aim and pbn airport community benefits...pbn overview 9 conventional navigation 09 ----- defined...

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AIM and PBN Airport Community

Benefits

IAAE Saskatoon, May 2013

• AIM

–Fit for Purpose

–Information Chain

–Business Plan

• PBN

–Overview

–Implementation

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AIM to IM “FIT FOR PURPOSE”

Aeronautical

Terrain and Obstacles

AIS to AIM Strategy

•Performance Based Information

Management

•Reduce Human Data Entry

•NAV CANADA Accountability

ADMS System Authoritative Source

ATM

Systems

Jepp/Lido/

Navtech

Product

Adaptation

eAIP

Product

Adaptation

Product

Adaptation

Product

Adaptation

NC AIMOriginators

AIM Business Plan

• Data Specifications

• Accountable Source

– Web based forms • Airports ; Terminal Design; Notams

• Machine to Machine interface

– Airport Survey

– Terminal design

– 8 Information products

• eAIP

– Working together

Web Based Land Use

•Assessment capabilities

•CNS

•Instrument Procedures

•Tower line of site

•Airport Zoning

•Obstacle Management

Moving Information to Aircraft

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PBN Overview

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Conventional Navigation

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Defined Path

Conventional Angular Lateral

Performance requirements

(e.g. ILS, VOR, NDB)

•Ground based

infrastructure

•Mostly maintained by

NAV CANADA

•Navigation accuracy

decreases the farther

you are from the

navaid

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RNAV (Area) Navigation (Non GNSS)

•Do not need to follow airways

• Any point to any point

•Poor navigation performance

• “Drift” and “Map shifts”

•Expensive ground based

structure

•Expensive aircraft installation

•Inertial system

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Technical Changes

• Performance Based Navigation (PBN) is a way of

classifying in a common lexicon all of the elements

that we previously referred to as both RNP and

RNAV

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More Collaboration

Customer Need

Aircraft & Avionics

OEMs

Regulatory

enablers

ANSP

Infrastructure

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CARAC PBN Group

• Phase 1 Recommendations of the

group have been approved by the

Director

• Separation Standards will be

addressed next

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Benefits and Implementation

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How can this benefit me?

• Transport Canada : Compliancy and

Consistency

• Larger segments farther from the airport (GNSS)

• Narrow segments for the final approach

and missed approach segments

• Combine ILS or LOC with a GNSS Missed

approach

• Curved path segments

• GNSS with RF vs RNP AR (very narrow segments)

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Current RNP in Canada Westjet RNP procedures to date: 95 Minima: 300 AGL

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Major Terminals Implementation

• New RNP Design Service Vendor

• RNP and RF airspace infrastructure

– Requires a separate airspace and business

case analysis

– Toronto Pearson

– Calgary, Edmonton, Vancouver

• Customer and NAV CANADA simulation

• Progressive steps

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Regional PBN (GNSS) Implementation

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Regional Program Implementation

• Region is equipped to the minimum baseline

• 2 GNSS procedures per runway end

– 1 LNAV

– 1 with Vertical Guidance (LNAV / VNAV, LPV, RNP)

• Develop priority principles but accommodate customer requirements that may be off plan

• Assess the customers needs with a national route structure separately

– RNP Plans

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Regional Priorities

• FIRs monitor customer equipage and business case threshold

• Nunuvut (B), NWT / Yukon (A), Northern Sask, Man, N Ont (Northern D)

• Some N Quebec, and the Rockies

• The Flight Path Angle procedures are dependent on the new design rules

• Airport data is the critical element

– AIS Data Collection: • (866) 577-0247

• aisdata@navcanad.ca

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Discussion

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LPV(WAAS) Procedure Availability

Kugluktuk

Baker Lake

Whale Cove

Rankin Inlet

Kimmirut

Chesterfield Inlet

Cambridge Bay

Paulatuk

Inuvik

Sanikiluaq

Iqaluit

Gjoa Haven

Taloyoak

Repulse Bay

Kugaaruk

Sachs Harbour

Approx. limit of 99% WAAS LPV

coverage (coverage is area south of line)

Norman Wells

Ft Simpson

Ft Smith Hay River

Coral Harbour

Cape Dorset

Arviat

Yellowknife

Churchill

Tuktoyaktuk

Ft Good Hope

Hall Beach

Ivujivik

LNAV/VNAV 350’

LPV 250’

LPV 200’

3o

LNAV 350’

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Denver RNP AR

HIMOM / DOGGG

• Used for all the 34

& 35 parallels

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Non-Augmented (GPS) Augmented –SBAS / ABAS

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