RNAV Flashcards
Benefits of RNAV:
RNAV allows aircraft to take a more ____ flight path appropriate to the route they are flying thereby improving the operating efficiency and helping in relieving congestion on the overcrowded airway system. To facilitate this, air traffic control centres have established RNAV ____ which are more ____ than the traditional airways system allows and do not require aircraft to regularly fly to the overhead of ______. Hence the benefits are:
• A reduction in _______, flight ___ and ___ (and hence costs) by giving airlines and pilots greater flexibility and choice of routes.
• An increase in the present route capacity by making full use of the available airspace by providing more direct routes, parallel or dual routes and bypass routes for overflying aircraft in high density terminal areas.
• A reduction in ______ and ________ separation
Benefits of RNAV:
RNAV allows aircraft to take a more direct flight path appropriate to the route they are flying thereby improving the operating efficiency and helping in relieving congestion on the overcrowded airway system. To facilitate this, air traffic control centres have established RNAV routes which are more direct than the traditional airways system allows and do not require aircraft to regularly fly to the overhead of beacons. Hence the benefits are:
• A reduction in distance, flight time and fuel (and hence costs) by giving airlines and pilots greater flexibility and choice of routes.
• An increase in the present route capacity by making full use of the available airspace by providing more direct routes, parallel or dual routes and bypass routes for overflying aircraft in high density terminal areas.
• A reduction in vertical and horizontal separation
There are two types of RNAV:
\_\_\_\_ RNAV (B-RNAV) which is required to give a position accuracy to within _ NM on at least \_\_% of occasions. It is now mandatory for all aircraft carrying 30 passengers or more to have B-RNAV capability within Euro-control airspace. \_\_\_\_\_\_\_\_ RNAV (P-RNAV) must be accurate to within _ NM on at least \_\_% of occasions. P-RNAV routes are now being established in terminal airspace.
There are two types of RNAV:
Basic RNAV (B-RNAV) which is required to give a position accuracy to within 5 NM on at least 95% of occasions. It is now mandatory for all aircraft carrying 30 passengers or more to have B-RNAV capability within Euro-control airspace. Precision RNAV (P-RNAV) must be accurate to within 1.0 NM on at least 95% of occasions. P-RNAV routes are now being established in terminal airspace.
There are three levels of RNAV capability:
- _D RNAV which relates to the capabilities in the ________ plane only.
- _D RNAV indicates the addition of a guidance capability in the _______ plane.
- _D RNAV indicates the addition to 3D RNAV of a ______ function.
There are three levels of RNAV capability:
- 2D RNAV which relates to the capabilities in the horizontal plane only.
- 3D RNAV indicates the addition of a guidance capability in the vertical plane.
- 4D RNAV indicates the addition to 3D RNAV of a timing function.
The terminal arrival altitude (TAA) is the lowest altitude that will provide a minimum clearance of ___ m (_____ ft) above all objects located in an arc of a circle defined by a 46 km (__ NM) radius centred on the ___, or where there is no __ on the __, delimited by straight lines joining the extremity of the arc to the __.
Smilar to MSA, but:
The purpose of the terminal arrival altitude (TAA) is to provide a transition from the _______ structure to an ___ approach procedure.
The terminal arrival altitude (TAA) is the lowest altitude that will provide a minimum clearance of 300 m (1 000 ft) above all objects located in an arc of a circle defined by a 46 km (25 NM) radius centred on the initial approach fix (IAF), or where there is no IAF on the intermediate approach fix (IF), delimited by straight lines joining the extremity of the arc to the IF
Smilar to MSA, but:
The purpose of the terminal arrival altitude (TAA) is to provide a transition from the en-route structure to an Area Navigation Systems approach procedure.
Waypoints:
With the star points filled, shaded in, is shown. when the aircraft must -
Fly-over the waypoint. prior to a turn
Waypoints:
A. star not shaded. in, or filled, is shown when an. aircraft should begin a turn onto the next track -
Also referred to as a -
prior to reaching the waypoint
Turn anticipation
Flight procedures:
Manoeuvring:
An aircraft may be manoeuvred at the TAA provided that the flight path is contained within the -
TAA
Flight procedures:
Transitioning between TAAs:
An aircraft. may transition from one TAA to another provided that the aircraft does not descend to, or has climbed to, the next TAA prior to -
crossing the boundary between TAAs
Flight procedures:
Entry to procedure:
An aircraft established within a TAA area may enter the associated approach procedure at the IAF without conducting a procedure turn provided the angle of turn at the IAF does not exceed ___ degrees. In most cases, the design of the TAA will not require a turn in excess of ___ degrees unless the aircraft is located close to the intermediate segment or is transitioning from one TAA to another. In such cases, the aircraft may be manoeuvred with the TAA to establish the aircraft on a track prior to arrival at the IAF that does not require a procedure turn.
An aircraft established within a TAA area may enter the associated approach procedure at the IAF without conducting a procedure turn provided the angle of turn at the IAF does not exceed 110 degrees. In most cases, the design of the TAA will not require a turn in excess of 110 degrees unless the aircraft is located close to the intermediate segment or is transitioning from one TAA to another. In such cases, the aircraft may be manoeuvred with the TAA to establish the aircraft on a track prior to arrival at the IAF that does not require a procedure turn.
Reversal procedures:
Where entry cannot be made to the procedure with a turn at the IAF less than ___ degrees, a ______ procedure shall be flown. A racetrack or holding procedure will be used.
Reversal procedures:
Where entry cannot be made to the procedure with a turn at the IAF less than 110 degrees, a reversal procedure shall be flown.
SBAS stands for -
Satelite Based Augmentation System
Explain GNSS:
GNSS stands for Global Navigation Satellite System and is a general term to describe navigation by use of a satellite system. GNSS includes some of the following Satelite organisations:
- GPS(Global Navigation System) which is owned by the US military
- GLONAS owned by the Russian military
- GALILEO owned by Europe
Explain GBAS, SBAS and ABAS:
GBAS, SBAS and ABAS explains the method of GNSS augmentation. GNSS augmentation is a method of improving the navigation system’s attributes such as reliability, accuracy and availability through the integration of external information into the calculation process. There are many systems available and are generally named according to how the GNSS sensor receiver the external information, and this will be either GBAS, SBAS or ABAS.
Basic GNSS receiver specifications:
The main requirement of these standards is for the GNSS receiver to have the following capabilities incorporated:
(a) Integrity monitoring routines, for example, ____
(b) turn _________; and
(c) Capability for procedures retrieved from the read-only electronic navigation database
(a) Integrity monitoring routines, for example, RAIM
(b) turn anticipation; and
(c) Capability for procedures retrieved from the read-only electronic navigation database
SBAS standard conditions:
Departure procedure:
The entire departure ________ shall be selected from the on-board ___ base. ___ entry of the departure procedure is not authorised. When integrity requirements cannot be met to support the SBAS departure operation, the SBAS receiver will annunciate the procedure is not available.
The entire departure procedure shall be selected from the on-board data base. Pilot entry of the departure procedure is not authorised. When integrity requirements cannot be met to support the SBAS departure operation, the SBAS receiver will annunciate the procedure is not available.
SBAS standard conditions:
Straight departure:
from the DER to the turn initiation point of the first waypoint in the departure procedure, the SBAs receiver provides a nominal full-scale deflection (FSD) of __ nm. Larger FSDs may be acceptable with augmentations, such as an autopilot, that can control the flight technical error.
from the DER to the turn initiation point of the first waypoint in the departure procedure, the SBAs receiver provides a nominal full-scale deflection (FSD) of 0.3 nm. Larger FSDs may be acceptable with augmentations, such as an autopilot, that can control the flight technical error.
SBAS standard conditions:
Arrival:
Performance requirements for SBAS in the arrival phase are the same as for basic ____
Note:
(a) Integrity monitoring routines, for example, RAIM
(b) turn anticipation; and
(c) Capability for procedures retrieved from the read-only electronic navigation database
Performance requirements for SBAS in the arrival phase are the same as for basic GNSS
SBAS sensor approach performance:
SBAS avionics standards provide for three levels of approach performance:
(a) __
(b) _________; and
(c) ____.
(a) LPV;
(b) LNAV/VNAV; and
(c) LNAV.
LPV, LNAV/VNAV, LP and LNAV explained:
LPV(Localiser Performance with Vertical Guidance) is the most desired APV approach. It is similar to LNAV/VNAV except it is much more ______ (40m lateral limit), enables descent as low as 200-250 feet above the runway and can only be flown with an approved ____ Avionics receiver. LPV approaches are operationally equivalent to the legacy ___, but are more economical because no ________ infrastructure is required at the ______. There are over 2,327 LPV approaches in use today and the FAA is publishing over 500 new LPV approaches per year.
Localizer Performance (LP) is a recent ___ procedure that uses SBAS precision of LPV for _____ guidance but barometric altimeter for minimum descent altitude (MDA) guidance. These approaches are needed at runways where, due to obstacles or other infrastructure limitations, a _______ guided approach (LPV or LNAV/VNAV) cannot be published. LP approaches can only be flown by aircraft equipped with ____ Avionics receivers. The MDA for the LP approach is expected to be nominally 300 to 400 feet above the runway.
LNAV / VNAV approaches use lateral guidance from GPS and/or SBAS and vertical guidance provided by either the barometric altimeter or SBAS. Aircraft that don’t use SBAS for the vertical guidance portion must have a Baro-VNAV system, which are typically part of a flight management system (FMS). When the pilot flies an LNAV / VNAV approach, _____ and ______ guidance is provided to fly a controlled descent and a safer manoeuvre to the runway. The decision altitudes on these approaches are usually 350 feet above the runway.
GPS NPA (LNAV) refers to a ___ procedure which uses GPS and/or SBAS for Lateral Navigation (LNAV). On an LNAV approach, the pilot flies the final approach lateral course, but does not receive vertical guidance for a controlled descent to the runway. Instead, when the aircraft reaches the final approach fix, the pilot descends to a minimum descent altitude using the barometric altimeter. LNAV approaches are less _____ (556m lateral limit) and therefore usually do not allow the pilot to descend to as low an altitude above the runway. Typically, LNAV procedures achieve a minimum descent altitude (MDA) of 400 feet height above the runway.
LPV(Localiser Performance with Vertical Guidance) is the most desired APV approach. It is similar to LNAV/VNAV except it is much more precise (40m lateral limit), enables descent as low as 200-250 feet above the runway and can only be flown with an approved SBAS Avionics receiver. LPV approaches are operationally equivalent to the legacy instrument landing systems (ILS), but are more economical because no navigation infrastructure is required at the runway. There are over 2,327 LPV approaches in use today and the FAA is publishing over 500 new LPV approaches per year.
Localizer Performance (LP) is a recent non-precision approach (NPA) procedure that uses SBAS precision of LPV for lateral guidance but barometric altimeter for minimum descent altitude (MDA) guidance. These approaches are needed at runways where, due to obstacles or other infrastructure limitations, a vertically guided approach (LPV or LNAV/VNAV) cannot be published. LP approaches can only be flown by aircraft equipped with SBAS Avionics receivers. The MDA for the LP approach is expected to be nominally 300 to 400 feet above the runway.
LNAV / VNAV approaches use lateral guidance (556m lateral limit) from GPS and/or SBAS and vertical guidance provided by either the barometric altimeter or SBAS. Aircraft that don’t use SBAS for the vertical guidance portion must have a Baro-VNAV system, which are typically part of a flight management system (FMS). When the pilot flies an LNAV / VNAV approach, lateral and vertical guidance is provided to fly a controlled descent and a safer manoeuvre to the runway. The decision altitudes on these approaches are usually 350 feet above the runway.
GPS NPA (LNAV) refers to a Non-Precision Approach (NPA) procedure which uses GPS and/or SBAS for Lateral Navigation (LNAV). On an LNAV approach, the pilot flies the final approach lateral course, but does not receive vertical guidance for a controlled descent to the runway. Instead, when the aircraft reaches the final approach fix, the pilot descends to a minimum descent altitude using the barometric altimeter. LNAV approaches are less precise (556m lateral limit) and therefore usually do not allow the pilot to descend to as low an altitude above the runway. Typically, LNAV procedures achieve a minimum descent altitude (MDA) of 400 feet height above the runway.
The term “Basic GNSS Receiver” designates the GNSS avionics that at least meet the requirements for a -
GPS receiver
Note:
(a) Integrity monitoring routines, for example, RAIM
(b) turn anticipation; and
(c) Capability for procedures retrieved from the read-only electronic navigation database
Basic GNSS Departure Procedures(same for arrival and approach procedures):
Operational Approval:
Aircraft equipped with basic GNSS receivers (either as stand-alone or multi-sensor) that have been approved by the State of the Operator for departure and non-precision approach operations may use these systems to carry out RNAV procedures provided that before conducting any flight, the following criteria are met:
(a) the GNSS equipment is __________
(b) the pilot has a current knowledge of how to operate the equipment so as the achieve the optimum level of navigation performance
(c) ______ availability is checked to support the intended operation;
(d) an _______ airport with conventional navaids has been selected; and
(e) the procedure is retrievable from an airborne navigation _______.
(a) the GNSS equipment is serviceable
(b) the pilot has a current knowledge of how to operate the equipment so as the achieve the optimum level of navigation performance
(c) satellite availability is checked to support the intended operation;
(d) an alternate airport with conventional navaids has been selected; and
(e) the procedure is retrievable from an airborne navigation database.
Basic GNSS Departure Procedures(same for arrival and approach procedures):
Flight Plan:
Aircraft relying on basic GNSS are considered to be RNAV-equipped. The appropriate equipment suffix shall be included -
Aircraft relying on basic GNSS are considered to be RNAV-equipped. The appropriate equipment suffix shall be included in the flight plan.
Basic GNSS Departure Procedures(same for arrival and approach procedures):
Flight Plan:
Where the basic GNSS receivers(either as stand-alone or multi-sensor) becomes inoperative, the pilot should immediately:
(a) advise ___;
(b) request an available alternative procedure consistent with the capability of the FMC system; and
(c) amend the equipment suffix, where possible, for subsequent ___ ____.
(a) advise ATC;
(b) request an available alternative procedure consistent with the capability of the FMC system; and
(c) amend the equipment suffix, where possible, for subsequent flight plans.
Basic GNSS:
The CDI sensitivity is automatically coupled to the operating mode of the receiver. its settings are:
(a) +/- _nm in en-route mode;
(b) +/- _nm in terminal mode; and
(c) +/- __nm in approach mode
(a) +/- 5nm in en-route mode;
(b) +/- 1nm in terminal mode; and
(c) +/- 0.3nm in approach mode
