RNAV OPERATIONS

IN
B-RNAV
P-RNAV
RNP-RNAV
 AREA NAVIGATION (RNAV)
•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 aids, or a combination of
these.
2D RNAV relates to RNAV capabilities in the horizontal
plane only.
• 3D RNAV includes a guidance capability in the vertical
plane and 4D RNAV provides an additional timing
function.
 RNAV CONCEPT
The RNAV concept represents a fundamental
change in philosophy. Where aircraft used to fly to
and from specific navaids, using each navaid as a
source of data, many may now obtain data from a
number of different navaids in order to fix their
positions along a route.
Originally introduced with respect to specific navaids
such as VOR/DME and, more recently, DME/DME
and GNSS, the RNAV concept is widening to include
airborne navigation systems that are capable of
using multiple sources of navigation data and
operating within very closely defined limits of
accuracy, availability, integrity and repeatability.
 RNAV PERFORMANCE...
An RNAV-capable aircraft can automatically determine its
position, from one or more of a variety of inputs, from such
navaids as VHF Omni-directional Range (VOR), Distance
Measuring Equipment (DME), LORAN-C, Global Navigation
Satellite System (GNSS) and Inertial Navigation Systems
(INS) and Inertial Reference Systems (IRS). Single-sensor
RNAV systems only use one source of navigation data,
such as DME stations, while multi-sensor RNAV systems
monitor a number of navaid systems to determine the best
source of navigation data.
 RNAV PERFORMANCE...

The RNAV system has access to a sophisticated on-board

navigation database containing details of the pre-
programmed routes, the airspace through which the routes
pass, the navaids servicing this airspace and the
departure,destination and planned diversion aerodromes.
The system identifies the next waypoint on the planned
route, selects the most appropriate navaids to determine
the aircraft position and usually provides steering inputs to
the autopilot.
 RNAV PERFORMANCE

Multi-sensor systems use a process known as Kalman

filtering to integrate inputs from different sensors and
determine the best position estimate based upon a number of
factors. In the event of GNSS unavailability or where
insufficient DME stations are available for update, for
example, some systems apply a fixed downgrading schedule
from DME/DME to VOR/DME to IRS or from DME/DME to
IRS to VOR/DME.
Other systems apply the Kalman filter process to the
remaining sensor inputs before downgrading to DME/DME,
VOR/DME or IRS only.
AREA NAVIGATION (RNAV)

• A method of navigation which permits

aircraft operation on any desired flight
path.
 NAVIGATION
PERFORMANCE ACCURACY

• Total navigation accuracy based on the

combination of the navigation sensor error,
airborne receiver error, display error and
flight technical error. Also called system
use accuracy.
 REQUIRED NAVIGATION
PERFORMANCE (RNP)

• A statement of the navigation

performance accuracy necessary
for operation within a defined
airspace.
 RNP CONCEPT
• RNP concept applies to navigation performance
within an airspace and therefore affects both the
airspace and the aircraft.
• RNP is intended to characterize an airspace
through a statement of the achieved navigation
performance accuracy to be achieved within the
airspace.
Contd..
 ..RNP CONCEPT
• The development of the RNP concept
recognizes that the current aircraft
navigation systems are capable of achieving
a predictable level of navigation
performance accuracy and that a more
efficient use of available airspace can be
realised on the basis of this navigation
capability.
 DEFINING RNP AIRSPACE

• RNP may be specified for a route, a number

of routes, an area, volume of airspace or
any airspace of defined dimensions which
an airspace planner or authority chooses.
 Some potential applications of
RNP include..
• A defined airspace, such as MNPS airspace;
• A fixed ATS route, such as between Sydney,
Australia and Auckland, New Zealand;
• Random track operations, such as between
Hawaii and Japan; and
• A volume of airspace, such as a block altitude
on a specified route.
 RNP ROUTES
• Fixed RNP Route - Permanent, published
ATS routes.
• Contingency RNP Routes - published ATS
routes during limited time periods (Hours,
Days, Seasons). They may also be
established to meet unusual, temporary
requirements arising at short notice.
 CONTAINMENT VALUE

• The containment value is the distance from

the intended position within which flights
would be found for at least 95% of the total
flying time.
 RNP TYPE

• The RNP type is based on a navigation

performance accuracy value which is
expected to be achieved at least 95% of the
time by the population of aircraft operating
within the airspace.
 RNP TYPES
• Accuracy - 95% position accuracy in the
designated airspace.
– RNP1 + 1.0 NM (+ 1.85 km)
– RNP 4 + 4.0 NM (+ 7.4 km)
– RNP 12.6 + 12.6 NM (+ 23.3 km)
– RNP 20 + 20.0 NM (+ 37 km)
 RNP TYPES
The RNP types specify the navigation performance accuracy of all
the user & nav system combinations within an airspace. RNP types
can be used by airspace planners to determine airspace utilization
potential & as an input in defining route widths & traffic separation
requirements.But RNP by itself is not a sufficient basis for setting a
separation standard.
Accuracy requirements are based upon a 95% confidence level :

ACCURACY One-Dimensional Probability

expression
3 Sigma 99.7 %
2 Sigma 95.0 %
 P-RNAV
Precision Area Navigation (P-R NAV) is bein g in trodu ced to e
R NAV application s in termin al airspace. It requ ires aircraft con form
to a track -k eeping accu racy+of1 NM for at least 95% of th e fligh t tim
together with advan ced fu n ction ality, in clu din g, high in tegrity n avi
databases, path codin g per AR INC 424 or equ ivalen t an d the au to
selection , verification an d wh ere appropriate deselection of n avaids .

P-R NAV can be ach ieved u sin g in pu ts from D M E / D M E or

(also IR S in reversion ary, timebou n d mode). P-R NAV S ID s, S TAR
in itial Approach segmen ts will be pu blished where the Au th orities
determined th at ben efits can be gained from th e u se of R NAV in ter
airspace.

P-R NAV requ iremen ts may also be pu blish ed for selected rts ofpa
th e E n rou te stru ctu re wh ere capacity ben efits can be iden tified.
 RNP-RNAV

Required Navigation Performance (RNP) is a statement of the

navigation performance accuracy necessary for operation with in a
defined airspace.

Th e R NP type defin es the total navigation system error (TS E) that is

allowed in lateral, longitudin al and in some cases, vertical dimen sions
within a particu lar airspace. Th e TSE takes account of nav-system
errors R NAV compu tation errors, display errors and fligh t tech nical
errors (FTE ). The TS E must not exceed the specified R NP value for 95%
of th e fligh t time on any part of any single flight.

RNP-R NAV combines the accuracy stan dards laid out in th e ICAO
man ual (DOC 9613) with specific containment integrity and continuity
requ irements as well as functional and performance standards for th e
RNAV system to meet future ATM requ irements. Th e flight paths of
aircraft mu st be both predictable and repeatable to the declared levels of
accu racy.

To date instrument procedure design criteria are only available for

RNP 0.3 & route spacing criteria have only been established for RNP-4.
 R NP Types Description
R NP Type R equ ired Accu racy Proposed for R NAV/ VNAV
.3/ 125 95% C on tain men t Approach es u sin g B AR O AL T in pu t
+ 0.3NM /+ 125’ or S B AS .
.3 + 0.3NM S u pports in itial / in termediate
Approach 2D R NAV Approach &
D epartu re. E xpected to be the mos
common application .
10 + 10NM S u pports redu ced lateral an d
lon gitu din al separationmin ima &
enh an ced operation al efficien cy in
ocean ic & remote areas wh ere th e
availability of n avaids is limited.

R NP-R NAV is expected to be man dated by year 2015th oual

gh few
R NP-R NAV procedu res are expected to be in trodu ced before 2005.
 BASIC RNAV

+ 5 NM ( + 9.26 km )
(95% CONTAINMENT VALUE)

B-RNAV Operations commenced in

European
airspace on the 23rd of April, 1998.
 RNP COORDINATE SYSTEM
• ICAO has chosen World Geodetic System (WGS)-84 as
the common world geodetic datum as there is a need to :
– convert coordinates of airport key positions and
ground-based navigation aids to a common geodetic
reference datum;
– ensure that all such locations are surveyed to a common
standard which provides optimum accuracy, such as
that obtained by GNSS surveying techniques; and
– ensure that all FMS software is referenced to a common
geodetic datum.
EUROCONTROL STANDARD
• The carriage of B-RNAV equipment approved for
RNP5 operations is mandatory on the entire ATS
route network in the ECAC area including
designated feeder routes (SIDs & STARs) in / out
of notified TMAs.
• RNP5 (B-RNAV) - effective 23rd April, 1998.
• RNP1 (Precision R-NAV) - to be implemented in
2005.
 B-RNAV APPROVAL

• Airworthiness approval.

• Operational approval.
 AIRBORNE NAVIGATION
EQUIPMENT
• They encompass..
– Systems which use external navigation aids
such as VOR / DME, DME / DME, GNSS,
OMEGA / very low frequency (VLF),
LORAN-C; and
– systems which are self-contained, e.g. INS, or
inertial reference systems.
 Required Functions of B-RNAV
Navigation Equipment
• Continuous indication of aircraft position relative to track
displayed on a navigation display to both the pilot flying
and the pilot not flying.
• Display of distance and bearing to the next active (TO)
waypoint.
• Display of ground speed or time to the next active (TO)
waypoint.
• Storage of waypoints; minimum of 4.
• Appropriate failure annunciation of the RNAV system,
including sensors.
 Recommended Functions of B-
RNAV Navigation Equipment

• Autopilot and / or Flight Director coupling.

• Present position in terms of latitude and longitude.
• “Direct To” function.
• Indication of navigation accuracy (e.g. quality factor ).
• Automatic channel selection of radio navigation aids.
• Navigation data base.
• Automatic leg sequencing and associated turn anticipation.
 FLIGHT CREW CONTINGENCY
PROCEDURES
• In case of contingencies, (equipment failures, weather
conditions) crew should notify ATC about the ability to
maintain navigation accuracy, state its intentions, co-
ordinate a plan of action and obtain a revised ATC
clearance.
• If unable to notify ATC, crew should follow established
contingency procedures and obtain ATC clearance as soon
as possible.
EUROPEAN CIVIL AVIATION
COUNCIL
 RNAV | B-RNAV | P-RNAV |
RNP-RNAV
P-RNAV

Precision Area Navigation (P-RNAV) is being introduced to enable

RNAV applications in terminal airspace. It requires
aircraft conformance to a track-keeping accuracy of ±1NM for at
least 95% of flight time, together with advanced functionality,
including, high integrity navigation databases, path
coding in accordance with ARINC 424 (or an equivalent standard)
and the automatic selection, verification and, where appropriate,
de-selection of navaids
 RNAV | B-RNAV | P-RNAV |
RNP-RNAV
P-RNAV

P-RNAV can be achieved using inputs from DME/DME or GPS.

(IRS may be used in a reversion mode for a number of minutes).

P-RNAV requirements will be published for SIDs, STARs and

Initial Approach segments where the Authorities have determined tha
benefits can be gained from the use of RNAV in terminal airspace.
P-RNAV requirements may also be published for selected parts of th
en-route structure where capacity benefits can be identified.
 RNAV SCHEDULE
A phased application of RNAV is planned.
Phase 1 : FROM 1998
En-route:
•As on 23APR 1998 onward, aircraft ( other than State aircraft),
operating on the ATS routes, above the lowest applicable flight level
as published by the States,shall be equipped with RNAV meeting RNP5.

•VOR / DME & NDB will remain available for reversionary navigation
at least until 2005. As a result, the reduced requirements as set out for
BRNAV equipment are applicable during this phase.

•From 2002 it is expected that Random Area Navigation ( Free Route)

will be introduced in selected areas. In these areas there will be a
reduction in the availability of fixed routes. There will be no change in
required RNAV functionality.
 RNAV SCHEDULE
Phase 1 ( contd)
TMA:
Where beneficial & practicable, national Authorities may define
mandatory B-RNAV routes providing transitions to the SIDs &
STARS in the terminal area (feeder routes).Other RNAV procedures,
including those requiring P-RNAV ( RNP 1 or better) performance
may be introduced. However they will remain optional in this
timescale & conventional SIDs, STARs & Holding procedures will
continue to be provided.
 RNAV SCHEDULE
Phase 2 - 2005 or later ( date to be agreed upon by ECAC States)
as VOR (& NDB) is withdrawn, the ability to revert to conventional
navigation will reduce ,with RNAV becoming the only means of
navigation. Radio position updating will be by means of DME / DME or
GNSS based RNAV. It is expected that on-board IRSs will continue to
augment the radio position data.

As a result of the decommissioning of radio navigation sources capable

of supporting reversionary operations, the system integrity & operational
functionality requirements will increase. This will require the use of
equipment in conformance to RNP- ( x ) RNAV requirements once
reversion to conventional navigation ceases to be possible.