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95% of Total
Flight Time
Figure 3-42. ICAO RNP Containment Parameters.
3-39
2 X RNP
RNP: 95%
RNP
Containment Limit
Containment Limit: 99.999%
Defined Path
Desired Path
RNP RNAV is referenced to the airplane defined path.
ICAO RNP is referenced to the airspace desired path.
Figure 3-43. RNP RNAV Containment.
U.S. RNP RNAV
LEVELS
ADS-B RNP 1
RNP 2
RNP 0.3
RNP 0.3
Airport Surface
Final Approach/Initial Departure
Approach/Departure Transition
Arrival/Departure
En Route
Figure 3-44. Airspace Control Regions.
3-40
In 1997, the first RVSM 1,000-foot separation was
implemented between FL 330 and FL 370 over the
North Atlantic. In 1998, RVSM was expanded to
include altitudes from FL 310 to FL 390. Today States
(governments) around the globe are implementing
RVSM from FL 290 to FL 410. There are many
requirements for operator approval of RVSM. Each
aircraft must be in compliance with specific RVSM
criteria. A program must be in place to assure continued airworthiness of all RVSM critical systems. Flight
crews, dispatchers, and flight operations must be
properly trained, and operational procedures, checklists, etc. must be established and published in the Ops
Manual and AFM, plus operators must participate in a
height monitoring program.
Using the appropriate suffix in Block 3 on the IFR
flight plan lets ATC know that your flight conforms to
the necessary standards and is capable of using RNP
routes or flying in RVSM airspace. The equipment
codes changed significantly in 2005 and are shown in
Figure 3-47.
Figure 3-45. U.S. Standard RNP Levels.
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FL 330
FL 310
FL 290
FL 280
FL 270
2000 ft
1000 ft
Figure 3-46. Prior to implementation of RVSM, all traffic above FL290 required vertical separation of 2,000 feet.
Figure 3-47. When filed in your IFR flight plan, these codes inform ATC about your aircraft navigation capability.
No DME DME TACAN only Area Navigation (RNAV)
LORAN, VOR/DME, or INS
/D
/B
/A
/M
/N
/P
/Y
/C
/ I
/X
/T
/U
/E
/F
/G
/R
RVSM
/J
/K
/L
/Q
/W
No transponder
Transponder without Mode C
Transponder with Mode C
Advanced RNAV with transponder and Mode C
(If an aircraft is unable to operate with a transponder
and/or Mode C, it will revert to the appropriate code
listed above under Area Navigation.)
With RVSM
3-42
4-1
Preparation for the arrival and approach begins long
before the descent from the en route phase of flight.
Planning early, while there are fewer demands on your
attention, leaves you free to concentrate on precise
control of the aircraft and better equipped to deal with
problems that might arise during the last segment of
the flight.
TRANSITION FROM EN ROUTE
This chapter focuses on the current procedures
pilots and air traffic control (ATC) use for instrument flight rule (IFR) arrivals in the National
Airspace System (NAS). The objective is to provide
pilots with an understanding of ATC arrival procedures and pilot responsibilities as they relate to the
transition between the en route and approach phases
of flight. This chapter emphasizes standard terminal
arrival routes (STARs), descent clearances, descent
planning, and ATC procedures, while the scope of
coverage focuses on transitioning from the en route
phase of flight, typically the origination point of a
STAR to the STAR termination fix. This chapter
also differentiates between area navigation (RNAV)
STARs and STARs based on conventional navigational aids (NAVAIDs).
Optimum IFR arrival options include flying directly
from the en route structure to an approach gate or initial
approach fix (IAF), a visual arrival, STARs, and radar
vectors. Within controlled airspace, ATC routinely uses
radar vectors for separation purposes, noise abatement
considerations, when it is an operational advantage, or
when requested by pilots. Vectors outside of controlled airspace are provided only on pilot request. The
controller tells you the purpose of the vector when the
vector is controller-initiated and takes the aircraft off a
previously assigned nonradar route. Typically, when
operating on RNAV routes, you are allowed to remain
on your own navigation.
TOP OF DESCENT
Planning the descent from cruise is important because of
the need to dissipate altitude and airspeed in order to
arrive at the approach gate properly configured.
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Instrument Procedures Handbook (IPH)仪表程序手册下(82)
