Training for Pilots. Objective For pilots to have a good understanding of the concepts and...
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Performance Based Navigation Training for Pilots
Training for Pilots. Objective For pilots to have a good understanding of the concepts and operational aspects of PBN Condition Based on generic information,
Objective For pilots to have a good understanding of the
concepts and operational aspects of PBN Condition Based on generic
information, not type or equipment specific Reference In accordance
with the contents of ICAO documentation relating to PBN
http://www.icao.int/safety/pbn/
Development of PBNPBN Concepts in detailThe PBN Error
Model
Slide 5
Slide 6
Conventional Navigation: Airways connecting ground based radio
aids Inefficient Concentration of aircraft over beacon Area
Navigation Position determined from many ground based radio aids
Free routing possible More flexible routing
Slide 7
Developed based on the aircraft technology Different standards
in different regions P-RNAV and B-RNAV in Europe US RNAV A and B in
the USA Different approach needed P-RNAV B-RNAV US RNAV A US RNAV B
Performance Based Navigation
Slide 8
Start by defining what the requirements are Accuracy Integrity
Continuity Functionality Determine how these can be met Opposite to
early RNAV looked at what was possible from the technology Can
accommodate changes to navigation systems Improved efficiency,
reduced costs, better standardization
Slide 9
Slide 10
PBN Navigation Specification NAVAID Infrastructure Navigation
Application For example RNP1, RNAV1, RNP2 For example GNSS
Slide 11
NDBs are not used VOR use limited due to angular error
-increases with distance -RNAV 5 Routes only
Slide 12
DME-DME position fixes - accuracy of 0.2 nm 90 o angle of cut
is most accurate Error in distance measurement Indicated
distance
Slide 13
Greater position uncertainty makes this fix unusable DME-DME
limited to Angle of cut between 30 o and 150 o 180 o angle of
cut
Slide 14
GNSS - Global Navigation Satellite System Current GPS Planned
GLONASS Galileo BeiDou Accuracy depends on multiple signals No
Failure flag, requires augmentation for safety critical
systems
Slide 15
Aircraft Based ABAS Ground Based GBAS Space Based SBAS
Slide 16
Aircraft Based Augmentation System Aircraft Autonomous
Integrity Monitoring Receiver Autonomous Integrity Monitoring
Compares GNSS position with other sensors, e.g. IRS Uses additional
satellites to check validity of position
Slide 17
5 Satellites Faulty signal detected 6 Satellites Faulty signal
isolated 4 Satellites Position fix
Slide 18
Space Based Augmentation System WAAS (USA) EGNOS (Europe) GAGAN
(India) Ground Receiver Uplink
Slide 19
Ground Based Augmentation System Single ground station Airport
Location Supports Precision Approaches Airport Ground Receiver
Slide 20
RNAV and RNP are types of PBN navigation specifications RNP
specifications: Requirement for on-board performance monitoring and
alerting Monitoring of Flight Path -Usually a pilot function
-Lateral Deviation Indicator Monitoring of Navigation System
-Usually automatic -GNSS "Integrity monitoring" See The PBN Error
Model for more information on the sources of position error 0.2 L
RNP / ACTUAL 1.00 / 0.06 NM N4530.03 W7333.80
Slide 21
Integrity defined as: A measure of the trust that can be placed
in the correctness of the information supplied by the total system.
Integrity includes the ability of a system to provide timely and
valid warnings to the user (alerts). Conventional instruments: -
Cross checks - Fail flags N E S W NAV GNSS has no inbuilt failure
message Augmentation provides the required integrity
monitoring
Slide 22
RNP 10 has been widely implemented En-Route / Oceanic
specification No requirement for Integrity Monitoring NOT an RNP
specification ICAO documents will refer to RNAV 10 Where applicable
RNAV 10 will be used here
Slide 23
PBN Specifications defined in terms of Accuracy, Integrity,
Continuity and Functionality Integrity already defined (RNP
definition) Continuity The capability of the system to perform its
function without unscheduled interruptions during the intended
operation
Slide 24
PBN Navigation Specifications detail the Functionality
Requirements Basic functionality is common to ALL Specifications:
Display of Lateral Deviation Distance/Bearing to 'Active' Waypoint
Time to 'Active' Waypoint (or Groundspeed) Failure Indication TOMLE
268 o 5.2 NM 07:47
Navigation Specification Flight Phase Approach E-Route
Oceanic/remote En-Route
continentalArrivalInitialIntermediateFinalMissedDep RNAV 1010 RNAV
5 55 RNAV 2 22 2 RNAV 1 1111 11 RNP 44 RNP 222 RNP 1 111 11 A-RNP22
or 11110.311 RNP APCH 110.31 RNP AR APCH 1-0.1 0.3-0.11-0.1 RNP 0.3
0.3 Numbers in the table refer to the required navigation accuracy
in nm for the given flight phase
Slide 27
Applicable PBN Navigation Specifications RNAV 10, RNP 4, RNP 2
RNAV 10 RNP 2 Dual LRNS (GNSS, INS) INS Time limited 6.2 Hours
Extendable by Position update Enhanced Continuity Requirement 6
Hours5 Hours DME/DME Update RNP 4Dual LRNS (GNSS)
Slide 28
Review Questions
Slide 29
In the PBN Specifications, the number included in the
specification name refers to: a)The required accuracy, in Km, of
the navigation system b)The separation required between aircraft
operating on routes using this specification c)The required
accuracy, in Nm, of the navigation system What is the difference
between RNAV and RNP specifications? a)RNAV specifications require
space based augmentation of GNSS for integrity monitoring b)RNP
specifications allow multiple navigation aids for position updating
c)RNP specifications have a requirement for on-board performance
monitoring and alerting
Slide 30
Which of the following is NOT a basic function required in all
PBN Navigation Specifications? a)Lateral deviation indication
displayed to the pilot b)Facility to operate offset parallel tracks
c)Display of distance/bearing to active waypoint Which Navigation
aids may be used in Performance Based Navigation? a)GNSS only
b)GNSS,VOR, DME and INS c)GNSS, VOR, DME, INS and NDB
Slide 31
Slide 32
Indicated position Navigation system Accuracy Probability
Slide 33
3 Sources of error: The combined error is called the Total
System Error (TSE)
Slide 34
FTE may be monitored automatically Usually the information is
presented visually to the pilot 0.2 L FTE should be kept to a
minimum - Maintain the center line
Slide 35
The actual NSE is unknown Estimates are often given by
Navigation Systems Actual Navigation Performance (ANP) Estimated
Position Uncertainty (EPU) RNP / ACTUAL 1.00 / 0.06 NM N4530.03
W7333.80 Estimate of the system performance
Slide 36
PBN Fundamental Requirement: TSE < Required Accuracy at
least 95% of the time FTE is easier to monitor, and should be kept
to a minimum: Maintain center line NSE is typically small, but
difficult to determine Typically the TSE is significantly smaller
than the required accuracy MENU MENU
Slide 37
Review Questions
Slide 38
Which of the following statements regarding the errors in the
PBN model is true: a)Navigation System Error is usually negligible
b)Flight Technical Error is usually negligible c)Path Definition
Error is usually negligible A requirement of PBN is that the total
system error a)Is always less than 1 nm b)Is always less than the
required accuracy of the navigation specification c)Is equal or
less than the required accuracy of the navigation specification for
at least 95% of the time
Slide 39
Operating in PBN airspace SID / STAR Procedures Approach
Procedures Charts Planning and Pre-Flight
Block 10 Equipment R for PBN approved Block 18 Other
Information PBN/.. Coded entry for capability PANS ATM (Doc 4444)
App. 2
Slide 43
Example: PBN/ B1 O1 S1 B1RNAV 5 All Sensors (en-route
navigation) O1RNP 1 All Sensors (SID/STAR) S1RNP APCH
(Approach)
Slide 44
Majority of PBN specifications require an on-board database of
Waypoints RNAV 10 and RNAV 5 do not A.I.R.A.C Cycle Validity check
of Database NAV DATA ACTIVE AIRAC1409AUG21/SEP17/14 DRAG/FF
+0.0/0.0 --------------------------------------------------
Malpensa MILANO ISSUE 10101 JAN 15 Information in this booklet
shall be considered effective upon receipt unless prefaced by WEF
AERODROME BOOKLET The Charting Company
Slide 45
NOTAMs for conventional radio aid availability RAIM facility
Prediction service: AUGUR (Europe) and FAAs SAPT (US) NOTAM GNSS
unit Function DONUT RAIM AVAILABLE 18:00 01-APR-15 WaypointDate
Time RAIM Prediction AUGUR output GNSS Unit Function
Slide 46
RNP APCHRNP AR APCH Loss of RNP capability Missed Approach
requirements Dual System
Slide 47
Confirm serviceability of Required Equipment Inoperative
Implications of any Unserviceable Items Minimum Equipment List
(MEL)
Slide 48
Extract the procedure in full by name from database > >
> > > > > > > > > > EADL DEPARTURES
MIDAL Confirm route with chart AMELI MADDI DORTA 24 27 I I I I I I
I 30
Slide 49
Items to consider: - Navigation Database validity -
Availability of required NavAids - RNP APCH / RNP AR APCH alternate
arrival or airport - Maintenance logs and MEL - Flight Plan -
Loading and Checking the SID
Slide 50
Review Questions
Slide 51
The navigation database: a)Is a requirement for all PBN
navigation specifications b)Is valid for 28 days and must be
confirmed valid prior to operating c)Can be used without updating
as long as NOTAMs are checked before flight When completing a
flight plan for a flight which is intended to include operations in
PBN airspace: a)No special information needs to be included b)Block
18 must contain all PBN capabilities of the aircraft, regardless of
the intended operation c)Block 18 contains information on the
aircraft PBN capabilities relevant to the flight, and is limited to
8 entries
Slide 52
When considering a notified RAIM outage that affects a planned
flight, which of the following is correct; a)Any RAIM outage
requires a re-planning of the flight b)A RAIM outage is acceptable
as long as contingency procedures are in place c)A RAIM outage of
more than 5 minutes will require a re-routing or re-timing of the
flight When planning for an RNP APCH arrival at destination, it is
necessary to ensure; a)The availability of multiple alternate
airfields b)Landing at the destination airfield can be assured
using a conventional approach c)sufficient means are available to
permit landing at either the destination or alternate in the event
of a loss of the RNP capability
Slide 53
General Information
Slide 54
Aircraft Aircraft Flight Manual (AFM) Certification of the
aircraft for PBN Navigation Specifications Crew Aircraft Operating
Manual (AOM) Crew approval to operate
Slide 55
Flyby Flyover
Slide 56
RF Radius to Fix Terminal airspace Optional functionality RNP
1, RNP 0.3 and RNP APCH Required functionality RNP AR APCH Chart
will specify the requirement where applicable RNP APCH RF
Required
RNP / ACTUAL 1.00 / 0.06 NM N4530.03 W7333.80 RNP Values may be
automatically set - Value comes from Database - Verify correct for
Application Note: Default Values May be used outside of PBN
Airspace Where the value is required to be input Manually: - Verify
the RNP value from the chart
Slide 59
Notify ATC in case of loss of PBN Capability e.g. Equipment
failure Co-ordinate with ATC Revised Clearance Established regional
procedure for loss of communication Loss of RAIM Generally results
in loss of PBN capability Unable RNP Due
Slide 60
Items to consider: - Understand the certification of the
aircraft and the approval of the crew to operate in PBN airspace -
RNP Values in the navigation system Entering, checking and default
values - Contingency procedures "Unable RNP due.."
Slide 61
Review Questions
Slide 62
In order to operate on PBN routes and procedures a)The aircraft
must be certified to the required navigation specification b)The
pilot must be approved for PBN operations c)Both a) and b) are
required When operating in PBN airspace, if a system failure
results in a loss of PBN capability: a)ATC must be notified using
the phrase Unable RNP due b)It is permissible to continue without
notifying ATC as they are responsible for navigation c)The pilot
must declare an emergency
Slide 63
The Radius to Fix leg a)Is useable in terminal airspace by all
aircraft approved for PBN operations b)Is useable in en-route
airspace, by aircraft certified specifically to perform RF legs
c)Is useable in terminal airspace by aircraft certified
specifically to perform RF legs
Slide 64
SIDs and STARs
Slide 65
RNAV 5 Initial part of STAR outside of 30 nm from the ARP RNAV
2 RNAV 1 RNP 1 A-RNP RNP 0.3 - Helicopters
Slide 66
Extract the procedure in full by name from database > >
> > > > > > > > > > EADL DEPARTURES
MIDAL Confirm route with chart AMELI MADDI DORTA 24 27 I I I I I I
I 30
Slide 67
Allowed changes to a stored procedure are limited: Change from
flyby to flyover NOT allowed > > > > > > >
> > > > > DEFINE WAYPOINT KRH Ref Wpt Bearing/Dist
270/12 ACCEPT Manually created waypoints NOT allowed Acceptable
Changes (ATC Request): - Shortcuts - Entry of existing
waypoint
Slide 68
Position Update on ground: GNSS signal received DME/DME/INS
initial position DME/DME may need to depart on heading Navigation
engagement (lateral guidance) Min 153 m (500 ft) 0500 29.92 0700
0600 0400 0300 GNSS STATUS 1 5 2 3 Acquiring Satellites. 8
Slide 69
Required: Navigation Performance Reference to Charts
Differences of up to 3 o Not Required: Conventional Radio aids In
the absence of integrity alert
Slide 70
Items to consider: - Selecting the procedure In full, by name,
from valid database - Modification of the procedure Direct to,
addition of existing waypoint; only at request of ATC - SID
specific requirements Position fix, RNP engagement by 500 ft -
Monitoring Navigation performance, reference to Charts
Slide 71
Review Questions
Slide 72
Why must a SID or STAR be selected by name from the database
rather than created manually by insertion of the waypoints? a)The
waypoints in the SID/STAR are not the same as those stored
individually b)The database coding of the procedure includes
additional information such as the RNP value for alerting c)The
aircraft will not correctly fly from one point to another if the
waypoints are manually inserted What modifications are allowed to a
SID or STAR once it has been selected from the database? a)Direct
to.. Actions may be performed, at the request of ATC b)A waypoint
may be changed from flyby to flyover, at the pilots discretion
c)Manually created waypoints may be used to enhance the aircraft
performance on the selected SID or STAR
Slide 73
Approaches - General
Slide 74
RNP APCH-Standard RNP Approach RNP AR APCH-Authorization
Required -Higher Accuracy requirements -RF Legs required
Slide 75
2-D Lateral Guidance Only Minima expressed as MDA's 3-D Lateral
and Vertical Guidance Minima expressed as DA's LNAV-Based on GNSS
LP-Based on SBAS augmented GNSS
Slide 76
LPV Minima SBAS only Vertical profile from SBAS Signal
LNAV/VNAV Minima SBAS or Baro-VNAV Baro-VNAV: - Vertical profile
generated - Barometric altimeter system used
Slide 77
It is possible to fly an Overlay on Conventional Non-Precision
Procedures Conventional aid (VOR or NDB) remains PRIMARY Execute
missed Approach if signal lost or disagrees Advisory Vertical
Guidance: Baro VNAV system Non-Precision Approach, therefore MDA
published
Slide 78
> > > > > > > > > > > >
EADD ARRIVALS RNP 27L Extract the procedure in full by name from
database Confirm route with chart RW27L DD600 DD601 TOMLE RNP APCH
27L DD600 DD601 RW 27L 3.0 o 5.0 Nm 1690 2625 Check correct coding
of Approach Path
Slide 79
SPD | LNAV | VNV PTH CMD Confirm engaged modes correct Use of
Autopilot / Flight Director Recommended Monitoring position
relative to path (Incl. Vertical if required) Establish on final by
FAF/FAP
Slide 80
Use of capability permitted IF: Missed approach NOT due to
failure of system WARNING Loss of Integrity Check NAV Position
Loaded in full from Navigation Database Use conventional
Navigation
Slide 81
Operator required to develop and document in AOM
Slide 82
Items to consider: - Selecting and checking the procedures In
full, by name from valid database Verify with reference to
published procedure chart - Confirm engagement of required modes -
Monitor position relative to path (incl. vertical if applicable) -
Missed approach based on PNM capability Acceptable, provided
functional
Slide 83
Approaches RNP APCH to LNAV and LNAV/VNAV minima
Slide 84
Cross-Track Error Normally limited to RNP If greater than 1 x
RNP (0.3nm), execute Missed Approach 1 x RNP Indicated by Full
Scale Deflection Brief deviations up to 1 x RNP acceptable
during/after turns
Slide 85
For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft)
acceptable Vertical deviation scales vary: Need to verify how this
deviation is displayed
Slide 86
Baro-VNAV confirm correct Baro setting Discontinue approach for
any of the following: Loss of Navigation Loss of Integrity Alerting
capability (before FAF) Loss of Integrity Excessive FTE
Slide 87
Barometric Information for Vertical Profile Sensitive to
Temperature Error Min Temp specified on Chart Below this Temp
Baro-VNAV not authorized Can still use LNAV only FMS with AUTOMATIC
temperature correction: May continue to use procedure
Slide 88
Approaches RNP APCH to LP and LPV minima
Slide 89
SBAS Channel - Unique Identifier for the approach Before FAP:
Loss of Navigation Loss of Integrity After FAP: Excessive FTE Loss
of navigation (Incl. Loss of Integrity monitoring) Loss of vertical
guidance signalled
Slide 90
Angular deviation (similar to ILS) Deviation should be limited
to Half Scale Deflection - Both Lateral and Vertical Lateral
Deviation Vertical Deviation
Slide 91
Approaches RNP AR APCH Authorization Required
Slide 92
AR Authorization Required RNP < 0.3 for Final Segment RNP
< 1.0 for initial, intermediate and Missed approach segments RF
Legs - AFM for aircraft certification - Speed control essential
Autopilot and Flight Director use Mandated Check of Altimeters
between IAF and FAF
Slide 93
Cross-Track Error Normally limited to RNP If greater than 1 x
RNP, execute Missed Approach 1 x RNP Indicated by Full Scale
Deflection Brief deviations up to 1 x RNP acceptable during/after
turns
Slide 94
For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft)
acceptable Vertical deviation scales vary: Need to verify how this
deviation is displayed
Slide 95
Items to consider: - Deviation monitoring Missed approach for
excessive deviation - Baro-VNAV Altimeter sub scale Minimum
Temperature - SBAS Channel selection - RNP AR APCH Altimeter cross
check between IAF and FAF
Slide 96
Review Questions
Slide 97
Approach operations are classified as either 2D or 3D. A 3D
approach operation a)Is performed to an MDA which the aircraft must
not descend below with the required visual reference b)Is performed
to a DA, allowing for height loss after the commencement of a
missed approach c)Is performed to a DA which the aircraft must not
descend below with the required visual reference Which statement is
correct regarding approach operations to LNAV/VNAV minima? a)These
approaches must be operated using Baro-VNAV b)Either Baro-VNAV or
SBAS may be used to operate these approaches c)Only SBAS may be
used to operate these approaches
Slide 98
Missed approaches based on PBN navigation specifications a)May
be used, provided the reason for the missed approach was not the
loss of PBN capability on the aircraft b)May never be used c)May be
used following a go-around, regardless of the reason Verification
of the approach procedure prior to operation a)Is not required, if
the procedure was extracted from a valid database b)Should be
performed by comparison with the appropriate chart c)Can take the
form of a basis 'reasonableness' check for gross erros
Slide 99
For RNP APCH approaches using Baro-VNAV, the temperature
published on the chart a)Is the recommended minimum temperature for
operations and is advisory only b)Is the minimum temperature at
which use of the procedure is authorized c)Represents the assumed
temperature used in the design process Vertical deviation is
displayed to the pilot using a deviation scale. These scales a)Will
be calibrated such that full scale deflection represents the
maximum allowed deviation from the vertical path b)are for
information only and do not require monitoring c)Are not consistent
between aircraft types. They correct interpretation of the scale
must be understood before operating a vertically guided
approach
Slide 100
Slide 101
Approach Chart SID Chart PBN Specification used Additional Info
e.g. RF Legs
Slide 102
Standard naming convention from 2022 All PBN Approaches Basic
Form: RNP RWY 27L Additional Approaches to same runway: Include Z,
Y, X, W
Slide 103
Additional Information may be appended: AR-Authorization
Required LNAV/VNAV only LP only LPV only These limits ONLY may be
used with the Approach Interim Naming Until 2022 RNAV (GNSS) RWY 23
Standard RNP APCH RNAV (RNP) RWY 23 RNP AR APCH (Authorization
Required)
Slide 104
Baro-VNAV Min Temp SBAS Channel
Slide 105
Generic example Commercial Charting products will use different
conventions All relevant information should be included MENU
MENU
Slide 106
Review Questions
Slide 107
The PBN requirements box contains information on a)The
navigation specification used in the procedure, and may include
additional items such as RF legs where needed b)the approval to
operate the procedure c)Minimum temperatures, where applicable,
below which the procedure is not authorized The suffix AR after a
chart identification eg RNP RWY 27 (AR) identifies a)The approach
is an 'Authorization Required' approach. Specific approval must be
obtained prior to operating these types of approaches. b)The
approach is an 'Authorization Required' approach. This approval can
be granted by ATC when offering the approach c)The approach is an
'Authorization Required' approach. Approval of the operating
Captain is required.
Slide 108
For RNP APCH approaches conducted to LPV minima a)Baro-VNAV can
be used if annotated on the chart b)The SBAS channel number must be
verified. c)The approach is not authorized below the minimum
temperature specified on the chart.
Slide 109
Slide 110
Lack of available codes, limited to: - RNAV 10, RNAV 5, RNAV 2,
RNAV 1 - RNP 4, RNP 1, RNP APCH, RNP AR APCH No available code for
RNP 2, RNP 0.3 (Helicopters), Advanced RNP FF ICE - Future
development of the flight planning system - More flexible -
Information on aircraft capabilities not limited
Slide 111
No Standard Definition: Many variants - Use different PBN
Navigation Specs May require RF Legs (not all aircraft certified to
fly) Different Visual Requirements Different Navigational Aid
Requirements Non-Standard Naming: RNAV Visual, Visual RNAV, RNVV
Visual VISUAL procedure
Slide 112
Not a PBN Specification Based on GNSS augmented by GBAS
Provides precision approach analogous to ILS Cat 1 currently
available Cat II/III in development Presented here for avoidance of
confusion
Slide 113
Common Charting Issues: No PBN Requirements Box - Info in
notes/ header section - PBN Navigation Specification detail omitted
- DME-DME RNP 0.3 NA (Not Authorized) No Minimum Temperature Box -
As above, information in general notes FMS/GNSS equipment procedure
identification not consistent - RNV may be used MENU MENU
Slide 114
RNAV (GPS) instead of RNAV (GNSS) - Equivalent US/Canada Chart
Identification will not be harmonized - RNAV (GPS) RWY 23 remains
North American standard
Slide 115
Slide 116
RNP 0.3 Specifically designed for Helicopters All
Phases-En-route continental Terminal Offshore Low level Mountainous
High Density airspace
Slide 117
GNSS ONLY RAIM or SBAS Augmentation RAIM Prediction
Service
Slide 118
Flight Plan Completion Navigational Database Validity
Selecting/Modifying the Procedure Position fix prior to Departure
Preparation of Contingency Navigation Loss of RNP Capability
Slide 119
Point in Space (PinS) Approach Helicopter Procedure -
Instrument Segment followed by a visual segment RNP APCH to a
specified Point "Proceed Visual" or "Proceed VFR" PinS Mapt
Instrument Segment Visual Segment
Slide 120
Direct Visual Segment Obstacle identification for straight in
(+/- 30 o ) landing from Mapt to landing site Descent Point defined
Maneuvering Visual Segment Obstacle identification for landing from
a direction other than directly from Mapt Detailed information in
PANS OPS Vol I Part I Section 8 Ch. 5
Slide 121
Passing the Mapt transition to VFR (State rules apply) Pilot
responsible to see and avoid Obstacles HAS Diagram Detailed
information in PANS OPS Vol I Part I Section 8 Ch. 5
Slide 122
Similar in Concept to the PinS Approach Depart Visually Visual
Segment, and Instrument Segment beginning at the IDF. Depart
Visually to join Procedure at Point in Space Proceed VFR Depart and
remain in VFR Conditions Until Joining the Instrument segment at
the IDF Initial fix IDF Flyby Waypoint Obstacle clearance assured
on Instrument Segment Instrument Segment based on PBN specification
(e.g. RNP 0.3)
Slide 123
Detailed information in PANS OPS Vol I Part I Section 8 Ch. 4
Same definitions as for PinS Approach "Proceed Visually"-Obstacle
identification provided "Proceed VFR"- Pilot responsible to 'see
and avoid' MENU MENU
Slide 124
Review Questions
Slide 125
RNP 0.3 is intended for use by helicopters a)In the terminal
area only b)In the terminal area and for offshore operations c)In
all phases of flight including terminal, en-route and offshore A
PinS arrival is best described as a)A PBN instrument segment
followed by a ILS approach b)A PBN instrument segment to an RNP
APCH approach c)A PBN instrument segment, followed by a visual
segment which is identified as 'Proceed Visual' or 'Proceed
VFR'
Slide 126
When given a clearance to 'Proceed VFR' during a PinS approach
a)Obstacle identification is provided b)State VFR rules apply, the
pilot is solely responsible to see and avoid obstacles c)No
specific minima apply as long as the pilot is able to navigate
visually