But RNP (through PBN) will let you know when the probability of you staying within 2 nm of that position goes below 0.99999. RNAV and RNP both state a 0.95 probability of staying within 1 nm of course. This concept is called Performance Based Navigation (PBN). On the other hand, RNP is performance based and requires a level of on-board performance monitoring and alerting. RNAV airspace generally mandates a certain level of equipment and assumes you have a 95% chance of keeping to a stated level of navigation accuracy. However, there is a slight difference between RNP and RNAV although the principles of both systems are very similar. Simply explained, Required Navigation Performance (RNP) is a term that encompasses the practical application of advanced RNAV concepts using Global Navigation Satellite Systems (GNSS). Required Navigation Performance (RNP) and Performance Based Navigation (PBN) In essence, RNAV can be loosely defined as any 'straight line' navigation method similar to GPS that allows the aircraft to fly on any desired path within the coverage of referenced NAVAIDS. The waypoints were calculated by the computer based on ground VORs and positioned in such a way to ensure more or less straight-line navigation. Therefore, a straight line could be virtually drawn from your origin to destination and several waypoints could be generated along this line. When computers entered the aviation world it became possible for the computer to 'create' an imaginary navigation aid based on a direction and distance from a ground-based navaid. Often this entailed a zigzag course as navaids could not be perfectly aligned with each other in a straight line - airport to airport. Flying over the various navaids was to ensure that the flight was on the correct route. Such a navaid may be a VOR, NDB or similar device. Prior to complex computers, pilots were required to use established on-the-ground navigational aids and would fly directly over the navaid. RNAV is is an acronym for Area Navigation (a Rea NAVigation). I will also touch on the concept of Performance Based Navigation (PBN). Rather, this post will be a ‘grass-roots’ introduction to the concept of RNAV, RNP, LNAV and VNAV. This post will not provide an in-depth review of these systems such a review would be lengthy, confusing and counterproductive to a new virtual flyer. LEFT: Collins Mode Control Panel (MCP) showing illuminated LNAV annunciation (click to enlarge). New flyers to the Boeing 737NG often become confused understanding the various terminology used with modern on-board navigational systems.Īlthough the concepts are easy to understand, the inter-relationship between systems can become blurred when the various types of approaches and departures are incorporated into the navigational system. Please consider sending a few dollars ( Thank You.) All funds donated will be used to offset the cost of server and website hosting. Maintaining this website costs a considerable sum of money each year. The definition of the acronym OEM is Original Equipment Manufacturer ( aka real aicraft part). I use the words 'modules & panels' and 'CDU & FMC' interchangeably. Do not complain if you do not like what you read. All reviews and content are 'frank and fearless' - I tell it as I see it. Note: I have NO affiliation with ANY manufacturer or reseller. I hope there are not too many spelling and grammatical mistakes.Īrticles are updated from time to time as procedures and information change. Writing for a cross section of readers from differing cultures and languages with varying degrees of technical ability, can at times be challenging. The purpose of FLAPS-2-APPROACH is two-fold: To document the construction of a Boeing 737 flight simulator, and to act as a platform to share aviation-related articles pertaining to the Boeing 737 thereby, providing a source of inspiration and reference to like-minded individuals.
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