International Training:Area Navigation Operations

Agenda

1. Continental Airspace Operations

BRNAV PRNAV RNAV 5 RNAV1

2. Oceanic and Remote Area Operations

RNAV 10 RNP 4

3. Approaches

Objectives

Know whether the aircraft and flight crew are qualified to operate in the airspace, on a procedure or along an ATS route

Learn the equipment and performance requirements are for each

Be familiar with operations in each type of airspace

Be able to identify when you need to notify ATC of failures and know what to do

It’s time now to take-off and operate in the different airspace that we encounter along our route of flight.

Airspace

Here is the airspace we will look at in this module. Because operation in these areas requires specialized knowledge, authorization and training is necessary.

RNAV 10

RNAV 2RNP 4

PRNAVRNAV1

BRNAVRNAV 5

Specialized KnowledgeSpecialized Knowledge

Airspace Situational Awareness

The objective is to continuously identify the airspace we are about to enter and know the requirements for operation. Also we need to know what to do if we fail to meet the requirements for the airspace.

Must have two Nav units and maintain course within 10 nm

Must have one Uber Nav unit and maintain course within .3 cm

Airspace in TransitionThe European terminal airspace RNAV application is known as P-RNAV (Precision RNAV). It shares a common navigational accuracy with the RNAV 1, but P-RNAV does not satisfy the full requirements of the RNAV 1 specification.

Currently, the United States terminal airspace formerly known as US RNAV Type B has been aligned with the PBN concept, and is now called RNAV 1. The RNAV 1 and 2 navigation specification is primarily developed for RNAV operations in a radar environment

Basic-RNP 1 has been developed primarily for application in non-radar, low-density terminal airspace. In future, more RNP applications are expected to be developed for both en-route and terminal airspace.

In the terminal area you will be using PRNAV in Europe and RNAV 1 in the United States. Both have an accuracy requirement of one nm. RNP 1 is being developed for terminal operations primarily in non-radar environments. By definition, RNP operations require the additional monitoring capability by the aircraft.

Continental En-route

Continental en-route airspace concepts are currently supported by RNAV applications. RNAV 5 is used in the Middle East (MID) and European (EUR) Regions but currently it is designated as B-RNAV in Europe. In the United States, an RNAV 2 application supports an en-route continental airspace concept.

BRNAV & PRNAV Overview

P-RNAV applies to the airspace of the 42 countries of the European Civil Aviation conference (ECAC). Because PRNAV and BRNAV are used by many different countries across Europe, there are differences in how information is presented on the charts. Let’s look at a few examples.

RNAV Identification

On approach plates, B-RNAV/P-RNAV is sometimes identified just as RNAV. Sometimes RNAV information is in the Jeppesen Procedural (-1P) notes. Such specifics as where P-RNAV operations apply during night and communication phraseology may be included in the procedural notes.

Variations on Nomenclature

Sometimes RNAV information is contained in Arrival instructions. In this case, the STAR (-2 series) plate identifies the approach as an RNAV STAR. Also in this case, the P-RNAV nomenclature has been updated to PBN, or just RNAV 1. Additionally, the contingency communication nomenclature is a bit different than the previous example.

More Variations

Some airports use both the B-RNAV and PBN nomenclature. Others still use the B-RNAV nomenclature only.

Reducing Flight Technical Error

Above is an example of departure instructions helping to reduce FTE, flight technical error (deviation from prescribed navigational path).

RNAV SID Example

This SID identifies what kind of updating is required; GPS or DME/DME. Some waypoints such as HK461 allow you to cross check using radio navaids.

PRNAV Chart Summary

Above is a quick review of specific B-RNAV and P-RNAV operational requirements

Terminal Ops: Loading RouteSelect procedure from Dep/Arr page

Can add waypoints that are in the FMC

Do not manually create waypoints such as place/bearing distance or lat/long

The route may subsequently be modified through the insertion or deletion of specific waypoints in response to ATC clearances

You must not fly a PRNAV, RNAV 1 or RNAV 2 SID or STAR unless it is retrievable by route name from the onboard navigation database and conforms to the charted route. However, the route may subsequently be modified through the insertion or deletion of specific waypoints in response to ATC clearances.

Using LNAV in the Terminal Area

Because you are using LNAV for terminal operations, you often are required by ATC to modify the LNAV route in the terminal area. You must therefore be proficient at making modifications to minimize the “heads down” time in the terminal area as you comply with ATC clearances.

“N767A cleared direct to WW954”

Raw Data Back-up

Other NAVAIDs (e.g., VOR, DME, and ADF) should be selected to allow immediate cross-checking or reversion in the event of loss of RNAV capability.

Waypoint Crosscheck

You can cross-check a waypoint with raw data using the NAV RADIO page. The tuned VOR frequency/identifier is displayed along with the current radial from the VOR. To manually select a VOR use the manual feature on the control head or preselect the frequency at the bottom of the page (remote tuning) and line select it to either 1L or 1R.

A (auto-tuning) – FMC selects a navaid for best position orientation

P (procedure auto-tuning) – FMC selects navaids for approach or departure procedure guidance

R (remote tuning) – VOR frequency or identifier has been entered by the flight crew on the NAV RADIO page

M (manual) – VOR is manual–tuned using the VOR control panels on the glareshield. Manual–tuning takes priority over FMC auto-tuning.

FMS Navaid Inhibit

When a navigation radio is known to provide erroneous position information, the FMC must be inhibited from automatically tuning that navaid. Entries are blanked at flight completion. Deleting or overwriting removes a previous inhibit. Just like GPS updating, you can also turn VOR/DME radio updating off using 6R. You cannot turn DME/DME updating off.

Enter the identifier of up to two VOR, VOR/DME, VORTAC, or DME stations that must not be used for FMC position updates.

Use this line when only the VOR portion of a VOR/DME or VORTAC navaid must be inhibited. ALL is displayed if the VOR/DME NAV prompt is selected to OFF. Only the VOR portion of the navaid is inhibited, the FMC will still tune the DME for DME–DME updating.

Flying the LNAV Route

Recall that you must always remain within the required limits of the type of airspace or procedure that you are flying. Let’s look at how to monitor your accuracy.

Stay the Course

You must always know the airspace or procedure limits, your flight technical error (how far off the magenta line you might be) and the navigation system accuracy. Find your best way to get this information and maintain the awareness.

to theIs that E.F. Hutton

speaking?

The big

You are responsible for maintaining the total error less than the procedure or airspace limit

• Total error is not shown anywhere• Your map might be “off” a little bit• There is no direct indication when

total error exceeds the limit “Actual” RouteFMC LNAV Route

ANPFTE

Total error

Monitoring Accuracy

Here are our indications for FTE and ANP. Note that we do not have an indication of the total error, the only indication is the UNABLE RNP EICAS message when the ANP equals or exceeds the RNP value. It’s a good idea to have an idea of the ANP before an RNAV/RNP1 arrival or departure and then monitor the XTK error on the progress page and HSI during the procedure.

Oops!

FTE

ANP

FTE + ANP = Total Error

Maintaining Accuracy

Recall that it is your job to monitor LNAV tracking error. Do not wait for an “UNABLE RNP” message. Your job is to keep the FTE within limits by monitoring the XTK and HSI. Notify ATC if you cannot meet the requirements or if you do get an “UNABLE RNP” message.

ANP ANP

FTE FTE

Airway limits

Domestic RVSM Phraseology

ATCConfirm RVSM approvedUnable to issue clearance into RVSM airspace

PilotBefore entering RVSM airspace

Affirm RVSMNegative RVSM due (state reason)

Restate “Negative RVSM” for:Level changes in RVSMTo each controller in RVSMIn all altitude read-backs in RVSMIn all altitude read-backs through RVSM

During flight in RVSM airspaceUnable RVSM due (state reason)Ready to resume RVSM

Here is some phraseology for domestic RVSM.

Non-Normals

You get the “UNABLE RNP” EICAS message when the ANP exceeds the RNP on the POS REF page. “UNABLE RNP” means the ANP has squeezed you so that even if you are exactly on course you still might not be within the limits.

Non-Nav Related Non-Normals

Be aware that certain non-RNAV related malfunctions can also affect the ability to maintain the required FTE such as an engine failure, hydraulic leak or flight control malfunction.

PRNAV Operations Summary

Only database waypoints can be used

No modification of a waypoint manual entry allowed

No place bearing distance etc.

May need to perform route modifications below 10,000 ft (direct to)

Wait until you are on a vector the final approach course before you delete

the LNAV procedure

If no GPS available must verify using navaids & ensure auto updating.

IRS only 2 hour limit

Here are some highlights of PRNAV operations.

RNAV “Rules” SummaryMaintain LNAV route centerlines during all RNAV operations unless authorized to deviate by ATC or under emergency conditions

For normal operations, cross-track error/deviation (progress page 2) should be limited to ±½ the navigation accuracy associated with the procedure or route (i.e. .5 NM for RNAV 10 or 2.5 NM for RNAV 5)

Brief deviations from this standard (e.g. overshoots or undershoots) during and immediately after procedure/route turns, up to a maximum of one-times the navigation accuracy (i.e. 5 NM), are allowable

If ATC issues a heading assignment taking the aircraft off a route, do not modify the flight plan in the RNAV system until a clearance is received to rejoin the route or the controller confirms a new clearance

When the aircraft is not on the published route, the specified accuracy requirement does not apply.

Here is a summary of some BRNAV/PRNAV rules.

Incident ReportingAircraft Malfunctions:

Navigation errorsSignificant navigation errors attributed to incorrect data or a navigation database coding errorUnexpected deviations in lateral or vertical flight pathSignificant misleading information without a failure warningTotal loss of multiple navigation equipment failure

Problems with ground based navigation aids leading to significant errorsFor RNAV 10 operations

Lateral navigation errors of 15 nm or moreLongitudinal navigational errors of 10 nm or more or errors of three minutes or more from a reporting point estimateNavigation system failures

Report significant incidents associated with the operation of the aircraft which affect or could affect the safety of P-RNAV operations. Specific examples may include:

GPS system malfunctions during P-RNAV operationsSignificant navigation errors attributed to incorrect data or a navigation database coding error

Here are some examples of incidents which require a report.

Oceanic

In addition to RVSM/MNPS oceanic and remote continental airspace is currently served by two navigation applications, RNAV 10 and RNP 4. Both rely primarily on GNSS to support the navigation element of the airspace. In the case of RNAV 10, no form of ATS surveillance is required. In the case of RNP 4, ADS Contract (ADS-C) is used. MNPS airspace will remain in effect for the near future where it is currently used.

The oceanic applications require you to maintain a certain position accuracy so the required separation distance the (non-radar) ocean airspace can be reduced

RNP 4

RNP 4 will be used more as congestion increases in remote and oceanic airspace. RNP 4 airspace allows 30nm separation.

RNAV 10 & RNP 4 Coverage

Currently RNAV 10 is used over the Pacific, WATRS and the European/SouthAmerican corridor over Atlantic. Look for notes in different places to identify RNAV 10 and RNP 4 airspace.

RNAV Airway and Airspace Ident

Identification of RNAV airways might be in the panel or RNAV airspace by notes on the chart.

Oceanic RVSM Operations

Max overshoot/undershoot is 150 feetAutomatic level-off recommendedDouble check altitude and altimeter settingCross check primary altimeters every hour

max difference 200 feet

Note standby altimeter difference for contingenciesComply with aircraft RVSM restrictionsVerify transponder altitude reporting

Note the operational items in oceanic RVSM.

Oceanic Transponder Operations

Note the slight difference between transponder operations.

Oceanic Position Reporting

Note you need to send a position report via datalink at the FIR boundary.

Gross Error Accuracy Check

The principle consists in comparing the Bearing/Distance: as calculated by the FMS position and given navaid stored in the FMS data base, to the Raw Data received from the navaid.The difference allows the error [ε] to be quantified.

Before entering the airspace, the position of the aircraft must be checked as accurately as possible by using external navaids. This may require DME/DME and/or VOR checks to determine navigation system errors through displayed and actual positions.

Raw Data vs. FMC

A good way to do this is to select VOR on the EFIS control panel, tune and identify a VORTAC station within range. Then on the FIX page of the FMS, enter the identifier of the tuned VORTAC. The bearing and distance shown on the FIX page should agree with the bearing and distance shown by the raw data to the selected VORTAC (+/- 4°).

Operational Equipment RequiredFor partial or complete failures of ONE navigation system (FMC) before the ocean boundary you need to advise ATC “Unable MNPS/RNAV…”and divert to a route available to aircraft with short range navigation equipment such as the Blue Spruce routes in the North Atlantic. Or of course, you can repair the system.

For partial or complete failures of ONE navigation system (FMC) after the ocean boundary you need to advise ATC and can continue in accordance with your current ATC clearance.

For partial or complete failures of Both navigation systems (FMC’s) before the ocean boundary you should not enter oceanic airspace.

For complete failures of Both navigation systems (FMC’s) after the ocean boundary you are essentially dead reckoning. Use the CDU alternate navigation function.

At least two LRNSs capable of satisfying this navigation specification must be operational at the oceanic entry point. If this is not the case, then you should consider an alternate route which does not require that particular equipment or make a diversion for repairs.

You must advise ATC of any deterioration or failure of the navigation equipment below the navigation performance requirements.

FMC Fail Non-Normal Checklist

Review the FMC fail checklist for both a single and double failure.

CDU Alternate Navigation Pages

You use the CDU alternate navigation pages if you lose both FMC’s. You have two alternate system navigation pages; IRS LEGS and IRS PROGRESS. These pages come from the stored flight plan in the CDU’s. There is no navigation database so you must enter any new waypoints by lat/long.

LNAV & VNAV are not available

Loss of GPSReceiver Failures Satellite Failures

Notice the different indications for aircraft system failures (receivers) and loss of satellites. If the onboard receivers fail, an EICAS L or R GPS message appears. With a loss of satellites the FMC message, “IRS NAV ONLY,” appears in the CDU scratchpad after a while when you are over the ocean.

FMS Position Updating

Oceanic6.2 hours from start if never any updating

5.9 hours from last DME/DME update

5.7 hours from last VOR/DME update

You can also select GPS off on the POS REF page. You have time limits if you are using only IRS position without updating.

Push – alternately selects GPS NAV ON (enabled) and OFF (disabled)

RNAV Approach ConsiderationsSelect the approach procedure from the arrivals page of the FMC

No other lateral or vertical modifications should be made at or after the IAF except as described in the paragraph Cold Temperature Altitude Corrections in the FCOM Supplemental Procedures

Consider including the following items in the approach (and takeoff) brief:equipment that must be operational prior to starting the approach (departure)the current ANP value and resulting limits of FTE

One pilot should have the map display in the 10nm or less range to monitor path tracking during the final approach segment

TERR display selected on at least one side as required

Progress page 2 displayed on the CDU, as needed

Finally, here are a few considerations specifically for RNAV approaches.

SummaryKnow whether the aircraft and flight crew are qualified to operate in the airspace, on a procedure or along an ATS route

Controllers assume that the flight crew and aircraft are suitably qualified for PBN operations

Before entering airspaceHow do I identify if I meet the requirements

After entering airspaceHow do I identify if I no longer am able to meet the requirementsWhat do I do if I no longer meet the requirements (Contingency procedures)

You learned to identify the requirements for operating in the various airspace and how to adjust to different situations. Let’s finish with a few questions.

Select the correct statements concerning a PRNAV arrival.

You must select the arrival from the DEP/ARR page

You cannot delete any waypoints after the arrival is selected

If you are given vectors, wait until you are heading to the final approach course before you delete the arrival

Answers A & C

Select the best answer

As long as you do not have an “UNABLE RNP” EICAS message you are meeting the route requirements.

True

False

Select the correct answer

You have already crossed the boundary and are in RNAV 10 airspace. What do you do if you now lose an FMC?

Immediately divert to the nearest alternate airport

Ask for a Blue Spruce route

Immediately initiate contingency procedures

Advise ATC and continue in accordance with the current ATC clearance

Select the best answer

FINI