Flight Training Division

Handout
RNAV
Basics, IFR, G1000
 RNAV
RNAV Basics
„ Basics
„ IFR
„ G1000

© Peter Schmidleitner © Peter Schmidleitner

What is “RNAV” ?

„ Area Navigation (RNAV)

a method of navigation that permits
How does
„

aircraft operation on any desired

course within the coverage of station-

it work ? referenced navigation signals or within

the limits of a self contained system
capability, or a combination of these.

© Peter Schmidleitner © Peter Schmidleitner

Why RNAV ? History of RNAV

„ RNAV developed to provide more
lateral freedom
„ Better use of airspace
„ Route not tied to fly-over navigation
aids
„ Initially RNAV commonly meant VOR
based rho-theta RNAV systems
„ Expanded to also include INS/IRS,
OMEGA, LORAN C, Doppler, DME/DME
and GNSS
„ Use of RNAV began in late 1960’s
„ Most were VOR/DME RNAV systems
(for GA types; INS for large air carriers)
„ System used waypoints based on
radial/DME from VOR/DME facilities
(“Ghost VORs”)
„ Maximum distance WP from facility was
approximately 40 NM

© Peter Schmidleitner © Peter Schmidleitner

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 History of RNAV History of RNAV
„ Early VOR/DME RNAV system Rho-Theta RNAV Route
KNS 80 track line computer

No database
support required
yet!

© Peter Schmidleitner © Peter Schmidleitner

History of RNAV History of RNAV

„ Pilots started to complain: „ Some airlines began exploring

„ „Why do we have to input the
RNAV systems
same data every day? Can‘t you „ KLM/SwissAir/SAS/UTA had a co-
operative effort
store the data somewhere in the
Swissair became responsible for the
equipment?“
„

development of a database to support

this effort

© Peter Schmidleitner © Peter Schmidleitner

History of RNAV Why a „Database“ ?

1972 (?) LITTON INS had database of

„
„ Reason 1:
facilities
„ June 1973, National Air DC-10 equipped „ To store permanent data, avoiding
with Collins ANS-70 conducted RNAV repetitive input of the same data
operation, including approaches in
VMC, with database

© Peter Schmidleitner © Peter Schmidleitner

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 Why a „Database“ ? Responsibilities
„ Reason 2:
„ RNAV System is able to determine
position relative to the earth‘s
surface
„ But:
„ It has to know the position of other
points to be able to „navigate“
„ Therefore:
„ A „Directory of navigational fixes“
(„Database“) is necessary
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Responsibilities Responsibilities

© Peter Schmidleitner © Peter Schmidleitner

Responsibilities Database Revision Cycle

„ 28 Days (AIRAC Cycle) *)

„ Cutoff date:
„ Usually 21 days before the
„effective date“

„ *) AIRAC: Aeronautical Information

Regulation And Control

© Peter Schmidleitner © Peter Schmidleitner

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 RNAV today: Garmin GNS 430, 530

„ 2 main groups of equipment:

„ „Panel mounted GPS“
„ („stand alone“)
„ FMS (Flight Management Systems)
„ („multi-sensor“)

© Peter Schmidleitner © Peter Schmidleitner

Garmin G1000 How does „database“ RNAV work?

A common misunderstanding:

1. RNAV system determines

position of ACFT
2. RNAV system then shows
ACFT position in the database
map

NO !

© Peter Schmidleitner © Peter Schmidleitner

How does „database“ RNAV work? How does „database“ RNAV work?

It is like this:
1. The „reference system“ (grid,
coordinates) ist „fixed“ to it‘s 3. RNAV System overlays
„reference points“ (e.g. DMEs, graphic of database map in
sattelites, etc.) relation to the aircraft
position

2. RNAV system determines 4. If aircraft position was

position of ACFT in relation to correct, then the database
the „reference system“ map corresponds to the „real
world“

© Peter Schmidleitner © Peter Schmidleitner

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 How to detect a map shift ?

„ Compare RNAV data with „raw data“

„ best method: compare DME distances
„

„
e.g.:
if you have a VOR/DME location as a WPT,
WGS 84
„ select same VOR/DME as „NAV“-source,
„ compare „Dist to WPT“ with „DME reading“

© Peter Schmidleitner © Peter Schmidleitner

WGS 84 WGS 84
„ The earth is not a perfect sphere „ Distortions are minimized by using
„ Mathematically simplyfied: an local parameters for the ellisoid
„Ellipsoid of rotation“
„ By projecting this curved surface to
a flat topographical map distortions
are created

© Peter Schmidleitner © Peter Schmidleitner

WGS 84 WGS 84

„ Therefore: many different „ GPS is based on the reference

reference systems („map datum“) system WGS 84
Therefore:
A specific point will have different
„
„

„coordinates“ in different „ All coordinates must be published

reference systems according to „WGS 84“

© Peter Schmidleitner © Peter Schmidleitner

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RAIM
© Peter Schmidleitner
RAIM
What is „Integrity“?
The ability of a system to provide timely
warnings to users when the system
should not be used for navigation
© Peter Schmidleitner
RAIM
„ 5 SATs necessary for RAIM
(4 with baro-aid) (G1000: no baro-aid)
„ SAT geometry must allow accuracy of
„ 4 NM oceanic
„ 2 NM e-route
„ 1 NM terminal
„ 0,3 NM approach
© Peter Schmidleitner
RAIM
Receiver Autonomous
Integrity Monitoring
© Peter Schmidleitner
RAIM
„ Monitors and verifies integrity and
geometry of satellite
„ Notifies pilot if SATs are not providing
necessary coverage
„ Predicts SAT coverage at DEST
„ G1000: Eliminates corrupt satellites from
navigation (FDE)
© Peter Schmidleitner
RAIM
RAIM not available at FAF:
Missed Approach !
© Peter Schmidleitner
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 RAIM RAIM

„ 3 „abnormal situations“ in connection „ 3 „abnormal situations“ in connection

with RAIM: with RAIM:
„ RAIM gives a „position warning“ „ RAIM gives a „position warning“
„ RAIM declares itself „not available“ „ RAIM declares itself „not available“
„ RAIM prediction negative „ RAIM prediction negative
On G1000: Annunciation HSI
POSN ERROR WARN

© Peter Schmidleitner © Peter Schmidleitner

RAIM

„ 3 „abnormal situations“ in connection

with RAIM:
RAIM gives a „position warning“
FDE
„

„ RAIM declares itself „not available“

„ RAIM prediction negative
On G1000: Annunciation HSI

INTEG RAIM INTEG

© Peter Schmidleitner © Peter Schmidleitner

FDE FDE
„ Fault Detection:
detects presence of unacceptable large
Fault Detection and error
Fault Exclusion:
Exclusion
„

excludes source of unacceptable large

error

© Peter Schmidleitner © Peter Schmidleitner

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 FDE FDE

„ 6 SATs necessary to eliminate „ Pre departure verification of FDE:

corrupt SAT „ Necessary for oceanic/remote operation
(5 with baro-aid) (G1000: no baro-aid) with GPS as „sole means of navigation“
„ G1000: combined with RAIM prediction

© Peter Schmidleitner © Peter Schmidleitner

FDE RAIM – the AUGUR tool

http://augur.ecacnav.com/
Excluded
satellite

© Peter Schmidleitner © Peter Schmidleitner

What is ARINC ?

„ ARINC = Aeronautical Radio, Inc.

„ Principal stockholders: US scheduled airlines
„ Other stockholders: other air transport

ARINC
companies, aircraft manufacturers, foreign flag
carriers
„ ARINC sponsors the Airline Electronic
Engineering Committee (AEEC)
„ AEEC formulates standards for electronic
equipment and systems for airlines

© Peter Schmidleitner © Peter Schmidleitner

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 ARINC 424
„ “ARINC 424” specifies the format
of navigation databases
© Peter Schmidleitner
ARINC 424
„ ARINC Specification 424 first
published 21 May 75
„ Specification amended regularly
„ Current edition: 424-18
„ Information up to ARINC 424-3
only included point-to-point-to-
point navigation
© Peter Schmidleitner
Conventional procedures
„ Path terminator concept developed to
code existing conventional instrument
procedures
„ However, not all conventional
procedures are easily coded
„ “conditional” procedures, easy for pilot
to interpret, are difficult for computer to
describe
© Peter Schmidleitner
Sample ARIC 424 Data Field
© Peter Schmidleitner
ARINC 424
„ ARINC 424-3, published 4 Nov 82,
introduced concept of “path and
terminator” or “leg types”
„ Concept permits coding of terminal area
procedures, SIDs, STARs and
approaches
„ Concept established “rules” of coding
„ Currently there are 23 different “leg
types”
© Peter Schmidleitner
Some of the „Path / Terminators“
© Peter Schmidleitner
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 Some of the „Path / Terminators“
© Peter Schmidleitner
Operational considerations
„ FMS-equipped aircraft fly tracks instead
of procedural headings, provided heading
not required for ATC separation
„ Stepdown fixes between the FAF and
MAP are not included in navigation
databases
„ Lead radials are for non-RNAV equipped
aircraft and are not intended to restrict
the use of turn anticipation by the FMS
© Peter Schmidleitner
LOAN RW 28
© Peter Schmidleitner
Operational assumptions
Certain path terminator assumptions are
made to accommodate aircraft
performance:
„ speed - 210 K ground speed used to compute
distance based upon 3.5 NM per min
„ Max 25 degree bank angle used to compute
turn radius
„ Climb rate of 500 feet per NM used in
computations
„ Intercept angles - not specified, 30 degrees
for intercept of localizer based and 30 - 45
degrees for all others
© Peter Schmidleitner
Operational considerations
„ ICAO: “FMS/RNAV…may be
used…provided:
„ procedure is monitored using basic display
normally associated with that procedure;
and
„ tolerances for flight using raw data on the
basic display are complied with.”
„ But this is not permitted according
European regulations!
„ Only “official” Overlay Procedures may be
flown with RNAV
© Peter Schmidleitner
LOAN RW 28
© Peter Schmidleitner
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 The right tool at the right time 3 operational levels
„ I use conventional aids
„ A sound decision Autopilot
Strategic mode Managed mode FMS Flight plan
„ I fly the Database Database Proc.
„ You might run into troubles, man!
Autopilot
„ I know the background and the Tactical mode Selected mode HDG select
Vert. Speed
limitations, and I will use the right tool at
the right time
„ You are right! Clever like a pilot! Manual mode Manual mode Manual flight

© Peter Schmidleitner © Peter Schmidleitner

Types of „Database Procedures“

„ Genuine RNAV (e.g. GPS) procedures,

using published waypoints

Procedures „ „official“ overlay procedures (using

published waypoints)
„ „unofficial“ overlay procedures
(conventional produres converted into
„database language“)

© Peter Schmidleitner © Peter Schmidleitner

Genuine RNAV Procedures What is this ?

Garmin 1000 D359P
„ New criteria introduced into PANS-OPS display

to cater to the needs of the modern D348O

aircraft navigation databases D348N
„ VOR/DME RNAV (Chap 31)
„ DME/DME RNAV (Chap 32) D348L
„ GNSS “basic receiver” criteria (Chap 33)
„ RNP (Chap 35)
„ BARO-VNAV (Chap 34)

© Peter Schmidleitner © Peter Schmidleitner

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 ARINC Coding Distance Coding

Bearing and Distance Waypoints

Identifiers should be developed by the application of the following

rules:

1. The first character of the fix identifier should be “D”.

2. Characters two through four should signify the VHF
NAVAID radial on which the waypoint lies.
3. The last character should be the DME arc radius defining
the position of the waypoint radial. This radius should be
expressed as the equivalent letter of the alphabet, i.e. A =
nm, G = 7nm, O = 15NM, etc.

© Peter Schmidleitner © Peter Schmidleitner

What is this ? Approach Chart

D359P 16 NM D359P
D348O
D348O 15 NM
D348N
14 NM D348N

12 NM D348L D348L

© Peter Schmidleitner © Peter Schmidleitner

What is this ? # 2 Terminal waypoints

Single Approach Procedure for a runway:
RWY 17C CF Final Approach Course Fix
FF Final Approach Fix
MA Missed Approach Point Fix
Final APCH Course Fix C D 17C
OM Outer Marker Fix
Final APCH Fix F D 17C AF Initial Approach Fix
IF Intermediate Approach Fix
Missed APCH Pt Fix M D 17C SD Step-Down Fix (or Sx if multiple)
RC Runway Centerline Fix
RW Runway Fix
MM Middle Marker Fix
IM Inner Marker Fix
BM Backcourse Marker Fix
VOR/DME APCH TD Touchdown Fix inboard of runway threshold

Multiple Approach Procedures for a runway:

In case of single procedure: Fx, Ax, Ix, Cx, Mx, Sx, Rx, Tx where x is the “Route Type”

CF, FF, MA
© Peter Schmidleitner © Peter Schmidleitner

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Route types in approach route records Genuine RNAV APCH
A Approach Transition
B LLZ Backcourse Approach
C LORAN Approach
D VOR/DME Approach
E VOR Circle-To-Land Approach
F FMS Approach
G IGS (Instrument Guidance System) Approach
H Helicopter Approach
I ILS Approach
J LLZ only Circle-To-Land Approach
K LLZ Backcourse Circle-To-Land Approach
L Localizer only Approach
M MLS Approach
N NDB Approach
P GPS Approach
Q NDB/DME Approach
R RNAV Approach
S VOR Approach with DME Facility
T TACAN Approach
U NDB Circle-To-Land Approach
V VOR Approach (Non-DME Facility)
W MLS Type A Approach
X LDA (Localizer Directional Aid) Approach
Y MLS Type B and C Approach
Z SDF (Simplified Directional Facility) Approach

© Peter Schmidleitner © Peter Schmidleitner

„Official“ overlay APCH Conventional Approach

© Peter Schmidleitner © Peter Schmidleitner

G1000 Limitations
„ IFR only with valid database, or each
WPT has to be verified
„ Instrument approaches only in approach
mode and RAIM must be available at FAF
Limitations „ VOR/ILS approaches: VOR/ILS data have
to be on the CDI display
„ RNAV (GPS) approaches must utilize GPS
sensor
„ GPS guidance approved only for „GPS
overlay“-approaches
© Peter Schmidleitner © Peter Schmidleitner

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 G1000 Limitations
„ Alternate APT: APCH other than GPS
must be available
„ VNAV: advisory only; Pilot‘s altimeter is
primary reference
„ Compulsory settings
Jeppesen Data Base
„

„
DIS, SPD
ALT, VS
nm kt
ft fpm
Limitations
„ MAP DATUM WGS84
„ POSITION deg – min

„ ILS CDI capture mode: MANUAL, when

coducting AP coupled approach
© Peter Schmidleitner © Peter Schmidleitner

Jeppesen Limitations Jeppesen Limitations

„ „Uncodeable“ procedures are not
included in the Jeppesen Master
Database.
„ Stepdown fixes between the FAF and
MAP are not included in navigation
database.
„ Regardless of what is shown in the
electronic chart, all legs of the procedure
on the paper chart have to be flown as
charted.
© Peter Schmidleitner
„ You may not be authorized to fly all
procedures in your database. If you don‘t
have a paper chart for it, you are not
authorized to fly it.
„ Some categories of controlled airspace
are not in your database – Class A, E and
F is not included.
© Peter Schmidleitner

Jeppesen Limitations
„ Not all altitudes are in the database.
„ Not included are:
„ MDA
„

„
DA/DH
MOCA MSA / ESA
„ MRA
„ MSA
„ MCA
„ MAA
© Peter Schmidleitner © Peter Schmidleitner

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 MSA MSA
„ Uses Grid Minimum Off-route Altitudes 1600 1700

(Grid MORAs) to determine a safe 49 40

altitude within ten miles of your present
position.
„ Grid MORAs are one degree latitude by 4800

one degree longitude in size and clear all

reference points within the grid by
„ 1000 feet in areas where the highest 98 56
reference point is 5000 feet MSL or lower.
„ 2000 feet in areas where the highest
reference point is above 5000 feet.
4700

© Peter Schmidleitner © Peter Schmidleitner

MSA MSA
1600 1700 1600 1700

49 40 49 40

4800 4800
LOAV 5600

LOAN 5600

98 56 98 56
LOGK 9800

4700 4700

© Peter Schmidleitner © Peter Schmidleitner

MSA ESA
1600 1700
„ The recommended minimum altitude
49 40 within ten miles, left or right, of your
LOAU 4900
desired course on an active flight plan or
8 NM
direct-to.
4800
„ Like with MSA the
„1000/5000/2000 formula“
is used.
98 56

4700

© Peter Schmidleitner © Peter Schmidleitner

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 ESA ESA

© Peter Schmidleitner © Peter Schmidleitner

Practical Hints

„ Softkeys
Pay attention to the softkeys !
Practical Hints
„

„ If there is no softkey for your desired action:

„ Use the menu

© Peter Schmidleitner © Peter Schmidleitner

ILS frequency Direct-To „Nearest“ from PFD

Loading an ILS Approach: „ Recommended sequence:
„ first select frequency
If you navigate on GPS:
„ click back to airport
„ ILS frequency is put into the
„Active“-field! „ and only then select „Direct-To“
„ Why?
If you navigate on VHF-NAV: „ With the „Direct-To“ the „Nearest Aiports“-
„ ILS frequency is put into the
list disappears (and with it the frequency)!
„Standby“-field
„ You have to toggle it manually to „active“

© Peter Schmidleitner © Peter Schmidleitner

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 Loading a SID

Standard
Instrument
Departures

© Peter Schmidleitner © Peter Schmidleitner

First leg of SID This is a CF leg !

© Peter Schmidleitner © Peter Schmidleitner

Watch your first leg ! Watch your first leg !

„ Depending on your position, your

active leg might „jump“ down in the
flight plan
„ You will have to activate your first
leg!

© Peter Schmidleitner © Peter Schmidleitner

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