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Question 227-1 : What is the name of a specific, curved flight path in a terminal or approach procedure that is defined by radius, arc length, and fix ? [ Certification weather ]
Radius to fix leg.
Refer to figure...icao doc 9613..5.2 fixed radius paths..5.2.1 fixed radius paths frp the frps take two forms one is the radius to fix rf leg type see figure i a a1 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.
Question 227-2 : Which of the following is a requirement for required navigation performance rnp operations area navigation that includes the requirements for.. ?
On board performance monitoring and alerting.
Area navigation rnav is a method of navigation which permits aircraft operation on any desired flight path within the coverage of station referenced navigation aids or within the limits of the capability of self contained navigation aids, or a combination of these...rnav is enabled through the use of a navigation computer...waypoints are input into the computer either manually but this has limited capabilities or automatically with an integrated database...the flight crew then creates a route as a series of waypoints in accordance with the flight plan...the computer estimates the aircraft position using the fitted navigation sensors and compares the estimation to the defined route...deviation between the estimated position and the defined path creates guidance information...in order to perform rnav, aircraft must be equipped with an rnav system...types of rnav..there are 3 types of rnav system..2d rnav provides navigation in the horizontal plane only...3d rnav provides navigation in the horizontal plane and also has a guidance capability in the vertical plane...4d rnav provides navigation in the horizontal plane, has a guidance capability in the vertical plane and has a timing function.
Question 227-3 : Operation in rnav 10 airspace requires as a minimum a certain number of independent and serviceable long range navigation systems lrnss.the minimum equipment required consists of at least.. ?
Two lrnss comprising an ins, an irs fms or a gnss.
The operational requirements and procedures are determined by the type of rnp route or airspace, and will differ for..rnp en route, in oceanic, or remote areas rnp 10. .rnp en route, or terminal area within radio navaid coverage rnp 5/4. .sid/star, based on rnp rnp 1. .rnp en route, in oceanic, or remote areas rnp 10. .rnp en route, or terminal area within radio navaid coverage rnp 5/4. .sid/star, based on rnp rnp 1. .for rnav 10, according to app. a doc029 rnav 10 rnp 10 enroute , the aircraft position can be determined by the following navigation sources..operational requirements..9.1 navigation performance ..all aircraft must meet a lateral and longitudinal precision equal to or better than + 10 nm for 95% of the flight time in rnp 10 airspace...9.2. navigation equipment..all aircraft performing rnp 10 operations in oceanic and remote airspace must be equipped with two lrns, independent and operational, made up by one ins, one irs/fms or one gnss e.g., a gps , with such an integrity that will prevent the navigation system from providing error inducing information.
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.
Question 227-5 : Which rnp can be used in all phases of flight except for en route oceanic/remote and final approach phases and is intended primarily for helicopters ?
Rnp 0.3
Refer to figure...learning objective state that rnp 0.3 navigation specification is used in all phases of flight except for oceanic/remote and final approach, primarily for helicopters....rnp specifications..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.... rnp 4 is for oceanic and remote continental navigation applications.. rnp 2 is for en route oceanic remote and en route continental navigation applications.. rnp 1 is for arrival and initial, intermediate and missed approach as well as departure navigation applications.. advanced rnp is for navigation in all phases of flight.. rnp apch and rnp ar authorisation required apch are for navigation applications during the approach phase of flight.. rnp 0.3 is for the en route continental, the arrival, the departure and the approach excluding final approach phases of flight and is specific to helicopter operations...note rnp ar approaches are expected to cover those cases where the procedure design limitations of rnp approaches do not allow to replace visual and circle to land procedures
Question 227-6 : An error during pbn operations in the accuracy of determining actual aircraft coordinates is a ?
Navigation system error nse
Performance based navigation pbn..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...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. rnav system is unable to accurately define the desired path. path definition error pde is constrained through database integrity and functional requirements on the defined path, and is considered negligible.. .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. on board performance monitoring and alerting of flight technical error fte is managed by on board systems i.e. autopilot or crew procedures i.e. sops.. .navigation system error nse refers to the difference between the aircraft's estimated position and actual position. it is the error in the accuracy in determining actual aircraft coordinates.
Question 227-7 : Rnav 2 can be used... ?
In the en route continental, arrival and departure phases of flight.
Rnav 10 en route oceanic/remote..rnav 5 en route continental and arrival..rnav 2 en route continental, arrival and departure..rnav 1 en route continental, arrival, approach initial, approach intermediate, missed approach and departure..rnp 4 en route oceanic/remote..basic rnp arrival, approach initial, approach intermediate, missed approach and departure..rnp apch approach initial, approach intermediate, final approach and missed approach
Question 227-8 : For performance based navigation pbn operations, the pbn navigation database cycle must be valid for… ?
28 days
One of the most important requirements of rnav is that the data being used is up to date. indeed every pbn navigation specification requires that the nav db is up to date. . operationally significant changes are revised on a fixed cycle known as the airac aeronautical information regulation and control cycle, every 28 days. changes are published well in advance so that users of aeronautical data can update their databases. the pbn navigation database cycle must be valid for the current airac cycle, meaning that if a new airac cycle is published every 28 days, the pbn cycle must also be updated every 28 days.
Question 227-9 : What is required to fly an rnp approach to lpv minima ?
Sbas and fas data block.
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.
Question 227-10 : During pbn operations, the rnav system is unable to accurately specify the desired path. this is a ?
Path definition error pde
Performance based navigation pbn..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.... 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. rnav system is unable to accurately define the desired path.. 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.. navigation system error nse refers to the difference between the aircraft's estimated position and actual position. it is the error in the accuracy in determining actual aircraft coordinates.
3d approaches.three dimensional approaches use both lateral and vertical guidance, with the vertical prole provided by the guidance system. a decision altitude da minimum procedure is used...there are several types of rnp apch with 3d vertical guidance, and they dier in the way in which they source their vertical guidance information...rnp apch introduced new types of 3d operations, making use of certified baro vnav systems or the sbas geometric positioning rnp apch to lnav/vnav and to lpv respectively. .gnss + vnav is a pbn 3d approach gnss nav in the horizontal plane and barometric inputs for the vertical plane..sbas with vertical guidance lpv supported by satellite based augmentation systems sbas such as egnos in europe and waas in the us to provide lateral and vertical guidance.. .instrument landing systems ils , precision approach radar par , and ground based gnss augmentation landing systems gls are 3d approaches, however these work independently from pbn...rnp1 is a form of rnav navigation specification for arrival, initial, intermediate and missed approach segments.
Question 227-12 : What is correct for pde path definition error ?
Path defined by rnav system does not correspond to the desired path.
Performance based navigation pbn..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...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. rnav system is unable to accurately define the desired path.. 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.. navigation system error nse refers to the difference between the aircraft's estimated position and actual position. it is the error in the accuracy in determining actual aircraft coordinates.
Question 227-13 : In the nat hla airspace, what are the pbn requirements ?
Rnav10/rnp 10 or rnp 4
Nat hla north atlantic operations and airspace manual chapter 1..1.3.3 the navigation system accuracy requirements for nat mnpsa/hla operation should only be based on the pbn specifications, rnp 10 pbn application of rnav 10 or rnp 4. although when granting consequent approval for operations in mnpsa/nat hla, states should take account of the rnp 10 time limits for aircraft equipped with dual ins or inertial reference unit iru systems. all approvals issued after 04 february 2016 must be designated as nat hla approvals.
Question 227-14 : Rnav 1 and rnp 1 are used ?
In the arrival and departure phases of flight.
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.
Question 227-15 : An rnp apch to lnav/vnav minima based on baro vnav can only be conducted when the aircraft is within a promulgated temperature range. what is the reason for this ?
The assessment of the vertical position of the aircraft, in relation to the glide path angle gpa during the approach is based on barometric data.
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 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 icao isa. in case of low temperature, the layers 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 temperature limit, and the approach plate will state 'uncompensated baro vnav not authorised below x°c'.
Question 227-16 : An aircraft is flying rnav 2 and another aircraft is flying rnp 2. what is the difference between them ?
Rnp 2 is used in the en route and oceanic/remote phases of flight. rnav 2 might be used in the en route continental, arrival and departure phases of flight.
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....062.07.02.03.07 state that rnav 2 might be used in the en route continental, arrival and departure phases of flight...062.07.02.03.06 state that rnp 2 is used in the en route and oceanic/remote phases of flight.
Question 227-17 : Your aircraft is able to conduct rnp apch. are you allowed to conduct rnp2 ?
Not necessarily. first, establish the aircraft eligibility.
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..note this question has been created based on incomplete feedback. please contact us if you have any information on it.
Question 227-18 : In which route segment may rnav 5 be used ?
Arrival and en route outside 30 nm and above msa.
Refer to figure...performance based navigation pbn manual..icao doc 9613..table ii a 1 1. application of navigation specification by flight phase..2. 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.
Question 227-19 : You do a briefing for an approach on an airfield which uses pbn operations. which kind of specification do you encounter in the star ?
Rnav 1
Rnav 1 and rnp 1. used on arrival and departure phases of flight. sids and stars are flown with these specifications to ensure accurate navigation in the terminal navigation area in the vicinity of aerodromes.a navigation application sid/star is designed using the navigation specification rnav 1/rnp 1 based upon a specific navaid infrastructure e.g. gnss which may be different in another state.
Question 227-20 : Concerning performance based navigation pbn , which terms refers to fixed radius path for en route sections ?
Frt leg type.
Icao doc 9613..5. specific rnav and rnp system functions..5.1 performance based flight operations are based on the ability to assure reliable, repeatable and predictable flight paths for improved capacity and efficiency in planned operations. the implementation of performance based flight operations requires not only the functions traditionally provided by the rnav or rnp system, but also may require specific functions to improve procedures, and airspace and air traffic operations. the system capabilities for established fixed radius paths, rnav or rnp holding, and lateral offsets fall into this latter category...5.2 fixed radius paths..5.2.1 the fixed radius paths frps take two forms one is the radius to fix rf leg type. 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...5.2.2 the other form of the frp 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 a a1 5...5.2.3 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.
Question 227-21 : How is the vertical information for an lnav/vnav approach provided ?
Sbas or baro vnav
Icao pbn tf/6 – wp/06 05/01/2012 revision 1..2.18. lnav/vnav – the minima line based on baro vnav system performances that can be used by aircraft approved according to amc 20 27 or equivalent. lnav/vnav minima can also be used by sbas capable aircraft.
Question 227-22 : How can rnav 1, rnav 2 sid or star, rnp 1 and rnp 2 routes be modified by pilots ?
Manually, by inserting or deleting waypoints, in response to an atc clearance.
Icao doc 9613 states rnav 1, rnp 1, rnav 2, rnp 2 routes/procedures may subsequently be modified through the insertion or deletion of specific waypoints in response to atc clearances.this document further states 'the manual entry, or creation of new waypoints by manual entry, of latitude and longitude or rho/theta values is not permitted'chapter 3.3.3.4.5.4 pilots must not fly an rnav 1 or rnav 2 sid or star unless it is retrievable by route name from the on board navigation database and conforms to the charted route. however, the route may subsequently be modified through the insertion or deletion of specific waypoints in response to atc clearances. the manual entry, or creation of new waypoints by manual entry, of latitude and longitude or rho/theta values is not permitted. additionally, pilots must not change any rnav sid or star database waypoint type from a fly by to a fly over or vice versa.
Question 227-23 : The following statement is correct regarding rnp / rnav navigation specifications ?
Aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification that having a less stringent accuracy requirement.
Accuracy is one of many performance criteria of navigation specification. besides accuracy, there are other functional criteria which must be met all on board navigation system, flight crew requirements, etc...therefore, for example, even if an aircraft is approved rnp 1, it does not mean that it will be automatically approved for rnp 4 which is less stringent , because the remaining requirements must also be met.
Question 227-24 : For pbn operations, what is correct regarding fly by waypoints and fly over waypoints ?
For fly by waypoints, the turn is commenced prior to reaching the waypoint, and for fly over waypoints the turn is commenced when overhead the waypoint.
A fly by waypoint is one where the pilot is required to use turn anticipation to avoid overshoot of the next flight segment. it allows the turn to start just before the waypoint overhead...a fly over waypoint, as it says, requires the aircraft to actually fly overhead the waypoint. it precludes any turn until the waypoint is overflown, and is followed by an intercept maneuver of the next flight segment.
Question 227-25 : In relation to pbn operational approvals in accordance with the european regulations on air operations, which of the following statements is correct ?
Only certain pbn specifications require an operational approval.
Easa air ops.spa.pbn.100 pbn operations a an approval is required for each of the following pbn specifications 1 rnp ar apch and. 2 rnp 0.3 for helicopter operation. b an approval for rnp ar apch operations shall allow operations on public instrument approach procedures which meet the applicable icao procedure design criteria. c a procedure specific approval for rnp ar apch or rnp 0.3 shall be required for private instrument approach procedures or any public instrument approach procedure that does not meet the applicable icao procedure design criteria, or where required by the aeronautical information publication aip or the competent authority.from the above, we can see that only certain pbn specifications require an operational approval.we know this doesn't necessarily line up well with question 622703, which talks about rnp procedures within icao guidelines, and this gets a bit messy, but in simple terms, easa do fit to the icao guidelines, as these questions are talking in slightly different terms about what approval means. the feedback indicates the questions are both correct in most recent exams.
Question 227-26 : According to icao doc 9613, which of the following statements is correct ?
Rnp procedures require approval and are operator dependent.
Icao doc 9613.3.4.3 operational approval3.4.3.1.2 the state of the operator is the authority responsible for approving flight operations..3.4.3.1.3 the authority must be satisfied that operational programmes are adequate. training programmes and operations manuals should be evaluated.3.4.3.2 general rnav approval process.3.4.3.2.1 the operational approval process first assumes that the corresponding installation/airworthiness approval has been granted.according to icao, rnp equipment and procedures require approval, and the operator is approved by the rules of their state, but in real terms this often just means following the guidance and being able to prove that your aircraft, equipment, procedures and training are compliant with rnp specifications. however, be aware that if the question asks about easa regulations, then only some pbn specifications require operational approval.
Question 227-27 : What does pbn accommodate in the approach phases of flight ?
Both linear and angular laterally guided operations.
Icao doc 9613. 1.1.4 scope of performance based navigation. 1.1.4.1 lateral performancefor oceanic/remote, en route and terminal phases of flight, pbn is limited to operations with linear lateral performance requirements and time constraints due to legacy reasons associated with the previous rnp concept.in the approach phases of flight, pbn accommodates both linear and angular laterally guided operations...the guidance to fly the ils/mls/gls procedure is not provided by the rnp system, consequently ils/mls/gls precision approach and landing operations are not included in this manual.
Question 227-28 : In pbn operations, on board performance monitoring and alerting of the path definition error pde ?
Depends on the integrity of the navigation database, and pde is assumed to be zero.
Performance based navigation pbn..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.... . 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. rnav system is unable to accurately define the desired path. path definition error pde is constrained through database integrity and functional requirements on the defined path, and is considered negligible.. . . 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.. . . navigation system error nse refers to the difference between the aircraft’s estimated position and actual position. it is the error in the accuracy in determining actual aircraft coordinates.
Question 227-29 : The fms can be used to check the estimated position error epe of the fms position. what does this value mean to the pilot ?
The epe value must be equal to or less than the required navigation specification.
The total system error tse , is the sum of three main contributing errors.path definition error pde.flight technical error fte.navigation system error nse..the errors are independent of each other and affect the total system error. the estimated position error epe is a statistically determined estimate of the system navigation performance..it is also referred to as the actual navigation performance anp. the integrity of the system to monitor the accuracy and alert in the case of a downgrade is essential for safe pbn operations. the epe value must be equal to or less than the required navigation specification. anp < rnp.note definitions provided for the epe do not specify whether it is an estimate of tse or nse.
Question 227-30 : What should an aircraft that operates to rnp1 or better be able to do ?
Compute estimated value of aircraft position error.
Icao doc 9613..rnp specification. a navigation specification based on area navigation that includes the requirement for on board performance monitoring and alerting, designated by the prefix rnp, e.g. rnp 4, rnp apch...'value of aircraft position error is known as the navigation system error nse..navigation system error nse refers to the difference between the aircraft's estimated position and actual position. it is the error in the accuracy in determining actual aircraft coordinates. this error can only be estimated and cannot be corrected as it is only a circle or radius of uncertainty.
Question 227-31 : Lateral offset flightpath in rnav/rnp… ?
Is possible in increments of 1 nm up to 20 nm.
Performance based navigation pbn manual..volume i. concept and implementation guidance..5.5 offset flight path..rnav systems may provide the capability for the flight crew to specify a lateral offset from a defined route. generally, lateral offsets can be specified in increments of 1 nm up to 20 nm. when a lateral offset is activated in the rnav system, the rnav aircraft will depart the defined route and typically intercept the offset at a 45 degree or less angle. when the offset is cancelled, the aircraft returns to the defined route in a similar manner. such offsets can be used both strategically, i.e. fixed offset for the length of the route, or tactically, i.e. temporarily. most rnav systems discontinue offsets in the terminal area or at the beginning of an approach procedure, at an rnav hold, or during course changes of 90 degrees or greater. the amount of variability in these types of rnav operations should be considered as operational implementation proceeds
Question 227-32 : What are key areas of the navigation specification of rnav systems 1. accuracy. 2. performance. 3. integrity. 4. application. 5. continuity ?
1, 3 and 5.
Performance based navigation pbn the pbn concept specifies that aircraft rnav system performance requirements be defined in terms of the accuracy, integrity, availability, continuity and functionality, which are needed for the proposed operations in the context of a particular airspace concept.
Question 227-33 : What are the components of performance based navigation pbn ?
Navigational aid infrastructure, navigation specification and navigation application.
Refer to figure...according to icao doc 9613, pbn is one of several enablers of an airspace concept. communications, ats surveillance and atm are also essential elements of an airspace concept...the concept of performance based navigation pbn relies on the use of an area navigation rnav system. there are two core input components for the application of pbn..1 the navaid infrastructure navaid infrastructure refers to space based and or ground based navigation aids available to meet the requirements in the navigation specification...2 the navigation specification..applying the above components in the context of the airspace concept to ats routes and instrument procedures results in a third component..3 the navigation application the application of a navigation specification and the supporting navaid infrastructure, to routes, procedures, and/or defined airspace volume, in accordance with the intended airspace concept.
Question 227-34 : Sbas is required to comply with the pbn specifications for rnp approaches down to ?
Lpv minima.
Refer to figure...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.
Question 227-35 : For an rnp apch to lnav/vnav minima vertical guidance is based on the following ?
A method which is certified for the purpose.
Refer to figure.. learning objectives reference 062.07.05.05.04 state that an rnp apch to lnav/vnav minima may only be conducted with vertical guidance certified for the purpose.rnp approach rnp apch. rnp apch can be performed in 3 different ways, to 3 different minima lnav only is a non precision approach similar to a vor approach using gnss. lnav/vnav uses gnss plus a barometric vnav* system to give vertical guidance on the approach, and is a 3 dimensional 3d approach with lower minimums than lnav only. lpv minimums are even lower, as low as 200ft ils cat i due to the narrowing effect of the allowed track like a localiser , and the incredibly accurate position data and integrity is gained by using sbas augmentation to the gnss signal, it is also a 3d approach standard.the 3d approaches here are not precision approaches, they sit somewhere inbetween non precision and precision, and are called apv approaches, approaches with vertical guidance. *baro vnav is the minimum that can be used, but there is backwards compatibility in rnp apch, so the more accurate sbas can be used to perform an approach down to lnav/vnav minima, if the state publishing the procedure allows it.
Question 227-36 : An aircraft is following a defined rnp 2 route and approaching a waypoint where a track change of 40° is required. the route is part of a route system with 4 parallel routes and reliable lateral separation between the aeroplanes on the different routes is essential. which of the following types of ?
Fixed radius transition frt
Refer to figure.. icao doc 9613. 5.2 fixed radius paths.5.2.1 fixed radius paths frp the frps take two forms one is the radius to fix rf leg type. 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...5.2.2 the other form of the frp 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 a a1 5...5.2.3 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.
Question 227-37 : The pbn concept specifies that aircraft rnav and rnp system performance requirements are to be defined in terms of ?
Accuracy, integrity and continuity.
Icao doc 9613. performance based navigation pbn the pbn concept specifies that aircraft rnav system performance requirements be defined in terms of the accuracy, integrity, availability, continuity and functionality, which are needed for the proposed operations in the context of a particular airspace concept
Question 227-38 : When flying an rf leg without autopilot, the flight director must be used for guidance. why ?
The rf leg is based on fixed radius turn with guidance calculated by the aircraft’s rnav system.
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...rnp procedures with rf legs require the use of an autopilot or flight director with at least roll steering capability that is driven by the rnp system. the autopilot/flight director must operate with suitable accuracy to track the lateral and, as appropriate vertical paths required by a specific rnp procedure...the rnav system calculated the flight path and sends guidance information to the autopilot or to the flight director fd. no audio or visual alerts are provided for non compliance with fd commands.
Question 227-39 : Why is it necessary for both pilots and air traffic controllers to be aware of the capabilities and performance of rnav and rnp systems when entering and operating in a particular airspace ?
To be confident that the aircraft is capable of navigating with the appropriate accuracy to ensure adherence to procedures and separation.
Requirements for navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner. this is to ensure that the flight crew and the air traffic controllers atcs are aware of the on board rnav system capabilities in order to determine if the performance of the rnav system is appropriate for the specific airspace requirements.
Question 227-40 : Icao doc 9613 defines the concept of pbn and its components. these components include the term rnav 2 and rnp 2. these are examples of… ?
Navigation specifications.
062.07.02.03.05 state that rnav 2 and rnp 2 are also used as navigation specifications.navigation specification. a set of aircraft and aircrew requirements needed to support performance based navigation operations within a defined airspace. there are two kinds of navigation specification rnav specification. a navigation specification based on area navigation that does not include the requirement for on board performance monitoring and alerting, designated by the prefix rnav, e.g. rnav 5, rnav 1.rnp specification. a navigation specification based on area navigation that includes the requirement for on board performance monitoring and alerting, designated by the prefix rnp, e.g. rnp 4, rnp apch. note the performance based navigation manual doc 9613 , volume ii, contains detailed guidance on navigation specifications.
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