AREA NAVIGATION (B-RNAV & P-RNAV) Online Course

Transcription

1 Page 1/12 TABLE OF CONTENT LEGAL CAUTION... 2 (RNAV)... 2 INTRODUCTION... 2 ARINC 424:... 2 (RNAV):... 2 Basic Area Navigation (BRNAV):... 2 Closed Termination:... 2 Course to a Fix:... 2 FLY-BY waypoints:... 3 FLY-OVER waypoints:... 3 FMS: Flight Management System... 3 Open Transition:... 3 GPS:... 3 Inertial Reference System/Inertial Navigation System (IRS/INS)... 3 Named Waypoint:... 3 Navigation Database Integrity:... 3 Path and Terminator Concept:... 3 Precision Area Navigation (PRNAV):... 4 Required Navigational Performance (RNP):... 4 RNAV Standard Instrument Departure (SID):... 4 RNAV Standard Arrival (STAR) Transitions:... 4 Track to a Fix:... 4 SOURCE DOCUMENTS FOR BRNAV/PRNAV... 4 Benefits of BRNAV/PRNAV... 4 BASIC (B-RNAV)... 6 GENERAL PURPOSE OF BRNAV... 6 AIRWORTHINESS APPROVAL AND OPERATIONAL REQUIREMENT FOR BRNAV... 7 NORMAL OPERATIONS USING BRNAV... 7 ABNORMAL OPERATIONS IF THERE IS FAILURE OF GPS NAVIGATION... 8 PRECISION (P-RNAV)... 8 GENERAL... 8 GENERAL PURPOSE OF PRNAV... 8 AIRWORTHINESS AND OPERATIONAL APPROVAL... 9 NORMAL PROCEDURES PREFLIGHT PROCEDURES DEPARTURE PROCEDURES ARRIVAL PROCEDURES CONTINGENCY PROCEDURES FOR PRNAV SUMMARY... 12

2 Page 2/12 LEGAL CAUTION The material contained in this training program is based on the information obtained from current state, local and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take precedence. (RNAV) INTRODUCTION Welcome to Area Navigation Course. This course is intended to be a review of operations in European Airspace for both en route and terminal procedures using Area Navigation (RNAV) and GPS as the primary navigational system. This course meets the requirements, for training in both BRNAV and PRNAV, that might be required by the State of Registration. We need to first need to define some of the terms we will be discussing in this presentation. ARINC 424: Structure or architecture agreed upon for navigation databases to standardize data within the system. (RNAV): Is a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self-contained system capability, or a combination of the above. This is accomplished primarily with navigation referenced to GPS, in addition, the Flight Management Systems (FMS) will also auto tune VORs, DMEs and compare any additional navigational sources like IRUs, TACANs, ADFs and LORAN Cs that might be onboard to increase the precision of navigation. Basic Area Navigation (BRNAV): The capability of an aircraft to contain navigational accuracy within a radius of +/- 5 NM 95% of the time or RNP 5 through coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. Closed Termination: A RNAV Standard Arrival (RNAV STAR) procedure that allows the operator to fly from the entry point of the STAR to the Final Approach Fix or the termination of the STAR without input from ATC. CONDITIONAL WAYPOINT: ARINC 424 waypoint within the database indicated by two letters and three number (AB343) which has an assigned latitude and longitude for position within the procedure. These waypoints set some condition like altitude or airspeed limitation for the procedure flown. Course to a Fix: A heading given by ATC in the form of a radar vector or cleared Direct to to some fix, which ATC must compensate for, know wind drift

3 Page 3/12 FLY-BY waypoints: Where the navigation system anticipates the turn onto the next route leg. The aircraft turns early to intercept the new course on centerline. Requires advanced navigational functionality. The preferred method for waypoints in PRNAV and are indicated by a four pointed star. FLY-OVER waypoints: Where the aircraft over flies the waypoint before starting to turn onto the next route leg. Used only in the Terminal Area (TMA) usually for the Final Approach Fix (FAF) can be used in other areas when procedure requires passing over a fix prior to a turn. Indicated by a four-pointed star within a circle. FMS: Flight Management System An integrated system, consisting of airborne sensor, receiver and computer with both navigation and aircraft performance databases, which provides performance and RNAV guidance to a display and automatic flight control system. Open Transition: An RNAV STAR procedure that takes the operator from the entry point to a position on downwind for an approach and requires a radar vector from ATC to reach the Final Approach Fix or termination of the STAR. This method is used for aircraft spacing on final. GPS: NAVSTAR Global Positioning System, which uses satellites to determine positions on Earth. Inertial Reference System/Inertial Navigation System (IRS/INS) An aircraft on-board self-contained navigation system. (Requires no external navigation inform.) Named Waypoint: ARINC 424 terminator that represents a geographical position on the ground that is identified by a five-letter name (ROBSA). Navigation Database Integrity: All navigation databases used in modern aircraft today come from a common source, Jeppesen Charts. These charts are updated every 14 days and sent to pilots in the form of revisions to existing charts. After publication the charts are digitized for use in databases. The revisions, in this digitized form, are sent to the database manufactures such as Honeywell, Collins etc., for use in their systems. These companies use a computer integrity-checking program to assure the accuracy of the information. The programs check for waypoint accuracy (location via Lat/Long, naming, etc), bearing and distance to the next waypoint, any constraints such as airspeed or altitude, and if the waypoints are accurately listed as fly-by or fly-over waypoints. The Euro Control website, lists the databases that are currently compliant with TGL 10 requirements. Any database that is not compliant with TGL 10 computer integrity checking must use an alternate method to be compliant; these methods are listed in TGL 10. Path and Terminator Concept: ARINC 424 basic design for database procedures, which consist of numerous waypoints or terminators connected by paths or tracks.

4 Page 4/12 Precision Area Navigation (PRNAV): Refers to precision navigation within the terminal area of the airport for departures or arrivals with a navigational accuracy of +/- 1 NM 95% of the time or a RNP 1. Coverage is provided by use of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. Required Navigational Performance (RNP): The capability of an aircraft to contain navigational accuracy within a specified radius up to 95% of the time. For example, the requirement for BRNAV is an ability to maintain containment within +/- 5 NM of centerline 95% of the time or maintain RNP 5. RNAV Standard Instrument Departure (SID): A published departure procedure from an airport to the en route airway structure that uses RNAV capability to navigate. RNAV Standard Arrival (STAR) Transitions: A published arrival procedure that transitions from the en route airway structure to the Final Approach Fix for an instrument approach in the terminal area using RNAV navigation capability. Also known as RNAV Transitions. Track to a Fix: A course, which connects two terminators or waypoints within the database, controlled by the FMS to compensate for known wind drift. Displayed on the Navigation Display (ND) as a solid line connecting the waypoints. SOURCE DOCUMENTS FOR BRNAV/PRNAV The four basic source documents for BRNAV and PRNAV operations are: ICAO Document 7030, EUR 1 Regional Supplement JAA Temporary Leaflet No. 2, AMJ 20 x 2 Guidance for Airworthiness Approval and Operational Criteria for the use of Navigational Systems in European Airspace designated for Basic RNAV Operations. FAA Advisory Circular 90-96, Approval of U.S. Operators and Aircraft to Operate Under Instrument Flight Rules in European Airspace for Basic RNAV operations or BRNAV/RNP 5. JAA Temporary Leaflet No. 10, Airworthiness Approval and Operational Criteria for the use of Precision RNAV Operations in Designated European Airspace We will discuss Basic Area Navigation or BRNAV first and then later discuss PRNAV operations. Benefits of BRNAV/PRNAV The desire to free aviation from dependence on fixed routes defined by ground-based navaids--a concept known as free flight--has produced technologies that permit more direct flights from point to point and a greater number of routings through a given airspace. More efficient use of airspace increases capacity, saves fuel and achieves benefits such as noise reduction by avoiding densely populated areas. Realizing this, the aviation community started to implement area navigation (RNAV) back in the 1970s. RNAV implies a method of navigation enabling an aircraft to fly on a desired flight path, using any chosen means--traditional navaids, self-contained systems, or a combination of these. The related

5 Page 5/12 concept of required navigation performance (RNP) implies RNAV plus other capabilities. Although internationally agreed-upon, public standards for RNP and its relationship to RNAV are still evolving, work continues in this area, and a number of carriers are reaping the benefits. Several years ago Europe introduced basic area navigation (BRNAV) with track following to a nominal accuracy of +/-5 nautical miles (NM) of the course centerline. BRNAV enabled significant capacity gains, some direct routes, better feeder routes into terminal areas (TMAs), and reduced dependence on terrestrial navaids. RNAV is an acronym for area navigation, so called because aircraft routes are spread over a given area rather than being fixed with respect to ground-based navaids that have to be over-flown. These more direct and efficient routes can be flown using satellite-based and other self-contained systems, traditional navaids, or a combination of both. Onboard RNAV systems can be stand-alone or included as part of the flight management system (FMS). There are two broad bands of RNAV capability. Basic RNAV (BRNAV)--referred to as RNAV Type 2 is used for en route navigation and can be supported by relatively unsophisticated navigational equipment. Precision RNAV (PRNAV)-- known as RNAV Type 1 is a much more precise navigation standard suitable for use in terminal areas. Traffic separations must allow for the navigational accuracies of the aircraft involved. Compared to the current situation, the most important aspect that P-RNAV offers is the consistency in RNAV procedure design and execution. This in itself provides a safety benefit, and is main driver for the introduction of P-RNAV procedures in ECAC Terminal Airspace. Considering P-RNAV as the appropriate requirement for Terminal Airspace RNAV operations, it becomes the enabler for RNAV operations in Terminal Airspace providing all the associated RNAV benefits. P-RNAV offers the ability to use RNAV functionality in all phases of flight except final approach and missed approach. This allows the routes in the terminal airspace to be defined to best meet the needs of the airport, the air traffic controller and the pilot. This often means shorter, more direct routes with simple connections to the en-route structure. However, where environmental issues play a major role, the route can be designed to make best advantage of the airspace available and, where possible, bypass densely populated areas. Careful design can also result in appropriately segregated arrival and departure streams, thereby reducing the need for radar vectors and hence the workload for both the pilot and the controller. Fewer radar vectors also means less uncertainty on the flight deck with regard to the anticipated tactical route and the distance to go. As seen on the arrival to Schiphol Airport Runway 6 in Amsterdam, one can see the amount of traffic flying over towns and other airports using ground-based navaids and radar vectors. Using P-RNAV, one can see that most inhabited areas are missed on the arrival. P-RNAV allows aircraft to increase noise abatement procedures improving the environment. Since both P-RNAV SIDs and STARs use step climbs/descents, less fuel is used during these procedures. Less fuel burned means less pollution released in the atmosphere. Step climbs/descents allow operators to arrive at the termination of the procedures at a safe altitude to transition to the next section of the flight path. Operators using P-RNAV allows the reduction of congestion on the ground. As explained above, existing RNAV application in ECAC Terminal Airspace is characterized by national and/or local variations to address specific requirements. Whilst these varying applications have been approved by national authorities (usually for national use), the variety of national operational approval requirements and national ATC procedures has certain safety implications from an ECAC-wide perspective. As such, the ECAC-wide consistency brought about by common P-RNAV application will enhance the safety of RNAV operations in Terminal Airspace by addressing, in particular,

6 Page 6/12 Common Airworthiness and Operational approval; Common ATC procedures. Given the ECAC-wide consistency offered by common P-RNAV application, the absence of national RNAV applications means that RNAV terminal area procedures will be available for use for all operators and not only national operators. Above and beyond the ECAC-wide safety advantages that P-RNAV provides, the enhanced accuracy capability of P-RNAV approved aircraft means that less airspace is required to accommodate P-RNAV terminal area procedures. As such, capacity and environmental benefits can be obtained e.g. specific SIDs/STARs can be designed to accommodate different environmental requirements for night and day operations. Viewed from a European strategic perspective, the application of P-RNAV in ECAC Terminal Airspace is to be viewed as a pragmatic step towards RNP RNAV application, which will form the basis of RNAV terminal area procedures in the future. BASIC (B-RNAV) GENERAL PURPOSE OF BRNAV We will discuss the general purpose for BRNAV usage in European Airspace and include some of the advantages of this navigation procedure over previous methods. Then we will discuss the airworthiness requirements for equipment and precision navigation requirements to use this form of navigation in Europe. Finally we will discuss the normal and contingency procedures needed to safely fly using this navigation system. RNP-5 was chosen for the initial stage of RNAV operations in European airspace to take account of existing aircraft equipment and the current navigation infrastructure. Only RNAV equipped aircraft having a navigation accuracy meeting or exceeding RNP-5 may plan for operations under IFR on routes such as: Flight Information Regions (FIR)/Upper Information Regions (UIR) and/or designated Standard Instrument Departures (SID) and Standard Terminal Arrival Routes (STAR) in/out of Terminal Management Areas. RNP-5 navigational performance standard assumes that the necessary coverage provided by satellite or ground based navigation aids is available for the intended route to be flown. Joint Aviation Authorities (JAA) first published advisory material for the Airworthiness Approval of Navigation Systems for use in designated European airspace for BRNAV operations in July After April 23, 1998, BRNAV became the standard for navigation in European Airspace above 9500 ft. BRNAV offers Eurocontrol more options for airspace usage than navigating using land-based navaids like VORs. The long-range plan for navigation includes the estimated deactivation of all VORs about Prior to 1998 airways were defined strictly by the location and distances between land-based navaids. The range between the individual navaids limited the specific leg lengths of the airway. This also limited the width of the airways. This type of navigation also limited the capacity available to ATC due to spacing requirements along the airways. THE USE OF BRNAV ALLOWED ATC TO ESTABLISH FLEXIBLE USE AIRWAYS OR CONDITIONAL ROUTES THAT INCREASED CAPACITY on a permanent or ad hoc basis. THE LENGTH OF LEGS COULD BE EXTENDED MANY TIMES further than those airways defined by VORs because of use of GPS and other airborne navigational equipment. It also ALLOWS ATC TO ESTABLISH PREFERRED LOCATIONS FOR HOLDING PATTERNS and define LOCATIONS FOR SIDS AND STARS OR TRANSITIONS CAN BE DEFINED TO & FROM THE TERMINAL AREA.

7 Page 7/12 AIRWORTHINESS APPROVAL AND OPERATIONAL REQUIREMENT FOR BRNAV RNAV navigation uses a combination of land and aircraft based navigation capability to allow RNP-5 level of accuracy. Aircraft usually use GPS as the primary navigational tool. The Flight Management System (FMS) takes input from the GPS sensors and also gathers information from Inertial Reference Systems (IRS) if available. The FMS also autotunes available VORs, DMEs and ADFs to triangulate the aircraft position from ground based navaids. The aircraft must be equipped with one or more of the following sensors: GPS, IRS, VOR, DME and ADF to allow this type of navigation. These sensors are required to be installed per the appropriate State requirements. In order to fly BRNAV, the aircraft must also be capable of the following minimum operations: Capable of providing a failure notification to the crew if one or more of the sensors listed above fail or other failure of the RNAV system. Be able to store and display 4 or more waypoints Distance and bearing to the next (Active) waypoint. Time or Ground Speed to the next (Active) waypoint Provide a continuous indication of aircraft position relative the desired course on the Navigation Display of the pilot flying and also to the pilot not flying if two pilots are required. Additional recommended capabilities for BRNAV flight include the capability to couple to the autopilot and/or flight director, and the ability to provide the pilots with their present position in latitude and longitude. The basis for certification should be listed in the Aircraft Flight Manual (AFM) and include both normal and abnormal procedures for operation of the RNAV system. The aircraft Master Minimum Equipment List (MMEL) should also list the minimum equipment required for operations in BRNAV. As long as the AFM states that the aircraft meets the requirements for RNP 5 navigation, the aircraft is considered in compliance for BRNAV. This can generally be found in the FMS/Database section of the AFM. There are some systems limitations on RNAV equipment that the operator should consider. If the primary navigation system used is based on INS, the systems are limited to a maximum of two hours unless it can be updated inflight. The standard drift on an INS/IRS unit is about 2 NM per hour. After two hours the navigation could drift outside the +/- 5 tolerance. NORMAL OPERATIONS USING BRNAV Normal operations using BRNAV should include the following: Confirm the database is current prior to departure. Check traditional navaids to crosscheck position ICAO flight plan block 10 should have an R to indicate an RNP 5 capability. The active flight plan should be checked against charts, the database and the navigation display to assure: all waypoints are in the correct position, tracks and distances between waypoints are correct, all altitude and airspeed constraints are correct. En route continue to monitor ground-based navaids for reasonable position relative to aircraft position depicted on the Navigation Display. Use standard FMS database procedures and Jeppesen charts for fly to the desired destination. Monitor RNAV system for system integrity. Prior to arrival, the flight crew should confirm the correct procedure has been selected in the database and perform the same crosscheck procedure as during the departure phase. If the database does not match the charts use a different procedure.

8 Page 8/12 As a review of BRNAV Normal Operation Check database currency prior to departure. Crosscheck position via traditional navaids Remember that the ICAO flight requires indication of RNP 5 capability. Check flight plan against charts, the database and the navigation display Crosscheck the aircraft position via ground-based navaids. Usage of standard FMS database procedures and Jeppesen charts is also important. Monitor RNAV system for system integrity. Prior to Arrival and Departure, confirm the correct procedure has been selected in the database. Use different procedure if the database does not match the charts. ABNORMAL OPERATIONS IF THERE IS FAILURE OF GPS NAVIGATION Notify ATC immediately if there is a failure of the GPS system on board the aircraft and comply with the Standard Operating Procedure (SOP) approved by the State of Registry or Operations. Revert to ground-based navigation to confirm position. If GPS navigation cannot be restored, use ground-based navaids and radar vectors from ATC to terminate the flight at your destination. The operators must have procedures for abnormal situations and crews must be trained to address these situations. Position error is identified by the FMS. The position provided by the GPS, IRS and the ground aids do not agree with the +/- 5 NM tolerance. PRECISION (P-RNAV) GENERAL Now we will discuss the general purpose of PRNAV, how to get Airworthiness Approval, and normal/contingency procedures for PRNAV operations. GENERAL PURPOSE OF PRNAV Precision Area Navigation was established by EuroControl to attempt to standardize the Terminal Procedures for all States. Many countries had developed their own procedures for the use of RNAV and GPS during arrivals and departures. Crews were faced with trying to meet the requirements and operations procedures for many different types of arrivals and departures. PRNAV procedures are RNAV SIDs and STARs/Transitions, which require a navigational accuracy or RNP 1 or better or containment within +/- 1 NM 95% of the time. PRNAV procedures differ from standard RNAV arrivals and departures in that the operator is required to have some form of authorization from the State of Registry or Operations in order to be legal to fly published PRNAV procedures. At the time of development of this course (Summer 2007), the only areas that require PRNAV authorization are Norway, Finland, Hong Kong and the Netherlands (Amsterdam). All European countries have issued notification via their State AIPs that they will, at some time in the future (2010), require PRNAV authorization. All European countries, except those listed above, have RNAV SIDs and STARs/Transitions available, which can be flown, provided the aircraft is properly equipped and the crew has the appropriate approach chart but without special approval required. If a country requires the PRNAV authorization, crews cannot legally fly RNAV terminal procedures if they do not posses the authorization from their State of Registry/Operations, even if the aircraft is capable and the crew posses the appropriate approach chart. The easiest way to remember PRNAV restrictions is that

9 Page 9/12 the P stands for permission/approval or the piece of paper issued by your State of Registry/Operations authorizing use of RNAV procedures. AIRWORTHINESS AND OPERATIONAL APPROVAL The first factor of PRNAV airworthiness and operational approval is certain basic assumptions made in TGL 10 for the use of these procedures: All P-RNAV procedures meet certain criteria: o They meet or exceed PANS OPS procedures o They are designed to allow DME/DME navigation o They meet the functional criteria for RNAV o They don t mandate vertical navigation o They support integrity checking by aircrews All procedures use WGS-84 surveyed coordinates. All procedures have been validated to assure adequate performance Procedures allow for GPS, DME/DME, and/or VOR/DME navigation Required or excluded navaids are listed in the State AIPs Temperature compensation is not addressed Loss of navaids or GPS capability will be alerted by NOTAM The requirement for dual P-RNAV equipment is listed in the State AIPs The requirement for RADAR for contingencies is listed in the State AIPs. Aircraft approval requires the following in the AFM and aircraft navigational performance from TGL 10: The AFM or Pilot Operating Manual must have a statement that the aircraft is either P-RNAV approved or that it has navigational containment capability of RNP 1 or better. The AFM needs to have P-RNAV material in Limitations, Normal Procedures, Abnormal Procedures, Emergency Procedures and Performance sections to be approved if not listed in some other manual. The aircraft should also have certain functional criteria for PRNAV operations such as: Display elements such as CDI, HSI, Nav Display to include a To/From indication, a device failure indication or some form of map display which can show the aircraft position relative to the desired track. Capability to continuously display to the pilot flying the primary flight instruments for navigation and any deviation from desired course. The pilot not flying should have the ability to monitor the desired path and aircraft position. Current navigational database with integrity checked by the aircrew and protected from aircrew modification. Capacity to load the entire procedure from the database into the RNAV system. Display active navigational sensors, indication of active waypoint, display of distance and track to active waypoint, display time to active way point, posses capability for Direct to and automatic leg sequencing, and execute database procedures including fly-over and fly-by points. Capability of the RNAV system to autotune navaids for position updates As part of the approval process, the operator must supply the following to the appropriate responsible authority: A compliance statement showing how all the criteria of TGL 10 has been met. An airworthiness statement that shows all systems meet the safety standards for operation at the P-RNAV level.

10 Page 10/12 How RNAV systems will be used and displayed for terminal procedures. A list of how failure scenarios will be handled by the crew A statement of how the RNAV systems will be coupled with autopilots or flight directors for all procedures. A statement of how each leg type will be flown to intercept courses to flyby and flyover points The following are the aircrew training requirements for PRNAV stated in TGL 10: All crew must receive training on the operation of RNAV-based departure and arrival procedures. This training must include normal and contingency procedures. As a minimum the training must include the following: The theory of RNAV to include BRNAV, P-RNAV and RNP The limitations of RNAV Charting, database and avionics issues (flyby/flyover points) Use of RNAV equipment to include abnormal situations Radio transmission procedures for RNAV procedures NORMAL PROCEDURES The following are the Normal Procedures required for PRNAV operations per TGL 10: PREFLIGHT PROCEDURES During pre-flight the crew should check on the availability of navigation infrastructure required for the route of flight and that onboard databases are current and appropriate for the route of flight. On the ICAO flight plan, block 10, put a P if the operator has approval from the State of Registry for P- RNAV. Check State AIPs to see if dual P-RNAV systems are required. In countries that require P-RNAV for arrivals and departures, ATC will ask each operator if they are approved for P-RNAV procedures. The crew should answer (Call sign), approved for P-RNAV or (Call sign), unable P-RNAV due RNAV type. Some pilots confuse this radio call thinking ATC is asking if they are RNAV capable and some times answer incorrectly. Remember, the operator must posses an authorization from the State of Registry (LOA) to be legal to fly RNAV procedures in countries requiring P-RNAV even if the aircraft is capable. DEPARTURE PROCEDURES Assure that the aircraft has a current database and that the route of flight has been correctly entered into the FMS. The active flight plan should be checked against charts, the database and the navigation display to assure: all waypoints are in the correct position, tracks and distances between waypoints are correct, all altitude and airspeed constraints are correct and which waypoint are flyby or flyover points. Waypoints listed on the charts but are not found in the database should not be entered into the database. Use an alternate method for departure rather than RNAV. Entry of new waypoints into the database is prohibited. Confirm that the correct airport and runway is correctly selected in the RNAV system. Use manual runway threshold or intersection departure update prior to takeoff. Monitor ground-based navaids for navigational reasonableness during the departure to assure RNAV system accuracy. Let s review the Stockholm, Sweden 10-3B departure chart for Runways 19L or 08. Notice this chart is titled RNAV SID, you will not see any chart that is titled P-RNAV SID or Transition. The transition altitude is published on the chart (6000 ft) and the transition level will be provided by ATC. The operator will contact Stockholm Center when advised by Tower. These SIDs

11 Page 11/12 are noise abatement procedures. RNAV and DME/DME FMS navigation are required for this RNAV type departure Departing from either runway the first point after departure is a fly-over point, indicated by the circle around the four-pointed star. This is somewhat unusual. Notice these are both conditional waypoints, each require the operator to climb to 600 ft before a turn and limit the airspeed to remain within the RNP 1 tolerance. Waypoints after the initial are dependant upon which departure is being flown ABENI 3Q or ABENI 2R. Both departures go to ABENI, a named waypoint, but the route is different. All remaining waypoint on the departure are fly-by waypoint with specific constraints like At or above 1500 ft., Max airspeed 220 KT. Dunker VOR (DKR) is the end of the SID and the operator would transition to en route navigation using B-RNAV. Notice the note on the chart MAX 250 KIAS BELOW FL100 UNLESS OTHERWISE INSTRUCTED. Operators must comply with all airspeeds and altitudes listed on charted procedures. This chart also has procedures for aircraft without RNAV/FMS as stated at the bottom of the chart. The departure procedure is similar but does not use RNAV/FMS for the departure. Like most departures there are also climb restriction for this procedures to assure terrain clearance. ARRIVAL PROCEDURES Prior to arrival, the flight crew should confirm the correct procedure has been selected in the database and perform the same cross-check procedure as during the departure phase. If the database does not match the charts use a different procedure. Input of new waypoints is prohibited. If ATC clears the operator using the phraseology: (Call sign) is cleared for the LUCKY 1 Arrival to Runway 25 at the XYZ airport, the operator is cleared only for the lateral path of the arrival and ATC will provide permission to descend to altitudes as they want. If the operator is cleared using the phraseology: (Call sign) descend via the LUCKY 1 Arrival to Runway 25 at the XYZ airport, the operator is cleared for both the vertical and lateral path of the published arrival and is expected to meet all altitude and airspeed limitations on the procedure. Continue to monitor progress during the arrival using ground-based navaids to check navigational reasonableness. Be prepared to change to a conventional arrival if a system problem develops. Route modification by ATC in the form of radar vectors or a direct to clearances are authorized. Comply with all altitude and airspeed constraints published on the arrival. Let s look at the OSMAX 07 transition, on chart 10-2C, RNAV Transition for Runway 07 to Frankfurt, Germany. Notice again that this is listed as a RNAV TRANSITION not a P-RNAV TRANSITION. We will review the LAKUT 1G STAR, on chart 10-2J, RNAV STAR for Runway 22 to Helsinki, Finland. Note that Finland requires P-RNAV approval from the State of Registry in order to fly RNAV procedures but the procedures are still RNAV procedures. The procedure starts at LAKUT, a named waypoint, at or above FL70. The altitude and longitude are published for the location for LAKUT along with the radial/dme fix from the VTI VOR. The track is 077 degrees and 5 miles to the next waypoint MAROM. MAROM has constraints of At or Above FL70 and a Max airspeed of 250 KT. The track to the next point is 077 degrees and 6 miles to VIHTI VOR (VTI). The next waypoint is HK833. The constraints at waypoint HK833 is to cross At or above 3000 ft MAX Airspeed 220 KT. The operator then turns to course 130 degrees for 5 miles for HK831 then turns to course 220 degrees for 3 miles to RIGRI. It is also the Final Approach Fix or glideslope intercept for the ILS 22. The constraint for this point is At 3000 ft which is the altitude for glideslope intercept.

12 Page 12/12 CONTINGENCY PROCEDURES FOR PRNAV Contingency procedures must be developed by operators in the event of a Caution or Warning condition for: failure of the RNAV system, multiple system failures, failure of navigation sensors and coasting on inertial sensors beyond their specified time limit. ATC must be notified when the RNAV system fails with a proposed course of action. In case of communication failure comply with standard lost communication procedures. In the event of loss of P-RNAV capability, crews should use approved contingency procedures and revert to an alternate navigational procedure. In the event of equipment failure or other errors, which cause navigational problems, the crew, should report in accordance with appropriate JAR-OPS procedure listed in TGL 10. SUMMARY This course has reviewed the general purpose, airworthiness/operational approval requirements, normal and contingency procedures for both BRNAV and PRNAV. The information used in this lesson comes directly from the appropriate controlling documents at the time of development. For specific questions on the procedures for BRNAV or PRNAV please consult the source documents listed in this program or on the website This is the official site of EURO CONTROL and has up to the date information on these subjects. End of the Course