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8/9/2019 AreaNav
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RNAV OPERATIONS
IN
B-RNAV
P-RNAVRNP-RNAV
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RNAV is a method of navigation which permits aircraftoperation on any desired flight path within the coverage of
station referenced navigation aids or within the limits of
the capability of self-contained aids, or a combination of
these.
2D RNAV relates to RNAV capabilities in the horizontal
plane only.
3D RNAV includes a guidance capability in the vertical
plane and 4D RNAV provides an additional timingfunction.
AREA NAVIGATION (RNAV)
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The RNAV concept represents a fundamental
change in philosophy. Where aircraft used to fly toand from specific navaids, using each navaid as a
source of data, many may now obtain data from a
number of different navaids in order to fix their
positions along a route.
Originally introduced with respect to specific navaids
such as VOR/DME and, more recently, DME/DME
and GNSS, the RNAV concept is widening to include
airborne navigation systems that are capable ofusing multiple sources of navigation data and
operating within very closely defined limits of
accuracy, availability, integrity and repeatability.
RNAV CONCEPT
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An RNAV-capable aircraft can automatically determine its
position, from one or more of a variety of inputs, from such
navaids as VHF Omni-directional Range (VOR), Distance
Measuring Equipment (DME), LORAN-C, Global Navigation
Satellite System (GNSS) and Inertial Navigation Systems(INS) and Inertial Reference Systems (IRS). Single-sensor
RNAV systems only use one source of navigation data,
such as DME stations, while multi-sensor RNAV systems
monitor a number of navaid systems to determine the bestsource of navigation data.
RNAV PERFORMANCE...
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The RNAV system has access to a sophisticated on-board
navigation database containing details of the pre-
programmed routes, the airspace through which the routes
pass, the navaids servicing this airspace and thedeparture,destination and planned diversion aerodromes.
The system identifies the next waypoint on the planned
route, selects the most appropriate navaids to determine
the aircraft position and usually provides steering inputs tothe autopilot.
RNAV PERFORMANCE...
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Multi-sensor systems use a process known as Kalman
filtering to integrate inputs from different sensors and
determine the best position estimate based upon a number of
factors. In the event of GNSS unavailability or where
insufficient DME stations are available for update, forexample, some systems apply a fixed downgrading schedule
from DME/DME to VOR/DME to IRS or from DME/DME to
IRS to VOR/DME.
Other systems apply the Kalman filter process to the
remaining sensor inputs before downgrading to DME/DME,
VOR/DME or IRS only.
RNAV PERFORMANCE
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AREA NAVIGATION (RNAV)
A method of navigation which permits
aircraft operation on any desired flight
path.
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NAVIGATION
PERFORMANCE ACCURACY
Total navigation accuracy based on thecombination of the navigation sensor error,
airborne receiver error, display error and
flight technical error. Also called systemuse accuracy.
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REQUIRED NAVIGATION
PERFORMANCE (RNP)
A statement of the navigationperformance accuracy necessary
for operation within a defined
airspace.
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RNP CONCEPT
RNP concept applies to navigation performance
within an airspace and therefore affects both the
airspace and the aircraft. RNP is intended to characterize an airspace
through a statement of the achieved navigation
performance accuracy to be achieved within the
airspace.Contd..
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..RNP CONCEPT
The development of the RNP concept
recognizes that the current aircraft
navigation systems are capable of achievinga predictable level of navigation
performance accuracy and that a more
efficient use of available airspace can berealised on the basis of this navigation
capability.
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DEFINING RNP AIRSPACE
RNP may be specified for a route, a number
of routes, an area, volume of airspace or
any airspace of defined dimensions which
an airspace planner or authority chooses.
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Some potential applications of
RNP include.. A defined airspace, such as MNPS airspace;
A fixed ATS route, such as between Sydney,
Australia and Auckland, New Zealand;
Random track operations, such as between
Hawaii and Japan; and
A volume of airspace, such as a block altitudeon a specified route.
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RNP ROUTES
Fixed RNP Route - Permanent, published
ATS routes.
Contingency RNP Routes - published ATS
routes during limited time periods (Hours,
Days, Seasons). They may also be
established to meet unusual, temporaryrequirements arising at short notice.
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CONTAINMENT VALUE
The containment value is the distance from
the intended position within which flights
would be found for at least 95% of the total
flying time.
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RNP TYPE
The RNP type is based on a navigation
performance accuracy value which is
expected to be achieved at least 95% of the
time by the population of aircraft operating
within the airspace.
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RNP TYPES
Accuracy - 95% position accuracy in the
designated airspace.
RNP1 + 1.0 NM (+ 1.85 km)
RNP 4 + 4.0 NM (+ 7.4 km)
RNP 12.6 + 12.6 NM (+ 23.3 km)
RNP 20 + 20.0 NM (+ 37 km)
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RNP TYPESThe RNP types specify the navigation performance accuracy of all
the user & nav system combinations within an airspace. RNP typescan be used by airspace planners to determine airspace utilization
potential & as an input in defining route widths & traffic separation
requirements.But RNP by itself is not a sufficient basis for setting a
separation standard.
Accuracy requirements are based upon a 95% confidence level :
ACCURACY One-Dimensional Probability
expression
3 Sigma 99.7 %2 Sigma 95.0 %
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P-RNAV
Precision Area Navigation (P-RNAV) is being introduced toRNAV applications in terminal airspace. It requ ires aircraft conforto a track -keeping accuracy of+ 1 NM for at least 95% of the fligh t titogether with advanced functionality, including, high integrity navdatabases, path coding per ARINC 424 or equivalent and the aut
selection, verification and where appropriate deselection of navaids
P-RNAV can be ach ieved using inputs from DM E/ DM E o(also IRS in reversionary, timebound mode). P-R NAV SIDs, STAinitial Approach segments will be published where the Authoritie
determined that benefits can be gained from the use of RNAV in teairspace.
P-RNAV requirements may also be published for selected prts ofthe Enroute stru cture where capacity benefits can be identified.
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RNP-RNAV
Required Navigation Performance (RNP) is a statement of thenavigation performance accuracy necessary for operation within
defined airspace.
The RNP type defines the total navigation system error (TSE) that isallowed in lateral, longitudinal and in some cases, vertical dimensionwithin a particular airspace. The TSE takes account of nav-systeerrors RNAV computation errors, display errors and flight technica
errors (FTE). The TSE must not exceed the specified RNP value for 95of the flight time on any part of any single flight.
RNP-RNAV combines the accuracy standards laid out in the ICAOmanual (DOC 9613) with specific containment integrity and continuitrequirements as well as functional and performance standards for th
RNAV system to meet future ATM requirements. The flight paths oaircraft must be both predictable and repeatable to the declared levels oaccuracy.
To date instrument procedure design criteria are only available forRNP 0.3 & route spacing criteria have only been established for RNP-4.
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RNP Types DescriptionRNP Type
.3/ 125
Requ ired Accuracy
95% Containment+ 0.3NM /+ 125
Proposed for RNAV/ VNA
Approaches using BAROALT inputor SB AS.
.3 + 0.3NM Supports in itial / in termediateApproach 2D RNAV Approach &Departure. Expected to be the mos
common application.10 + 10NM Supports reduced lateral and
longitudinal separationmin ima &enhanced operational efficiency inoceanic & remote areas where the
availability of navaids is limited.
RNP-RNAV is expected to be mandated by year 2015 although fewRNP-RNAV procedures are expected to be introduced before 2005.
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BASIC RNAV
+ 5 NM ( + 9.26 km )
(95% CONTAINMENT VALUE)
B-RNAV Operations commenced in
Europeanairspace on the 23rd of April, 1998.
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RNP COORDINATE SYSTEM
ICAO has chosen World Geodetic System (WGS)-84 asthe common world geodetic datum as there is a need to :
convert coordinates of airport key positions and
ground-based navigation aids to a common geodetic
reference datum; ensure that all such locations are surveyed to a common
standard which provides optimum accuracy, such as
that obtained by GNSS surveying techniques; and
ensure that all FMS software is referenced to a commongeodetic datum.
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EUROCONTROL STANDARD
The carriage of B-RNAV equipment approved for
RNP5 operations is mandatory on the entire ATS
route network in the ECAC area includingdesignated feeder routes (SIDs & STARs) in / out
of notified TMAs.
RNP5 (B-RNAV) - effective 23rd April, 1998.
RNP1 (Precision R-NAV) - to be implemented in
2005.
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B-RNAV APPROVAL
Airworthiness approval.
Operational approval.
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AIRBORNE NAVIGATION
EQUIPMENT
They encompass..
Systems which use external navigation aidssuch as VOR / DME, DME / DME, GNSS,
OMEGA / very low frequency (VLF),
LORAN-C; and
systems which are self-contained, e.g. INS, or
inertial reference systems.
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Required Functions of B-RNAV
Navigation Equipment Continuous indication of aircraft position relative to track
displayed on a navigation display to both the pilot flying
and the pilot not flying. Display of distance and bearing to the next active (TO)
waypoint.
Display of ground speed or time to the next active (TO)
waypoint. Storage of waypoints; minimum of 4.
Appropriate failure annunciation of the RNAV system,
including sensors.
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Recommended Functions of B-
RNAV Navigation Equipment
Autopilot and / or Flight Director coupling.
Present position in terms of latitude and longitude.
Direct To function.
Indication of navigation accuracy (e.g. quality factor ).
Automatic channel selection of radio navigation aids.
Navigation data base.
Automatic leg sequencing and associated turn anticipation.
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FLIGHT CREW CONTINGENCY
PROCEDURES In case of contingencies, (equipment failures, weather
conditions) crew should notify ATC about the ability to
maintain navigation accuracy, state its intentions, co-
ordinate a plan of action and obtain a revised ATC
clearance.
If unable to notify ATC, crew should follow established
contingency procedures and obtain ATC clearance as soon
as possible.
O A C A A O
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EUROPEAN CIVIL AVIATION
COUNCIL
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RNAV | B-RNAV | P-RNAV |
RNP-RNAVP-RNAV
Precision Area Navigation (P-RNAV) is being introduced to enable
RNAV applications in terminal airspace. It requires
aircraft conformance to a track-keeping accuracy of 1NM for at
least 95% of flight time, together with advanced functionality,
including, high integrity navigation databases, pathcoding in accordance with ARINC 424 (or an equivalent standard)
and the automatic selection, verification and, where appropriate,
de-selection of navaids
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RNAV SCHEDULE
A phased application of RNAV is planned.
Phase 1 : FROM 1998En-route:As on 23APR 1998 onward, aircraft ( other than State aircraft),
operating on the ATS routes, above the lowest applicable flight level
as published by the States,shall be equipped with RNAV meeting RNP5.
VOR / DME & NDB will remain available for reversionary navigation
at least until 2005. As a result, the reduced requirements as set out for
BRNAV equipment are applicable during this phase.
From 2002 it is expected that Random Area Navigation ( Free Route)
will be introduced in selected areas. In these areas there will be a
reduction in the availability of fixed routes. There will be no change in
required RNAV functionality.
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RNAV SCHEDULE
Phase 1 ( contd)
TMA:Where beneficial & practicable, national Authorities may define
mandatory B-RNAV routes providing transitions to the SIDs &
STARS in the terminal area (feeder routes).Other RNAV procedures,
including those requiring P-RNAV ( RNP 1 or better) performancemay be introduced. However they will remain optional in this
timescale & conventional SIDs, STARs & Holding procedures will
continue to be provided.
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RNAV SCHEDULEPhase 2 - 2005 or later ( date to be agreed upon by ECAC States)
as VOR (& NDB) is withdrawn, the ability to revert to conventionalnavigation will reduce ,with RNAV becoming the only means of
navigation. Radio position updating will be by means of DME / DME o
GNSS based RNAV. It is expected that on-board IRSs will continue to
augment the radio position data.
As a result of the decommissioning of radio navigation sources capable
of supporting reversionary operations, the system integrity & operationa
functionality requirements will increase. This will require the use of
equipment in conformance to RNP- ( x ) RNAV requirements oncereversion to conventional navigation ceases to be possible.
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