7.8
`3.4
`7.8
`3.9
`7.9
`4.5
`7.9
`5.0
`7.9
`5.6
`7.9
`6.1
`8.0
`6.7
`8.0
`7.3
`8.0
`7.8
`
`130
`8.4
`1.6
`8.4
`1.7
`8.4
`1.8
`8.4
`1.9
`8.4
`2.1
`8.4
`2.3
`8.4
`2.5
`8.4
`2.7
`8.4
`3.0
`8.4
`3.5
`8.5
`4.0
`8.5
`4.5
`8.5
`5.1
`8.6
`5.6
`8.6
`6.2
`8.6
`6.7
`8.6
`7.3
`8.7
`7.9
`
`Ta
`
`ng
`
`en
`
`t
`
`Di
`
`st
`
`an
`
`ce
`
`NOTE 1: Equipment error assumes a waypoint input resolution of 0.01 minute, and
`output resolution of 0.01 minute for approach and 0.1 minute otherwise.
`NOTE 2: Equipment error assumes the maximum allowable difference between the
`displayed cross track deviation and the computed cross track deviation.
`NOTE 3: Multi-sensor equipment accuracy shown in the above table does not
`necessarily satisfy accuracy requirements for operation in certain airspace. For
`example, navigation on published J and V routes requires the distance along-track from
`the tangent point and distance from the tangent point to VOR/DME to be less
`than
`approximately 50 nmi to meet airway wi