Flying RNAV (GNSS) Approaches In Private And General .
Flying RNAV (GNSS) Approaches in Private andGeneral Aviation AircraftCAP 773
CAP 773Published by the Civil Aviation Authority, 2014Civil Aviation Authority,Aviation House,Gatwick Airport South,West Sussex,RH6 0YR.You can copy and use this text but please ensure you always use the most up to date version and use it in context so as not to bemisleading, and credit the CAA.First publishedEnquiries regarding the content of this publication should be addressed to: flightcrewstandards@caa.co.ukThe latest version of this document is available in electronic format at www.caa.co.uk, where you may also register for e-mail notificationof amendments.
CAP 773Part 1: Introduction to PBN and RNAV approach operationsContentsContents1Part 1: Introduction to PBN and RNAV approach operations51.1 Introduction51.2 Background61.3 Basic GPS61.4 More recent developments61.5 References71.6 Acronym Glossary8Part 2: Performance-Based Navigation (PBN)102.1 What is PBN?102.2 The PBN manual (ICAO doc 9613)112.3 PBN in the UK112.4 Terminology122.5 Benefits from PBN122.6 What PBN can offer122.7 Introduction to approach applications132.7.1 LNAV (Lateral Navigation)132.7.2 LP (Localiser Performance)142.7.3 LNAV/VNAV (Lateral Navigation / Vertical Navigation)142.7.4 LPV (Localiser Performance with Vertical Guidance)14RNP Approach Model15Part 3: Technical information, requirements & recommendations173.1 Human factors173.1.1 Data Entry and Familiarity with the System173.1.2 Automation Induced Complacency173.1.3 Training and licensing183.1.4 Practice instrument approaches18December 2014Page 1
CAP 773Part 1: Introduction to PBN and RNAV approach operations3.1.5 Instructors193.2 GPS equipment193.2.1 Receiver Standard General193.2.2 System Integrity & RAIM223.2.3 Selective availability (SA)233.3 Installation233.3.1 Certification243.3.2 Existing Installations243.3.3 Basic Area Navigation (B-RNAV) & Precision Area Navigation (P-RNAV) Approval253.4 System settings and display parameters253.5 Selection of approach procedures263.5.1 Published Procedures263.5.2 Display Scaling263.5.3 Horizontal Alarm Limit (HAL)263.5.4 Overlay Approaches273.5.5 Vertical Navigation273.6 Aeronautical database checks283.7 User waypoints283.8 Air traffic considerations293.9 The RNAV approach chart293.1030Flight planning3.10.1Route planning303.10.2NOTAMs & NANUs303.10.3SBAS NOTAMs313.10.4Availability of Alternate Aerodrome31Part 4: Pilots’ guide to flying RNAV (GNSS) approaches in general aviationaircraft324.1 Pre-flight planning & checks324.1.1 Approach selection324.1.2 Overlay approaches324.1.3 Integrity, accuracy & RAIM prediction32December 2014Page 2
CAP 773Part 1: Introduction to PBN and RNAV approach operations4.1.4 Using SBAS334.1.5 Receiver Software344.1.6 Aeronautical Database344.1.7 Other Equipment344.1.8 Functional Check on Start-up.344.1.9 System Settings and Display Parameters344.2 Use of autopilot354.3 Making the approach354.4 Terrain awareness and terrain displays364.5 Baro-aided receivers364.6 Setting the display374.7 Gross error crosschecks374.8 Adjustment to ETA384.9 Setup for the missed approach384.10Activating, arming or enabling the approach384.11Radar vectors & ATC procedures384.12Spatial orientation & situation awareness394.13Final approach404.14Monitoring the final descent414.14.12D approaches414.14.23D approaches414.15Missed approach procedures414.16Abnormal procedures42Part 5: Instructors’ guide445.1 Introduction445.2 Organising the training455.2.1 Instructors455.2.2 Training facilities455.2.3 Flight Training45Appendix 1: Recommended syllabus of training for RNAV (GNSS) approachoperations47Appendix 2: RNAV (GNSS) Approach checklistDecember 201454Page 3
CAP 773Part 1: Introduction to PBN and RNAV approach operationsAppendix 3: ATC operational procedures and RTF phraseology58Appendix 4: Sample RNAV (GNSS) approach chart60Appendix 5: GPS Technical Information Extract from CASA CAAP 179A-1(1)61December 2014Page 4
CAP 773Part 1: Introduction to PBN and RNAV approach operationsPart 1: Introduction to PBN and RNAV approachoperations1.1 IntroductionGlobal Navigation Satellite Systems (GNSS) have changed the face of navigationdramatically in recent years, in that they can give an accurate and instant readout ofposition almost anywhere in the world. At the time of writing, the most familiar GNSSsystem is the US Department of Defense Global Positioning System (GPS), and thisdocument is based on the use of GPS aviation receivers.GPS has already brought the opportunity for accurate Area Navigation (RNAV) within thebudget of most aircraft operators. The development of GNSS based instrumentapproaches has now also brought the requisite technology for RNAV approach operationsto light and private aircraft.RNAV brings with it many new techniques. As with any new technology, there is a naturaltransition from the experience and knowledge of the old, to the techniques of the new.During this time, the opportunities for error and misunderstanding are great and, for a timeat least, the new technology is likely to represent an increased risk of error before thebenefits of the system’s greater accuracy can be realised.This document contains information on training and operational use of GPS for the flying ofRNAV (GNSS) Approaches. Whilst, for the purposes of background, some information isgiven on the concept of Performance-Based Navigation (PBN) and RNAV, this documentfocuses mainly on the application, training and operational use of RNAV approachoperations. This document is intended as a guide to pilots and instructors of privatelyoperated, non-complex general aviation aircraft but much of the information may also be ofuse to other operators in the preparation of their own PBN training and operationsprogrammes.Further guidance on the wider use of GPS for VFR navigation in light aircraft is availablefrom the CAA in Safety Sense Leaflet 25 which may be printed or downloaded free ofcharge from the CAA website at www.caa.co.uk/safetysenseleaflet25December 2014Page 5
CAP 773Part 1: Introduction to PBN and RNAV approach operations1.2 BackgroundIFR operations depend upon a variety of navigation aids and techniques. A combination ofthese effectively provides the monitor and crosscheck necessary to capture both technicaland human error. Where a single technical facility becomes the primary steering reference(primary reference), in instrument meteorological conditions (IMC), situational awarenessand some form of crosscheck become critical to flight safety.1.3 Basic GPSFor the basic GPS signal in space, whilst there are monitors of the signal available to theaircraft, it is still possible for the satellites to give erroneous information and for receivers todisplay it. Once an anomaly has been detected, without access to or reception of thecorrecting (differential) signals, it can take up to several hours for the error to be removedor corrected by the GPS system itself. The GNSS receiver manufacturers have, therefore,developed systems, internal to some of their aircraft receivers, known as aircraft-basedaugmentation systems (ABAS), most of which now include some sort of integrity monitorsuch as Receiver Autonomous Integrity Monitor (RAIM) - see paragraph 3.2.2 below.The GPS constellation and the ground stations are controlled from Colorado, in the UnitedStates. The system has demonstrated exceptional reliability, but like all systems, it hassuffered technical and human failure. The satellite clocks are critical to the integrity of thesystem and are subject to regular intervention. Furthermore, the designs for receiversvary; particularly in the software that manages the satellite data for navigation. It is forthese reasons that GPS must be used with knowledge and caution when used as theprimary steering reference, for flight critical applications, such as instrument approach.1.4 More recent developmentsSatellite Based Augmentation System (SBAS)SBAS augments the core satellite constellation by providing ranging, integrity andcorrection information via geostationary satellites. This system comprises a network ofground reference stations that observe the satellites’ signals, and master stations thatprocess this observed data and generate SBAS messages for uplink to the geostationarysatellites which, in turn, broadcast the SBAS message to the users.Within Europe the SBAS is provided by the European Geostationary Navigation OverlayService (EGNOS). Many receivers are now available with a Vertical Navigation (VNAV)function using SBAS services.Other SBAS services provided or under development in other regions of the world include: Wide Area Augmentation System (WAAS)* in the USA. Multi-functional Satellite Augmentation System (MSAS) in Japan GPS Aided Geo Augmented Navigation (GAGAN) in IndiaDecember 2014Page 6
CAP 773Part 1: Introduction to PBN and RNAV approach operations System for Differential Corrections and Monitoring (SDCM) in Russia*The term ‘WAAS’ also tends to be used in a wider generic reference to SBAS serviceselsewhere in the world.These services are expected to be ‘interoperable’, meaning the receivers should interpretwhichever signal(s) they ‘see’ providing an apparently seamless operation from one areaof coverage to another.Further information on the status and performance of GPS may be obtained fromhttp://www.navcen.uscg.gov.1.5 References ICAO PBN Manual (Doc 9613) EASA AMC 20-27A EASA AMC 20-28 EASA Opinion Number 01/2005 on “The acceptance of navigation databasesuppliers dated 14th January 2005 TSO / ETSO C129A, C145A() and C146A() FAA AC 20-138() EASA AMC 20-5 EASA Part FCL CAA CAP 804 FAA AC 20-153 CAA Safety Sense Leaflet 25Note: Appendix 5 is an extract from Australian Civil Aviation Safety Authority (CASA) CivilAviation Advisory Publication CAAP 179A-(1) and is reproduced with the kind permissionof CASADecember 2014Page 7
CAP 773Part 1: Introduction to PBN and RNAV approach operations1.6 Acronym Glossary2DTwo Dimensional (Lateral Only)DMEDistance Measuring Equipment3DThree Dimensional (Lateral and Vertical)DOPDilution of PrecisionDRDear Reckoning (navigation)ABASAircraft Based Augmentation SystemDTKDesired TrackACAdvisory CircularEASAEuropean Aviation Safety AgencyACASAirborne Collision Avoidance SystemEFISElectronic Flight Instrument SystemEGNOSEuropean Geostationary NavigationADFAirborne Direction FinderAFMAircraft Flight ManualEPEEstimated Position ErrorAIPAeronautical Information PublicationEPUEstimated Position UncertaintyAIRACAeronautical Information Regulation AndESSPEuropean Satellite Services ProviderETAEstimated Time of ArrivalETSOEuropean Technical Standard OrderFAAFederal Aviation Authority (USA)FAFFinal Approach FixFASFinal Approach Segment (of approach)FATFinal Approach TrackFDFault DetectionFDEFault Detection and ExclusionFMCFlight Management ComputerFMSFlight Management SystemFNPTFlight Navigation Procedures TrainerFSTDFlight Simulation Training DeviceGAGANGPS-Aided Geo-Augmented NavigationControlAMCAcceptable Means of ComplianceANOAir Navigation OrderANPActual Navigation PerformanceANSPAir Navigation Service ProviderAPCHApproachAPVApproach with Vertical GuidanceATCAir Traffic ControlATMAir Traffic ManagementATSAir Traffic servicesBaro VNAVBarometric data derived VerticalNavigationB-RNAVBasic Area NavigationC/S(aircraft) radio Call SignCACourse Acquisition (code)CAACivil Aviation AuthorityCAAPCivil Aviation Advisory Publication (Aus)CAPCivil Air Publication (UK)CASACivil Aviation Safety AuthorityCCOContinuous Climb OperationsCDFAConstant Descent Final ApproachCDICourse Deviation IndicatorCDOContinuous Descent OperationsCDUControl Display Unit (in FMS)DA/HDecision Altitude / HeightDISDistanceDecember 2014Overlay Service(India)GDOPGeometric Dilution of PrecisionGLSGNSS Landing SystemGNSSGlobal Navigation Satellite SystemGPGlidepathGPSGlobal Positioning SystemGPWSGround Proximity Warning SystemGSGroundspeedHALHorizontal Alarm LimitHISHorizontal Situation IndicatorHULHorizontal Uncertainly LevelIAFInitial Approach FixICAOInternational Civil Aviation OrganisationPage 8
CAP 773Part 1: Introduction to PBN and RNAV approach operationsIFIntermediate FixPPSPrecise Positioning ServiceIFRinstrument Flight RulesP-RNAVPrecision Area NavigationILSInstrument Landing SystemRAIMReceiver Autonomous IntegrityIMCInstrument Meteorological ConditionsMonitoringRMIRadio Magnetic IndicatorINSInertial Navigation SystemRNAVArea NavigationIRInstrument RatingRNPRequired Navigation PerformanceIR(R)Instrument Rating (restricted) (UK only)RTFRadiotelephony (Phraseology)RVRRunway Visual RangeJAAJoint Aviation AuthoritiesSASelective AvailabilityLNAVLateral NavigationSARPSStandards and Recommended PracticesLoALetter of Acceptance (navigation data baseSBASSatellite-based Augmentation SystemSDCMSystem for Differential Corrections andpublication)LOCLocaliserLOILoss of integrityLPLocaliser PerformanceLPVLocaliser Performance with VerticalSDFStep-down FixGuidanceSIDStandard Instrument DepartureMAPMissed Approach ProcedureSOPStandard Operating ProceduresMAPtMissed Approach PointSPSStandard Positioning ServiceMDA/HMinimum Descent Altitude / HeightSRASurveillance Radar ApproachMFDMulti-function DisplaySTARStandard Instrument ArrivalMLSMicrowave Landing SystemTATransition AltitudeMSASMulti-functional Satellite AugmentationTAATerminal Approach AltitudeSystem (Japan)TAWSTerrain Awareness Warning SystemNANUNotices to Navstar UsersTCASTraffic Collision Avoidance SystemNATSNational Air Traffic Services (UK)TGLTemporary Guidance LeafletNDBNon Directional BeaconTSOTechnical Standard OrderNOTAMNotices to AirmenUSUnited StatesNPANon-precision ApproachVALVertical Alarm LimitNTFNouvelle Triangulation de France (1970)VFRVisual Flight RulesVGPVertical GlidepathOn-board Performance and Monitoring &VMCVisual Meteorological ConditionsAlertingVNAVVertical NavigationEASA Regulation 1178/2011 Annex 1 -VORVHF Omni-directional Range BeaconWAASWide Area Augmentation SystemWGS 84World Geodetic System (1984)XTKCross-track ErrorOPMAPart FCLFlight Crew Licensing (as amended)PBNPerformance Based NavigationPDOPPosition Dilution of PrecisionPICPilot in CommandPOHPilots' Operating HandbookDecember 2014Monitoring (Russia)Page 9
CAP 773Part 2: Performance-Based Navigation (PBN)Part 2: Performance-Based Navigation (PBN)2.1 What is PBN?PBN aims to ensure global standardisation of RNAV and RNP specifications and to limitthe proliferation of navigation specifications in use world-wide. It is a new concept basedon the use of RNAV systems. Significantly, it is a move from a limited statement ofrequired performance accuracy to the following:The International Civil Aviation Organisation (ICAO) PBN Manual (Doc 9613) definition is:Area navigation based on performance requirements for aircraft operating along an AirTraffic Services (ATS) route, on an instrument approach procedure or in a designatedairspace.Where:Airborne performance requirements are expressed in navigation specifications in terms ofaccuracy, integrity, continuity and functionality needed for the proposed operation in thecontext of a particular airspace concept. Within the airspace concept, the availability ofGNSS Signal-In-Space or that of some other applicable navigation infrastructure has to beconsidered in order to enable the navigation application.PBN is then described through means of RNAV and RNP applications with respectiveRNAV and RNP operations.PBN is one of several enablers of an airspace concept. The others are Communications,ATS Surveillance and Air Traffic Management (ATM). The PBN Concept is comprised ofthree components: The Navigation Specification, the Navaid Infrastructure and theNavigation Application.The Navigation Specification prescribes the performance requirements in terms ofaccuracy, integrity, continuity for proposed operations in a particular Airspace. TheNavigation Specification also describes how these performance requirements are to beachieved i.e., which navigation functionalities are required to achieve the prescribedperformance. Associated with the navigation specification are requirements related to pilotknowledge and training and operational approval. A Navigation Specification is either aRequired Navigation Performance (RNP) specification or an RNAV specification. An RNPspecification includes a requirement for On board Performance Monitoring and Alerting(OPMA) where the receiver provides an alert to the flight crew if the navigation position isin error, while an RNAV specification does not.The Navaid Infrastructure relates to ground- or space-based navigation aids that are calledup in each Navigation Specification. The availability of the navaid infrastructure has to beconsidered in order to enable the navigation application.December 2014Page 10
CAP 773Part 2: Performance-Based Navigation (PBN)The Navigation Application refers to the application of the Navigation Specification andNavaid Infrastructure in the context of an airspace concept to ATS routes and instrumentflight procedures.The Navigation Capability Graphic shown at the end of Part 2 depicts the overallNavigation Capability and the relationship between the navigation specifications definedwithin the ICAO PBN Concept.Note: Precision approach and landing systems such as the Instrument Landing System(ILS), Microwave Landing System (MLS) and GNSS Landing System (GLS) form part ofthe navigation suite, but are not included within the concept of PBN. Whilst GLS is basedon satellite navigation, it differs from PBN applications in that it is not based on areanavigation techniques2.2 The PBN manual (ICAO doc 9613)The PBN Manual comprises two Volumes. Volume I of the PBN Manual is made up of twoparts: Part A describes the PBN Concept, The Airspace Concept and how the PBNConcept is used in practice. Part B provides Implementation Guidance for Air NavigationService Providers (ANSP’s) in the form of three processes. Volume II of the PBN Manualis also made up of three parts. Part A describes on-board performance monitoring andalerting and Safety Assessments, whilst Parts B and C contain ICAO’s RNAV and RNPspecifications which are to be used by States as a basis for certification and operationalapproval.2.3 PBN in the UKEn-route and Terminal RNAV developments in the UK have been performance-drivensince their inception. Some of the impact of ICAO's PBN Concept on UK includes:The B-RNAV standard contained in European Aviation Safety Agency (EASA) AcceptableMeans of Compliance - AMC 20-4 is identical to the RNAV 5 specification in ICAO PBN.The term B-RNAV has been replaced by RNAV 5. RNAV 5 is now required for operationon all ATS routes in UK airspace.The P-RNAV standard is not identical to the ICAO RNAV 1 specification but may beviewed as a European Application of the RNAV 1 specification. The difference between PRNAV and RNAV1 centres on the allowable ground navigation aids and the PBN Manualidentifies additional requirements for obtaining RNAV 1 approval for an operator alreadyhaving approval against Joint Aviation Authorities (JAA) Temporary Guidance Leaflet(TGL) 10. In the UK the plan is to migrate from P-RNAV terminology to RNAV 1 asprocedures are introduced.Note: For the differences between P-RNAV and ICAO's RNAV 1 specification, see PBNManual Vol. II, Part B, Chapter 3, paragraph. 3.3.2.4.December 2014Page 11
CAP 773Part 2: Performance-Based Navigation (PBN)Approach operations in the UK are already RNP Approach compliant. All future UKnavigation developments will be aligned with ICAO's PBN Strategy2.4 TerminologyApproach applications based on GNSS are classified RNP Approach (RNP APCH) inaccordance with the PBN concept and include existing RNAV(GNSS) approachprocedures designed with a straight segment. The flight deck displays and charting willlikely retain the RNAV (GNSS) label for some time and until standardisation can beachieved, pilots should expect to use the terms RNP APCH and RNAV (GNSS)interchangeably. This document theref
1.3 Basic GPS 6 1.4 More recent developments 6 1.5 References 7 1.6 Acronym Glossary 8 Part 2: Performance-Based Navigation (PBN) 10 2.1 What is PBN? 10 2.2 The PBN manual (ICAO doc 9613) 11 2.3 PBN in the UK 11 2.4 Terminology 12 2.5 Benefits from PBN 12 2.6 What PBN can offer 12 2.7 Introduction to approach applications 13 2.7.1LNAV (Lateral Navigation) 13 2.7.2LP (Localiser Performance) 14 .
6 PBN NAS Navigation Strategy - 2016 DRAFT v1.6 navigation specifications include RNAV 1, RNAV 2, RNP 0.3, RNP 1, as well as RNAV (GPS) and RNAV (RNP) approaches. Figure 1 summarizes the major RNAV and RNP operations that are described in this strategy document and includes some operations for which specifications are in development.
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function using SBAS services. Other SBAS services provided or under development in other regions of the world include: Wide Area Augmentation System (WAAS)* in the USA. . Aviation Advisory Publication CAAP 179A-(1) and is reproduced with the kind permission of CASA. CAP 773 Part 1: Introduction to PBN and RNAV approach operations .
GSM/GPRS/GNSS HAT User Manual 1 / 32 GSM/GPRS/GNSS HAT User Manual OVERVIEW This is a handy, low power Raspberry Pi HAT which features multi communication functionalities: GSM, GPRS, GNSS and Blueto
CONTENTS xi 6.3.1 Basic Principles 466 6.3.2 GNSS-ROInstruments 472 6.3.3 GNSS-ROApplications 473 6.4 Global Navigation Satellite System-Reflectrometry 476 6.4.1 BasicPrinciples: GNSS-Ras aMultistatic Radar 478 6.4.2 GNSS-RParticularities 485 6.4.3 Thermal Noise, Speckle, and CoherenceTime 489 6.4.4 GNSS-RInstrume
analyzing dual frequency precise point positioning single or combined GNSS system (GPS, GLONASS, Galileo and BeiDou). Extra visual components and . focus of this study is the post-processing the GNSS data observations from each of the GNSS constellation (GPS, GLONASS, BeiDou, and Galileo). In addition,
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