Procedures and Navigation Aids
Procedures
Notwithstanding the overall responsibility of the Commander for precise navigation and proper use of the navigation system, the PF is responsible for the selection of the navigation aids and the navigation system configuration. The PF, whenever flying manually, will direct the PNF to set the navigation aids. The PNF is responsible for setting, identifying and checking the aids specified by the PF and to establish the required navigation system configuration.
When flying on autopilot, the PF sets and identifies the navigation aids and checks the navigation system configuration. Any changes made by the PNF shall be made at the request of, and be checked by, the PF.
The pilots shall inform each other of any doubts about the reliability of a navigation aid or system.
For flights or portions of a flight conducted at altitudes where safe terrain clearance is not contingent upon navigation accuracy, on-board navigation system redundancy may be considered acceptable as long as the aeroplane’s computed positions are checked at regular intervals against displayed navigation aids, where these aids are available. In areas where such aids are not available (e.g. sea, desert), traffic separation provided by ATC may account for reduced navigation accuracy.
Safe terrain clearance is dependent on navigation accuracy for take-off and climb. If the departure procedures are stored in the navigation database, the on-board navigation system must be in the update mode and the system computed positions checked continuously against displayed navigation aids. If these conditions cannot be met, take-off and climb must be performed according to conventional radio-navigation. If the arrival procedures for descent and approach are stored in the navigation database, the on-board navigation system must be in the update mode and the system-computed positions must be checked continuously against displayed navigation aids. The use is restricted down to MEA/MSA and intermediate approach altitude, unless the system is certified for use in the approach. If these conditions are not met, the whole descent and approach procedure must be performed by using conventional radio navigation.
An approximate cross check for a 3º approach is that the height distance relationship is 300 feet / NM.
Cross check for the required Vertical Speed (V/S) is Gradient x Ground Speed (i.e. 5.2 x 130 kts, the ROD should be approximately 670 ft/min).
ILS facilities are known to produce false beams outside their coverage sectors due to radiation aberrations. Such beams may be captured without a warning flag.
In order to ensure proper localizer beam capture, the ILS mode shall not be armed until the vicinity of the beam has been ascertained and checked by independent navigation aids and the capture shall be monitored by the same means.
A DME distance check at glide slope intercept should be performed whenever possible. An altitude check must be performed at the OM position or its equivalent. FMS vertical navigation features may not be substituted for altitude capture and holding procedures.
Navigation Aids
Navigation aids should be selected for coverage and adequate cross checks. Distance information for cross checks shall be used if a DME is co-located with a VOR which coincides with a waypoint. DMEs co-located to ILS or approach localizers normally indicate zero DME at touchdown. En-route facilities may be expected to provide reliable information along the published routes they define.
Manually tuned navigation aids should be positively identified at the time of selection.
When elements of information relative to a position are contradictory, the reliability of any relevant navigation aid(s) should be verified by additional independent means. Navigation and approach aids shall not be used:
• Whenever positive identification is not possible; or
• Whenever reports or other information (e.g. NOTAMS) indicate that a system might be unreliable or inadequate for en-route navigation or approach.
Published minima apply to the unrestricted availability of approach aids.
Area Navigation (RNAV)
Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.
For more information about RNAV refer to The Company RNAV Training Manual.
Performance Based Navigation (PBN)
The PBN concept specifies that 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.
The PBN concept represents a shift from sensor-based to performance-based navigation.
Performance requirements are identified in Navigation Specifications, which also identify the choice of navigation sensors and equipment that may be used to meet the performance requirements.
A Navigation Specification specifies what performance is required of the RNAV system in terms of accuracy, integrity, availability and continuity; which navigation functionalities the RNAV system is required to have in order to meet the required performance; which navigation sensors must be integrated into the RNAV system in order to achieve the required performance, and the flight crew operational requirements in order to achieve the required performance from the aircraft and the RNAV system.
Notwithstanding the overall responsibility of the Commander for precise navigation and proper use of the navigation system, the PF is responsible for the selection of the navigation aids and the navigation system configuration. The PF, whenever flying manually, will direct the PNF to set the navigation aids. The PNF is responsible for setting, identifying and checking the aids specified by the PF and to establish the required navigation system configuration.
When flying on autopilot, the PF sets and identifies the navigation aids and checks the navigation system configuration. Any changes made by the PNF shall be made at the request of, and be checked by, the PF.
The pilots shall inform each other of any doubts about the reliability of a navigation aid or system.
For flights or portions of a flight conducted at altitudes where safe terrain clearance is not contingent upon navigation accuracy, on-board navigation system redundancy may be considered acceptable as long as the aeroplane’s computed positions are checked at regular intervals against displayed navigation aids, where these aids are available. In areas where such aids are not available (e.g. sea, desert), traffic separation provided by ATC may account for reduced navigation accuracy.
Safe terrain clearance is dependent on navigation accuracy for take-off and climb. If the departure procedures are stored in the navigation database, the on-board navigation system must be in the update mode and the system computed positions checked continuously against displayed navigation aids. If these conditions cannot be met, take-off and climb must be performed according to conventional radio-navigation. If the arrival procedures for descent and approach are stored in the navigation database, the on-board navigation system must be in the update mode and the system-computed positions must be checked continuously against displayed navigation aids. The use is restricted down to MEA/MSA and intermediate approach altitude, unless the system is certified for use in the approach. If these conditions are not met, the whole descent and approach procedure must be performed by using conventional radio navigation.
An approximate cross check for a 3º approach is that the height distance relationship is 300 feet / NM.
Cross check for the required Vertical Speed (V/S) is Gradient x Ground Speed (i.e. 5.2 x 130 kts, the ROD should be approximately 670 ft/min).
ILS facilities are known to produce false beams outside their coverage sectors due to radiation aberrations. Such beams may be captured without a warning flag.
In order to ensure proper localizer beam capture, the ILS mode shall not be armed until the vicinity of the beam has been ascertained and checked by independent navigation aids and the capture shall be monitored by the same means.
A DME distance check at glide slope intercept should be performed whenever possible. An altitude check must be performed at the OM position or its equivalent. FMS vertical navigation features may not be substituted for altitude capture and holding procedures.
Navigation Aids
Navigation aids should be selected for coverage and adequate cross checks. Distance information for cross checks shall be used if a DME is co-located with a VOR which coincides with a waypoint. DMEs co-located to ILS or approach localizers normally indicate zero DME at touchdown. En-route facilities may be expected to provide reliable information along the published routes they define.
Manually tuned navigation aids should be positively identified at the time of selection.
When elements of information relative to a position are contradictory, the reliability of any relevant navigation aid(s) should be verified by additional independent means. Navigation and approach aids shall not be used:
• Whenever positive identification is not possible; or
• Whenever reports or other information (e.g. NOTAMS) indicate that a system might be unreliable or inadequate for en-route navigation or approach.
Published minima apply to the unrestricted availability of approach aids.
Area Navigation (RNAV)
Area Navigation (RNAV) is a method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.
For more information about RNAV refer to The Company RNAV Training Manual.
Performance Based Navigation (PBN)
The PBN concept specifies that 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.
The PBN concept represents a shift from sensor-based to performance-based navigation.
Performance requirements are identified in Navigation Specifications, which also identify the choice of navigation sensors and equipment that may be used to meet the performance requirements.
A Navigation Specification specifies what performance is required of the RNAV system in terms of accuracy, integrity, availability and continuity; which navigation functionalities the RNAV system is required to have in order to meet the required performance; which navigation sensors must be integrated into the RNAV system in order to achieve the required performance, and the flight crew operational requirements in order to achieve the required performance from the aircraft and the RNAV system.
Procedures and Navigation Aids
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Reviewed by Aviation Lesson
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