GOVERNMENT OF INDIA

CIVIL AVIATION DEPARTMENT

DIRECTOR GENERAL OF CIVIL AVIATION OC NO 3 OF 2016
Date: 11th March 2016

OPERATIONS CIRCULAR
File No AV 22024/21/2015-FSD

Subject: Aircraft and Operators Approval for RNP-APCH Operations

Down to LP and LPV Minima Using GNSS Augmented by
SBAS
1. PURPOSE

This operations circular (OC) establishes the requirements of aircraft and operators
approval for required navigation performance approach (RNP APCH) operations down to
minima designated as localizer performance (LP) and localizer performance with vertical
guidance (LPV), using the global navigation satellite system (GNSS) augmented by the
satellite based augmentation system (SBAS). An operator may use alternate means of
compliance, as far as those means are acceptable to the DGCA. The future tense of the
verb or the term “shall” apply to operators who choose to meet the criteria set forth in this
OC.

2. RELEVANT REGULATIONS

(a) Rule 133B Indian Aircraft Rules 1937

(b) CAR Section 8 Series O Part II Para 7.2.2 – Operation of Commercial Air Transport-
Aeroplanes

(c) CAR Section 8 Series O Part III Para 2.5.2– Operations of General Aviation
Aeroplanes

(d) CAR Section 8 Series S Part IV – Performance Based Navigation

3. RELATED DOCUMENTS

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(a) Annex 2 Rules of the Air

(b) Annex 6 Operation of aircraft Part I/II

(c) Annex 10 Aeronautical telecommunications – Vol I Radio navigation aids

(d) Annex 15 Aeronautical information services

(e) ICAO Doc 9613 Performance-based Navigation (PBN) manual

(f) ICAO Doc 9997 PBN Operational Approval Handbook

(g) ICAO Doc 4444 Procedures for air navigation services – Air traffic management

(h) ICAO Doc 7030 Regional Supplementary Procedures

(i) ICAO Doc 8168 Aircraft operations Volume II – Parts I and II – General criteria

(j) FAA AC 90-107 Guidance for Localizer Performance with Vertical Guidance and
Localizer Performance without Vertical Guidance Approach Operations in the U.S. National
Airspace System

(k) FAA AC 20-138B Airworthiness approval of positioning and navigation systems

(l) EASA AMC 20-28 Airworthiness Approval and Operational Criteria related to Area
Navigation for Global Navigation Satellite System approach operation to Localiser
Performance with Vertical guidance minima using Satellite Based Augmentation System

(m) SRVSOP AC 91-011 Aircraft and Operators Approval for RNP APCH Operations
Down to LP and LPV Minima Using GNSS Augmented by SBAS.

4. DEFINITIONS AND ABBREVIATIONS

4.1 Definitions

(a) Aircraft-based augmentation system (ABAS).- An augmentation system that

augments and(or integrates the information obtained from other GNSS elements with
information available on board the aircraft.

(b) Availability.- The capacity of the navigation system to provide useable service
within the specified area of coverage.

(c) Class A TSO-129() / ETSO-C129() GPS equipment.- Equipment that includes

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GNSS sensor and navigation capability. It includes RAIM as defined in TSO/ETSO-C129().

(d) Class B and C TSO-129() / ETSO-C129() GPS equipment.- GNSS sensor that
provides GNSS data (position, integrity, etc.) to an integrated navigation system (e.g.,
FMS).
(e) Class GAMMA TSO-C146.- This functional class corresponds to equipment
consisting of a GNSS/SBAS position sensor and a navigation function, so that provides
path deviation relative to a selected path. The equipment provides the navigation function
required of a stand-alone navigation system. This equipment also provides integrity in
absence of the SBAS signal by using FDE. Furthermore, this class of equipment requires a
database, display outputs and pilot controls.
(f) Class BETA TSO-C145( ) / ETSO-C145 ( ).- Equipment consisting of a
GNSS/SBAS sensor that determines position (with integrity) and provides position and
integrity to an integrated navigation system (e.g., FMS, multi-sensor navigation system).
This equipment also provides integrity in the absence of the SBAS signal by using FDE.
(g) Operational class 1 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).-
This operational class supports oceanic and domestic en-route, terminal, LNAV, and
departure operations.
(h) Operational class 2 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).-
This operational class supports oceanic and domestic en-route, terminal, LNAV,
LNAV/VNAV, and departure operations.
(i) Operational class 3 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).-
This operational class supports oceanic and domestic en-route, terminal, LNAV,
LNAV/VNAV, LPV, and departure operations.
(j) Glide path angle (GPA).- Represents the angle between the approach path (glide
path) and the horizontal plane defined in accordance with WGS-84 at the landing threshold
point/fictitious threshold point (LTP/FTP). The GPA is stored in the final approach segment
(FAS) data block.
(j) Fault detection and exclusion (FDE).- Is a function performed by some on board
GNSS receivers, which can detect the presence of a faulty satellite signal and
automatically exclude it from the position calculation. In addition to the total number of
satellites needed for receiver autonomous integrity monitoring (RAIM), at least one more
available satellite is required (6 satellites).

(k) Final approach segment (FAS) data block.- The set of parameters for identifying a
single precision approach or approach procedure with vertical guidance (APV) and defining
its associated approach path.
(l) Fictitious threshold point (FTP).-The FTP is a point over which the final approach
segment path passes at a relative height specified by the reference datum height. It is
defined by the WGS-84 latitude, longitude and ellipsoid height. The FTP replaces the LTP
when the final approach course is not aligned with the runway extended centre line or when
the threshold is displaced from the actual runway threshold. For non-aligned approaches
the FTP lies on the intersection of the perpendicular from the FAS to the runway threshold.
The FTP elevation is the same as the actual runway threshold elevation.
(m) Flight path alignment point (FPAP).- The FPAP is a point on the same lateral
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plane as the landing threshold point (LTP) or fictitious threshold point (FTP) that is used to
define the alignment of the final approach segment. In approaches aligned with the runway
centre line, the FPAP is located at or beyond the opposite threshold of the runway. The
delta length offset from the opposite threshold of the runway defines its location.
(n) Flight technical error (FTE).- The FTE is the accuracy with which an aircraft is
controlled as measured by the indicated aircraft position, with respect to the indicated
command or desired position. It does not include blunder errors.

Note.- For aircraft that are not capable of autopilot or flight director coupling, an FTE of 3.7
km (2 NM) for oceanic operations must be taken into account in determining any
limitations.

(o) Global navigation satellite system (GNSS).- A generic term used by ICAO to
define any global position, speed, and time determination system that includes one or more
main satellite constellations, such as GPS and the global navigation satellite system
(GLONASS), aircraft receivers and several integrity monitoring systems, including aircraft-
based augmentation systems (ABAS), satellite-based augmentation systems (SBAS), such
as the wide area augmentation systems (WAAS), and ground-based augmentation
systems (GBAS), such as the local area augmentation system (LAAS). Distance
information will be provided, at least in the immediate future, by GPS and GLONASS.

(p) Integrity.- Capacity of the navigation system to provide alerts when the system must
not be used for navigation.

(q) Landing threshold point (LTP).-The LTP is a point over which the glide path
passes at a relative height specified by the reference datum height. It is defined by the
WGS-84 latitude, longitude and ellipsoid height. The LTP is normally located at the
intersection of the runway centre line and threshold.

(r) Localizer performance with vertical guidance (LPV).-The label to denote minima
lines associated with APV-I or APV-II performance on approach charts. Each label
indicates that lateral performance is equivalent to lateral performance of the ILS localizer.

Note.- The terms APV-I and APV-II refer to two performance levels of GNSS approach and
landing operations with vertical guidance and must not be used in minimum lines in the
charts. The term LPV is used for this purpose, which is compatible with SBAS avionics
annunciations (see Annex 10, Volume I, Note 9 to Table 3.7.2.4-1 – Signal-in-space
performance requirements).
(s) Operation with basic GNSS.- Operation based on a GNSS that includes an aircraft
based augmentation system (ABAS). An ABAS system is typically a GNSS receiver that
complies with E/TSO-C129a, E/TSO-C145 () or E/TSO-C146() fault detection (FD)
requirements.

(t) Navigation system error (NSE).-The difference between true position and
estimated position.

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(u) Path definition error (PDE) - The difference between the defined path and the
desired path in a given place and time.

(v) Receiver autonomous integrity monitoring (RAIM).-A technique used in a GNSS

receiver/processor to determine the integrity of its navigation signals, using only GPS
signals or GPS signals enhanced with barometric upper-air data. This determination is
achieved by a consistency check between pseudo-range measurements. At least one
additional available satellite is required with respect to the number of satellites that are
needed to obtain the navigation solution.

(w) Satellite-based augmentation system (SBAS).-A wide coverage augmentation

system in which the user receives augmentation information from a satellite-based
transmitter.
Note.- SBAS performance standards are contained in Annex 10, Volume I, Chapter 3

(x) Stand-alone global positioning system (Stand-alone GPS).-A GPS that is not
connected to, or combined with, any other navigation system or sensor.

(y) Total system error (TSE).-Is the difference between the true position and the
desired position. This error is equal to the vector sum of path definition error (PDE), flight
technical error (FTE) and navigation system error (NSE).

Total system error (TSE)

4.2 Abbreviations

 AC Advisory circular (FAA, SRVSOP)

 ABAS Aircraft based augmentation system
 AFM Airplane flight manual
 AIP Aeronautical information publication
 AIRAC Aeronautical information regulations and control
 AMC Acceptable means of compliance
 ATC Air traffic control
 ATS Air traffic services
 CRC Cyclic redundancy check
 DA Decision altitude
 EASA European Aviation Safety Agency
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 FAA United States Federal Aviation Administration

 FDE Fault detection and exclusion
 FAS Final approach segment
 FMS Flight management system
 FPAP Flight path alignment point
 FTE Flight technical error
 FTP Fictitious threshold point
 GAGAN GPS Aided Geo Augmented Navigation
 GNSS Global navigation satellite system
 GLONASS Global navigation satellite system
 GPS Global positioning system
 HAL Horizontal alert limit
 HPL Horizontal protection level
 INS Inertial navigation system
 IRS Inertial reference system
 IRU Inertial reference unit
 LOA Letter of authorisation/letter of acceptance
 LOI Loss of integrity
 LP Localizer performance
 LPV Localizer performance with vertical guidance
 LTP Landing threshold point
 MDA Minimum descent altitude
 MEL Minimum equipment list
 NAA National airworthiness authority
 NSE Navigation system error
 OM Operations manual
 OpSpecs Operations specifications
 PANS-OPS Procedures for Air Navigation Services - Aircraft Operations
 PBN Performance-based navigation
 PDE Path definition error
 RAIM Receiver autonomous integrity monitoring
 RNAV Area navigation
 RNP Required navigation performance
 RNP APCH Required navigation performance approach
 RNP AR APCH Required navigation performance authorisation required approach
 SBAS Satellite-based augmentation system
 SSR Secondary surveillance radar
 STC Supplementary type certificate
 TC Type certificate
 TCH Threshold crossing height
 TSE Total system error
 TSO Technical standard order
 VAL Vertical alert limit
 VTF Vector to final
 VPL Vertical protection level
 WGS World geodetic system
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5. INTRODUCTION

5.1 This OC addresses approach applications based on GNSS augmented by SBAS

that are classified RNP APCH in accordance with the PBN concept, give access to minima
designated as LP and LPV. SBAS is primary means of compliance to support RNP APCH
down to LP or LPV minima, when employed in accordance with the provisions in this
navigation specification. USA (WAAS) and Europe (EGNOS), and India (GAGAN) are
SBAS systems that have been certified for RNP APCH down to LP and LPV minima.

5.2 RNP approach (RNP APCH) procedures include existing RNAV(GNSS) approach
procedures conducted down to LP or LPV minima. These RNP APCH procedures are
authorized by a number of regulatory agencies including the EASA and United States
FAA. The FAA has issued airworthiness criteria, AC 20-138(), for GNSS equipment and
systems that are eligible for such operations. EASA has developed certification material
(AMC 20-28) for airworthiness approval and operational criteria for RNP APCH operations
consistently with FAA Advisory Circular AC 20-138() (LPV approach operation
airworthiness approval section). In order to achieve a global standard, the two sets of
criteria were harmonized into a single navigation standard.

5.3 RNP APCH down to LPV minima may give access to a different range of minima,
depending on the performance of the navigation systems and the assessment of the
responsible airspace authority. The provisions given in this navigation specification are
consistent with these different sets of LPV minima, down to 200 ft.

5.4 This OC addresses only the requirement for the navigation aspect along a final
approach straight segment and the straight continuation of the final approach in the missed
approach. These criteria apply only to approaches conducted down to LP and LPV minima,
and do not address approaches down to LNAV and LNAV/VNAV minima or RNP
approaches with authorization required (RNP AR APCH).
5.5 LP procedures are approaches only with lateral guidance, similar to instrument
landing system (ILS) procedures with localizer (LOC) that use SBAS for a more precise
vertical guidance. These procedures are designed for places where the terrain and
obstacles do not allow LPV minima, and have a smaller obstacle clearance surface (OCS)
compared to other procedures, which in many cases allows for minima that are lower than
those for procedures with lateral navigation (LNAV) alone.
Note.- LP approach procedures. At some airports, it may not be possible to meet the
requirement to publish an approach procedure with LPV vertical guidance. This may be
due to: obstacles and terrain along the desired final approach path, airport infrastructure
deficiencies, or the inability of SBAS to provide the desired availability of vertical guidance
(i.e., an airport located on the fringe of the SBAS service area). When this occurs, the
State may provide an LP approach procedure based on lateral performance of SBAS. The
LP approach procedure is a non-precision approach (NPA) procedure with angular lateral
guidance equivalent to a localizer approach. As a NPA, an LP approach procedure
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provides lateral navigation guidance to a minimum descent altitude (MDA); however, the
SBAS integration provides no vertical guidance for LP approaches. Except for the
guidance material directly related to SBAS vertical guidance, the guidance material in this
OC applies to both LP and LPV approach operations.

5.6 The material described in this OC has been developed based on ICAO Doc 9613,
Volume II, Part C, Chapter 5, Section B – RNP APCH OPERATIONS DOWN TO LP AND
LPV MINIMA

6. GENERAL INFORMATION

6.1 Navigation aid infrastructure

(a) The RNP APCH specification is based on augmented GNSS to support RNP APCH
operations down to LP or LPV minima.

(b) The missed approach segment may be based upon GNSS or conventional
NAVAID (e.g. VOR, DME, NDB).

(c) The acceptability of the risk of loss of RNP APCH approach capability for multiple
aircraft due to satellite failure and/or augmented GNSS system failure will be considered
by the ANSP publishing the approach procedure..

6.2 Communications and ATS surveillance

RNP APCH operation down to LP or LPV minima using augmented GNSS does not
include specific requirements for communications or ATS surveillance. Adequate obstacle
clearance is achieved through aircraft performance, instrument approach procedure
design and operating procedures.

6.3 Obstacle clearance

(a) Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168,

Volume II). The general criteria in Parts I and III apply, together with the approach criteria
from Doc 8168, Volume II, Part III, Section 1, Chapter 5 and Section 3, Chapter 5,
regarding SBAS. The criteria assume normal operations.

(b) Missed approach procedure may be supported by either RNAV or conventional

segments (e.g. based on NDB, VOR, DME).

6.4 Publications

(a) The AIP should clearly indicate that the navigation application is RNP APCH. Charting
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will follow the standards of Annex 4 — Aeronautical Charts, for the designation of an
RNAV procedure where the vertical path is geometrically specified by an FAS DB. The
charting designation will remain consistent with the current convention and will be
promulgated as an LP or LPV OCA(H).

Note - All APV and Cat I SBAS OCA/H’s are promulgated as LPV lines of minima. All NPA
OCA/Hs shall be promulgated as LP (localizer performance) lines of minima. LPV and LP
lines of minima shall not be published on the same chart.

(b) If the missed approach segment is based on conventional means, NAVAID facilities
that are necessary to conduct the approach will be identified in the relevant publications.

(c) The navigation data published in the State AIP for the procedures and supporting
NAVAIDs will meet the requirements of Annex 4 and Annex 15 — Aeronautical
Information Services (as appropriate).

(d) All procedures will be based upon WGS-84 coordinates.

(e) The FAS of RNP APCH operations down to LP or LPV minima is uniquely
characterized by a geometrically defined FAS. The FAS is the approach path, which is
defined laterally by the FPAP and LTP/FTP, and defined vertically by the TCH and GPA.
The FAS will be promulgated using the FAS DB process. This FAS DB contains the
lateral and vertical parameters, which define the approach to be flown. Each FAS DB
ends with a CRC, which wraps around the approach data.

(f) The FAS may be intercepted by an approach transition (e.g. RNAV1), or initial and
intermediate segments of an RNP APCH approach, or through vectoring (e.g. interception
of the extended FAS).

6.5 Additional considerations

(a) The State must verify that the augmented GNSS system and that the service
provider of the GNSS system, used to support RNP APCH operations, are approved
according to the appropriate regulation.

(b) Guidance in this OC does not supersede appropriate State operating requirements
for equipage.

7. AIRWORTHINESS AND OPERATIONAL APPROVAL

7.1 For a commercial air transport operator to be granted an RNP APCH approval down
to LP or LPV minima, it must comply with two types of approvals:

(a) the airworthiness approval, issued by the State of registry; and

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(b) the operational approval, issued by the State of the operator.

7.2 For general aviation operators, the State of registry will determine whether or not the
aircraft meets the applicable RNP APCH requirements and will issue the operational
approval (e.g., letter of authorisation – LOA).

7.3 Before submitting the application, operators shall review all aircraft qualification
requirements. Compliance with airworthiness requirements or equipment installation alone
does not constitute operational approval.

8. AIRWORTHINESS APPROVAL

8.1 Aircraft eligibility

(a) The aircraft eligibility must be determined through demonstration of compliance

against the relevant airworthiness criteria and the requirements of 8.2. The OEM or the
holder of installation approval for the aircraft, e.g. STC holder, will demonstrate
compliance to their NAA (e.g. EASA, FAA) and the approval can be documented
in manufacturer documentation (e.g. service letters). AFM entries are not required
provided the State accepts manufacturer documentation.

(b) For existing stand- alone and multi-sensor RNP systems using GNSS augmented
by SBAS, compliance with both European (EASA AMC 20-28) and United States (FAA
AC 20-138(), AC 20-130A or TSO C115b) guidance assures automatic compliance with
this ICAO specification, obviating the need for further assessment or AFM
documentation. An operational approval to this standard allows an operator to conduct
RNP APCH operations globally.

Note 1: Requests for approval to use optional functionality (e.g. RF legs) should
address the aircraft and operational requirements as described in the appropriate
functional attachment to Doc 9613, Volume II.

Note 2: RNP APCH operations approval may be required by national authorities

in the State of the intended operations.

(c) Acceptance of documentation by the DGCA

(i) For new aircraft/equipment (capability shown in production).-The new

aircraft/equipment qualification documentation may be approved as part of an
aircraft certification project, and will be reflected in the AFM and related documents.

(ii) For aircraft/equipment in use.-For installations/equipment that are not

eligible for conducting LPV operations, the operator shall send the LP and LPV and
aircraft qualification documentation to the Dte of Airworthiness (DAW), DGCA

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(iii) The DAW, as appropriate, will accept the data package for LP and LPV
operations. This acceptance will be documented in a letter to the operator.

8.2 Aircraft requirements

8.2.1 On-board performance monitoring and alerting

(a) Accuracy.- Along the FAS and the straight continuation of the final approach in the
missed approach, the lateral and vertical TSE is dependent on the NSE, PDE and FTE:

(i) NSE: the accuracy itself (the error bound with 95 per cent probability)
changes due to different satellite geometries. Assessment based on
measurements within a sliding time window is not suitable for GNSS.
Therefore, GNSS accuracy is specified as a probability for each and every
sample. NSE requirements are fulfilled without any demonstration if the
equipment computes three dimensional positions using linearized,
weighted least square solution in accordance with RTCA DO 229C (or
subsequent version) Appendix J.

(ii) FTE: FTE performance is considered acceptable if the lateral and vertical
display full-scale deflection is compliant with the non-numeric lateral cross-
track and vertical deviation requirements of RTCA DO 229 C (or
subsequent version) and if the crew maintains the aircraft within one-
third the full scale deflection for the lateral deviation and within one-half
the full scale deflection for the vertical deviation.

(iii) PDE: PDE is considered negligible based upon the process of path
specification to data specification and associated quality assurance that is
included in the FAS data-block generation process which is a standardized
process. The responsibilities for FAS DB generation lies with the ANSP.

Note.— FTE performance is considered acceptable if the approach mode

of the FGS is used during such approach.

(b) Integrity.- Simultaneously presenting misleading lateral and vertical guidance with
misleading distance data during an RNP APCH operation down to LPV minima is
considered a hazardous failure condition (extremely remote). Simultaneously presenting
misleading lateral guidance with misleading distance data during an RNP APCH operation
down to LP minima is considered a hazardous failure condition (extremely remote).

(c) Continuity.- Loss of approach capability is considered a minor failure condition if

the operator can revert to a different navigation system and proceed to a suitable airport.
For RNP APCH operations down to LP or LPV minima at least one system is required.

(d) On-board performance monitoring and alerting:.- Operations on the FAS of an

RNP APCH operation down to LP and LPV minima, the on-board performance monitoring
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and alerting function is fulfilled by:

(i) NSE monitoring and alerting (see the SIS section below);

(ii) FTE monitoring and alerting: LPV approach guidance must be

displayed on a lateral and vertical deviation display (HSI, EHSI, CDI/VDI)
including a failure indicator. The deviation display must have a suitable full-
scale deflection based on the required track-keeping accuracy. The lateral
and vertical full scale deflection are angular and associated to the lateral
and vertical definitions of the FAS contained in the FAS DB; and

(iii) Navigation database: Once the FAS DB has been decoded, the
equipment shall apply the CRC to the DB to determine whether the data is
valid. If the FAS DB does not pass the CRC test, the equipment shall not
allow activation of the LP or LPV approach operation.

(e) Signal in Space (SIS)

(i) At a position between 2 NM from the FAP and the FAP, the aircraft
navigation equipment shall provide an alert within 10 seconds if the SIS
errors causing a lateral position error are greater than 0.6 NM, with a
probability of 1-10-7 per hour.

(ii) After sequencing the FAP and during operations on the FAS of an RNP
APCH operation down to LP or LPV minima:

 the aircraft navigation equipment shall provide an alert within 6

seconds if the SIS errors causing a lateral position error are greater
than 40 m, with a probability of 1-2.10-7 in any approach (Annex 10,
Volume I, Table 3.7.2.4-1); and

 the aircraft navigation equipment shall provide an alert within 6

seconds if the SIS errors causing a vertical position error is greater
than 50 m (or 35 m for LPV minima down to 200 ft), with a probability
of 1-2.10-7 in any approach (Annex 10, Volume I, Table 3.7.2.4-1).

Note1: There are no RNP APCH requirements for the missed approach if it
is based on conventional means (VOR, DME, NDB) or on dead reckoning.
The requirements for the straight continuation of the final approach, in the
missed approach, are in accordance with RTCA DO 229C (or subsequent
version).

Note 2: Compliance with the performance monitoring and alerting

requirement does not imply an automatic monitor of FTE. The on-board
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monitoring and alerting function should consist at least of a NSE

monitoring and alerting algorithm and a lateral and vertical deviation display
enabling the crew to monitor the FTE. To the extent operational procedures
are used to monitor FTE, the crew procedure, equipment characteristics,
and installation are evaluated for their effectiveness and equivalence as
described in the functional requirements and operating procedures. PDE is
considered negligible due to the navigation database quality assurance
proces and the operating procedures).

Note 3:The following systems meet the accuracy, integrity and continuity
requirements of these criteria:

 GNSS SBAS stand-alone equipment approved in accordance with

E/TSO C146a (or subsequent version).Application of this standard
guarantees that the equipment is at least compliant with RTCA DO
229C. The equipment should be a class gamma, operational class 3;

 For an integrated navigation system (e.g. FMS) incorporating a GNSS

SBAS sensor, E/TSO C115b and AC 20-130A provide an acceptable
means of compliance for the approval of this navigation system when
augmented by the following guidelines:

 The performance requirements of E/TSO-C146a (or subsequent

version) that apply to the functional class gamma, operational
class 3 or delta 4 is demonstrated; and

 The GNSS SBAS sensor is approved in accordance with E/TSO

C145a class beta, operational class 3;

 Approach system incorporating a class delta GNSS SBAS

equipment approved in accordance with E/TSO C146a (or
subsequent version). This standard guarantees that the equipment is
at least compliant with RTCA DO 229C. The equipment should be a
class delta 4; and

 Future augmented GNSS systems are also expected to meet these

requirements.

8.2.2 Criteria for specific navigation systems

RNP APCH operations down to LP or LPV minima are based on augmented GNSS
positioning. Positioning data from other types of navigation sensors may be integrated with
the GNSS data provided the other positioning data do not cause position errors exceeding
the TSE (TSE) budget, or if means are provided to deselect the other navigation sensor
types.

8.2.3 Functional requirements

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8.2.3.1 Navigation displays and required functions

(a) Approach guidance must be displayed on a lateral and vertical deviation display
(HSI, EHSI, CDI/VDI) including a failure indicator and must meet the following
requirements:

(i) this display must be used as primary flight instruments for the approach;

(ii) the display must be visible to the pilot and located in the primary field of view
(±15 degrees from the pilot’s normal line of sight) when looking forward along
the flight path; and

(iii) the deviation display must have a suitable full-scale deflection based on the
required track-keeping accuracy.

Note 1: The lateral and vertical full scale deflection are angular and
associated to the lateral and vertical definitions of the FAS contained in the
FAS DB.

Note 2:. Where the minimum flight crew is two pilots, it should be possible for
the pilot not flying to verify the desired path and the aircraft position relative to
the path.

Note 3: For more details on lateral and vertical deviation display scales, see
the non-numeric lateral cross-track and vertical deviation requirements of DO
229C (or subsequent version).

(b) The following system functions are required as a minimum:

(i) The capability to display the GNSS approach mode (e.g. LP, LPV,
LNAV/VNAV, lateral navigation) in the primary field of view. This annunciation
indicates to the crew the active approach mode in order to correlate it to the
corresponding line of minima on the approach chart. It can also detect a level
of service degradation (e.g. downgrade from LPV to lateral navigation). The
airborne system should automatically provide the highest “level of service”
available for the annunciation of the GNSS approach mode when the
approach is selected;

(ii) The capability to continuously display the distance to the LTP/FTP;

(iii) The navigation database must contain all the necessary data/information to
fly the published approach procedure (FAS). Although data may be stored or
transmitted in different ways, the data has to be organized in DBs for the
purpose of computing the CRC. This format provides integrity protection for
the data it contains. Consequently, each FAS is defined by a specific “FAS
DB” containing the necessary lateral and vertical parameters depicting the
approach to be flown. Once the FAS DB has been decoded, the equipment
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shall apply the CRC to the DB to determine whether the data is valid. If the
FAS DB does not pass the CRC test, the equipment shall not allow activation
of the approach operation;

(iv) The capacity to select from the database into the installed system the whole
approach procedure to be flown (SBAS channel number and/or approach
name);

(v) The indication of the loss of navigation (e.g. system failure) in the pilot’s
primary field of view by means of a navigation warning flag or equivalent
indicator on the vertical and/or lateral navigation display); The indication of
the LOI function in the pilot’s normal field of view (e.g. by means of an
appropriately located annunciator); and The capability to immediately provide
track deviation indications relative to the extended FAS, in order to facilitate
the interception of the extended FAS from a radar vector (e.g. VTF function).

Note.— These requirements are limited to the FAS, the straight continuation
of the final approach in the missed approach, and to the interception of the
extended FAS. If the installed system is also able to fly the initial,
intermediate and missed approach segments of the approach, the
corresponding requirement (e.g. RNP APCH associated with LNAV and
LNAV/VNAV, or RNAV1 criteria) applies.

8.3 Continuing airworthiness

(a) The operators of aircraft approved to perform LPV operations, must ensure the
continuity of the technical capacity of them, in order to meet technical requirements
established in this OC.

(b) Each operator who applies for LPV operational approval shall submit to the DGCA, a
maintenance and inspection program that includes all those requirements of maintenance
necessary to ensure that navigation systems continue fulfilling the LPV approval criteria.

(c) The following maintenance documents must be revised, as appropriate, to

incorporate LPV aspects:

(i) Continuing Airworthiness Management Exposition (CAME);

(ii) Illustrated parts catalogs (IPC); and

(iii) Maintenance program.

(d) The approved maintenance program for the affected aircrafts should include
maintenance practices listed in maintenance manuals of the aircraft manufacturer and its
components, and must consider:

(i) that equipment involved in the LPV operation should be maintained according
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to directions given by manufacturer's components;

(ii) that any amendment or change of navigation system affecting in any way
LPV initial approval, must be forwarded and reviewed by the DGCA for its
acceptance or approval of such changes prior to its implementation; and

(iii) that any repair that is not included in the approved/accepted maintenance
documentation, and that could affect the integrity of navigation performance, should
be forwarded to the DGCA for acceptance or approval thereof.

(e) Within the RNP APCH (LP/LPV) maintenance documentation should be presented
the training program of maintenance personnel, which inter alia, should include:

(i) PBN concept;

(ii) RNP APCH (LP/LPV) application;

(iii) equipment involved in a LPV operation; and

(iv) MEL use.

8.4 MEL considerations

Any MEL revisions necessary to address the provisions for RNP APCH operations to LP or
LPV minima must be approved. Operators must adjust the MEL, or equivalent, and specify
the required dispatch conditions.

9. OPERATIONAL APPROVAL

Airworthiness approval alone does not authorize an applicant or operator to conduct RNP
APCH operations to LP and LPV minima. In addition to the airworthiness approval, the
applicant or operator must obtain an operational approval to confirm the suitability of
normal and contingency procedures in connection to the installation of a given piece of
equipment.

For commercial air transportation and general aviation, the evaluation of an application for
RNP APCH to LP and LPV minima operational approval is done by the FSD, DGCA in
accordance with the criteria described in this OC.

9.1 Operational approval requirements

9.1.1 In order to obtain RNP APCH (LP/LPV) approval, the applicant or operator will take
the following steps, taking into account the criteria established in this paragraph and in
Paragraphs 10, 11, 12, and 13:

(a) Airworthiness approval - Aircraft shall have the corresponding airworthiness

approvals, pursuant to Paragraph 8 of this OC.

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(b) Application - The operator shall submit the following documentation to the DGCA:

(i) RNP APCH (LP/LPV) operational approval application;

(ii) Description of aircraft equipment.-The operator shall provide a

configuration list with details of the relevant components and the equipment to be
used for LPV operations. The list shall include each manufacturer, model, and
equipment version of GNSS equipment and software of the installed FMS.

(iii) Airworthiness documents related to aircraft eligibility.-The operator shall

submit relevant documentation, acceptable to the DGCA, showing that the aircraft is
equipped with RNP systems that meet the LPV requirements, as described in
Paragraph 8 of this OC. For example, the operator will submit the parts of the AFM
or AFM supplement that contain the airworthiness statement.

(iv) Training programme for pilots

 Commercial operators will present to the DGCA the RNP APCH (LP/LPV)
training curriculums to show that the operational procedures and practices
and the training aspects described in Paragraph 11 have been included in the
initial, upgrade or recurrent training curricula for pilots.

Note.-It is not necessary to establish a separate training programme if the RNP

APCH (LP/LPV) training identified in Paragraph 11 has already been included in
the training programme of the operator. However, it must be possible to identify
what aspects of RNP APCH (LP/LPV) are covered in the training programme.

 GA operators shall be familiar with and demonstrate that they will perform
their operations based on the practices and procedures described in
Paragraph 11.

(v) Operations manual and checklists

 Commercial operators must review the operations manual (OM) and the
checklists in order to include information and guidance on the operating
procedures detailed in Paragraph 10 of this OC. The appropriate manuals
must contain the operating instructions for navigation equipment and
contingency procedures. The manuals and checklists must be submitted for
review along with the formal application in Phase 2 of the approval process.

 GA operators must operate their aircraft based on the practices and

procedures identified in Paragraph 10 of this OC.

(vi) Minimum Equipment List (MEL).-The operator will send to the DGCA for
approval any revision to the MEL that is necessary to conduct RNP APCH
(LP/LPV)operations. If the RNP APCH (LP/LPV) operational approval is granted
based on a specific operational procedure, operators must modify the MEL and
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specify the required dispatch conditions.

(vii) Maintenance.-The operator will submit for approval a maintenance

programme to conduct RNP APCH (LP/LPV) operations.

(viii) Training programme for maintenance personnel.-Operators will submit the

training curriculums that correspond to maintenance personnel in accordance with
Paragraph 8.3 (e).

(ix) Navigation data validation programme.-The operator will present the

details about the navigation data validation programme as described in Appendix 1
to this OC.

(c) Training.- Once the amendments to manuals, programmes, and documents

submitted have been accepted or approved, the operator will provide the required training
to its personnel.

(d) Proving/Validation flight.- The DGCA may deem it advisable to perform a

proving/validation before granting the operational approval. Such validation can be
performed on commercial flights.

(e) Issuance of an authorization to conduct RNP APCH (LP/LPV) operations.-

Once the operator has successfully completed the operational approval process, FSD,
DGCA will grant the operator the authorization to conduct RNP APCH (LP/LPV) operations.

(i) For commercial operators, the DGCA will issue the corresponding operations
specifications (OpSpecs) that will reflect the RNP APCH (LP/LPV)
authorization.

(ii) For general aviation operators, the DGCA will issue a letter of authorization
(LOA).

10. OPERATING PROCEDURES

Airworthiness certification alone does not authorize an operator to conduct RNP APCH
operations down to LP or LPV minima. Operational approval is also required to
confirm the adequacy of the operator’s normal and contingency procedures for the
particular equipment installation.

10.1 Pre-flight planning

(a) Operators and pilots intending to conduct RNP APCH operations down to LP or LPV
minima must file the appropriate ATC flight plan suffixes. (Letter 'B' in Item 10a of ICAO
flight plan)The on-board navigation data must be current and must include the appropriate
procedures.

Note.— Navigation databases are expected to be current for the duration of the flight. If
the AIRAC cycle is due to change during flight, operators and pilots should establish
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procedures to ensure the accuracy of navigation data, including suitability of navigation

facilities used to define the routes and procedures for flight.

(b) In addition to the normal preflight planning, the following checks must be carried
out:

(i) The pilot must ensure that approach procedures which may be used for the
intended flight (including alternates aerodromes) are selectable from a valid
navigation database (current AIRAC cycle), have been verified by the
appropriate process and are not prohibited by a company instruction or
NOTAM;

(ii) Subject to State’s regulations, during the preflight phase, the pilot should
ensure sufficient means are available to navigate and land at the destination or
at an alternate aerodrome in the case of loss of LP or LPV airborne capability;

(iii) Operators and flight crews must take account of any NOTAMs (including
SBAS NOTAMs) or operator briefing material that could adversely affect the
aircraft system operation, or the availability or suitability of the procedures at
the airport of landing, or any alternate airport; and

(iv) If the missed approach procedure is based on conventional means (e.g. VOR,
NDB) the appropriate airborne equipment required to fly this procedure must
be installed in the aircraft and must be operational. If the missed approach
procedure is based on RNAV (no conventional or dead reckoning missed
approach available) the appropriate airborne equipment required to fly this
procedure must be installed in the aircraft and must be operational.

(c) The availability of the NAVAID infrastructure, required for the intended routes,
including any non-RNAV contingencies, must be confirmed for the period of intended
operations using all available information. Since GNSS integrity (RAIM or SBAS signal) is
required by Annex 10, Volume I, the availability of these should also be determined as
appropriate. For aircraft navigating with SBAS receivers (all TSO-C145()/C146()), operators
should check appropriate GPS RAIM availability in areas where the SBAS signal is
unavailable.

10.2 Augmented GNSS availability

(a) Service levels required for RNP APCH operations down to LP or LPV minima can be
verified either through NOTAMs (where available) or through prediction services. The
operating authority may provide specific guidance on how to comply with this
requirement. Operators should be familiar with the prediction information available for the
intended route.

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(b) LP or LPV service availability prediction should take into account the latest GPS
constellation and SBAS system status NOTAMs and avionics model (when available). The
service may be provided by the ANSP, avionics manufacturer, other entities or through an
airborne receiver LP or LPV service prediction capability.

(c) In the event of a predicted, continuous loss of appropriate level of fault detection of
more than five minutes for any part of the RNP APCH operation, the flight planning should
be revised (e.g. delaying the departure or planning a different departure procedure).

(d) Service availability prediction software does not guarantee the service, they are
tools to assess the expected capability to meet the RNP. Because of unplanned failure of
some GNSS or SBAS elements, pilots/ANSPs should realize that GPS or SBAS navigation
altogether may be lost while airborne which may require reversion to an alternative means
of navigation. Therefore, pilots should assess their capability to navigate (potentially to an
alternate destination) in case of failure of GPS plus SBAS navigation.

(e) These availability prediction services are expected to be developed also for future
GNSS systems with performances equivalent to SBAS.

10.3 Prior to commencing the procedure

(a) In addition to normal procedure prior to commencing the approach (before the IAF
and in compatibility with crew workload), the pilot must verify the correctness of the
loaded procedure by comparison with the appropriate approach charts. This check must
include:

(i) the waypoint sequence;

(ii) reasonableness of the tracks and distances of the approach legs, and the
accuracy of the inbound course and mileage of the FAS; and

Note.— As a minimum, this check could be a simple inspection of a suitable

map display.

(iii) the vertical path angle.

(b) ATC tactical interventions in the terminal area may include radar headings, “direct
to” clearances which bypass the initial legs of an approach, interception of an initial or
intermediate segment of an approach or the insertion of waypoints loaded from the
database. In complying with ATC instructions, the pilot should be aware of the following
implications for the navigation system:

(i) The manual entry of coordinates into the navigation system by the pilot
for operation within the terminal area is not permitted; and

(ii) “Direct to” clearances may be accepted to the IF provided that the
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resulting track change at the IF does not exceed 45 degrees.

Note.— Direct to clearance to FAP is not acceptable.

(c) The approach system provides the capability for the pilot to intercept the final
approach track well before the FAP (VTF function or equivalent). This function should be
used to respect a given ATC clearance.

10.4 During the procedure

(a) The approach mode will be activated automatically by the RNP system. When a
direct transition to the approach procedure is conducted (e.g. when the aircraft is vectored
by the ATC to the extended FAS and the crew selects the VTF function or an equivalent
function), the LP or LPV approach mode is also immediately activated.

(b) The system provides lateral and/or vertical guidance relative to the LP or LPV FAS
or to the extended FAS (for the direct transition).

(c) The crew must check that the GNSS approach mode indicates LP or LPV (or an
equivalent annunciation) 2 NM before the FAP.

(d) The FAS should be intercepted no later than the FAP in order for the aircraft to be
correctly established on the final approach course before starting the descent (to ensure
terrain and obstacle clearance).

(e) The appropriate displays should be selected so that the following information can be
monitored:

(i) aircraft position relative to the lateral path;

(ii) aircraft position relative to the vertical path; and

(iii) absence of LOI alert.

(f) The crew should respect all published altitude and speed constraints.

(g) Prior to sequencing the FAP, the crew should abort the approach procedure if there
is:
(i) loss of navigation indicated by a warning flag (e.g. absence of power,
equipment failure, …);

(ii) LOI monitoring, annunciated locally, or equivalent; and

(iii) low altitude alert (if applicable).

(h) After sequencing the FAP, unless the pilot has the visual references required to
continue the approach in sight, the procedure must be discontinued if:

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(i) loss of navigation is indicated by a warning flag (e.g. lateral flag, vertical flag
or both flags);

Note.— LOI monitoring after sequencing the FAP leads to a loss of navigation
(warning flag).

(ii) loss of vertical guidance is indicated (even if lateral guidance is already

displayed); and/or

(iii) FTE is excessive and cannot be corrected in a timely manner.

(f) Pilots must execute a missed approach if excessive lateral and/or vertical
deviations are encountered and cannot be corrected on time, unless the pilot has in sight
the visual references required to continue the approach. The missed approach must be
flown in accordance with the published procedure (e.g. conventional or RNAV).

10.5 General operating procedures

(a) Operators and pilots must not request an RNP APCH operation down to LP or LPV
minima unless they satisfy all the criteria in the relevant State documents. If an aircraft not
meeting these criteria receives a clearance from ATC to conduct such an approach
procedure, the pilot must advise ATC that he/she is unable to accept the clearance and
must request alternate instructions.

(b) The pilot must comply with any instructions or procedures identified by the
manufacturer as necessary to comply with the performance requirements in this chapter.

(c) If the missed approach procedure is based on conventional means (e.g. NDB,
VOR, DME), related navigation equipment must be installed and be serviceable.

(d) Pilots are encouraged to use flight director and/or autopilot in lateral
navigation mode, if available.

10.6 Contingency procedures

(a) The operator should develop contingency procedures in order to react safely
following the loss of the approach capability during the approach.

(b) The pilot must notify ATC of any loss of the RNP APCH capability, together with
the proposed course of action. If unable to comply with the requirements of an RNP
APCH procedure, pilots must advise ATS as soon as possible. The loss of RNP APCH
capability includes any failure or event causing the aircraft to no longer satisfy the RNP
APCH requirements of the procedure.

(c) In the event of a communications failure, the pilot should continue with the
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procedure in accordance with published lost communications procedures.

11. PILOT KNOWLEDGE AND TRAINING

The pilot training programme should be structured to provide sufficient theoretical

and practical training, using a simulator, training device, or line training in an aircraft, on
the use of the aircraft’s approach system to ensure that pilots are not just task-oriented.
The following syllabus should be considered as a minimum amendment to the training
programme to support these operations:

(a) RNP approach concept containing LP or LPV minima:

(i) theory of approach operations;

(ii) approach charting;

(iii) use of the approach system including:

 selection of the LP or LPV approach procedure; and

 ILS look alike principle;

(iv) use of lateral navigation mode(s) and associated lateral control techniques;

(v) use of VNAV mode(s) and associated vertical control techniques;

(vi) R/T phraseology for LP or LPV approach operations; and

(vii) the implication for LP or LPV approach operations of systems malfunctions

which are not related to the approach system (e.g. hydraulic failure);

(b) RNP approach operation containing LP or LPV minima:

(i) definition of LP or LPV approach operations and its direct relationship with
RNAV(GNSS procedures;

(ii) regulatory requirements for LP or LPV approach operations;

(iii) required navigation equipment for LP or LPV approach operations:

 GPS concepts and characteristics;

 augmented GNSS characteristics; and

 MEL;

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(iv) procedure characteristics:

 chart depiction;

 aircraft display depiction; and

 minima;

(v) retrieving an LP or LPV approach procedure from the database (e.g. using its name or
the SBAS channel number);

(vi) change arrival airport and alternate airport;

(vii) flying the procedure:

 use of autopilot, autothrottle and flight director;

 flight guidance mode behaviour;

 lateral and vertical path management;

 adherence to speed and/or altitude constraints;

 fly interception of an initial or intermediate segment of an approach following

ATC notification;

 fly interception of the extended FAS (e.g. using the VTF function);

 consideration of the GNSS approach mode indication (LP, LPV, LNAV/VNAV,

lateral navigation); and

 the use of other aircraft equipment to support track monitoring, weather and
obstacle avoidance;

(viii) ATC procedures;

(ix) abnormal procedures; and

(x) contingency procedures.

(xi) the information in this OC.

13. NAVIGATION DATABASE

13.1 The operator should not use a navigation database for these approach operations
unless the navigation database supplier holds a type 2 LOA or equivalent. An EASA type 2
LOA is issued by EASA in accordance with EASA Opinion Nr. 01/2005 on “The Acceptance
of Navigation Database Suppliers” dated 14 January 2005. The FAA issues a type 2 LOA
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in accordance with AC 20-153, while Transport Canada Civil Aviation issues an

acknowledgement letter of an aeronautical data process using the same basis.

13.2 EUROCAE/RTCA document ED-76/DO-200A Standards for Processing

Aeronautical Data contains guidance relating to the processes that the supplier may follow.
The LOA demonstrates compliance with this standard.

13.3 The operator should continue to monitor both the process and the products in
accordance with the quality system required by the applicable operational regulations.

13.4 The operator should implement procedures that ensure timely distribution and
insertion of current and unaltered electronic navigation data to all aircraft that require it.

14. OVERSIGHT, INVESTIGATION OF NAVIGATION ERRORS AND WITHDRAWAL

OF LPV AUTHORISATION

14.1 A regulatory authority may consider any navigation error reports in determining
remedial action. Repeated navigation error occurrences attributed to a specific piece of
navigation equipment may result in cancellation of the approval for use of that equipment.

14.2 Information that indicates the potential for repeated errors may require
modification of an operator’s training programme. Information that attributes multiple
errors to a particular pilot crew may necessitate remedial training or licence review.

Sd/-
(Capt Ajay Singh)
Chief Flight Operations Inspector
For Director General of Civil Aviation

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APPENDIX 1

NAVIGATION DATA VALIDATION PROGRAMME

1. INTRODUCTION

The information stored in the navigation database defines the lateral and longitudinal
guidance of the aircraft for RNP APCH approach down to LP or LPV minima. Navigation
database updates are carried out every 28 days. Navigation data used in each update are
critical for the integrity of each LPV approach. This appendix provides guidance on the
procedures applied by the operator to validate the navigation data associated with RNP
APCH approaches down to LP or LPV minima.

2. DATA PROCESSING

(a) The operator will identify in its procedures, the person responsible for the update of
the navigation data.

(b) The operator must document a process for accepting, checking, and loading
navigation data to the aircraft.

(c) The operator must put its documented data process under configuration control.

3. INITIAL DATA VALIDATION

The operator must validate each RNP APCH approach down to LP or LPV minima before
flying under instrument meteorological conditions (IMC) to ensure compatibility with its
aircraft and to ensure that the resulting paths correspond to the published routes. As a
minimum, the operator must:

(a) compare the navigation data of the routes to be loaded in the FMS with a current
map containing the published routes.

(b) validate the navigation data loaded for the routes, whether in the flight simulator or in
the aircraft, under visual meteorological conditions (VMC). The routes outlined in a map
display must be compared to the published routes. The complete routes must be flown to
ensure that the paths can be used, that there are no apparent lateral or longitudinal path
disconnections, and that they are consistent with the published routes.

(c) after validating the routes, a copy of the validated navigation data must be kept and
stored in order to compare them to subsequent data updates.

4. DATA UPDATE

Once the operator receives a navigation data update and before using such data in the
aircraft, the operator must compare said update with the validated routes. This comparison
must identify and solve any discrepancy in the navigation data. If there are significant
changes (any change affecting the path or performance of the routes) in any part of a
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route, and said changes are checked with the initial data, the operator must validate the
amended route in accordance with the initial data validation.

5. NAVIGATION DATA SUPPLIERS

Navigation data suppliers must have a Letter of Acceptance (LOA) in order to process
these data (for example: FAA AC 20-153 or the document on conditions for the issuance of
letters of acceptance for navigation data providers by the European Air Safety Agency–
EASA (EASA IR 21 Subpart G) or equivalent documents). A LOA recognises the data
supplier as one whose data quality, integrity and quality management practices are
consistent with the criteria of document DO200A/ED-76. The database supplier of an
operator must have a Type 2 LOA and their respective suppliers must have a Type 1 or 2
LOA. The DGCA may accept a LOA issued to navigation data suppliers or may issue its
own LOA.

6. AIRCRAFT MODIFICATIONS (DATA BASE UPDATE)

If an aircraft system required for RNP APCH approach down to LP or LPV minima is
modified (for example, change of software), the operator is responsible for the validation of
the LPV routes based on the navigation data and on the modified system. This can be
done without any direct evaluation if the manufacturer verifies that the modification has no
effect on the navigation database or on path calculations. If there is no such verification by
the manufacturer, the operator must carry out an initial validation of the navigation data
with the modified system.

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APPENDIX 2

PROCESS OF APPROVAL OF RNP APCH DOWN TO LP OR LPV MINIMA

1. The RNP APCH down to LP or LPV minima LPV approval process consists of two
kinds of approvals: the airworthiness and the operational approvals. Although both have
different requirements, they must be considered under a single process.

2. This process is an organized method used by the DGCA to ensure that applicants
meet the established requirements.

3. The approval process is made up by the following phases:

 Phase one: Pre-application
 Phase two: Formal application
 Phase three: Documentation evaluation
 Phase four: Inspection and demonstration
 Phase five: Approval

4. In Phase one - Pre-application, the DGCA invites the applicant or operator to the
pre-application meeting. At this meeting, the DGCA informs the applicant or operator about
all the operational and airworthiness requirements it must meet during the approval
process, including the following:

(a) the contents of the formal application;

(b) the review and evaluation of the application by the DGCA;

(c) the limitations (if any) applicable to the approval; and

(d) the conditions under which the LPV approval could be cancelled.

5. In Phase two – Formal application, the applicant or operator submits the formal
application, together with all the relevant documentation, as established in f this OC.

6. In Phase three – Documentation evaluation, the DGCA analyses all the

documentation and the navigation system in order to determine its eligibility and what
approval method is to be applied regarding the aircraft. As a result of this analysis and
evaluation, the DGCA may accept or reject the formal application together with the
documentation.

7. In Phase four – Inspection and demonstration, the operator will provide training for
its personnel and perform the proving flights, if so required.
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8. In Phase five - Approval, the DGCA issues the RNP APCH approval down to LP or
LPV minima, once the operator has met the airworthiness and operational requirements.
For commercial operators, DGCA will issue Opsepcs and for GA operators the DGCA will
issue an LOA.

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