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Habilitación Instrumental (IR) > PBN.3.3 PBN Components – Navigation Infrastructure > Flashcards

PBN.3.3 PBN Components – Navigation Infrastructure Flashcards

1
Q

What’s NAVAID infrastructure?

A

One of the three components of PBN

Refers to Ground and Space-based NAVAIDs

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2
Q

What does it provide?

A

Positioning capability

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3
Q

What functionality may acft include that can also provide positioning capability?

A

INS

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4
Q

Which institution sets out performance requirements for nav systems to support the different phases of flight?

A

ICAO

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5
Q

Where can you find these performance standards?

A

Annex 10, Volume 1 of the Chicago Convention

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6
Q

What do the navigation aids (NAVAIDs) primarily provide?

A

Range or bearing information which is received by the acft’s sensors

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7
Q

For what objective is this information used?

A

To estimate a position

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8
Q

How is this estimate used?

A

It is compared to a defined flight path by a navigation computer

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9
Q

What are the primary sensors used for Area NAvigation (laterally)

A

GROUND BASED

VOR/VOR (Bearing/Bearing)

  • Requires 2 stations to estimate a position
  • Poor accuracy means that it is not used by RNAV systems

VOR/DME (Bearing/Range)

  • Angular error from the VOR limits the maximum range for some
    navigation applications

DME/DME (Range/Range)

  • Requires a minimum of 2 DMEs to estimate a position
  • Computer must resolve point of ambiguity (the other point where
    the two circles intersect)
  • Supports all navigation applicaitions down to the Final Approach Fix
    (FAF)

SPACE-BASED

  • GPS + acft or satellite-based augmentation systems (GNSS)
  • 3D position is calculate by estimating range from 4 satellites
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10
Q

What are the systems that support vertical navigation?

(VERTICAL POSITIONING)

A
  • Barometric Altimetry (BARO VNAV)
    • Provides readings based on atmospheric pressure (temperature
      dependant)
    • Approach path will become shallower in colder temperatures and
      steeper in higher temperatures
  • Geometric Altimetry:
    • Part of the 3D solution provided by GNSS. Its vertical accuracy is quite good but the integrity of GPS constellation alone is insufficient for aviation approach applications.
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11
Q

What are the systems developed to increase the integrity of the GPS constellation?

A
  • Space Based Augmentation System (SBAS): provides lateral and vertical position accuracy with integrity
    • EGNOS - EUROPE
    • WAAS - United States
    • MSAS - Japan
    • GAGAN - India
    • SDCM - Russia
    • SACCSA South America
  • Ground Based Augmentaion Systems (GBAS):
    • Supports precision approaches down to CAT I. Could be used by suitably equipped RNAV systems
    • Precision Approach is not part of PBN
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12
Q

What are the implications for PBN?

A

LNAV/VNAV

  • Estimated horizontal and vertical position is compared against the defined path created by the nav computer
  • Waypoints dfining the path are normally extracted from the nav database
  • Lateral and Vertical guidance from the estimated position onto the defined path is called, LNAV and VNAV, respectively

Positioning Accuracy

  • Related to the type of navigation sensor used.
  • Each sensor has its own error value: Navigation Sensor Error (NSE)
  • Also called Dilution of precision (DOP)
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13
Q

What’s DOP dependent on? What is it used for?

A

Relative angle the signals subtend at the aircraft (angle of cut)

Used by navigation computer to calculate the level of uncertainty in position estimation

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14
Q

Sensors and PBN:

A

NDB

  • Not considered PBN as it is not accurate enough for position estimation

VOR

  • The least accurate at long range of the ground-based NAvaids used in PBN
  • Too inacurate for the more demaing lateral track accuracy requirements
  • VOR only supports RNAV 5

DME

  • Supports a navigational performance down to 1NM, providing there are sufficient stations with appropriate geometry
  • accuracy of a DME/DME position estimation is too poor when the subtended angles (due to DOP) of the signals from a pair of stations are less than 30º and more than 150º
  • DME positions cannot support RNP APCH

GNSS

  • Smallest error
  • With augmentation (integrity checking) provides a navigation solution for every NAvigation Application
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15
Q

Who decides which sensors are fitted to the aircraft?

A

The aircraft manufacturers and AOs

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16
Q

On-Board Autonomous Navigation Capability

How can the position information of an aircraft be given by other means than a sensor?

A

Inertial Platforms

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17
Q

What are the two types of inertial platforms?

A

Inertial Reference Systems (IRS) & Inertial Navigation Systems (INS)

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18
Q

When is inertial capability required?

A

Only for the most demanding Navigation Specification - RNP (AR) APCH

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19
Q

Inertial Reference Systems (IRS)

A
  • Positional info derived autonomously, without reference to any external systems and can be used when no other position information is available
  • It can provide short term accurate information that can be used with ground or space-based navigation systems to enhance the position estimation.
  • It can also be used to replace external sensors to cover short term outages
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20
Q

Where are the limits of IRS prescribed?

A

In the Navigation Specification, for example:
RNAV 5 - an Inertial platform can be used for 2 hours with no updating, bot for an RNP approach only for 40 seconds

21
Q

What’s an INS?

A

A standalone independent systems

22
Q

From where does it get its inputs?

A

It is fed from the Inertial Reference Unit (IRU)

Waypoints can be manually entered through the Inertial Navigation Control display (INCDU)

23
Q

What’s PBN integrity?

A

Degree of confidence that can be placed on the position estimation by the RNAV system

24
Q

What will hapen if a flight application using RNP systems fails to meet the integrity requirement?

A

It will show an alert to the pilot

This will also happen to some RNAV systems including all those using GPS

25
Q

Why doesn’t the GPS constellation meet the civil aviation integrity requirements?

A

Because there is the posibility of an undetected satellite failure every 10.000 hours of operation (10^-4)

26
Q

What’s the civil aviation requirement for integrity and the name of the system developed for this purpose?

A

One missed detection in 10.000.000 (10^-7) per flight hour aircraft-based augmentation systems

27
Q

How does ABAS provide integrity monitoring?

A

Aircraft Autonomous Integrity Monitoring (AAIM) links the GPS receiver to other aircraft systems

  • GPS & BARO
  • GPS + INS

Receiver Autonomous Integrity Monitoring (RAIM), which compares a series of position estimations within the GPS unit using redundant (extra) satellite signals)

  • 4 satellites = 3D position estimate
  • 5 satellites = FD
  • 6 satellites = FDE
28
Q

What receivers are capable of Fault Detection (FD)

A

TSO 129A

29
Q

What about newer generation receivers?

A

TSO 196A are able to perform Fault Detection and Exclusion (FDE)

30
Q

What’s a TSO?

A

Technical Standard Order, issued by the FAA and stipulates the minimum performance standard for specified materials, parts and appliances used on civil aircraft

31
Q

What’s the European equivalent?

A

ETSO (European Technical Standard Order), which is issuedby EASA

32
Q

How does RAIM provide integrity monitoring?

A

It is an algorithm integrated in the GPS receiver which compares a series of position estimations for internal consistency

It is based on the availability of additional satellites in view

Using the extra satellite signals, the RAIM algorithm should detect a faulty satellite, known as FD.

If the receiver has extra functionality, it may be able to perform FDE

33
Q

On what is the availability of integrity monitoring and FDE by RAIM based?

A

Number of visible, operational satellites

34
Q

What does FD require?

A

At least 5 satellites

  • If estimated position start to spread out and exceed a preset value, then a fault is declared
35
Q

What’s the requirement of FDE?

A

At least 6 satellites

The receiver can detect which satellite is faulty and exclude any positional data received from it

36
Q

How many satellites most RAIM algorithms assume faulty?

A

Only one faulty satellite

37
Q

What’s the probability of the RAIM algorithm failing to detect a faulty satellite?

A

One time in 1000 (10^-3)

38
Q

How many seconds can the Use/Don’t use flag take to be received by an aircraft in an SBAS system?

A

6 seconds

39
Q

What’s the difference between ABAS and SBAS?

A

ABAS provide a level of integrity monitoring on board the aircraft

SBAS provide a higher level of integrity by monitoring the GPS constellation and providing use/do not use messages for each satellite in view of the ground system

40
Q

What’s the greatest use of SBAS?

A

The provision of a series of correctoins to improve the lateral and vertical accuracy of the position solution

41
Q

With what specific type of receiver must an aircraft need be fitted?

A

Aviation certified SBAS receivers to conform with TSO 145A/146A

42
Q

Within where can the integrity of the GPS signal from monitored satellites be received?

A

Within the footprint of the Geostationary satellite’s transmission

43
Q

What does the Geostationary satellite’s transmission cover?

A

Thewhole of ECAC and beyond

44
Q

What must the signals-in-space and the aircraft systems meet to meet a specific navigation application?

A

The required accuracy, integrity and continuity for that operation

45
Q

What does PBN require aircraft and its systems to be able to do?

A

Perform for the whole defined operation, as long as it was operating correctly at the start of thath operation

46
Q

What about the signals from the NAVAIDs?

A

They should also be available for the required operation and once the particular phase of flight has begun, continue to functoin for the period of that operation

47
Q

What will the Service Provider need to consider?

A

How to meet the appropriate requirement for signal availability and continuity.

48
Q

How is this achieved?

A

Through redundancy (additional capability to handle failures)

Or by the requirement for the aircraft to carry additional systems (for example, carriage of IRS/IRU)

49
Q

How must the probability of failure and therefore the unability to complete an operation be?

A

Acceptably Low

Habilitación Instrumental (IR) (23 decks)

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