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What is PBN?Module 2
European Airspace Concept Workshops for PBN Implementation
Overview
Learning Objectives:
At the end of this presentation you should:
– Understand what is RNAV and RNP and how correct use can improve operational efficiency and Airspace Capacity
This presentation will discuss
– Navigation in Context
– Evolution to Performance Based Navigation
– Performance Based Navigation
What is it?
What is RNAV?
What is RNP?
What is the Key Difference?
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Key Navigation Questions
Where am I?
Where am I going?
How will I get there?
How accurately can I fly to my next point?
Position
Path Steering
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Before PBN – The RNP Concept
‘RegionalNavigation’ standards
PERFORMANCE
Functionalities
Navigation Sensors
Air crew requirements
PreviousRNPConcept
Developedregionally
Fragmentation – expensive for AUNO INTEROPERABILITY
Leading To:
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The Components of Performance-Based Navigation
NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
POSITIONPATH STEERING
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NavigationSpecification
Document used by State as basis for developing Certification & Operational Approval
International Navigation Specifications published in Volume II of PBN Manual
PERFORMANCE
Functionalities
Navigation Sensors
Air crew requirements
PreviousRNPConcept
Navigation PerformanceNavigationSpecification
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‘Confidence’ in navigation performance is provided by Navigation specifications.
Navigation specifications spell out crew and aircraft navigation performance needed to operate on a
route.
Navigation PerformanceNavigationSpecification
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NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
PBN in the big picture
InteroperabilitySET
StandardisationSET
Selected
In ECAC = RADAR >> ADS-B; WAM
Procedures& Tools
DCPCVoice
NAVCOM SUR ATM
AIRSPACE CONCEPT
Navigation Sensor must match infrastructure
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PBN Perspectives (1/2)
NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
Position sources include:(i) GNSS;(ii) D/D;(iii) D/D/I;(iv) VOR.
This performance includes integrity monitoring of the RNAV system’s
positioning sensors & data base as well as other aircraft functionality
and crew procedures
Navigation Applicationis the design of a fixed ATS route structure, designated in accordance of ICAO Annex 11, Appendix 1 or 3 and published in the State’s AIP. To operate on a particular ATS
route or Instrument Flight Procedure, the aircraft and flight crew must be appropriately qualified for that operation to ensure the expected PATH STEERING is met
Interoperability Standardised SET
Navigation Specification stipulates the performance
requirements the aircraft is to meet to achieve accurate, continuous
PATH STEERING.
NAVAID Infrastructure provides the electronic data to
enable the aircraft’s RNAV system to estimate its current
POSITION.
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PBN Perspectives (2/2)
DME / GNSS
♦ Globally promulgatedperformance standards (in ICAO Annex 10).
♦ Choice of Infra depends on NAV spec requirements and local infrastructure decisions.
(Service Provider)
Aircraft / Aircrew requirements
♦ Fixed globally with acceptable means of compliance (in PBN Manual)
♦ Some options.
♦ ‘Logic’ is that state / regional certification should not be more demanding.
(OEM/Regulator)
Routes / Holds / IFP
♦ Decided locally by implementation using NS/NI
♦ Different applications possible.
♦ Respond to different airspace concepts. (ANSP)
NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
Interoperability Standardised SET
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NavigationSpecification
Designation RNAV 10
For Oceanic and Remote Continental navigation
applications
DesignationRNAV 5RNAV 2RNAV 1
For En Route & Terminal navigation applications
Navigation Specifications
NavigationSpecifications
ICAO
PUBLISHED IN PBN MANUALInteroperabilitydefined inside
Used by State as basis for developing Certification & Operational Approval
DesignationRNP 4
For Oceanic & Remote Continental navigation
applications
Designation
RNP 1
RNP AR APCHfor various phases
of flight
RNP 2
A-RNPRNP 0.3
RNP APCH
Designation
RNP with additional requirements to be
determined (e.g. 3D, 4D etc)
*
*
RNP SPECIFICATIONS RNAV SPECIFICATIONS
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NavigationApplication
The APPLICATION (use of) the Navigation
Specification and Navaid Infrastructure -
For example: Routes based on RNAV and
RNP Specifications (these rely on the Navaid
Infrastructure);
For example: SIDs/STARs based on RNAV
and RNP Specifications;
For example: Approach procedures based
on RNP Specifications
NavigationApplication
Navigation Applications
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ICAO Navigation SpecificationsNavigationSpecification
Standardised performance in the PBN Manual
Detailed in Vol II, Part C – for use with RNP specs only.
RF and FRTNavigationSpecification
En-route functionality
Instrument Flight Proceduresfunctionality
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Original specs have codes to show PBN capabilities and associated approvals to be filed in Item 18
– PBN/ xxx
New specs and functionalities introduced in Edition 4 not covered, so how to show these PBN capabilities and where?
– PBN/ only has 16 characters
– NAV/ will FDPs read text?
2012 Flight Plan – Impact of PBNNavigationSpecification
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NAVAIDInfrastructure
NAVAIDInfrastructure
Ground-based Navigation Aids (Navaids)
VOR; DME; (Not NDB)
Space-based Navaids GNSS:
Core constellations:• GPS, GLONASS and in the
future Galileo and Beidou With associated augmentations
Navigation Infrastructure
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States will not approve all 4 constellations at the same time and will not have the same approval criteria until the 2045 date
On board receiver needed to use only the constellations approved in each airspace that can change from State to State to accommodate legal responsibilities of States
Whether or not to certify the operators of the core constellation (GPS, Galileo, GLONASS and BeiDou) according to SES regulations (issue open)
Aircraft equipment mandates (limited to aircraft registered in a certain States) , started by Russia, to be followed by China and the consequential domino effect which was taken up by France/Germany but not the EC who is opting for support industry/EUROCAE to have Galileo in the MOPS without having to publish an unpopular mandate.
NAVAIDInfrastructure Geopolitics and Costs (1/2)
RNP needs GPS
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Geopolitics and Costs (2/2)RNP needs GPS
NAVAIDInfrastructure
DME is a very good sensor – capable of a lot including RNP (for some)
– Europe has rich DME infrastructure
– Some aircraft certified for D/D RNP, other aircraft are not
PBN Manual ambiguous on D/D RNP.
GPS is the only RNP sensor today
– Consequently – reversion mode becomes an increasing challenge:
If reversion needed: Option 1 MC-MF for reversion
But realistically when?
Alternative: Option 1a D/D (if infrastructure permits)
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DME/DME coverage at FL195NAVAIDInfrastructure
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On-Board Performance Monitoring and Alerting
RNAV RNP
‘Confidence’ in navigation performance is provided by PBN specification:
Nav Spec spells out crew and aircraft navigation performance needed to operate on a route.
NavigationApplication
PBN and Airspace Link
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S
S
PBN Concept based on need for strategic de-confliction of fixed, published ATS Routes
These ATS routes (incl. SIDs/STARs) are backbone of the ATM System around major & within major TMAs
For separation/spacing, ATC wants aircraft operating on the route centreline.
To remain on route centreline, need good aircraft navigation performance.
– P – B – N
NavigationApplication
The Airspace/Navigation
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Tighter route spacing (also on turns: with FRT)
– Expanding TSAs/TRAs
Strategic separation of ATS Routes to/from Terminal areas (Greater confidence in track keeping with RNP)
NavigationApplication
Spacing between routes
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RTS for A-RNP and RNP 1 shows consistently that 5 NM spacing can be used in terminal and extended terminal (in simulated environment – local implementation safety case still needed).
NavigationApplication
European Airspace Use of PBN
How is the EN ROUTE and TERMINAL air traffic affected if there is an area outage of GPS? e.g. Unplanned outage
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NavigationApplication
Outstanding Spacing IssuesAIRSPACE CONCEPT
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RNAV 5Application
Aircraft Certification
Crew Requirements
ATC Training & Procedures
Airspace & Procedure
Design
Infrastructure Requirements
RNP APCHApplication
Aircraft Certification
Crew Requirements
ATC Training & Procedures
Airspace & Procedure
Design
Infrastructure Requirements
RNP 0.3Application
Aircraft Certification
Crew Requirements
ATC Training & Procedures
Airspace & Procedure
Design
Infrastructure Requirements
RNP 1Application
Aircraft Certification
Crew Requirements
ATC Training & Procedures
Airspace & Procedure
Design
Infrastructure Requirements
RNAV 1Application
Aircraft Certification
Crew Requirements
ATC Training & Procedures
Airspace & Procedure
Design
Infrastructure Requirements
Implementing PBN - the Package in the PBN Manual Vol II*****
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NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
PBN in the big picture
InteroperabilitySET
StandardisationSET
Selected
In ECAC = RADAR >> ADS-B; WAM
Procedures& Tools
DCPCVoice
NAVCOM SUR ATM
AIRSPACE CONCEPT
Navigation Sensor must match infrastructure
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Airspace Concept
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Current Limits of PBN
To apply an RNAV or RNP specification in an airspace, it is necessary to prescribe the performance to an ATS Route.
An ATS routes is one designated in accordance with ICAO Annex 11, Appendix 1 or Appendix 3.
Therefore for ATM purposes:
– DCT tracks are excluded
– So are company routes
Navigation performance cannot be ascribed to a route which is not an ATS Route
The notion of PBN ‘airspace’ is yet to be developed.
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And what about Free Routes?AIRSPACE CONCEPT
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Linking FRA and fixed ATS Routes
Model 1:
After last point on SID proceed DCT to FIR; from point at FIR entry, proceed DCT to first point on STAR. i.e FRA outside SIDs/STARs (which were adapted to accommodate FRA).
AIRSPACE CONCEPT
Connectivity Models 1 of 3
Note: SIDs/STARs would be RNP
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Linking FRA and fixed ATS Routes
Model 2:
Expanded TMAs containing SIDs/STARs. After last waypoint on SID, ATS route links to anchor WPT in FRA after which free routing using DCT is employed. Conversely, inbound aircraft free route DCT TO anchor WPT where ATS Route starts and links to first point on STAR which is then followed by aircraft.
AIRSPACE CONCEPT
Connectivity Models 2 of 3
Note – SIDs/STARs would be core RNP and ATS routes between last SID/first STAR point and anchor WPT would be ATS routes requiring RNP + FRT to permit route spacing at minimum distance.
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Linking FRA and fixed ATS Routes
Model 3:
Full structuring of ATS Routes in congested areas to/from major TMAs with their SIDs/STARs/ATS routes. Above and beyond can be FRA.
AIRSPACE CONCEPT
Connectivity Models 3 of 3
Note – SIDs/STARs would be core RNP and ATS routes require core Advanced RNP + FRT to permit route spacing at minimum distance
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Free Route and PBN (not quite compatible)
With fixed, published ATS routes, aircraft flight path is coded for on-board Nav database using ARINC 424
This ‘flight record’ known as an ‘airway record or procedure or airport record, is a sequence of WPTs and flight segments.
To be coded, this sequence of WPTs and flight segments must have a name: designated in accordance with ICAO Annex 11, Appendix 1 (e.g. UL334) or Appendix 3 (e.g. KODAP 2A)
Europe’s FRA have no designators - use DCT in ATC FPL:
– Therefore no ARINC 424 code
– Therefore no navigation performance ‘ascribable’
FRA is tactical environment, reliance on Radar, separation assurance by ATCos and reliant on aircraft area navigation capability to navigate from A to B
Couple PBN and FRA? – possibly for Dynamic RNP, uplink of flight path.
AIRSPACE CONCEPT
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ATS RoutesRNAV Routes
Free RoutesFixed ATS Routes (designed)
DCT(planned)
DCT(tactical)
Airways AdvisoryAirways
Un/Controlled Routes
Arrival Routes
Departure Routes
Designated SIDs/STARs
Published in the RADand possibly AIP
WPTs published
User definedDesignated i.a.w. Annex 11 and published in the AIP
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PBN’s European trajectory
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20+ years
NavigationSpecification
NAVAIDInfrastructure
NavigationApplication
RNAV RNP
Some PBN Challenges
Technical: Varied PBN function implementation in FMS
– Bridge FMS gaps - particularly GA – RA – BA – AO
Solution 1: Required ‘standard’ = lowest performing FMS
Consequence:
High-end AOs get little return on investment
Solution 2: Compromise! Satisfy all airspace users ► mixed mode operations e.g. Conventional and RNAV 1 SIDs/STARs;
Consequences:
Challenge to extract ATM benefits of systemisation & strategic de-confliction of ATS routes (a PBN Concept premise)
In high density, mixed mode a challenge for ATM
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Some PBN Challenges
Environmental: Focused or Dispersed? Public consultation can be crippling
– With potentially long lead-in times to implementation
– Consequences:
– Concepts & technology overtaken by events…
– Compromises can be complex for ATM
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Specific ATM ChallengesTerminal & En-route Little ATC involvement at
PBN Concept development stage
PBN considered ‘too technical’
– PBN a powerful tool for airspace design/planning & ATM
Systemisation & Strategic de-confliction not always favoured:
– Controllers want to control
ATM & MIXED MODE… in high density terminals
– AOs want BEBS…
– Assign appropriate clearance
– requires ability to extract FPL data
(if correctly filed) and display it to
the controller
– ATM system benefits from PBN??
Result:
– Operational wariness
– Preference for Radar Vectoring
– Concerns about de-skilling/role change
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Specific ATM Challenges: Terminal/ENR
X-Disciplinary collaboration critical for PBN; however, not always part of the organisational culture
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Interoperability costs less
Improved:
– Flight Efficiency
– Environmental impact
– Safety
– Capacity
– Access opportunities....
Enables:– CDO and CCO
– Point Merge
AIRSPACE CONCEPT
NavigationSpecification
Why PBN is good for Europe
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NavigationApplication While RNAV is good … RNP is better, harnessing
aircraft capability and space technology– RNP Approaches with Vertical Guidance (APV) > Baro and
EGNOS [Rely on GPS]
– Curved path transition
– Greater track assurance i.e., the pilot is provided with an alert if the aircraft is not meeting its requirements
– Provides alleviation on airspace interaction constraints
– Reduces ATC radar monitoring requirements
– Greater tactical flexibility through parallel offsets
– Higher integrity from RNP
– Lays the foundation for more advanced concepts e.g. trajectory management (3D/4D)
AIRSPACE CONCEPT
Why PBN is good for Europe
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NAVAIDInfrastructure Infrastructure
– Move towards multi-constellation, dual-frequency (MCDF) GNSS (supported in certain dense airspace by DME/DME)
– Reliance on EGNOS for APV
AIRSPACE CONCEPT
Why PBN is good for Europe
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