RNAV/RNP
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Skybrary; an exceptional public "aviation" library.
SKYbrary Aviation Safety
And regarding P-RNAV
SKYbrary - Precision-Area Navigation (P-RNAV)
SKYbrary Aviation Safety
And regarding P-RNAV
SKYbrary - Precision-Area Navigation (P-RNAV)
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RNAV (Area Navigation) allows an aircraft to navigate on any paths that are defined on arbitrary points within the coverage of sufficient navigation aids.
Before RNAV, navigation points were either at a naviad (VOR, NDB etc) or at an intersection (e.g. radial 250 of VOR ABC, with radial 170 of VOR XYZ).
RNAV allows airspace designers more freedom in designing routes. The waypoints and routes are then being coded into a database in the FMS and the pilot only follows the magenta line
.
For RNAV to work, the aircraft needs to have means to calculate where it is with a certain accuracy. This can be done based on GNSS or multiple DME receivers sometimes coupled with the IRU.
RNP (Required Navigation Performance) is basically an extension to RNAV. In addition to knowing where the aircraft is and is going to be, the RNP system is required to have failure monitoring and alerting on it. IF something goes wrong with the navigation system, (either on board or on the ground/ in space) the system will be able to detect the failure and alert for it.
B-RNAV requires track keeping accuracy of 5 NM 95%,
P-RNAV requires track keeping accuracy of 1 NM 95%
RNP 5 requires track keeping accuracy of 5NM 95%, with a probability of exceeding 10NM without detection and alerting less than 0.00001 (10^-5).
see also: http://www.faa.gov/air_traffic/publi...m/aim0102.html
Before RNAV, navigation points were either at a naviad (VOR, NDB etc) or at an intersection (e.g. radial 250 of VOR ABC, with radial 170 of VOR XYZ).
RNAV allows airspace designers more freedom in designing routes. The waypoints and routes are then being coded into a database in the FMS and the pilot only follows the magenta line
.For RNAV to work, the aircraft needs to have means to calculate where it is with a certain accuracy. This can be done based on GNSS or multiple DME receivers sometimes coupled with the IRU.
RNP (Required Navigation Performance) is basically an extension to RNAV. In addition to knowing where the aircraft is and is going to be, the RNP system is required to have failure monitoring and alerting on it. IF something goes wrong with the navigation system, (either on board or on the ground/ in space) the system will be able to detect the failure and alert for it.
B-RNAV requires track keeping accuracy of 5 NM 95%,
P-RNAV requires track keeping accuracy of 1 NM 95%
RNP 5 requires track keeping accuracy of 5NM 95%, with a probability of exceeding 10NM without detection and alerting less than 0.00001 (10^-5).
see also: http://www.faa.gov/air_traffic/publi...m/aim0102.html
I googled... difference between B-RNAV and RNP5, P-RNVA and RNP1 and it came up with several excellent explanations, including the Skybraby site!
Who'd have thought?
Who'd have thought?
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Plazbot, careful, your comment on RNAV is incomplete -
ICAO PBN Manual (Doc. 9163)…
RNAV System - A navigation system which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. An RNAV system may be included as part of a Flight Management System (FMS).
RNAV Operations - Aircraft operations using an area navigation system for RNAV applications. RNAV operations include the use of area navigation for operations which are not developed in accordance with the PBN Manual.
RNP Systems and Operations … as you suggested, (enhanced) area navigation systems and procedures compliant with ICAO (or EASA) requirements for RNP implementations. At present en-route (BRNAV & RNAV5) and terminal (PRNAV) navigation in ECAC area is possible without RNP equipment.
ICAO PBN Manual (Doc. 9163)…
RNAV System - A navigation system which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. An RNAV system may be included as part of a Flight Management System (FMS).
RNAV Operations - Aircraft operations using an area navigation system for RNAV applications. RNAV operations include the use of area navigation for operations which are not developed in accordance with the PBN Manual.
RNP Systems and Operations … as you suggested, (enhanced) area navigation systems and procedures compliant with ICAO (or EASA) requirements for RNP implementations. At present en-route (BRNAV & RNAV5) and terminal (PRNAV) navigation in ECAC area is possible without RNP equipment.
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HD....if you want to be more sophisticated in your put downs you should try this instead 
Let me google that for you
Let me google that for you
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The difference between BRNAV and RNP5 ... BRNAV is the European name for RNAV5, they are identical specifications and the names are totally interchangeable. RNP5 does not exist in ICAO PBN.
The difference between PRNAV and RNP1 ... PRNAV is a European interpretation of RNAV1, the principal differences revolve around acceptable nav sensors and the required functionality. RNP1 is a different kettle of fish altogether, not implemented in Europe.
The confusion between RNAV and RNP specifications arises in part because most multi-sensor area navigation systems (most Flight Management Systems) are RNP-capable, so the terminology employed in their use is that relating to RNP, and practically all FMS will navigate to RNP standards of accuracy even when conducting RNAV operations.
The difference between PRNAV and RNP1 ... PRNAV is a European interpretation of RNAV1, the principal differences revolve around acceptable nav sensors and the required functionality. RNP1 is a different kettle of fish altogether, not implemented in Europe.
The confusion between RNAV and RNP specifications arises in part because most multi-sensor area navigation systems (most Flight Management Systems) are RNP-capable, so the terminology employed in their use is that relating to RNP, and practically all FMS will navigate to RNP standards of accuracy even when conducting RNAV operations.
Plenty agreeing with me here.
When an OP poses a question without giving any indication as to whether they have bothered to try to find out the answer off their own bat, then suggesting that they might have spent a few minutes on Google first seems entirely reasonable to me.
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However
Perhaps this should be replaced with "try Google".....?
Didn't think so.
ATC Issues A place where pilots may enter the 'lions den' that is Air Traffic Control in complete safety and find out the answers to all those obscure topics which you always wanted to know the answer to but were afraid to ask.
Didn't think so.
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This thread confirms that more cleanup/clarification needed when ICAO’s PBN study group resumes this autumn. Hopefully the following augments Pontius’s Copilot excellent answer:
Under the RNP concept, now obsolete, ‘RNP’ was anchored on navigation accuracy almost exclusively. In context, there were two specifications RNP 10 and RNP 4 in the RNP Manual, and ICAO Annex 11 former Attachment B, now removed, made references to other RNP ‘values’ such as RNP 5 and RNP 1 for which there were no specifications published.
The introduction of the PBN Concept in 2008 fully replaced the RNP Concept. Aside from the PBN Manual [Doc 9613] trying to address all stakeholders (in Volume 1), PBN is anchored in area navigation techniques. PBN introduced a system of navigation specifications (NavSpecs, detailed in Volume 2 of the Manual) whereby RNAV specifications are distinguished from RNP specifications by the latter REQUIRING ‘on board performance monitoring and alerting’ (OPMA) - usually provided by GPS RAIM function, which means that all RNP specifications require GPS as an RNAV positioning sensor. [Over time, it has become evident that this ‘distinction’ is quite abstract and not given to easy translation in the operational realm. Pontius’s Copilot expressed this well]. Note that a NavSpec is NOT centered on navigation-accuracy; each NavSpec envisages a ‘total’ operation and covers performance requirements (accuracy, integrity, continuity) as well as equipment requirements, path & terminators, navaid infrastructure, crew training, ATC training etc. As such, each NavSpec is around 20 pages in length.
The updated 2013 edition of the PBN Manual includes 11 NavSpecs, four of which are RNAV and seven of which are RNP; new RNAV specifications are not envisaged. Each NavSpec has been designed for use in a particular area of application. Two NavSpecs from the RNP concept were pulled into PBN but MNPS was not. As stated, there is no RNP 5 specification in PBN, even though some RNP 5 still exists .... Note that GLS and ILS are not PBN.
The NavSpecs are
• RNAV 10 – for Oceanic applications (formerly known as RNP 10) was changed to RNAV 10 because the specification does NOT require ‘on board performance monitoring and alerting’. Use of the RNP 10 nomenclature for those already certified was grandfathered.
• RNAV 5 – for en route continental applications (known as B-RNAV in Europe and a direct read-across from the JAA TGL)
• RNAV 2/1 – for en route continental/terminal applications (similar to P-RNAV as pointed out).
The RNP Specifications are
• RNP 4 – for Oceanic applications
• RNP 2 – for Oceanic/Continental applications
• RNP 1 – for Terminal applications
• Advanced RNP – for all phases of flight: this specification is envisaged as an umbrella specification whereby if an aircraft is certified/crew approved for Advanced RNP, then it is good to go for RNAV 5, RNAV 2 & 1, RNP 2 (provided continuity requirements met for oceanic), RNP 1 and RNP APCH (usually Baro)
• RNP APCH – for approach (mainly final). This specification has four flavours: LNAV; LNAV/VNAV (Baro); LP; LPV (SBAS)
• RNP AR APCH – usually for challenging environments
• RNP 0.3 – for all flight phases (designed mainly for helicopters or slow moving fixed wings).
Under the RNP concept, now obsolete, ‘RNP’ was anchored on navigation accuracy almost exclusively. In context, there were two specifications RNP 10 and RNP 4 in the RNP Manual, and ICAO Annex 11 former Attachment B, now removed, made references to other RNP ‘values’ such as RNP 5 and RNP 1 for which there were no specifications published.
The introduction of the PBN Concept in 2008 fully replaced the RNP Concept. Aside from the PBN Manual [Doc 9613] trying to address all stakeholders (in Volume 1), PBN is anchored in area navigation techniques. PBN introduced a system of navigation specifications (NavSpecs, detailed in Volume 2 of the Manual) whereby RNAV specifications are distinguished from RNP specifications by the latter REQUIRING ‘on board performance monitoring and alerting’ (OPMA) - usually provided by GPS RAIM function, which means that all RNP specifications require GPS as an RNAV positioning sensor. [Over time, it has become evident that this ‘distinction’ is quite abstract and not given to easy translation in the operational realm. Pontius’s Copilot expressed this well]. Note that a NavSpec is NOT centered on navigation-accuracy; each NavSpec envisages a ‘total’ operation and covers performance requirements (accuracy, integrity, continuity) as well as equipment requirements, path & terminators, navaid infrastructure, crew training, ATC training etc. As such, each NavSpec is around 20 pages in length.
The updated 2013 edition of the PBN Manual includes 11 NavSpecs, four of which are RNAV and seven of which are RNP; new RNAV specifications are not envisaged. Each NavSpec has been designed for use in a particular area of application. Two NavSpecs from the RNP concept were pulled into PBN but MNPS was not. As stated, there is no RNP 5 specification in PBN, even though some RNP 5 still exists .... Note that GLS and ILS are not PBN.
The NavSpecs are
• RNAV 10 – for Oceanic applications (formerly known as RNP 10) was changed to RNAV 10 because the specification does NOT require ‘on board performance monitoring and alerting’. Use of the RNP 10 nomenclature for those already certified was grandfathered.
• RNAV 5 – for en route continental applications (known as B-RNAV in Europe and a direct read-across from the JAA TGL)
• RNAV 2/1 – for en route continental/terminal applications (similar to P-RNAV as pointed out).
The RNP Specifications are
• RNP 4 – for Oceanic applications
• RNP 2 – for Oceanic/Continental applications
• RNP 1 – for Terminal applications
• Advanced RNP – for all phases of flight: this specification is envisaged as an umbrella specification whereby if an aircraft is certified/crew approved for Advanced RNP, then it is good to go for RNAV 5, RNAV 2 & 1, RNP 2 (provided continuity requirements met for oceanic), RNP 1 and RNP APCH (usually Baro)
• RNP APCH – for approach (mainly final). This specification has four flavours: LNAV; LNAV/VNAV (Baro); LP; LPV (SBAS)
• RNP AR APCH – usually for challenging environments
• RNP 0.3 – for all flight phases (designed mainly for helicopters or slow moving fixed wings).
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Like all the contributions here, shows grasping of evolution based on strong basic knowledge.
In particular, fp1977 - comprehensive, current and accurate.
Am always amused by those that have a shaky basic knowledge at best and then do the "Wikipedia' thing ... and all of a sardine are 'experts'. Experienced this fairly recently with a colleague - served as entertainment none-the-less.
In particular, fp1977 - comprehensive, current and accurate.
Am always amused by those that have a shaky basic knowledge at best and then do the "Wikipedia' thing ... and all of a sardine are 'experts'. Experienced this fairly recently with a colleague - served as entertainment none-the-less.
