Typically, an aircraft eligible for A-RNP will also be eligible for operations comprising: RNP APCH, RNP/RNAV 1, RNP/RNAV 2, RNP 4, and RNP/RNAV 10. If an alternate is required, the alternate airport must have an instrument approach while meeting certain criteria: 800' ceiling, 2 miles visibility, if non-precision approach, 600' ceiling, 2 miles visibility, if precision approach, If no approach exists for the alternate runway, descent from cruising altitude must be possible under Visual Flight Rules, Note that minimums published for approaches may differ, Navigation can be accomplished in several ways, Two examples include pilotage and dead reckoning which, although different, are not mutually exclusive, Dead recokoning is navigation by planning, When track = course you are flying exactly where you intend, Various tools are necessary to complete a flight plan, Generally the most direct route is preferred but several considerations may require some deviation, Checkpoints allow you to follow the progress of your flight against your planning calculations, Landmarks can be checkpoints but may also inform a pilot where they are in relation to checkpoints. XC Planning Checklist (Jeppeson GFM) Pilotage Navigation by reference to landmarks or checkpoints. RF turn capability is optional in RNP APCH eligibility. Copyright 2023 CFI Notebook, All rights reserved. RNP APCH has a lateral accuracy value of 1 in the terminal and missed approach segments and essentially scales to RNP 0.3 (or 40 meters with SBAS) in the final approach. No other modification of database waypoints or the creation of user-defined waypoints on published RNAV or RNP procedures is permitted, except to: Change altitude and/or airspeed waypoint constraints to comply with an ATC clearance/instruction, Insert a waypoint along the published route to assist in complying with ATC instruction, example, "Descend via the WILMS arrival except cross 30 north of BRUCE at/or below FL 210." Required Navigation Performance (RNP) Flight Plans: FAA Form 7233-1, Flight Plan Flight plans are a result of the deliberate planning process which results in a tool for both the pilot and Air Traffic Control Completed and filed on the FAA Form 7233-1, flight plans provide basic times and locations to track flights and manage traffic Pilots are encouraged to turn on their landing lights when operating within 10 miles of an airport (day or night) At the conclusion of night operations, reset all the switches for day, as such, check after the aircraft has flown at night to make sure the previous pilot did not forget. The Flight InstructorAirplane Practical Test Standards book has been published by the Federal Aviation Administration (FAA) to establish the standards for the flight instructor certification practical tests for the airplane category and the single- engine and multiengine classes. Flight planning is the process in which a pilot prepares for an upcoming flight While often associated with completing a navigation log for a cross-country, flight planning is a process that must be conducted even for local flights in the traffic pattern It is a descriptive process therefore involving more than one type of navigation The file resolution is 300 dots per inch and the data is 8-bit color. The aeronautical information includes airports, radio aids to navigation, Class B airspace and special use airspace, The topographic information includes city tint, populated places, principal roads, drainage patterns, and shaded relief, The one-sided chart is 59 x 36 inches and ships unfolded for wall mounting, Printed on the reverse side of selected TAC charts, The coverage is the same as the associated TAC, Flyway planning charts depict flight paths and altitudes recommended for use to bypass high traffic areas, Ground references are provided as a guide for visual orientation, Flyway planning charts are designed for use in conjunction with TACs and sectional charts and not to be used for navigation, 7-Volume booklet series contains data on airports, seaplane bases, heliports, NAVAIDs, communications data, weather data sources, airspace, special notices, and operational procedures, Coverage includes the conterminous U.S., Puerto Rico, and the Virgin Islands. VFR Navigation charts consist of the following: Designed for visual navigation of slow to medium speed aircraft, The topographic information consists of contour lines, shaded relief, drainage patterns, and an extensive selection of visual checkpoints and landmarks used for flight under VFR, Cultural features include cities and towns, roads, railroads, and other distinct landmarks, The aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, special-use airspace, obstructions, and related data, Revised every 56 days, except most Alaskan charts are revised annually, TACs depict the airspace designated as Class B airspace, While similar to sectional charts, TACs have more detail because the scale is larger, Should be used by pilots intending to operate to or from airfields within or near Class B or class C airspace, Charted VFR Flyway Planning Charts are published on the back of the existing VFR Terminal Area Charts, Areas with TAC coverage are indication by a dot on the Sectional Chart indexes, Charts are revised every 56 days, except Puerto Rico-Virgin Islands revised annually, Designated primarily for helicopter operation in the Gulf of Mexico area, Information depicted includes offshore mineral leasing areas and blocks, oil drilling platforms, and high density helicopter activity areas, Covers the Grand Canyon National Park area and is designated to promote aviation safety, flight free zones, and facility VFR navigation in this popular area, The chart contains aeronautical information for general aviation for VFR pilots on one side and commercial VFR air tour operators on the other side, Caribbean 1 and 2 (CAC-1 and CAC-2) are designed for visual navigation to assist familiarization of foreign aeronautical and topographic information, The topographic information consists of contour lines, shaded relief, drainage patterns, and a selection of landmarks used for flight under VFR, A three-color chart series which shows current aeronautical information useful to helicopter pilots navigating in areas with high concentrations of helicopter activity, Information depiction includes helicopter routes, four classes of heliports with associated frequency and lighting capabilities, NAVAIDs, and obstructions, In addition, pictorial symbols, roads, and easily identified geographical features are portrayed, Have a longer life span than other charts and may be current for several years, updated as requested, Provide aeronautical information navigation under IFR conditions below 18,000' MSL, This four-color chart series includes airways; limits of controlled airspace; VHF NAVAIDs with frequency, identification, channel, geographic coordinates; airports with terminal air/ground communication; minimum en route and obstruction clearance altitudes; airway distances; reporting points; special use airspace; and military training routes, Scales vary from 1 inch = 5nm to 1 inch = 20nm, Area charts show congested terminal areas at large scale, They are included with subscriptions to any conterminous U.S. Set Low (full set, East or West sets), Designated for navigation at or above 18,000' MSL (up to FL 600), This four-color chart series includes the jet route structure; VHF NAVAIDs with frequency, identification, channel, geographic coordinates; selected airports; reporting points, Scales vary from 1 inch to 45nm to 1 inch = 18nm, TPPs are published in 24 loose-leaf or perfect bound volumes covering the conterminous U.S., Puerto Rico and the Virgin Islands, A Change Notice is published at the midpoint between revisions in bound volume format and is available on the internet for a free download at the AeroNav website, IAP charts portray the aeronautical data that is required to execute instrument approaches to airports, Each chart depicts the IAP, all related navigation data, communications information, and an airport sketch. While frequency associated with completing a navigation log for a cross-country, journey planning is a process that must be conducted even for local flights in the traffic pattern Are you an aircraft dispatcher or thinking with becoming one? RNP AR DP capability requires specific aircraft performance, design, operational processes, training, and specific procedure design criteria to achieve the required target level of safety. Higher continuity (such as dual systems) may be required for certain oceanic and remote continental airspace. VFR Cross-Country Flight - CFI Notebook Trust our experience to help you soar. Data such as weather, temporary flight restrictions, obstacles, or other geospatial data can be combined with d-VC data to support a variety of needs. Fundamentals of Instructing Task A: Human Behavior and Effective Communication Task B: The Learning Process Task C: The Teaching Process Task D: Assessment and Critique Task E: Instructor Responsibilities and Professionalism Task F: Techniques of Flight Instruction Task G: Risk Management II. The aeronautical information includes visual and radio aids to navigation, airports, controlled airspace, special-use airspace, obstructions, and related data Scale 1 inch = 6.86nm/1:500,000 Revised every 56 days, except most Alaskan charts are revised annually Charts can be purchased through Amazon Amazon, Sectional Aeronautical Chart Diversions - CFI Notebook The root mean square error of the transformation will not exceed two pixels. | Privacy Policy | Terms of Service | Sitemap | Patreon | Contact, Aeronautical Information Manual (1-2-2) Required Navigation Performance (RNP), Aeronautical Information Manual (5-1-16) RNAV and RNP Operations, Aeronautical Information Manual (5-5-16) RNAV and RNP Operations, Federal Aviation Administration - Pilot/Controller Glossary, Required Navigation Performance, or RNP, is RNAV with the added requirement for onboard performance monitoring and alerting (OBPMA), RNP standards are required for operation within a certain 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, 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, OBPMA capability therefore allows a lessened reliance on air traffic control intervention and/or procedural separation to achieve the overall safety of the operation, The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure [, For example, an aircraft may be eligible for RNP 1, but may not be capable of RNP 1 operations due to limited NAVAID coverage or avionics failure. ), Leg types used for procedure design are included in the aircraft navigation database, but not normally provided on the procedure chart, The narrative depiction of the RNAV chart describes how a procedure is flown, The "path and terminator concept" defines that every leg of a procedure has a termination point and some kind of path into that termination point, A Track to Fix (TF) leg is intercepted and acquired as the flight track to the following waypoint, Track to a Fix legs are sometimes called point-to-point legs for this reason, Narrative: "direct ALPHA, then on course to BRAVO WP" [, A Direct to Fix (DF) leg is a path described by an aircraft's track from an initial area direct to the next waypoint, Narrative: "turn right direct BRAVO WP" [, A Course to Fix (CF) leg is a path that terminates at a fix with a specified course at that fix, A Radius to Fix (RF) leg is defined as a constant radius circular path around a defined turn center that terminates at a fix [, A Heading leg may be defined as, but not limited to, a Heading to Altitude (VA), Heading to DME range (VD), and Heading to Manual Termination, i.e., Vector (VM), Narrative: "climb heading 350 to 1500", "heading 265, at 9 DME west of PXR VORTAC, right turn heading 360", "fly heading 090, expect radar vectors to DRYHT INT", 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, Operators using TSO-C129(), TSO-C196(), TSO-C145() or TSO-C146() systems should ensure departure and arrival airports are entered to ensure proper RAIM availability and CDI sensitivity, Operators should be aware that DME/DME position updating is dependent on navigation system logic and DME facility proximity, availability, geometry, and signal masking, Unique VOR characteristics may result in less accurate values from VOR/DME position updating than from GPS or DME/DME position updating, 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 that specific inertial position updating requirements may apply, 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 that DME/DME inputs coupled with one or more IRU(s) are often abbreviated as DME/DME/IRU or D/D/I, Nav Specs are a set of aircraft and aircrew requirements needed to support a navigation application within a defined airspace concept, For both RNP and RNAV designations, the numerical designation refers to the lateral navigation accuracy in nautical miles which is expected to be achieved at least 95 percent of the flight time by the population of aircraft operating within the airspace, route, or procedure [, Typically RNAV 1 is used for DPs and STARs and appears on the charts, Aircraft must maintain a total system error of not more than 1 NM for 95 percent of the total flight time, Typically RNAV 2 is used for en route operations unless otherwise specified, T-routes and Q-routes are examples of this Nav Spec, Aircraft must maintain a total system error of not more than 2 NM for 95 percent of the total flight time, Typically RNAV 10 is used in oceanic operations, See AIM paragraph 4-7-1 for specifics and explanation of the relationship between RNP 10 and RNAV 10 terminology, Use of a suitable RNAV system as a Substitute Means of Navigation when a Very-High Frequency (VHF) Omni-directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, Non-directional Beacon (NDB), or compass locator facility including locator outer marker and locator middle marker is out-of-service (that is, the navigation aid (NAVAID) information is not available); an aircraft is not equipped with an Automatic Direction Finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational, For example, if equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB, Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle marker is operational and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional navaids, For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that RNAV system without monitoring the VOR.
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