En Route Navigation - Revision history

Claudia.Prajanu at 20:00, 9 September 2018

2018-09-09T20:00:39Z

Filipe.Pelica: Included editor logo.

2014-09-18T16:28:21Z

Included editor logo.

← Older revision		Revision as of 16:28, 18 September 2014
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	\|Level=Intermediate		\|Level=Intermediate
	\|YearOfPublication=2011		\|YearOfPublication=2011
			\|Logo=GMV
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Filipe.Pelica: fixed broken link.

2014-09-09T12:48:51Z

fixed broken link.

← Older revision		Revision as of 12:48, 9 September 2014
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	* [http://www.approachsystems.com/ Approach Systems]		* [http://www.approachsystems.com/ Approach Systems]
	* [http://www.anywheremap.com/ Any Where Map]		* [http://www.anywheremap.com/ Any Where Map]
	* [http://www.lowrance.com/en/Products/~~Legacy~~-Products/Aviation/AirMap-600C~~/ Lowrance~~ - AirMap 600C] This is a mapping handheld GPS device.		* [http://www.lowrance.com/en-US/Resources1/Lowrance/Products/Discontinued-Lowrance-Products/Aviation/AirMap-600C.aspxLowrance - AirMap 600C] This is a mapping handheld GPS device.
	* [http://www.avmap.us/products/aero/ekp_iv-4/introduction AvMap - EKP IV] This is a portable navigation system.		* [http://www.avmap.us/products/aero/ekp_iv-4/introduction AvMap - EKP IV] This is a portable navigation system.

Filipe.Pelica: fixed broken link.

2014-09-09T12:44:19Z

fixed broken link.

← Older revision		Revision as of 12:44, 9 September 2014
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	In the future, GNSS is foreseen to become the main source of positioning data for en route and terminal area operations.		In the future, GNSS is foreseen to become the main source of positioning data for en route and terminal area operations.

	Currently, GNSS information is already used in en route and Terminal Control Area Positioning, in order to determine the Horizontal position of the aircraft. <ref>[http://www.~~sesarju~~.eu/~~gallery~~/~~content~~/~~public/DLM-0612-001-02~~-00.pdf SESAR Consortium], The ATM Target Concept D3, September 2007 </ref>		Currently, GNSS information is already used in en route and Terminal Control Area Positioning, in order to determine the Horizontal position of the aircraft. <ref>[http://www.fp7ireland.com/cms/Documents/SESAR%20Definition%20Phase%20-%20Deliverables%203%20The%20ATM%20Target%20Concept_324.pdf SESAR Consortium], The ATM Target Concept D3, September 2007 </ref>

	The GNSS information will be obtained from global navigation system and augmentation systems such as:		The GNSS information will be obtained from global navigation system and augmentation systems such as:

Filipe.Pelica: fixed broken link.

2014-09-08T18:00:22Z

fixed broken link.

← Older revision		Revision as of 18:00, 8 September 2014
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	GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[[GNSS Market Report#Previous Report Issues\|GSA GNSS Market Report - Issue 1]], October 2010.</ref>		GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[[GNSS Market Report#Previous Report Issues\|GSA GNSS Market Report - Issue 1]], October 2010.</ref>
	During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.		During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.
	<ref>[http://~~www~~.~~galileoic~~.~~org~~/la/~~files~~/~~Aviation~~.pdf Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>		<ref>[http://ec.europa.eu/dgs/energy_transport/galileo/doc/galileo_app07.pdf Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>

	In the future, higher accuracy and service integrity will allow aircraft separation to be reduced in congested airspace, to cope with traffic growth and [[skybrary:Airspace_Infringement_and_Navigation\|airspace infringement]]. GNSS will be used in en-route flight phase of commercial aircraft.		In the future, higher accuracy and service integrity will allow aircraft separation to be reduced in congested airspace, to cope with traffic growth and [[skybrary:Airspace_Infringement_and_Navigation\|airspace infringement]]. GNSS will be used in en-route flight phase of commercial aircraft.

Filipe.Pelica at 21:31, 28 May 2014

2014-05-28T21:31:14Z

← Older revision		Revision as of 21:31, 28 May 2014
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	GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[~~http://www.gsa.europa.eu/files/dmfile/GSAGNSSMarketreportIssue1.pdf~~ GSA GNSS Market Report - Issue 1], October 2010.</ref>		GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[[GNSS Market Report#Previous Report Issues\|GSA GNSS Market Report - Issue 1]], October 2010.</ref>
	During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.		During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.
	<ref>[http://www.galileoic.org/la/files/Aviation.pdf Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>		<ref>[http://www.galileoic.org/la/files/Aviation.pdf Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>

Carlos.Lopez at 10:49, 23 February 2012

2012-02-23T10:49:31Z

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	{{Article Infobox2		{{Article Infobox2
	\|Category=Applications		\|Category=Applications
	\|~~Title={{PAGENAME}}~~		\|Editors=GMV
	~~\|Authors~~=GMV
	\|Level=Intermediate		\|Level=Intermediate
	\|YearOfPublication=2011		\|YearOfPublication=2011
	\|~~Logo~~=~~GMV~~		\|Title={{PAGENAME}}
	}}		}}

	GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[http://www.gsa.europa.eu/files/dmfile/GSAGNSSMarketreportIssue1.pdf GSA GNSS Market Report - Issue 1], October 2010.</ref>		GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[http://www.gsa.europa.eu/files/dmfile/GSAGNSSMarketreportIssue1.pdf GSA GNSS Market Report - Issue 1], October 2010.</ref>
	During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.		During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.

Timo.Kouwenhoven: Text replace - "|Level=Medium" to "|Level=Intermediate"

2011-11-06T07:41:38Z

Text replace - "|Level=Medium" to "|Level=Intermediate"

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	\|Level=~~Medium~~		\|Level=Intermediate
	\|YearOfPublication=2011		\|YearOfPublication=2011
	\|Logo=GMV		\|Logo=GMV

Timo.Kouwenhoven: Text replace - "|Authors=GMV." to "|Authors=GMV"

2011-11-01T13:48:43Z

Text replace - "|Authors=GMV." to "|Authors=GMV"

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	\|Category=Applications		\|Category=Applications
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	\|Level=Medium		\|Level=Medium
	\|YearOfPublication=2011		\|YearOfPublication=2011

Rui.Pereira at 09:40, 7 July 2011

2011-07-07T09:40:49Z

← Older revision		Revision as of 20:00, 9 September 2018
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	\|YearOfPublication=2011		\|YearOfPublication=2011
	\|Logo=GMV		\|Logo=GMV
	~~\|Title={{PAGENAME}}~~
	}}		}}
	GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[[GNSS Market Report#Previous Report Issues\|GSA GNSS Market Report - Issue 1]], October 2010.</ref>		GNSS overcomes many of the deficiencies in today’s air traffic infrastructure thanks to its accurate, continuous, all-weather positioning.<ref name="GSAGNSSMarketrep" >[[GNSS Market Report#Previous Report Issues\|GSA GNSS Market Report - Issue 1]], October 2010.</ref>
	During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.		During en-route flight, the availability of GNSS will ensure high robustness through the redundancy and high reliability of the service.
	<ref>[~~http~~://ec.europa.eu/~~dgs~~/~~energy_transport/galileo/doc/galileo_app07.pdf~~ Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>		<ref>[https://ec.europa.eu/commission/index_en Galileo Application Sheet - Aviation Applications], ESA and European Commission, October 2002</ref>

	In the future, higher accuracy and service integrity will allow aircraft separation to be reduced in congested airspace, to cope with traffic growth and [[skybrary:Airspace_Infringement_and_Navigation\|airspace infringement]]. GNSS will be used in en-route flight phase of commercial aircraft.		In the future, higher accuracy and service integrity will allow aircraft separation to be reduced in congested airspace, to cope with traffic growth and [[skybrary:Airspace_Infringement_and_Navigation\|airspace infringement]]. GNSS will be used in en-route flight phase of commercial aircraft.
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	In the future, GNSS is foreseen to become the main source of positioning data for en route and terminal area operations.		In the future, GNSS is foreseen to become the main source of positioning data for en route and terminal area operations.

	Currently, GNSS information is already used in en route and Terminal Control Area Positioning, in order to determine the Horizontal position of the aircraft. <ref>~~[http://www.fp7ireland.com/cms/Documents/SESAR%20Definition%20Phase%20-%20Deliverables%203%20The%20ATM%20Target%20Concept_324.pdf~~ SESAR Consortium], The ATM Target Concept D3, September 2007 </ref>		Currently, GNSS information is already used in en route and Terminal Control Area Positioning, in order to determine the Horizontal position of the aircraft. <ref> SESAR Consortium, The ATM Target Concept D3, September 2007 </ref>

	The GNSS information will be obtained from global navigation system and augmentation systems such as:		The GNSS information will be obtained from global navigation system and augmentation systems such as:
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	The en route phase is comprised from completion of initial climb through cruise altitude and completion of controlled descent to the initial approach fix<ref>[[Skybrary:ENR\|ENR in Skybrary]]</ref>. The navigation systems used in en route phase shall be operational compatible with approach and landing systems.		The en route phase is comprised from completion of initial climb through cruise altitude and completion of controlled descent to the initial approach fix<ref>[[Skybrary:ENR\|ENR in Skybrary]]</ref>. The navigation systems used in en route phase shall be operational compatible with approach and landing systems.

	The navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner. This is to ensure that the flight crew and the air traffic controllers (ATCs) are aware of the on-board Area Navigation (RNAV) system capabilities in order to determine if the performance of the RNAV system is appropriate. <ref name="PBN-manual" >[~~http~~://www.icao.int/~~icao/en/anb/meetings~~/~~perf2007/_PBN%20Manual_W-Draft%205.1_FINAL%2007MAR2007~~.~~pdf~~ Performance-based navigation Manual], ICAO, March 2007</ref>		The navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner. This is to ensure that the flight crew and the air traffic controllers (ATCs) are aware of the on-board Area Navigation (RNAV) system capabilities in order to determine if the performance of the RNAV system is appropriate. <ref name="PBN-manual" >[https://www.icao.int/Pages/default.aspx Performance-based navigation Manual], ICAO, March 2007</ref>

	The RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. <ref ="rnav" >[[Skybrary:Area Navigation Systems\|Area Navigation Systems in Skybrary]]</ref>		The RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. <ref ="rnav" >[[Skybrary:Area Navigation Systems\|Area Navigation Systems in Skybrary]]</ref>
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	=== Performance-based navigation ===		=== Performance-based navigation ===
	This description was partially adapted from the [~~http~~://www.icao.int/~~icao/en/anb/meetings~~/~~perf2007/_PBN%20Manual_W-Draft%205.1_FINAL%2007MAR2007~~.~~pdf~~ ICAO's Performance-based navigation Manual].<ref name="PBN-manual" />		This description was partially adapted from the [https://www.icao.int/Pages/default.aspx ICAO's Performance-based navigation Manual].<ref name="PBN-manual" />

	The [[skybrary:Precision-Area_Navigation_(P-RNAV)#ICAO.27s_PBN_Concept\|Performance-based navigation (PBN)]] concept specifies that aircraft RNAV system performance requirements shall be defined in terms of the accuracy, integrity, availability, continuity and functionality, which are needed for the proposed operations in the context of a particular airspace concept.		The [[skybrary:Precision-Area_Navigation_(P-RNAV)#ICAO.27s_PBN_Concept\|Performance-based navigation (PBN)]] concept specifies that aircraft RNAV system performance requirements shall be defined in terms of the accuracy, integrity, availability, continuity and functionality, which are needed for the proposed operations in the context of a particular airspace concept.
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	Among many other companies in the market, there are also the following manufacturers:		Among many other companies in the market, there are also the following manufacturers:
	* [http://www.garmin.com/ Garmin]		* [http://www.garmin.com/ Garmin]
	* ~~[http://www.approachsystems.com/~~ Approach Systems]		* Approach Systems
	* [http://www.anywheremap.com/ Any Where Map]		* [http://www.anywheremap.com/ Any Where Map]
	* [~~http~~://www.lowrance.com/~~en-US/Resources1/Lowrance/Products/Discontinued-~~Lowrance~~-Products/Aviation/AirMap-600C.aspxLowrance~~ - AirMap 600C] This is a mapping handheld GPS device.		* [https://www.lowrance.com/ Lowrance - AirMap 600C] This is a mapping handheld GPS device.
	* [http://www.avmap.us/products/aero/ekp_iv-4/introduction AvMap - EKP IV] This is a portable navigation system.		* [http://www.avmap.us/products/aero/ekp_iv-4/introduction AvMap - EKP IV] This is a portable navigation system.

← Older revision		Revision as of 09:40, 7 July 2011
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	== Application Characterization ==		== Application Characterization ==

	The en route phase is comprised from completion of initial climb through cruise altitude and completion of controlled descent to the initial approach fix.<ref>[~~http~~:~~//www.skybrary.aero/index.php/~~ENR ~~SKYbrary,~~ ENR]</ref> The navigation systems used in en route phase shall be operational compatible with approach and landing systems.		The en route phase is comprised from completion of initial climb through cruise altitude and completion of controlled descent to the initial approach fix<ref>[[Skybrary:ENR\|ENR in Skybrary]]</ref>. The navigation systems used in en route phase shall be operational compatible with approach and landing systems.

	The navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner. This is to ensure that the flight crew and the air traffic controllers (ATCs) are aware of the on-board Area Navigation (RNAV) system capabilities in order to determine if the performance of the RNAV system is appropriate. <ref name="PBN-manual" >[http://www.icao.int/icao/en/anb/meetings/perf2007/_PBN%20Manual_W-Draft%205.1_FINAL%2007MAR2007.pdf Performance-based navigation Manual], ICAO, March 2007</ref>		The navigation applications on specific routes or within a specific airspace must be defined in a clear and concise manner. This is to ensure that the flight crew and the air traffic controllers (ATCs) are aware of the on-board Area Navigation (RNAV) system capabilities in order to determine if the performance of the RNAV system is appropriate. <ref name="PBN-manual" >[http://www.icao.int/icao/en/anb/meetings/perf2007/_PBN%20Manual_W-Draft%205.1_FINAL%2007MAR2007.pdf Performance-based navigation Manual], ICAO, March 2007</ref>

	The RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. <ref ="rnav" >[~~http~~:~~//www.allstar.fiu.edu/aero/rnav.htm RNAV definition~~]</ref>		The RNAV can be defined as a method of navigation that permits aircraft operation on any desired course within the coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of these. <ref ="rnav" >[[Skybrary:Area Navigation Systems\|Area Navigation Systems in Skybrary]]</ref>
	Improved operational efficiency derived from the application of [[SKYbrary:Area Navigation Systems\|area navigation (RNAV)]] techniques has resulted in the development of navigation applications.<ref name="PBN-manual" />		Improved operational efficiency derived from the application of [[SKYbrary:Area Navigation Systems\|area navigation (RNAV)]] techniques has resulted in the development of navigation applications.<ref name="PBN-manual" />

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	* '''Area Navigation (RNAV)''': The already mentioned RNAV, is a form of Performance Based Navigation in which equipment onboard the aircraft calculates and follows a direct navigation path between two points, without the aircraft having to overfly intermediate, ground-based navigation aids.		* '''Area Navigation (RNAV)''': The already mentioned RNAV, is a form of Performance Based Navigation in which equipment onboard the aircraft calculates and follows a direct navigation path between two points, without the aircraft having to overfly intermediate, ground-based navigation aids.

	* '''Required Navigation Performance''': The RNP is a ~~form~~ of Performance Based Navigation in ~~which~~ the ~~onboard aircraft navigation system provides~~ performance monitoring and alerting~~, allowing the aircraft to safely fly precise, three-dimensional trajectories.~~<ref name="~~naverus~~">[~~http~~:~~//www.naverus.com/Learn.htm Naverus site~~]</ref>		* '''Required Navigation Performance''': The RNP is a type of Performance Based Navigation that allows an aircraft to fly a specific path between two 3-dimensionally defined points in space. RNAV and RNP systems are fundamentally similar. The key difference between them is the requirement for on-board performance monitoring and alerting in RNP<ref name="RNP">[[Wikipedia:Required navigation performance\|Required navigation performance in Wikipedia]]</ref>.

	For en-route operations, the transition to GNSS cannot be isolated from the progressive introduction of the PBN concept which comprises both RNAV and RNP specifications that defines the capabilities required for an aircraft to navigate in a particular airspace segment as well as the navigation infrastructure.		For en-route operations, the transition to GNSS cannot be isolated from the progressive introduction of the PBN concept which comprises both RNAV and RNP specifications that defines the capabilities required for an aircraft to navigate in a particular airspace segment as well as the navigation infrastructure.
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	=== Integrity in en route navigation ===		=== Integrity in en route navigation ===

	There are several ways to ensure integrity. The integrity service of ICAO compliant GNSS systems may currently be provided by the three ~~normalised~~ augmentation systems known under the terms ABAS (Airborne Based Augmentation System), GBAS (Ground Based Augmentation System) and SBAS (Satellite Based Augmentation System).		There are several ways to ensure integrity. The integrity service of ICAO compliant GNSS systems may currently be provided by the three normalized augmentation systems known under the terms ABAS (Airborne Based Augmentation System), GBAS (Ground Based Augmentation System) and SBAS (Satellite Based Augmentation System).

	In addition to integrity service, GBAS and SBAS also provide differential corrections to improve the precision in a restricted area around a single reference station for GBAS and over a wide area defined by a network of reference stations for SBAS.		In addition to integrity service, GBAS and SBAS also provide differential corrections to improve the precision in a restricted area around a single reference station for GBAS and over a wide area defined by a network of reference stations for SBAS.