Page 1
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 1/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
TABLE OF CONTENT
LEGAL CAUTION ....................................................................................................................................................... 2
AREA NAVIGATION (RNAV) ..................................................................................................................................... 2
INTRODUCTION ................................................................................................................................................................... 2 ARINC 424: ............................................................................................................................................................................. 2 AREA NAVIGATION (RNAV): ................................................................................................................................................ 2 Basic Area Navigation (BRNAV): ............................................................................................................................................ 2 Closed Termination: ................................................................................................................................................................ 2 Course to a Fix: ....................................................................................................................................................................... 2 FLY-BY waypoints: .................................................................................................................................................................. 3 FLY-OVER waypoints: ............................................................................................................................................................ 3 FMS: Flight Management System ............................................................................................................................................ 3 Open Transition: ...................................................................................................................................................................... 3 GPS: ........................................................................................................................................................................................ 3 Inertial Reference System/Inertial Navigation System (IRS/INS) ............................................................................................ 3 Named Waypoint: .................................................................................................................................................................... 3 Navigation Database Integrity: ............................................................................................................................................... 3 Path and Terminator Concept: ................................................................................................................................................ 3 Precision Area Navigation (PRNAV): ..................................................................................................................................... 4 Required Navigational Performance (RNP): ........................................................................................................................... 4 RNAV Standard Instrument Departure (SID): ......................................................................................................................... 4 RNAV Standard Arrival (STAR) Transitions: .......................................................................................................................... 4 Track to a Fix: ......................................................................................................................................................................... 4 SOURCE DOCUMENTS FOR BRNAV/PRNAV...................................................................................................................... 4 Benefits of BRNAV/PRNAV ..................................................................................................................................................... 4
BASIC AREA NAVIGATION (B-RNAV) ..................................................................................................................... 6
GENERAL PURPOSE OF BRNAV ........................................................................................................................................ 6 AIRWORTHINESS APPROVAL AND OPERATIONAL REQUIREMENT FOR BRNAV ................................................ 7 NORMAL OPERATIONS USING BRNAV ........................................................................................................................... 7 ABNORMAL OPERATIONS IF THERE IS FAILURE OF GPS NAVIGATION ................................................................. 8
PRECISION AREA NAVIGATION (P-RNAV) ........................................................................................................... 8
GENERAL .............................................................................................................................................................................. 8 GENERAL PURPOSE OF PRNAV ........................................................................................................................................ 8 AIRWORTHINESS AND OPERATIONAL APPROVAL ..................................................................................................... 9 NORMAL PROCEDURES ................................................................................................................................................... 10 PREFLIGHT PROCEDURES ............................................................................................................................................... 10 DEPARTURE PROCEDURES .............................................................................................................................................. 10 ARRIVAL PROCEDURES ..................................................................................................................................................... 11 CONTINGENCY PROCEDURES FOR PRNAV ................................................................................................................. 12
SUMMARY .................................................................................................................................................................. 12
Page 2
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 2/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
LEGAL CAUTION
The material contained in this training program is based on the information obtained from current
state, local and company regulations and it is to be used for training purposes only. At the time of
designing this program contained then current information. In the event of conflict between data
provided herein and that in publications issued by the authority, the authority shall take precedence.
AREA NAVIGATION (RNAV)
INTRODUCTION
Welcome to Area Navigation Course. This course is intended to be a review of operations in European
Airspace for both en route and terminal procedures using Area Navigation (RNAV) and GPS as the
primary navigational system. This course meets the requirements, for training in both BRNAV and
PRNAV, that might be required by the State of Registration.
We need to first need to define some of the terms we will be discussing in this presentation.
ARINC 424:
Structure or architecture agreed upon for navigation databases to standardize data within the system.
AREA NAVIGATION (RNAV):
Is a method of navigation that permits aircraft operation on any desired course within the coverage of
station-referenced navigation signals or within the limits of a self-contained system capability, or a
combination of the above. This is accomplished primarily with navigation referenced to GPS, in
addition, the Flight Management Systems (FMS) will also auto tune VORs, DMEs and compare any
additional navigational sources like IRUs, TACANs, ADFs and LORAN Cs that might be onboard to
increase the precision of navigation.
Basic Area Navigation (BRNAV):
The capability of an aircraft to contain navigational accuracy within a radius of +/- 5 NM 95% of the
time or RNP 5 through coverage of station-referenced navigation signals or within the limits of a self
contained system capability, or a combination of these.
Closed Termination:
A RNAV Standard Arrival (RNAV STAR) procedure that allows the operator to fly from the entry
point of the STAR to the Final Approach Fix or the termination of the STAR without input from ATC.
CONDITIONAL WAYPOINT:
ARINC 424 waypoint within the database indicated by two letters and three number (AB343) which
has an assigned latitude and longitude for position within the procedure. These waypoints set some
condition like altitude or airspeed limitation for the procedure flown.
Course to a Fix:
A heading given by ATC in the form of a radar vector or cleared ‘Direct to’ to some fix, which ATC
must compensate for, know wind drift
Page 3
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 3/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
FLY-BY waypoints:
Where the navigation system anticipates the turn onto the next route leg. The aircraft turns early to
intercept the new course on centerline. Requires advanced navigational functionality. The preferred
method for waypoints in PRNAV and are indicated by a four pointed star.
FLY-OVER waypoints:
Where the aircraft over flies the waypoint before starting to turn onto the next route leg. Used only in
the Terminal Area (TMA) usually for the Final Approach Fix (FAF) can be used in other areas when
procedure requires passing over a fix prior to a turn. Indicated by a four-pointed star within a circle.
FMS: Flight Management System
An integrated system, consisting of airborne sensor, receiver and computer with both navigation and
aircraft performance databases, which provides performance and RNAV guidance to a display and
automatic flight control system.
Open Transition:
An RNAV STAR procedure that takes the operator from the entry point to a position on downwind for
an approach and requires a radar vector from ATC to reach the Final Approach Fix or termination of
the STAR. This method is used for aircraft spacing on final.
GPS:
NAVSTAR Global Positioning System, which uses satellites to determine positions on Earth.
Inertial Reference System/Inertial Navigation System (IRS/INS)
An aircraft on-board self-contained navigation system. (Requires no external navigation inform.)
Named Waypoint:
ARINC 424 terminator that represents a geographical position on the ground that is identified by a
five-letter name (ROBSA).
Navigation Database Integrity:
All navigation databases used in modern aircraft today come from a common source, Jeppesen Charts.
These charts are updated every 14 days and sent to pilots in the form of revisions to existing charts.
After publication the charts are digitized for use in databases. The revisions, in this digitized form, are
sent to the database manufactures such as Honeywell, Collins etc., for use in their systems. These
companies use a computer integrity-checking program to assure the accuracy of the information. The
programs check for waypoint accuracy (location via Lat/Long, naming, etc), bearing and distance to
the next waypoint, any constraints such as airspeed or altitude, and if the waypoints are accurately
listed as fly-by or fly-over waypoints. The Euro Control website, www.ecacnav.com, lists the
databases that are currently compliant with TGL 10 requirements. Any database that is not compliant
with TGL 10 computer integrity checking must use an alternate method to be compliant; these methods
are listed in TGL 10.
Path and Terminator Concept:
ARINC 424 basic design for database procedures, which consist of numerous waypoints or terminators
connected by paths or tracks.
Page 4
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 4/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
Precision Area Navigation (PRNAV):
Refers to precision navigation within the terminal area of the airport for departures or arrivals with a
navigational accuracy of +/- 1 NM 95% of the time or a RNP 1. Coverage is provided by use of
station-referenced navigation signals or within the limits of a self contained system capability, or a
combination of these.
Required Navigational Performance (RNP):
The capability of an aircraft to contain navigational accuracy within a specified radius up to 95% of the
time. For example, the requirement for BRNAV is an ability to maintain containment within +/- 5 NM
of centerline 95% of the time or maintain RNP 5.
RNAV Standard Instrument Departure (SID):
A published departure procedure from an airport to the en route airway structure that uses RNAV
capability to navigate.
RNAV Standard Arrival (STAR) Transitions:
A published arrival procedure that transitions from the en route airway structure to the Final Approach
Fix for an instrument approach in the terminal area using RNAV navigation capability. Also known as
RNAV Transitions.
Track to a Fix:
A course, which connects two terminators or waypoints within the database, controlled by the FMS to
compensate for known wind drift. Displayed on the Navigation Display (ND) as a solid line
connecting the waypoints.
SOURCE DOCUMENTS FOR BRNAV/PRNAV
The four basic source documents for BRNAV and PRNAV operations are:
ICAO Document 7030, EUR 1 Regional Supplement
JAA Temporary Leaflet No. 2, AMJ 20 x 2 Guidance for Airworthiness Approval and
Operational Criteria for the use of Navigational Systems in European Airspace designated for
Basic RNAV Operations.
FAA Advisory Circular 90-96, Approval of U.S. Operators and Aircraft to Operate Under
Instrument Flight Rules in European Airspace for Basic RNAV operations or BRNAV/RNP 5.
JAA Temporary Leaflet No. 10, Airworthiness Approval and Operational Criteria for the use of
Precision RNAV Operations in Designated European Airspace
We will discuss Basic Area Navigation or BRNAV first and then later discuss PRNAV operations.
Benefits of BRNAV/PRNAV
The desire to free aviation from dependence on fixed routes defined by ground-based navaids--a
concept known as free flight--has produced technologies that permit more direct flights from point to
point and a greater number of routings through a given airspace. More efficient use of airspace
increases capacity, saves fuel and achieves benefits such as noise reduction by avoiding densely
populated areas.
Realizing this, the aviation community started to implement area navigation (RNAV) back in the
1970s. RNAV implies a method of navigation enabling an aircraft to fly on a desired flight path, using
any chosen means--traditional navaids, self-contained systems, or a combination of these. The related
Page 5
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 5/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
concept of required navigation performance (RNP) implies RNAV plus other capabilities. Although
internationally agreed-upon, public standards for RNP and its relationship to RNAV are still evolving,
work continues in this area, and a number of carriers are reaping the benefits.
Several years ago Europe introduced basic area navigation (BRNAV) with track following to a
nominal accuracy of +/-5 nautical miles (NM) of the course centerline. BRNAV enabled significant
capacity gains, some direct routes, better feeder routes into terminal areas (TMAs), and reduced
dependence on terrestrial navaids.
RNAV is an acronym for area navigation, so called because aircraft routes are spread over a given area
rather than being fixed with respect to ground-based navaids that have to be over-flown. These more
direct and efficient routes can be flown using satellite-based and other self-contained systems,
traditional navaids, or a combination of both. Onboard RNAV systems can be stand-alone or included
as part of the flight management system (FMS).
There are two broad bands of RNAV capability. Basic RNAV (BRNAV)--referred to as RNAV Type 2
is used for en route navigation and can be supported by relatively unsophisticated navigational
equipment. Precision RNAV (PRNAV)-- known as RNAV Type 1 is a much more precise navigation
standard suitable for use in terminal areas. Traffic separations must allow for the navigational
accuracies of the aircraft involved.
Compared to the current situation, the most important aspect that P-RNAV offers is the consistency in
RNAV procedure design and execution. This in itself provides a safety benefit, and is main driver for
the introduction of P-RNAV procedures in ECAC Terminal Airspace. Considering P-RNAV as the
appropriate requirement for Terminal Airspace RNAV operations, it becomes the enabler for RNAV
operations in Terminal Airspace providing all the associated RNAV benefits.
P-RNAV offers the ability to use RNAV functionality in all phases of flight except final approach and
missed approach. This allows the routes in the terminal airspace to be defined to best meet the needs of
the airport, the air traffic controller and the pilot. This often means shorter, more direct routes with
simple connections to the en-route structure. However, where environmental issues play a major role,
the route can be designed to make best advantage of the airspace available and, where possible, by-
pass densely populated areas. Careful design can also result in appropriately segregated arrival and
departure streams, thereby reducing the need for radar vectors and hence the workload for both the
pilot and the controller.
Fewer radar vectors also means less uncertainty on the flight deck with regard to the anticipated
tactical route and the distance to go. As seen on the arrival to Schiphol Airport Runway 6 in
Amsterdam, one can see the amount of traffic flying over towns and other airports using ground-based
navaids and radar vectors. Using P-RNAV, one can see that most inhabited areas are missed on the
arrival.
P-RNAV allows aircraft to increase noise abatement procedures improving the environment. Since
both P-RNAV SIDs and STARs use step climbs/descents, less fuel is used during these procedures.
Less fuel burned means less pollution released in the atmosphere. Step climbs/descents allow
operators to arrive at the termination of the procedures at a safe altitude to transition to the next section
of the flight path. Operators using P-RNAV allows the reduction of congestion on the ground.
As explained above, existing RNAV application in ECAC Terminal Airspace is characterized by
national and/or local variations to address specific requirements. Whilst these varying applications
have been approved by national authorities (usually for national use), the variety of national
operational approval requirements and national ATC procedures has certain safety implications from
an ECAC-wide perspective.
As such, the ECAC-wide consistency brought about by common P-RNAV application will enhance the
safety of RNAV operations in Terminal Airspace by addressing, in particular,
Page 6
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 6/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
Common Airworthiness and Operational approval;
Common ATC procedures.
Given the ECAC-wide consistency offered by common P-RNAV application, the absence of ‘national’
RNAV applications means that RNAV terminal area procedures will be available for use for all
operators and not only ‘national’ operators.
Above and beyond the ECAC-wide safety advantages that P-RNAV provides, the enhanced accuracy
capability of P-RNAV approved aircraft means that less airspace is required to accommodate P-RNAV
terminal area procedures. As such, capacity and environmental benefits can be obtained e.g. specific
SIDs/STARs can be designed to accommodate different environmental requirements for night and day
operations.
Viewed from a European strategic perspective, the application of P-RNAV in ECAC Terminal
Airspace is to be viewed as a pragmatic step towards RNP RNAV application, which will form the
basis of RNAV terminal area procedures in the future.
BASIC AREA NAVIGATION (B-RNAV)
GENERAL PURPOSE OF BRNAV
We will discuss the general purpose for BRNAV usage in European Airspace and include some of the
advantages of this navigation procedure over previous methods. Then we will discuss the
airworthiness requirements for equipment and precision navigation requirements to use this form of
navigation in Europe. Finally we will discuss the normal and contingency procedures needed to safely
fly using this navigation system.
RNP-5 was chosen for the initial stage of RNAV operations in European airspace to take account of
existing aircraft equipment and the current navigation infrastructure. Only RNAV equipped aircraft
having a navigation accuracy meeting or exceeding RNP-5 may plan for operations under IFR on
routes such as: Flight Information Regions (FIR)/Upper Information Regions (UIR) and/or designated
Standard Instrument Departures (SID) and Standard Terminal Arrival Routes (STAR) in/out of
Terminal Management Areas. RNP-5 navigational performance standard assumes that the necessary
coverage provided by satellite or ground based navigation aids is available for the intended route to be
flown. Joint Aviation Authorities (JAA) first published advisory material for the Airworthiness
Approval of Navigation Systems for use in designated European airspace for BRNAV operations in
July 1996. After April 23, 1998, BRNAV became the standard for navigation in European Airspace
above 9500 ft.
BRNAV offers Eurocontrol more options for airspace usage than navigating using land-based navaids
like VORs. The long-range plan for navigation includes the estimated deactivation of all VORs about
2025. Prior to 1998 airways were defined strictly by the location and distances between land-based
navaids. The range between the individual navaids limited the specific leg lengths of the airway. This
also limited the width of the airways. This type of navigation also limited the capacity available to
ATC due to spacing requirements along the airways. THE USE OF BRNAV ALLOWED ATC TO
ESTABLISH FLEXIBLE USE AIRWAYS OR CONDITIONAL ROUTES THAT INCREASED
CAPACITY on a permanent or ad hoc basis. THE LENGTH OF LEGS COULD BE EXTENDED
MANY TIMES further than those airways defined by VORs because of use of GPS and other airborne
navigational equipment. It also ALLOWS ATC TO ESTABLISH PREFERRED LOCATIONS FOR
HOLDING PATTERNS and define LOCATIONS FOR SIDS AND STARS OR TRANSITIONS
CAN BE DEFINED TO & FROM THE TERMINAL AREA.
Page 7
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 7/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
AIRWORTHINESS APPROVAL AND OPERATIONAL REQUIREMENT FOR BRNAV
RNAV navigation uses a combination of land and aircraft based navigation capability to allow RNP-5
level of accuracy. Aircraft usually use GPS as the primary navigational tool. The Flight Management
System (FMS) takes input from the GPS sensors and also gathers information from Inertial Reference
Systems (IRS) if available. The FMS also autotunes available VORs, DMEs and ADFs to triangulate
the aircraft position from ground based navaids.
The aircraft must be equipped with one or more of the following sensors: GPS, IRS, VOR, DME and
ADF to allow this type of navigation. These sensors are required to be installed per the appropriate
State requirements.
In order to fly BRNAV, the aircraft must also be capable of the following minimum operations:
Capable of providing a failure notification to the crew if one or more of the sensors listed above
fail or other failure of the RNAV system.
Be able to store and display 4 or more waypoints
Distance and bearing to the next (Active) waypoint.
Time or Ground Speed to the next (Active) waypoint
Provide a continuous indication of aircraft position relative the desired course on the
Navigation Display of the pilot flying and also to the pilot not flying if two pilots are required.
Additional recommended capabilities for BRNAV flight include the capability to couple to the
autopilot and/or flight director, and the ability to provide the pilots with their present position in
latitude and longitude.
The basis for certification should be listed in the Aircraft Flight Manual (AFM) and include both
normal and abnormal procedures for operation of the RNAV system. The aircraft Master Minimum
Equipment List (MMEL) should also list the minimum equipment required for operations in BRNAV.
As long as the AFM states that the aircraft meets the requirements for RNP 5 navigation, the aircraft is
considered in compliance for BRNAV. This can generally be found in the FMS/Database section of
the AFM.
There are some systems limitations on RNAV equipment that the operator should consider. If the
primary navigation system used is based on INS, the systems are limited to a maximum of two hours
unless it can be updated inflight. The standard drift on an INS/IRS unit is about 2 NM per hour. After
two hours the navigation could drift outside the +/- 5 tolerance.
NORMAL OPERATIONS USING BRNAV
Normal operations using BRNAV should include the following:
Confirm the database is current prior to departure.
Check traditional navaids to crosscheck position
ICAO flight plan block 10 should have an ‘R’ to indicate an RNP 5 capability.
The active flight plan should be checked against charts, the database and the navigation display
to assure: all waypoints are in the correct position, tracks and distances between waypoints are
correct, all altitude and airspeed constraints are correct.
En route continue to monitor ground-based navaids for reasonable position relative to aircraft
position depicted on the Navigation Display.
Use standard FMS database procedures and Jeppesen charts for fly to the desired destination.
Monitor RNAV system for system integrity.
Prior to arrival, the flight crew should confirm the correct procedure has been selected in the
database and perform the same crosscheck procedure as during the departure phase. If the
database does not match the charts use a different procedure.
Page 8
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 8/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
As a review of BRNAV Normal Operation
Check database currency prior to departure.
Crosscheck position via traditional navaids
Remember that the ICAO flight requires indication of RNP 5 capability.
Check flight plan against charts, the database and the navigation display
Crosscheck the aircraft position via ground-based navaids.
Usage of standard FMS database procedures and Jeppesen charts is also important.
Monitor RNAV system for system integrity.
Prior to Arrival and Departure, confirm the correct procedure has been selected in the database.
Use different procedure if the database does not match the charts.
ABNORMAL OPERATIONS IF THERE IS FAILURE OF GPS NAVIGATION
Notify ATC immediately if there is a failure of the GPS system on board the aircraft and comply with
the Standard Operating Procedure (SOP) approved by the State of Registry or Operations. Revert to
ground-based navigation to confirm position. If GPS navigation cannot be restored, use ground-based
navaids and radar vectors from ATC to terminate the flight at your destination.
The operators must have procedures for abnormal situations and crews must be trained to address these
situations.
Position error is identified by the FMS. The position provided by the GPS, IRS and the ground
aids do not agree with the +/- 5 NM tolerance.
PRECISION AREA NAVIGATION (P-RNAV)
GENERAL
Now we will discuss the general purpose of PRNAV, how to get Airworthiness Approval, and
normal/contingency procedures for PRNAV operations.
GENERAL PURPOSE OF PRNAV
Precision Area Navigation was established by EuroControl to attempt to standardize the Terminal
Procedures for all States. Many countries had developed their own procedures for the use of RNAV
and GPS during arrivals and departures. Crews were faced with trying to meet the requirements and
operations procedures for many different types of arrivals and departures. PRNAV procedures are
RNAV SIDs and STARs/Transitions, which require a navigational accuracy or RNP 1 or better or
containment within +/- 1 NM 95% of the time. PRNAV procedures differ from standard RNAV
arrivals and departures in that the operator is required to have some form of authorization from the
State of Registry or Operations in order to be legal to fly published PRNAV procedures.
At the time of development of this course (Summer 2007), the only areas that require PRNAV
authorization are Norway, Finland, Hong Kong and the Netherlands (Amsterdam). All European
countries have issued notification via their State AIPs that they will, at some time in the future (2010),
require PRNAV authorization. All European countries, except those listed above, have RNAV SIDs
and STARs/Transitions available, which can be flown, provided the aircraft is properly equipped and
the crew has the appropriate approach chart but without special approval required. If a country
requires the PRNAV authorization, crews cannot legally fly RNAV terminal procedures if they do not
posses the authorization from their State of Registry/Operations, even if the aircraft is capable and the
crew posses the appropriate approach chart. The easiest way to remember PRNAV restrictions is that
Page 9
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 9/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
the ‘P’ stands for permission/approval or the ‘piece of paper’ issued by your State of
Registry/Operations authorizing use of RNAV procedures.
AIRWORTHINESS AND OPERATIONAL APPROVAL
The first factor of PRNAV airworthiness and operational approval is certain basic assumptions made
in TGL 10 for the use of these procedures:
All P-RNAV procedures meet certain criteria:
o They meet or exceed PANS OPS procedures
o They are designed to allow DME/DME navigation
o They meet the functional criteria for RNAV
o They don’t mandate vertical navigation
o They support integrity checking by aircrews
All procedures use WGS-84 surveyed coordinates.
All procedures have been validated to assure adequate performance
Procedures allow for GPS, DME/DME, and/or VOR/DME navigation
Required or excluded navaids are listed in the State AIPs
Temperature compensation is not addressed
Loss of navaids or GPS capability will be alerted by NOTAM
The requirement for dual P-RNAV equipment is listed in the State AIPs
The requirement for RADAR for contingencies is listed in the State AIPs.
Aircraft approval requires the following in the AFM and aircraft navigational performance from TGL
10:
The AFM or Pilot Operating Manual must have a statement that the aircraft is either P-RNAV
approved or that it has navigational containment capability of RNP 1 or better. The AFM needs to
have P-RNAV material in Limitations, Normal Procedures, Abnormal Procedures, Emergency
Procedures and Performance sections to be approved if not listed in some other manual.
The aircraft should also have certain functional criteria for PRNAV operations such as:
Display elements such as CDI, HSI, Nav Display to include a To/From indication, a device
failure indication or some form of map display which can show the aircraft position relative to
the desired track.
Capability to continuously display to the pilot flying the primary flight instruments for
navigation and any deviation from desired course.
The pilot not flying should have the ability to monitor the desired path and aircraft position.
Current navigational database with integrity checked by the aircrew and protected from aircrew
modification.
Capacity to load the entire procedure from the database into the RNAV system.
Display active navigational sensors, indication of active waypoint, display of distance and track
to active waypoint, display time to active way point, posses capability for ‘Direct to’ and
automatic leg sequencing, and execute database procedures including fly-over and fly-by
points.
Capability of the RNAV system to autotune navaids for position updates
As part of the approval process, the operator must supply the following to the appropriate responsible
authority:
A compliance statement showing how all the criteria of TGL 10 has been met.
An airworthiness statement that shows all systems meet the safety standards for operation at the
P-RNAV level.
Page 10
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 10/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
How RNAV systems will be used and displayed for terminal procedures.
A list of how failure scenarios will be handled by the crew
A statement of how the RNAV systems will be coupled with autopilots or flight directors for
all procedures.
A statement of how each leg type will be flown to intercept courses to flyby and flyover points
The following are the aircrew training requirements for PRNAV stated in TGL 10:
All crew must receive training on the operation of RNAV-based departure and arrival procedures.
This training must include normal and contingency procedures. As a minimum the training must
include the following:
The theory of RNAV to include BRNAV, P-RNAV and RNP
The limitations of RNAV
Charting, database and avionics issues (flyby/flyover points)
Use of RNAV equipment to include abnormal situations
Radio transmission procedures for RNAV procedures
NORMAL PROCEDURES
The following are the Normal Procedures required for PRNAV operations per TGL 10:
PREFLIGHT PROCEDURES
During pre-flight the crew should check on the availability of navigation infrastructure required for the
route of flight and that onboard databases are current and appropriate for the route of flight. On the
ICAO flight plan, block 10, put a ‘P’ if the operator has approval from the State of Registry for P-
RNAV.
Check State AIPs to see if dual P-RNAV systems are required.
In countries that require P-RNAV for arrivals and departures, ATC will ask each operator if they are
approved for P-RNAV procedures. The crew should answer ‘(Call sign), approved for P-RNAV’ or
‘(Call sign), unable P-RNAV due RNAV type’. Some pilots confuse this radio call thinking ATC is
asking if they are RNAV capable and some times answer incorrectly. Remember, the operator must
posses an authorization from the State of Registry (LOA) to be legal to fly RNAV procedures in
countries requiring P-RNAV even if the aircraft is capable.
DEPARTURE PROCEDURES
Assure that the aircraft has a current database and that the route of flight has been correctly entered
into the FMS. The active flight plan should be checked against charts, the database and the navigation
display to assure: all waypoints are in the correct position, tracks and distances between waypoints are
correct, all altitude and airspeed constraints are correct and which waypoint are flyby or flyover points.
Waypoints listed on the charts but are not found in the database should not be entered into the
database. Use an alternate method for departure rather than RNAV. Entry of new waypoints into the
database is prohibited.
Confirm that the correct airport and runway is correctly selected in the RNAV system. Use manual
runway threshold or intersection departure update prior to takeoff. Monitor ground-based navaids for
navigational reasonableness during the departure to assure RNAV system accuracy.
Let’s review the Stockholm, Sweden 10-3B departure chart for Runways 19L or 08.
Notice this chart is titled ‘RNAV SID’, you will not see any chart that is titled P-RNAV SID or
Transition. The transition altitude is published on the chart (6000 ft) and the transition level will be
provided by ATC. The operator will contact Stockholm Center when advised by Tower. These SIDs
Page 11
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 11/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
are noise abatement procedures. RNAV and DME/DME FMS navigation are required for this RNAV
type departure
Departing from either runway the first point after departure is a fly-over point, indicated by the circle
around the four-pointed star. This is somewhat unusual. Notice these are both conditional waypoints,
each require the operator to climb to 600 ft before a turn and limit the airspeed to remain within the
RNP 1 tolerance.
Waypoints after the initial are dependant upon which departure is being flown ABENI 3Q or ABENI
2R. Both departures go to ABENI, a named waypoint, but the route is different. All remaining
waypoint on the departure are fly-by waypoint with specific constraints like ‘At or above 1500 ft., Max
airspeed 220 KT. Dunker VOR (DKR) is the end of the SID and the operator would transition to en
route navigation using B-RNAV.
Notice the note on the chart ‘MAX 250 KIAS BELOW FL100 UNLESS OTHERWISE
INSTRUCTED. Operators must comply with all airspeeds and altitudes listed on charted procedures.
This chart also has procedures for aircraft without RNAV/FMS as stated at the bottom of the chart.
The departure procedure is similar but does not use RNAV/FMS for the departure. Like most
departures there are also climb restriction for this procedures to assure terrain clearance.
ARRIVAL PROCEDURES
Prior to arrival, the flight crew should confirm the correct procedure has been selected in the database
and perform the same cross-check procedure as during the departure phase. If the database does not
match the charts use a different procedure. Input of new waypoints is prohibited.
If ATC clears the operator using the phraseology: ‘(Call sign) is cleared for the LUCKY 1 Arrival to
Runway 25 at the XYZ airport’, the operator is cleared only for the lateral path of the arrival and ATC
will provide permission to descend to altitudes as they want. If the operator is cleared using the
phraseology: ‘(Call sign) descend via the LUCKY 1 Arrival to Runway 25 at the XYZ airport’, the
operator is cleared for both the vertical and lateral path of the published arrival and is expected to meet
all altitude and airspeed limitations on the procedure.
Continue to monitor progress during the arrival using ground-based navaids to check navigational
reasonableness. Be prepared to change to a conventional arrival if a system problem develops.
Route modification by ATC in the form of radar vectors or a ‘direct to’ clearances are authorized.
Comply with all altitude and airspeed constraints published on the arrival.
Let’s look at the OSMAX 07 transition, on chart 10-2C, RNAV Transition for Runway 07 to
Frankfurt, Germany. Notice again that this is listed as a ‘RNAV TRANSITION’ not a P-RNAV
TRANSITION.
We will review the LAKUT 1G STAR, on chart 10-2J, RNAV STAR for Runway 22 to Helsinki,
Finland. Note that Finland requires P-RNAV approval from the State of Registry in order to fly
RNAV procedures but the procedures are still RNAV procedures.
The procedure starts at LAKUT, a named waypoint, at or above FL70. The altitude and longitude are
published for the location for LAKUT along with the radial/DME fix from the VTI VOR. The track is
077 degrees and 5 miles to the next waypoint MAROM. MAROM has constraints of ‘At or Above
FL70 and a Max airspeed of 250 KT’. The track to the next point is 077 degrees and 6 miles to VIHTI
VOR (VTI). The next waypoint is HK833. The constraints at waypoint HK833 is to cross ‘At or
above 3000 ft MAX Airspeed 220 KT ‘. The operator then turns to course 130 degrees for 5 miles for
HK831 then turns to course 220 degrees for 3 miles to RIGRI. It is also the Final Approach Fix or
glideslope intercept for the ILS 22. The constraint for this point is ‘At 3000 ft’ which is the altitude for
glideslope intercept.
Page 12
AREA NAVIGATION (B-RNAV & P-RNAV)
Online Course
Ref: C-OL-C105-2
Page 12/12
Rev: 2
Date 01/01/2013
Copyrights © 2007 by Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti. All rights reseved. No part of this document may be reproduced or copied in any form or by any means
without written permission of Flyco Bilgisayar Programcılığı ve Eğitim Hizmetleri Ltd. Şti.
CONTINGENCY PROCEDURES FOR PRNAV
Contingency procedures must be developed by operators in the event of a Caution or Warning
condition for: failure of the RNAV system, multiple system failures, failure of navigation sensors and
coasting on inertial sensors beyond their specified time limit.
ATC must be notified when the RNAV system fails with a proposed course of action.
In case of communication failure comply with standard lost communication procedures.
In the event of loss of P-RNAV capability, crews should use approved contingency procedures and
revert to an alternate navigational procedure.
In the event of equipment failure or other errors, which cause navigational problems, the crew, should
report in accordance with appropriate JAR-OPS 1.420 procedure listed in TGL 10.
SUMMARY
This course has reviewed the general purpose, airworthiness/operational approval requirements,
normal and contingency procedures for both BRNAV and PRNAV. The information used in this
lesson comes directly from the appropriate controlling documents at the time of development. For
specific questions on the procedures for BRNAV or PRNAV please consult the source documents
listed in this program or on the website www.ecacnav.com. This is the official site of EURO
CONTROL and has up to the date information on these subjects.
End of the Course