Question 227-1 : What does the abbreviation ar mean in rnp ar apch ? [ Certification weather ]

Question 227-2 : 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 ?

Radius to fix leg.

Refer to figureicao doc 961352 fixed radius paths521 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 procedurethe rf leg is defined by radius arc length and fixrnp systems supporting this leg type provide the same ability to conform to the track keeping accuracy during the turn as in the straight line segmentsnote— bank angle limits for different aircraft types and winds aloft are taken into account in procedure design

Question 227-3 : 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 thesernav is enabled through the use of a navigation computerwaypoints are input into the computer either manually but this has limited capabilities or automatically with an integrated databasethe flight crew then creates a route as a series of waypoints in accordance with the flight planthe computer estimates the aircraft position using the fitted navigation sensors and compares the estimation to the defined routedeviation between the estimated position and the defined path creates guidance informationin order to perform rnav aircraft must be equipped with an rnav systemtypes of rnavthere are 3 types of rnav system 2d rnav provides navigation in the horizontal plane only3d rnav provides navigation in the horizontal plane and also has a guidance capability in the vertical plane4d rnav provides navigation in the horizontal plane has a guidance capability in the vertical plane and has a timing function

Question 227-4 : 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 54 sidstar 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 54 sidstar 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 requirements91 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 airspace92 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 irsfms or one gnss eg a gps with such an integrity that will prevent the navigation system from providing error inducing information

Question 227-5 : A rnp incorporates the navigation specifications 1 rnav 1 2 rnav 5 3 rnav apch 4 rnp 1 rnp 2 5 rnp apch ?

1 2 4 and 5.

Navigation specifications rnav and rnp specifications rnav 10 rnp 10 and rnp 4 for oceanic and remote continental navigation applicationsrnav 1 and rnp 1 for arrival and departure phases of flightrnav 2 for en route continental arrival and departure phases of flightrnp 2 for en route and oceanicremote phases of flightrnav 5 for en route flight phasesrnp apch for approach phase of flightrnp 03 for various phases of flight except for oceanicremote 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 227-6 : Which rnp can be used in all phases of flight except for en route oceanicremote and final approach phases and is intended primarily for helicopters ?

Rnp 03.

Refer to figurelearning objective state that rnp 03 navigation specification is used in all phases of flight except for oceanicremote and final approach primarily for helicoptersrnp specificationsthe 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 03 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 03 is for the en route continental the arrival the departure and the approach excluding final approach phases of flight and is specific to helicopter operationsnote 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 227-7 : 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 ie 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 eg course deviation indicator cdi centring error on board performance monitoring and alerting of flight technical error fte is managed by on board systems ie autopilot or crew procedures ie 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 227-8 : Rnav 2 can be used ?

In the en route continental arrival and departure phases of flight.

Rnav 10 en route oceanicremoternav 5 en route continental and arrivalrnav 2 en route continental arrival and departurernav 1 en route continental arrival approach initial approach intermediate missed approach and departurernp 4 en route oceanicremotebasic rnp arrival approach initial approach intermediate missed approach and departurernp apch approach initial approach intermediate final approach and missed approach

Question 227-9 : 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 227-10 : What is required to fly an rnp approach to lpv minima ?

Sbas and fas data block.

Rnp apch to lpv minimatechnically 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 227-11 : 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 ie 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 eg 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 227-12 : Pbn 3d approaches are 1 gnss + vnav 2 gls 3 par 4 rnp 1 5 ils 6 sbas ?

1 and 6.

3d approachesthree dimensional approaches use both lateral and vertical guidance with the vertical prole provided by the guidance system a decision altitude da minimum procedure is usedthere are several types of rnp apch with 3d vertical guidance and they dier in the way in which they source their vertical guidance informationrnp apch introduced new types of 3d operations making use of certified baro vnav systems or the sbas geometric positioning rnp apch to lnavvnav 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 pbnrnp1 is a form of rnav navigation specification for arrival initial intermediate and missed approach segments

Question 227-13 : 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 ie 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 eg 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 227-14 : In the nat hla airspace what are the pbn requirements ?

Rnav10rnp 10 or rnp 4.

Nat hla north atlantic operations and airspace manual chapter 1133 the navigation system accuracy requirements for nat mnpsahla 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 mnpsanat 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 227-15 : 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 applicationsrnav 1 and rnp 1 for arrival and departure phases of flightrnav 2 for en route continental arrival and departure phases of flightrnp 2 for en route and oceanicremote phases of flightrnav 5 for en route flight phasesrnp apch for approach phase of flightrnp 03 for various phases of flight except for oceanicremote and final approach primarily for helicopter

Question 227-16 : An rnp apch to lnavvnav 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.

06207050505 los explain why an rnp apch to lnavvnav 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 compensatedlnavvnav 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 227-17 : 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 oceanicremote 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 applicationsrnav 1 and rnp 1 for arrival and departure phases of flightrnav 2 for en route continental arrival and departure phases of flightrnp 2 for en route and oceanicremote phases of flightrnav 5 for en route flight phasesrnp apch for approach phase of flightrnp 03 for various phases of flight except for oceanicremote and final approach primarily for helicopter 06207020307 state that rnav 2 might be used in the en route continental arrival and departure phases of flight06207020306 state that rnp 2 is used in the en route and oceanicremote phases of flight

Question 227-18 : 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 operationthe 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 flynote this question has been created based on incomplete feedback please contact us if you have any information on it

Question 227-19 : In which route segment may rnav 5 be used ?

Arrival and en route outside 30 nm and above msa.

Refer to figureperformance based navigation pbn manualicao doc 9613table 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

Question 227-20 : 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 aerodromesa navigation application sidstar is designed using the navigation specification rnav 1rnp 1 based upon a specific navaid infrastructure eg gnss which may be different in another state

Question 227-21 : Concerning performance based navigation pbn which terms refers to fixed radius path for en route sections ?

Frt leg type.

Icao doc 96135 specific rnav and rnp system functions51 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 category52 fixed radius paths521 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 segmentsnote bank angle limits for different aircraft types and winds aloft are taken into account in procedure design522 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 5 523 these turns have two possible radii 225 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 routessummarytwo 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 227-22 : How is the vertical information for an lnavvnav approach provided ?

Sbas or baro vnav.

Icao pbn tf6 – wp06 05012012 revision 1218 lnavvnav – the minima line based on baro vnav system performances that can be used by aircraft approved according to amc 20 27 or equivalent lnavvnav minima can also be used by sbas capable aircraft

Question 227-23 : 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 routesprocedures may subsequently be modified through the insertion or deletion of specific waypoints in response to atc clearancesthis document further states 'the manual entry or creation of new waypoints by manual entry of latitude and longitude or rhotheta values is not permitted'chapter 333454 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 rhotheta 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 227-24 : 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 227-25 : 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 overheada 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 227-26 : 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 opsspapbn100 pbn operations a an approval is required for each of the following pbn specifications 1 rnp ar apch and 2 rnp 03 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 03 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 authorityfrom the above we can see that only certain pbn specifications require an operational approvalwe 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 227-27 : According to icao doc 9613 which of the following statements is correct ?

Rnp procedures require approval and are operator dependent.

Icao doc 9613343 operational approval34312 the state of the operator is the authority responsible for approving flight operations34313 the authority must be satisfied that operational programmes are adequate training programmes and operations manuals should be evaluated3432 general rnav approval process 34321 the operational approval process first assumes that the corresponding installationairworthiness approval has been grantedaccording 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 227-28 : What does pbn accommodate in the approach phases of flight ?

Both linear and angular laterally guided operations.

Icao doc 9613 114 scope of performance based navigation 1141 lateral performancefor oceanicremote 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 conceptin the approach phases of flight pbn accommodates both linear and angular laterally guided operationsthe guidance to fly the ilsmlsgls procedure is not provided by the rnp system consequently ilsmlsgls precision approach and landing operations are not included in this manual

Question 227-29 : 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 ie 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 eg 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 227-30 : 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 performanceit 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 227-31 : What should an aircraft that operates to rnp1 or better be able to do ?

Compute estimated value of aircraft position error.

Icao doc 9613rnp specification a navigation specification based on area navigation that includes the requirement for on board performance monitoring and alerting designated by the prefix rnp eg 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 227-32 : Lateral offset flightpath in rnavrnp… ?

Is possible in increments of 1 nm up to 20 nm.

Performance based navigation pbn manualvolume i concept and implementation guidance55 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 ie fixed offset for the length of the route or tactically ie 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 227-33 : 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 227-34 : What are the components of performance based navigation pbn ?

Navigational aid infrastructure navigation specification and navigation application.

Refer to figureaccording 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 conceptthe 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 specification2 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 andor defined airspace volume in accordance with the intended airspace concept

Question 227-35 : Sbas is required to comply with the pbn specifications for rnp approaches down to ?

Lpv minima.

Refer to figurernp apch to lpv minimatechnically 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 227-36 : For an rnp apch to lnavvnav minima vertical guidance is based on the following ?

A method which is certified for the purpose.

Refer to figure learning objectives reference 06207050504 state that an rnp apch to lnavvnav minima may only be conducted with vertical guidance certified for the purposernp 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 lnavvnav 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 standardthe 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 lnavvnav minima if the state publishing the procedure allows it

Question 227-37 : 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 fms ?

Fixed radius transition frt.

Refer to figure icao doc 9613 52 fixed radius paths521 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 segmentsnote— bank angle limits for different aircraft types and winds aloft are taken into account in procedure design522 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 5 523 these turns have two possible radii 225 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 227-38 : The pbn concept specifies that aircraft rnav and rnp system performance requirements are to be defined in terms of ?

Question 227-39 : 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 segmentsrnp 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 autopilotflight director must operate with suitable accuracy to track the lateral and as appropriate vertical paths required by a specific rnp procedurethe 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 227-40 : 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