时间：2011-04-18 00:47来源：蓝天飞行翻译 作者：航空 点击：次
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FIG 1.2.2 Track to Fix Leg Type FIG 1.2.3 Direct to Fix Leg Type 1.2.2 Area Navigation (RNAV) and Required Navigation Performance (RNP)(c) Course to Fix. A Course to Fix (CF) leg is a path that terminates at a fix with a specified course at that fix. Narrative: “on course 078 to PRIMY WP.” See FIG 1.2.4. FIG 1.2.4 Course to Fix Leg Type of PXR VORTAC, right turn heading 360”, “fly heading 090, expect radar vectors to DRYHT INT.” 3. Navigation Issues. Pilots should be aware of their navigation system inputs, alerts, and annunciations in order to make better.informed decisions. In addition, the availability and suitability of particular sensors/systems should be considered. (a)GPS. Operators using TSO.C129 sys-tems should ensure departure and arrival airports are entered to ensure proper RAIM availability and CDI sensitivity. (b)DME/DME. Operators should be aware that DME/DME position updating is dependent on FMS logic and DME facility proximity, availability, geometry, and signal masking. (c)VOR/DME. Unique VOR characteris-tics may result in less accurate values from VOR/DME position updating than from GPS or DME/DME position updating. (d)Inertial Navigation. Inertial reference units and inertial navigation systems are often coupled with other types of navigation inputs, e.g., DME/DME or GPS, to improve overall navigation system performance. NOTE. Specific inertial position updating requirements may apply. 4. Flight Management System (FMS). An FMS is an integrated suite of sensors, receivers, and computers, coupled with a navigation database. These systems generally provide performance and RNAV guidance to displays and automatic flight control systems. Inputs can be accepted from multiple sources such as GPS, DME, VOR, LOC and IRU. These inputs may be applied to a navigation solution one at a time or in combination. Some FMSs provide for the detection and isolation of faulty navigation information. When appropriate navigation signals are available, FMSs will normally rely on GPS and/or DME/DME (that is, the use of distance information from two or more DME stations) for position updates. Other inputs may also be incorporated based on FMS system architecture and navigation source geometry. NOTE. DME/DME inputs coupled with one or more IRU(s) are often abbreviated as DME/DME/IRU or D/D/I. Area Navigation (RNAV) and Required Navigation Performance (RNP) 1.2.3 1.2.2. Required Navigation Performance (RNP)a. General. RNP is RNAV with on.board navigation monitoring and alerting, RNP is also a statement of navigation performance necessary for operation within a defined airspace. A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not being met during an operation. This on.board performance monitor-ing and alerting capability therefore allows a lessened reliance on air traffic control intervention (via radar monitoring, automatic dependent surveillance (ADS), multilateration, communications), and/or route separation to achieve the overall safety of the operation. RNP capability of the aircraft is a major component in determining the separation criteria to ensure that the overall containment of the operation is met. The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure. For example, an aircraft may be equipped and certified for RNP 1.0, but may not be capable of RNP 1.0 operations due to limited navaid coverage. b. RNP Operations. 1. RNP Levels. An RNP “level” or “type” is applicable to a selected airspace, route, or procedure. As defined in the Pilot/Controller Glossary, the RNP Level or Type is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure, route, or path. RNP applications also account for potential errors at some multiple of RNP level (e.g., twice the RNP level). (a)Standard RNP Levels. U.S. standard values supporting typical RNP airspace are as specified in TBL 1.2.1 below. Other RNP levels as identified by ICAO, other states and the FAA may also be used. (b)Application of Standard RNP Levels. U.S. standard levels of RNP typically used for various routes and procedures supporting RNAV operations may be based on use of a specific navigational system or sensor such as GPS, or on multi.sensor RNAV systems having suitable perfor-mance. (c) Depiction of Standard RNP Levels. The applicable RNP level will be depicted on affected charts and procedures. TBL 1.2.1 U.S. Standard RNP Levels RNP Level Typical Application Primary Route Width (NM) . Centerline to Boundary 0.1 to 1.0 RNP SAAAR Approach Segments 0.1 to 1.0 0.3 to 1.0 RNP Approach Segments 0.3 to 1.0 1 Terminal and En Route 1.0 2 En Route 2.0 NOTE. 1.The “performance” of navigation in RNP refers not only to the level of accuracy of a particular sensor or aircraft navigation system, but also to the degree of precision with which the aircraft will be flown. 2.Specific required flight procedures may vary for different RNP levels. 1.2.4 Area Navigation (RNAV) and Required Navigation Performance (RNP)TBL 1.2.2 RNP Levels Supported for International Operations RNP Level Typical Application 4 Projected for oceanic/remote areas where 30 NM horizontal separation is applied 10 Oceanic/remote areas where 50 NM lateral separation is applied c. Other RNP Applications Outside the U.S. The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic operations. For example, RNP.10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM. (See TBL 1.2.2.)d. Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft meeting RNP criteria will have an appropriate entry including special conditions and limitations in its Aircraft Flight Manual (AFM), or supplement. Operators of aircraft not having specific AFM.RNP certification may be issued operational approval including special condi-tions and limitations for specific RNP levels. |
