Performance Based Navigation Training for Pilots Purpose of

Performance Based Navigation Training for Pilots

Purpose of this Training Course Objective • For pilots to have a good understanding of the concepts and operational aspects of PBN Condition • Based on generic information, not type or equipment specific Reference • In accordance with the contents of ICAO documentation relating to PBN http: //www. icao. int/safety/pbn/

Course Structure Section 1 PBN Concepts Section 2 Operational Aspects Section 3 Issues Section 4 Helicopter Specific

Section 1: PBN Concepts Development of PBN Concepts in detail The PBN Error Model

Development of PBN

Conventional and Area Navigation Conventional Navigation: Airways connecting ground based radio aids • Inefficient • Concentration of aircraft over beacon Area Navigation Position determined from many ground based radio aids • Free routing possible • More flexible routing

Area Navigation US B-RNAV Developed based on the aircraft technology R Different standards in different regions NA P-RNAV and B-RNAV in Europe US RNAV A and B in the USA V Performance Based Navigation A V A N R US Different approach needed P V A -RN B

Performance Based • Start by defining what the requirements are • Accuracy • Integrity • Continuity • Functionality • Determine how these can be met • Opposite to early RNAV • looked at what was possible from the technology • Can accommodate changes to navigation systems Improved efficiency, reduced costs, better standardization

PBN Concepts in Detail

Navigation Application For example RNP 1, RNAV 1, RNP 2 PBN Navigation Specification NAVAID Infrastructure For example GNSS Navigation Application

Navigation aids used in PBN NDB’s are not used VOR use limited due to angular error - increases with distance - RNAV 5 Routes only

Navigation aids used in PBN DME-DME position fixes - accuracy of 0. 2 nm 90 o angle of cut is most accurate Indicated distance Error in distance measurement

Navigation aids used in PBN 180 o angle of cut DME-DME limited to Angle of cut between 30 o and 150 o Greater position uncertainty makes this fix unusable

Navigation aids used in PBN GNSS - Global Navigation Satellite System • Current • GPS • Planned • GLONASS • Galileo • Bei. Dou Accuracy depends on multiple signals No Failure flag, requires augmentation for safety critical systems

GNSS Augmentation Aircraft Based ABAS Space Based SBAS Ground Based GBAS

ABAS Aircraft Based Augmentation System Aircraft Autonomous Integrity Monitoring Compares GNSS position with other sensors, e. g. IRS Receiver Autonomous Integrity Monitoring Uses additional satellites to check validity of position

RAIM 5 Satellites – Faulty signal detected 4 Satellites – Position fix 6 Satellites – Faulty signal isolated

SBAS Space Based Augmentation System WAAS (USA) EGNOS (Europe) GAGAN (India) Uplink Ground Receiver

GBAS Ground Based Augmentation System Single ground station Airport Location Supports Precision Approaches Airport Ground Receiver

RNAV and RNP definitions RNAV and RNP are types of PBN navigation specifications RNP specifications: Requirement for on-board performance monitoring and alerting Monitoring of Flight Path Monitoring of Navigation System - Usually a pilot function - Lateral Deviation Indicator - Usually automatic - GNSS "Integrity monitoring" N 45° 30. 03 W 73° 33. 80 0. 2 L RNP / ACTUAL 1. 00 / 0. 06 NM See The PBN Error Model for more information on the sources of position error

Integrity Monitoring Integrity defined as: A measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid warnings to the user (alerts). NA V Conventional instruments: - Cross checks - Fail flags N W E S GNSS has no inbuilt failure message Augmentation provides the required integrity monitoring

RNAV 10 / RNP 10 • RNP 10 has been widely implemented • En-Route / Oceanic specification • No requirement for Integrity Monitoring • NOT an RNP specification • ICAO documents will refer to RNAV 10 • Where applicable RNAV 10 will be used here

Continuity PBN Specifications defined in terms of Accuracy, Integrity, Continuity and Functionality Integrity already defined (RNP definition) Continuity The capability of the system to perform its function without unscheduled interruptions during the intended operation

PBN Basic Functionality PBN Navigation Specifications detail the Functionality Requirements Basic functionality is common to ALL Specifications: Display of Lateral Deviation Distance/Bearing to 'Active' Waypoint Time to 'Active' Waypoint (or Groundspeed) Failure Indication TOMLE 268 o 5. 2 NM 07: 47

PBN Navigation Specifications RNP RNAV 10 RNAV 5 RNAV 2 RNAV 1 RNP 4 RNP 2 RNP 1 RNP 0. 3 A-RNP APCH RNP AR APCH Extract from Navigation Specification

PBN Navigation Specifications Flight Phase Approach Navigation Specification RNAV 10 E-Route Oceanic/remote 10 En-Route continental Arrival Initial Intermediate Final Missed Dep RNAV 5 5 5 RNAV 2 2 2 2 RNAV 1 1 1 1 RNP 4 4 RNP 2 2 2 RNP 1 1 1 1 A-RNP 2 2 or 1 1 0. 3 1 1 RNP APCH 1 1 0. 3 1 RNP AR APCH 1 -0. 1 0. 3 -0. 1 1 -0. 1 RNP 0. 3 0. 3 Numbers in the table refer to the required navigation accuracy in nm for the given flight phase

Remote/Oceanic Navigation Applicable PBN Navigation Specifications RNAV 10, RNP 4, RNP 2 RNAV 10 Dual LRNS (GNSS, INS) INS Time limited 6. 2 Hours Extendable by Position update 6 Hours 5 Hours DME/DME Update RNP 4 Dual LRNS (GNSS) RNP 2 Enhanced Continuity Requirement

PBN Concepts Review Questions

What is the difference between RNAV and RNP specifications? a) RNAV specifications require space based augmentation of GNSS for integrity monitoring b) RNP specifications allow multiple navigation aids for position updating c) RNP specifications have a requirement for on-board performance monitoring and alerting In the PBN Specifications, the number included in the specification name refers to: a) The required accuracy, in Km, of the navigation system b) The separation required between aircraft operating on routes using this specification c) The required accuracy, in Nm, of the navigation system

Which of the following is NOT a basic function required in all PBN Navigation Specifications? a) Lateral deviation indication displayed to the pilot b) Facility to operate offset parallel tracks c) Display of distance/bearing to active waypoint Which Navigation aids may be used in Performance Based Navigation? a) GNSS only b) GNSS, VOR, DME and INS c) GNSS, VOR, DME, INS and NDB

The PBN Error Model

Position Error Probability Indicated position Navigation system Accuracy

The PBN Error Model 3 Sources of error: The combined error is called the Total System Error (TSE)

Flight Technical Error FTE may be monitored automatically Usually the information is presented visually to the pilot 0. 2 L FTE should be kept to a minimum - Maintain the center line

Navigation System Error The actual NSE is unknown Estimates are often given by Navigation Systems • Actual Navigation Performance (ANP) • Estimated Position Uncertainty (EPU) N 45° 30. 03 W 73° 33. 80 RNP / ACTUAL 1. 00 / 0. 06 NM Estimate of the system performance

Total System Error PBN Fundamental Requirement: TSE < Required Accuracy at least 95% of the time FTE is easier to monitor, and should be kept to a minimum: Maintain center line NSE is typically small, but difficult to determine Typically the TSE is significantly smaller than the required accuracy � MENU

The PBN Error Model Review Questions

Which of the following statements regarding the errors in the PBN model is true: a) Navigation System Error is usually negligible b) Flight Technical Error is usually negligible c) Path Definition Error is usually negligible A requirement of PBN is that the total system error a) Is always less than 1 nm b) Is always less than the required accuracy of the navigation specification c) Is equal or less than the required accuracy of the navigation specification for at least 95% of the time

Section 2: PBN Operational Aspects Planning and Pre-Flight Operating in PBN airspace SID / STAR Procedures Approach Procedures Charts

Certification and Operational Approval Aircraft Certification AFM entry PBN Navigation Specifications Optional functionality (where relevant) Operational Approval SOPs, training, MEL, Database, Contingencies etc Commence Operations

Planning and Pre-Flight

Flight Plan Block 10 – Equipment ’ R’ for PBN approved Block 18 – Other Information PBN/. . Coded entry for capability PANS ATM (Doc 4444) App. 2

Flight Plan Example: PBN/ B 1 O 1 S 1 B 1 RNAV 5 All Sensors (en-route navigation) O 1 RNP 1 All Sensors (SID/STAR) S 1 RNP APCH (Approach)

Navigation Database Majority of PBN specifications require an on-board database of Waypoints RNAV 10 and RNAV 5 do not A. I. R. A. C Cycle Validity check of Database Malpensa MILANO ISSUE 101 NAV DATA AIRAC 1409 ACTIVE AUG 21/SEP 17/14 01 JAN 15 Information in this booklet shall be considered effective upon receipt unless prefaced by WEF AERODROME BOOKLET The Charting Company DRAG/FF +0. 0/0. 0 -------------------------

Availability of Navigation Aids NOTAM’s for conventional radio aid availability RAIM facility Prediction service: AUGUR (Europe) and FAA’s SAPT (US) NOTAM GNSS unit Function RAIM Prediction Waypoint DONUT Date 01 -APR 15 Time 18: 00 RAIM AVAILABLE AUGUR output GNSS Unit Function

Requirements for Approach RNP APCH RNP AR APCH • Loss of RNP capability • Dual System • Missed Approach requirements

Maintenance Logs and MEL Confirm serviceability of Required Equipment Inoperative m Minimu t en m p i u q E List (MEL) Implications of any Unserviceable Items

Selecting the Procedure Extract the procedure in full by name from database EADL DEPARTURES 24 I I I 27 I I I MIDAL 30 I MADDI DORTA > > > AMELI Confirm route with chart

Summary – Pre flight Items to consider: - Navigation Database validity - Availability of required Nav. Aids - RNP APCH / RNP AR APCH alternate arrival or airport - Maintenance logs and MEL - Flight Plan - Loading and Checking the SID

Planning and Pre-Flight Review Questions

The navigation database: a) Is a requirement for all PBN navigation specifications b) Is valid for 28 days and must be confirmed valid prior to operating c) Can be used without updating as long as NOTAMs are checked before flight When completing a flight plan for a flight which is intended to include operations in PBN airspace: a) No special information needs to be included b) Block 18 must contain all PBN capabilities of the aircraft, regardless of the intended operation c) Block 18 contains information on the aircraft PBN capabilities relevant to the flight, and is limited to 8 entries

When considering a notified RAIM outage that affects a planned flight, which of the following is correct; a) Any RAIM outage requires a re-planning of the flight b) A RAIM outage is acceptable as long as contingency procedures are in place c) A RAIM outage of more than 5 minutes will require a re-routing or re-timing of the flight When planning for an RNP APCH arrival at destination, it is necessary to ensure; a) The availability of multiple alternate airfields b) Landing at the destination airfield can be assured using a conventional approach c) sufficient means are available to permit landing at either the destination or alternate in the event of a loss of the RNP capability

Operating in PBN Airspace General Information

Approval to Operate Aircraft Flight Manual (AFM) Certification of the aircraft for PBN Navigation Specifications Crew Aircraft Operating Manual (AOM) Crew approval to operate

Waypoint Types Flyby Flyover

Radius to Fix (RF) Legs RF – Radius to Fix Terminal airspace Optional functionality RNP 1, RNP 0. 3 and RNP APCH Required functionality RNP AR APCH Chart will specify the requirement where applicable RNP APCH RF Required

Fixed Radius Transition FRT – Fixed Radius Transition En-route Optional Functionality RNP 4, RNP 2 A-RNP

Navigation System RNP Value N 45° 30. 03 W 73° 33. 80 RNP / ACTUAL 1. 00 / 0. 06 NM RNP Values may be automatically set - Value comes from Database - Verify correct for Application Note: Default Values May be used outside of PBN Airspace Where the value is required to be input Manually: - Verify the RNP value from the chart

Contingency Procedures Notify ATC in case of loss of PBN Capability e. g. Equipment failure ” Unable RNP Due…” Co-ordinate with ATC Revised Clearance Established regional procedure for loss of communication Loss of RAIM Generally results in loss of PBN capability

Summary – Operating in PBN Airspace General Items to consider: - Understand the certification of the aircraft and the approval of the crew to operate in PBN airspace - RNP Values in the navigation system Entering, checking and default values - Contingency procedures "Unable RNP due. . "

Operating in PBN Airspace General Review Questions

In order to operate on PBN routes and procedures a) The aircraft must be certified to the required navigation specification b) The pilot must be approved for PBN operations c) Both a) and b) are required When operating in PBN airspace, if a system failure results in a loss of PBN capability: a) ATC must be notified using the phrase “Unable RNP due…” b) It is permissible to continue without notifying ATC as they are responsible for navigation c) The pilot must declare an emergency

The Radius to Fix leg a) Is useable in terminal airspace by all aircraft approved for PBN operations b) Is useable in en-route airspace, by aircraft certified specifically to perform RF legs c) Is useable in terminal airspace by aircraft certified specifically to perform RF legs

Operating in PBN Airspace SIDs and STARs

Applicable PBN Specifications RNAV 5 – Initial part of STAR outside of 30 nm from the ARP RNAV 2 RNAV 1 RNP 1 A-RNP 0. 3 - Helicopters

Selecting the Procedure Extract the procedure in full by name from database EADL DEPARTURES 24 I I I 27 I I I MIDAL 30 I MADDI DORTA > > > AMELI Confirm route with chart

Amending a SID or STAR Allowed changes to a stored procedure are limited: > > Manually created waypoints > NOT allowed > Acceptable Changes (ATC Request): - Shortcuts - Entry of existing waypoint DEFINE WAYPOINT Ref Wpt KRH Bearing/Dist 270/12 ACCEPT > > > Change from flyby to flyover NOT allowed

SID Specific Requirements Position Update on ground: GNSS STATUS 1 5 8 2 GNSS signal received DME/INS initial position 3 Acquiring Satellites…. DME/DME may need to depart on heading 29. 92 0700 Navigation engagement (lateral guidance) 0600 0500 Min 153 m (500 ft) 0400 0300

Monitoring Required: Navigation Performance Reference to Charts Differences of up to 3 o Not Required: Conventional Radio aids In the absence of integrity alert

Summary : SIDs and STARs Items to consider: - Selecting the procedure In full, by name, from valid database - Modification of the procedure Direct to, addition of existing waypoint; only at request of ATC - SID specific requirements Position fix, RNP engagement by 500 ft - Monitoring Navigation performance, reference to Charts

Operating in PBN Airspace SIDs and STARs Review Questions

Why must a SID or STAR be selected by name from the database rather than created manually by insertion of the waypoints? a) The waypoints in the SID/STAR are not the same as those stored individually b) The database coding of the procedure includes additional information such as the RNP value for alerting c) The aircraft will not correctly from one point to another if the waypoints are manually inserted What modifications are allowed to a SID or STAR once it has been selected from the database? a) Direct to. . Actions may be performed, at the request of ATC b) A waypoint may be changed from flyby to flyover, at the pilots discretion c) Manually created waypoints may be used to enhance the aircraft performance on the selected SID or STAR

Operating in PBN Airspace Approaches - General

Applicable PBN Specifications RNP APCH - Standard RNP Approach RNP AR APCH - Authorization Required - Higher Accuracy requirements RF Legs required

Approach Operation Classifications 2 -D 3 -D Lateral Guidance Only Lateral and Vertical Guidance Minima expressed as MDA's Minima expressed as DA's LNAV - Based on GNSS LP - Based on SBAS augmented GNSS

Vertical Guidance on RNP Approaches LPV Minima LNAV/VNAV Minima SBAS only SBAS or Baro-VNAV Vertical profile from SBAS Signal Baro-VNAV: - Vertical profile generated - Barometric altimeter system used

Note - Overlay Procedure It is possible to fly an Overlay on Conventional Non-Precision Procedures Conventional aid (VOR or NDB) remains PRIMARY Execute missed Approach if signal lost or disagrees Advisory Vertical Guidance: Baro VNAV system Non-Precision Approach, therefore MDA published

Operating Procedures RW 27 L DD 601 > > > EADD ARRIVALS RNP 27 L > > > Extract the procedure in full by name from database TOMLE DD 600 RNP APCH 27 L Confirm route with chart DD 600 5. 0 Nm DD 601 2625 1690 5. 0 Nm RW 27 L 3. 0 o Check correct coding of Approach Path

Operating Procedures Confirm engaged modes correct SPD | LNAV | VNV PTH Use of Autopilot / Flight Director Recommended CMD Monitoring position relative to path (Incl. Vertical if required) Establish on final by FAF/FAP

Missed Approach Use of capability permitted IF: Missed approach NOT due to failure of system WARNING Loss of Integrity Check NAV Position Use conventional Navigation Loaded in full from Navigation Database

Contingency Procedures Oceanic Airlines Aircraft Operating Manual (AOM) Operator required to develop and document in AOM

Summary : Approaches general Items to consider: - Selecting and checking the procedures In full, by name from valid database Verify with reference to published procedure chart - Confirm engagement of required modes - Monitor position relative to path (incl. vertical if applicable) - Missed approach based on PNM capability Acceptable, provided functional

Operating in PBN Airspace Approaches RNP APCH to LNAV and LNAV/VNAV minima

Approach Monitoring – Lateral Cross-Track Error Normally limited to ½ RNP If greater than 1 x RNP (0. 3 nm), execute Missed Approach 1 x RNP Indicated by Full Scale Deflection Brief deviations up to 1 x RNP acceptable during/after turns

Approach Monitoring - Vertical For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed

Baro VNAV Vertical Guidance Baro-VNAV – confirm correct Baro setting Discontinue approach for any of the following: Loss of Navigation Loss of Integrity Alerting capability (before FAF) Loss of Integrity Excessive FTE

Temperature Correction Barometric Information for Vertical Profile Sensitive to Temperature Error Min Temp specified on Chart Below this Temp Baro-VNAV not authorized Can still use LNAV only FMS with AUTOMATIC temperature correction: May continue to use procedure

Operating in PBN Airspace Approaches RNP APCH to LP and LPV minima

Operational Requirements SBAS Channel - Unique Identifier for the approach Before FAP: Loss of Navigation Loss of Integrity After FAP: Excessive FTE Loss of navigation (Incl. Loss of Integrity monitoring) Loss of vertical guidance signalled

Approach Monitoring Angular deviation (similar to ILS) Deviation should be limited to Half Scale Deflection - Both Lateral and Vertical Lateral Deviation Vertical Deviation

Operating in PBN Airspace Approaches RNP AR APCH Authorization Required

RNP AR APCH AR – Authorization Required RNP < 0. 3 for Final Segment RNP < 1. 0 for initial, intermediate and Missed approach segments RF Legs - AFM for aircraft certification - Speed control essential Autopilot and Flight Director use Mandated Check of Altimeters between IAF and FAF

AR Approach monitoring – Lateral Cross-Track Error Normally limited to ½ RNP If greater than 1 x RNP, execute Missed Approach 1 x RNP Indicated by Full Scale Deflection Brief deviations up to 1 x RNP acceptable during/after turns

AR Approach monitoring - Vertical For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed

Summary : Approaches Items to consider: - Deviation monitoring Missed approach for excessive deviation - Baro-VNAV Altimeter sub scale Minimum Temperature - SBAS Channel selection - RNP AR APCH Altimeter cross check between IAF and FAF

Operating in PBN Airspace Approaches Review Questions

Approach operations are classified as either 2 D or 3 D. A 3 D approach operation a) Is performed to an MDA which the aircraft must not descend below with the required visual reference b) Is performed to a DA, allowing for height loss after the commencement of a missed approach c) Is performed to a DA which the aircraft must not descend below with the required visual reference Which statement is correct regarding approach operations to LNAV/VNAV minima? a) These approaches must be operated using Baro-VNAV b) Either Baro-VNAV or SBAS may be used to operate these approaches c) Only SBAS may be used to operate these approaches

Missed approaches based on PBN navigation specifications a) May be used, provided the reason for the missed approach was not the loss of PBN capability on the aircraft b) May never be used c) May be used following a go-around, regardless of the reason Verification of the approach procedure prior to operation a) Is not required, if the procedure was extracted from a valid database b) Should be performed by comparison with the appropriate chart c) Can take the form of a basis 'reasonableness' check for gross erros

For RNP APCH approaches using Baro-VNAV, the temperature published on the chart a) Is the recommended minimum temperature for operations and is advisory only b) Is the minimum temperature at which use of the procedure is authorized c) Represents the assumed temperature used in the design process Vertical deviation is displayed to the pilot using a deviation scale. These scales a) Will be calibrated such that full scale deflection represents the maximum allowed deviation from the vertical path b) are for information only and do not require monitoring c) Are not consistent between aircraft types. They correct interpretation of the scale must be understood before operating a vertically guided approach

Charts

PBN Requirements Box Approach Chart SID Chart PBN Specification used Additional Info e. g. RF Legs

Approach Chart Identification Standard naming convention from 2022 All PBN Approaches Basic Form: Additional Approaches to same runway: Include Z, Y, X, W… RNP RWY 27 L

Approach Chart Identification Additional Information may be appended: AR - Authorization Required LNAV/VNAV only LPV only These limits ONLY may be used with the Approach Interim Naming – Until 2022 RNAV(GNSS) RWY 23 – Standard RNP APCH RNAV (RNP) RWY 23 – RNP AR APCH (Authorization Required)

Other Chart Features Baro-VNAV Min Temp SBAS Channel

Sample Approach Chart Generic example Commercial Charting products will use different conventions All relevant information should be included � MENU

Operating in PBN Airspace Charts Review Questions

The PBN requirements box contains information on a) The navigation specification used in the procedure, and may include additional items such as RF legs where needed b) the approval to operate the procedure c) Minimum temperatures, where applicable, below which the procedure is not authorized The suffix AR after a chart identification eg RNP RWY 27 (AR) identifies a) The approach is an 'Authorization Required' approach. Specific approval must be obtained prior to operating these types of approaches. b) The approach is an 'Authorization Required' approach. This approval can be granted by ATC when offering the approach c) The approach is an 'Authorization Required' approach. Approval of the operating Captain is required.

For RNP APCH approaches conducted to LPV minima a) Baro-VNAV can be used if annotated on the chart b) The SBAS channel number must be verified. c) The approach is not authorized below the minimum temperature specified on the chart.

Section 3: Issues

Flight Plan Lack of available codes, limited to: - RNAV 10, RNAV 5, RNAV 2, RNAV 1 - RNP 4, RNP 1, RNP APCH, RNP AR APCH No available code for RNP 2, RNP 0. 3 (Helicopters), Advanced RNP FF ICE - Future development of the flight planning system - More flexible - Information on aircraft capabilities not limited

RNAV Visual No Standard Definition: e r u Many variants Use different PBN Navigation Specs May require RF Legs (not all aircraft certified to fly) Different Visual Requirements Different Navigational Aid Requirements p L c ro d e Non-Standard Naming: RNAV Visual, Visual RNAV, RNVV Visual… V A U IS

GLS Approaches Not a PBN Specification Based on GNSS augmented by GBAS Provides precision approach analogous to ILS Cat 1 currently available Cat II/III in development Presented here for avoidance of confusion

Charting Common Charting Issues: No PBN Requirements Box - Info in notes/ header section - PBN Navigation Specification detail omitted - DME-DME RNP 0. 3 NA (Not Authorized) No Minimum Temperature Box - As above, information in general notes FMS/GNSS equipment procedure identification not consistent - RNV may be used � MENU

Charting – US and Canada RNAV (GPS) instead of RNAV (GNSS) - Equivalent US/Canada Chart Identification will not be harmonized - RNAV(GPS) RWY 23 remains North American standard

Section 4: Helicopters

RNP 0. 3 Specification RNP 0. 3 Specifically designed for Helicopters All Phases - En-route continental Terminal Offshore Low level Mountainous High Density airspace

RNP 0. 3 Requirements GNSS ONLY RAIM or SBAS Augmentation RAIM Prediction Service

Operating Procedures Flight Plan Completion Navigational Database Validity Selecting/Modifying the Procedure Position fix prior to Departure Preparation of Contingency Navigation Loss of RNP Capability

Point in Space Approaches Point in Space (Pin. S) Approach Helicopter Procedure - Instrument Segment followed by a visual segment nt Se um t en tr Ins Visual Segment H Pin. S Mapt RNP APCH to a specified Point "Proceed Visual" or "Proceed VFR" e gm

Pin. S - Proceed Visual Direct Visual Segment Maneuvering Visual Segment Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5 Obstacle identification for straight in (+/- 30 o) landing from Mapt to landing site Descent Point defined Obstacle identification for landing from a direction other than directly from Mapt

Pin. S - Proceed VFR Passing the Mapt transition to VFR (State rules apply) Pilot responsible to see and avoid Obstacles HAS Diagram Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5

Point in Space Departures Similar in Concept to the Pin. S Approach Depart Visually Visual Segment, and Instrument Segment beginning at the IDF. Depart Visually to join Procedure at Point in Space Proceed VFR Depart and remain in VFR Conditions Until Joining the Instrument segment at the IDF Initial fix IDF – Flyby Waypoint Obstacle clearance assured on Instrument Segment based on PBN specification (e. g. RNP 0. 3)

Visual Segment Same definitions as for Pin. S Approach "Proceed Visually" - Obstacle identification provided "Proceed VFR" - Pilot responsible to 'see and avoid' Detailed information in PANS OPS Vol I Part I Section 8 Ch. 4 � MENU

Helicopters Review Questions

RNP 0. 3 is intended for use by helicopters a) In the terminal area only b) In the terminal area and for offshore operations c) In all phases of flight including terminal, en-route and offshore A Pin. S arrival is best described as a) A PBN instrument segment followed by a ILS approach b) A PBN instrument segment to an RNP APCH approach c) A PBN instrument segment, followed by a visual segment which is identified as 'Proceed Visual' or 'Proceed VFR'

When given a clearance to 'Proceed VFR' during a Pin. S approach a) Obstacle identification is provided b) State VFR rules apply, the pilot is solely responsible to see and avoid obstacles c) No specific minima apply as long as the pilot is able to navigate visually