Specifications

How to interpret the Along
TLacklCrosstrack Error chart
The illustration shows four (4) flight
paths to waypoints being offset varying
distances from the VORTAC. You will
note that in flight path 1 the offset
distance is zero. Or, in other words, the
waypoint
is located over the VORTAC.
In this case the along-track and
crosstrack error is minimum. This is
because the along-track error is totally
derived from the DME and the cross-
track error from the VOR.
Please note that the along-track and
crosstrack errors increase in flight
paths
2, 3 and 4, as the waypoint off-
set perpendicular
to the flight path
increases. For example, on flight path
4 where the waypoint is offset 100 nm
perpendicular
to the flight path and
the aircraft is
100 nm from the way-
point. the aircraft can be anywhere
within a
5.7 nm square when the
crosstrack needle is centered and
the along-track (distance) indicator
is showing exactly
100 nm to go.
In summary, the illustration shows
that the accuracy of the RNAV system
is poorest when the waypoint offset
distance and the aircraft distance from
the VORTAC is large. On the other
hand, the RNAV accuracy
is greatest
when the waypoint offset distance and
the distance from the VORTAC is small.
CAUTION: Like all RNAV installations,
each KNS
80 installation must be
demonstrated to meet FAA Advisory
Circular 90-45A for IFR approval.
KNS 80 System applications
The KNS 80 System, in addition
to conventional VOR/DME/ILS
navigation, provides many advantages
related
to its RNAV functions:
Direct route navigation from point
of origin to destination without following
the frequently circuitous Victor airways
is a basic use of RNAV. Determine your
most direct route and set up waypoints
at intervals along that route.
(Remember, the KNS
80 stores the
frequency of each waypoint. You need
only to change waypoints. Other
systems require you
to change
waypoint and VORTAC frequency.)
Location
of airfields that are not
equipped with navigation aids is a
common use of RNAV. Locate the
airfield on your navigation chart and
place a waypoint at that location.
Set up a holding pattern at any
geographic point convenient to you or
ATC. Simply establish a waypoint at
that location, then fly your pattern just
as
if it were a real VOR station using
your course deviation needle and DME
for reference.
Locate weather breaks reported by
an
FSS or controller. Establish a
waypoint at that location and fly directly
to it.
Determine time
of ADlZ or
restricted area penetration. Establish a
waypoint at your planned point of
penetration. Fly directly
to that
waypoint and you
will be provided
continuous distance and time-to-
waypoint on your KNS
80.
be established simply by using the
KNS
80 in VORlPAR function and
maintaining a constant course
deviation on your CDI (one nm per dot,
up to
& 5 nm full scale).
A route parallel
to the airway but
farther out may be accomplished by
establishing waypoints the same
distance out from each of the
VORlDME stations that define the
airway.
RNAV charts for RNAV Airway
High Altitude), Approaches. SID’S and
8 TAR’S are available.
A route parallel tg an airway may
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