How to navigate using a beacon

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Document Overview

Order of the Ministry of Transport of the Russian Federation of April 5, 2017 No. 136 “On approval of the types of required navigation characteristics for zonal navigation routes”

In accordance with paragraph 17 of the Federal Rules for the Use of Airspace of the Russian Federation, approved by Decree of the Government of the Russian Federation of March 11, 2010 No. 138 (Collection of Legislation of the Russian Federation, 2010, No. 14, Art. 1649, 2011, No. 37, Art. 5255, No. 40, Articles 5555, 2012, No. 31, Articles 4366, 2015, No. 29 (Part II), Articles 4487, No. 32, Articles 4775, 2016, No. 8, Articles 1130, No. 29, 4838 , 2017, No. 9, Article 1360), I order:

1. Approve the following types of required navigation characteristics for area navigation routes:

a) RNAV 10 - for performing flights of aircraft in oceanic and remote areas of airspace along zonal navigation routes based on navigation based on the use of autonomous on-board long-range navigation systems and equipment using input data from the global navigation satellite system (hereinafter - GNSS) ,

b) RNP 4 - for performing flights of aircraft in oceanic and remote areas of airspace along zonal navigation routes based on the use of equipment that automatically determines the aircraft’s horizontal position, monitors compliance with characteristics and gives a warning about deviation from them and using input from GNSS sensors,

c) RNAV 5 - to perform aircraft operations using constant two-way radio communication with the air traffic services authority along the regional navigation routes, standard instrument arrival routes (hereinafter - STAR) and standard instrument departure routes (SID) based on navigation based on the use of equipment that automatically determines the location of the aircraft in a horizontal plane and uses input data from one or a combination of the following types of sensors:

omnidirectional azimuth / rangefinding radio beacons (hereinafter VOR / DME),

rangefinder radio beacons / rangefinder radio beacons (hereinafter - DME / DME),

rangefinder beacons / rangefinder beacons / inertial reference systems (hereinafter - DME / DME / IRS),

inertial navigation systems (hereinafter - INS) or inertial reference systems (hereinafter - IRS),

d) RNAV 2 - for aircraft operations using the air traffic services monitoring system and continuous two-way radio communication with the air traffic services authority along the regional navigation routes, STAR and SID based on navigation based on the use of equipment that automatically determines the aircraft’s horizontal position plane and using input from one or a combination of the following types of sensors:

e) RNAV 1 - for aircraft operations using the air traffic services monitoring system and constant two-way radio communication with the air traffic services authority along the regional navigation routes, STAR and SID, as well as according to instrument approach procedures for the initial, intermediate stages and aborted approach (departure to the second circle) based on navigation based on the use of equipment that automatically determines the location of the aircraft in a horizontal plane and uses input from one or a combination of the following types of sensors:

f) RNP 2 - for performing aircraft flights along regional navigation routes based on navigation based on the use of equipment that automatically determines the aircraft’s horizontal position, monitors compliance with characteristics and issues warnings about deviations from them and uses input data from sensors GNSS

g) RNP 1 - for performing aircraft flights according to STAR and SID, as well as according to instrument approach procedures at the initial, intermediate stages and interrupted approach (departure to the second circle) based on navigation based on the use of equipment, automatically determining the location of the aircraft in a horizontal plane, monitoring performance characteristics and issuing warnings about deviations from them and using input data from one or a combination of the following types of sensors:

h) RNP APCH, RNP AR ARSN - for performing aircraft flights according to instrument approach procedures at the initial, intermediate, final stages and interrupted approach (departure to the second circle) based on navigation based on the use of equipment that automatically determines the location of the aircraft in a horizontal plane that monitors the performance characteristics and gives a warning about deviations from them and uses input data from GNSS sensors,

i) RNP 0.3 - for aircraft flying along the zonal navigation routes, STAR and SID, as well as according to instrument approach procedures at the initial, intermediate stages and interrupted approach (departure to the second round) based on navigation, based on the use of equipment that automatically determines the location of the aircraft in a horizontal plane, monitors the performance characteristics and gives a warning about deviations from them and uses input from GNSS sensors.

2. To recognize as invalid the order of the Ministry of Transport of the Russian Federation of November 9, 2010 No. 242 “On the approval of the types of required navigation characteristics for zone navigation routes” (registered by the Ministry of Justice of Russia on December 9, 2010, registration No. 19144).

The Minister

M.Yu. Sokolov

Registered in the Ministry of Justice of the Russian Federation on April 26, 2017.
Registration number 46504

Types of beacons for the intended purpose

Beacons are divided into classes, in accordance with the radio signal parameter, changing in direction, and the corresponding method of radio engineering measurements:

Amplitude beaconswhich direction is determined by measuring the intensity of the received signal,
Phase Beacons - to determine the direction, the phase of the signal is measured,
Frequency beacons - to determine the direction, the signal frequency is measured,
Temporary lighthouses - to determine the direction, the moment of signal reception is detected,

the most common amplitude beacons.

Types of beacons by purpose [edit |

Navigation equipment

Glass cockpit

- integrated aerobatic systemin which all necessary aircraft control information displayed on displays, in contrast to the dashboard with digital-scale indicators. The experience of piloting aircraft equipped with a glass cockpit system is a prerequisite for allowing pilots to fly on most modern passenger aircraft (see also EFIS). Helicopters are also equipped with this system.

EFIS (Electronic Flight Instruments System)

- a system of electronic flight instruments providing the flight crew flight and navigation information (see also Glass cockpit).

FMS (Flight Management System)

- On-board computer navigation system. This system provides various options for aircraft flight en route, climb and descent, pre-landing maneuvering, approach, landing and departure to the second round.

ILS (Instrument Landing System)

- course-glide path system allows landing in conditions when pilots are not able to establish visual contact with the ground, and the position of the aircraft is determined by the signals of radio beacons.

GPS Navigation

determines the immediate location of the aircraft, ground speed, ground angle, speed from North to South, speed from East to West and vertical speed.

VOR / DME Navigation

determines the relative course and distance to the ground station. It is used VOR (Very high frequency Omni directional radio Range) - an omnidirectional beacon that provides information about the azimuth of the aircraft and a radio range finder DME (Distance Measuring Equipment) - omnidirectional rangefinder radio beacon (RMD), providing the determination of the distance from the ground station to the aircraft. The distance from the aircraft to the beacon is determined by the time interval between the transmitted radio signal and the received response signal, i.e. time for which the radio signal reaches the beacon and returns. The control system takes into account the change in location over time to determine ground speed and ground angle.

ACAS (Airborne Collision Avoidance System)

– international standards Airborne collision avoidance system developed by ICAO.

TCAS (Traffic Alert and Collision Avoidance System)

- Aircraft collision warning system. The ACAS system is fully compliant with the TCAS II system, which is currently installed on most commercial aircraft. When approaching aircraft equipped with TCAS II systems, these systems automatically coordinate among themselves the decision to which aircraft to lower and which to increase altitude before issuing appropriate instructions to the pilots. Flight operations on aircraft equipped with the TCAS system, requires appropriate training of the flight crew.

ACAS

- On-board collision avoidance system.

GCAS (Ground Collision Avoidance System)

- a system for preventing collisions with the ground.

GNSS (Global Navigation Satellite System)

- Global Navigation Satellite System (GNSS).

GPWS (Ground Proximity Warning System)

- The first generation of warning systems for approaching the Earth. These systems issued warnings to the flight crew based on data from an onboard altimeter.

EGPWS (Enhanced Ground Proximity Warning System)

- The next generation of Earth proximity warning systems after the GPWS. It differs in that it works not only on the basis of onboard altimeter data, but also in the system built-in terrain database.

TAWS (Terrain Awareness and Warning System)

- The system of early warning of approach to the Earth (SRPPZ). Provides the aircraft crew with visual and audible alarms about an unintentional approach to the Earth's surface. The system takes into account the flight characteristics of the aircraft, the flight phase (take-off, landing, cruising), the speed of the aircraft, etc.

RVSM (Reduced Vertical Separation Minimum)

- reduced vertical separation intervals. A system of measures to increase airspace throughput by reducing the intervals between trains. RVSM operations requires appropriate aircraft equipment, for crew also RVSM flight preparation required.

RNP (Required Navigation Performance)

- requirements for navigation performance. This concept (developed by ICAO) sets the accuracy requirements for airborne and ground-based navigation equipment, which should ensure proper navigation accuracyexpressed in the maximum deviation of the position of the aircraft from the axis of the laid route.

PBN (Performance Based Navigation)

- performance based navigation. This concept is a development of the RNP concept, it combines and systematized pre-existing navigation accuracy requirements. Unlike RNP, this concept makes demands not on the technical parameters of a specific navigation equipment, but on the accuracy and functionality of the system as a whole.

RNAV (Random Navigation / Area Navigation)

- method of zone navigation. This method of airplane navigation allows carry out a flight (including approach) on any desired route (subject to restrictions established by national air traffic control units) within the range of radio navigation systems, or within the range of airborne navigation aids, or using a combination of their capabilities. This allows you to fly to points on the route that are not tied to ground-based radio navigation aids, which greatly increases the flexibility of route planning. Ensuring the process of regional navigation on RNAV presents set of requirements for aircraft navigation equipmentIn particular, it is necessary to equip the aircraft with receivers of the satellite navigation system (SNA), as well as required appropriate aircraft crew training.

RNAV-5, RNAV-1

- American nautical specifications establishing aircraft and crew requirements to ensure the necessary navigation accuracy. RNAV-5 corresponds to lateral flight accuracy of 5 nautical miles (i.e., within 95% of the time the flight must go within 5 nautical miles from the axis of the route laid), and RNAV-1, respectively, 1 nautical mile.

RNAV-10 (RNP-10)

– navigation specification for the implementation of navigation processes in oceanic airspaceas well as in remote regions of continental airspace. In accordance with RNAV-10, a flight must pass within 95% of the time within 10 nautical miles from the axis of the route laid. To meet the requirements of this specification, in particular,The aircraft should be equipped with two long-range navigation systems.

B-RNAV (Basic Area Navigation) and P-RNAV (Precision Area Navigation)

- European navigation specifications establishing aircraft and crew requirements to ensure the necessary navigation accuracy. B-RNAV corresponds to lateral flight accuracy of 5 nautical miles, and P-RNAV respectively - 1 nautical mile.

ETOPS (Extended-range Twin-engine Operational Performance Standards / Extended Twin Operations Standards)

- extended twin-engine flight rules. These are the requirements developed by ICAO for flying and preparing twin-engine aircraft. An aircraft certified according to ETOPS must be able to fly to the nearest airfield on one engine in the event of a failure of one of the engines. This implies certain requirements for the equipment of the aircraft, maintenance procedures and pre-flight checks, as well as restrictions are imposed when planning the flight route of a twin-engine aircraft, which must be built so that it is constantly within a fixed flight time to the nearest aerodrome where you can make an emergency landing in case of failure of one of the engines. ETOPS Training as flight crew membersso employees organizations implementing MRO aircraft. In particular, trained flight crews can conduct a preflight check of a twin-engine aircraft on their own.

MNPS (Minimum Navigation Performance Specifications)

- technical minimum navigational requirements. Based on the peculiarities of using the airspace of the North Atlantic, separation rules for aircraft that comply with the MNPS standards and the routes along which aircraft that do not meet the MNPS standards are separately established.

AIP (Aeronautical Information Publication) (AIP)

- A collection of aeronautical information. The document is published by the authorized state body, and contains requirements for the organization of air traffic, airport diagrams, maps of dispatch areas with a description of the organization of air traffic, as well as border, customs, and sanitary requirements for each district.

RTOP

- radio flight support.

SNA

- satellite navigation system.

Special software

Jeppesen Services Update Manager (JSUM)

intended for navigation database updates various satellite navigation systems (Honeywell Primus Epic, Honeywell Apex, the Avidyne EX5000 MFD, Garmin 155, 430/530 Series GPS, Garmin G1000 Flight Deck, etc.).

CPAS, PCD

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Method 1 Course Change

1 Follow the set course. You can find the direction of the airway in PVP (VFR) or IFR (IFR). Set course in OBS and deploy the aircraft to follow the indicated direction. When the direction is set, pay attention to the position of the CDI. If the pointer is deviated to the right, your course is on the right. Similarly, if the pointer is tilted to the left, your course is to the left.
2 Change course. Turn 30 degrees in the direction indicated by the CDI to change course. Although 30 ° is used most often and this angle is easiest to maintain, you can choose any deflection angle. For example, if you are far enough away from your desired course, you may need to deviate more than 30 ° to return to the course before reaching your destination.
3 Track the course. When the CDI approaches the center, change direction to lie on course. Keep the arrow centered to stay on course. Если она начинает смещаться влево, поверните влево, чтобы вернуться на курс.Отслеживание входящих (направленных к станции) и исходящих (от станции) радиалов выполняется так же, только вы должны получить указатель «КУДА», когда летите по входящим, и указатель «ОТКУДА», когда летите по исходящим радиалам.
4 Сделайте поправку на ветер. Если вас сдувает с курса ветром, измените курс и используйте угол поправки на ветер (WCA) около десяти градусов к воздушному потоку. Если этого недостаточно, увеличьте угол WCA. Если этого слишком много, уменьшайте поправку, пока указатель CDI не окажется по центру.

Method 2 Intersection

Sometimes you need to determine the intersection of two VOR radials. This may be the point at which the airway changes direction, crosses another route, changes the minimum permissible IFR flight altitude, a waiting point or a reporting point to the "tower". The intersection can be determined using two VOR radials, sometimes a VOR radial and rangefinder equipment (DME).

1 Configure and identify both VORs as before. Two VOR receivers are the best option, but you can still identify intersections with one VOR receiver by switching the frequency and comparing the radials of both VORs.
2 Configure OBS. Use OBS to set the correct radials from each VOR. Radials should be shown on the PVP (VFR) and IFR (IFR) graphs. On the PVP (VFR) graph, the arrows show the intersection point of the VOR radials, and on the IFR graph show from VOR to the intersection.
3 Wait until both CDI arrows are centered. When tracking a course along one VOR, observe the second VOR, waiting for the CDI pointer to be centered. When both pointers are centered, you will be at the intersection point.
- Use rangefinder equipment to eliminate the need for a second VOR. When tracking the radar to VOR, use rangefinder equipment to determine your distance to the station. The distance indicated by the equipment will be displayed on the IFR graph, it can be used to determine the intersection. For example, a WARIC intersection is defined as a radius of 238 from VOR and a distance of 21 nautical miles with rangefinder equipment.
- Sometimes, instead of the second VOR, you can use the heading beacon. The procedure is exactly the same, but remember that the directional beacon is twice as sensitive as the VOR.

Document Overview

New types of required navigation characteristics for zone navigation routes have been approved. These include RNAV 10, RNP 4 (operations in oceanic and remote areas of airspace), RNP APCH, RNP AR ARSN (operations on approach procedures for instrumentation at the initial, intermediate, final stages and interrupted approach) and other

Recall that flights along zonal navigation routes are carried out by aircraft equipped for zonal navigation along any desired path within the coverage area of navigation aids based on reference stations (including satellite), or within the limits determined by the capabilities of autonomous airborne navigation aids, or through a combination of these means.

Previously valid types of required navigational characteristics are no longer valid.

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