Avionics News July 2017 - 49

	

	

	

	

consumption and noise. Standard routings
simplify navigation tasks for pilots and
controllers in all weather. More than 1,100
RNAV SIDs keep departing traffic well separated
from arrival traffic.
* Q- and T-routes: The FAA is replacing high- and
low-altitude routes that rely on ground-based
navigation aids with RNAV routes for use by
aircraft with RNAV capability. Q-routes can be
flown using positioning from either satellite
signals or distance measuring equipment in case
of a GPS outage. Q-routes are replacing many Jet
routes in high-altitude airspace (18,000 to 45,000
feet). T-routes can be flown only with GNSS and
are replacing many Victor routes in airspace from
1,200 feet above the surface to 18,000 feet.
For an up to the moment summary of all currently
published instrument flight procedures, see the FAA's
Instrument Flight Procedures Inventory Summary page,
which is updated periodically at https://tinyurl.com/
d9ue3pv. In addition, see the FAA's Satellite Navigation
- GPS/WAAS Approaches page (updated periodically)
at https://tinyurl.com/zqeulj7.
The FAA also has designed a PBN route structure
concept of operations to provide specified paths where
needed and the capability for aircraft to fly direct from
point to point where they are not needed. The straight
paths possible with RNAV routes that do not have
to zigzag from one ground-based navaid to the next
reduce fuel consumption and aircraft exhaust emissions
by shortening flight distance. One Washington Center
sector that could fit only two Jet routes into its airspace
has replaced them with four Q-routes. Jet routes can
only be located on a direct line between two groundbased navaids while Q-routes can be located anywhere
in the airspace as long as they are properly separated.
With four Q-routes instead of just two Jet routes, each
of three major airports in the Washington, D.C., area
now has its own feeder route, as does air traffic headed
for New York airspace. The FAA has published more
than 140 Q-routes and more than 110 T-routes.
	

	

PBN consists of:
* RNAV (GPS) approaches: The FAA has
published more than 6,500 of these procedures
for aircraft equipped primarily with GPS or GPS
enhanced by WAAS. RNAV (GPS) approaches
permit aircraft with the required navigation
performance to operate on any desired course
within the coverage of the navigation signals
in use. Tens of thousands of general aviation
aircraft equipped with WAAS use more than
3,700 localizer performance with vertical
guidance approach procedures at more than 1,800
airports and more than 600 localizer performance
approach procedures (without vertical guidance)
at 470 airports.
* LPV provides minimums as low as 200 feet
above the ground before a pilot has to see the
runway to land, which is the same as a Category
1 instrument landing system. LPVs serve more
than 1,000 airports that do not have ILS. The
FAA will seldom, if ever, install a new Cat 1 ILS,
opting instead for PBN approach procedures.
* RNAV required navigation performance
approaches: These highly accurate approach
procedures enable aircraft equipped with selfmonitoring avionics to operate safely near high
terrain or in congested airspace. To fly these
procedures, aircrews must be trained and FAAauthorized, and aircraft must be certified. Some
RNP approaches enable aircraft to fly a curved
path to a runway even when other aircraft are
approaching to land on parallel runways. More
than 390 of these approaches are available in the
NAS.
* RNAV standard terminal arrivals: RNAV STAR
procedures can provide a continuous descent
from cruise altitude using optimized profile
descents to save fuel and reduce emissions and
noise. The FAA has published more than 800
RNAV arrival procedures.
* RNAV standard instrument departures:
RNAV SIDs provide fixed, precise paths for
aircraft from takeoff to en route airspace
with a minimum of level offs to reduce fuel

Continued on following page
avionics news

*

july

2017

49


https://tinyurl.com/d9ue3pv https://tinyurl.com/d9ue3pv https://tinyurl.com/zqeulj7

Table of Contents for the Digital Edition of Avionics News July 2017

No label
Avionics News July 2017 - Intro
Avionics News July 2017 - No label
Avionics News July 2017 - Cover2
Avionics News July 2017 - 1
Avionics News July 2017 - 2
Avionics News July 2017 - 3
Avionics News July 2017 - 4
Avionics News July 2017 - 5
Avionics News July 2017 - 6
Avionics News July 2017 - 7
Avionics News July 2017 - 8
Avionics News July 2017 - 9
Avionics News July 2017 - 10
Avionics News July 2017 - 11
Avionics News July 2017 - 12
Avionics News July 2017 - 13
Avionics News July 2017 - 14
Avionics News July 2017 - 15
Avionics News July 2017 - 16
Avionics News July 2017 - 17
Avionics News July 2017 - 18
Avionics News July 2017 - 19
Avionics News July 2017 - 20
Avionics News July 2017 - 21
Avionics News July 2017 - 22
Avionics News July 2017 - 23
Avionics News July 2017 - 24
Avionics News July 2017 - 25
Avionics News July 2017 - 26
Avionics News July 2017 - 27
Avionics News July 2017 - 28
Avionics News July 2017 - 29
Avionics News July 2017 - 30
Avionics News July 2017 - 31
Avionics News July 2017 - 32
Avionics News July 2017 - 33
Avionics News July 2017 - 34
Avionics News July 2017 - 35
Avionics News July 2017 - 36
Avionics News July 2017 - 37
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Avionics News July 2017 - 47
Avionics News July 2017 - 48
Avionics News July 2017 - 49
Avionics News July 2017 - 50
Avionics News July 2017 - 51
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Avionics News July 2017 - 53
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Avionics News July 2017 - 72
Avionics News July 2017 - Cover3
Avionics News July 2017 - Cover4
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