PBN & Instrumental Flight Procedures. OACA TRAINING, Ineco, Madrid October

Transcripción

1 PBN & Instrumental Flight Procedures OACA TRAINING, Ineco, Madrid October

2 Objective of the modules At the end of these course modules, the attendees should have acquired the basic concepts required in order to understand the need for implementing PBN applications and all the activities that this implies. Acquire the knowledge regarding the state of the art of PBN application definition and current implementation. Acquire the basic knowledge of the design of Instrument Approach procedures with vertical guidance (APV) OACA TRAINING, Ineco, Madrid October

3 Outline Operational performances Operational performance requirements per phase of flight The PBN concept. Application, Infrastructure and Specification PBN The airspace concept Instrument approach procedures design: main ideas. General criteria APV-Baro APV-SBAS OACA TRAINING, Ineco, Madrid October

4 Part I Operational Performance of a Navaid OACA TRAINING, Ineco, Madrid October

5 Operational Performances What is a pilot expecting from a Navaid? Accuracy Integrity Availability Navigation Aid Continuity of Service OACA TRAINING, Ineco, Madrid October

6 Accuracy The degree of conformance between the estimated or measured position and/or velocity and/or time of /at platform and its true position and/or velocity and the true time. Usually, accuracy is expressed in the 95% of the flight time. Pilot: Is the system accurate enough to guide me? OACA TRAINING, Ineco, Madrid October

7 Availability The availability of a navigation system is the ability of the system to provide the required guidance at the initiation of the intended operation. Availability risk is the probability that the required guidance will not be present at the initiation of the intended operation. Availability is an indication of the ability of the system to provide usable service within the specified coverage area. Signal availability is the percentage of time that navigational signals transmitted from external sources are available for use. Availability is a function of both the physical characteristics of the environment and the technical capabilities of the transmitter facilities. Pilot: Will the system be working when I will require it? OACA TRAINING, Ineco, Madrid October

8 Continuity of service The continuity of a system is the system (comprising all elements necessary to maintain aircraft position within defined airspace) to perform its function without nonscheduled interruptions during the intended operation. The continuity risk is the probability that the system will be unintentionally interrupted and not provide guidance information for the intended operation. Continuity is the probability that the system will be available for the duration of a phase of operation, presuming that the system was available at the beginning of that phase of operation. Pilot: Once I start to use the system, will it help me along all the flight? OACA TRAINING, Ineco, Madrid October

9 Integrity The integrity of a system is that quality which relates to the trust which can be placed in the correctness of the information supplied by the total system. Integrity risk is the probability of an undetected (latent) failure of the specified accuracy. Integrity includes the ability of the system to provide timely warnings to the user when the system should not be used for the intended operation. Pilot: Can I trust on the information provided by the system? OACA TRAINING, Ineco, Madrid October

10 GNSS: Signal in space OACA TRAINING, Ineco, Madrid October

11 GNSS: Signal in space NOTES. 1. The 95th percentile values for GNSS position errors are those required for the intended operation at the lowest height above threshold (HAT), if applicable. 2. The definition of the integrity requirement includes an alert limit against which the requirement can be assessed. For Category I precision approach, a vertical alert limit (VAL) greater than 10 m for a specific system design may only be used if a system-specific safety analysis has been completed. These alert limits are: 3. The accuracy and time-to-alert requirements include the nominal performance of a fault-free receiver. 4. Ranges of values are given for the continuity requirement for en-route, terminal, initial approach, NPA and departure operations, as this requirement is dependent upon several factors including the intended operation, traffic density, complexity of airspace and availability of alternative navigation aids. The lower value given is the minimum requirement for areas with low traffic density and airspace complexity. The higher value given is appropriate for areas with high traffic density and airspace complexity (see Attachment D, 3.4.2). Continuity requirements for APV and Category I operations apply to the average risk (over time) of loss of service, normalized to a 15-second exposure time. OACA TRAINING, Ineco, Madrid October

12 GNSS: Signal in space 5. A range of values is given for the availability requirements as these requirements are dependent upon the operational need which is based upon several factors including the frequency of operations, weather environments, the size and duration of the outages, availability of alternate navigation aids, radar coverage, traffic density and reversionary operational procedures. The lower values given are the minimum availabilities for which a system is considered to be practical but are not adequate to replace non-gnss navigation aids. For en-route navigation, the higher values given are adequate for GNSS to be the only navigation aid provided in an area. For approach and departure, the higher values given are based upon the availability requirements at airports with a large amount of traffic assuming that operations to or from multiple runways are affected but reversionary operational procedures ensure the safety of the operation. 6. A range of values is specified for Category I precision approach. The 4.0 m (13 feet) requirement is based upon ILS specifications and represents a conservative derivation from these specifications. 7. GNSS performance requirements for Category II and III precision approach operations are under review and will be included at a later date. 8. The terms APV-I and APV-II refer to two levels of GNSS approach and landing operations with vertical guidance (APV) and these terms are not necessarily intended to be used operationally. OACA TRAINING, Ineco, Madrid October

13 PBN PBN concept OACA TRAINING, Ineco, Madrid October

14 Navigation paradigms Sensor-Based Navigation vs. Performance-Based Navigation OACA TRAINING, Ineco, Madrid October

15 Sensor-based Navigation Conventional Navigation Based mainly on ground infrastructure. Navigation to or from the installation. Area Navigation (RNAV) A method of navigation which permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. OACA TRAINING, Ineco, Madrid October

16 Sensor-based Navigation characteristics: Advantages Advantages: Onboard equipment is easy to install and certify operationally, particularly in Stand-Alone installations. Onboard equipment is economical. Pilot has a better understanding of the aircraft s navigation. Indicator Rx / Processor Antenna CDI Receiver OACA TRAINING, Ineco, Madrid October

17 Sensors and Systems EGNOS Digital HF CPDL C ADS-C ADS-B Radar TCAS RNP 4 RNP 10 SSR Sat Phone ASAS HF RNP UAT ACARS VDL 4 VDL 2 VHF INS IRS/IRU PRNAV Galileo ADS-B in/out ATN RVSM VOR SBAS ADF DME ILS GBAS MLS MMR GPS EGPWS Sat Voice Mode S Source: IATA OACA TRAINING, Ineco, Madrid October

18 Sensor-based Navigation characteristics: Disadvantages Disadvantages Location of land-based navigation aids is a determining factor in route structure. Minimum flexibility. Instrumental flight procedures depend completely on the type of navigation aid. Required onboard installation of sensorbased systems. Less cabin and hold space, more weight. Different published procedures for each sensor. Alternative procedure required in case of a system failure. Better equipped aircraft are operationally penalized. Aircraft operation is sensitive to particular systems. OACA TRAINING, Ineco, Madrid October

19 Performance-Based Navigation (PBN) Aircraft must satisfy an established navigation performance in order to fly in an airspace or a particular flight procedure/route. The required performance must be understood as a minimum. Therefore, flight is possible once this minimum is satisfied. Aircraft continuously calculates the minimum navigation performance it can provide. When a particular performance cannot be achieved, the aircraft informs the crew of the new performance minimums provided. OACA TRAINING, Ineco, Madrid October

20 Performance-Based Navigation characteristics Advantages In general, navigation doesn t depend on the availability of a particular system. Allows a better management of airspace and traffic. Does not require a particular onboard system. An instrumental procedure may be flown independently of the sensor installed on-board. Disadvantages Provision of the Air Navigation service is more complicated. Onboard systems are more complex. Airspace management is more in accordance with aircraft capabilities and operational needs. OACA TRAINING, Ineco, Madrid October

21 Transition from sensor to performance-based Infraestructura Ground en en Tierra en Tierra Infrastructure Space Infrastructure Infraestructura Ground En En Tierra Tierra Infrastructure Infraestructura Space Infrastructure GNSS Infraestructura Ground Infrastructure En Tierra Sensor-Based Navigation RNAV Performance-based Navigation (PBN) Sensores bordo bordo a bordo On-board sensors RNAV Systems Sensors FMS with Advanced functionalities OACA TRAINING, Ineco, Madrid October

22 Transition from Sensor to Performance-based Navigation Based on Sensors (Conventional) Navigation Based on Sensors (RNAV) Navigation Based on Performance Operational safety must be guaranteed. The transition is not simple due to the need of maintaining harmonization and coherence between all regions. All aircraft must be able to continue flying. During the transition the expected benefits are not obtained. In the transition, in practice the required performance in an airspace will be that which can be achieved by most aircraft. Therefore, the better equipped aircraft will still be penalized. OACA TRAINING, Ineco, Madrid October

23 PBN Concept The PBN (Performance Based Navigation) concept substitutes the RNP concept. It was introduced through the publication of Doc 9613 PBN Manual in OACA TRAINING, Ineco, Madrid October

24 PBN Components (I) The PBN concept identifies a component known as Navigation Application which is supported by two subcomponents: The Navigation Infrastructure. The Navigation Specification. OACA TRAINING, Ineco, Madrid October

25 PBN Components (II) The Navigation Application identifies the requirements resulting from the definition of the airspace concept such as ATS routes and instrumental flight procedures. The Navigation Infrastructure refers to the land-based or satellitebased navigation aid systems. The Navigation Specification is a technical and operational specification which identifies the functionality required from the navigation equipment. It also identifies how it is expected that the navigation equipment will operate within a particular navigation infrastructure environment in order to comply with the needs identified in the airspace concept. Example: Aplication: BOXTO 1 SID Infrastructure: DME/DME Specification: RNAV 1 OACA TRAINING, Ineco, Madrid October

26 PBN, RNAV and RNP PBN RNAV RNP RNAV Applications assume aircraft operations on any desired flight path within the coverage of station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. RNP Applications are RNAV applications which require an on-board Monitoring and Alerting system. OACA TRAINING, Ineco, Madrid October

27 On-board Monitoring and Alert System The onboard monitoring and alert system is the main element for determining if the navigation system complies with the demanded requirements associated to a safety level for an RNP application. It is applied to both lateral and longitudinal navigation performance. The system allows the crew to detect if the navigation system is not achieving, or cannot guarantee with an integrity of 10-5, the required navigation performance for operation. OACA TRAINING, Ineco, Madrid October

28 PBN remarks PBN requires the use of RNAV systems on-board. PBN gives rise to requirements for the certification of airworthiness and operational approval in order to use RNAV systems in airspace implementations. Navigation systems functionality as well as their navigation performance (accuracy, integrity, availability and continuity) in the navigation environment of the corresponding airspace must be in accordance with the requirements stipulated for the corresponding ICAO navigation specification. In PBN both the aircraft and the crew must be qualified for the particular navigation specification in order to operate in a particular airspace. OACA TRAINING, Ineco, Madrid October

29 Operational and Airworthiness Approval Airworthiness approval: Given by the manufacturer s State. It refers to the adequate installation of the necessary systems and their correct functioning. Manufacturers must prove and document aircraft performances and capability and must also indicate the limitations. Operational approval: Issued by the operators State. It refers to the way in which the systems are to be used. The type of use, the situations in which it must be used and the operation limitations must be included in the Operations manual. OACA TRAINING, Ineco, Madrid October

30 Scope of PBN Lateral navigation For oceanic/remote, en-route and terminal phases of flight, PBN is limited to operations with linear lateral performance requirements and time constraints due to legacy reasons associated with the previous RNP concept. In the approach phases of flight, PBN accommodates both linear and angular laterally guided operations. The guidance to fly the ILS/MLS/GLS procedure is not provided by the RNP system, consequently, ILS/MLS/GLS precision approach and landing operations are not included in PBN manual. Vertical navigation Some navigation specifications include requirements for vertical guidance using augmented GNSS or Barometric VNAV (baro-vnav). However, these requirements do not constitute vertical RNP which is neither defined nor included in the PBN Concept. OACA TRAINING, Ineco, Madrid October

31 Navigation Specification It is used by a State as a basis for the development of their material for airworthiness and operational approval. It details: What performance is required from the RNAV system in terms of accuracy, integrity, availability and continuity of service. What navigation functions are required from the RNAV system. What navigation sensors must be integrated in the RNAV system. What requirements must be satisfied by crew from the perspective of operational use of the systems. A navigation specification can be an RNAV specification or RNP specification. OACA TRAINING, Ineco, Madrid October

32 Navigation functional requirements Both RNAV and RNP specifications include requirements regarding certain functionalities. At a basic levels these can include: Continuous aircraft position indication in regards to the desired path. This information must be presented to the PF (Pilot Flying) in the Navigation Display Display of distance and heading to the next active WPT Display of GS and time to the next active WPT Navigation data storage function Indication of RNAV system failure, including sensors Some navigation specifications include requirements regarding navigation data-bases and the capability of executing procedures from the data-base. OACA TRAINING, Ineco, Madrid October

33 Talking about PBN. Meaning ANSP Aircraft Navigation Infrastructure Airworthiness Approval Surveillance Communications Obstacle control Operation procedures Operational Approval On-board Systems Aircraft requirements ATC training Monitoring Publication Functional requirements Crew training Contingency procedures MEL OACA TRAINING, Ineco, Madrid October

34 RNAV & RNP specification designations OACA TRAINING, Ineco, Madrid October

35 Designation of RNP and RNAV Specifications (I) Oceanic, Remote, En-route and Terminal Operations An RNP specification is designated as RNP X. An RNAV specification is designated as RNAV X. The expression X refers to the accuracy of the lateral navigation in nautical miles which is expected to be achieved at least 95% of the flight time by aircraft operating in the airspace, route or procedure. If two navigation specifications share the same value for X, they can be distinguished using a prefix (Before had a sense, today may be not): Advanced-RNP1 and Basic-RNP1. If a navigation specification covers several phases of flight with different navigation accuracies a prefix is used instead a sufix: A-RNP (Advanced RNP). OACA TRAINING, Ineco, Madrid October

36 Designation of RNP and RNAV Specifications (II) Approach Navigation specifications relating to approaches cover all segments of the instrumental approach. RNP specifications are designated using as a prefix RNP and as a suffix a text abbreviation, RNP APCH, RNP AR APCH. There are no RNAV specifications for approach. OACA TRAINING, Ineco, Madrid October

37 Meaning of the designations In those cases where accuracy is used as part of the designation of a navigation specification, it must be noted that navigation accuracy is only one of the performance requirements included in the navigation specification. Designation RNAV 1 refers to a navigation specification which includes an accuracy requirement of 1NM amongst many other requirements. RNAV1 includes, aside from a lateral accuracy of 1 NM, a series of requirements of the navigation system and crew. An RNP specification does not entail the automatic approval of all RNAV specifications. An aircraft approved for an RNP or RNAV specification with a more restrictive specification (RNP 0.3) is not automatically approved for a less demanding specification (RNP 4). An aircraft approved for more demanding accuracy requirements may not comply with some of the functional requirements of a specification which is less demanding in terms of lateral accuracy. OACA TRAINING, Ineco, Madrid October

38 Navigation Specifications Doc 9613, 4th edition 2013 OACA TRAINING, Ineco, Madrid October

39 Navigation specifications per phase of flight OACA TRAINING, Ineco, Madrid October

40 Notes to previous table OACA TRAINING, Ineco, Madrid October

41 Airspace concept OACA TRAINING, Ineco, Madrid October

42 Airspace Operational Concept The airspace operational concept: Provides a description of the general frame in which the operations in an airspace will take place. Describes the operations which are intended to be carried out within that airspace. It is developed to satisfy strategic objectives such as operational safety, capacity, flight efficiency or to reduce environmental impact. Includes details such as the practical organization of the airspace and its operations as well as the CNS/ATM hypothesis on which it is based. The practical organization of the airspace includes: ATS route structure, separation minima, separation between routes and obstacle clearances. OACA TRAINING, Ineco, Madrid October

43 Strategic Objectives of the Airspace (I) Strategic Objectives Safety, Capacity, Efficiency, Environment, Accessibility Safety: Reduce CFIT accidents by improving lateral and vertical guidance. Capacity: Increase the number of routes in order to accommodate the forecasted traffic growth. Efficiency: Reduce delays caused by using non-optimized flight profiles. Environment: Noise reduction. Accessibility: Improve accessibility to the airport in All Weather Operations. OACA TRAINING, Ineco, Madrid October

44 Strategic Objectives of the Airspace (II) Strategic Objectives Operational Safety, Capacity, Efficiency, Environment, Accessibility Airspace Concept The airspace operational concept is the formal way to describe and respond to the airspace needs. It is an essential step for the implementation of PBN. From the point of view of the ANSP: PBN is one of the enablers of the airspace operational concept. From the point of view of the aircraft and crew: PBN clarifies and provides a uniform structure of the operational approval requirements and the airworthiness certification to use RNAV systems in airspace implementations. OACA TRAINING, Ineco, Madrid October

45 Airspace planning: Separation minima OACA TRAINING, Ineco, Madrid October

46 Airspace concepts by area of operation Oceanic and Continental Remote Oceanic and Continental Remote airspace concepts are currently served by three navigation applications, RNAV 10, RNP 4 and RNP 2. Three applications rely primarily on GNSS to support the navigation element of the airspace concept. ATS surveillance may be required: In the application RNAV 10 no form of ATS surveillance service is required. In the application RNP 4 ADS-C is used. OACA TRAINING, Ineco, Madrid October

47 Airspace concepts by area of operation Continental En-Route Currently supported by RNAV and RNP applications. In the Middle East and European regions RNAV 5 is used. In Europe is named as BRNAV, in the Middle East RNP 5. In USA the application RNAV 2 supports an en-route continental airspace concept. At present, continental RNAV applications support airspace concepts which include radar surveillance and direct controller-pilot communications (voice). In the near future, A-RNP will be used in Europe. OACA TRAINING, Ineco, Madrid October

48 Airspace concepts by area of operation Terminal Area Existing terminal airspace concepts, which include arrival and departure, are supported by RNAV applications. It is expected to implement RNP applications progressively. These are used currently in the region EUR and in USA. In EUR it is known as PRNAV. It is expected to migrate to A-RNP. In USA it was known as US RNAV Type B, although this designation has now been aligned with PBN and it is now called RNAV 1. The application RNP1 has been developed mainly for application in a low traffic density TMA and non-radar requirement. OACA TRAINING, Ineco, Madrid October

49 Airspace concepts by area of operation Approach Approach concepts cover all segments of the instrument approach: Initial, intermediate, final and missed approach. There is a growing demand for RNP applications with a navigation accuracy of 0.3 to 0.1 NM or lower. The relevant RNP specifications for this flight phase are: RNP APCH and RNP AR APCH. OACA TRAINING, Ineco, Madrid October

50 Navigation Errors OACA TRAINING, Ineco, Madrid October

51 Lateral Navigation Errors DEFINED PATH The output of the path definition function. DESIRED PATH The path that the flight crew and air traffic control can expect the aircraft to fly, given a particular route leg or transition. ESTIMATED POSITION The output of the position estimation function. PATH STEERING ERROR (PSE) The distance from the estimated position to the defined path. The PSE includes both FTE and display error (e.g., CDI centering error). FLIGHT TECHNICAL ERROR (FTE) The accuracy with which the aircraft is controlled as measured by the indicated aircraft position with respect to the indicated command or desired position. It does not include blunder errors. PATH DEFINITION ERROR (PDE) The difference between the defined path and the desired path at a specific point. POSITION ESTIMATION ERROR (PEE) The difference between true position and estimated position. TOTAL SYSTEM ERROR (TSE) The difference between true position and desired position. This error is equal to the vector sum of the path steering error, path definition error, and position estimation error. OACA TRAINING, Ineco, Madrid October

52 Interpretation of RNP (X): TSE Probability Density Function of Navigation Error Applies to Lateral AND Longitudinal Directions Normal Distribution 95% 2σ RNP X requires 2σ X 2σ Navigation Error OACA TRAINING, Ineco, Madrid October

53 Flight Technical Error (FTE) Flight Phase En-Route (At a distance equal or greater than 30 NM from the origin or destination ARP). Terminal (SID,STAR and initial and intermediate approach at less than 30 NM from the ARP). Navigation Specification RNAV 5 RNP 4 RNAV 2 RNAV 1 Basic RNP 1 RNAV 2 RNAV 1 Basic RNP 1 RNP APCH FTE (95%) 2,5 NM 2 NM 1 NM 0,5 NM 0,5 NM 1 NM 0,5 NM 0,5 NM 0,5 NM Final Approach. RNP APCH 0,25 NM Missed Approach. RNP APCH 0,5NM OACA TRAINING, Ineco, Madrid October

54 Along-track Navigation Errors OACA TRAINING, Ineco, Madrid October

55 Definition of current PBN applications used for instrument approach OACA TRAINING, Ineco, Madrid October

56 PBN Application: RNP-APCH OACA TRAINING, Ineco, Madrid October

57 RNP-APCH specification OACA TRAINING, Ineco, Madrid October

58 RNP-APCH: General items Navigation application based on GNSS. Use of LNAV or LNAV/VNAV minimums. Includes existing RNAV(GNSS) procedures. It is an RNP approach procedure which requires: TSE: ± 1 NM in the initial, intermediate and missed approach segments. TSE: ± 0.3 NM in the final segment (FAS). OACA TRAINING, Ineco, Madrid October

59 RNP-APCH: ANSP Considerations The primary navigation system to support this navigation application is GNSS. The missed approach segment may be based upon conventional navaids: VOR/DME/NDB. In such cases, necessary navaid facilities shall be identified in the charts. Does not require specific requirements for COM and SUR. OACA TRAINING, Ineco, Madrid October

60 RNP APCH: Aircraft requirements Accuracy: FTE: Lateral Total System Error (TSE) and Along-Track Error (ATK): Initial, intermediate and RNAV missed approach: ± 1 NM for at least 95 % of the total flight time. ATK: ± 1 NM for at least 95 % of the total flight time. Final approach: Lateral Total System Error (TSE): ± 0.3 NM for at least 95 % of the total flight time. ATK: ± 0.3 NM for at least 95 % of the total flight time. Initial, intermediate and missed approach: 0.5 NM (95 %). Final approach: 0.25 NM. Integrity: malfunction of the aircraft navigation equipment is classified as a major failure condition under airworthiness regulations (i.e per hour). Continuity: loss of function is classified as a minor failure condition if the operator can revert to a different navigation system and proceed to a suitable airport. Performance monitoring and alerting: Initial, intermediate and missed approach: shall provide an alert if the accuracy requirement is not met, or if the probability that the lateral TSE exceeds 2 NM is greater than Final approach: shall provide an alert if the accuracy requirement is not met, or if the probability that the lateral TSE exceeds 0.6 NM is greater than OACA TRAINING, Ineco, Madrid October

61 RNP APCH: Functional requirements Navigation data, including a to/from indication and a failure indicator. RNAV computed desired path. Position relative to the path. Scaling information depending on the approach segment. Navigation database. Active navigation sensor. Identification of the active waypoint. Ground speed (GS) and time to the active waypoint. Distance and bearing to the active waypoint. Capability to execute a direct to function. Capability for automatic leg sequencing. Capability to execute routes extracted from the on-board database. Execution of Fly-By and Fly-Over turns. Capability to automatically execute: IF, DF, TF. Capability to automatically execute leg transitions: VA, VM, VI, CA, FM. Database integrity. Capability to display an indication of the RNP system failure, in the pilot s primary field of view. Provide information to the cabin crew when the NSE exceeds the alerting limit. OACA TRAINING, Ineco, Madrid October

62 PBN Application: RNP-APCH OACA TRAINING, Ineco, Madrid October

63 RNP AR APCH specification OACA TRAINING, Ineco, Madrid October

64 RNP AR APCH: General items RNP AR APCH is ICAO s version of FAA s RNP SAAAR procedure (Special Aircraft and Aircrew Authorization). These procedures shall only be published when a real operational benefit exists. These kind of procedures are classified as approach procedures with vertical guidance (APV). This procedures requires a vertical navigation system (VNAV) during the final approach segment (FAS). Current RNP AR APCH implementations use a Baro-VNAV system which complies with the specified airworthiness requirements. OACA TRAINING, Ineco, Madrid October

65 RNP AR APCH: ANSP Considerations (I) Navigation Infrastructure RNP AR APCH shall only be authorised with GNSS as main navigation infrastructure. DME/DME use as a navigation reversion means may be authorized for individual operators where infrastructure supports the required performance. RNP AR APCH shall not be use in areas with known navigation signal (GNSS) interference OACA TRAINING, Ineco, Madrid October

66 RNP AR APCH: ANSP Considerations (II) COM & SUR Infrastructure RNP AR APCH does not require any additional consideration. OACA TRAINING, Ineco, Madrid October

67 RNP AR APCH: ANSP Considerations (III) Ground and flight validation. Routes are based on WGS-84 coordinates. Navigation accuracy shall be indicated in the AIP. Need of a local pressure information source for altimeter setting and as an information source for the vertical path. The AIP shall clearly indicate that the navigation application is RNP AR APCH and that a specific authorization is required. Navigation accuracy for all RNP AR APCH shall be clearly indicated in the AIP. OACA TRAINING, Ineco, Madrid October

68 RNP AR APCH: Procedure design (I) Doc Required navigation Performance Authorization Required (RNP AR) Procedure Design manual. OACA TRAINING, Ineco, Madrid October

69 RNP AR APCH: Procedure design (II) The obstacle clearance is based on a statistical evaluation of all error components refered to as Vertical Error Budget (VEB). RNP AR APCH procedures can be designed to obtain different RNP minimums (0.3 to 0.1). RNP procedures of less than 0.3 shall not be promulgated unless there are operational benefits. RNP reduction lowers alerting limits and increases the probability of an alert and subsequent go-around. Therefore the published RNP minimum should not be lower than the necessary in order to provide the desired operational capacity. It is an RNP approach procedure which requires a lateral TSE as low as ± 1 NM in any approach segment. It also requires vertical accuracy. Vertical datum is the Landing Threshold Point (LTP). OCH: if the OFZ surfaces are not violated then the minimum OCH is 75 meters. In all other cases, 90 meters. Lateral protection: primary area semi-widths = 2 x RNP. No buffer or secondary areas are applied. OACA TRAINING, Ineco, Madrid October

70 RNP AR APCH: Operational approval Any operator with the necessary operational approval can carry out RNP AR APCH instrumental approaches in the same way that operators with the correct authorization can carry out CAT II and CAT III operations. The operational approval is given to the operator by the State of registry. Once operational approval is issued by the State of registry, operators that wish to carry out RNP AR APCH operations in another State will require authorization from that State. The approval must identify the type of procedures for which it is approved. It must also identify the lowest navigation accuracy, procedures with RF segments, procedures with a missed approach accuracy of less than 1 NM and also equipment configurations and cabin procedures for each type of RNP AR APCH procedure. OACA TRAINING, Ineco, Madrid October

71 RNP AR APCH: Aircraft Requirements: Lateral Accuracy Cross-Track Navigation Error: no greater than the applicable accuracy value (0.1 NM to 0.3 NM), 95 % of total flight time. This includes: position error, FTE, PDE and display error. OACA TRAINING, Ineco, Madrid October

72 RNP AR APCH: Functional requirements (I) Navigation data, including a to/from indication and a failure indicator. RNAV computed desired path. Position relative to the path. Scalable information depending on the approach phase. Navigation database. Active navigation sensor. Identification of the active waypoint. Ground speed (GS) and time to the active waypoint. Distance and bearing to the active waypoint. Capability to execute a direct to function. Capability to automatically execute: IF, DF, TF. Capability to automatically execute leg transitions: VA, VM, VI, CA, FM. Database integrity. Capability to display an indication of the RNP system failure, in the pilot s primary field of view. Provide information to the cabin crew when the NSE exceeds the alerting limit. OACA TRAINING, Ineco, Madrid October

73 RNP AR APCH: Functional requirements (II) Path definition & flight planning Capability to maintain a desired track and perform transitions. Fly-By and Fly-Over fixes. Waypoint resolution. Direct to function. Capability to define a vertical trajectory (AT or Above, AT or Below, AT, Window). Altitude and speed extract from an on-board database. Construct a trajectory for guidance from a current position to a fix with a vertical constraints. Capability to load and execute procedures from an on-board database. Means to recover and display navigation data. Magnetic variation. Changings in navigation accuracy. Automatic leg sequencing. Display of altitude constraints associated to the flight plan fixes. OACA TRAINING, Ineco, Madrid October

74 RNP AR APCH: Functional requirements (III) Additional functional requirements for: RNP AR APCH with RF segments. RNP AR APCH with RNP segments < 0.3. RNP AR APCH with RNP missed approach < 1.0 OACA TRAINING, Ineco, Madrid October

75 RNP AR APCH - Stockholm (Arlanda) OACA TRAINING, Ineco, Madrid October

76 PBN Applications Implementation OACA TRAINING, Ineco, Madrid October

77 Airspace concept development and implementation process (ICAO) Fuente: ICAO OACA TRAINING, Ineco, Madrid October

78 Airspace design activities for PBN implementation Source: Eurocontrol OACA TRAINING, Ineco, Madrid October

79 Current situation of PBN Applications Implementation OACA TRAINING, Ineco, Madrid October

80 ICAO resolution about PBN implementation OACA TRAINING, Ineco, Madrid October

81 ICAO objectives in PBN: summary Where RNAV operations are required, en-route and terminal area routes, they must be implemented in accordance with the PBN concept by 2016, with the following intermediate milestones: En-route (oceanic y remote) RNAV 10 o RNP 4: 100% in En-route, continental airspace (RNAV 5, 2 y 1) 70% in 2010 and 100% in Terminal Area (RNAV 1 y 2 and Basic-RNP 1) 30% in 2010, 60% in 2014 and 100% in All instrumental runways must have an instrumental procedure with vertical guidance (APV) as a primary approach or as a back-up of the precision approaches by 2016 with the following intermediate milestones: 30% in 2010, 70% in OACA TRAINING, Ineco, Madrid October

82 Airspace Concept for Europe Network of parallel BRNAV routes in all the continent. A system of feeding routes, mainly BRNAV, to connect with PRNAV or conventional SIDs and STARs starting at TMA limits. Organised route system in the North Atlantic based on MNPS. Use of RVSM between FL 290 and FL 410. Class C airspace over FL 195. Extensive use of the FUA concept. Unlimited use of the Free Route airspace. Evolution from State managed airspace to functional blocks (FAB). OACA TRAINING, Ineco, Madrid October

83 PBN Implementation in Europe ICAO published the PBN Concept in In Europe airworthiness requirements and operational approval for RNAV systems are in effect since BRNAV en-route since PRNAV since RNP Approach (LNAV, LNAV/VNAV) since Future: A-RNP, RNP APCH (LVP) and RNP AR APCH. OACA TRAINING, Ineco, Madrid October

84 TUESDAY 8TH OACA TRAINING, Ineco, Madrid October

85 Día 8 Esta diapositiva se quitará OACA TRAINING, Ineco, Madrid October

86 Día 9 Esta diapositiva se quitará OACA TRAINING, Ineco, Madrid October

87 Instrument Approach Procedure Classification OACA TRAINING, Ineco, Madrid October

88 IAP classification Different criteria for classification: As navigation type: Conventional RNAV As vertical guidance provided: NPA APV PA OACA TRAINING, Ineco, Madrid October

89 PANS-OPS definitions Non-precision approach (NPA) procedure. An instrument approach procedure which utilizes lateral guidance but does not utilize vertical guidance. Approach procedure with vertical guidance (APV): An instrument procedure which utilizes lateral and vertical guidance but does not meet the requirements established for precision approach and landing operations. Precision approach (PA) procedure: An instrument approach procedure using precision lateral and vertical guidance with minima as determined by the category of operation. Lateral and vertical guidance refers to the guidance provided either by: a) a ground-based navigation aid; or b) computer generated navigation data OACA TRAINING, Ineco, Madrid October

90 RNP-APCH New name for Instrument appproach procedure under RNAV criteria. There are procedures with/without vertical guidance. OACA TRAINING, Ineco, Madrid October

91 RNP APCH down to LNAV and LNAV/VNAV RNP approach (RNP APCH) procedures include existing RNAV (GNSS) approach procedures designed with a straight segment. The RNP APCH specification is based on GNSS to support RNP APCH operations down to LNAV or LNAV/VNAV minima. Detailed guidance on obstacle clearance is provided in PANS- OPS (Doc 8168, Volume II); the general criteria in Parts I and III apply, and assume normal operations. The missed approach segment may be based upon the conventional NAVAID (e.g. VOR, DME, NDB). OACA TRAINING, Ineco, Madrid October

92 RNP APCH operations down to LP and LPV minima These procedures are based on the use of SBAS. Lateral guidance is equivalent to which is provided by ILS Localizer OACA TRAINING, Ineco, Madrid October

93 Types of RNAV minima: Minima Lines in the IAC LNAV (Lateral NAV) LNAV/VNAV (Lateral + Vertical NAV) LP (Localizer performance) LPV (Localizer Performance with vertical NAV) OACA TRAINING, Ineco, Madrid October

94 LNAV Approach LNAV approach is an NPA approach procedure based on GNSS. The approach is down to a minima descend altitude/height (MDA/H), value which is provided in the LNAV minima box in the IAC, and never later than the missed approach point (MAPT). The procedure is designed using the Basic GNSS PANS-OPS criteria. The aircraft has lateral guidance (lineal only) and the position integrity is monitored with HAL= 0,3 NM (556m). OACA TRAINING, Ineco, Madrid October

95 LNAV/VNAV Approach LNAV/VNAV approach is an Approach procedure with Vertical guidance (APV). As such the operation is to be conducted to a Decision Height/Altitude (DH/A), provided in the LNAV/VNAV minima box on the IAC. The final approach segment of the procedure is designed in accordance with ICAO PANS OPS for APV Baro-VNAV. It assumes that the pilot is provided with lateral and vertical guidance (linear), lateral navigation being based on GNSS and vertical navigation on baro. It also assumes that the integrity of positioning is monitored according to the following criteria: HAL = 0.3NM (556m). In the vertical plane the integrity is relying on system development assurance, crew procedures and use of airborne system independent from the VNAV computer system. Design criteria for the Initial and Intermediate approach segments are the same as for LNAV approach. OACA TRAINING, Ineco, Madrid October

96 LPV Approach LPV approach is an Approach Procedure with Vertical guidance (APV). As such the operation is to be conducted to a Decision Height/Altitude (DH/A), provided in the LPV minima box on the IAC. The final approach segment of the procedure is designed in accordance with ICAO PANS OPS for APV SBAS. It assumes that the pilot is provided with lateral and vertical guidance (angular). It also assumes that the integrity of positioning is monitored according to the criteria provided in the FAS data block for the intended procedure (for instance the procedure can be based on APV I or APV II criteria; {HAL = 40m & VAL = 50m} or {HAL = 40m & VAL = 20m} respectively). Design criteria for the Initial and Intermediate approach segments are the same as for LNAV approach. OACA TRAINING, Ineco, Madrid October

97 LP approach procedure At some airports, it may not be possible to meet the requirements to publish an approach procedure with LPV vertical guidance. This may be due to: obstacles and terrain along the desired final approach path, airport infrastructure deficiencies, or the inability of SBAS to provide the desired availability of vertical guidance (i.e. an airport located on the fringe of the SBAS service area). When this occurs, a State may provide an LP approach procedure based on the lateral performance of SBAS. The LP approach procedure is a non-precision approach procedure with angular lateral guidance equivalent to a localizer approach. As a non-precision approach, an LP approach procedure provides lateral navigation guidance to a MDA; however, the SBAS integration provides no vertical guidance. Design criteria for the Initial and Intermediate approach segments are the same as for LNAV approach. OACA TRAINING, Ineco, Madrid October

98 PANS-OPS PART III Section I: Underlaying Principles OACA TRAINING, Ineco, Madrid October

99 RNAV Concepts OACA TRAINING, Ineco, Madrid October

100 RNAV in PANS-OPS RNAV as defined in PANS-OPS includes PBN and non-pbn applications, such as SBAS APV and GBAS OACA TRAINING, Ineco, Madrid October

101 PBN Application as PBN and PANS-OPS docs Navigation Specification En-route Oceanic/ Remote En-route Continental Arrival Flight Phase Approach Initial Intermediate Final Missed Departure RNAV RNAV RNAV RNAV b 1 RNP Basic-RNP a,c 1 a 1 a a,b 1 a,c RNP APCH a. The navigation application is limited to use on STARs and SIDs only b. The area of application can only be used after the initial climb of a missed approach phase c. Beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes 2 NM OACA TRAINING, Ineco, Madrid October

102 PBN specifications Navigation Specification RNAV 10 RNAV 5 RNAV 1 and 2 RNP 4 Basic RNP 1 RNP APCH RNP AR APCH Designed to support Sensors Phase of flight RNAV operations in the en-route phase of flight to support longitudinal distance-based separation in oceanic or remote are airspace RNAV operations in the en-route phase of flight for continental airspace. RNAV operations in the en-route phase of flight, on SIDs, on STARs and on approaches up to the FAF/FAP RNAV operations in the en-route phase of flight to support longitudinal distance-based separation minima in oceanic or remote area airspace. RNAV operations on SIDs, on STARs and on Approaches up to the FAF/FAP with no or limited ATS surveillance with low to medium density traffic. RNAV approach operations up to RNP 0.3, designed with straight segments. May include a requirement for Baro-VNAV capabilities. RNAV approach operations with a final approach segment of RNP0.3 or lower, designed with straight segments and or fixed radius segments. Procedure design criteria have not been developed Basic GNSS DME/DME VOR/DME Basic GNSS DMA/DME Basic-GNSS Basic-GNSS Basic-GNSS Basic GNSS En-route En-route Holding SID, STAR and APCH, NPA APCH, Holding, Enroute En-route SID STAR and APCH NPA APCH APV Baro Holding NPA APCH. Criteria not included in the PAN-OPS OACA TRAINING, Ineco, Madrid October

103 Flight Technical Error (FTE) Flight Phase En-Route (At a distance equal or greater than 30 NM from the origin or destination ARP). Terminal (SID,STAR and initial and intermediate approach at less than 30 NM from the ARP). Navigation Specification RNAV 5 RNP 4 RNAV 2 RNAV 1 Basic RNP 1 RNAV 2 RNAV 1 Basic RNP 1 RNP APCH FTE (95%) 2,5 NM 2 NM 1 NM 0,5 NM 0,5 NM 1 NM 0,5 NM 0,5 NM 0,5 NM Final Approach. RNP APCH 0,25 NM Missed Approach. RNP APCH 0,5NM OACA TRAINING, Ineco, Madrid October

104 Buffer Values (BV) The RNAV and RNP cross-track tolerance are comprised of the NSE and FTE. These balances are both treated as though they are Gaussian and are determined by the RSS of these two errors. However, it is known that the distribution which include, inter alia, blunder errors, are not truly Gaussian and the tails of the distribution can not be accurately determined without an extensive data set, which is not available. These tails are therefore accounted for in the procedure design criteria for RNP4, Basic RNP1, RNP APCH, RNAV1, RNAV2 and RNAV 5 applications by an additional Buffer Value based upon the aircraft characteristics and the phase of flight to address excursions beyond a 3 standard deviation value. OACA TRAINING, Ineco, Madrid October

105 Buffer Values (BV) OACA TRAINING, Ineco, Madrid October

106 Obstacle Clearance Area. Area semi-width The semi-width area for all RNAV and RNP applications (except RNP AR APCH) is based upon: ½ A/W = 1,5 x XTT + BV Where XTT is the 2σ cross-track tolerance value (known as TSE) and BV is the Buffer value. More than one navaid type can be used on a procedure (i.e. DME/DME and Basic GNSS for RNAV1)the XT, ATT and are semi-width shall be calculated for each specific navaid type and the obstacle clearance shall be based on the greater of these values. OACA TRAINING, Ineco, Madrid October

107 Obstacle Clearance Area. Secondary Areas The principle of secondary areas is applied on all RNAV legs where track guidance is available. Secondary areas may also be used on legs which are coded for heading mode (VA, VI,VM) provided that the whole area splays out at 15º to take account of the wind effect. OACA TRAINING, Ineco, Madrid October

108 Merging areas at flight phase interfaces OACA TRAINING, Ineco, Madrid October

109 Merging areas at flight phase interfaces OACA TRAINING, Ineco, Madrid October

110 Basic GNSS RNAV OACA TRAINING, Ineco, Madrid October

111 Basic GNSS RNAV Basic GNSS positioning is applicable to the following navigation specifications: RNAV 5 RNAV 2 RNAV 1 RNP 4 Basic RNP-1 RNP APCH OACA TRAINING, Ineco, Madrid October

112 Tolerance Definitions Along-Track Tolerance (ATT): A fix tolerance along the nominal track resulting from the airborne and ground equipment tolerances. Cross-Track Tolerance (XTT): A fix tolerance measured perpendicularly to the nominal track resulting from the airborne and ground equipment tolerances and the flight technical tolerance (FTT) OACA TRAINING, Ineco, Madrid October

113 WP Tolerance ATT XTT OACA TRAINING, Ineco, Madrid October

114 XTT, ATT XTT and ATT for RNP navigation specifications The Total System Error (TSE) is dependent upon position estimation error (SIS error and airborne receiver error), path definition error, display error and flight technical error. Navigation Specification RNP4 Basic RNP-1 RNP APCH TSE and along track error 4 NM, 95% of the total flight time 1 NM, 95% of the total flight time 1 NM, 95% of the total flight time in Initial and Intermediate approach and missed approach 0,3 NM, 95% of the total flight time during the final approach XTT = TSE ATT = 0,8 XTT, RNP APCH criteria shall only be applied within 30 NM of the destination ARP. Outside this distance, either the RNAV 1 or Basic RNP 1 criteria should be applied. OACA TRAINING, Ineco, Madrid October

115 XTT, ATT and Area semi-width XTT and ATT for RNAV navigation specifications XTT = TSE ATT = 0,8 XTT, OACA TRAINING, Ineco, Madrid October

116 Area Semi-width Area semi-width = 1,5 XTT + BV 1,5 XTT corresponds to a 3σ lateral TSE value OACA TRAINING, Ineco, Madrid October

117 XTT, ATT and Semi width for Nav Specif. OACA TRAINING, Ineco, Madrid October

118 SBAS RNAV Procedures OACA TRAINING, Ineco, Madrid October

119 SBAS RNAV SBAS GNSS receivers describes the avionics that at least meet requirements for SBAS receivers in Annex 10. SBAS departure criteria are based on the following procedures and equipment functionalities: Assume SBAS GNSS receivers with departure function Departure guidance is selected before take-off. The equipment provide lateral guidance, with a display sensitivity of: 0,3 NM until de turn initiation point of the first WP of the departure procedure. After that point the system is in terminal mode with display sensitivity equal to 1,0 NM. SBAS Arrival and approach procedures Arrival phase of flight: system operates in terminal mode SBAS receivers automatically switch from en-route mode to terminal mode when sequencing to the first WP of the arrival route. OACA TRAINING, Ineco, Madrid October

120 SBAS RNAV: System Tolerances Navigation System Tolerance Horizontal Alarm Limit (HAL): For en-route, terminal, NPA and PA modes of SBAS receiver is defined in Annex 10. Vertical Alarm Limit (VAL): for each level of service of the PA mode (APV I, APV II and CAT I) is defined in Annex 10. OACA TRAINING, Ineco, Madrid October

121 SBAS RNAV: Flight Technical Tolerance The FTT will vary with the type of position indicator used in the cockpit instrumentation. Terminal and NPA mode: For the phase of flight supported by terminal and NPA mode, the contribution of the FTT to the crosstrack tolerance is defined by the Basic RNP-1 and RNP APCH FTE (see next slide). PA mode: The SBAS receiver operates in the PA during the APV I and APV II final approach phase of flight and provides lateral and vertical angular display. The FTT is considered to be equivalent to the ILS approach as the angular displays to the pilot are comparable. OACA TRAINING, Ineco, Madrid October