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Question 215-1 : An aeroplane is following a terminal procedure requiring the use of rnp 1 the following message appears on the navigation display nd accompanied by an aural signal 'nav accur downgrad'what is the significance of this message ? [ Preparation civilian ]

The navigation accuracy is less than required accuracy of +/ 1 nm

Refer to figure . the navigation accuracy of the whole system depends on the total system error tse which is made up of 3 seperate errors path definition error pde flight technical error fte and navigation system error nse an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system will produce something called the anp actual navigation performance or epe estimated position error which then alerts the pilots also if this becomes less accurate than the required accuracy in this question rnp 1 is the required specification so the system needs to be more accurate therefore a smaller number than +/ 1 nm at least 95% of the time and the performance monitoring and alerting will make the pilots aware whenever this is not achieved the message that is shown on the screen in this question is a shortened version of 'navigational accuracy downgraded' exemple 315 The navigation accuracy is less than required accuracy of +/- 1 nm.

Question 215-2 : Within the pbn concept how can 'accuracy' be defined ?

A comparison between the required position and the true position

Refer to figure .learning objective 062 07 01 01 04 define accuracy as the conformance of the true position and the required position .accuracy is often referred to as the tse total system error which is defined exactly as in the learning objective above the tse is made up of 3 different errors .1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground .2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error .3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . .together they make up the total distance between where we are required to be and where we actually are exemple 319 A comparison between the required position and the true position.

Question 215-3 : Within pbn operations what is the make up of the 'total system error' tse .pde = path definition error . .fte = flight technical error . .nse = navigation system error ?

Pde + fte + nse

Refer to figure . .learning objective 062 07 04 01 04 define ‘total system error’ tse and state that the geometric sum of the pde fte and nse equals the tse ..paraphrased from icao doc 9613 pbn manual . .the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse . 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground . 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error . 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . . .the navigation accuracy of the whole system depends on the tse ..technically there are some complex mathematical algorithms at work calculating the tse from the 3 components but it is effectively a mathematical addition of the 3 components with a thought given to the statistical accuracy of each this is why icao produce the annex above which shows the tse as the addition of pde fte and nse .more information can be found in icao doc 9613 pbn manual page ii a 2 1 but will most likely be above the level of the syllabus exemple 323 Pde + fte + nse

Question 215-4 : Within the performance based navigation concept rnp requires on board performance monitoring and alerting an advanced navigation system such as a flight management system fms will assess its own position and calculate an estimated position error epe how can this be achieved ?

The fms will use several sources of navigation information and depending on their expected accuracy create a comparison between these position data and the fms position

Learning objective 062 07 04 02 04 explain how a navigation system assesses the epe . learning objective 062 07 04 02 06 state that on board performance monitoring and alerting of path definition error is managed by gross reasonableness checks of navigation data refer to figure . paraphrased from icao doc 9613 pbn manual . the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse . . 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground . 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error . 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . . the navigation accuracy of the whole system depends on the tse . . an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system usually produces something called the anp actual navigation performance or epe estimated position error and alerts the pilots also if this becomes less accurate than the required position accuracy the epe is calculated through quite a complex process of measuring other navigational data using anticipated inaccuracies for that section of routing any expected gnss and irs errors for that point in flight statistically it works very well to tell us when we are outside of the required navigational performance rnp for more than the acceptable 5% window we must be within the rnp for 95% of the time it is important to note that no singular navigational aid is perfect so there is no 'ultimate reference' and multiple have to be checked for the epe to be calculated effectively exemple 327 The fms will use several sources of navigation information and, depending on their expected accuracy, create a comparison between these position data and the fms position.

Question 215-5 : Icao doc 9613 pbn manual defines a set of navigation specifications applicable to different airspace concepts which navigation specifications may a pilot expect to be under in the north atlantic high level airspace nat hla ?

Rnav 10 / rnp 10 and rnp 4 only

Refer to figure .learning objective 062 07 02 03 03 state that rnav 10 and rnp 4 are used in the oceanic/remote phase of flight .the international civil aviation organization’s icao pbn manual identifies seven navigation specifications under the rnp family rnp4 rnp2 rnp1 advanced rnp rnp apch rnp ar apch and rnp 0 3 there is a further list for the 4 rnav set of specifications which are more outdated now they are rnav 10 rnp 10 rnav 5 rnav 2 and rnav1 all their various airspace applications are given in the annex above .as nat hla north atlantic high level airspace is oceanic then rnav/rnp 10 and rnp 4 will be the required specifications .note rnav 10 and rnp 10 are the same specification rnav 10 is the name that should be used because it does not have on board performance monitoring and alerting but in the past some countries have begun using rnp 10 as the designation which technically is not correct it is considered a waste of resources to change the name only so icao accept the designation rnp 10 also exemple 331 Rnav 10 / rnp 10 and rnp 4 only

Question 215-6 : Within the pbn concept what is the flight technical error ?

It is part of the total system error which relates to the air crew or autopilot's ability to follow the defined path or track including any display error

Refer to figure . learning objective 062 07 04 01 02 define ‘flight technical error’ fte and state that the fte is the error in following the prescribed path either by the auto flight system or by the pilot paraphrased from icao doc 9613 pbn manual . the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position the navigation accuracy of the whole system depends on the tse exemple 335 It is part of the total system error, which relates to the air crew or autopilot's ability to follow the defined path or track, including any display error.

Question 215-7 : A pilot is planning to fly an rnp 1 star standard terminal arrival but notices that one of the waypoints is missing in the fms readout of the procedure when comparing to the chart it appears that due to an error the missing waypoint is not defined in the fms database as a result of this error the ?

Not fly the planned procedure and must request an alternative star

Refer to figure . .the annex above contains the relevant learning objectives los for this question with the main lo being the last one 062 07 05 03 03 .these learning objectives dictate that as rnp 1 amongst others procedures are so important to program and fly accurately it is not allowed for pilots to add their own waypoints into the fms to replace any waypoints that are incorrectly formatted or missing within the database the navigation database has to be approved by the relevant authorities and any additions to it by pilots would not be approved as such and could therefore be unsafe or could mask another issue within the procedure or the database .the fms procedure loaded directly from the database must be exactly the same as the charted procedure or it cannot be flown exemple 339 Not fly the planned procedure and must request an alternative star.

Question 215-8 : Within the pbn concept 'availability' is a measure of the ability of the system to provide usable services within the specified coverage area it is defined as ?

The percentage of time during which the system is to be used for navigation during which reliable navigation information is presented

Learning objective 062 07 01 01 09 define availability as the percentage of time annually during which the system is available for use .the availability of pbn is easy to understand it is simply 'how often that specification can be reliably used' and because aircraft fly to different areas by their very nature also includes some measurement of where a particular pbn specification is available within a certain coverage area for instance gps doesnt work well at the poles and if a specification requires many ground nav aids it will not work as well in oceanic areas these contribute to availability also exemple 343 The percentage of time during which the system is to be used for navigation during which reliable navigation information is presented.

Question 215-9 : You are flying in imc at night above the 73°north latitude because of the high latitude and the gnss satellite positions you elect to fly an rnp apch to lnav/vnav minima based on barometric vnav with gnss horizontal guidance the minimum published temperature for the approach is 8°c and your ?

The wrong vnav barometric data for the given conditions is being used

Learning objective 062 07 05 05 05 explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude these 3d approaches conducted in the vertical plane based on barometric reference require certification of altimeters with adequate accuracy to enable completion of the approach barometric descents are prone to effects of the atmospheric parameters affecting altimetry it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach this is what atc have given you previously and they will update you if it changes just change it in the system no need to go around temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state ‘uncompensated baro vnav not authorised below x°c’ in this case that limit is 8°c and it is very likely that this is what caused atc to call for a go around as the oat was only 2°c warmer during the last atis so it may now be out of limits in this case the baro vnav profile is now out of limits and the approach is no longer legal exemple 347 The wrong vnav barometric data for the given conditions is being used.

Question 215-10 : Why is temperature correction important on the approach ?

Cold temperatures cause a decrease in the effective glide path angle

Note we are not exactly sure as to the wording of the question and our initial feedback did not even mention being on approach .from context we know that the examiner is asking about approach temperature correction and therefore most likely about an rnp apch to lnav/vnav minima using baro vnav as per the learning objectives ...rnp apch to lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude .these 3d approaches conducted in the vertical plane based on barometric reference require certification of altimeters with adequate accuracy to enable completion of the approach .barometric descents are prone to effects of the atmospheric parameters affecting altimetry .. it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach . temperature effects also influence terrain clearance on final approach segment .altimeters are calibrated in accordance with the international standard atmosphere isa .in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated .this means that the approach path flown by an aircraft would be shallower than expected with a lower glide path angle .consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit .the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state uncompensated baro vnav not authorised below x°c exemple 351 Cold temperatures cause a decrease in the effective glide path angle.

Question 215-11 : A helicopter crew are to fly in rnp 2 airspace what must they be aware of to make this flight ?

The helicopter and the crew must be approved to fly in rnp 2 airspace

Refer to figure .. rnp 2 is a navigation specification as part of pbn performance based navigation .rnp 2 can be used for en route continental and en route oceanic/remote continental .it is therefore very versatile but also quite accurate having a required accuracy 95% of the time of only 2 nm .. the question and options are quite vague but in that case it is sometimes best to go as vague as possible .let us consider the 4 options . the aircraft and the crew must be approved to fly in rnp 2 airspace both the aircraft equipment and crew must be suitably approved to fly under any navigation specification .this airspace requires the use of rnp 2 so the crew and the aircraft must be certified to fly under rnp 2 . the pilot must confirm that they are able to maintain the required lateral accuracy along the route this is quite close to being correct but we think that all of the route is indicating that the aircraft must be within the required accuracy for 100% of the time which is not correct .rnav and rnp specifications require an aircraft to be within the required navigational performance 95% or more of the time .this is to deal with minor anomalies and statistical margins .also in many cases the pilot will not be able to confirm that they are able to meet the accuracy as unforseen circumstances can occur . the pilot and aircraft must be certified for rnp 2 rnp 1 or rnp 0 3 these are totally different rnp specifications and aircraft and crew must be certified for the exact specification they will be using . the equipment must comply to rnav2/rnp2 specifications the difference between rnav and rnp is the need for on board performance monitoring and alerting which rnp requires but rnav does not .other than that they are very similar .however these two specifications are different so we cannot just say rnav/rnp 2 as if they are the same specification . note due to the broken feedback of this question we are relying on further feedback from other students to modify and verify both the question and options present exemple 355 The helicopter and the crew must be approved to fly in rnp 2 airspace.

Question 215-12 : Aircraft 1 is flying using a pbn navigation specification aircraft 2 is flying based on conventional navigation aids one of the main differences between the aeroplanes is that aircraft 1 ?

Is using computed data instead of raw data

Refer to figure .learning objective 062 07 01 01 08 explain the difference between raw data and computed data ..pbn performance based navigation refers to the concept of using 'area navigation rnav' which allows an aircraft navigation system to know where it is and be able to fly on tracks that do not need to go via ground based nav aids this allows aircraft to fly more direct tracks and greatly reduces traffic density in some major conventional airways by creating new routes not via ground nav aids .aircraft 1 is using pbn allowing it to calculate its own location using multiple sources these include gnss on board irss vors and dmes these inputs are then computed into an estimated position with a calculated level of accuracy how certain the aircraft is of its position we call this 'computed data' .aircraft 2 from our scenario is not using pbn however and is instead navigating via conventional nav aids such as vors dmes and ndbs this is what we call 'raw data' flying as there is no internal calculations occurring the pilot is doing any calculations themselves and the avionics are just telling them pieces of 'raw data' about their position relative to the ground nav aids this is more restrictive for where an aircraft can fly and usually more complex for the pilots to fly as well exemple 359 Is using computed data instead of raw data.

Question 215-13 : You are approaching an aerodrome on an rnp apch to lnav/vnav minima using baro vnav the approach has a minimum temperature of 8ºc the oat is +10ºc during final approach atc tells you to go around immediately due to loss of terrain separation what could have happened ?

You made a mistake inputting barometric data

Learning objective 062 07 05 05 05 state that the correct altimeter setting is critical for the safe conduct of an rnp apch using baro vnav ..lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude .these approaches require certification of altimeters with adequate accuracy to enable completion of the approach barometric descents are prone to atmospheric effects and altimetry .. it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach . temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit ..in this case the oat is nowhere near the lower limit of 8ºc so either the oat is wrong which is unlikely or the qnh has been inputted incorrectly into the avionics in the aircraft meaning that the aircraft could be flying a much lower approach than it should be atc may notice this on their surveillance system and call for a go around ..tip this question can be solved very quickly by thinking of what atc can see for instance they do not monitor satellites or raim and we are not using gbas so the other 3 options cannot be correct exemple 363 You made a mistake inputting barometric data.

Question 215-14 : An aircraft is approved for rnp apch will this mean that it is automatically approved for rnp 2 why ?

No because the aircraft may not meet all requirements for rnp 2 approval

Refer to figure . learning objective 062 07 02 03 02 state that aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification that has a less stringent accuracy requirement navigation specifications should be considered different from one another not 'better' or 'worse' based on the described lateral navigation accuracy it is this concept that requires each specification eligibility to be listed separately in the avionics documents or afm for example rnp 1 is different from rnav 1 and an rnp 1 eligibility does not mean automatic rnp 2 or rnav 1 eligibility furthermore the differences include airspace and procedures which require different levels of accuracy integrity and availability and continuity rnp 2 is used as remotely as en route oceanic and remote continental so requires totally different integrity and availability to rnp apch which needs to be highly accurate but only in the vicinity of aerodromes exemple 367 No, because the aircraft may not meet all requirements for rnp 2 approval.

Question 215-15 : Regarding the pbn specification rnp ar apch what requires specific authorisation ?

The published instrument approach

Rnp ar apch is very similar to the rnp apch specification but with the extra addition of ar authorisation required this means that rnp ar apch is used for approaches only but can be allowed to perform approaches with complex components such as curved approaches circle to land procedures and those approaches with low terrain clearance or where much greater efficiency can be gained using rnp ar apch .therefore in the context of this question it is the whole instrument approach which requires authorisation for an approach under rnp ar apch these approaches are very strict with their rules hence the need for authorisation from the authority aircraft approval flight crew training etc exemple 371 The published instrument approach.

Question 215-16 : An aircraft plans to fly an rnp apch to lnav/vnav minima based on barometric vnav in which segment s of the approach can temperature compensation systems with an airworthiness approval provide corrections to the baro vnav guidance ?

Final approach segment

Refer to figure . rnp apch is a specification that allows approaches down to 3 different minima lnav lnav/vnav or lpv lnav is a 2d non precision approach similar to a vor/dme approach lnav/vnav is a 3d apv approach with vertical guidance approach which allows for a decision height/altitude to be used for vertical navigation it uses barometric vnav baro vnav as a minimum sbas can also be used if approved by the authority lpv is a 3d apv approach to minimums as low as 200ft due to its higher accuracy and integrity and narrowing lateral navigation it uses sbas augmentation onto te gnss signal for high accuracy both laterally and vertically baro vnav is the topic of this question and it has a couple of issues to overcome it uses an onboard digital altimeter for vertical guidance which must be set to the correct barometric pressure and be within temperature limits this is because the altimeter suffers from the same effects as all altimeters which are barometric and temperature discrepancies if the temperature is too low outside the altimeter will indicate higher than it actually is meaning true altitude is too low and the glide path is too low reducing obstacle clearance this is why approaches using baro vnav have a minimum temperature included on the approach chart below which obstacle clearance is too low to make an approach without temperature correction see annex above a temperature correction system which must be approved for use can take the temperature and change the barometric inputs to the baro vnav accordingly meaning that the aircraft's glide path follows the intended glide path and that obstacle clearance is not compromised even at very low temperatures according to icao doc 9613 'temperature compensation systems systems that provide temperature based corrections to the barometric vnav guidance must comply with rtca/do 236b appendix h 2 this applies to the fas 'in plain words this means that the approved temperature correction systems apply to the final approach segment fas as asked in this question exemple 375 Final approach segment.

Question 215-17 : A flight crew is in the cruise preparing to fly an rnp apch which of the following should they do .1 load the procedure from a valid aircraft navigation database .2 individually insert each waypoint's coordinates into the navigation system .3 cross check the waypoint sequence with a valid approach ?

1 and 3

Learning objective 062 07 05 05 01 state that pilots must not fly an rnp apch unless it is retrievable by procedure name from the on board navigation database and conforms to the charted procedure .rnp apch is the main navigation specification for making approaches using pbn performance based navigation other than rnp ar apch which is the same but requires specific authorisation and is used for more complex approaches .as per the learning objective above rnp apch is a very accurate procedure and therefore can only be used when the procedures are retrieved by name from the internal aircraft database within validity of course .it should then be checked against a published approach chart to check the waypoints altitudes etc to make sure the fms is programmed correctly .the waypoints cannot be changed or added/removed for rnp apch as this would invalidate the approval and pilots should not create the approach manually as this would allow potential for errors to occur .overlay approaches are a different kind of approach and are not relevant to this question exemple 379 1 and 3

Question 215-18 : During flight a pilot is alerted that the aircraft's anp is greater than the rnp the aircraft's navigational accuracy 1 within acceptable limits as navigational accuracy is defined as the difference between the required aircraft position and its 2 position ?

1 is not 2 true

Refer to learning objectives in the sets .062 07 04 01 performance based navigation pbn principles.062 07 04 02 on board performance monitoring and alerting.this question could refer to many los within those two sets .when flying under an rnp required navigation performance pbn specification the navigation system is required to continuously calculate/estimate the actual navigation performance anp which is technically called the total system error tse and is the geometric sum of the . path definition error pde how closely the path in the fms resembles the intended path . flight technical error fte how closely the aircraft follows the path in the fms . navigation system error nse the accuracy of the navigation system difference between estimated position and true position .the tse is estimated at all times during flight and shown to the pilots as the anp or epe tse etc depending on system .if the anp is less accurate than the rnp for more than 5% of the time the pilots will be alerted and the navigation performance is not good enough to use that navigation specification .in terms of the wording of this question the navigation accuracy is defined as the tse which is the difference between the intended required position and the true position exemple 383 (1) is not; (2) true

Question 215-19 : A student pilot wants to practise an rnp apch to lpv minima in the planning phase the pilot finds out he/she needs a fas data block fas db what is the fas data block used for it is used to ?

Describe the final approach path both laterally and vertically

Rnp apch lpv minima requires a fas data block this is a standard data format that describes the final approach path and allows continuous computation of both lateral and vertical position along the final approach down to approximately 200 ft height above the threshold .fas = final approach segment exemple 387 Describe the final approach path, both laterally and vertically.

Question 215-20 : Your aircraft is approved for rnp apch lnav therefore it will automatically also be approved for rnp2 operations as they require a lower level of accuracy to rnp apch lnav is this statement correct ?

No as the aircraft may fail to meet all the functional requirements for rnp2 a separate approval for rnp 2 is necessary

Refer to figure .in cases where navigation accuracy is used as part of the designation of a navigation specification it should be noted that navigation accuracy is only one of the many performance requirements included in a navigation specification because specific performance requirements are defined for each navigation specification an aircraft approved for a rnp specification is not automatically approved for all rnav specifications similarly an aircraft approved for an rnp or rnav specification having stringent accuracy requirements e g rnp 0 3 specification is not automatically approved for a navigation specification having a less stringent accuracy requirement e g rnp 4 it may seem logical for example that an aircraft approved for basic rnp 1 be automatically approved for rnp 4 however this is not the case aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification having a less stringent accuracy requirement source performance based navigation pbn manual exemple 391 No, as the aircraft may fail to meet all the functional requirements for rnp2. a separate approval for rnp 2 is necessary.

Question 215-21 : For pbn operations what is true regarding fly by turns and fly over turns ?

The fly by turn can be used in rnp flight tracks but fly over turns are excluded

This question should be appealed .we are pretty certain that both fly by and fly over waypoints are compatible with both rnav and rnp flight tracks and that should be the correct answer .however the examiner seems to think differently .we would appreciate any feedback you have fly by turns are a key characteristic of an rnav flight path .the rnav system uses information on aircraft speed bank angle wind and track angle change to calculate a flight path turn that smoothly transitions from one path segment to the next .however because the parameters affecting the turn radius can vary from one plane to another as well as due to changing conditions in speed and wind the turn initiation point and turn area can vary fly over turn is not generally compatible with rnp flight tracks and will only be used when there is no requirement for repeatable paths or for the mapt further information can be found in icao doc 9613 icao annex 6.chapter 1 .definitions.navigation specification a set of aircraft and flight crew requirements needed to support performance based navigation operations within a defined airspace .there are two kinds of navigation specifications required navigation performance rnp specification .a navigation specification based on area navigation that includes the requirement for performance monitoring and alerting designated by the prefix rnp e g .rnp 4 rnp apch area navigation rnav specification .a navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting designated by the prefix rnav e g .rnav 5 rnav 1 note 1 — the performance based navigation pbn manual doc 9613 volume ii contains detailed guidance on navigation specifications exemple 395 The fly-by turn can be used in rnp flight tracks but fly-over turns are excluded.

Question 215-22 : Your aircraft is approved to conduct rnp app can you fly rnp 2 ?

No because your aircraft may not have the requeriments for rnp 2

A critical component of rnp is the ability of the aircraft navigation system to monitor its achieved navigation performance and to identify for the pilot whether the operational requirement is or is not being met during an operation .the rnp capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure .for example an aircraft may be eligible for rnp 1 but may not be capable of rnp 1 operations due to limited navaid coverage or avionics failure .navspecs should be considered different from one another not better or worse based on the described lateral navigation accuracy .it is this concept that requires each navspec eligibility to be listed separately in the avionics documents or afm .for example rnp 1 is different from rnav 1 and an rnp 1 eligibility does not mean automatic rnp 2 or rnav 1 eligibility .as a safeguard the faa requires that aircraft navigation databases hold only those procedures that the aircraft maintains eligibility for .if you look for a specific instrument procedure in your aircraft's navigation database and cannot find it it's likely that procedure contains pbn elements your aircraft is ineligible for or cannot compute and fly exemple 399 No, because your aircraft may not have the requeriments for rnp 2.

Question 215-23 : What pbn will be used for north atlantic high level operations nat hla ?

Rnav10/rnp 10 rnp4 only

Refer to figure . learning objective 062 07 02 03 03 state that rnav 10 and rnp 4 are used in the oceanic/remote phase of flight the pbn manual of the international civil aviation organization icao doc 9613 defines seven navigation specifications within the rnp family rnp4 rnp2 rnp1 advanced rnp rnp apch rnp ar apch and rnp 0 3 additionally there is a list of four rnav specifications known as the rnav set which are now considered outdated these specifications include rnav 10 rnp 10 rnav 5 rnav 2 and rnav 1 the specific airspace applications for each specification are provided in the accompanying annex for the north atlantic high level airspace nat hla which is primarily oceanic the required specifications are rnav/rnp 10 and rnp 4 rnav 10 and rnp 10 refer to the same specification although some countries have used rnp 10 as the designation the correct name to use is rnav 10 because it lacks on board performance monitoring and alerting however changing the name alone is considered unnecessary so icao accepts the designation rnp 10 as well exemple 403 Rnav10/rnp 10, rnp4 only.

Question 215-24 : An aircraft not equipped with temperature compensating system is executing an rnp apch to a baro vnav minimum the minimum temperature to execute the procedure tmin is 8°c the temperature at the airport is +10°c the pilots have set the appropriate fms settings based on the charts of the approach ?

Incorrect altimeter setting leading to the aircraft being lower than indicated

Learning objective 062 07 05 05 05 explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated ..lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altimeter as opposed to using gps sbas altitude . .for aircraft using baro vnav without temperature compensation to conduct the approach low temperature limits are reflected in the procedure design and identified along with any high temperature limits on the charted procedure . .baro vnav approaches require certification of altimeters with adequate accuracy to enable completion of the approach while executing this type of approaches we should take the following into account .. it is crucial to set the correct qnh on the altimeter to avoid offset altitudes during final approach qnh is given by atc and updates are also given if it changes . temperature values affect terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit in this case that limit is 8°c and it is unlikely that this is what caused atc to call for a go around as the oat was 10°c ..since temperature was not the cause of a low approach it was higher than the minimum required the pilot may have entered a wrong altimeter setting which led the aircraft being lower than indicated exemple 407 Incorrect altimeter setting leading to the aircraft being lower than indicated.

Question 215-25 : According to icao doc 9613 rnav 5 is a navigation specification that only applies to ?

En route continental navigation and arrival outside 30 nm and above msa

Refer to figure . .icao doc 9613 . .performance based navigation pbn manual .table ii a 1 1 application of navigation specification by flight phase2 rnav 5 is an en route navigation specification which may be used for the initial part of the star outside 30 nm and above msa exemple 411 En-route continental navigation and arrival outside 30 nm and above msa.

Question 215-26 : What is the correct technique to choose a route for rnav sid/star ?

Enter the name of the route

Refer to figure .learning objective 062 07 05 03 01 state that pilots must not fly an rnav 1 rnav 2 rnp 1 or rnp 2 standard instrument departure sid or standard instrument arrival star unless it is retrievable by route name from the on board navigation database and conforms to the charted route rnav/rnp sids and stars as depicted in the annex provided have similar names to concentional procedures and are identified by their respective names to ensure consistency the charted routes of these procedures can be cross referenced with the aircraft's navigation database confirming their alignment before they are executed in other words the pilot will choose the rnav sid/star name from the navigation database and then will cross check that the route provided by the database is the same as the route on the chart specifically the rnav 1 sid referred to as mogti 3r can be located within the database using the code mogt3r exemple 415 Enter the name of the route.

Question 215-27 : According to icao doc 9613 a specific form of fixed radius path frp is designed for utilization in en route procedures this particular frp relies on the rnp system to establish the fixed radius turn between two route segments in icao terminology this form of frp is referred to as ?

Fix radius transition frt

Refer to figure .icao doc 9613 .5 specific rnav and rnp system functions5 1 fixed radius paths5 1 1 the fixed radius paths take two forms one is the rf leg type see figure i att a 4 the rf leg is one of the leg types described that should be used when there is a requirement for a specific curved path radius in a terminal or approach procedure the rf leg is defined by radius arc length and fix rnp systems supporting this leg type provide the same ability to conform to the track keeping accuracy during the turn as in the straight line segments note — bank angle limits for different aircraft types and winds aloft are taken into account in procedure design 5 1 2 the other form of the fixed radius path is intended to be used with en route procedures due to the technicalities of how the procedure data are defined it falls upon the rnp system to create the fixed radius turn also called a fixed radius transition or frt between two route segments see figure i att a 5 5 1 3 these turns have two possible radii 22 5 nm for high altitude routes above fl 195 and 15 nm for low altitude routes using such path elements in an rnav ats route enables improvement in airspace usage through closely spaced parallel routes summary .two types of fixed radius paths radius to fix legs rf used in terminal or approach procedures defined by radius arc length and fix fixed radius transition frt used with en route procedures exemple 419 Fix-radius transition (frt).

Question 215-28 : For terminal & en route phases of flight pbn is limited to ?

Lateral navigation

062 07 01 03 01 state that in oceanic/remote en route and terminal phases of flight pbn is limited to operations with linear lateral performance requirements and time constraints .062 07 01 03 02 state that in the approach phases of flight pbn accommodates both linear and angular laterally guided operations and explain the difference between the two ..please take note that the term 'terminal' does not encompass the approach phase .regarding lateral and angular performances the limitations of performance based navigation pbn are as follows .for oceanic/remote en route and terminal operations pbn is restricted to operations with linear lateral performance requirements and time constraints this includes situations such as estimated time overhead eto .due to historical reasons tied to the previous required navigation performance rnp concept pbn is presently constrained to operations with linear lateral performance requirements and time constraints as a result operations with angular lateral performance requirements specifically approach and landing operations with vertical guidance for apv i and apv ii gnss performance levels as well as ils/mls/gls precision approach and landing operations are not included in the pbn concept exemple 423 Lateral navigation.

Question 215-29 : What is the correct statement regarding baro vnav ?

Cold temperature reduces the effective glide path angle

062 07 05 05 05 los explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated lnav/vnav minima based on baro vnav – the horizontal approach guidance is based on gnss and the vertical approach guidance is provided by barometric altitude as opposed to using gps sbas altitude in these 3d approaches the vertical plane relies on barometric reference necessitating the certification of altimeters with sufficient accuracy for a successful approach however barometric descents are susceptible to atmospheric variations that affect altimetry having the correct qnh altimeter setting is critical to avoid altitude discrepancies during the final approach temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state ‘uncompensated baro vnav not authorised below x°c’ cold temperatures make the actual aircraft altitude lower than the indicated since the aircraft is actually executing a lower approach than normal the glide path angle will be less than normal exemple 427 Cold temperature reduces the effective glide path angle.

Question 215-30 : Which of the following requires fas data block ?

A rnp approach

Rnp apch to lpv minima.technically known as rnp approach procedures down to lpv minima lpvs were introduced within the pbn concept as new approach operations based on sbas a technology providing augmentation to gnss systems like gps .. . rnp approaches that can be conducted down to lpv minima are characterised by a coded final approach segment fas data block exemple 431 A rnp approach

Question 215-31 : An aircraft equipped with rnav 1 navigation specifications is cleared by the atc to execute a standard instrument departure sid that requires rnp 1 equipment the pilot is not qualified for rnp 1 procedures and the aircraft is not equipped with rnp 1 what should the pilot do ?

Advise atc that he/she is unable to comply and should request a different sid

Icao annex 6 . chapter 1 definitions . navigation specification a set of aircraft and flight crew requirements needed to support performance based navigation operations within a defined airspace there are two kinds of navigation specifications required navigation performance rnp specification a navigation specification based on area navigation that includes the requirement for performance monitoring and alerting designated by the prefix rnp e g rnp 4 rnp apch area navigation rnav specification a navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting designated by the prefix rnav e g rnav 5 rnav 1 icao doc 8168 . chapter 1 general requirements . 1 3 6 pbn operational approval1 3 6 1 pilots shall verify before operating on any pbn route or procedure that they have approval to operate on the navigation specification s used in the design of the procedure where there are additional restrictions for example sensor use or optional functionality as discussed in 1 3 2 the pilot shall also verify that these restrictions are complied with rnav 1 and rnp 1 are two different navigation specifications the aircraft is unable to execute a standard instrument departure sid that requires rnp 1 navigation specification if it is not equipped and qualified for rnp 1 exemple 435 Advise atc, that he/she is unable to comply and should request a different sid.

Question 215-32 : With a rnp aircraft automatically meets the requirements for ?

Rnp 2 and rnp 1

062 07 05 07 01 state that a rnp incorporates the navigation specifications rnav 5 rnav 2 rnav 1 rnp 2 rnp 1 and rnp apch ..navigation specifications rnav and rnp specifications .rnav 10 rnp 10 and rnp 4 for oceanic and remote continental navigation applications .rnav 1 and rnp 1 for arrival and departure phases of flight .rnav 2 for en route continental arrival and departure phases of flight .rnp 2 for en route and oceanic/remote phases of flight .rnav 5 for en route flight phases .rnp apch for approach phase of flight .rnp 0 3 for various phases of flight except for oceanic/remote and final approach primarily for helicopter .advanced a rnp incorporates the navigation specifications rnav5 rnav 2 rnav 1 rnp 2 rnp 1 and rnp apch exemple 439 Rnp 2 and rnp 1.

Question 215-33 : When leaving the mnps oceanic control area for a domestic controlled area the pilot has to ?

Maintain the mach number previously assigned up to the last position shown in the oceanic clearance

exemple 443 Maintain the mach number previously assigned up to the last position shown in the oceanic clearance.

Question 215-34 : Long range flights and etops.a polar stereographic chart has a grid printed over it which is parallel to the meridian 054°w with grid north in the direction of the north geographic pole an aircraft is following a true course of 330° at position 80°n 140°e its grid heading gh with this system ?

136°

.draw the situation . /com en/com070 2 jpg.convergency = grid alignment to aircraft position.convergency = 180° 54° + 180° 140° = 166° .grid heading = true course +/ convergency.grid heading = 330° +/ 166° = 164° or 136° .on the drawing we can see that grid heading is 136° exemple 447 136°.

Question 215-35 : Long range flights and etops.on a polar stereographic chart whose grid is parallel with the greenwich meridian in the direction of the true north pole the true orientation of the great circle linking point 62°n 010°e to point 66°n 050°w is 305° the grid route at the starting point of this ?

295°

. /com en/com070 391 jpg.grid is parallel with the greenwich meridian thus the longitude is identical with convergency .grid = true orientation + or convergency.grid = 305° + or 10 = 295° or 315° .the formula to calculate convergency between two positions relatively close to each other is .convergency = difference of longitude x sin mean latitude .here difference of longitude is too large for this formula since the grid is aligned to the greenwich meridian the convergency equals the longitude of the starting point 10°e exemple 451 295°.

Question 215-36 : Long range flights and etops.the chart is a south polar stereographic projection of the antarctic regions a grid printed over it is aligned with meridian 180° the grid north is pointing in the direction of the geographic north non standard grid .the grid course followed by the aircraft is rg=280° ?

360°

. /com en/com070 392 jpg.we are following a meridian the true course followed at this moment is 000°/360° exemple 455 360°.

Question 215-37 : Long range flights and etops.in mnps airspace the speed reference for turbo jet aircraft is the ?

Mach number

exemple 459 Mach number.

Question 215-38 : Ops regulation.according to ops the minimum number of crash axes or crowbars on board an aeroplane whose maximum approved passenger seating configuration is 200 is ?

1

. easa air ops .cat ide a 255 crash axe and crowbar . a aeroplanes with a maximum certificated take off mass mctom exceeding 5 700 kg or having a maximum approved passenger seating configuration mopsc of more than 9 seats shall be equipped with at least one crash axe or crowbar located in the flight crew compartment . b if the maximum approved passenger seating configuration mopsc is more than 200 an additional crash axe or crowbar shall be installed in or near the most rearmost galley area . c crash axes and crowbars located in the passenger compartment shall not be visible to passengers exemple 463 1.

Question 215-39 : A category i precision approach cat i has ?

A decision height equal to at least 200 ft

.at landing two types of procedures exist . non precision approach rnav/lnav ndb ndb/dme vor vor/dme llz llz/dme vdf sra .and. precision approach ils gls mls par . .for a non precision approach we use the word mdh a minimum descent height altitude .for a precision approach we use the word dh a decision height altitude .at mdh a you are able to level your aircraft at the minimum descent height until reaching a specific point wich can be based on time or distance from a facility offering you opportunity to established visual contact with the runway to perform a landing .at dh a you must initiate a go around procedure . .minimum descent height mdh .for an ils approach without the glidepath localizer only 250 ft .for a for a vor/dme approach 250 ft .for a vor approach 300 ft .for a ndb approach 350 ft .for a rnav/lnav approach 300 ft .decision height dh .for ils cat ii 100 ft .for ils cat i 200 ft .for a gls gnss landing system similar to traditional category i approaches .example of a cat i approach . 2623 exemple 467 A decision height equal to at least 200 ft.

Question 215-40 : Long range flights and etops.aircraft may operate in mnps airspace along a number of special routes if the aircraft is equipped with at least ?

One long range navigation system lrns

.mnpsa manual chaper 1 .routes for aircraft with only one lrns.1 4 1 a number of special routes have been developed for aircraft equipped with only one lrns and carrying normal short range navigation equipment vor dme adf which require to cross the north atlantic between europe and north america or vice versa it should be recognised that these routes are within mnps airspace and that state approval must be obtained prior to flying along them these routes are also available for interim use by aircraft normally approved for unrestricted mnps operations that have suffered a partial loss of navigation capability and have only a single remaining functional lrns .please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010 .pdf675. fgabrys . to cover the case of a navigation system failure the requirement is for two long range navigation systems for flight within the mnpsa oxford operational procedures page 110. .thank you for reading carefully the question and the explanation along a number of special routes exemple 471 One long range navigation system (lrns).


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