ShyFlyer From , joined Dec 1969, posts, RR: Reply 1, posted (5 years 1 month 3 weeks 5 days 12 hours ago) and read 2775 times:
GNSS
Global Navigation Satellite System: essentially the generic term that encompasses all the satellite systems (GPS, Russia's GLONASS, the EU's Galileo, etc.) http://www.unoosa.org/oosa/en/SAP/gnss/index.html
RNP
Required Navigation Performance: a measure of navigation accuracy. From the pilot's viewpoint, the difference in RNP levels is essentially CDI (course deviation indicator) sensitivity. Type A SIDs and STARs, for example, require RNP 2.0 capability, the same sensitivity used for en route navigation, or 4 nautical miles from full deflection left to full deflection right on the CDI.
Type B are not only RNP 2, but also RNP 1.0, or 1 nm full deflection. That's the same sensitivity your GPS automatically scales to once you're in the terminal area (if the arrival airport is entered in the GPS flight plan).
Source: http://www.aopa.org/whatsnew/newsitems/2005/050901rnav.html
Basically, the benefits are a higher level of accuracy in navigation (greater safety, more efficient use of airspace) and less dependence on ground based navaids.
IAHFLYR From United States of America, joined Jun 2005, 4136 posts, RR: 28 Reply 2, posted (5 years 1 month 3 weeks 3 days 20 hours ago) and read 2739 times:
The RNP benefits are not going to be realized without a complete review of enroute and terminal separation standards.
Just love this piece from the AOPA site.....
"But don't worry; if you have an IFR-approved panel-mount GPS, you probably have the equipment you need. Now we'll tell most everything you need to know."
That to me IMHO is going to lead some poor soul down the wrong path! There is much more to flying some of the Type A/B procedures than meets the eye, just ask some of the airline crews and corporate flight crews (well trained professional pilots) of the gotchyas with the KATL and KDFW RNAV SIDS when they came online.....errors that created alot of surprises and excitement and those SIDS were fairly straight forward, then there are the SIDS from KLAS that area bit more aggressive.
Without proper training and knowing how to operate your equipment things may not go as smoothly as this no worry paragraph seems to indicate.
IAHFLYR From United States of America, joined Jun 2005, 4136 posts, RR: 28 Reply 3, posted (5 years 1 month 3 weeks 3 days 20 hours ago) and read 2738 times:
In the FYI department:
Quoting ShyFlyer (Reply 1): Type A SIDs and STARs, for example, require RNP 2.0 capability, the same sensitivity used for en route navigation, or 4 nautical miles from full deflection left to full deflection right on the CDI.
Type B are not only RNP 2, but also RNP 1.0, or 1 nm full deflection. That's the same sensitivity your GPS automatically scales to once you're in the terminal area (if the arrival airport is entered in the GPS flight plan).
The term Type A/B was officially changed on 3/15/2007 to RNAV 1 per amended AC and ICAO terminology. AC 90-100A and the AIM have guidance for these procedures.
RNAV 1 Procedure Characteristics and Operations is shown on page F1 of General Information section of the U.S. Terminal Procedures flight information publications!
ShyFlyer From , joined Dec 1969, posts, RR: Reply 4, posted (5 years 1 month 3 weeks 3 days 15 hours ago) and read 2728 times:
Quoting IAHFLYR (Reply 2): Without proper training and knowing how to operate your equipment things may not go as smoothly as this no worry paragraph seems to indicate.
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