INFORMACIÓN GENERAL DEL CURSO

 Cómo se está implementando la navegación basada en desempeño en el mundo

 Diferencias entre operaciones RNAV ICAO y RNAV Europeas.
 Regulaciones que afectan la operaciones en el espacio aéreo RNAV
 Requisitos para que el equipo, aeronave y tripulación puedan operar en un entorno de vuelo RNAV OACI o de
navegación de área europea (RNAV)
 Conceptos RNAV y operación de aproximación RNP
 Requisitos, limitaciones y procedimientos operacionales para realizar de forma segura y precisa aproximaciones RNP

Lección 1 Definiciones y Operaciones RNAV

Lección 2 Reglamentos
Lección 3 Terminología RNAV/RNP
Lección 4 Escenario
Lección 5 Aproximaciones PBN

Lección 1 Definiciones y Operaciones RNAV

 Concepto de navegación basada en desempeño PBN
 Especificaciones de navegación asociadas con la navegación basada en el desempeño
 Requisito de monitoreo y alerta a bordo
 Errores del sistema de desempeño de navegación que pueden surgir durante las operaciones de PBN.

Concepto de navegación basada en desempeño PBN

RNAV
Area navigation, or RNAV is a method of navigation that permits aircraft to operate on any desired flight path without the
restriction of having to fly directly over ground-based NAVAIDS. This capability allows “point to point” navigation using
waypoints that have assigned coordinates.

These coordinates are based on a standard reference called the World Geodetic System (WGS). GNSS uses the latest
revision and is known as WGS-84.

RNAV system can only provide navigation capability within the coverage area of station-referenced navigational signals,
or within the limits of a self-contained system. RNAV units can also use a combination of these.

An RNAV system typically integrates sensor information, (such as air data, inertial reference, radio navigation, and satellite
navigation) with inputs from internal databases and data entered by the crew.

Some RNAV systems use only GNSS while others blend the calculated position from available sensors to determine the
aircraft's position. Older systems that use multiple sensors place greater weight on the DME/DME position than on GNSS
or VOR/DME, whereas new systems now place the greatest weight on GNSS, then DME/DME, then VOR/DME and the
least weight on INS,'IRS.

This combined data is used to perform several functions, which can include flight plan management, flight path guidance,
and presentation of navigation data for flight crew awareness.
They may also be connected with other systems, such as autopilots and flight directors, to allow for more automated flight
operations and performance management.

RNAV systems are designed to a specific level of accuracy that provides repeatable and predictable path definition,
appropriate to the application.

RNP
Required Navigation Performance, or RNP, is an RNAV system with the addition of an on-board performance monitoring
and alerting system. An RNP system must perform integrity and accuracy checks of the navigation sensors and data, and
may provide a means to exclude specific types of navigation aids to prevent selection of an inadequate sensor.

The critical component of RNP is the Monitoring and Alerting System's continuous evaluation of the navigation system,
which ensures that RNP operational requirements are being met.

In some cases, RNP requirements may limit the modes of operation of the aircraft, depending on the specific requirements
of the procedure being flown. Dual system installations may also be required depending on the intended operation.

A good example of these special RNP requirements can be seen in the RNAV (RNP) Z Rwy 33 approach at Salzburg, Austria.
Let's take a closer look at this approach.

RNP Example
You will see that there is a notice on the approach chart informing you of "Special Aircrew & Aircraft Authorization
Required" for this approach. It requires that you have an RNAV system that utilizes both GPS and IRS for navigation
guidance.

In addition to these equipment requirements, special authorization for the operator, as well as pilot training and a check
ride, are also required.

Lastly, you are not allowed to utilize any DME/DME, LOC and VOR/DME updating, so you would turn off those sensors on
the sensor control page in your RNAV system.

Here, you can see that we are inhibiting the Long-Range Navigation System, LRNS , from using the DME/DME, and you can
confirm that those sensors are no longer used by the LRNS.

The Aeronautical Information Publication for Salzburg explains that your equipment required for this approach includes
an "Approved Dual Flight Management System installation, including RNP capability of 0.3 Nautical Miles or better", and
that dual GNSS and at least one Inertial Reference System is also required.

Also, don't forget to reselect the DME/DME after the approach and to verify that your LRNS sensor management has
returned to normal.

The benefits to using RNP systems include increased safety, more efficient use of airspace, reductions in flight time and
fuel savings.

PBN
The Performance-based Navigation concept, or PBN, utilizes Area Navigation that is based on specific performance
requirements for aircraft operating along Air Traffic Services routes, instrument approaches, or flying through a designated
airspace.

PBN requires an aircraft's RNAV system to meet certain performance minimums. These requirements include accuracy,
integrity, availability, continuity, and functionality as required for operations that take place in oceanic, remote,
continental, enroute, or terminal airspaces. PBN also specifies that each of these operations be supported by self-
contained, ground or space-based navigational aids.

PBN defines the specific requirements that an RNAV system must meet, rather than defining the necessary navigation
sensors. This allows for operators to equip their aircraft appropriately for their desired level of PBN.

PBN Advantages
Performance-based Navigation offers a number of advantages:
• It helps to reduce the need to maintain sensor-specific routes and procedures,
• It allows for more efficient use of airspace since it encourages stricter separation minimums,
• It helps to clarify the way in which RNAV systems are used, and
• It standardizes navigation specifications on a global scale.
But one of the greatest advantages of PBN is that Air Traffic Routes, Standard Instrument Departures and Arrivals, and
Instrument Approach Procedures do not have to pass directly over ground-based NAVAlDs. PBN makes it possible to place
routes in the most optimum locations, provided the necessary coverage is available from the required ground or space-
based NAVAlDs.

Navigation Specifications
Navigation specifications are a set of aircraft and aircrew requirements that support Performance-based Navigation
operations. They were developed in order to take advantage of the increasing accuracy of RNAV systems.

A navigation specification refers to either an RNAV or an RNP requirement for certain navigation functionalities.

These include, but are not limited to, the following:

• A continuous indication of aircraft position relative to the ground track must be displayed on a Multi-Function Display
within the primary field of view of the pilot flying;
• The display of the distance and bearing ofthe active waypoint, AND the display of the ground speed or time to the active
waypoint;
• The navigation data storage function;
• The appropriate failure indication of the RNAV or RNP systems, including their associated sensors
• The use of navigation databases and the capability to execute database procedures.
• The ability to execute certain leg types

Functional navigation requirements are among the primary considerations for selecting a particular navigation
specification.

Example - RF Leg Type

Here's an example of how Performance-based Navigation specifications can work to our advantage.

Consider the navigation specification "Radius to Fix (RF) Path terminator used on approaches and in terminal areas. This
specification is associated with RNP 1, RNP 0.3 and RNP Approach operations, and allows for a curved flight path for
aircraft systems meeting the accuracy requirements.

RNP capable navigation systems that support this type of leg are able to fly with the same track-keeping accuracy as a
straight line segment.

Being able to use this type of curved path provides great flexibility to air traffic route planners. Aircraft can be routed away
from built up city areas or challenging terrain on an approach.

However, crews must be aware that strong winds, high true airspeed, and high altitude may increase the bank angle
necessary to fly the Radius to Fix or Fixed Radius Transition path and in some cases exceed the capability of aircraft systems
which could result in a missed approach or unable RNP.

Advanced RNP
A further development will be Advanced RNP, which will consist of five possible features.

RF Legs, as we have aleady seen, allow for curved flight paths on Advanced RNP procedures.

Fixed Radius Transitions are similar to RF Legs, but are used in enroute procedures and have only one associated waypoint.
Here, a curved flight path is defined by either a 22.5 nautical mile radius for routes above flight level 1 95 or 1 5 nautical
miles for low altitude routes.
Scalability refers to the capability of the aircraft's avionics system to manually or automatically change and display the
navigational accuracy requirements. The RNP system must include lateral deviation displays and alerting that are
appropriate to the selected navigation accuracy.

Parallel Offset is the ability to create an RNP course to the left or right of the original flight plan. This will allow ATC to
provide separation between aircraft on the same route in non-radar areas by displacing their courses to maintain lateral
separation.

Time of Arrival Control, or TOAC, will enable controllers to accurately predict and control the arrival of aircraft at specific
points at designated altitudes at defined times. This will allow constant climbs and descents, and will reduce delays in
congested airspace.

EASA plans on implementing most of these capabilities. The FAA in the united States plans to only implement RF Legs,
Scalability and Parallel Offset. Fixed Radius Transitions and Time of Arrival Control may be added in the future in US
airspace.

On-board Monitoring & Alerting

While the performance of RNAV systems can be very good, there can also be some discrepancies between different
systems, caused by variations in system functionality and related flight performance. How one manufacturer interprets
and applies RNAV requirements may be different from another. RNP systems provide a means to minimize variability and
assure reliable, repeatable, and predictable flight operations.

On-board monitoring and alerting is concerned with the performance of the area navigation system. It is important to
note that performance monitoring may not be regarded as error monitoring. A performance monitoring alert will be issued
when the system cannot guarantee with sufficient integrity that the aircraft's position meets the current accuracy
requirement.

For example, insufficient satellites would cause a loss of the RNAV system's ability to confirm the aircraft's position.

System Errors
There are three main RNP navigation system errors that On-Board Monitoring and Alerting systems are concerned with;
1. A Path Definition Error, or PDE
2. A Flight Technical Error, or FTE
3. And a Navigation System Error, or NSE.

All three errors combined make up the "Total System Error", or TSE.

Path Definition Errors (PDE)

A Path Definition Error occurs when the track that is defined in the RNAV system does not correspond to the desired track.
In other words, the flight plan that the crew has loaded into the RNAV system does not match the ground track that they
are expected to fly.

For example, a consistent, repeatable track cannot be defined for a turn at a fly by waypoint, since each RNAV system and
aircraft will perform the turn differently. This error is usually very small and there is nothing the crew can do to change it.

Flight Technical Error (FTE)

A Flight Technical Error relates to the aircrew or autopilot's ability to follow the defined track. It is the difference between
the Defined Path and the Estimated Position, and can be caused by such things as turbulence, cross winds, or hand-flying
the airplane.

Note that a Flight Technical Error is the only error that the crew can correct.

Navigation System Error (NSE)

A Navigation System Error refers to the difference between the aircraft's "'Estimated Position" and "Actual Position", and
may also be referred to as "Positioning Estimation Error.

Several things can cause Navigation System Errors

• Poor geometry of satellites relative to the aircraft's position
• Faulty or unreliable navigation sensors
• The angle between NAVAlDs relative to the aircraft doesnt provide a precise reading.
• When the time between updates to Inertial Reference Units is too long and causes inaccuracies in position data
• The distance from the NAVAlDs being used is too great.

NSE can be thought of as a circle of error detection around the aircraft. It improves error detection when the aircraft's
RNAV system has to execute a curved leg as well as adding in to the "along track" error monitoring capability of the RNAV
system.

Total System Error (TSE)

Total System Errors must meet the lateral navigation accuracy requirements of the stated procedure or route at least 95
% of the time.

Specifications are designated as RNAV X or RNP X, where X refers to the maximum allowable TSE.

For example, an aircraft operating on an RNAV 2 enroute course would be expected to be within 2 nautical miles left or
right of the defined track at least 95% of the time.

By utilizing both TSE and NSE the system is capable of monitoring and reporting errors in both the Lateral (Left or Right of
course) and the Longitudinal (before or after a waypoint) dimensions. This capability allows very tight navigational
tolerances to be utilized in the terminal and enroute airspace.

Lesson Summary
You have reached the end of Lesson 1

Remember that:
• PBN requires an aircraft's RNAV system to meet certain performance minimums.
• RNAV allows point-to-point navigation using waypoints that have assigned coordinates.
• RNAV systems are designed to a specific level of accuracy that provides repeatable and predictable path definition.
• RNP Navigation Specifications require on-board monitoring and alerting.
• The only navigation error the flight crew can correct is the Flight Technical Error.

When you are ready to move on to the next lesson, click the NEXT button to continue.