RNAV Training For ATC 2007

RNAJ Training for ATC

Air Traffic Control Association Japan, All Right Reserved
2007
2007
Air Traffic Control Association Japan
SANPLE
Important Aotice
This material is intended Ior inIormation purpose only.
ATCAJ and JCAB are exempt Irom claims Ior any loss
or damage caused as a result oI the use oI this material.
ATC Procedures and other methods indicated in this
material are those applicable in Japan (Fukuoka FIR).
It may be possible to implement other solutions in
other states so Iar as they are in accordance with
relevant ICAO regulations.
Ai r Traffi c Control Associ ati on Japan, All Ri ght Reserved
Obfectives of Training
Obfectives of Training
Understand the Principle oI RNAV

Understand the Principle oI RNAV
Understand the Concept oI Procedure Design Criteria

Understand the Concept oI Procedure Design Criteria
Understand the Flight Operation and PerIormance oI AircraIt

Understand the Flight Operation and PerIormance oI AircraIt
Understand the ATC Procedures related to

Understand the ATC Procedures related to
RNAV
RNAV
PerIormance
PerIormance
Requirements
Requirements
Structure of the Material
Structure of the Material
Explanation
Explanation
Ani mati on
Expl anations/
Regul ations
ToC
1.Introduction to RNAV
1.Introduction to RNAV
2.Enroute
2.Enroute
3.Terminal
3.Terminal
4.Holding
4.Holding
6. RNAVApproach Control Procedure
6. RNAVApproach Control Procedure
5.Terminal/Enroute Control Procedure
5.Terminal/Enroute Control Procedure
. RNAJ General
RNAVGeneral
. RNAJ ATC
Procedures
Explanation of Term.
Explanation of Term.
ABC
Definition /
Abbreviati on
Review
Review
Reference to related
pages
I.
I.
RNAJ
RNAJ
General
General
II. RNAV ATC procedures Ai r Traffi c Control Associ ati on Japan, All Ri ght Reserved
3. Terminal
4. Holding 2. Enroute
Part I: RNAV General
To Part
1. Introduction to RNAV
1.1 Principle oI RNAV
What is RNAV?
BeneIit oI RNAV
Type oI Navigation
Sensors used Ior RNAV
PBN (PerIormance Based Navigation)
1.2 General Rule
Waypoint
Minimum Leg Length
Turn Area
General
Area / Obstacle Clearance
3.1 Departure
General
Straight Departure
Turning Departure
3.2 Arrival/Approach
General
Initial Approach Segment
Intermedi ate Approach Segment
Final Approach Segment
Missed Approach Segment
3.3 T/Y Bar and TAA
T/Y Bar
TAA
3.4 APV/ Baro-VNAV
General
Publication
General
Type oI RNAV Holding
Entry Procedure
RNAJ Training for ATC - Part I
1.2 General Rule
RNAV(AREA NAVIGATION)
A method oI navigation which permits aircraIt operation on any desired Ilight path within
the coverage oI the station-reIerenced navigation aids or within the limits oI the capability
oI selI-contained aids, or a combination oI these
Position is estimated using GNSS (GPS, etc.), IRS, DME, VOR
Flight management by FMS based on NAVIGATION DATA BASE.
Position is updated by the combination oI various types oI sensors.
Operational approval standards, navigation perIormance, etc. are established.
RNAV Routes are established as ATS Route within Radar Coverage
1.1 Principle of RNAV
What is RNAV?
NAVIGATION DATABASE and FMS ATC Procedures
A C D E F G !1 !2 L N1 N2 N O P R S T v W
Assumed that Radar Control is provided.
Benefit of RNAV
Nain Benefit = Shorter route distance,
!mproved Navigation Performance,
Avoidance of obstacles, Noise Abatement
Nore effective route structure
Nain Benefit = Shorter route distance,
!mproved Navigation Performance,
Avoidance of obstacles, Noise Abatement
Nore effective route structure
BAS
GNSS
BAS
GNSS
Conventional Route
Conventional Route
RNAv Route
RNAv Route
vOR
vORfDNE
vORfDNE
vOR
vORfDNE
vORfDNE
vOR
vORfDNE
vORfDNE
Routes are establi shed dependent on the

location of Navaid.
Positioning by GPS, etc. = Routes are independent from
the location of Navaid
Radial
Radial/
Distance
Radial/Distance
Augment ation Signal
Positioning
Signal
Geo-Navigation
Estimating position using coastline, rail line, etc. in sight.
Dead Reckoning
Estimating position by relative velocity oI aircraIt to the air (wind)
- heading, wind direction, airspeed and wind speed
Astronomic
Navigation
Estimating position by observing the Sun, Moon and stars.
(Conventional)
Radio Navigation
Estimating position using the radio wave Irom radio navigational aids on the ground
such as NDB, VOR, DME TACAN
Area Navigation
(RNAV)
1) Estimating present position using Navaid (VOR, DME, etc.) and computer onboard.
2) Estimating present position and track using selI-contained navigation system (INS, IRS)
3) Estimating present position using, etc.
Flying by the combination oI the above
Type of Navigation
Area Navigation
(RNAV)
Sensors used for RNAV
DME/DME
INS IRS
VOR/DME
GNSS(GPS)
SelI-
contained
SelI-
contained
Ground-
based
Ground-
based
Satellite-
based
Satellite-
based
Navigation
Sensor
Can navigate by system onboard, Independent oI Navaid
on the ground
Positioning by distance inIormation Irom
2 DMEs or more
Positioning using VOR radial and DME distance
3-D positioning is possible using the distances Irom 4 oI 24
satellites
Self-Contained Navigation
Inertial Navigation
Navigation calculating the distance obtained by integrating Acceleration (inertia) generated while object is moving.
Inertial Navigation
Navigation calculating the distance obtained by integrating Acceleration (inertia) generated while object is moving.
Navigation System
Navigation System
IRS
IRS
Nechanical Gyro
Nechanical Gyro
Laser Gyro
Laser Gyro
INS
INS
Sensor
Sensor
Calculates position (Lat/Long) using distances Irom 2 DMEs
Required Data VOR/DME Position (Lat/Long)
The closer two stations are to one line, the greater the error becomes. ThereIore, most
appropriate combination oI DMEs are automatically selected oI which relative angle is
between 30 150 degrees.
Ground-based: DME/DME
RNAV(DME/DME) Image
DME1 DME2
(Lat1, Long1) (Lat2, Long2)
D
1
nm D
2
nm
30 deg
150 deg

150 deg 30 deg
30 deg

Calculates position (Lat/Long) using radial / distances Irom VOR/DME
Required Data VOR/DME position (Lat/Long)
VOR/DME
(Lat, Long)
R xxx deg
X DME
Ground-based: VOR/DME
Satellite-based: GNSS
SBAS
(Satellite-based
Augmentation System)
SBAS
(Satellite-based
GPS
(USA)
GPS
(USA)
GLONASS
(Russia)
GLONASS
(Russia)
Galileo
(Europe)
Galileo
(Europe)
WAAS
(USA)
WAAS
(USA)
EGNOS
(Europe)
EGNOS
(Europe)
NSAS
(Japan)
NSAS
(Japan)
LAAS
(USA)
LAAS
(USA)
GBAS
(Ground-based
GBAS
(Ground-based
Positioning System Augmentation System
ABAS
(AircraIt -based
ABAS
(AircraIt -based
GNSS
GNSS
!NNARSAT
NTSAT
* Augmentation System is needed to meet + requirements for GNSS
Navigation.
1) Accuracy
2) !ntegrity
3) Continuity
+) Availability
Positioning by GPS - MSAS
Position is deIined by the distances Irom satellites
Receiving signal Irom 4 satellites or more:
Can calculate aircraIt position
Receiving signal Irom 5 satellites
Can check iI the signal is OK RAIM Function
Receiving signal Irom 6 satellites or more:
Can determine which satellite is causing error FDE Function
Satellite-based: GNSS
Positioning by GPS
Satellite Based: Navigation Requirements
High perIormance and reliability is essential to make use oI GNSS Ior air
navigation.
Navigation System must meet the Iollowing requirements:
a. Accuracy: The degree oI conIormity oI a estimated position
to its actual (true) Position
b. Integrity: The ability to alert when error occur
c. Continuity: The degree to which the system could continue to
operate without interruption
d. Availability: The proportion oI time a system is
in a Iunctioning condition.
RAIM (Receiver Autonomous Integrity Monitoring)
Function to detect the discrepancy oI GPS satellite (to achieve Integrity)
Monitor the integrity oI GPS signal and determine positioning could be appropriately
conducted.
Alert to the pilot in case oI discrepancy.
RAIM Prediction
Predict the location oI GPS satellites and scheduled outage based on the inIormation issued
by USA.
Location and date/time is determined and inIormed where and when RAIM Iunctions cannot
be available,.
RA!N Prediction Service
Satellite-based: GNSS receiver (1/3)
Receiver 'Mode is automatically selected Ior each Ilight phase:
Enroute Mode 30NM Irom ARP or Iurtherer
Terminal Mode Within 30NM Irom ARP
Approach Mode AIter 2NM prior to FAF (Final Approach Fix)
RAIM Alert Limit (IMAL) and CDI Sensitivity is diIIerent Ior each mode.
RA!N Alert Limit
2NN from FAF
Terminal Node
Terminal Node
Enroute Node
Enroute Node
Terminal Node
Terminal Node
Approach Node
Approach Node
30NN from ARP 30NN from ARP
AT CA J AT CA J
AT CA J
AT CA J A TC AJ A TC AJ
SpeciIications Ior each Mode
Enroute Mode:
RAIM Alert Limit (IMAL) 2.0NM
CDI Sensitivity 5.0NM
Terminal Mode:
Approach Mode:
Area width Ior RNAV routes are diIIerent Ior each receiver Mode.
Concept to classify navigation not by sensor type,
but by navigation performance
PBN (Performance-Based Navigation) (1/3)
*RNP10: RNP10 is not classiIied as 'RNP operation. However such term is still used since it is already used
in current documentation, etc.
PBN`
PBN`
'Onboard perIormance
monitoring and alert
is NOT
required.
is NOT
required.
RNAV10`
(RNP10)
RNAV10`
(RNP10)
RNAV5
RNAV1
RNAV5
RNAV1 RNP4
RNP4
Basic RNP1/2
RNP APCH
RNP AR APCH
Basic RNP1/2
RNP APCH
RNP AR APCH
is
required.
is
required.
Oceanic Enroute
SID/STAR
Oceanic
RNP APCH
RNAV RNP
Enroute SID/STAR
Future
development
*Performance-based
Navigation
RNP x (xRNP value)
Such navigation speciIication that the lateral total system error must be within /- x NM Ior at lease oI
95 oI the Ilight time, and that described perIormance requirements (see next page) are met.
e.g.: RNP 4, RNP 1
RNAV x (xRNAV value)
Such navigation speciIication that the lateral total system error must be within /- x NM Ior at lease oI
95 oI the Ilight time, but that described perIormance requirements (see next page) are NOT met.
e.g.: RNAV 1, RNAV 5
Accuracy value is not absolute! It is possible that aircraIt might deviate more than /- x NM.
RNP PerIormance Requirements
Accuracy
Accuracy
Containment
Containment
Containment
Region
Containment
Region
Containment
Integrity
Containment
Integrity
Containment
Continuity
Containment
Continuity
+
RNAV-xx
RNP-xx
Region deIined by the value oI '2 x RNP on
both side oI the deIined route
Functionality to alert, with the probability oI not
less than 99.999, when the required
perIormance is not achieved.
Capable oI RNP-RNAV Ior not less than 99.999
oI total Ilight time
Previous Page
MONITORING & ALERT
2RNP value
RNP value
Alert!
Accuracy
95
Containment Region
RNP value
1.2 General Rule
RNAV FIX is established as Waypoint(WP).
DeIined by Latitude and Longitude (Lat/Long).
Two types oI WP: Fly-by (F/B) WP and Fly-over (F/O) WP
Position that aircraIt must over- Ily, such as MAP, is designated as F/O WP.
Symbols Ior publication
1.2 General Rule
Waypoint: F/O and F/B
NAPt must be designated as Fly-over WP
no matter if turn is specified or not.
Fly-over
Fly-by
Track
WP Tolerance (GNSS)
Cross-Track Tolerance (XTT)
Along-Track Tolerance (ATT)
ATT RAIM Alert Limit (IMAL)
XTT IMAL FTT (Flight Technical Tolerance)
Turning WP has ATT/XTT Ior the segments beIore
and aIter it. These tolerance can be diIIerent
between the segments concerned.
After turn
Before
turn
ATT
XTT
RNP
value
RNP case
1.2 General Rule
Waypoint: Tolerance
Minimum Leg Length between turning WPs is provided Ior smooth turn
Parameter Ior
Minimum Leg Length
1. Type oI WP
(F/O or F/B)
2. Bank Angle
3. Speed (IAS)
4. Track Change
Sum oI Minimum Stabilization Distances (MSD) Ior 2 WP
Minimum length Ior the leg
1.2 General Rule
Minimum Leg Length
Applicable Bank Angle

Minimum Length A1(F/B MSD)A2(F/B MSD)
1.2 General Rule
Minimum Leg Length - F/B WP to F/B WP
Minimum Length A1(F/B MSD)0 A1
* MSD is not applied prior to WP2 as it is F/O WP.
1.2 General Rule
Minimum Leg Length - F/B WP to F/O WP
Minimum Length B1 (F/O MSD) 0 B1
* MSD is not applied prior to WP2 as it is F/O WP.
1.2 General Rule
Minimum Leg Length - F/O WP to F/O WP
Minimum Length B1(F/O MSD) A2 (F/B MSD) B1 A2
1.2 General Rule
Minimum Leg Length - F/O WP to F/B WP
1.2 General Rule
Turn Area
Parameters Ior Turn Area
Altitude
Temperature
Speed (IAS)
Wind EIIect
Bank Angle
WP Tolerance
Flight Technical Tolerance (Pilot reaction time, Bank Establishment Time)
F/B WP F/O WP
Wider area is needed than F/B case
2. Enroute
z General
z Area / Obstacle Clearance
RNAV Route
'VOR/DME, 'DME/DME and 'GNSS as assumed as sensor.
* It is diIIicult to speciIy the sensor Ior Enroute RNAV.
2. Enroute
General
Accuracy as 'RNAV5 is required.
Area has constant width (/-10NM)
Primary Area: /-5NM
Secondary Area: 5NM on both sides
MOC: Primary Area: 2,000It
Primary
Area
Secondary
Area
Area Width
NOC
2. Enroute
Area / Obstacle Clearance
IIyby
WnyoInf
Consfnnf
Turn is designated as
'FfB
3.1 Departure
3.2 Arrival /Approach
3.3 T/Y Bar and TAA
3.4 APV / Baro-VNAV
3. Terminal
RNAV Departure Procedure
DME/DME and GNSS is assumed as the navigation sensor.
Greater oI the Iollowing two types oI areas is applied;
GNSS criteria or
DME/DME criteria.
ClassiIied into Straight Departure and Turning Departure(Turn ~ 15 degrees)
3.1 Departure
General (1/2)
Accuracy as 'RNAV1 is required.
PBN (Performance-Based Navigation)
It is assumed that aircraIt climb straight until reaching 120m (394It) aIter takeoII.
Procedure Design Gradient (PDG) Ior aircraIt
Nominal 3.3 (200It/NM)
* Origin oI the climb is assumed to be 5m above Departure End oI Runway(DER).
Obstacle IdentiIication SurIace (OIS)
Nominal 2.5
Normally no obstacle penetrates this surIace.
In case oI penetration:
1) Avoid the obstacle by turn, or
2) Raise PDG.
3.1 Departure
General (2/2)
Avoidance oI obstacle by designated PDG
Such PDG () is to be published by AIP.
GNSS Area semi width:
Spray by 15 degrees on both sides Irom DER.
3NM (Const.) until reaching 30NM Irom ARP.
Spray by 15 degrees on both sides, Irom the point oI 30NM Irom ARP, until area semi- width
reaches 8.00NM.
3.1 Departure
Straight Departure
GNSS Receiver Mode
3NM
30NM Im ARP
GNSS Area Boundary
DER
8NM
15deg
15deg
15deg
Type of Turn
Turn at Fly-By WP
Turn at Fly-Over WP
Turn at altitude / height
Parameter for Turn Area
IAS . Area can be reduced by speciIying the IAS ,then an obstacle can be avoided.
Bank Angle
PILOT Flight Technical Tolerance
Wind EIIect
3.1 Departure
Turning Departure
Turn at F/B WP Turn at F/O WP
Turn at Altitude
Avoidance oI obstacle by turn
It is assumed that aircraIt climb straight until reaching 120m (394It) aIter takeoII.
* ThereIore, straight climb is assumed until 1.9NM Irom DER (in case oI 3.3 PDG)
For F/B WP: Minimum Distance between DER-WP
1.9NM ATT(Along-Track Tolerance) A1
For F/O WP: Minimum Distance between DER-WP 1.9NM ATT
3.1 Departure
Turning Departure - Minimum Stabilization Distance (MSD)
Mini mum Leg Length
3-2-1-6
1.9NN 1.9NN
3.1 Departure
3.2 Arrival / Approach
3.3 T/Y Bar and TAA
3.4 APV / Baro-VNAV
3. Terminal
RNAV Arrival
DME/DME and GNSS is assumed as the navigation sensor.
Greater oI the Iollowing two types oI areas is applied; GNSS criteria or DME/DME criteria.
z STAR
z Approach Procedure (until intermediate approach)
RNP Approach (* Published as RNAV (GNSS) RWY xx APCH)
GNSS is assumed as the navigation sensor.
z Initial Approach
z Intermediate Approach
z Final Approach
z Missed Approach
General(1/2)
Accuracy as 'RNAV1 is required
PBN (PerIormance-Based Navigation)
GNSS Area width is derived not Irom navigation accuracy,
but Irom RAIM Alert Limit(IMAL).
ATT IMAL
XTT IMALFTT (Flight Technical Tolerance)
Area semi width 2 x XTT
8.0NM (IAF outside 30NM, Missed Approach WP, DEP)
3.0NM (IAF within 30 NM Irom ARP, IF , Missed Approach WP, DEP)
1.2NM (FAF)
1.0NM (MAPt)
General(2/2)
GNSS Approach Segment
GNSS Area (ReIerence)
Waypoint Tolerance
Ai r Traffi c Control Associ ati on Japan,
All Ri ght Reserved
Area width
Within 30NM Irom ARP:
/- 8.0NM
Converging by 30 degrees at 30NM
Irom ARP
MOC (Minimum Obstacle Clearance)
and Descent Gradient:
MOC : 984It (Primary Area)
Optimum Gradient: 4.0
nitial Approach Segment (1/2)
Area width is different for each GNSS
receiver mode.
GNSS Receiver (Mode)
Area semi-width 3NM

Area semi-width 8NM
30NM Irom ARP
Turning Area
Area semi width
8NM
En route MODE
Terminal MODE
Alignment
Turn at IF: max 120 degrees
Segment Length
Optimum: 5NM
Initial segment Iollowing STAR
Minimum: 6NM
nitial Approach Segment (2/2)
MAX120 DEG Turn

IF
IAF
S
T
A
R
Out er Turn Boundar y
(Arc)
Secondar y
Secondar y
Secondar y
S
e
c
o
n
d
a
r
y
Alignment: Align with Final Approach Segment so Iar as possible.
* Turn at FAF: Max 30 degrees
Segment Length: Determined by turns at IF and FAF
* Minimum 2NM oI straight segment is to be established.
Area Width: Constant as /-3NM until 2NM to FAF,
then converge to 1.2NM at FAF
Obstacle Clearance
and Descent Gradient
Optimum Gradient: FLAT
ntermediate Approach Segment
Alignment
In principle, align with runway centerline.
Segment Length
Optimum Length: 5NM
Area
Secondary Area is applied.
Primary Area/Secondary Area widths at FAF and MAPt are combined.
Obstacle Clearance and Descent Gradient
Optimum Gradient: 5.2 (3degrees)
MAPt is established as Fly-over WP no matter iI turn is speciIied at MAPt or not.
Rule Ior 'Minimum Leg Length is applied to Distance
Irom MAPt to MATF or MAHF ( F/O to F/O).
Missed Approach Segment (1/2)
Minimum Leg Length(F/O to F/O)
MAPt Location:
Final Approach Path aligned with RWY
C/L:
At or prior to Threshold(THR)
OIIset Final Approach Path:
At the intersection oI Final Approach
Path and Extended runway centerline
Area:
Diverges by 15 DEG on both sides Irom
MAPt tolerance until reaching /-3.0NM.
* Due to poorer CDI sensitivity oI
GNSS receiver Ior Missed Approach
Missed Approach Segment (2/2)
NAX
CAT AfB 30 DEG
CAT CfD 15 DEG
1+00m or more
Final Approach aligned wit h RWY C/ L
Final Approach offset from RWY C/L
3.1 Departure
3.3 T/Y Bar and TAA
3.4 APV / Baro-VNAV
3. Terminal
What are T-Bar, Y-Bar?
Construction oI Initial Approach(es) Ior smooth
interception to RNAV(Iinal) Approach
Normally, reversal procedure is not necessary.
Y-Bar is used when 90-deg arrangement (T-Bar) is
not practicable.
(However, turn at IF is Max 70 deg)
EIIective when airspace is suIIicient. However,
maybe ineIIective Ior mountainous area.
(MVA, altitude restriction Ior obstacle, etc.)
3.3 T/Y Bar and TAA
T/Y Bar: General
T-bar Contruction
F AF AF
AF
FAF
MAPt
90 DEG 90 DEG
90 DEG
D!RECT TO !AF
D
!
R
E
C
T

T
O

!
A
F
D
!
R
E
C
T

T
O

!
A
F
IAF in use depends on the direction which aircraIt
comes Irom.
Following turns are assumed, in principle:
For T-bar:
- Within 90 deg Ior turns at IAF / IF
For Y-bar:
- Within 70 deg Ior turns at IAF (center)
- 70-110 deg Ior turns at IAF (R/L)
- Within 70 deg Ior turns at IF
'Direct to IAF or IF is possible.
3.3 T/Y Bar and TAA
T/Y Bar: Direct to AF/F
Y-bar Construction
ATC Procedures
F
AF AF
AF
FAF
MAPt
70deg 70deg
70deg
D!RECT TO !AF
D
!
R
E
C
T

T
O

!
A
F
D
!
R
E
C
T

T
O

!
A
F
'Direct must be within 90 deg Ior T bar and Y bar
Direct to FAF is not allowed.
Segment Length:
Max: (No limitation)
Optimum: 5.0NM
Note: Optimum length (5.0NM) meets the
requirement oI 'Minimum Leg Length
Ior majority oI aircraIt.(F/B to F/B)
3.3 T/Y Bar and TAA
T/Y Bar: nitial Approach Segment (AF F)
ATC Procedures
F AF AF
AF
5NM 5NM
5
N
M
210kt
210kt
Optimum Segment Length (5.0NN) is established assuming:
Altitude at or below 10,000
!AS 210kt or less
Minimum Leg Length(F/B to
F/B)
FAF
All Ri ght Reserved
Align with Final Approach Path, in principle
Segment Length:
Minimum leg length is established in
accordance with turn at IF, FAF.
Straight segment (min, 2NM) is established
prior to FAF.
3.3 T/Y Bar and TAA
T/Y Bar: ntermediate Approach Segment (F FAF)
F AF AF
AF
FAF
2NM
Terminal Arrival Altitude (TAA) is established in combination with T/Y Bar.
TAA is published Ior smooth descent and entry to the approach and also Ior the use in
emergency. It is used as Ilight altitude until IAF (or IF) oI T/Y Bar.
Area
Centered on IAF(or IF)
Radius 25NM BuIIer Area(5NM)
Obstacle Clearance(MOC) 1,000It
Sectorized by the line connecting
IF-IAF.
3.3 T/Y Bar and TAA
TAA: General
Buff er Area (9km (5NM) Buff er Area (9km (5NM)

Buff er Area (9km (5NM)
TAA is indicated as Icon in the Chart
InIormation indicated by Icon:
TAA Center (IAF or IF)
Radius
Bearing oI TAA boundary
Minimum Altitude
IAF is named as WP
Then, Icon and Approach procedure is combined.
WPT name Ior IF is not indicated in the Icon.
Indicated as 'IF
* To avoid misunderstandings by Pilot Ior TAA center.
3.3 T/Y Bar and TAA
TAA: Publication
MONTA
1
8
8
097
5200
F
25NM to MONTA

3.1 Departure
3.3 T/Y Bar and TAA
3.4 APV / Baro-VNAV
3. Terminal
APV: Approach Procedure with Vertical Guidance
Utilize vertical/lateral guidance, but does not meet the requirements Ior Precision Approach.
Followings Iall into APV.
APV/Baro-VNAV : 3 deg vertical path is generated by pressure altimeter and FMS
APV-I/ II: APV using SBAS
DA established instead oI MDA.
FAF and MAPt Ior LNAVApproach is applied.
APV/Baro-VNAV is regarded as another mode oI operation oI RNAV Approach
(RNP APCH), and published in the same approach chart.
VNAV MINIMA is also published.
3.4 APV / Baro VNAV
General(1/3)
VNAV is used in combination with RNAV (RNP) Approach Procedure.
Published VPA(Vertical Path Angle) : 3deg (Max 3.5 deg)
THR Crossing Height (RDH: ReIerence Datum Height): 50It
Final Approach Course must align with runway centerline.
3.4 APV / Baro VNAV
General(2/3)
VNAV not permitted for offset approach
Effect by Temperature
While tryi ng to fly the published altitude on ntermediate Segment, actual flight
altitude is lower in cold days than i n warm days since air mass is compressed.
Therefore, procedure is designed considering:
a. Obstacle is assessed assuming cold days.
b. Lowest vertical path shall not be less than 2.5 deg even in cold days.
c. Minimum temperature for which Baro-VNAV is authori zed is published.
3.4 APV / Baro VNAV
General(3/3)
FAP
Nominal vPA
Ninimum vPA
Temp.
Correction
AT CA J AT CA J
AT CA J AT CA J
Note "VNAV is not included in the procedure title.
eg. RNAV(GNSS) RWY18
Note 2 Sensor type is not called upon issui ng approach
clearance.
eg. "CLEARED FOR RAAJ RWY18 APPROACH.`
3.4 APV / Baro VNAV
Publication: Approach Procedure Naming Convention
ATC Procedures
RNAV(Sensor) RWY xx

3.4 APV / Baro VNAV
Publication: PLAN VEW
Navigation Requirements
Nim. Temp for
Baro-vNAv

3.4 APV / Baro VNAV
Publication: PROFLE VEW
VPA (Vertical Path Angle)
VPA (Vertical Path Angle)
RDH (ReIerence Datum Height)
RDH (ReIerence Datum Height)
Minima Table
3.4 APV / Baro VNAV
Publication: MNMA
LNAV only MNM 'MDA and 'RVR or CMV: Indicated as 'LNAV
LNAV/VNAV MNM 'DA and 'RVR or CMV: Indicated as 'LNAV/VNAV
3.4 APV / Baro VNAV
Publication: Contingency Procedure
ATC Procedures
UNABLE RNAv !
GO NfA PROC
C
AB
R-
27
8
Missed Approach by conventional navigation, based on ground NAVAID,is also
published in case that RNAV (RNP) approach cannot be continued due to
discrepancy in GPS receiver, etc.
4. Holding
z
z
z
Holding pattern is designed and published assuming Conventional Navigation (Radio
Navigation) in case oI missed approach due to GPS discrepancy, etc..
Area Ior RNAV Holding can be smaller than that Ior Conventional Navigation.
* For RNAV holding, it is not necessary to account Ior wind driIt since it can adjust
the track by modiIy bank angle.
RNAV Holding WP mush be established such that position could be conIirmed using
bearing/distance Irom NAVAID.
Holding WP(MAHF) is established as Fly-over WP.
Obstacle Clearance
4. Holding
General
3 Types oI RNAV Holding.
a) 1-WP RNAV Holding
b) 2-WP RNAV Holding
Not established since not all types oI aircraIt is
capable.
c) Area Holding
Not Ieasible due to quite wide area.
Only 1-WP Holding is established at present.
A.
!AV
I.
!AV
C. !AV

Types oI RNAV Holding
4. Holding
Types of RNAV Holding
1-WP Holding 2-WP Holding
Area Holding
1 WP HOLDING:
As same as Ior Conventional Navigation
Parallel entry
OIIset entry
Direct entry
4. Holding
Entry Procedure
II.
II.
RNAJ ATC Procedure
RNAJ ATC Procedure
s
s
I. RNAVGeneral
RNAJ Training for ATC - Part II
6. RNAV Approach ATC Procedures
5. Terminal/Enroute ATC Procedures
Part II: RNAV ATC Procedures
To Part
5.3 Enroute RNAV ATC Procedures (RNAV5)
To
Summary
5.1 General
RNAV1/5
Flight Plan
DME GAP
Critical DME
Waypoint
Path/Terminator
Leg Type and Turn Anticipation
5.2 Terminal RNAV ATC Procedures (RNAV1)
Application oI ATC Procedure
Radar Vector
Direct to a Fix
Contingency Procedure
ConIirmation oI Capability oI Flight
Radar Vector
Direct to a Fix
Contingency Procedure
Radar Vector
Direct to a Fix
Approach Clearance /Speed Control
Example oI Publication
5.1 General
5.2 Terminal RNAV ATC
Procedures(RNAV1)
5.3 Enroute RNAV ATC Procedures(RNAV5)
Summary
RNAV1
Navigation speciIication including the lateral total system error within /- 1 NM Ior at least oI 95 oI
the Ilight time, and other over navigation perIormance / Iunctionality requirements.
Position-updated with the Iollowing sensors (and their combination).
- DME/DME/IRU (Update by 2 or more DMEs and IRU)
- GNSS
RNAV5
Navigation speciIication including the lateral total system error within /- 5 NM Ior at least oI 95 oI
the Ilight time, and other over navigation perIormance / Iunctionality requirements.
Position-updated with the Iollowing sensors (and their combination).
- VOR/DME
- DME/DME
- INS or IRS
- GNSS
5.1 General
RNAV1 / RNAV5
PBN (PerIormance-Based Navigation)
Summary
RNAV System
5.1 General
Flight Plan (1/6): RNAV1 Requirements
In principle, RNAV1 route can be Ilown by
(a) DME/DME-equipped aircraIt that has either IRU or GPS, and
(b) SBAS-equipped aircraIt.
Summary
RNAV1 is not approved Ior DME/DME-only RNAV aircraIt.
RNAV1 is not approved Ior -only RNAV aircraIt.
DME GAP (explained later) on RNAV1 route can be Ilown using IRU or GPS.
* FIight PIan is made based on these requirements.
DME/DME
RU

DME/DME
RU
GNSS

DME/DME
GNSS

DME/DME
GPS
DME/DME/IRU
Equipment capable oI RNAV1
Equipment NOT capable
oI RNAV1
Onl y Onl y
SBAS

* GNSS (GPS and/or SBAS)
All Ri ght Reserved
5.1 General
Flight Plan(2/6): RNAV5 Requirements
RNAV5 route can be Ilown by aircraIt updating its position by (a) 1-VOR/DME, (b) DME/DME, (c)
INS, (d) IRS, (e) GNSS and (I) the combination oI these sensors.
AircraIt with DME/DME-only cannot Ilight-plan on RNAV 5 route with DME GAP. (RNAV5 is not
permitted.)
Summary
RNAV5 is not approved Ior GPS-only RNAV aircraIt
VOR/DME
NS/RS

DME/DME
GNSS
Equipment NOT capable oI RNAV5
GPS
Onl y
DME/DME
Onl y
Equipment capable oI RNAV5
Route with DME GAP
* FIight PIan is made based on these requirements.

* GNSS (GPS and/or SBAS)
All Ri ght Reserved
5.1 General
Flight Plan(3/6): Flight Plan File
RNAV1/5 Capable aircraIt
In Flight Plan Item 10, 'Z and Iollowings are to be Iilled.
RNAV1-Capable AircraIt: NAV/RNAV1
RNAV5-Capable AircraIt: NAV/RNAV5
RNAV1/RNAV5-Capable: AircraIt NAV/RNAV1 RNAV5
Summary
ReIerence: RNP Capable AircraIt
In Flight Plan Item 10, R and Iollowings are to be Iilled..
RNP4-capable AircraIt: 'NAV/RNP4
RNP-capable AircraIt: 'NAV/RNP10
RNP4/RNP10-capable AircraIt: 'NAV/RNP4 RNP10
(Other example oI Combination)
RNP4/RNAV5-capable AircraIt: 'Z, 'R, and 'NAV/RNAV5 RNP4
5.1 General
Flight Plan(4/6): ndication on Strip
Summary
RNAV1/5-capable aircraIt is indicated in Strip as Iollows:
Description~
RNAV1R1 RNAV5R5 RNP4P RNP10A
RNAV1RNAV5R15
RNAV1RNP4R1P RNAV1RNP10R1A
RNAV5RNP4R5P RNAV5RNP10R5A
RNAV1RNAV5RNP4RP RNAV1RNAV5RNP10RA
Strip Ior For ACC

5.1 General
Flight Plan(5/6): ndication on Strip (Cont'd)
Summary
RNAV1/5-capable aircraIt is indicated on Strip as Iollows:
Strip Ior Terminal Control

Description~
RNAV1R1 RNAV5R5
RNAV1RNAV5R15
5.1 General
Flight Plan(6/6): Radar Scope
Summary
RNAV1/5-capable aircraIt is indicated on Radar Scope Data Block as Iollows:
On air On Ground
Description~
RNAV1R1 RNAV5R5
RNAV1RNAV5R1R5
DME GAP
Segment on the Route where Combination oI DME signal which meets designated
navigation accuracy requirement can NOT be received.
5.1 General
DME GAP
DNE GAP
Overview of
DNEfDNE RNAv
Determination of flight is pilot discretion!
Summary
Such GAP is published on AIP.
Upon Iiling Ilight plan, pilot must determine iI he/she can overIly the DME Gap.
It is not allowed Ior aircraIt which can meet RNAV navigation requirements only by DME/DME to Ily
on the route including DME Gap.
Flight Plan
RNAv5 Requirement
DNE Requirement for
flying GAP
All Ri ght Reserved
Critical DME
A DME Iacility that, when unavailable, results in a navigation service which is insuIIicient
Ior an operation based on DME/DME or DME/DME/IRU along a speciIic route or
procedure.
5.1 General
Critical DME
Critical DNE
Summary
Such DME and segment which is aIIected by its outage is published on AIP.
AircraIt shall notiIy ATC when it cannot meet RNAV requirements
to continue RNAV operation due to unserviceablily oI the DME.
ATC shall notiIy aircraIt concerned about the situational change caused by such unplanned
unserviceablily.
Waypoint
A speciIied geographical location used to deIine an area navigation route or the Ilight
path oI an aircraIt employing area navigation.
Waypoints are identiIied as either oI :
Fly-by Waypoint
A waypoint which requires turn anticipation to allow tangential interception
oI the next segment oI a route or procedure
Fly-over Waypoint
A waypoint at which a turn is initiated in order to join the next segment oI a route or
procedure
5.1 General
Waypoint (1/2)
Waypoint Tolerance
Summary
AircraIt commence 'inside turn prior to reaching Ily-by waypoint. On the other hand,
aircraIt will commence turn aIter reaching waypoint in case oI Ily-over waypoint.
Navigation System has a Iunction oI 'turn anticipation to transition to the next
segment upon turning at Ily-by waypoint. 'Turn Anticipation Distance prior to F/B
WP depends on aircraIt speed, bank angle, etc.
Track aIter passing Ily-over waypoint depend on aircraIt speed, bank angle and leg
type oI the next segment (explained later).
Fly-over
Fly-by
Turn Anticipation Distance
Track
5.1 General
Waypoint (2/2)
Turn Area
Summary
Path and Terminator
2-letter alphabetical code to deIine the type oI leg used in terminal procedures (Departure/Arrival/Approach
Procedure)
Used to encode the Ilight procedures into such Iormat that can be read by airborne navigation system.
The Iirst letter indicates 'path (mode oI Ilight), and the second one indicates 'terminator (way oI
termination oI the leg).
5.1 General
Path/Terminator (1/2)
The point where a Ilight path begins IF (Initial Fix)
The (magnet ic) course Irom a Iix t erminat ed by manual int ervention FM (Course Irom a Fix t o a Manual Terminat ion)
The (magnetic) heading until intercepting the next leg VI (Heading to Next Leg Intercept)
The (magnetic) heading Ilight terminated by manual intervention VM (Heading to Manual Termination)
The (magnet ic) heading Ilight unt il reaching t he t erminat ing alt it ude
VA (Heading to Altitude)
The (magnetic) course until reaching the terminating altitude CA (Course to Altitude)
The inbound (magnetic) course to a Iix CF (Course to Fix)
The route segment t hat begins Irom an aircraIt`s present posit ion to a Iix
DF (Direct to Fix)
The great circle track between two waypoints TF (Track to Fix)
Description Leg Type
Summary
Leg Type and Textual Description
Expressions in textual description oI Ilight procedures correspond to the leg type in use.
5.1 General
Path/Terminator (2/2)
FM leg Continue on track XXX deg
VM leg Continue on heading XXX deg
VA leg From (Wavpoint) to XXXX feet on heading XXX deg
VA leg Climb on heading XXX deg, at or above XXXX feet , turn right/left
CA leg Climb on track XXX deg, at or above XXXX feet, turn right/left
DF leg Direct to (Wavpoint)
CF leg To (Wavpoint) on track XXX deg
TF leg To (Wavpoint)
(without Underline) FLY BY WAYPOINT ID
(with Underline) FLY OVER WAYPOINT ID
Leg Type Expression in Text Description
Flight track can be predicted from the expression
in the description ( and type of !con ( ) used for waypoints).
Summary
Climb to ALPHA on track 090 deg,
ALPHA
BRAVO
090 deg
1,200
ALPHA
BRAVO
090 deg
1,200
turn right to BRAVO.
Climb to ALPHA on track 090 deg,
turn right direct to BRAVO.
at or above 1,200ft,
at or above 1,200ft,
CF Leg
CF Leg
TF Leg
TF Leg
CF Leg
CF Leg
DF Leg
DF Leg
FLY OVER
FLY OVER
FLY OVER
FLY OVER
1
5
0

d
e
g
5.1 General
Leg Type and Turn Anticipation (1/2)
Summary
Climb on heading 090 deg at or above 500ft,
turn right to CHRLY on track 150 deg,
turn left to DELTA .
VA Leg
VA Leg
CF Leg
CF Leg
TF Leg
TF Leg
FLY BY
FLY BY
CHRLY
DELTA
1
5
0

d
e
g
090
1
2
0
d
e
g
500
Commencing turn prior to F!X
5.1 General
Leg Type and Turn Anticipation (2/2)
Summary
5.1 General
5.2 Terminal RNAV ATC Procedures
(RNAV1)
Summary
5.2 RNAV 1
Application of ATC Procedure
ATC procedures described below are applicable to aircraIt Ilying on the Iollowing procedures
to which RNAV1 Navigation SpeciIications are prescribed.
Standard Instrument Departure (SID), and Transitions
Standard Instrument Arrival (STAR)
Instrument Approach Procedure (Ior Initial Approach)
Limited to such situation where radar control service can be provided.
Summary
RNAV1 Routes are established within radar coverage.
ATC Procedures ATC Procedures
5.2 RNAV 1
Radar Vector
Upon vectoring to RNAV1 Route, vector is to be conducted toward a Iix on the route.
Instruct 'Direct to a Iix upon terminating the vector.
e.g.
"Fly heading 070 for vector to BRAVO."
"Resume own navigation direct BRAVO."
Summary
D!RECT TO WAYPO!NT
5.2 RNAV 1
Direct to a Fix
'Direct to a Fix should be instructed Iorm the sector indicated below so Iar as practicable.
Course change toward the next segment is not more than 45 deg
At least 6 NM (9NM Ior 10,000It or above) prior to the Iix
It is to be noted that actual Ilight track depends on the type oI Iix (F/B or F/O), leg Type oI the next segment,
wind eIIect, speed, altitude, rate oI turn, etc.
ALPHA BRAVO
CHRLY
+5 deg or less
6NN or more
(9NN or more for ALT10,000FT or above)
Smooth intercept and
prevention of overshoot
Estimation of Track Path and Terminator
Summary
5.2 RNAV 1
Contingency Procedures
When radar control service cannot be provided due to Outage oI Radar,etc, or when it is advised by pilot
that he/she cannot continue Ilying on RNAV1 route due to any discrepancy in RNAV equipment, outage oI
Critical DME, ATC shall make coordination with related ATC organization, and take the Iollowing action:
To aircraft in pre-flight phase, inIorm that Ilying on RNAV1 route cannot be cleared, and issue clearance
Ior an alternate route determined as a result oI coordination with other ATC organizations concerned.
UNABLE TO ISSUE (designator) DEPARTURE [or ARRIVAL] (reason if necessary).
e.g. Unable to issue MORIYA ONE RNAJ DEPARTURE due to outage of ASR.
Expect to issue MORIYA NINE DEPARTURE, stand bv for the clearance.
To aircraft in flight, issue clearance Ior Ilying on an alternate route using adjacent NAVAID.
e.g. PILOT. UAL001, unable ASAHI NORTH RNAJ ARRIJAL
due to failure of RNAJ receiver. Request amended clearance.
ATC. UAL001, roger, recleared direct TLE JOR, hold north, maintain 9,000ft.
It is to be inIormed by a pilot as such in case he/she cannot Ily RNAV1 route Ior any reason.
ATC Procedures Critical DNE
Summary
5.2 RNAV 1
Confirmation of Capability of Flight
Ask a pilot and conIirm iI he/she can Ily RNAV1 route concerned, iI necessary.
The phraseology above is provided Ior such cases that it is necessary to check the capability upon clearing
Ior SID/STAR. Capability oI the aircraIt to Ily RNAV1 (and RNAV5) route can be checked by reIerring
to Ilight Plan, Strip, etc.
ADVISE IF ABLE (designator) DEPARTURE [or ARRIVAL].
Flight Plan
e.g. Advise if able MORIYA ONE RNAJ DEPARTURE.
e.g. PILOT. Unable MORIYA ONE RNAJ DEPARTURE due to RNAJ tvpe.
Summary
Not e RWY34R: 5.0 climb gr adient required up to 520It.
RWY34L: 5.0 climb gradient required up to 680It.
Rcmd. Path
Terminator
Fix ID
(Waypoint
Name)
MAG Track
(TRUE Track)
Distance
( NM)
Turn
Direction
Altitude
(FT)
Speed
Limit
(kt)
Vertical
Angle
Navigation
Performance
Fly
Over
VA

5 00
TF
DF
SNE01
SNE0 2

3. 8

33 7q qq q
( 329. 9q qq q)
010 q qq q
(00 3. 0q qq q)

L

R
RNAV1
RNAV1
RNAV1
TF
SNE

15 .8
010 q qq q
(00 3. 0q qq q)

RNAV1
RWY34R/34L
Not e RWY34R: 5.0 climb gr adient required up to 520It.
Rcmd. Path
Terminator
Fix ID
(Waypoint
Name)
MAG Track
(TRUE Track)
Distance
( NM)
Turn
Direction
Altitude
(FT)
Speed
Limit
(kt)
Vertical
Angle
Navigation
Performance
Fly
Over
VA

5 00
TF
DF
SNE01
SNE0 2

3. 8

33 7q qq q
( 329. 9q qq q)
010 q qq q
(00 3. 0q qq q)

L

R
RNAV1
RNAV1
RNAV1
TF
SNE

15 .8
010 q qq q
(00 3. 0q qq q)

RNAV1
RWY34R/34L
+
5.2 RNAV 1
Example of Publication (1/5)
Procedures are published using:
Charts
Textual Description
Tabular Form (with leg type)
DESI GNATI ON
COORDINATES
SNE 01 3 5 36 32.1 N 1 39 57 36. 8E
SNE 02
SNE
3 5 40 19.8 N 1 39 57 51. 6E
3 5 56 05.4 N 1 39 58 53. 2E
DESI GNATI ON
COORDINATES
DESI GNATI ON
COORDINATES
SNE 01 3 5 36 32.1 N 1 39 57 36. 8E
SNE 02
SNE
3 5 40 19.8 N 1 39 57 51. 6E
3 5 56 05.4 N 1 39 58 53. 2E
MORIYAONE RNAV DEPARTURE
RWY16R/16LClimbonheadi ng157M, at or above 800It,
turn leIt, direct t oSNE01, t urnle It toSNE02, then to SNE.
RWY34R/ 34LCl imbon hea ding337M, at orabove 500It ,
turn ri ght , di rec t to SNE01, turn leIt t oSNE02, thent oSNE.
RWY04 Cli mb on heading 042M , a t or above 500It ,
RWY22 Cli mb on heading 222M, a t or above 500It ,
turnright, direct to SNE01, turnl eIt to SNE02, the nto SNE.
Not e : RWY34R: 5. 0 cl imb gradi ent requi red up t o 520It .
RWY34L: 5.0 cl imb gradi ent required upt o 680It .
RWY22 : 5. 0 cl imb gradi ent requi red up t o 560It .
MORIYA ONE RNAV DEPARTURE RNAV 1
Criti cal DME
DME GAP
Inappropriat eNavai ds
NOTE 1) DME/DME/IRUor GNSS requi red
2) RADARrequired
GOC (5.0nm to SNE 2.0nm to SNE)
2.0nmto SNE02 10.8nm to SNE
SHT, YOK, HUT
R1TT / TOKYO INTL RNAV DEP
Criti cal DME
DME GAP
2) RADARrequired
Criti cal DME
DME GAP
2) RADARrequired
SHT, YOK, HUT
Chart
Chart
Textual Description
Textual Description
Navigational requirements are indicated,
such as Navigation Accuracy, etc.
Summary
Tabular Form
Tabular Form
5.2 RNAV 1
Example of Publication (2/5)
Summary
Critical DNE DNE GAP
DESIGNATION
COORDINATES
SNE 01 3 5 36 32.1 N 1 39 57 36. 8E
SNE 02
SNE
3 5 40 19.8 N 1 39 57 51. 6E
3 5 56 05.4 N 1 39 58 53. 2E
DESIGNATION
COORDINATES
DESIGNATION
COORDINATES
SNE 01 3 5 36 32.1 N 1 39 57 36. 8E
SNE 02
SNE
3 5 40 19.8 N 1 39 57 51. 6E
3 5 56 05.4 N 1 39 58 53. 2E
MORIYAONE RNAV DEPARTURE
RWY16R/16LClimbonheadi ng157M, at or above 800It,
RWY34R/ 34LCl imbon hea ding337M, at orabove 500It ,
turn ri ght , di rec t to SNE01, turn leIt t oSNE02, thent oSNE.
RWY04 Cli mb on heading 042M , a t or above 500It ,
RWY22 Cli mb on heading 222M, a t or above 500It ,
turnright, direct to SNE01, turnl eIt to SNE02, the nto SNE.
Not e : RWY34R: 5. 0 cl imb gradi ent requi red up t o 520It .
RWY34L: 5.0 cl imb gradi ent required upt o 680It .
RWY22 : 5. 0 cl imb gradi ent requi red up t o 560It .
Criti cal DME
DME GAP
2) RADARrequired
SHT, YOK, HUT
Criti cal DME
DME GAP
2) RADARrequired
Criti cal DME
DME GAP
2) RADARrequired
SHT, YOK, HUT
RNAV1
Navi gati on Accuracy

Such Navaid are indicat ed that is determined to be inappropriate Ior
RNAV operation as a result oI Ilight inspection, etc.
Navigational Requirements
NOTE 1) DME/DME/IRU or GNSS required
2) RADAR service required

Critical DME, DME Gap and Inappropriate Navaid
Critical DME
DME GAP
Inappropriate Navaids
GOC (5.0nm to SNE2.0nm to SNE
2.0nm to SNE0210.8nm to SNE
SHT, YOK, HUT
DESIGNATION COORDINATES
SNE 01 35 36 32.1N 139 57 36.8E
SNE 02
SNE
35 40 19.8N 139 57 51.6E
35 56 05.4N 139 58 53.2E
5.2 RNAV 1
Example of Publication (3/5): Chart
HME
SNE01
SNE
3
3
7
d
e
g
r
e
e
s
3
3
7
d
e
g
r
e
e
s
2
2
2
d
e
g
r
e
e
s
0
4
2
d
e
g
r
e
e
s
1
5
7
d
e
g
r
e
e
s
1
5
7
d
e
g
r
e
e
s
0
1
0
d
e
g
r
e
e
s
SNE02
0
1
0
d
e
g
r
e
e
s
3
.
8
n
m
1
5
.
8
n
m
Flare s tack :79 .57 m(192 degre es / 1.92 nmfmDER )
Crane :65 . 9m(346 degre es /1.95 nmfmDER )
TV anten na :350 .5 m(356 degre es / 6.02 nmfmDER )
(
0
0
3
.
0
d
e
g
r
e
e
s
T
)
(
0
0
3
.
0
d
e
g
r
e
e
s
T
)
At or abov e
800 ft
At or abov e
500 ft
FIX Data
Summary
Obstacle
MORIYA ONE RNAV DEPARTURE
RWY16R/16L: Climb on heading 157degreesM, at or above 800It,
turn leIt, direct to SNE01, turn leIt to SNE02, then to SNE.
RWY34R/34L: Climb on heading 337degreesM, at or above 500It,
turn right, direct to SNE01, turn leIt to SNE02, then to SNE.
RWY04: Climb on heading 042degreesM , at or above 500It,
turn right, direct to SNE01, turn leIt to SNE02, then to SNE.
RWY22: Climb on heading 222degreesM, at or above 500It,
turn leIt, direct to SNE01, turn leIt to SNE02, then to SNE.
Note : RWY34R: 5.0 climb gradient required up to 520It.
RWY22 : 5.0 climb gradient required up to 560It.
5.2 RNAV 1
Example of Publication (4/5): Textual Description
Restrictions, etc.:
Predetermined PDG
(Procedure Design Gradient)
Expression corresponding to Leg Type
Summary
Path Terminator Departure: General (PDG)
5.2 RNAV 1
Example of Publication (5/5): Tabular Form
Recommended leg type
'Y is inserted Ior F/O WP
'R Ior right turn and 'L Ior leIt turn
Summary
'Recommended leg type is no more than recommendation. As actual coding may be diIIerent among aircraIt
types, actual Ilight path may slightly diIIerent among aircraIt types.
Note: RWY34R: 5.0 climb gradient required up to 520It.
Rcmd. Path
Terminator
Fi x ID
(Waypoint
Name)
MAG Track
(TRUE Track)
Distance
(NM)
Turn
Di recti on
Al titude
(FT)
Speed
Li mit
(kt)
Verti cal
Angle
Navi gation
Performance
Fl y
Over

VA

+500
TF
DF
SNE01
SNE02

3.8

337deg.
(329.9deg.)
010deg.
(003.0deg.)

R
L

RNAV1
RNAV1
RNAV1
TF
SNE
15.8
010deg.
(003.0deg.)

RNAV1
RWY34R/34L
5.1 General
5.2 Terminal RNAV ATC Procedures
(RNAV1)
Summary
5.3 RNAV 5
ATC procedures described below are applicable to aircraIt Ilying on the route to which
RNAV5 Navigation SpeciIications are prescribed (RNAV5 Route).
Limited to such situation where radar control service can be provided.
RNAV5 Routes are established within radar coverage.
Summary
ATC Procedures ATC Procedures
5.3 RNAV 5
Radar Vector
Upon vectoring to RNAV5 Route, vector is to be conducted toward the route or
toward a Iix on the route.
e.g.
"Fly heading 070 for vector to BRAVO."
"Resume own navigation direct BRAVO."
Summary
5.3 RNAV 5
Direct to a Fix
Course change toward the next segment is not more than 45 deg.
At least 6 NM (9NM Ior 10,000It or above) prior to the Iix.
It is to be noted that actual Ilight track depends on the type oI Iix (F/B or F/O), leg type oI the next segment,
ALPHA
BRAVO
CHRLY
+5 deg or less
6NN or more
Estimation of Track
DRECT BRAVO
Summary
5.3 RNAV 5
Contingency Procedures
When radar control service cannot be provided due to Outage oI Radar,etc, or when it is advised by pilot
that he/she cannot continue Ilying on RNAV5 route due to any discrepancy in RNAV equipment, outage oI
Critical DME, ATC shall make coordination with related ATC organization, and take the Iollowing action:
To aircraft in pre-flight phase, inIorm that Ilying on RNAV5 route cannot be cleared, and issue
clearance Ior an alternate route determined as a result oI coordination with other ATC organizations
concerned.
UNABLE TO ISSUE (RNAV route designator), (reason).
To aircraft in flight, issue clearance Ior Ilying on an alternate route using adjacent NAVAID.
e.g. PILOT. UAL001, unable Y10 due to failure of RNAJ receiver.
Request amended clearance.
ATC. UAL001, roger, recleared direct TLE JOR, hold north, maintain 9,000ft.
Critical DNE
Summary
ATC Procedures
6. RNAV Approach ATC Procedures
z Application oI ATC Procedure
z Radar Vector
z Direct to a Fix
z Approach Clearance / Speed Control
Summary
6. RNAV Approach
RNAV(GNSS)Approach Procedures* are established
* Meet Navigation SpeciIication Ior 'RNP APCH, however, published as 'RNAV (GNSS)
RWY XX APCH considering the current situation that such procedures has already been
published.
For RNAV(GNSS)Approach, Initial approaches which have T/Y Bar arrangement are
established as well as STAR.
Missed Approach Procedures are designed based on conventional navigation in case that
approach cannot be continued due to discrepancy oI GNSS, etc.
Summary
TfY Bar Publication Contingency Procedure
6. RNAV Approach
Radar Vector
Upon vectoring to RNAV Approach Procedure, vector is to be conducted toward Initial
Approach Fix (IAF) or Intermediate Approach Fix (IF).
e.g.
"Fly heading 070 for vector to PUNCH."
"Resume own navigation direct ROCCA."
Summary
6. RNAV Approach
Direct to a Fix
Within 90 deg Irom
the Initial Approach Segment or
the Intermediate Approach Segment
to be intercepted.
Maintain the altitude at or above
Minimum Vectoring Altitude
(MVA)
Summary
90
90
90
IAF
IAF
IF
FAF
MAIf
nitial Appr oach Segment

nt ermediat e Appr oach Segment
6. RNAV Approach
Approach Clearance/Speed Control
Approach clearance is to be issued beIore the aircraIt reaches IAF/IF.
Approach clearance is to be issued with the distance Irom the Iix.
IAS over 210kt shall not be instructed upon crossing IAF.
e.g.
"10NM south of EMINA. Cleared for RNAV RWY30 approach."
(Sensor Type) indicated in the bracket in the procedure title
is not included in the clearance.
Approach procedure Title : RNAV (GNSS) RWY30
T/Y bar - Initial Approach Segment
Summary
Summary oI
Summary oI
RNAV ATC Procedure
RNAV ATC Procedure
s
s
500FT
RNAV1
SD
RNAV5
ENROUTE ARWAY
RNAV1
STAR
AF AF
RNP APCH
RNAV(GNSS)
DRECT TO
UP DATE
Fl ight
Plan
DRECT TO
DRECT TO
F
AF
LNAV Engage
It is to be noted that actual Ilight track depends on navigation perIormance, speed, wind eIIect, rate o I turn etc. during turn.
Determination oI Ilight is pilot discretion.
Missed Approach Issue clearance Ior Ilying on an alternate route using adjacent NAVAID.
Within 90 deg
Direct to IAFor IF
IAS210kt or less
Within 45deg
At least 6 NM (9NM Ior 10,000It or above) prior to the Iix
Update by published sensor type Update by published sensor type

DR (not allowed at moment)
Update by published sensor type
AIIected area is published. / NotiIication to Unplanned Outage
Determination oI Ilight is pilot discretion.
Within / Out oI Radar
Coverage
GNSS
Within Radar Coverage
DME/DME/IRU
GNSS
VOR/DME, DME/DME
INS, IRS, GNSS
* RWY POSITION UP DATE (IRU)
* LNAV Engage beIore reaching 500It
DME/DME/IRU
GNSS
Applicable
Airspace
Operation
Track
DME
GAP
Sensor
Di rect to
a FX
Cri ti cal
DME
Contingency
AT CA J AT CA J
AT CA J
AT CA J
A TC AJ A TC AJ
A TC AJ A TC AJ
AT CA J AT CA J
Summary of RNAV1/5 ATC Procedures
ATC Procedure
It is to be noted that actual Ilight track depends on the type oI Iix (F/B or F/O), leg Type oI the next segment,
ALPHA
BRAVO
CHRLY
+5 deg or less
6NN or more
Estimation of Track Path Terminator
Direct to a Fix (RNAV1 / 5)
Back Next Next
~Direct to a Fix should be instructed form the sector indicated below
so far as practicable.
Course change toward the next segment is not more than 45 deg.
At least 6 NM (9NM Ior 10,000It or above) prior to the Iix.
ATC Procedure (TAA)
90
90
90
IAF
IAF
IF
FAF
MAIf
Back
nt ermediat e Appr oach Segment

nitial Appr oach Segment
Fial Approach Segment
Back
Actual Ilight track by aircraIt to intercept next leg depends on various elements such as navigation perIormance,
distance to waypoint, wind condition, speed, rate oI turn and altitude. ATC must take account oI the Iact that
aircraIt may overshoot the predetermined path when, Ior example, large amount oI course change is required
near a Ily-by waypoint during radar vector to the waypoint.
Figure 1 below shows that aircraIt may overshoot to inIringe 'AREA 1 upon being instructed 'direct to
BRAVO (Fly-by waypoint) since distance to BRAVO is not enough and since the turn angle to the next leg is
large.
Figure 2 indicates such case that the aircraIt is instructed to 'direct to BRAVO with an angle less than 45 deg
and with distance longer than 6NM (9NM Ior an altitude at or above 10,000It) Ior smooth turn. ThereIore,
upon vectoring aircraIt on RNAV routes/procedures, ATC must estimate the aircraIt track and issue such an
appropriate instruction to the pilot that aircraIt should not make such overshoot.
CHRLY
ALPHA BRAVO
AREA1
Estimation of Track
Figure 1
Figure 1
Figure 2
Figure 2
ALPHA BRAVO
CHRLY
AREA1
TF Leg TF Leg
RANGE
R
A
N
G
E
R
A
N
G
E
R
A
N
G
E
R
A
N
G
E
R
A
N
G
E
Overview of DNEfDNE RNAv
Overview of DNEfDNE RNAv
R
A
N
G
E
R
A
N
G
E
DME pair within 30-150 DEG
is automatically selected
DME pair within 30-150 DEG
is automatically selected
Conventional (Radio Navigation) Route
Conventional (Radio Navigation) Route
Shorter flight distance
Shorter flight distance
Bac
k
Position update by DME
Position update by DME
DME Coverage
Back
D
M
E

C
o
v
e
r
a
g
e
DME Coverage
D
M
E

C
o
v
e
r
a
g
e
Position update by
DME pair of
30 150 deg
Position update by
DME pair of
30 150 deg
Area where position
update by 2 or more
DNE is achievable.
Area where position
update by 2 or more
DNE is achievable.
Area where position update
by 2 or more DNE is
achievable.
Area where position update
by 2 or more DNE is
achievable.
DNE Gap
DNE Gap
Coverage of DME less than two;
Does not meet the requirement Ior
DME position upd1ate (30 150 deg)
Coverage of DME less than two;
DME position upd1ate (30 150 deg)
DNE GAP
DNE GAP
It is not allowed Ior aircraIt which meet RNAV navigation
requirements only with DME/DME
to Ily on DME Gap.
(Navigation by IRS, GNSS, etc. is permitted
so Iar as meeting other requirements)
to Ily on DME Gap.
Pilot will inIorm ATC, iI unable to Ily RNAV, as such.
(Determination oI Ilight is pilot discretion!)
Ai r Traffi c Control
Associ ation Japan,
All Ri ght Reserved
Requirement for flying over DME GAP (1/2)
Next Back
Aircraft equipped with INS, IRS, GNSS or VOR/DMERNAV can fly over DME GAP if any VOR/DME
exists within 75NM from the DME GAP that can be used for position update.
It is assumed that RNAV using V/D within 75NM can satisIy navigation accuracy Ior RNAV5.
Even Ior DME GAP, the same area is constructed as Ior the segment without DME GAP.
Noted as 'INS, IRS, GNSS or VOR/DME required in AIP.
Aircraft equipped with INS, IRS or GNSS can fly over DME GAP even if no
VOR/DME exists within 75NM from the DME GAP that can be used for position update.
When none oI the above is the case, Dead Reckoning is permitted without obliging any requirement Ior sensors.
Noted as 'INS, IRS or GNSS required in AIP.
No requirement Ior sensor onboard is provided in AIP.
Area is expanded Ior the DME GAP.
For a while, it is not allowed Ior aircraIt which meet RNAV navigation requirements only with
DME/DME (without INS, IRS or GNSS) to Ily on DME Gap, although technically possible.
The DME GAP must be within the coverage oI some other Navaid so that navigation can be achieved
by the Navaid in case oI contingency when using GNSS.
Even Ior DME GAP, the same area is constructed as Ior the segment without DME GAP.
*Despite of above, Dead Reckoning
is not permitted for a while.
*Despite of above, Dead Reckoning
is not permitted for a while.
Requirement for flying over DME GAP (1/2)
Back

DME GAP

DME GAP
Flying over GAP
NS, RS,GNSS
or (VOR/DME)
required
Flying over GAP
NS, RS,GNSS
or (VOR/DME)
required
Flying over GAP
No requirement for
Sensor is
published
Flying over GAP
No requirement for
Sensor is
published
Area is expanded
assuming dead
reckoning
Area i s not expanded
assuming navigation
accuracy i s sati sfi ed.
Determination oI Ilight over DME GAP is pilot discretion!
10nm
10nm
Area Semi-width Ior RNAV5 Route 10nm
*For a while, Dead
reckoning is not permitted.
Within 75NM(V/D RNAV-equipped
aircraft is permitted for the GAP)
DME Coverage
Back
D
M
E

C
o
v
e
r
a
g
e
DME Coverage
D
M
E

C
o
v
e
r
a
g
e
Position update
by DME
30 150 deg
Position update
by DME
30 150 deg
Critical DNE
Critical DNE
2DNE
2DNE
D
M
E

C
o
v
e
r
a
g
e
Critical DNE
Critical DNE
Coverage oI DME less than two
in case oI outage oI the Critical DME;
DME position update (30 150 deg)
Coverage oI DME less than two
in case oI outage oI the Critical DME;
DME position update (30 150 deg)
Unplanned outage is
informed to pilot
to Ily on DME Gap.
to Ily on DME Gap.
Ai r Traffi c Control
Associ ation Japan,
All Ri ght Reserved
FAF ALPHA NAGAY
S!NGO
FUJ!C
KENJY
YANKY
A
L
P
H
A

A
R
R
I
V
A
L
vNAv
ATC
DEP
APR
RTE
!N!T
REF
FNC
CONN
HOLD LEGS F!X
PROG
Recleared DIRECT ALPHA via YANKY.
Cleared to ALPHAvia ALPHA ARRIJAL.
OJHe_re OJHe_re OJHe_re OJHe_re
es es es es
4|| 4|| 4|| 4||
Y/||Y Y/||Y Y/||Y Y/||Y
JO4OO/ JO4OO/ JO4OO/ JO4OO/
es es es es
4|| 4|| 4|| 4||
C/jY C/jY C/jY C/jY
JO4OO/ JO4OO/ JO4OO/ JO4OO/
es es es es
4|| 4|| 4|| 4||
;||CC ;||CC ;||CC ;||CC JOO4OO/ JOO4OO/ JOO4OO/ JOO4OO/
OHe_re OHe_re OHe_re OHe_re
es es es es
4|| 4|| 4|| 4||
/j||/ /j||/ /j||/ /j||/ JO,OOO/ JO,OOO/ JO,OOO/ JO,OOO/
OHe_re OHe_re OHe_re OHe_re
es es es es
4|| 4|| 4|| 4||
|/C/Y |/C/Y |/C/Y |/C/Y
JO,OOO/ JO,OOO/ JO,OOO/ JO,OOO/
J J J J
/j||/ /j||/ /j||/ /j||/
O O O O
4|| 4|| 4|| 4||
/j||/ /j||/ /j||/ /j||/
O O O O
4|| 4|| 4|| 4||
|/| |/| |/| |/|
O O O O
JO|| JO|| JO|| JO||
||/\ ||/\ ||/\ ||/\ JOJOOO/ JOJOOO/ JOJOOO/ JOJOOO/
O O O O
|WY |WY |WY |WY
|1 jC; |1 |/1/ ` |1 jC; |1 |/1/ ` |1 jC; |1 |/1/ ` |1 jC; |1 |/1/ `
|/; |/; |/; |/;
| |1C C|; | |1C C|; | |1C C|; | |1C C|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
PUSH!
PUSH!
PUSH!
PUSH!
DRECT TO WAYPONT
P!LOT ACT!ON
ATC
EXEC EXEC
P
U
S
H
!
P
U
S
H
!
O
ALPHA
YANKY
KENDY
FUJ!C
YANKY
Next Page
RNAV RWY27
0
1
5
d
e
g
r
e
e
s
EGALY
NAGAY
S!NGO
EGALY
25
Cleared for RNAJ RWY27 APPROACH
nstruction for altitude is required as ever.
DRECT TO WAYPONT
FNS as well as Navigation Display (ND) maintain the route
information after the F!X to 'Direct to, and update the
planned route.
Then, aircraft can resume own-navigation on the planned
route after the F!X.
'ALPHA will automatically
becomes 'Active waypoint.
'ALPHA will automatically
becomes 'Active waypoint.
Waypoint to D!RECT TO must be on the cleared
route except for RNAv approach with TfY bar
arrangement.
ATC must take account of the fact that 'D!RECT TO
actual track might be affected by aircraft
performance such as turn radius, descent profile,
speed limitation, etc.
F!X to be by-passed as a result of 'D!RECT TO or
F!X already passed is DROPPED from FNS
L!ST(Active waypoint list).
!t is to be noted that 'D!RECT TO the DROPPED
F!X.
Back
FAF ALPHA NAGAY
S!NGO
FUJ!C
KENJY
YANKY
A
L
P
H
A

A
R
R
I
V
A
L
O
ALPHA
YANKY
RNAV RWY27
0
1
5
d
e
g
r
e
e
s
EGALY
NAGAY
S!NGO
EGALY
25
NAVGATON DATA BASE and FMS
FMS: Flight Management System
System that automatically conduct the management oI Ilight
(navigation, control, trust, etc.) during all phase oI Ilight Irom
takeoII to landing.
Navigation Data Base that includes wide range oI navigation data
(runway, airway, Navaid, terminal procedures, etc.) is stored.
Pilot can retrieve the data through CDU (Control Display Unit).
Provides inIormation on Lateral navigation (L-NAV) and
Vertical navigation (VNAV).
Navaid used Ior update (such as VOR, DME) are automatically
selected, without manual intervention by a pilot, Irom the
onboard data base, and tuned in accordance with the Ilight path.
Navigation inIormation is indicated on EFIS (Electric Flight
Instrument System) as well as CDU, which provides pilot with
easy acknowledgement oI situational awareness.
AircraIt oI the generation oI B767 and A310 or later are equipped
with FMS as standard system
2
1
7
5
.
0
n
m
0
3
7
5
. 0
n
m
0
0
4
9
.
1
2
n
m
3
07
5 .
0n m
(MA HF )
YH U KA
(MA HF )
YH UK A
H
W
E
2
0
D
M
E
H
W
E
R
-1
9
4
H
W
E
2
7
D
M
E
MH A 40 00
H
W
E

R
-
1
9 4
F AF
4 00 0
35 00
4 0 00
C aut i on:
Mou nt ai n ous ar ea l ocat ed
2. 5n m N E of RWY 30 TH R
MA P

3
07
5
. 0nm
0
3
7

2
1
7
40 00
T AA 25N M
1 0
N
M
C H Y O
( AF )
E MN A
( AF )
FR O ST
( AF )
RO C CA
( F )
FA F
MAP t
YH U KA
( MA H F)
414 526. 14 N
14 1061 4. 22E
413 155. 78 N
14 1040 9. 44E
1 53 / 18. 0n mH WE
413 636. 23 N
14 0595 8. 02E
414 101. 23 N
14 1030 5. 91E
414 322. 39 N
14 0571 2. 46E
414 543. 54 N
14 0511 8. 79E
412 632. 43 N
14 0472 8. 04E
1 94 / 20. 0n mH WE
Fi
nal
app
roac
h c
our s
e
of
f set
10
1
9
8
RJ CH/ HAKODAT E
V
A
R

8
5
6
'
W
2
0
0
5
0
1
4
o
1
9
4
o

RO C CA
F

H AK OD A TE
1 12. 3 HW E
CH- 70
41 4627 N 140 49'56"E
VO R / DME

FR OS T

12
7
0
3 7
370 0
T
A
A

25
N
M
R emar ks:
1. GP S r equ i r ed.
2. DME /D ME no t aut ho ri zed .
3. RA DA R se rv i ce r equ i r ed .

CH Y O

12
7
2
1
7
490 0
T AA 25N M
F RO S T
AF
E MN A
AF
C H Y O
AF
RO CC A
Navigation Data Base
Navigation Data Base
Navigation Data
Navigation Data
CDU
CDU
NAv!GAT!ON
D!SPLAY (ND)
NAv!GAT!ON
D!SPLAY (ND)
vNAv
ATC
DEP
APR
RTE
!N!T
REF
F NC
CONN
HOL D L EGS F !X
PROG
RTE
! N! T
REF
L EGS F !X
EXEC
1 2 3
+ 5 6
7 8 9
* 0 +f -
A

CLR
OJ OJ OJ OJ
4|| 4|| 4|| 4||
;|;|| ;|;|| ;|;|| ;|;|| JO4OO/ JO4OO/ JO4OO/ JO4OO/
OJ OJ OJ OJ
4|| 4|| 4|| 4||
|CC|Y |CC|Y |CC|Y |CC|Y JO4OO/ JO4OO/ JO4OO/ JO4OO/
JOO JOO JOO JOO
4|| 4|| 4|| 4||
|/| |Y |/| |Y |/| |Y |/| |Y JOO4OO/ JOO4OO/ JOO4OO/ JOO4OO/
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
JO ,OOO/ JO ,OOO/ JO ,OOO/ JO ,OOO/
OO OO OO OO
4|| 4|| 4|| 4||
||| | ||| | ||| | ||| | JO,OOO/ JO,OOO/ JO,OOO/ JO,OOO/
J J J J
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
|| \1 || \1 || \1 || \1
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1 JO,OOO/ JO,OOO/ JO,OOO/ JO,OOO/
OO OO OO OO
4|| 4|| 4|| 4||
|/\ | |/\ | |/\ | |/\ | JO,OOO/ JO,OOO/ JO,OOO/ JO,OOO/
OO OO OO OO
JO|| JO|| JO|| JO||
| j; O | j; O | j; O | j; O JOJOOO/ JOJOOO/ JOJOOO/ JOJOOO/
OO OO OO OO
|WYO |WYO |WYO |WYO
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
vNAv
ATC
DEP
APR
RTE
!N!T
REF
F NC
CONN
HOL D L EGS F !X
PROG
RTE
! N! T
REF
L EGS F !X
EXEC
1 2 3
+ 5 6
7 8 9
* 0 +f -
1 2 3
+ 5 6
1 2 3 1 2 3
+ 5 6 + 5 6
7 8 9
* 0 +f -
7 8 9 7 8 9
* 0 +f - * 0 +f -
A

CLR
A

A

CLR CLR
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
|| \1 || \1 || \1 || \1
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
vNAv
ATC
DEP
APR
RTE
!N!T
REF
F NC
CONN
HOL D L EGS F !X
PROG
RTE
! N! T
REF
L EGS F !X
EXEC
1 2 3
+ 5 6
7 8 9
* 0 +f -
A

CLR
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
|| \1 || \1 || \1 || \1
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
| j;O | j;O | j;O | j;O JOJOOO/ JOJOOO/ JOJOOO/ JOJOOO/
OO OO OO OO
|WYO |WYO |WYO |WYO
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
vNAv
ATC
DEP
APR
RTE
!N!T
REF
F NC
CONN
HOL D L EGS F !X
PROG
RTE
! N! T
REF
L EGS F !X
EXEC
1 2 3
+ 5 6
7 8 9
* 0 +f -
1 2 3
+ 5 6
1 2 3 1 2 3
+ 5 6 + 5 6
7 8 9
* 0 +f -
7 8 9 7 8 9
* 0 +f - * 0 +f -
A

CLR
A

A

CLR CLR
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
OJ OJ OJ OJ
4|| 4|| 4|| 4||
OJ OJ OJ OJ
4|| 4|| 4|| 4||
JOO JOO JOO JOO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
|| \ 1 || \ 1 || \ 1 || \ 1
OO OO OO OO
4|| 4|| 4|| 4||
J J J J
|| \1 || \1 || \1 || \1
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
4|| 4|| 4|| 4||
OO OO OO OO
JO|| JO|| JO|| JO||
OO OO OO OO
|WYO |WYO |WYO |WYO
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
|/; |/; |/; |/;
| |1CC|; | |1CC|; | |1CC|; | |1CC|;
|1 CC|Y ` |1 CC|Y ` |1 CC|Y ` |1 CC|Y `
O
20
RA vEN
R! vET
RH!NE
R A!NY
ROOK Y
SUSH!
R! vET
O
20
RA vEN
R! vET
RH!NE
R A!NY
ROOK Y
SUSH!
RH!NE
R A!NY
ROOK Y
SUSH!
R! vET
Back
RNAV System (Overview)
Flight
Display
GNSS
NAV UNIT
IRS
Integrated
Flight
Display
GNSS NAV
Management Unit
IRS
Monitoring
/Alert
system
GNSS NAV
Management
Unit
a) RNAV MAP
b) Multi-Sensor
c) Dual Multi-Sensor
DME
VOR
DME
VOR
DME
VOR
Back
Positioning by GPS
GPS satellites are orbiting at an altitude oI approximately 20,200
kilometers, and there are 30 actively broadcasting satellites in the GPS
constellation. .
By determining the position oI, and distance to, at least three satellites, the
receiver can compute its position. Receivers typically do not have
perIectly accurate clocks and thereIore track one or more additional
satellites to correct the receiver's clock error.
II signal Irom 5 satellites are received, it is possible to monitor iI there is
some error in the signal Irom satellites to determine iI the user could use
GPS or not.(RAIM Function)
II signal Irom 6 or more satellites are received, it is possible to determine
which satellite aIIects the accuracy the worst, and to make positioning,
with integrity, using the rest oI the receivable satellite by eliminating
it.(FDE Function)
From Website of Geographical
Survey !nstitute, Japan
` Accuracy of GPS
GPS has accuracy oI 6m lateral and 8m vertical (95), while it is aIIected by Ionospheric eIIect, Satellite
clock error, ephemeris error, etc.
Back
MSAS is a system that augmentation GPS positioning through the use of additional satellite-
broadcast messages. The system is commonly composed of multiple ground stations, located
at accurately-surveyed points. nformation messages are created and sent to one or more
satellites for broadcast to the end users.
With MSAS, accuracy, integrity, availability etc. or GPS positioning are drastically improved.
Positioning by GPS - MSAS
vOR
vORfDNE
vORfDNE
NAvA!DS
NAvA!DS
vOR
vORfDNE
vORfDNE
vOR
vORfDNE
vORfDNE
NAvA!DS
NAvA!DS
Conventional
Route
Back
RAD/DST
RAD/DST
DST
Routes are dependent on
location of Nav aid
Routes are dependent on
location of Nav aid
GNS (Ground Nonitor St ati on)

NTSAT
GPS
GNS (Ground Nonitor St ati on)

NTSAT
GPS
RNAv Route
Enable Shorter flight distance
& straight-in approach
Enable Shorter flight distance
& straight-in approach
Monitor
Augmentation
Signal
Positioning
Signal
Augmentation
Signal
Master Station
1. Service Provider
Air Traffic Nanagement Center (ATNC), JCAB
2. Method
1) By MSAS monitoring system
2) Using GPS signal on its orbit
3) Predict the availability oI GPS positioning at aerodrome where Ilight procedures using GPS
are established up to 48 hours (RAIM Prediction).
3. Provision of Information
RAIM inIormation is provided as NOTAM at aerodrome.
RAM Prediction Service
Back
ATNC
GPS NOT
available
RAM Alert Limit( ntegrity Monitor Alert Limit - MAL)
It is essential to monitor the reliability oI positioning onboard while positioning accuracy is aIIected by such
elements as ionospheric eIIect, satellite clock error, ephemeris error.
Calculate navigation perIormance with ConIidence Level (99.99999)
Compare with predetermined alert limit and issue alert iI the perIormance exceeds the limit.
0.3NM 0.3NM Approach
1.0NM 1.0NM Terminal
5.0NM 2.0NM Enroute
CDI Sensitivity RAIM Alert Limit (IMAL) Receiver Mode
Actual Path
Desired Path
Error
Error
RAIM Alert Limit
Available NOT Available (alert issued)
Confidence
Level
Confidence
Level
SBAS
GPS
Constellation and No. of
receivable GPS satellite
!onospheric effect
GPS
GPS
GPS
Back
25 deg Arrival
15 deg Missed Approach
15 deg Enroute
15 deg Departure
25 deg Approach
Bank Angle Phase
Bank Angle (for determining MSD)
Back
Back
GNSS Area (Reference)
(1) Outside 30NM from ARP
(2) Within 30NM from ARP
From PANS-OPS Vol. , Table -1-2-2
MAPt
1.0nm
1.0nm
FAF
1.2nm
1.2nm
30deg
3.0nm
3.0nm
8.0nm
30NN fm ARP
IF
8.0nm
IAF
Approach Node
Approach Node
Enroute Node
Enroute Node
2NN from FAF
Primary Area
Primary Area
Secondary Area
Secondary Area
RNAV (GNSS) Approach Segment
Back
Primary
Area
Secondary
Area
Semi-area
width
NOC
15deg
15deg
Terminal Node
Terminal Node
Final
Approach
!ntermediate
Approach
!nitial
Approach
Nissed
Approach
!nitial
Approach
N
o
m
i
n
a
l

P
D
G
=
3
.
3
%
MOC
S
p
e
c
i
f
i
e
d

P
D
G

(
%
)
P
l
a
n
e

o
f

"
P
D
G
-
0
.
8
%
5m
Avoidance of Obstacle by Specifying PDG
O
S
=
2
.
5
%
Penetrate
Back
Obstacle is assessed against Obstacle !dentification Surface
(O!S) of which gradient is 2.5.
Such PDG specified that obstacle
should not penetrate O!S
Such PDG specified that obstacle
should not penetrate O!S
Published
in AIP
Avoidance of Obstacle by Turn (1/5)
NEXT
Turn Area
Turn Area
P
D
G
=
3
.
3
%
5m
IAS Limitation
(Speed Reduction)
TP
120m
PLOT Wind Factor
NEXT
Reduction of Turn Area
Obstacle cannot be not avoided yet.
) AS Limitation
3500m
NEXT
) AS Limitation
5m
120m
TP
120m
5
%
P
D
G
2300m
3
.
3
%
P
D
G
PLOT Wind Factor
TP
NEXT
) Specifyi ng PDG
Avoiding Obstacle
(let obstacle out of Turn Area)
) AS Limitation
Back
Departure Route
Out of Turn Area
Out of Turn Area
) Specifyi ng PDG
) AS Limitation
Approach Procedure with Vertical guidance
An instrument approach procedure which utilizes lateral and vertical guidance but does not meet the requirements
established Ior precision approach and landing operations
APV
Aircraft Based Augmentation System
An augmentation system that augments and/or integrates the inIormation obtained Irom the other GNSS elements
with inIormation available on board the aircraIt.
Note.- The most common Iorm oI ABAS is Receiver Autonomous Integrity Monitoring (RAIM).
ReI: SBAS GBAS
ABAS
A
Back
Critical DME
A DME Iacility that, when unavailable, results in a navigation service which is insuIIicient Ior the oparation based on
DME/DME or DME/DME/IRU along a speciIic route or a procedure.
Critical DME
Converted Meteorological Visibility
A value (equivalent to an RVR) which is derived Irom the reported meteorological visibility, as converted.
CMV
Course Deviation Indicator
Cockpit instrument displaying relative position oI the aircraIt to deIined path.
CDI
C
Back
DME Gap
Segment on the Route where Combination oI DME signal which meets designated navigation accuracy requirement
cannot be received
DME GAP
Departure End of Runway
The end oI the runway that is opposite the landing threshold. It is sometimes reIerred to as the stop end oI runway.
DER
Decision Altitude / Decision Height
A speciIied altitude or height in the precision approach or approach with vertical guidance at which a missed
approach must be initiated iI the required visual reIerence to continue the approach has not been established.
Note 1. Decision altitude (DA) is referenced to mean sea level and decision height (DH) is referenced to the
threshold elevation.
Note 2. The required visual reference means that section of the visual aids or of the approach area which should
have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of
change of position, in relation to the desired flight path. In Categorv III operations with a decision height the
required visual reference is that specified for the particular procedure and operation.
Note 3. For convenience where both expressions are used thev mav be written in the form 'decision
altitude/height` and abbreviated 'DA/H`.
DA / DH
Descent fix
A Iix established in a precision approach at the FAP to eliminate certain obstacles beIore the FAP, which would
otherwise have to be considered Ior obstacle clearance purposes.
Descent Fix
D
Back
Euro Geostationary Navigation Overlay Service
A satellite-based augmentation system providing navigation service meeting Annex 10 requirements that provides
navigation service in the European Region..
ReI: SBAS - WAAS (USA), MSAS(Japan)
EGNOS
E
Back
Final Approach Fix
The Iix which identiIies the beginning oI the Iinal approach segment.
FAF
The segment oI an instrument approach procedure in which alignment and descent Ior landing are accomplished.
FAS
Fault Detection and Exclusion
The Iunction perIormed by some GNSS receivers, which can detect the satellite in error and exclude it Irom the
position determination.
ReI: RAIM
FDE
Final Approach Point
The point at which nominal glide path intercept the intermediate segment minimum altitude Ior precision approach
and approach procedure with vertical guidance.
FAP
F
Back
Ground Based Augmentation System
An augmentation system in which the user receives augmentation inIormation directly Irom a ground-based
transmitter
ReI: LAAS(USA)
GBAS
Global Orbiting Navigation Satellite System
The satellite navigation system operated by the Russian Federation. One oI the most signiIicant Ieature oI GLONAS
is that each satellite transmit signal in diIIerent Irequency while GPS satellites with that in the same Irequency.
GLONAS
Global Positioning System
The satellite navigation system operated by US government.
GPS
Global Navigation Satellite System
A worldwide position and time determination system that includes one or more satellite constellations, aircraIt
receivers and system integrity monitoring, augmented as necessary to support the required navigation perIormance
Ior the intended operation.
ReI: GPS (USA) GLONASS (Russia)
GNSS
Global Navigation Satellite System (GNSS) planned by the European Union (EU) and European Space Agency
(ESA) as an alternative to the GPS operated by USA and the GLONASS by Russia.
Galileo
G
Back
Initial Approach Segment
That segment oI an instrument approach procedure between the initial approach Iix and the intermediate approach
Iix or, where applicable, the Iinal approach Iix or point..
Initial
Approach
Segment
Intermediate Approach Segment
The segment oI an instrument approach procedure between either the intermediate approach Iix and the Iinal
approach Iix or point, or between the end oI a reversal, racetrack or dead reckoning track procedure and the Iinal
approach Iix or point, as appropriate.
Intermediate
Approach
Segment
Intermediate Approach Fix
A Iix that marks the end oI an initial segment and the beginning oI the intermediate segment.
IF
INternational MARine SATellite telecommunication organization
INMARSAT Plc. is an company Iounded in 1979 so as to provide international telecommunication using
telecommunication satellites. Its was originally Iounded as the International Maritime Satellite Organization
(IMSO) established Ior the purpose oI establishing a satellite communications network Ior the maritime community.
INMARSAT
Initial Approach Fix
A Iix that marks the beginning oI the initial segment and the end oI the arrival segment, iI applicable.
IAF
!
Back
Instrument Approach Procedure
A series oI predetermined maneuvers by reIerence to Ilight instruments with speciIied protection Irom obstacles Irom
the initial approach Iix, or where applicable, Irom the beginning oI a deIined arrival route to a point Irom which a
landing can be completed and thereaIter, iI a landing is not completed, to a position at which holding or en-route
obstacle clearance criteria apply. Instrument approach procedures are classiIied as Iollows.
Non-Precision Approach (NPA) procedure
An instrument approach procedure which utilizes lateral guidance but does not utilize vertical guidance.
Approach Procedure with Vertical guidance (APV)
An instrument procedure which utilizes lateral and vertical guidance but does not meet the requirements
established Ior precision approach and landing operations.
Precision Approach (PA) procedure
An instrument approach procedure using precision lateral and vertical guidance with minima as determined by
the category oI operation.
Note.- Lateral and vertical guidance refers to the guidance provided either bv.
a) a ground-based navigation aids, or
b) computer generated navigation data.
IAP
!
Back
Lateral Navigation
A Iunction oI area navigation (RNAV) equipment which calculates, displays, and provides guidance in the horizontal
plane.
.
LNAV
Local Area Augmentation System
Ground-based augmentation system (GBAS) operated by US government. It can provide precision approach.
ReI: GBAS
LAAS
L
Back
Minimum Decent Altitude / MinimumDecent Height
A speciIied altitude or height in a non-precision approach or circling approach below which descent must not be
made without the required visual reIerence.
Note 1.- Minimum descent altitude (MDA) is referenced to mean sea level and minimum descent height (MDH) is
referenced to the aerodrome elevation or to the threshold elevation if that is more than 2m(7ft) below the
aerodrome elevation. A minimum descent height for a circling approach is referenced to the aerodrome elevation.
Note 2.- The required visual reference means that section of the visual aids or of the approach area which should
have been in view for sufficient time for the pilot to have made an assessment of the aircraft position and rate of
change of position, in relation to the desired flight path. In case of a circling approach the required visual
reference is the runwav environment.
Note 3.- For convenience when both expressions are used thev mav be written in the form 'minimum descent
altitude/height`and abbreviated 'MDA/H`.
MDA/MDH
Multi-functional Transport Satellite
ArtiIicial satellite operated by Japan, used Ior air navigation service and meteorological observation service.
MTSAT Iorms a part oI MSAS (MTSAT Satellite-based Augmentation System).
MTSAT
MTSATSatellite-based Augmentation System
Satellite-based augmentation system (SBAS) operated by Japan. It consists oI satellite (MTSAST), Ground
Monitor Station (GMS), Monitor and Ranging Station (MRS), Master Control Station (MCS), Network
Communication Subsystem (NCS) as well as GPS as its core satellite system.
ReI: WAAS(USA), EGNOS (Europe)
MSAS
N
Back
Minimum Enroute Altitude
The altitude Ior an en-route segment that provides adequate reception oI relevant navigation Iacilities and ATS
communications, complies with the airspace structure and provides the required obstacle clearance.
MEA
Minimum Sector Altitude
The lowest altitude which will provide a minimum clearance oI 300m(1000It) above all objects located in an area
contained within a sector oI a circle oI 46km(25NM) radius centered on a radio navigational aids.
MSA
Missed Approach Point
That point in an instrument approach procedure at or beIore which the prescribed missed approach procedure must
be initiated in order to ensure that the minimum obstacle clearance is not inIringed.
MAPt
Minimum Stabilization Distance
The minimum distance to complete a turn maneuver and aIter which a new maneuver can be initiated. The
minimum stabilization distance is used to compute the minimum distance between waypoints.
MSD
Missed Approach Turning Fix
A Iix diIIerent Irom MAPt that marks a turn in the missed approach segment.
MATF
Missed Approach Holding Fix
A Iix that marks the end oI the missed approach segment and the centre point Ior the missed approach holding.
MAHF
N
Back
Non-Precision Approach Procedure
An instrument approach procedure which utilizes lateral guidance but does not utilize vertical guidance.
NPA
N
Back
Obstacle Clearance Altitude / Obstacle Clearance Height
The lowest altitude or the lowest height above the elevation oI the relevant runway threshold or the aerodrome
elevation as applicable, used in establishing compliance with appropriate obstacle clearance criteria.
Note 1.- Obstacle clearance altitude is referenced to mean sea level and obstacle clearance height is referenced to the
threshold elevation or in the case of non-precision approaches to the aerodrome elevation or the threshold elevation if
that is more than 2m(7ft) below the aerodrome elevation. An obstacle clearance height for a circling approach is
referenced to the aerodrome elevation.
Note 2.- For convenience when both expressions are used thev mav be written in the form 'obstacle clearance
altitude/height` and abbreviated 'OCA/H`.
OCA / OCH
O
Back
Procedure Design Gradient
Climb gradient assumed Ior procedure design. It starts at the beginning oI OIS (Obstacle IdentiIication SurIace)
which is 5m (16It) above DER. For SIDs, nominal value is 3.3.
PDG
Path and Terminator
2-letter alphabetical code to deIine the type oI leg used in terminal procedures (Departure/Arrival/Approach
procedure). It is used to encode the Ilight procedures into such Iormat that can be read by airborne navigation system.
The Iirst letter indicate 'path (mode oI Ilight), and the second one indicates 'terminator (way oI termination oI the
leg).
Path and
Terminator
Precision Approach Procedure
An instrument approach procedure using precision lateral and vertical guidance with minima as determined by the
category oI operation.
PA
Primary Area
A deIined area symmetrically disposed about the nominal Ilight track in which Iull obstacle clearance is provided.
ReI: Secondary Area
Primary Area
Procedure Altitude/Height
A speciIied altitude/ height Ilown operationally at or above the minimum altitude/height and established to
accommodate a stabilized descent at a prescribed descent gradient/angle in the intermediate/Iinal approach segment.
Procedure
Altitude/
Height
P
Back
Navigation with navigation speciIication including the lateral total system error within /- 5 NM Ior at lease oI 95
oI the Ilight time, and other over navigation perIormance / Iunctionality requirements.
RNAV 5
Navigation with navigation speciIication including the lateral total system error within /- 1 NM Ior at lease oI 95
oI the Ilight time, and other over navigation perIormance / Iunctionality requirements.
RNAV 1
Reference Datum Height
The height oI the extended glide path or a nominal vertical path at the runway threshold.
RDH
Receiver Autonomous Integrity Monitoring
A Iorm oI ABAS whereby a GNSS receiver processor determines the integrity oI the GNSS navigation signals using
only GPS signals or GPS signals augmented with altitude (baro aiding). This determination is achieved by a
consistency check among redundant pseudo-range measurements. At least one additional satellite needs to be
available with the correct geometry over and above that needed Ior the position estimation Ior the receiver to perIorm
the RAIM Iunction.
RAIM
Area Navigation - RNAV
A method oI navigation which permits aircraIt operation on any desired Ilight path within the coverage oI station-
reIerenced navigation aids or within the limits oI the capability oI selI-contained navigation aids, or a combination oI
these.
RNAV (Navigation) Specification: A navigation speciIication which does not include requirements Ior on-board
perIormance monitoring and alerting.
RNAV
Required navigation performance
(Historically) Navigation PerIormance required Ior the Ilight within an airspace.
RNP (Navigation) Specification: A navigation speciIication which includes requirements Ior on-board perIormance
monitoring and alerting.
RNP
R
Back
Satellite Based Augmentation System
A wide-coverage augmentation system in which the user receives augmentation inIormation Irom a satellite-based
transmitter.
ReI: WAAS(USA), EGNOSS(Europe), MSAS(Japan)
SBAS
Standard Instrument Departure
A designated Instrument Flight Rule (IFR) departure route linking the aerodrome or a speciIied runway oI the
aerodrome with a speciIied signiIicant point, normally on a designated ATS route, at which the en-route phase oI a
Ilight commences.
SID
Standard Instrument Arrival (Standard Terminal Arrival Route)
A designated Instrument Flight Rule (IFR) arrival route linking a signiIicant point, normally on an ATS route, with a
point Irom which a published instrument approach procedure can be commenced.
STAR
Secondary Area
A deIined area on each side oI the primary area located along the nominal Ilight track in which decreasing obstacle
clearance is provided.
ReI: Primary Area
Secondary
Area
S
Back
T bar / Y bar
Construction oI Initial Approach(es) Ior smooth interception to RNAV(RNP) (Iinal) Approach. Normally, reversal
procedure is not necessary. Y bar is applied when T bar construction is not practicable.
T bar / Y bar
Terminal Arrival Altitude
The lowest altitude that will provide a minimum clearance oI 300 m (1000 It) above all objects located in an arc oI a
circle deIined by a 46 km (25 NM) radius centred on the initial approach Iix (IAF), or where there is no IAF on the
intermediate approach Iix (IF), delimited by straight lines joining the extremity oI the arc to the IF.
TAA
T
Back
Visual Decent Point
A deIined point on the Iinal approach course oI a non-precision straight-in approach procedure Irom which normal
descent Irom the MDA to the runway touchdown point may be commenced, provided the approach threshold oI that
runway, or approach lights, or other markings identiIiable with the approach and oI that runway are clearly visible to
the pilot.
VDP
Vertical Navigation
A Iunction oI area navigation (RNAV) equipment which calculates, displays, and provides guidance in the vertical
plane.
VNAV
Vertical Path Angle
Angle oI the published Iinal approach descent in Baro-VNAV procedures.
VPA
v
Back
Waypoint
A speciIied geographical location used to deIine an area navigation route or the Ilight path oI an aircraIt employing
area navigation. Waypoints are identiIied as either.
Fly-by waypoint. A waypoint which requires turn anticipation to allow tangential interception oI the next
segment oI a route or procedure, or
Flyover waypoint A waypoint at which a turn is initiated in order to join the next segment oI a route or
procedure.
Waypoint
Wide Area Augmentation System
Satellite-based augmentation system (SBAS) operated by US government. It can provide approach procedure with
vertical guidance (APV).
.
ReI: SBAS - EGNOS(Europe), MSAS(Japan)
WAAS
W
Back
Air Traffic Control Association Japan, All Right Reserved
2007
2007
Air Traffic Control Association Japan
atcaj@atcaj.or.jp
END
END

RNAV Training For ATC 2007

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RNAV Training For ATC 2007

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RNAJ Training for ATC

RNAJ Training for ATC

Understand the Principle oI RNAV

Understand the Concept oI Procedure Design Criteria

Understand the Flight Operation and PerIormance oI AircraIt

Understand the ATC Procedures related to

Routes are establi shed dependent on the

Area semi-width 3NM

MAX120 DEG Turn

Buff er Area (9km (5NM) Buff er Area (9km (5NM)

* FIight PIan is made based on these requirements.

Strip Ior For ACC

Strip Ior Terminal Control

nitial Appr oach Segment

Update by published sensor type Update by published sensor type

nt ermediat e Appr oach Segment

GNS (Ground Nonitor St ati on)

GNS (Ground Nonitor St ati on)

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