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TRAINING NOTES ON
Issued by
OPERATIONS PERFORMANCE
TRAINING SECTION
CTE, HYDERABAD
October - 2009
PREFACE
1.0 Definition
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envisioned to be conducted in direct controller pilot
communication environments.
1.5 B-RNAV
Basic RNAV has been implemented in 1998 within European
airspace. Each State has published in its AIP the range of FL
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where B-RNAV applies. All Airbus with FMS comply with
TGL2 (ACJ 20 X4, AMJ 20-X2) or AC 90-45A.B-RNAV is a
RNP -5 Type of operation, based on either radio of GPS
navigation.
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P-RNAV procedures are designed to a common set of design
principles specific to RNAV equipped aircraft. These P-RNAV
procedures will replace the wide variation of RNAV
procedures.
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1.7.2. Containment Integrity
The probability that the total system navigation position error
in RNP airspace exceeds the specified cross track containment
limit without annunciation should be less than 10-5 per flight
hour.
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1.8.1 In the lateral dimension, TSE is assumed to be the
difference between the true position of the aircraft and the
center line of the route of flight programmed in the system. The
TSE is a combination of the following;
ACCURACY LIMIT X
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1.9. Navigation system: RNAV and RNP
Area navigation (RNAV) is the primary means of meeting
RNP requirements. RNAV operations within the RNP concept
permit flight on airspace within prescribed accuracy tolerances,
without the need to fly directly over ground-based navigation
facilities.
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1.10. Minimum Equipment Requirements (Provisional
subject to approval by DGCA)
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Default RNAV1/RNP1 value 1.0nm, and time to alert value 60
sec (465-943) / 10 sec (944-945) is set for Terminal phase of
light by the FMS
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- When HIGH is displayed, the RNP requirement is estimated
to be fulfilled.
- When LOW is displayed, the RNP requirement is estimated
not fulfilled. In this case:
The crew crosschecks navigation with raw data, if
available,
If the crosschecks is negative, of if raw data is unavailable,
the crew informs the ATC.
When leaving the RNP environment, the crew will clear the
manually-entered required accuracy.
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- RNP-1 en-route
- RNP-0.5 in the terminal areas, provided the AP or FD in
NAV mode is used.
- RNP-0.3 in approach, provided the AP or FD in NAV mode
is used.
5. RNP 10
The RNP 10 concept is based on the ICAO Manual for
Required Navigation Performance (ICAO Doc 9613) and has
been developed to reduce lateral separations in oceanic and
remote areas where no radio navaid is available for navigation.
Typically, the lateral separation is reduced from 60-100 NM to
50 NM
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Two FMGC
Two MCDU
One GPS required by flight time outside radio navaid
coverage
Two IRS
Also refer to the Regional Supplementary Procedures (ICAO
Doc 7030) for specific requirements in a particular airspace.
PROCEDURES
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In inertial navigation, the RNP-10 capability is maintained for
5.7 hours, since the last radio update (according to FAA Notice
8400.12A), independently of the estimated accuracy displayed
on the MCDU.
6 RNP --_5
European designated Flight Information Region already
approved to operate aircraft in accordance with those
requirements of RNP 5. Oman, UAE, Bahrain & Kuwait FIR
have also introduced RNP-5 in their airspace.
8. RNP NOTIFICATIONS
8.1 RNP Specifications of a route is given in Enroute
Chapter of AIP of the country.
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endorsed by states concerned in three ICAO regions and
established under the auspices of the ICAO in partnership with
IATA.
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10. RNP 10 NAVIGATION REQUIREMENTS
b) Longitudinal deviations:
i) Where time separation is being applied by ATC
when the reported separation based on ATC verified pilot
estimates varies by 3 minutes or more from the expected
separation at the reporting point; or
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ii) Where a distance based standard is being applied by
ATC based on either ADS radar observation or RNAV distance
reports when the distance varies by 10NM or more from the
expected distance.
11.2 ATC / Radar will advise the pilot when such deviations
are observed and implement the required investigation
procedures.
11.3 The ATC / any other ground controlling authority will
initiate investigation of the causes of such deviations in
conjunction with the aircraft operator and the State of
Registry or the State of Operator, as applicable.
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based on Mach Number Technique (MNT) separation minima
shall be applied between aircraft on the same track and 10
minutes between aircraft on crossing tracks over a Nav Aid and
15 minutes when tracks cross over a way point.
13.1 The operator shall ensure that a/c meet all requirements
established by the regulatory authority for RNP 10 operations.
14 RNP CAPABILITY
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14.3 On the MCDU PROG page, the required and the
estimated position accuracy are displayed, and determine the
HIGH/LOW accuracy indication (refer FCOM 1.22.20)
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15 RNP-10 IN OCEANIC or REMOTE AREA
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16. Special MEL Requirements:
The compliance of special MEL requirements for RNP,
at the time of despatch is a must.
The equipment required at the time of dispatch of RNP flight
are as follows
*********
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INTENTIONALLY LEFT BLANK
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Chapter 2
RNAV SIDs/STARs
1.1 Introduction
Recently, RNAV (GNSS/DME-DME-IRU) SIDS and STARs
have been implemented at Delhi, Ahmedabad and Mumbai
Airport as per AIP Supplements No.32,33,and 34 of 2008,
dated 5th June 2008 and in Chennai in 2009. To follow these
procedures, aircraft shall be GNSS/DME-DME-IRU equipped
and the navigation system shall meet ICAO RNAV-1
standard of accuracy.
The Performance Based Navigation (PBN) concept specifies
system performance requirements in terms of accuracy,
integrity, availability, continuity and functionality needed for
the proposed operations. The concept of PBN relies on the use
of an area navigation (RNAV) system.
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1.4 RNAV Terminal Instrument Procedures
The SOPs for flying P-RNAV instruments procedures are not
very different from conventional terminal area navigation using
FMS, and Airbus SOPs are generally applicable. P-RNAV
STARs/ TRANSITIONs or SIDs must be extracted from the
FMS Navigation Database to be inserted in the FMS F-PLN.
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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.
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This will also take into account the particular hazards of a
Terminal Area and the feasibility of contingency
procedures following loss of P-RNAV capability.
2.4 NOTAM
The NOTAMs must advise lack of availability of any
navigation aid that might affect the navigation
infrastructure required for the intended operation,
including any non-RNAV contingencies and must be
confirmed for the period of intended operation
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Note: Discrepancies that invalidate a SID or STAR must be
reported to the navigation database supplier and affected SID
or STAR must he prohibited by an operator's notice to its flight
crew. Aircraft operators should consider the need to conduct
periodic checks of the operational navigation databases in
order to meet existing quality system requirements.
The pilot must ensure that approaches which may be used for
the intended flight including alternates aerodromes) are
selectable from a valid navigation data base (current AIRAC
cycle), have been verified by the appropriate process
(navigation data base integrity process) and are not prohibited
by a company instruction or NOTAM.
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their capability to navigate (potentially to an alternate
destination) in case of failure of critical DME while airborne.
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navigation aid. A procedure shall not be used if doubt
exists as to the validity of the procedure in the navigation
data base
Note. As a minimum, the departure checks could he a
simple inspection of a suitable display to achieve the
objectives of this paragraph.
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Or if integrity alerting function is annunciated not
available before passing the FAF.
or if FTE is excessive.
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2.7.6 Track Keeping Monitoring
When using autopilot and/or flight director. particular
attention should be paid to the selected/armed mode as the
resultant track keeping accuracy may vary. Track keeping
monitoring of a P-RNAV procedure below MSA will also
require particular attention in degraded conditions such as
engine failure, as both the vertical and the lateral obstacle
clearance are more critical.
2.8.3
The missed approach must be flown in accordance with the
published procedure. Use of the RNAV during the missed
approach is acceptable provided,
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All pilots are expected to maintain procedure centrelines, as
depicted by onboard flight guidance during all the approach
procedure unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track
error/deviation (the difference between the RNAV system
computed path and the aircraft position relative to the path)
should be limited to Y2 the navigation accuracy associated
with the procedure (i.e., 0.5 NM for the Initial and
Intermediate segments, 0.15 NM for the Final Approach
segment, and 0.5 NM for the Missed Approach segment).
Brief deviations from this standard (e.g., overshoots or
undershoots) during and immediately after turns, up to a
maximum of 1 times the navigation accuracy (i.e. 1.0 NM
for the Initial and Intermediate segments), are allowable.
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pilots must advise ATS as soon as possible. The loss of
RNP/RNP APCH/RNAV capability includes any failure or
event causing the aircraft to no longer satisfy the Basic-RNP
1/ RNP APCH/ RNAV requirements of the route. In the
event of communications failure, the tlight crew should
continue with established lost communication procedure.
2.10
If GPS required by STAR/SIl) for the P-RNAV/RNP l
procedure (refer to the published chart).
Example: Bangkok, Singapore STARISID charts
- Before starting the departure/approach procedure, check
that GPS PRIMARY is available (GPS PRIMARY displayed
on the MCDU PROG page).
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in the terminal area may include radar headings, 'direct to'
clearances which bypass the initial legs of an approach,
insertion of waypoints loaded from the database. In
complying with ATC instructions, the flight crew should be
aware of the implications for the RNP system.
2.11
If GPS is NOT required for the P-RNAV/RNP-1 procedure:
Example: Delhi, Hyderabad(VOHS) STAR/SID CHARTS
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(iii) If one of the following messages appears, while flying
the procedure:
- NAV ACCUR DOWNGRAD" (on MCDU and ND)on both
Sides, or
"FMSI/FMS2 POS DIFF" (on MCDU and ND) or
- "NAV FM/GPS POS DISAGREE" (on ECAM)
Then, Inform the ATC of the Loss of P-RNAV'RNP-1
capability, and follow ATC instructions.
*********
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