RNAV Part 2 Flashcards
Departure Procedures for SBAS:
Introduction:
2.1.1.1
An SBAS augments core satellite constellations by providing ranging, integrity and correction information via geostationary satellites. The system comprises a network of ______ reference stations that observe satellite ______, and _____ stations that process observed data and generate SBAS messages for ____ to the geostationary ______, which broadcast the SBAS ________ to the _____.
2.1.1.2
By providing extra ranging signals via geostationary satellites and enhanced integrity information for each navigation satellite, SBAS delivers a higher _________ of service than the core satellite constellations.
2.1.1.1
An SBAS augments core satellite constellations by providing ranging, integrity and correction information via geostationary satellites. The system comprises a network of ground reference stations that observe satellite signals, and master stations that process observed data and generate SBAS messages for uplink to the geostationary satellites, which broadcast the SBAS message to the users.
2.1.1.2
By providing extra ranging signals via geostationary satellites and enhanced integrity information for each navigation satellite, SBAS delivers a higher availability of service than the core satellite constellations
Departure Procedures for SBAS:
Departure:
Departure procedure:
The entire departure procedure must be selected from the airborne ________. Pilot entry of the departure procedure is not ________. When integrity requirements cannot be met to support the SBAS departure operation, the SBAS receiver will annunciate the procedure is not _______.
The entire departure procedure must be selected from the airborne database. Pilot entry of the departure procedure is not authorized. When integrity requirements cannot be met to support the SBAS departure operation, the SBAS receiver will annunciate the procedure is not available.
Departure Procedures for SBAS:
Departure:
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.
Departure Procedures for SBAS:
Departure:
Terminal operation mode reversion:
At the turn initiation point for the first waypoint in the departure procedure, the SBAS receiver will revert to the _______ operation mode with an FSD of _ NM. The SBAS receiver will continue to function in the terminal integrity mode until the last waypoint of the departure procedure is sequenced. After this waypoint, the SBAS receiver will provide ______ integrity.
At the turn initiation point for the first waypoint in the departure procedure, the SBAS receiver will revert to the terminal operation mode with an FSD of 1 NM. The SBAS receiver will continue to function in the terminal integrity mode until the last waypoint of the departure procedure is sequenced. After this waypoint, the SBAS receiver will provide en-route integrity.
Departure Procedures for SBAS:
Departure:
Turning departure:
The criteria are dependent on whether the first waypoint is a fly-by or flyover waypoint. For a fly-by waypoint, turn _________ is always provided. At turn initiation, FSD and integrity performance transitions are as described in 2.2.2, “Straight departure”. For a flyover waypoint, there is no turn _________. FSD and integrity performance transitions occur when the waypoint is sequenced. The SBAS receiver will not transition to en-route integrity performance until the final waypoint in the departure procedure is sequenced.
The criteria are dependent on whether the first waypoint is a fly-by or flyover waypoint. For a fly-by waypoint, turn anticipation is always provided. At turn initiation, FSD and integrity performance transitions are as described in 2.2.2, “Straight departure”. For a flyover waypoint, there is no turn anticipation. FSD and integrity performance transitions occur when the waypoint is sequenced. The SBAS receiver will not transition to en-route integrity performance until the final waypoint in the departure procedure is sequenced.
Departure Procedures and RNP-BASED Departure Procedures:
This chapter describes area navigation (RNAV) departure procedures for VOR/DME, DME/DME and RNP. The general principles of RNAV and RNP-based approach procedures apply also to RNAV and RNP-based _________.
This chapter describes area navigation (RNAV) departure procedures for VOR/DME, DME/DME and RNP. The general principles of RNAV and RNP-based approach procedures apply also to RNAV and RNP-based departures.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
The term “basic GNSS receiver” designates GNSS avionics that at least meet requirements for a GPS receiver in Annex 10, Volume I, and specifications of RTCA DO 208, or EUROCAE ED-72A, as amended by FAA TSO-C129A or JAA TSO C129 (or equivalent). These documents specify the minimum performance standards that GNSS receivers must meet in order to comply with en-route, terminal area and non-precision approach procedures developed specifically for GNSS.
1.1.2.2 The main requirement of these standards is for the GNSS receiver to have the following capabilities:
a) integrity monitoring routines, for example, ____
b) turn ________; and
c) capability for procedures retrieved from the read-only electronic navigation _______.
a) integrity monitoring routines, for example, receiver autonomous integrity monitoring (RAIM);
b) turn anticipation; and
c) capability for procedures retrieved from the read-only electronic navigation database.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
1.2.1 Operational approval:
Aircraft equipped with basic GNSS receivers (either as stand-alone equipment or in a multi-sensor environment) that have been approved by the State of the Operator for 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 to 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 _________;
b) the pilot has a current knowledge of how to operate the equipment so as to 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.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
1.2.2.2 Where the basic GNSS receiver (whether stand-alone equipment or in a multi-sensor environment) becomes inoperative, the pilot should immediately:
a) advise ___;
b) request an available alternative procedure consistent with the capability of the ___ system; and
c) amend the equipment suffix, where possible, for subsequent flight ____.
1.2.2.3 It should be noted that depending on the type of certification of the FMC being used, the manufacturers’ aircraft flight manuals and data may allow for continued operation.
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.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
To begin the basic GNSS approach, the appropriate airport, runway/approach procedure and ___ must first be selected. Pilots must maintain situational awareness to determine the bearing and distance to the GNSS procedure ___ before flying the procedure. This can be critical to ascertain whether entering a ___ or ___ base when entering the ______ approach area in the vicinity of the extended runway centre line. All sectors and stepdowns are based on the bearing and distance to the IAF for that area, which the aircraft should be proceeding direct to, unless on radar _____.
To begin the basic GNSS approach, the appropriate airport, runway/approach procedure and initial approach fix (IAF) must first be selected. Pilots must maintain situational awareness to determine the bearing and distance to the GNSS procedure IAF before flying the procedure. This can be critical to ascertain whether entering a right or left base when entering the terminal approach area in the vicinity of the extended runway centre line. All sectors and stepdowns are based on the bearing and distance to the IAF for that area, which the aircraft should be proceeding direct to, unless on radar vectors.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
Pilots must fly the full ________ from the IAF unless specifically cleared otherwise. Randomly joining an approach at an intermediate fix does not ensure ______ ________.
Pilots must fly the full approach from the IAF unless specifically cleared otherwise. Randomly joining an approach at an intermediate fix does not ensure terrain clearance.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures for Navigation Systems using Basic GNSS:
When an approach has been loaded in the airborne navigation database, the following actions are required. Depending on the GNSS equipment, some or all of the actions described below may take place automatically. Note that some FMC implementations do not conform to the display sensitivities discussed but instead provide comparable operations as described in the aircraft operating manual.
a) upon reaching a distance of __ NM to the ________ ________ point, basic GNSS receivers will give either an “__” annunciation or where the systems automatically ___ the operation, an indication that the aircraft is in the _______ area;
b) at this annunciation, the pilot must __ the ________ mode. Some, but not all, GNSS avionics implementations will __ the ________ mode automatically;
c) if the pilot arms the approach mode early (e.g. where the IAF is beyond a range of __ NM from the aerodrome reference point), no changes to the CDI sensitivity occur until reaching a range of __ NM. This does not apply to systems that automatically arm for the operation;
d) when both the approach mode is armed and the aircraft is within __ NM of the aerodrome reference point, the basic GNSS receiver changes to ______ mode sensitivity at 56 km (30 NM) and the associated RAIM setting. If the pilot ___ to ensure the ________ is armed at or before a range of __ NM from the aerodrome reference point, the receiver does not change to ______ mode, and obstacle clearance is not ______. The obstacle clearance criteria assumes the receiver is in terminal mode, and the areas are based on this assumption;
e) on reaching a distance of _ NM before the FAF, and provided the _______ mode is ____ (which it should be, see item c) above), the CDI sensitivity and RAIM ramp to smoothly reach the approach values of __ NM at the ___. In addition, the “approach active” annunciation will appear;
f) the pilot must check the “approach active” annunciator at or before passing the ___ and execute a _____ approach if it is not present, or if it is cancelled by overriding an automatically selected sensitivity; and
g) if the CDI is not centred when the CDI sensitivity changes, any displacement will be magnified and give the incorrect impression that the aircraft is diverging further, although it may be on a satisfactory intercept heading. To avoid this phenomenon, pilots should ensure they are well established on the correct track at least _ NM before the ___.
When an approach has been loaded in the airborne navigation database, the following actions are required. Depending on the GNSS equipment, some or all of the actions described below may take place automatically. Note that some FMC implementations do not conform to the display sensitivities discussed but instead provide comparable operations as described in the aircraft operating manual.
a) upon reaching a distance of 56 km (30 NM) to the aerodrome reference point, basic GNSS receivers will give either an “arm” annunciation or where the systems automatically arm the operation, an indication that the aircraft is in the terminal area;
b) at this annunciation, the pilot must arm the approach mode. Some, but not all, GNSS avionics implementations will arm the approach mode automatically;
c) if the pilot arms the approach mode early (e.g. where the IAF is beyond a range of 56 km (30 NM) from the aerodrome reference point), no changes to the CDI sensitivity occur until reaching a range of 56 km (30 NM). This does not apply to systems that automatically arm for the operation;
d) when both the approach mode is armed and the aircraft is within 56 km (30 NM) of the aerodrome reference point, the basic GNSS receiver changes to terminal mode sensitivity at 56 km (30 NM) and the associated RAIM setting. If the pilot fails to ensure the approach is armed at or before a range of 56 km (30 NM) from the aerodrome reference point, the receiver does not change to terminal mode, and obstacle clearance is not ensured. The obstacle clearance criteria assumes the receiver is in terminal mode, and the areas are based on this assumption;
e) on reaching a distance of 3.7 km (2.0 NM) before the FAF, and provided the approach mode is armed (which it should be, see item c) above), the CDI sensitivity and RAIM ramp to smoothly reach the approach values (0.6 km (0.3 NM)) at the FAF. In addition, the “approach active” annunciation will appear;
f) the pilot must check the “approach active” annunciator at or before passing the FAF and execute a missed approach if it is not present, or if it is cancelled by overriding an automatically selected sensitivity; and
g) if the CDI is not centred when the CDI sensitivity changes, any displacement will be magnified and give the incorrect impression that the aircraft is diverging further, although it may be on a satisfactory intercept heading. To avoid this phenomenon, pilots should ensure they are well established on the correct track at least 3.7 km (2.0 NM) before the FAF.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures Based on DME/DME:
2.1 Area navigation (RNAV) approach procedures based on DME/DME are non-precision approach procedures. These procedures are not required to specify a reference facility, and are based on two different cases:
a) only __ DME stations are available; and
b) more than __ DME stations are available
a) only two DME stations are available; and
b) more than two DME stations are available
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures Based on DME/DME:
Aircraft equipped with RNAV systems which have been approved by the State of the Operator for the appropriate level of RNAV operations may use these systems to carry out DME/DME RNAV approaches, provided that before conducting any flight it is ensured that:
a) the RNAV equipment is ________; and
b) the pilot has a current knowledge of how to operate the equipment to optimize navigation accuracy.
a) the RNAV equipment is serviceable; and
b) the pilot has a current knowledge of how to operate the equipment to optimize navigation accuracy.
Arrival and Non-precision Approach Procedures:
RNAV Arrival and Approach Procedures Based on DME/DME:
The standard assumptions for airborne and ground equipment on which DME/DME procedures are based are:
a) If only ___ DME stations are available, the aircraft is equipped with at least a single flight management computer (FMC) capable of DME/DME navigation, which is approved for operations within the ___. The FMC must be capable of automatic reversion to updated IRS navigation;
b) If more than ___ DME stations are available, the aircraft is equipped with at least a single FMC capable of DME/DME navigation, approved for operations within the ___;
c) A navigation database containing the procedures to be flown can automatically be loaded into the FMC flight plan. This database will contain stored waypoints with coordinates based on WGS-84 requirements including speed and vertical constraints; and
d) Waypoints and DME station coordinates must meet the WGS-84 requirements.
a) If only two DME stations are available, the aircraft is equipped with at least a single flight management computer (FMC) capable of DME/DME navigation, which is approved for operations within the terminal control area (TMA). The FMC must be capable of automatic reversion to updated IRS navigation;
b) If more than two DME stations are available, the aircraft is equipped with at least a single FMC capable of DME/DME navigation, approved for operations within the TMA;
c) A navigation database containing the procedures to be flown can automatically be loaded into the FMC flight plan. This database will contain stored waypoints with coordinates based on WGS-84 requirements including speed and vertical constraints; and
d) Waypoints and DME station coordinates must meet the WGS-84 requirements.
