An aircraft is following a defined rnp 2 route and approaching a waypoint where ? [ Exam pilot ]

Question 201-1 : Fixed radius transition frt fly over waypoint radius to fix rf path terminator fly by waypoint

exemple 301 Fixed radius transition (frt) — Refer to figure . icao doc 9613 . 5 2 fixed radius paths.5 2 1 fixed radius paths frp the frps take two forms one is the radius to fix rf leg type the rf leg is one of the leg types described that should be used when there is a requirement for a specific curved path radius in a terminal or approach procedure the rf leg is defined by radius arc length and fix rnp systems supporting this leg type provide the same ability to conform to the track keeping accuracy during the turn as in the straight line segments .note — bank angle limits for different aircraft types and winds aloft are taken into account in procedure design .5 2 2 the other form of the frp is intended to be used with en route procedures due to the technicalities of how the procedure data are defined it falls upon the rnp system to create the fixed radius turn also called a fixed radius transition or frt between two route segments see figure i a a1 5 .5 2 3 these turns have two possible radii 22 5 nm for high altitude routes above fl 195 and 15 nm for low altitude routes using such path elements in an rnav ats route enables improvement in airspace usage through closely spaced parallel routes Fixed radius transition (frt)

The pbn concept specifies that aircraft rnav and rnp system performance ?

Question 201-2 : Accuracy integrity and continuity the navigation equipment integrity and functionality the procedures accuracy and integrity the procedures accuracy and redundancy

exemple 305 Accuracy, integrity and continuity. — Icao doc 9613 . performance based navigation pbn the pbn concept specifies that aircraft rnav system performance requirements be defined in terms of the accuracy integrity availability continuity and functionality which are needed for the proposed operations in the context of a particular airspace concept Accuracy, integrity and continuity.

When flying an rf leg without autopilot the flight director must be used for ?

Question 201-3 : The rf leg is based on fixed radius turn with guidance calculated by the aircraft’s rnav system the flight director will give a visual and audible alert if the actual navigation performance exceeds the rnp during the rf leg the rnp system uploads the rf procedure to the fac which then provides guidance via the flight director the flight director displays guidance based on the information received from ground based transmitters

exemple 309 The rf leg is based on fixed radius turn with guidance calculated by the aircraft’s rnav system. — The rf leg is defined by radius arc length and fix rnp systems supporting this leg type provide the same ability to conform to the track keeping accuracy during the turn as in the straight line segments .rnp procedures with rf legs require the use of an autopilot or flight director with at least roll steering capability that is driven by the rnp system the autopilot/flight director must operate with suitable accuracy to track the lateral and as appropriate vertical paths required by a specific rnp procedure .the rnav system calculated the flight path and sends guidance information to the autopilot or to the flight director fd no audio or visual alerts are provided for non compliance with fd commands The rf leg is based on fixed radius turn with guidance calculated by the aircraft’s rnav system.

Why is it necessary for both pilots and air traffic controllers to be aware of ?

Question 201-4 : To be confident that the aircraft is capable of navigating with the appropriate accuracy to ensure adherence to procedures and separation it ensures that both pilots and air traffic controllers are confident that the aircraft will follow published tracks also in the event of systems downgrade to be confident that all aircraft follow the same path and follow the same turn radius giving the same predictable track keeping performance it ensures that all aircraft entering are capable of following the procedures and therefore reduces workload by eliminating the need for monitoring

exemple 313 To be confident that the aircraft is capable of navigating with the appropriate accuracy to ensure adherence to procedures and separation. — Requirements for navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner this is to ensure that the flight crew and the air traffic controllers atcs are aware of the on board rnav system capabilities in order to determine if the performance of the rnav system is appropriate for the specific airspace requirements To be confident that the aircraft is capable of navigating with the appropriate accuracy to ensure adherence to procedures and separation.

Icao doc 9613 defines the concept of pbn and its components these components ?

Question 201-5 : Navigation specifications navigation applications navaid applications navaid infrastructures

exemple 317 Navigation specifications. — 062 07 02 03 05 state that rnav 2 and rnp 2 are also used as navigation specifications navigation specification a set of aircraft and aircrew requirements needed to support performance based navigation operations within a defined airspace there are two kinds of navigation specification rnav specification a navigation specification based on area navigation that does not include the requirement for on board performance monitoring and alerting designated by the prefix rnav e g rnav 5 rnav 1 rnp specification a navigation specification based on area navigation that includes the requirement for on board performance monitoring and alerting designated by the prefix rnp e g rnp 4 rnp apch note the performance based navigation manual doc 9613 volume ii contains detailed guidance on navigation specifications Navigation specifications.

Consider rnav and rnp system functions an offset flight path’’ is ?

Question 201-6 : A lateral offset from a defined route which is specified in increments of 1 nm up to 20 nm a variable lateral offset from a defined route that can be applied for the entire length of the route including the approach procedure a lateral offset from a defined route and the offset must be intercepted at an angle of 45 degrees or more a parallel path that is offset only to the left of the original active route

exemple 321 A lateral offset from a defined route, which is specified in increments of 1 nm up to 20 nm. — Refer to figure . icao doc 9613 . 5 5 offset flight pathrnav and rnp systems may provide the capability for the flight crew to specify a lateral offset from a defined route generally lateral offsets can be specified in increments of 1 nm up to 20 nm when a lateral offset is activated in the rnav or rnp system the aircraft will leave the defined route and typically intercept the offset at an angle of 45 degrees or less when the offset is cancelled the aircraft returns to the defined route in a similar manner such offsets can be used both strategically i e fixed offset for the length of the route or tactically i e temporarily most rnav and rnp systems automatically cancel offsets in the terminal area or at the beginning of an approach procedure at an rnav hold or during course changes of 90 degrees or greater the amount of variability in these types of rnav operations should be considered as operational implementation proceeds see figure i a a1 8 A lateral offset from a defined route, which is specified in increments of 1 nm up to 20 nm.

Icao doc 9613 defines a set of navigation specifications for different airspace ?

Question 201-7 : The en route phase of flight in oceanic/remote and continental areas arrival approach except for the final approach and departure phases of flight en route arrival and departure phases of flight arrival approach and departure phases of flight

exemple 325 The en-route phase of flight in oceanic/remote and continental areas. — 062 07 02 03 06 state that rnp 2 is used in the en route and oceanic/remote phases of flight navigation specifications rnav and rnp specifications rnav 10 rnp 10 and rnp 4 for oceanic and remote continental navigation applications rnav 1 and rnp 1 for arrival and departure phases of flight rnav 2 for en route continental arrival and departure phases of flight rnp 2 for en route continental and oceanic/remote phases of flight rnav 5 for en route flight phases rnp apch for approach phase of flight rnp 0 3 for various phases of flight except for oceanic/remote and final approach primarily for helicopter .note even though the learning objective does not specifically say 'en route continental' it can be assumed as it mentions 'en route' and 'oceanic/remote' which means it covers all the different en route phases of flight it is a badly written and potentially misleading learning objective but you can see in the table above that rnp 2 covers both the different en route types The en-route phase of flight in oceanic/remote and continental areas.

In the context of pbn operations what is navigation system error nse ?

Question 201-8 : It refers to the difference between the aircraft’s estimated position and its actual position nse occurs when the path defined in the rnav system does not correspond to the desired path that is the path expected to be flown over the ground nse is part of the total system error which relates to the air crew or autopilot’s ability to follow the defined path or track including any display error it is a system error that relates specifically to longitudinal accuracy

exemple 329 It refers to the difference between the aircraft’s estimated position and its actual position. — Performance based navigation pbn .the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse .. . path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground rnav system is unable to accurately define the desired path path definition error pde is constrained through database integrity and functional requirements on the defined path and is considered negligible . . . flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error on board performance monitoring and alerting of flight technical error fte is managed by on board systems i e autopilot or crew procedures i e sops . . . navigation system error nse refers to the difference between the aircraft’s estimated position and actual position it is the error in the accuracy in determining actual aircraft coordinates It refers to the difference between the aircraft’s estimated position and its actual position.

The performance based navigation pbn concept expresses performance requirements ?

Question 201-9 : Integrity availability accuracy continuity

exemple 333 Integrity. — Continuity the capability of the system to perform its function without unscheduled interruptions during the intended operation .integrity a measure of the trust that can be placed in the correctness of the information supplied by the total system integrity includes the ability of a system to provide timely and valid alerts to the user .availability the percentage of time annually during which the system is available for use Integrity.

Consider pbn operations what is one advantage of navigating using computed data ?

Question 201-10 : Check the validity and in some cases consistency of sensor data before use provide 3d navigation for the whole route give a more accurate position regardless of the sensor data that is being used only use data from one sensor for navigation

exemple 337 Check the validity and in some cases consistency of sensor data before use. — Conventional radio navigation is based on raw data pbn requires an integrated or computed navigation solution that is not sensor specific the navigation solution being derived from information from multiple sensors the advantage is the reduced requirement of maintaining sensor specific routes and the additional operational costs new routes and airspace operations also do not need installation of new sensors reducing costs and making airspaces much more efficient .the rnav system will confirm the validity of the individual sensor data and in most systems will also confirm the consistency of the various sets of data before they are used Check the validity and in some cases consistency of sensor data before use.

3d approach operations are very common nowadays which of the following options ?

Question 201-11 : 1 2 3 5 and 6 2 3 4 5 and 6 only 1 5 and 6 1 3 4 and 6

exemple 341 1, 2, 3, 5 and 6 — ‘three dimensional 3d instrument approach operation’ means an instrument approach operation using both lateral and vertical navigation guidance .1 rnp apch gnss and baro vnav uses gnss for lateral guidance and baro vnav for vertical guidance .2 gls stands for gbas ground based augmentation system landing system gbas is used to improve gps receiver position and intends to provide an alternative to ils the improved gps position provides both lateral and vertical guidance and it is regarded as a precision approach .3 par stands for precision approach radar it uses primary radar equipment to determine information of aircraft that includes distance to touch down deviation from runway centreline and glide path these data are used to aid the aircraft in the approach till touchdown therefore it is a 3d approach since both later and vertical guidance are present not to be confused with surveillance radar approach which also uses primary radar equipment but only provides lateral guidance .4 rnp 1 is a navigation specification that requires aircraft to maintain lateral total system error within 1 nm for at least 95% of the flight time it is not an approach at all not to be confused with rnp aprch which includes gnss for lnav minimum gnss + baro vnav for lnav/vnav minimum and gnss augmented by sbas .5 ils stands for instrument landing system it uses localiser for lateral guidance and glideslope and vertical guidance .6 rnp apch sbas are approaches based on gnss positioning augmented by sbas not to be confused with gbas if it is down to lp minima it is 2d approach if it is down to lpv minima it is 3d approach since all choices include this option it should be referring to the lpv minima .. combining all the information above all the options available are 3d approaches except rnp 1 therefore the correct answer is 1 2 3 5 and 6 1, 2, 3, 5 and 6

Why is strict adherence to flight director guidance important when manually ?

Question 201-12 : Is required to provide the necessary level of guidance and precision during the turn must be used in place of the autopilot as it provides more precise guidance provides guidance based on a fixed radius calculated with current tas and bank angle allows the pilot to cross check the dme arc guidance along the rf procedure

exemple 345 Is required to provide the necessary level of guidance and precision during the turn. — Refer to figure . radius to fix legs rf legs pbn components . in pbn performance based navigation systems use various specific components pbn components to create routings some of these routings have to be curved rather than being from fix to fix these are called fixed radius paths frps of which there are two types radius to fix legs rf for terminal/approach procedures and fixed radius transitions frts for en route legs this question refers to the former of these two rf legs during any pbn procedure the actual navigational performance has to be kept smaller and therefore more accurate than the required navigational performance this is usually accomplished better when flown with autopilot engaged as it can provide very precise control inputs to maintain the correct track but without autopilot engaged flight directors are the next best thing to provide the necessary guidance during the turning manoeuvres note the answer which refers to the current tas and bank angle is referring to different pbn components which are know as fly by and fly over turns but are not fixed radius Is required to provide the necessary level of guidance and precision during the turn.

In pbn operations rnav 2 can be used for which of these phases of flight ?

Question 201-13 : En route continental arrival and departure en route oceanic en route continental and approach arrival departure and approach en route remote intermediate approach and final approach

exemple 349 En-route continental, arrival, and departure. — Refer to figure . the above annex gives the usage for different levels of rnav and rnp systems where different systems can give different navigational accuracies which are required for different stages of flight En-route continental, arrival, and departure.

A pilot is planning to conduct a flight under the specifications of pbn an rnp ?

Question 201-14 : Certified for the purpose from a barometric altimeter from a radio altimeter from an ils or mls glide slope

exemple 353 Certified for the purpose. — Learning objective 062 07 05 05 04 state that an rnp apch to lnav/vnav minima may only be conducted with vertical guidance certified for the purpose .rnp approach rnp apch lnav/vnav incorporates lnav lateral with vertical path guidance for systems and operators capable of either barometric or sbas vertical pilots are required to use sbas to fly to the lpv or lp minima rf turn capability is optional in rnp apch eligibility Certified for the purpose.

In order to navigate an aircraft under the specifications of pbn the pilot must ?

Question 201-15 : Is valid for the current airac cycle is updated by notams via acars contains an up to date wgs 84 model contains the latest gps navigation message

exemple 357 Is valid for the current airac cycle. — One of the most important requirements of rnav/rnp is that the data being used is up to date indeed every pbn navigation specification requires that the navigational database is up to date . operationally significant changes are revised on a fixed cycle known as the airac aeronautical information regulation and control cycle every 28 days changes are published well in advance so that users of aeronautical data can update their databases the pbn navigation database must be valid for the current airac cycle meaning that if a new airac cycle is published every 28 days the pbn cycle must also be updated every 28 days Is valid for the current airac cycle.

The icao pbn manual doc 9613 defines a set of navigation specifications for ?

Question 201-16 : Approaches that require a specific authorisation to fly en route and approach segments requiring augmented navigation capability en route segments requiring augmented navigation capability a route or part of a route that is airway regulated

exemple 361 Approaches that require a specific authorisation to fly. — Rnp specifications.the international civil aviation organization’s icao pbn manual identifies seven navigation specifications under the rnp family rnp4 rnp2 rnp1 advanced rnp rnp apch rnp ar apch and rnp 0 3 .. rnp 4 is for oceanic and remote continental navigation applications . rnp 2 is for en route oceanic remote and en route continental navigation applications . rnp 1 is for arrival and initial intermediate and missed approach as well as departure navigation applications . advanced rnp is for navigation in all phases of flight . rnp apch and rnp ar authorisation required apch are for navigation applications during the approach phase of flight . rnp 0 3 is for the en route continental the arrival the departure and the approach excluding final approach phases of flight and is specific to helicopter operations..note rnp ar approaches are expected to cover those cases where the procedure design limitations of rnp approaches do not allow to replace visual and circle to land procedures Approaches that require a specific authorisation to fly.

Which of the following navigation aspects are related to the rnp specification ?

Question 201-17 : Lateral navigation lateral and vertical navigation vertical navigation full 3d navigation

exemple 365 Lateral navigation — Learning objective 062 07 01 03 01 state that in oceanic/remote en route and terminal phases of flight pbn is limited to operations with linear lateral performance requirements and time constraints .this learning objective looks to have been taken directly from icao doc 9613 the pbn manual which states this in a very similar wording it is important to note that vertical guidance is not technically a part of 'pbn' even in the approach phase Lateral navigation

You are flying in imc at night above the 73°north latitude because of the high ?

Question 201-18 : The temperature has fallen below 8°c invalidating the indicated altitudes of the current barometric vnav setup atc has detected interference from the glide slope signals of the parallel runway the gbas signal has been lost loss of the gnss signal because of the low satellite elevations above the horizon

exemple 369 The temperature has fallen below -8°c, invalidating the indicated altitudes of the current barometric vnav setup. — 062 07 05 05 05 los explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated .lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude .these 3d approaches conducted in the vertical plane based on barometric reference require certification of altimeters with adequate accuracy to enable completion of the approach barometric descents are prone to effects of the atmospheric parameters affecting altimetry .. it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach . temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state ‘uncompensated baro vnav not authorised below x°c’ in this case that limit is 8°c and it is very likely that this is what caused atc to call for a go around as the oat was only 2°c warmer during the last atis The temperature has fallen below -8°c, invalidating the indicated altitudes of the current barometric vnav setup.

An aircraft is being flown under the specifications of rnp using a suitable ?

Question 201-19 : Rnp 1 to rnp apch rnav 10 to rnp 1 rnp ar to rnp apch rnav 5 to rnav 1

exemple 373 Rnp 1 to rnp apch. — Refer to figure . available rnp specifications for the terminal arrival phase of flight designated apr on the annex above are rnp 1 advanced rnp or rnp 0 3 as advanced rnp actually covers multiple specifications so is not the answer here rnp 0 3 is used for heliocpter operations therefore rnp 1 is the correct specification to use in the terminal arrival phase of flight with this the required navigational performance rnp is 1 nm laterally and longitudinally and must be kept within this at least 95% of the time when the aircraft enters the approach phase the aircraft area navigation system must switch from rnp 1 to rnp apch unless it is specified as an ar authorisation required approach again advanced rnp is not part of this question as it is a type of multi specification that would not need to switch between arrival and approach looking at the annex above we can see which rnav/rnp specifications can be used in what type of airspace and the navigational performance that they require Rnp 1 to rnp apch.

You are established on a 10 nm parallel track to your airway what will happen ?

Question 201-20 : The rnav system will discontinue the offset the aircraft will return to the defined route lnav will disengage and control wheel steering mode will engage the rnav system will command a holding

exemple 377 The rnav system will discontinue the offset. — Refer to figure .icao doc 9613.5 5 offset flight path .rnav systems may provide the capability for the flight crew to specify a lateral offset from a defined route generally lateral offsets can be specified in increments of 1 nm up to 20 nm when a lateral offset is activated in the rnav system the rnav aircraft will depart the defined route and typically intercept the offset at a 45 degree or less angle when the offset is cancelled the aircraft returns to the defined route in a similar manner such offsets can be used both strategically i e fixed offset for the length of the route or tactically i e temporarily most rnav systems discontinue offsets in the terminal area or at the beginning of an approach procedure at an rnav hold or during course changes of 90 degrees or greater the amount of variability in these types of rnav operations should be considered as operational implementation proceeds see figure i a a1 8 The rnav system will discontinue the offset.

A flight management system fms can provide an estimated position error epe that ?

Question 201-21 : A measure of the reasonableness and accuracy of the given flight management position by applying a specific set of rules to the available navigation inputs a sum of all the navigational errors accumulated over time that may be used as a measure of the performance of the navigation system after a flight an average of the navigation errors computed by two or more fmss when compared against each other and subsequently applied as a correction to improve position accuracy a measure of the accuracy of the flight management system for navigation and is demonstrated during initial certification of the aircraft

exemple 381 A measure of the reasonableness and accuracy of the given flight management position by applying a specific set of rules to the available navigation inputs. — Refer to figure . learning objective 062 07 04 02 03 state that dependent on the navigation sensor the estimated position error epe is compared with the required navigation specification . learning objective 062 07 04 02 04 explain how a navigation system assesses the epe paraphrased from icao doc 9613 pbn manual . the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground . 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error . 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position the navigation accuracy of the whole system depends on the tse an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system usually produces something called the anp actual navigation performance or epe estimated position error which alerts the pilots also if this becomes less accurate than the required position the flight management system fms has an algorithm for calculating and making reasonable guesses and assumptions as to the amount of pde nse and fte at any time and therefore can give us our actual accuracy readout A measure of the reasonableness and accuracy of the given flight management position by applying a specific set of rules to the available navigation inputs.

During the final approach segment of an rnp apch using sbas augmentation the ?

Question 201-22 : An alert within six seconds a warning within ten seconds guidance to the missed approach a reversion to a conventional approach

exemple 385 An alert within six seconds. — Learning objective 062 06 02 02 09 explain that integrity and safety are improved by alerting sbas users within 6 seconds if a gps malfunction occurs ..icao doc 9613 pbn manual .5 3 3 1 5 1 2 after sequencing the fap and during operations on the fas of an rnp apch operation down to lp or lpv minima .a the aircraft navigation equipment shall provide an alert within 6 seconds if the sis errors causing a lateral position error are greater than 40 m with a probability of 1 2 10 7 in any approach annex 10 volume i table 3 7 2 4 1 and.b the aircraft navigation equipment shall provide an alert within 6 seconds if the sis errors causing a vertical position error is greater than 50 m or 35 m for lpv minima down to 200 ft with a probability of 1 2 10 7 in any approach annex 10 volume i table 3 7 2 4 1 ..satellite based augmentation systems sbas .sbas uses the idea of differential gps dgps and spreads it over a much wider area than gbas can do the geosynchronous orbits of the sbas satellites mean that they stay over the same place on the earth all the time and can increase signal availability accuracy and integrity over a wide area .in particular for this question integrity is enhanced by the sbas network of ground antennas quickly detecting satellite signal errors and sending alerts to receivers that they should not track the failed satellite the usual integrity of the navstar/gps system for example is up to 3 hours before an alert will be sent out but with sbas used the alerting time is just 6 seconds making it acceptable for an approach .it is not just a failed satellite which is alerted but if the gnss signals become out of limits this is also a loss of integrity and would be alerted within the same 6 seconds .sbas can be used to make aircraft gnss systems far more accurate on approaches to allow for lower minimums on instrument approaches using this system they are able to give vertical guidance on approaches also similar to the role of baro vnav on lnav/vnav approaches sbas systems are even better than baro vnav and can make the gnss signal acceptable for lpv approaches localiser performance with vertical guidance which have decision heights as low as 200ft An alert within six seconds.

An operator operates multiple of the same type of aircraft however some of the ?

Question 201-23 : Fms requires an additional final approach segment fas data block function to fly lpv minima fms requires a localiser and glideslope input from the ils receiver in order to achieve ils performance ils receiver does not include the enhanced localiser and glideslope function for cat iii operations ils sbas and/or gbas signals are not integrated to achieve a similar performance standard

exemple 389 Fms requires an additional final approach segment (fas) data block function to fly lpv minima. — Refer to figure .learning objective 062 07 05 05 09 state that rnp apch to lpv minima requires a final approach segment fas data block .an lpv approach is a type of rnp approach that is named after its 'localiser performance with vertical guidance' meaning that the final approach segment gets gradually smaller towards the runway the same as a localiser on an ils this type of approach also gives very precise vertical guidance through the use of sbas augmentation such as egnos in europe the complexity of the final approach segment means that an additional data block will be required to define the limits of the approach path fas data block is a standard data format to describe the final approach path .lpv approaches are very precise and can therefore go down to minimums as low as 200 ft the same as a cat i ils .it is important to note that an lpv approach does not require any ils input so the other three possible answers are immediately wrong Fms requires an additional final approach segment (fas) data block function to fly lpv minima.

When conducting an rnp apch to lnav/vnav minima an aircraft's lateral guidance ?

Question 201-24 : Sbas or baro vnav gbas or sbas rad alt or baro vnav gbas or rad alt

exemple 393 Sbas or baro-vnav. — Refer to figure . prior to pbn performance based navigation and the excellent accuracy and integrity of gnss systems that we have today there were 2 types of approach those with vertical guidance precision approaches and those without non precision approaches when pbn approaches initially were certified they were simply lnav lateral navigation and were a non precision 2 dimensional 2d approach lnav approaches still exist and are widely used however now the technology is now good enough to give vertical guidance also and now exist 2 more categories of approach lnav/vnav lateral and vertical navigation and lpv localiser performance with vertical guidance these are known as apv approaches approaches with vertical guidance and are 3d approaches that sit in between non precision and precision approaches lnav/vnav uses at least a barometric vnav system to give vertical guidance on the approach and is a 3 dimensional 3d approach with lower minimums than lnav only lpv minimums are even lower still as low as 200ft ils cat i due to the narrowing effect of the allowed track like a localiser and the incredibly accurate position data and integrity gained by using sbas augmentation you can of course use a better system for one of the less stringent approaches such as using sbas for an approach to lnav/vnav minima as is being asked in this question more recently lnav lnav/vnav and lpv approaches are all the same type rnp apch they just operate to different minima depending on which system is being used commonly confused is the gbas landing system gls which is actually not a form of rnp apch and is a seperate type of precision approach that just happens to use ground based augmentation on gnss signals a localised version of sbas Sbas or baro-vnav.

In the pbn concept which of the following factors are used to define aircraft ?

Question 201-25 : 1 3 and 5 2 3 and 5 2 3 and 4 1 2 and 3

exemple 397 1, 3, and 5. — Refer to figure . learning objective 062 07 01 01 01 list the factors used to define area navigation rnav or required navigation performance rnp system performance requirements accuracy integrity and continuity each rnav and rnp specification has a different job for example rnp 4 is used mostly for oceanic and remote continental operations so needs good availability/continuity but not so much accuracy or integrity just enough to get by rnp apch on the other hand requires high accuracy and good integrity but not as much availability/continuity as it is only used over a small area which often have good access to navigational aids and gnss there are of course quantified amounts of each but we only see the accuracy in the number of nautical miles accuracy they must maintain the number after the rnav or rnp to find out the others you have to read up on the specification 1, 3, and 5.

Which term refers to the difference between the aircraft's estimated position ?

Question 201-26 : Navigation system error nse estimated position error epe path definition error pde flight technical error fte

exemple 401 Navigation system error (nse) — Refer to figure .paraphrased from icao doc 9613 pbn manual .the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse .1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground .2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error .3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position .the navigation accuracy of the whole system depends on the tse .an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system usually produces something called the anp actual navigation performance or epe estimated position error which alerts the pilots also if this becomes less accurate than the required accuracy Navigation system error (nse)

Which of the following statements is correct with regards to the scope of the ?

Question 201-27 : In the approach phases of flight pbn accommodates both linear and angular laterally guided operations for oceanic/remote en route and terminal phases of flight pbn accommodates both linear and angular laterally guided operations for oceanic/remote en route and terminal phases of flight pbn is limited to operations with angular laterally guided operations in the approach phases of flight pbn is limited to operations with guidance to fly the ils procedure

exemple 405 In the approach phases of flight, pbn accommodates both linear and angular laterally guided operations. — Refer to figure . learning objective 062 07 01 03 01 state that in oceanic/remote en route and terminal phases of flight pbn is limited to operations with linear lateral performance requirements and time constraints . learning objective 062 07 01 03 02 state that in the approach phases of flight pbn accommodates both linear and angular laterally guided operations and explain the difference between the two icao doc 9613 . 1 1 4 scope of performance based navigation . 1 1 4 1 lateral performancefor oceanic/remote en route and terminal phases of flight pbn is limited to operations with linear lateral performance requirements and time constraints due to legacy reasons associated with the previous rnp concept in the approach phases of flight pbn accommodates both linear and angular laterally guided operations the guidance to fly the ils/mls/gls procedure is not provided by the rnp system consequently ils/mls/gls precision approach and landing operations are not included in this manual the difference between lnav/vnav and lpv approaches is a good way to see this as lnav/vnav approaches are based on linear lateral guidance but lpv approaches have an angular lateral guidance to act the same as an ils localiser shown in the annex above In the approach phases of flight, pbn accommodates both linear and angular laterally guided operations.

An aeroplane is following a terminal procedure requiring the use of rnp 1 the ?

Question 201-28 : The navigation accuracy is less than required accuracy of +/ 1 nm some gnss signals have been lost and raim is no longer available the aeroplane is outside the coverage of navigation aids the fms position is now based on the irs position alone epe may be less than 1 nm

exemple 409 The navigation accuracy is less than required accuracy of +/- 1 nm. — Refer to figure . the navigation accuracy of the whole system depends on the total system error tse which is made up of 3 seperate errors path definition error pde flight technical error fte and navigation system error nse an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system will produce something called the anp actual navigation performance or epe estimated position error which then alerts the pilots also if this becomes less accurate than the required accuracy in this question rnp 1 is the required specification so the system needs to be more accurate therefore a smaller number than +/ 1 nm at least 95% of the time and the performance monitoring and alerting will make the pilots aware whenever this is not achieved the message that is shown on the screen in this question is a shortened version of 'navigational accuracy downgraded' The navigation accuracy is less than required accuracy of +/- 1 nm.

Within the pbn concept how can 'accuracy' be defined ?

Question 201-29 : A comparison between the required position and the true position being in compliance with the reference ellipsoid wgs 95 having total system error that is expected to be achieved at least 50% of the time being within 1 nm laterally and within 200 ft vertically of the required position

exemple 413 A comparison between the required position and the true position. — Refer to figure .learning objective 062 07 01 01 04 define accuracy as the conformance of the true position and the required position .accuracy is often referred to as the tse total system error which is defined exactly as in the learning objective above the tse is made up of 3 different errors .1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground .2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error .3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . .together they make up the total distance between where we are required to be and where we actually are A comparison between the required position and the true position.

Within pbn operations what is the make up of the 'total system error' tse .pde ?

Question 201-30 : Pde + fte + nse pde + fte / nse pde x fte x nse pde + fte nse

exemple 417 Pde + fte + nse — Refer to figure . .learning objective 062 07 04 01 04 define ‘total system error’ tse and state that the geometric sum of the pde fte and nse equals the tse ..paraphrased from icao doc 9613 pbn manual . .the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse . 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground . 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error . 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . . .the navigation accuracy of the whole system depends on the tse ..technically there are some complex mathematical algorithms at work calculating the tse from the 3 components but it is effectively a mathematical addition of the 3 components with a thought given to the statistical accuracy of each this is why icao produce the annex above which shows the tse as the addition of pde fte and nse .more information can be found in icao doc 9613 pbn manual page ii a 2 1 but will most likely be above the level of the syllabus Pde + fte + nse

Within the performance based navigation concept rnp requires on board ?

Question 201-31 : The fms will use several sources of navigation information and depending on their expected accuracy create a comparison between these position data and the fms position the inertial reference system irs provides the ultimate reference for the aircraft's position the position determined by radio navigation will be a measure of the error of the fms position this process requires at least two independent fmss in order for them to compare each other’s position thereby calculating a correction to be applied to the fms positions aircraft with a single fms will compare the fm position with the irs position and will use the difference if any to calculate a bias that is applied to the fms position to improve its accuracy

exemple 421 The fms will use several sources of navigation information and, depending on their expected accuracy, create a comparison between these position data and the fms position. — Learning objective 062 07 04 02 04 explain how a navigation system assesses the epe . learning objective 062 07 04 02 06 state that on board performance monitoring and alerting of path definition error is managed by gross reasonableness checks of navigation data refer to figure . paraphrased from icao doc 9613 pbn manual . the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse . . 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground . 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error . 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position . . the navigation accuracy of the whole system depends on the tse . . an rnp system requires on board performance monitoring and alerting which includes the system making a judgement about the potential errors at any one time some errors are easier to judge than others and the system usually produces something called the anp actual navigation performance or epe estimated position error and alerts the pilots also if this becomes less accurate than the required position accuracy the epe is calculated through quite a complex process of measuring other navigational data using anticipated inaccuracies for that section of routing any expected gnss and irs errors for that point in flight statistically it works very well to tell us when we are outside of the required navigational performance rnp for more than the acceptable 5% window we must be within the rnp for 95% of the time it is important to note that no singular navigational aid is perfect so there is no 'ultimate reference' and multiple have to be checked for the epe to be calculated effectively The fms will use several sources of navigation information and, depending on their expected accuracy, create a comparison between these position data and the fms position.

Icao doc 9613 pbn manual defines a set of navigation specifications applicable ?

Question 201-32 : Rnav 10 / rnp 10 and rnp 4 only rnp 4 and rnp 1 only rnav 10 / rnp 10 only rnp 1 only

exemple 425 Rnav 10 / rnp 10 and rnp 4 only — Refer to figure .learning objective 062 07 02 03 03 state that rnav 10 and rnp 4 are used in the oceanic/remote phase of flight .the international civil aviation organization’s icao pbn manual identifies seven navigation specifications under the rnp family rnp4 rnp2 rnp1 advanced rnp rnp apch rnp ar apch and rnp 0 3 there is a further list for the 4 rnav set of specifications which are more outdated now they are rnav 10 rnp 10 rnav 5 rnav 2 and rnav1 all their various airspace applications are given in the annex above .as nat hla north atlantic high level airspace is oceanic then rnav/rnp 10 and rnp 4 will be the required specifications .note rnav 10 and rnp 10 are the same specification rnav 10 is the name that should be used because it does not have on board performance monitoring and alerting but in the past some countries have begun using rnp 10 as the designation which technically is not correct it is considered a waste of resources to change the name only so icao accept the designation rnp 10 also Rnav 10 / rnp 10 and rnp 4 only

Within the pbn concept what is the flight technical error ?

Question 201-33 : It is part of the total system error which relates to the air crew or autopilot's ability to follow the defined path or track including any display error fte is the difference between the aircraft's estimated position and its actual position it is a system error that relates to longitudinal accuracy fte occurs when the path defined in the rnav system does not correspond to the desired path that is the path expected to be flown over the ground

Refer to figure . learning objective 062 07 04 01 02 define ‘flight technical error’ fte and state that the fte is the error in following the prescribed path either by the auto flight system or by the pilot paraphrased from icao doc 9613 pbn manual . the inability to achieve the required lateral navigation accuracy may be due to navigation errors related to aircraft tracking and positioning the three main errors in the context of on board performance monitoring and alerting are path definition error pde flight technical error fte and navigation system error nse as shown in figure ii a 2 1 these errors are combined in a mathematical way to form the total system error tse 1 path definition error pde occurs when the path defined in the rnav system does not correspond to the desired path i e the path expected to be flown over the ground 2 flight technical error fte relates to the air crew or autopilot’s ability to follow the defined path or track including any display error e g course deviation indicator cdi centring error 3 navigation system error nse refers to the difference between the aircraft’s estimated position and actual position the navigation accuracy of the whole system depends on the tse

A pilot is planning to fly an rnp 1 star standard terminal arrival but notices ?

Question 201-34 : Not fly the planned procedure and must request an alternative star create a waypoint based on the known latitude and longitude of the missing waypoint create a waypoint based on a radial and distance from a nearby vor dme station fly the star provided there are no gaps in the coding of the arrival

exemple 433 Not fly the planned procedure and must request an alternative star. — Refer to figure . .the annex above contains the relevant learning objectives los for this question with the main lo being the last one 062 07 05 03 03 .these learning objectives dictate that as rnp 1 amongst others procedures are so important to program and fly accurately it is not allowed for pilots to add their own waypoints into the fms to replace any waypoints that are incorrectly formatted or missing within the database the navigation database has to be approved by the relevant authorities and any additions to it by pilots would not be approved as such and could therefore be unsafe or could mask another issue within the procedure or the database .the fms procedure loaded directly from the database must be exactly the same as the charted procedure or it cannot be flown Not fly the planned procedure and must request an alternative star.

Within the pbn concept 'availability' is a measure of the ability of the system ?

Question 201-35 : The percentage of time during which the system is to be used for navigation during which reliable navigation information is presented the ability of a system to provide timely warnings to users when the system should not be used for navigation the capability of the total system comprising all elements necessary to maintain aircraft position within the defined airspace to perform its function without non scheduled interruptions during the intended operation a method of navigation that permits aircraft operation on any desired flight path

exemple 437 The percentage of time during which the system is to be used for navigation during which reliable navigation information is presented. — Learning objective 062 07 01 01 09 define availability as the percentage of time annually during which the system is available for use .the availability of pbn is easy to understand it is simply 'how often that specification can be reliably used' and because aircraft fly to different areas by their very nature also includes some measurement of where a particular pbn specification is available within a certain coverage area for instance gps doesnt work well at the poles and if a specification requires many ground nav aids it will not work as well in oceanic areas these contribute to availability also The percentage of time during which the system is to be used for navigation during which reliable navigation information is presented.

You are flying in imc at night above the 73°north latitude because of the high ?

Question 201-36 : The wrong vnav barometric data for the given conditions is being used the wrong qnh was given leading to reduced terrain separation due to indicated altitude being higher than true altitude the temperature has increased above the limiting value incorrect fms setup

Learning objective 062 07 05 05 05 explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude these 3d approaches conducted in the vertical plane based on barometric reference require certification of altimeters with adequate accuracy to enable completion of the approach barometric descents are prone to effects of the atmospheric parameters affecting altimetry it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach this is what atc have given you previously and they will update you if it changes just change it in the system no need to go around temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state ‘uncompensated baro vnav not authorised below x°c’ in this case that limit is 8°c and it is very likely that this is what caused atc to call for a go around as the oat was only 2°c warmer during the last atis so it may now be out of limits in this case the baro vnav profile is now out of limits and the approach is no longer legal

Why is temperature correction important on the approach ?

Question 201-37 : Cold temperatures cause a decrease in the effective glide path angle hot temperatures cause a decrease in the glide path angle cold temperatures cause a higher elevation hot temperatures cause a lower elevation

Note we are not exactly sure as to the wording of the question and our initial feedback did not even mention being on approach .from context we know that the examiner is asking about approach temperature correction and therefore most likely about an rnp apch to lnav/vnav minima using baro vnav as per the learning objectives ...rnp apch to lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude .these 3d approaches conducted in the vertical plane based on barometric reference require certification of altimeters with adequate accuracy to enable completion of the approach .barometric descents are prone to effects of the atmospheric parameters affecting altimetry .. it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach . temperature effects also influence terrain clearance on final approach segment .altimeters are calibrated in accordance with the international standard atmosphere isa .in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated .this means that the approach path flown by an aircraft would be shallower than expected with a lower glide path angle .consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit .the majority of rnp approaches will have an oat minimum temperature limit and the approach plate will state uncompensated baro vnav not authorised below x°c

A helicopter crew are to fly in rnp 2 airspace what must they be aware of to ?

Question 201-38 : The helicopter and the crew must be approved to fly in rnp 2 airspace the pilot must confirm that they are able to maintain the required lateral accuracy along the route the pilot and aircraft must be certified for rnp 2 rnp 1 or rnp 0 3 the equipment must comply to rnav2/rnp2 specifications

exemple 449 The helicopter and the crew must be approved to fly in rnp 2 airspace. — Refer to figure .. rnp 2 is a navigation specification as part of pbn performance based navigation .rnp 2 can be used for en route continental and en route oceanic/remote continental .it is therefore very versatile but also quite accurate having a required accuracy 95% of the time of only 2 nm .. the question and options are quite vague but in that case it is sometimes best to go as vague as possible .let us consider the 4 options . the aircraft and the crew must be approved to fly in rnp 2 airspace both the aircraft equipment and crew must be suitably approved to fly under any navigation specification .this airspace requires the use of rnp 2 so the crew and the aircraft must be certified to fly under rnp 2 . the pilot must confirm that they are able to maintain the required lateral accuracy along the route this is quite close to being correct but we think that all of the route is indicating that the aircraft must be within the required accuracy for 100% of the time which is not correct .rnav and rnp specifications require an aircraft to be within the required navigational performance 95% or more of the time .this is to deal with minor anomalies and statistical margins .also in many cases the pilot will not be able to confirm that they are able to meet the accuracy as unforseen circumstances can occur . the pilot and aircraft must be certified for rnp 2 rnp 1 or rnp 0 3 these are totally different rnp specifications and aircraft and crew must be certified for the exact specification they will be using . the equipment must comply to rnav2/rnp2 specifications the difference between rnav and rnp is the need for on board performance monitoring and alerting which rnp requires but rnav does not .other than that they are very similar .however these two specifications are different so we cannot just say rnav/rnp 2 as if they are the same specification . note due to the broken feedback of this question we are relying on further feedback from other students to modify and verify both the question and options present The helicopter and the crew must be approved to fly in rnp 2 airspace.

Aircraft 1 is flying using a pbn navigation specification aircraft 2 is flying ?

Question 201-39 : Is using computed data instead of raw data is using raw data instead of computed data is always using gps is reliant on the presence of vors and ndbs

exemple 453 Is using computed data instead of raw data. — Refer to figure .learning objective 062 07 01 01 08 explain the difference between raw data and computed data ..pbn performance based navigation refers to the concept of using 'area navigation rnav' which allows an aircraft navigation system to know where it is and be able to fly on tracks that do not need to go via ground based nav aids this allows aircraft to fly more direct tracks and greatly reduces traffic density in some major conventional airways by creating new routes not via ground nav aids .aircraft 1 is using pbn allowing it to calculate its own location using multiple sources these include gnss on board irss vors and dmes these inputs are then computed into an estimated position with a calculated level of accuracy how certain the aircraft is of its position we call this 'computed data' .aircraft 2 from our scenario is not using pbn however and is instead navigating via conventional nav aids such as vors dmes and ndbs this is what we call 'raw data' flying as there is no internal calculations occurring the pilot is doing any calculations themselves and the avionics are just telling them pieces of 'raw data' about their position relative to the ground nav aids this is more restrictive for where an aircraft can fly and usually more complex for the pilots to fly as well Is using computed data instead of raw data.

You are approaching an aerodrome on an rnp apch to lnav/vnav minima using baro ?

Question 201-40 : You made a mistake inputting barometric data raim error gbas signal has been lost loss of the gnss signal because of the low satellite elevations above the horizon

Learning objective 062 07 05 05 05 state that the correct altimeter setting is critical for the safe conduct of an rnp apch using baro vnav ..lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altitude as opposed to using gps sbas altitude .these approaches require certification of altimeters with adequate accuracy to enable completion of the approach barometric descents are prone to atmospheric effects and altimetry .. it is crucial to have the correct qnh altimeter setting to avoid offset altitudes during final approach . temperature effects also influence terrain clearance on final approach segment altimeters are calibrated in accordance with the international standard atmosphere isa in case of low temperature the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated consequently obstacle clearance minima may be jeopardised if temperatures are below a certain limit ..in this case the oat is nowhere near the lower limit of 8ºc so either the oat is wrong which is unlikely or the qnh has been inputted incorrectly into the avionics in the aircraft meaning that the aircraft could be flying a much lower approach than it should be atc may notice this on their surveillance system and call for a go around ..tip this question can be solved very quickly by thinking of what atc can see for instance they do not monitor satellites or raim and we are not using gbas so the other 3 options cannot be correct

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