Flying RNAV (GNSS) Approaches in Private and General Aviation Aircraft
Cessna TTx · Normal Procedures
Overview
This document serves as a comprehensive guide for pilots and instructors on the operational use of RNAV (GNSS) approaches in private and general aviation aircraft, specifically focusing on the Cessna TTx. It covers essential topics such as flight planning, pre-flight checks, and the use of GPS technology in navigation. The manual emphasizes the importance of understanding Performance-Based Navigation (PBN) concepts and provides detailed instructions on executing RNAV approaches safely and effectively. It is designed to enhance pilot proficiency and situational awareness during instrument flight operations, ensuring that users can navigate accurately and efficiently in various airspace environments.
- Understand the principles of Performance-Based Navigation (PBN) and its application in RNAV approaches.
- Conduct thorough flight planning and pre-flight checks to ensure navigation systems are operational.
- Follow established procedures for activating and managing RNAV approaches, including autopilot use.
- Be prepared to execute missed approach procedures and communicate effectively with ATC.
- Recognize the impact of human factors on navigation and approach operations, emphasizing the need for training.
Document
Source
Originally published by www.luftfartstilsynet.no. Sprinkle hosts a reference copy with an added summary, specifications and searchable full text.
Document details
- Type
- Normal Procedures
- Pages
- 154
- File size
- 15 MB
- Publisher
- www.luftfartstilsynet.no
Most owners only have the POH. Here's the essential set for the Cessna TTx.
- Pilot's Operating Handbook / AFM
- Checklist
- Maintenance Manual
- Parts Catalog (IPC)
- Systems & Wiring
- Service Bulletins
- Type Certificate (TCDS)
Free — save the T240 Corvalis TTx to your watchlist and track it in one place.
More Cessna TTxmanuals & documents
See all 16 →- Emergency Procedures for the Cessna TTxEmergency Procedures
- Single Engine SERVICE BULLETIN SEB-34-07Pilot's Operating Handbook
- STC Installation Manual & Instructions for Continued Airworthiness - CC Series Fuel Level SenderV Speeds Reference
- Cessna Skyhawk Performance DataPerformance Data
- IFR RefresherTraining Manual
- Cessna TTx vs. Cirrus SR22 G6 TurboWeight And Balance
- Cessna Flyer August 2016Other Documents
- CESSNA TTx SPECIFICATION AND DESCRIPTIONPilot's Operating Handbook
- CESSNA TTxPilot's Operating Handbook
- CESSNA TTxOther Documents
- 2014 FACT BOOKType Certificate
- Energy and Efficiency: Why are our piston aircraft engines so @#$%*! inefficient?Service Bulletins
If you fly the Cessna TTx, you may also be researching these.
In this document
Introduction to PBN and RNAV Approaches
This section introduces Performance-Based Navigation (PBN) and its significance in modern aviation. It explains the transition from traditional navigation methods to RNAV (Area Navigation) and RNP (Required Navigation Performance) systems, highlighting the benefits of using GNSS technology for accurate navigation.
Flight Planning and Pre-Flight Checks
This section outlines the critical steps in flight planning for RNAV approaches, including the selection of appropriate charts and procedures. It emphasizes the importance of thorough pre-flight checks to ensure the aircraft's navigation systems are properly configured and operational.
Making the Approach
Detailed procedures for executing RNAV approaches are provided, including how to activate and arm the approach, manage descent profiles, and monitor the final approach. The section also covers the use of autopilot systems and the importance of situational awareness.
Missed Approach Procedures
This section describes the protocols to follow in the event of a missed approach, including how to execute the missed approach procedure safely and efficiently. It emphasizes the need for clear communication with air traffic control and adherence to established procedures.
Human Factors and Safety Considerations
This section discusses the human factors that can impact navigation and approach operations, including situational awareness and decision-making under pressure. It highlights the importance of training and familiarity with RNAV systems to mitigate risks.
Safety notes
- Always verify the integrity of GPS signals before relying on them for navigation.
- Maintain situational awareness during all phases of flight, especially during approaches and landings.
- Follow ATC instructions promptly and accurately to ensure safety during approach operations.
Full document text
GARMIN FIN Flying RNAV (GNSS) Approaches in Private and General Aviation Aircraft NO CPS POSITION STANDBY Luftfartstilsynet CIVIL AVIATION AUTHORITY - NORWAY . Flying RNAV (GNSS) Approaches in Private and General Aviation Aircraft INTRODUCTION TO PBN AND RNAV APPROACH OPERATIONS = Introduction = Background = Basic GPS GPS-signal quality = References =Glossary PERFORMANCE-BASED NAVIGATION (PBN) = What is PBN? e The PBN manual (ICAO doc 9613) = PBN in Norway = Terminology = Benefits from PBN = What PBN can offer = Introduction to approach applications =RNP Approach Model TECHNICAL INFORMATION, REQUIREMENTS & RECOMMENDATIONS = Human factors =GPS equipment = Installation = System settings and display parameters = Selection of approach procedures =Aeronautical database checks = User waypoints = Air traffic considerations The RNAV approach chart Flight planning PILOTS' GUIDE TO FLYING RNAV (GNSS) APPROACHES IN GENERAL AVIATION AIRCRAFT Pre-flight planning & checks = Use of autopilot Making the approach = Terrain awareness and terrain displays Baro-aided receivers Setting the display == Gross error crosschecks Setup the missed approach Activating, arming or enabling the approach = Radar vectors & ATC procedures =Adjustment to ETA Spatial orientation & situation awareness = Final approach Monitoring the final decent Missed approach procedures =Abnormal procedures INSTRUCTORS' GUIDE = Introduction Organizing the training APPENDIX 1: RECOMMENDED SYLLABUS OF TRAINING FOR RNAV (GNSS) APPROACH OPERATIONS = Reference material Principles of PBN and RNAV approach Principles of GPS =system installation & limitations Human factors =Preflight preparation = In flight Flying the approach =Preparing for landing = General APPENDIX 2: RNAV (GNSS) APPROACH CHECKLIST Introduction Flight planning =Pre-flight checks = Before reaching IAF = Approaching the IAF = At the IAF = At the IF = Approaching the FAF == Final Decent Missed approach APPENDIX 3: ATC OPERATIONAL PROCEDURES AND RTF PHRASEOLOGY =RTF praseology APPENDIX 4: SAMPLE RNAV (GNSS) APPROACH CHART =Approach chart Geitryggen APPENDIX 5: GPS TECHNICAL INFORMATION - EXTRACT FROM CASA CAAP 179A-1(1) QUIZ Australian Civil Aviation Advisory Publication CAAP 179A-1(1) (MARCH 2006) ? Hva har du lært om PBN og GNSS? - Quiz Lesson 1 of 66 Introduction Global Navigation Satellite Systems (GNSS) have changed the face of navigation dramatically in recent years, in that they can give an accurate and instant readout of position almost anywhere in the world. At the time of writing, the most familiar GNSS system is the US Department of Defense Global Positioning System (GPS), and this document is based on the use of GPS aviation receivers. GPS has already brought the opportunity for accurate Area Navigation (RNAV) within the budget of most aircraft operators. The development of GNSS based instrument approaches has now also brought the requisite technology for RNAV approach operations to light and private aircraft. RNAV brings with it many new techniques. As with any new technology, there is a natural transition from the experience and knowledge of the old, to the techniques of the new. During this time, the opportunities for error and misunderstanding are great and, for a time at least, the new technology is likely to represent an increased risk of error before the benefits of the system's greater accuracy can be realized. This course contains information on training and operational use of GPS for the flying of RNAV (GNSS) Approaches. Whilst, for the purposes of background, some information is given on the concept of Performance-Based Navigation (PBN) and RNAV, this document focuses mainly on the application, training and operational use of RNAV approach operations. This document is intended as a guide to pilots and instructors of privately operated, non-complex general aviation aircraft but much of the information may also be of use to other operators in the preparation of their own PBN training and operations programs. Lesson 2 of 66 Background PLEASE DO NOT TOUCH THE SCREENS PLEASE DO NOT TOUCH THE SCREERS RAN LEFT EL IFR operations depend upon a variety of navigation aids and techniques. A combination of these effectively provides the monitor and crosscheck necessary to capture both technical and human error. Where a single technical facility becomes the primary steering reference (primary reference), in instrument meteorological conditions (IMC), situational awareness and some form of crosscheck become critical to flight safety. Lesson 3 of 66 Basic GPS For the basic GPS signal in space, whilst there are monitors of the signal available to the aircraft, it is still possible for the satellites to give erroneous information and for receivers to display it. Once an anomaly has been detected, without access to or reception of the correcting (differential) signals, it can take up to several hours for the error to be removed or corrected by the GPS system itself. The GNSS receiver manufacturers have, therefore, developed systems, internal to some of their aircraft receivers, known as aircraft-based augmentation systems (ABAS), most of which now include some sort of integrity monitor such as Receiver Autonomous Integrity Monitor (RAIM). The GPS constellation and the ground stations are controlled from Colorado, in the United States. The system has demonstrated exceptional reliability, but like all systems, it has suffered technical and human failure. The satellite clocks are critical to the integrity of the system and are subject to regular intervention. Furthermore, the designs for receivers vary; particularly in the software that manages the satellite data for navigation. It is for these reasons that GPS must be used with knowledge and caution when used as the primary steering reference, for flight critical applications, such as instrument approach. Timing is everything in GNSS, and each satellite has up to four atomic clocks with accuracies
Show full textShow less
measured in the order of thousandths of millionths of a second. Master control stations and monitoring stations around the world, track and manage the satellites, relaying critical correctional data to them. The GNSS signals are transmitted on multiple frequencies. For example, the US GPS transmits the civil signal on the L1 frequency (1,575.42 MHz), just above the distance measuring equipment (DME) band. Military and authorised users can get more accurate measurements on the encrypted ‘L2' frequency (1127.60 MHz). The L5 frequency (1176.45 MHz) band is reserved for aviation safety services. It features higher power, greater bandwidth and an advanced signal design which reduces errors caused by passage of the GPS signal through the ionosphere-a layer of charged particles up to 1000 km above the Earth's surface. Lesson 4 of 66 GPS-signal quality Augmentation systems Having a way of alerting users that GNSS is underperforming is critical to the safety of the system. GNSS avionics have software to protect integrity—the measure of trust in the information supplied by the total system. Integrity includes the ability of a system to provide timely warnings to the user when the system cannot be used for the intended operation. Aircraft based, satellite-based and ground-based augmentation systems can ensure integrity. A number of augmentation systems can be used to improve the navigational performance provided by the GNSS constellations. Satellite Based Augmentation System (SBAS) and Ground Based Augmentation system (GBAS) The principle behind GBAS and SBAS is the same. Both systems utilizes fixed reference antennas on the ground, and calculates a correction and integrity signal to the receivers (users). The main differences are that GBAS uses a ground based transmitter to send the correction (augmentation) signal, whilst SBAS uses a geostationary satellite to send a similar signal. GBAS systems are intended primarily to support precision approach operations local to the airport where the installation resides, whilst SBAS systems are intended to give wide area coverage for both enroute and approach navigation. GBAS has two or more GPS receiving antennas placed in proximity of the runways the system serves. The exact position of these antennas are known, and the system compares the GPS derived position with the known actual position of the antennas to calculate signal error. By combining such errors from multiple monitoring antennas, the system is able to calculate the ranging error from each individual satellite and broadcast this via the VHF Data Broadcast (VDB) station on the ground. The VDB station also broadcasts approach path data for up to 26 approaches. SBAS augments the core satellite constellation by providing ranging, integrity and correction information via a geostationary satellite. This system comprises a network of ground reference stations called RIMS (Ranging an Integrity Monitoring Stations) and master stations that process this observed data and generate SBAS messages for uplink to the geostationary satellite. The geostationary satellite is the one that broadcast the augmentation signal to receivers. The ground reference stations (RIMS) are physical antennas spread out over a given region. Each antenna knows its exact position, and compares this position to the calculated position from GPS satellite array. By comparing the error between known position and calculated position from multiple RIMS stations, the system can pinpoint which of the orbiting GPS satellites that are producing the error. The system can identify errors caused by: Signal delay caused by varying thickness of the ionosphere Clock/time errors of individual GPS satellites Position/oribital errors of individual GPS satellites Due to the close proximity of receivers and reference antennas in GBAS systems, the accuracy of the correction signal is very high. Similarly, the SBAS correction will be less accurate as the reference antennas are spaced far apart and receivers may be far away from the reference antennas. Obviously, one SBAS geostationary satellite can't cover receivers on the other side of the earth or below the horizon from the satellite. Therefore, several geostationary satellites are placed in different postions over the earth and in combination covers most of the regions on the northern hemisphere. As geostationary satellites have to orbit the earth in a narrow band around the equator, coverage and signal strength deteriorates at high latitudes as the satellites gets closer to the horizon and eventually disappears below. Within Europe the SBAS is provided by the European Geostationary Navigation Overlay Service (EGNOS). Many receivers are now available with a Vertical Navigation (VNAV) function using SBAS services. Other SBAS services provided or under development in other regions of the world include: 101000101111010100010111111010001100000101000110000110100011000101010001100011 101000110001000100101000110010110100011001101010001100111101000110100010100011 01000100101101010 010001110000 101000111013 101 1016 10100010011 101000101001 01000101100 101000111001010001101101101000110111010100011 111001010100011 00111 001110100 00011111 11101001001 101000100 100111010 1010001001011010101010001101011101000 2001010001110101 00011 000001 01 $10000111 0010100010 0101000101 100001011101 10001100011 0100110100010100011 101000110111010100011 100110100010 111111010002 10011001011 1000 1101000111001 011100111010001101001010001110101 0001110100 100011110011010001211010100011 0001111110 00 111111101001000000 010000001 10000111 10100010111101 010001100010001 10100011100001010001] 10100011101101010001 101000111110010100011 1010010000010101001000 010001001100101000100 101000101001000101010 100100001001 00100001011010010000 1010001001110101001001001 01111101001010 10100010 010011101000101010010100010101011010001010110101000101 101000101100010100010 0011010001011010010001011011101000101110011010001011101 1010001011110101000101 1111010001100000101000110000110100011000101010001100011 101000110001000100101000110010110100011001101010001100111101000110100010100011 010001011 1010001100000101000110000 1010001100010101000110001 101000110001000100101000110010110100011001101010001100111101000110100010100011 101000100101101010 101000111000 101000111013 101 1016 10100010011 101000101001 101000111001010001101101101000110111010100011 111001010100011 00111 001110100 00011111 11101001001 101000100 100111010 100110100010 001010001110101 00011 000001 101 $10000111 000010100010 010110101000101 0011010001011101 101000101100 0100010111101 1010001100010001 1010001001011010101010001101011101000 101000111000010100011 10100011101101010001 101000111110010100011 010010000010101001000 1010001001100101000100 111111010002 00101010001100011 0100110010110 101000111001 10001110100 0001111110 00 1 10010000100100100001011010010000 101001000000 010000001 10000111 1010001001110101001001001 11110100014 10100010 0001 011 0100110100010100011 1000110110110000110111010100011 011100111010001101001010001110101 100011110011010001211010100011 101000101001000101010 101000101100010100010 010011101000101010010100010101011010001010110101000101 0011010001011010010001011011101000101110011010001011101 10100010 110101000101 11110100011000001 10001100001 0100011000101010001100011 101000110001000100101000110010110100011001101010001100111101000110100010100011 Wide Area Augmentation System (WAAS)* in the USA. WAAS, a regional space-based augmentation system (SBAS) operated by the Federal Aviation Administration (FAA), supports aircraft navigation across North America. Although designed primarily for aviation users, WAAS is widely available in receivers used by other positioning, navigation, and timing communities. FAA is committed to providing WAAS service at the performance levels specified in the GPS WAAS Performance Standard. FAA is improving WAAS to take advantage of the future GPS safety-of-life signal to provide even better performance. The WAAS service is interoperable with other regional SBAS services, including those operated by Japan (MSAS), Europe (EGNOS), and India (GAGAN). 010001011 1010001100000101000110000 1010001100010101000110001 101000110001000100101000110010110100011001101010001100111101000110100010100011 101000100101101010 1010001110001 101000111013 101 1016 10100010011 101000101001 101000101100 0100010111101 101000111001010001101101101000110111010100011 111001010100011 00111 001110100 00011111 11101001001 101000100 00111010 100110100010 111111010002 001010001110101 00011 000001 101 $10000111 000010100010 110101000101 10010001011101 00101010001100011 101000110001000110100011001011 1010001001011010101010001101011101000 101000111000010100011 10100011101101010001 101000111110010100011 010010000010101001000 1010001001100101000100 101000101001000101010 101000101100010100010 10100010 0001011 001020110100010100011 1000110110110000110111010100011 011100111010001101001010001110101 100011110011010001211010100011 101000111001 10001110100 0001111110 1010001001110101001001001 00 1 10010000100100100001011010010000 101001000000 010000001 10000111 11110100014 10100010 010011101000101010010100010101011010001010110101000101 0011010001011010010001011011101000101110011010001011101 11010100010111110100011000001 10001100001 100011000101010001100011 101000110001000100101000110010110100011001101010001100111101000110100010100011 Multi-functional Satellite Augmentation System (MSAS) in Japan The MTSAT Satellite Augmentation System (MSAS) is the Japanese Satellite Based Augmentation System (SBAS) System: a GPS Augmentation system with the goal of improving its accuracy, integrity, and availability, and that uses the Multifunctional Transport Satellites (MTSAT) owned and operated by the Japanese Ministry of Land, Infrastructure and Transport and the Japan Meteorological Agency (JMA). First tests were accomplished successfully, and MSAS system for aviation use was declared operational in September 27, 2007,[3][4][5] providing a service of horizontal guidance for En-route through Non- Precision Approach.