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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
Q

Standard Instrument Arrivals

What are they used for?

A

Provide highly repeatable routes for better separation and sequencing, and to reduce track miles

There is no requirement to route via the NAVAID

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26
Q

What are the two methods to terminate RNAV STARs?

A

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
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27
Q

Approach

What are the two historical types of approach?

A

PA and NPA

PA: provide lateral and vertical guidance based on an ILS

NPA: only lateral guidance from a conventional NAVAID

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28
Q

What does the pilot do on an NPA?

A

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
Q

What may happen during NPA?

A

Pilot can lose along track situational awareness

This is particularly true with VOR or NDB based NAPs where distance info is not available.

30
Q

To what does loss of logituindal situational awareness lead?

A

Increase of descending too early

CFIT

31
Q

What’s an initial step towards improving operational safety in NPAs?

A

Move away from Dive and Drive to Continuous Descent Final Approach (CDFA)

32
Q

What’s CDFA?

A

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
Q

What alternatives does PBN offer to PA and NPA?

A

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
Q

By what Navigatoin Applications is the approach phase covered?

A

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
Q

From where is the RNP APCH loaded?

A

From the navigation database

36
Q

What provides lateral positioning and what’s the track accuracy supported on final approach with a GPS with RAIM?

A

+/- 0.3 NM

37
Q

How is the RNP APCH to LNAV minima expected to be flown?

A

As a CDFA to a Minimum Descision Altitude/Height (MDA/MDH)

38
Q

What’s an Advisory VNAV?

A

Where vertical information is provided by the navigation system even if the procedure design criteria assume no vertical guidance is available.

39
Q

What will the pilot’s do if they can’t see the runway as they approach the minimum altitude?

A

Initiate the missed approach procedure

40
Q

RNP APCH with Vertical Guidance (APV)

Where is it loaded?

A

Into the navigation database

41
Q

How many types of APV are there?

A

APV Baro VNAV and APV SBAS

Both of which are flown to a DA/DH

42
Q

APV Baro VNAV

What does it use for lateral and vertical guidance? To what minima is it flown?

A

GPS with RAIM for lateral guidance

Berometric altimetry for vertical guidance

Flown to LNAV/VNAV minima (DA/H)

43
Q

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?

A

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
Q

What can APV SBAS offer under certain circumstances?

A

Minima similar to ILS CAT I (200ft)

45
Q

To where is the vertical profile of an APV SBAS coded?

A

In the acft’s database in the form of a Final Approach Segment (FAS) data block which provides higher data integrity

46
Q

RNP (AR) APCH (Approval Required)

What does it require?
What do operators need to demonstrate?

A

Specific functionality and special authorisation

Appropriate capabilities and the regulatory authorities of the State publishing the procedure will certify the acft and crew

47
Q

When is an RNP (AR) APCH used?

A

Where terrain or obstacles will not permit a normal RNP APCH to be used

48
Q

What does the specific approval from the State’s REgulator need?

A

Additional acft equipage

for example: dual GNSS systems and Inertial Platform aircrew procedures and pilot training

49
Q

What’s the lateral track accuracy required?

A

It can be as low as 0.1 NM and acft functionality may be used in the final and missed approach segments

50
Q

How can the track be placed from a procedure design perspective?

A

As little as two times the required track accuracy from obstacles or terrain

51
Q

From what does the procedure design benefit?

A

A closely defined vertical error budget

SBAS systems, if approved, may be used on RNP (AR) APCHs

52
Q

What may be AR procedures be employed?

A

ATM purposes (closely spaced tracks, or environmental mitigation

53
Q

What are the of RNAV SIDs and STARs and RNP APCHs?

A
  • 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
Q

Adavanced RNP (A-RNP)

What’s A-RNP?

A

Designed to be an over-arching Nav Spec with intention of enabling a single certification to cover every phase of flight

55
Q

What acft capabilities are required for this Nav Spec and in which specific phases of flight is it used?

A
  • 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
Q

What are other acft functionalities and capabilities that may be also mandated by States or Regions?

A
  • 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
Q

What should be noted about access to Oceanic/Remote airspace?

A

High continuity is also required, for example, dual independent LRNS

58
Q

What are some examples of Nav Specs in Different Areas of Operation?

A

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
Q

Contingency Operations

What must be pay heed to as there is increasing reliance on GNSS?

A

To the loss of satellite signals from space

60
Q

What will airspace users and ATCOs need to know?

A

If ATS routes are still flyable with alternative navigation infrastructure

61
Q

What must airspace users ensure?

A

Acft are appropriately fitted with the required reversion sensors

62
Q

In which cases are abnormal and contingency procedures to be used?

A

In case of PBN capability loss

63
Q

What should abnormal procedures be able to address?

A

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
Q

LPV to LNAV reversion:

A

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
Q

What happens if there is a complete RNAV guidance loss during the approach?

A

Crew must follow the operator defined contingency procedures

66
Q

If there is a coms failure?

A

Continue with the 2D/3D RNAV (GNSS) procedure in accordance with published lost communication procedures; or

Follow procedures stated in the chart

67
Q

How should crew react to TAWS warning?

A

In accordance with approved procedures

68
Q

What should the crew do if there is a problem with the nav system that results in loss of the approach capability?

A

Notify ATC

Habilitación Instrumental (IR) (23 decks)

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