RNAV Training Manual - Keilir

How is RNAV implemented?
Traditional IFR has a single, simple implementation which is valid in airspace worldwide using a
standard set of aircraft equipment (the VOR, VOR DME, DME ADF and ILS receivers and instruments) and the
standard Instrument Rating pilot qualification. Non-standard applications are relatively rare and
specialised (eg. CAT 2 ILS operations)
Fi First-generation t ti RNAV was iimplemented l t d iin much h th the same way. Aircraft Ai ft equipped i d with ith one of f the th
many kinds of RNAV box could fly additional RNAV routes. However, the accuracy and predictability
of an aircraft s flight path was limited by a lack of standardisation
in navigation equipment accuracy and reliability
in how route and procedure data was entered, coded, interpreted and displayed
in how pilots and autopilots would fly turns, intercepts, climbs to a fix and any other non-straight
and level legs
Modern applications have aimed to increase the usefulness of RNAV by allowing very precise
procedure designs that use airspace more efficiently and create more direct routes. This also has the
benefit of improving terrain and traffic separation separation, and providing better noise abatement and fuelefficient
descent management
However, to date, no homogenous way of providing the standards and safeguards needed for accurate
and consistent RNAV has emerged, and thus there are a variety of RNAV applications in different
regional and national airspace and for different phases of flight (enroute, terminal, approach)
eg. B-RNAV and P-RNAV in Europe, MNPS in the North Atlantic, RNAV 1 and RNAV 2 in the US
P A
6