Automatic Navigation

Systems
 Management, planning and air
traffic control
Important feature of navigation processes are operation in
incomplete information about state of aircraft and external
environment. It is result from uncertain weather processes
and navigation measurement errors.
Accurate, reliable and safe air navigation is provided by
four interrelation processes are controlling separate
functional systems
• technique management and administration of air
navigation;
• dataware and navigation preparation for the flight;
• avigation;
• avigation quality control.
• Air navigation is succession modes of route
calculation to changing each other during correction of
the coordinates.
• Flight navigation aids can be divided to facilities of
route calculation and position data accessing
equipment (physical coordinates).
• Base of traditional facilities are information from
compass system, Doppler navigator of velocity and
gliding angle, air data computer (ADC) and digital or
analogue navigation computer for processing data in
geographical coordinate systems.
• Positional (fix) aids are nondirectional beacon
(NDB), locator, outer (medium , inner) marker,
VOR/DME, radio aids for short-range navigation
(РСБН), runway boundary beacon and airborne (flight)
and ground radar systems
• Air Traffic Flow Management (ATFM) is
the regulation of air traffic in order to avoid
exceeding ATC capacity in handling traffic,
and to ensure that available capacity is
used efficiently.
 Flow management procedures
ATFM should be carried out in three phases:
• strategic planning, if the action is carried out
more than one day before the day on which it
will take effect. Strategic planning is normally
carried out well in advance, typically two to six
months ahead;
• pre-tactical planning, if the action is to be
taken on the day before the day on which it will
take effect;
• tactical operations, if the action is taken on the
day on which it will take effect.
Navigation Critical time Intrusion

surveillance ATC

Track Communication
Traffic flow rate
configuration

Collision risk = f (navigation, track configuration,

traffic flow rate(intensity), communication, air
traffic control)
 Area Navigation (RNAV)
is a method of air navigation that allows an aircraft
to choose any course within a network of navigation
beacons, rather than navigating directly to and from the
beacons. This can conserve flight distance, reduce
congestion, and allow instrument flight plans into
airports without beacons.
• RNAV was reanimated after the large-scale
introduction of satellite navigation.
• Area Navigation (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.
The Area Navigation Route
Simple Area Navigation System
 Navigation systems
which provide RNAV capability include
• VOR/DME
• DME/DME
• LORAN C or CHAYKA (on august, 2010 were
shut down)
• MLAT
• GPS
• OMEGA
• self contained Inertial Navigation Systems
(INS) or Inertial Reference Systems (IRS).
RNP types — general application
Navigation performance accuracy 95 per cent lateral
and longitudinal position accuracy in the designated
RNP type airspace
km NM
1 ±1.85 ±1.0
4 ±7.4 ±4.0
10 ± 18.5 ±10
12.6 ±23.3 ±12.6
20 ±37 ±20.0
 VOR symbols
.

•VHF Omni-directional Radio Range is radio navigation

system for aircraft. A VOR ground station broadcasts a VHF radio
composite signal that allows the airborne receiving equipment to
derive a bearing from the station to the aircraft
 VOR/DME

•A common general aviation RNAV system is the track-line

computer (TLC), based on azimuth and distance information
from a VORTAC. With the track-line computer the pilot
effectively moves or off-sets the VORTAC to any desired
location if it is within reception range. This "phantom
station" is created by setting the distance (RHO) and the
bearing (THETA) of the waypoint from a convenient
VORTAC in the appropriate windows of the waypoint
selector. A series of these "phantom stations" or waypoints
make up an RNAV route.
 LORAN-C
(ceased transmitting signals in 2010)
•LORAN-C is a pulsed hyperbolic system operating
in the 90 to 110 kilohertz (kHz) frequency band which
is used for marine and air navigation where signal
coverage is available. The system is based upon the
measurement of the time difference in the arrival of
signal pulses from a group or chain of stations. A
chain consists of a master station linked to a
maximum of four secondary stations with all of the
signals synchronized with the master. The LORAN-C
receiver measures the time difference between the
master and at least two of the secondaries to
provide a position fix.
 OMEGA Network
Omega is a network of eight VLF transmitting
stations located throughout the world to provide
worldwide signal coverage for marine and air
navigation. These stations transmit precisely timed
signals in the VLF band (10-13 kHz). Because of the
low frequency, signals can be received to ranges of
thousands of miles. Omega signals are affected by
propagation variables which may degrade fix
accuracy. Precipitation static and other electrical
activity can also affect system operation. Omega
provides a normal system accuracy of 2 to 4 NM
worldwide. With certain limitations, OMEGA
navigation systems are approved for en route IFR
within most classes of RNAV airspace. OMEGA is
not approved for instrument approach procedures.
 GNSS
• GPS (GLOBAL POSITIONING SYSTEM) is a satellite
positioning system developed by the United
States Department of Defense (DOD) for use on
land, sea and in the air. It will likely be the major
component of the ICAO - designated GNSS -
Global Navigation Satellite System. The full GPS
constellation has 24 operational satellites to
provide continuous, highly accurate three-
dimensional position information globally.
• The Russian GLONASS system and European
INMARSAT may add satellites to the GNSS
constellation to provide redundancy.
 How DOES GPS WORK?:
• Operating in 11,900 NM orbits, each satellite continuously
transmits signals on 1227.6 and 1575.42 MHz. The GPS
receiver automatically selects the signals from four or
more satellites to calculate a three-dimensional position,
velocity and time. Using the un-encrypted coarse
acquisition navigational signal (C/A code) which will be
available to all civil users, system accuracy will be at least
100 meters horizontally and 140 metres vertically, 95% of
the time. Unlike ground based navigation systems, GPS
provides global coverage with virtually no signal
inaccuracies associated with propagation in the earth's
atmosphere. Signal masking can occur with mountainous
terrain, man-made structures and with poor antenna
location on the aircraft. It is significant that GPS accuracy
is better than anything we have had before for en route
and non-precision approach guidance.
Example of a panel mounted GPS
without moving map features
Hand held GPS systems and
screen (examples)
 INS (INERTIAL NAVIGATION
SYSTEM)

INS are completely self-contained and

independent of ground based navigation aids.
After being supplied with initial position
information, it is capable of updating with
accurate displays of position, attitude, and
heading. It can calculate the track and distance
between two points, display cross error, provide
ETAs, ground speed and wind information. It can
also provide guidance and steering information
for the pilot instruments.
 The system consists of
• the inertial platform, interior accelerometers and a
computer. The platform, which senses the movement of
the aircraft over the ground, contains two gyroscopes.
These maintain their orientation in space while the
accelerometers sense all direction changes and rate of
movement. The information from the accelerometers and
gyroscopes is sent to the computer, which corrects the
track to allow for such factors as the rotation of the
earth, the drift of the aircraft, speed, and rate of turn. The
aircraft's attitude instruments may also be linked to the
inertial platform.
 OPERATION
•As the gyro's spin up and the platform is aligned with the
aircraft's attitude, a keyboard is used to advise the system of
the aircraft's present position, normally in terms of latitude
and longitude, and magnetic variation. This information is
integrated into a mathematical model within the computer
and, by a procedure known as gyrocompassing, the system
reckons its north reference point.
•As the system is aligning, the co-ordinates of each waypoint
along a planned route are entered into the computer.
Additional information such as ground tracks, ground speed,
and desired ETAs may also be entered in some systems.
•Once airborne, the required information is normally
displayed on a CDU (control display unit) in either a CRT or digital
format. The INS may also be interfaced with other equipment
and instruments in the aircraft. For example, a HSI(horizontal
situation indicator) may receive and display the information or an
autopilot may be connected to the INS so the navigation
information may be used to maneuver the aircraft.
 FMS (FLIGHT MANAGEMENT
SYSTEMS)
•is an integrated system that uses navigation, atmospheric
and fuel flow data from several sensors to provide a
centralized control system for flight planning, and flight and
fuel management. The system processes navigation data to
calculate and update a best computed position based on the
known system accuracy and reliability of the input sensors.
This system may also be referred to as a multi-sensor RNAV.
•The heart of any FMS is the navigation computer unit. It
contains the micro processor and navigation data base. A
typical base contains a regional or worldwide library of
navaids, waypoints, airports and airways.
•FMS sensor input is supplied from external DME, VOR, air
data computer (ADC) and fuel flow sensors. Usually one or
more long range sensors such as INS, IRS, ONS, LORAN-C
or GPS are also incorporated. Depending on the capabilities
of the navigation sensors, most flight management systems
are approved for en route IFR in most classes of RNAV
airspace.
FLIGHT MANAGEMENT
SYSTEMS (MCDU)