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A-3
pilot. The three EFB charting applications include
Terminal Charts, En route Moving Map (EMM), and
Airport Moving Map (AMM). The Terminal Charts
EFB charting application utilizes the same information
and layout as the printed chart counterpart. The EMM
application uses the same ARINC 424 en route data
that is extracted for an FMS database, but adds additional information associated with aeronautical
charting needs. The EFB AMM database is a new
high-resolution geo-spatial database only for EFB
use. The AMM shows aircraft proximity relative to
the airport environment. Runways depicted in the
AMM correlate to the runway depictions in the FMS
navigation database. The other information in the
AMM such as ramps, aprons, taxiways, buildings,
and hold-short lines are not included in traditional
ARINC 424 databases.
THE ROLE OF THE AVIONICS MANUFACTURER
When avionics manufacturers develop a piece of
equipment that requires an airborne navigation database, they typically form an agreement with a database
provider to supply the database for that new avionics
platform. It is up to the manufacturer to determine
what information to include in the database for their
system. In some cases, the navigation data provider
has to significantly reduce the number of records in
the database to accommodate the storage capacity of
the manufacturer’s new product.
The manufacturer must decide how its equipment will
handle the records; decisions must
be made about each field in the
record. Each manufacturer can
design their systems to manipulate
the data fields in different ways,
depending on the needs of the
avionics user. Some fields may not
be used at all. For instance, the
ARINC primary record designed
for individual runways may or may
not be included in the database for
a specific manufacturer’s machine.
The avionics manufacturer might
specify that the database include
only runways greater than 4,000
feet. If the record is included in the
tailored database, some of the
fields in that record may not be
used.
Another important fact to remember
is that although there are standard
naming conventions included in the
ARINC 424 specification; each
manufacturer determines how the
names of fixes and procedures are
displayed to the pilot. This means
that although the database may
specify the approach identifier field for the VOR/DME
Runway 34 approach at Eugene Mahlon Sweet Airport
(KEUG) in Eugene, Oregon, as “V34,” different avionics platforms may display the identifier in any way the
manufacturer deems appropriate. For example, a GPS
produced by one manufacturer might display the
approach as “VOR 34,” whereas another might refer to
the approach as “VOR/DME 34,” and an FMS produced by another manufacturer may refer to it as
“VOR34.” [Figure A-2] These differences can cause
visual inconsistencies between chart and GPS displays
as well as confusion with approach clearances and
other ATC instructions for pilots unfamiliar with specific manufacturer’s naming conventions.
The manufacturer determines the capabilities and limitations of an RNAV system based on the decisions that
it makes regarding that system’s processing of the airborne navigation database.
USERS ROLE
Like paper charts, airborne navigation databases are
subject to revision. Pilots using the databases are ultimately responsible for ensuring that the database they
are operating with is current. This includes checking
“NOTAM-type information” concerning errors that may
be supplied by the avionics manufacturer or the database
supplier. The database user is responsible for learning
how the specific navigation equipment handles the navigation database. The manufacturer’s documentation is
Figure A-2. Naming Conventions of Three Different Systems for the VOR 34 Approach.
A-4
the pilot’s best source of information regarding the capabilities and limitations of a specific database.
[Figure A-3]
Figure A-3. Database Roles.
COMPOSITION OF AIRBORNE
NAVIGATION DATABASES
The concept of global position is an important concept
of RNAV. Whereas short-range navigation deals primarily with azimuth and distance on a relatively small, flat
surface, long-range point-to-point navigation must
have a method of defining positions on the face of a
large and imperfect sphere (or more specifically a
mathematical reference surface called a geodetic
datum). The latitude-longitude system is currently used
to define these positions.
　
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