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Habilitación Instrumental (IR) > PBN.3.4 PBN Components – Navigation Applications > Flashcards

PBN.3.4 PBN Components – Navigation Applications Flashcards

1
Q

To what does PBN Components - Aviation Applications refer?

A

Application of a Nav Spec and the supporting NAVAID infrastructure to specific routes, procedures and/or defined airspace volumes

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2
Q

En-Route Navigation:

Where are track accuracy and system functionalities detailed?

What will the European mandates require over the next decade?

A

In each Nav Spec

  • RNAV 5 on the en-route ATS route structure
  • RNAV 1 as a minimum for SIDs, STARs and transitions
  • RNP APCH for each instrument runway end (IRE)
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3
Q

En-route segments:

How is the turn performance of the acft determined?

A

By the waypint definitio (Fly-by, Fly-over or FRT) as well as the altitude, acft speed, angle of turn, and wind

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4
Q

What does FRT capability provide in a turn?

A

Better and more repeatable turn performance

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5
Q

What type of turn is recommended to guarantee predictable and highly repeatable flightpaths when turning?

What’s the industry’s standard document that provides this recommended turn?

A

FRT

DO236C/ED75D

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6
Q

What are the recommended values of FRT values?

A

22.5 NM above FL200
15 NM below FL195

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7
Q

What should be noted about FRT functionality?

A

Only available on modern acft and not all acft can execute this type of turn

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8
Q

What are the benefits or introducing RNAV or RNP applications in en-route?

A

It may enable a reduction in spacing between routes

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9
Q

What is the requirement to achieve this?

A

Guaranteed highly repeatability of track keeping, especially in turns

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10
Q

Where are FRT expected to be recommended?

A

To support closely spaced routes with turns

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11
Q

What major factors will influence any decision on separation minima and route spacing?

A

Navigation:

  • PBN: Nav Aplicatoin, Nav Spec, Navaid infrastructure

Exposure to risk:

  • Route configuration
  • Operational Error
  • Traffic density

Intervention:

  • Communication
  • Surveillance
  • ATC procedures and tools
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12
Q

Separation Minima

A

For tactical use, without ATC Surveillance: influenced by:
- Navigation
- Exposure to risk

For tactical use, with ATC Surveillance: influenced by,
- Internvention

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13
Q

Route Spacing

A

Without ATC Surveillance, influenced by:
- Navigation
- Exposure to risk

With ATC Surveillance, influenced by
- Nav
- Exp. to risk
- Intervention

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14
Q

What are some of the main benefits of PBN in en-route?

A
  • Reduced need to develop and maintain sensor-specific routes and procedures, and their associated costs
  • More efficient use of airspace
    • Additional routes and improved route placement
    • Reduced bottlenecks
  • More predictable operations:
    • advance planning to support continuous descent operations
  • Environmental mitigation:
    • More fuel efficient and shorter routes (reduced emissions)
    • Noise and visual abatement (tranquility issues)
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15
Q

Terminal Airspace Navigation

What do the European mandates require?

A

Minimum of RNAV 1 for SIDs, STARs and transitions

RNP 1 with RF is encouraged - required for the PCP IR airports in AF#1

RNP APCH required at every instrument runway end (IRE)

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16
Q

Standard Instrument Departures

What’s the benefit of using RNAV in a SID?

A

No need to overfly NAVAIDs

Shorter track miles can be provided

More efficient use of airspace and fuel

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17
Q

What will happen if prior to take-off, acft has only DME/DME positioning, and sufficient DMEs are not in view?

A

Position updating will not be possible

Acft will another source of guidance (GPS, radar vector, IRU or Dead Reckoning) until it can acquire DME/DME position update

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18
Q

How can the acft’s position be fixed at the end of the runway before the take-off roll?

A

If appropriate functionality is fitted, for example, TOGA button

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19
Q

On what is the lateral position relative to the runway centreline dependent?

A

On any cross-wind on initial climb

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20
Q

What’s very important to take into account for the inital legs? Who must be aware of this?

A

The choice of Path Terminator.

Procedure Designers

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21
Q

What are some Path Terminators?

A

CA
CF
CD
VA
VI
FM
HA
TD
VM

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22
Q

What’s CA best suited for?
What does CA control?

A

Best suited to RNAV 1 departures

CA controls drift in cross winds

CA, CF or CA DF can be flown by all RNAV 1 capable aircraft

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23
Q

In what situations is VA used?

A

Parallel departures following a heading (not a track)

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24
Q

What’s the difference between VA and CA?

A

Va is steeper than CA

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25
Standard Instrument Arrivals What are they used for?
Provide highly repeatable routes for better separation and sequencing, and to reduce track miles There is no requirement to route via the NAVAID
26
What are the two methods to terminate RNAV STARs?
Closed STARs: - Uninterrpted RNAV nominal track to the final approach segment of the relevant instrument approach - Acft and crew know track miles to touch down - Preferred STAR for airspace users as they can accurately manage their vertical profile - Local implementation could define extended downward segments, including multiple waypoints for tactical sequencing purposes Open STARs: - Publication of an RNAV nominal track up to a waypoint, such as a metering Fix or a downwind waypoint, followed by ATC vectors to final approach - Preferred STAR for ATC as the ATCOs can manage the sequencing on final approach. - Without distance to go to touchdown, pilots will find it very difficult to manage the optimum vertical profile
27
Approach What are the two historical types of approach?
PA and NPA PA: provide lateral and vertical guidance based on an ILS NPA: only lateral guidance from a conventional NAVAID
28
What does the pilot do on an NPA?
Manually fly the vertical profile Descending at step-down fixes until reaching minimum altitude for this phase of the approach. Commonly known as Dive and Drive
29
What may happen during NPA?
Pilot can lose along track situational awareness This is particularly true with VOR or NDB based NAPs where distance info is not available.
30
To what does loss of logituindal situational awareness lead?
Increase of descending too early CFIT
31
What's an initial step towards improving operational safety in NPAs?
Move away from Dive and Drive to Continuous Descent Final Approach (CDFA)
32
What's CDFA?
Technique for flying NPAs as a stabilised constant descent without level-off, whilst respecting the minimum altitudes along the approach that have been calculated by the procedure designer
33
What alternatives does PBN offer to PA and NPA?
Approaches with or without vertical guidance PBN approaches are RNP procedures (requiring on-board performance monitoring and alerting functionality) Improved situational awareness provided by this procedures (even without vertical guidance) increases safety
34
By what Navigatoin Applications is the approach phase covered?
RNP APCH - Lateral Guidance Only: - LNAV: Expected to be flown with CDFA - LP: SBAS supported - With Vertical Guidance = APV - LNAV/VNAV: APV-Baro - APV-SBAS: SBAS supported localiser, performance with Vertical Guidance
35
From where is the RNP APCH loaded?
From the navigation database
36
What provides lateral positioning and what's the track accuracy supported on final approach with a GPS with RAIM?
+/- 0.3 NM
37
How is the RNP APCH to LNAV minima expected to be flown?
As a CDFA to a Minimum Descision Altitude/Height (MDA/MDH)
38
What's an Advisory VNAV?
Where vertical information is provided by the navigation system even if the procedure design criteria assume no vertical guidance is available.
39
What will the pilot's do if they can't see the runway as they approach the minimum altitude?
Initiate the missed approach procedure
40
RNP APCH with Vertical Guidance (APV) Where is it loaded?
Into the navigation database
41
How many types of APV are there?
APV Baro VNAV and APV SBAS Both of which are flown to a DA/DH
42
APV Baro VNAV What does it use for lateral and vertical guidance? To what minima is it flown?
GPS with RAIM for lateral guidance Berometric altimetry for vertical guidance Flown to LNAV/VNAV minima (DA/H)
43
APV SBAS What does it use for both lateral and vertical guidance? What's its performance? What are its limit alarms? To where is it flown?
SBAS and augmented GPS Provides better performance than GPS with RAIM Horizontal and Vertical Alarm Limits of: - +/- 40m - +/- 50m respectively, for APV SBAS procedures based on APV 1 procedure design criteria It is flown to a Localiser Performance with Vertical guidance (LPV) minima
44
What can APV SBAS offer under certain circumstances?
Minima similar to ILS CAT I (200ft)
45
To where is the vertical profile of an APV SBAS coded?
In the acft's database in the form of a Final Approach Segment (FAS) data block which provides higher data integrity
46
RNP (AR) APCH (Approval Required) What does it require? What do operators need to demonstrate?
Specific functionality and special authorisation Appropriate capabilities and the regulatory authorities of the State publishing the procedure will certify the acft and crew
47
When is an RNP (AR) APCH used?
Where terrain or obstacles will not permit a normal RNP APCH to be used
48
What does the specific approval from the State's REgulator need?
Additional acft equipage for example: dual GNSS systems and Inertial Platform aircrew procedures and pilot training
49
What's the lateral track accuracy required?
It can be as low as 0.1 NM and acft functionality may be used in the final and missed approach segments
50
How can the track be placed from a procedure design perspective?
As little as two times the required track accuracy from obstacles or terrain
51
From what does the procedure design benefit?
A closely defined vertical error budget SBAS systems, if approved, may be used on RNP (AR) APCHs
52
What may be AR procedures be employed?
ATM purposes (closely spaced tracks, or environmental mitigation
53
What are the of RNAV SIDs and STARs and RNP APCHs?
- Improves situational awareness and therefore improves overall flight safety - Reduces the need to maintain existing and develop new sensor-specific routes and procedures, and their associated costs - Allow for more efficient use of airspace (route placement, fuel efficiency, noise abatement, etc.) - Helps with access and capacity issues - Enables strategic segregation of traffic - Allows continuous descent, and - Could provide environmental mitigation
54
Adavanced RNP (A-RNP) What's A-RNP?
Designed to be an over-arching Nav Spec with intention of enabling a single certification to cover every phase of flight
55
What acft capabilities are required for this Nav Spec and in which specific phases of flight is it used?
- RF, in TML airspace - As a result of the above, use of a Flight Director (FD) or Auto Pilot (AP) also required in TML airspace - RNAV Holding required for all phases except in Oceanic/Remote and Final Approach - Parallel Offset capability is also required for all phases except Final Approach
56
What are other acft functionalities and capabilities that may be also mandated by States or Regions?
- FRT may be requred in en-route phases of flight - Baro VNAV may be requred in any phase of flight except Oceanic/Remote - Time of Arrival Control (TOAC) may be requred for all phases except Final Approach
57
What should be noted about access to Oceanic/Remote airspace?
High continuity is also required, for example, dual independent LRNS
58
What are some examples of Nav Specs in Different Areas of Operation?
Area of Operation Oceanic/Remote: RNAV 10, RNP 4, RNP 2*, A-RNP* En-Route/GRound based NAVAIDs: RNAV 5 En-Route/SIDs, STARs, Radar Environtment: RNAV 1 & 2, RNP 2, A-RNP, RNP 0.3 TML Procedural Environment: RNP 2, RNP 1, A-RNP, RNO 0.3 Approach (no ground based NAVAIDs): RNP APCH, RNP AR APCH *High Continuity required
59
Contingency Operations What must be pay heed to as there is increasing reliance on GNSS?
To the loss of satellite signals from space
60
What will airspace users and ATCOs need to know?
If ATS routes are still flyable with alternative navigation infrastructure
61
What must airspace users ensure?
Acft are appropriately fitted with the required reversion sensors
62
In which cases are abnormal and contingency procedures to be used?
In case of PBN capability loss
63
What should abnormal procedures be able to address?
Cautions and warning resulting from the following definitions: - Failure of nav system components incluiding those affecting FTE (failure of FD or AP) - RAIM alert or loss of integrity function - Warning flag or equivalent indicator on the lateral and/or vertical ND - Degradation of GNSS approach mode during an LPV approach prcedure (e.g. downgrade from LPV to LNAV) - Low altitude alert (if applicable=
64
LPV to LNAV reversion:
For LPV appraches, some systems allow LPV to LNAV reversion if the vertical signal is lost or degraded If LPV to LNAV reversion takes place BEFORE the FAF/FAP, the crew can envisage continuing with the apporach to the LNAV minima If reversion occurs AFTER the FAF/FAP, go-around is required, unless the pilot has in sight the visual references required to continue the approach
65
What happens if there is a complete RNAV guidance loss during the approach?
Crew must follow the operator defined contingency procedures
66
If there is a coms failure?
Continue with the 2D/3D RNAV (GNSS) procedure in accordance with published lost communication procedures; or Follow procedures stated in the chart
67
How should crew react to TAWS warning?
In accordance with approved procedures
68
What should the crew do if there is a problem with the nav system that results in loss of the approach capability?
Notify ATC

Habilitación Instrumental (IR) (23 decks)

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