rnav awareness

PANS-OPS Initial 3, July 2011

AREA NAVIGATION

(RNAV)

Overview for Awareness

Presented by

ARIF MUMTAZ

PANS-OPS Instructor


Introduction to Area Navigation (RNAV)

RNAV Systems- Basic Functions

Required Navigation Performance (Concept Evolution)

Performance Based Navigation (PBN concept)

ICAO GNSS Concept

PBN Design Perspective

2

SEQUENCE OF PRESENTATION

26 July 2011

PANS-OPS Initial 3, July 2011 3

NAVIGATION IN CONTEXT

COMMUNICATION

SURVEILLANCE

AIR TRAFFIC

MANAGEMENT

CNS/ATM

Determination of position and direction

on or above the surface of the earth

26 July 2011


NAVIGATION - THE BEGINNING

I Follow Roads!

And Rivers

And Railroads

And Buildings

And Telephone Lines

And Whatever Else I Can See

26 July 2011


THE EARLY DAYS

1910s

First Bonfires and Beacons

Early 1920s

Lighted airport boundaries

Spot-lit windsocks

Rotating lighted beacons on towers

Lighted Airways

1923 Dayton to Columbus,

Ohio (USA) – 72 km

26 July 2011


Late 1920s - 1930s

Radio for Two-Way

Communications

Weather Updates

Request Help With Navigation

Radio for Navigation

Radio Marker Beacons

4-Course Radio Range System

Pilots Listen for Navigation

Signals

26 July 2011


1930s - 1940s

Static-Free VHF Omni-directional Radio Range Pilots Navigate by

Instrument

VOR (with improvements) becomes a primary NAVAID for decades Defines Routes

Supports Approach Procedures

VOR Has Done a Great Job For Decades

26 July 2011


1940s - 1950s

1929: First system tested

1946: (Provisional) ICAO selects ILS as primary landing air for international “trunk” airports

Today ILS : Cat I

Cat II

Cat III

ILS Still doing a GreatJob!

26 July 2011


From 1950s 1961: first regular civil use (pilot tuned)

RNAV DME use is based on automatic tuning

DME is incorporated intoPBN

DME (on top of VOR)

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Radar

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Conventional Navigation

Ground-based navigation aids (NAVAIDs)

Aircraft Overfly NAVAID or Intersection

Display Accuracy is a Function of Distance

Protected Area Grows (“Splayed”)

= Limited Design Flexibility

Radio Ranges

NDB

VOR

ILS

DME(Pilot tuned)

26 July 2011


Evolution of RNAV Long Range Navigation (LORAN)

Omega Radio Navigation System*

Inertial Navigation

VOR/DME and DME/DME

GPS/GLONASS and Augmentations

Galileo (Future)

Multi-sensorFlight Management System (FMS)

* terminated in 1997

26 July 2011


Area Navigation

Ground or Space Based NAVAIDs Aircraft Fly Waypoints

Protected Area Constant (“Linear’)

= Increased Design Flexibility26 July 2011


A METHOD OF NAVIGATION WHICH PERMITS

AIRCRAFT OPERTION ON ANY DESIRED FLIGHT

PATH WITHIN THE COVERAGE OF STATION-

REFRENCED NAVIGATION AIDS OR WITHIN THE

LIMITS OF THE CAPABILITY OF SELF-CONTAINED

AIDS, OR A COMIBANATION OF THESE.

AREA NAVIGATION (RNAV)

STATION-REFRENCED

GROUND

BASED

SPACE

BASED

KEY

POINTS

26 July 2011


WAYPOINT

A specified geographical location used to define an areanavigation route or the flight path of an aircraft employingarea navigation. Waypoints are identified as either:

Fly-by waypoint. A waypoint whichrequires turn anticipation to allowtangential interception of the nextsegment of a route or procedure, or

Flyover waypoint. A waypoint atwhich a turn is initiated in order tojoin the next segment of a route orprocedure.

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WAYPOINT FLYBY/FLYOVER

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Reference Navaid

VOR/DME

Nominal trajectory

WAY-POINT

D

RNAV VOR/DME

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DME/DME POSITIONING

d1

DME3

DME1

DME4

DME2

26 July 2011


RNAV POSITIONING GNSS

Satellites range measurements allow users

to calculate a position:

26 July 2011


RNAV POSITIONING METHOD

The RNAV system

identifies the next waypoint,

selects the most appropriate source of

navigation to determine its position

provides information to the auto-pilot to

fly to the next waypoint.

An RNAV route can be flown manually,

thanks to the flight director

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RNAV POSITIONING METHOD

Planned flight Path

Start of descent

Interception

Next WP

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ICAO GNSS Concept


22


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RNAV SYSTEM

All RNAV systems are not the same.

Basic RNAV map Simple Multi sensor

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RNAV SYSTEM

Complex Multi-sensor Avionic

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RNAV SYSTEM

May also be connected with other systems, such as

auto throttle and autopilot/flight director, allowing more

automated flight operation and performance

management.

Differences in architecture and equipment, the basic

types of functions contained in the RNAV equipment

are common.

26 July 2011


RNAV SYSTEM

VOR/DME

DME/DME

GNSS

INS/IRU

RNAV SYSTEM

A/C POSITION26 July 2011


RNAV SYSTEM – BASIC FUNCTIONS

RNAV systems are designed to provide a given level of

accuracy, with repeatable and predictable path definition,

appropriate to the application.

The RNAV System typically integrates information from sensors

such as air data, inertial reference, radio navigation, satellite

navigation, together with inputs from internal data bases and

crew-entered data to perform the following functions:

Navigation

Flight Plan Management

Guidance and Control

Display and System Control

26 July 2011


RNAV SYSTEM – BASIC FUNCTIONS

26 July 2011


RNAV AND RNP SPECIFIC FUNCTIONS

FIXED RADIUS PATHS

RF (Radius to Fix) Leg Fixed Radius Transition

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FLY-BY TURNS

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OFFSET FLIGHT PATH

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ICAO GNSS Concept


32


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RNP CONCEPT(BACKGROUND-1980-90)

Special Committee on Future Air NavigationSystem (FANS) identified need for performancebased navigation and developed RequiredNavigation Performance Capability (RNPC).

“RNPC: A parameter describing lateral deviationsfrom assigned or selected track as well as alongtrack position fixing accuracy on the basis of anappropriate level.”

26 July 2011


RNP CONCEPT(BACKGROUND-1980-90)

Later RGSCP review the concept as RNP“RNP (Doc9613) : A statement of the navigationperformance accuracy necessary for the operation within adefined airspace.”

Standard RNP values of 20, 12.6, 10, 4 and 1 wereadopted through ICAO Required Navigation PerformanceManual (Doc9613).

26 July 2011


RNP CONCEPT(BACKGROUND-1995)

Though there was awareness that RNP operations cannotbe conducted without an RNAV system, there was nocorrelation/ interrelation between RNAV and RNP.

“RNP (Doc9650) : A statement of navigation performanceaccuracy, integrity, continuity and availability necessary foroperation in a defined airspace.

(Report of the Special Communications/Operations Divisional Meeting -SP COM/OPS/95)

26 July 2011


RNP CONCEPT(PROBLEMS)

Addressed only the en-route phase of flight for oceanicand remote applications.

No ICAO RNAV/RNP requirements for continentalEnroute and Terminal applications.

This Led to:

Proliferation of national standards

Wide variety of functional requirements

Variety of required navigation sensors

Differing air crew requirements

Lack of global harmonization

26 July 2011


Why Action was Required ?

2003

Boeing

Europe

US

Australia

Canada

South America

China

Japan

Airbus

Russia

India

RNAVandRNP

Development of global navigation applications without intervention

B-RNAV

P-RNAV

US-RNAV

RNP10

RNP 4

RNP/RNAV

RNP 0.3

26 July 2011


RNAV/RNP ? COMPLEX WORLD

RNP 4 LNAV/VNAV

RNP 0.3

PRNAV

RNP 10

BRNAV

RNP-RNAV

GPS

DME-DME

INS

VOR/DME RNAV 1RNAV 2

RNAV TYPE A

RNAV TYPE B

RNP 5

IRU

26 July 2011


Evolution of RNP RTCA/EUROCAE: Defined performance and functional

requirements RTCA DO 236/EUROCAE ED-75 Minimum Aviation System

Performance Standards: Required Navigation Performance for Area Navigation (2003)

RNP: “A Statement of the navigation performance accuracy necessary for operation within a defined airspace”

RNP RNAV: “An area navigation capability that meets all of the requirements of this document”

RNP Type: ”RNP Types are established according to navigational performance accuracy in the lateral plane…”

RNP (x) RNAV: “A designator used to indicate the minimum navigation system requirements needed to operate in an area, on a route or a procedure”

Manufacturers: Delivered “RNP” based on different versions of requirements

26 July 2011


RNAV/RNP ADJUSTMENT REQUIRED

Earlier concept of RNP included the requirement of

accuracy only. Requirements of functional integrity,

continuity and availability was to be included.

Harmonization of current RNAV and RNP operations.

Development of new navigation specifications to meet

operational demands.

Clear distinction between operations that require

performance monitoring and alerting and operations

that don’t require performance monitoring and alerting.

26 July 2011


The Problem Addressed at ICAO

Need for focal point in ICAO to address

problems experienced with RNP Concept

GNSSP/4 recommendation 1/1

11th Air Navigation Conference

Individual Air Navigation Commission Panels

not suitable to address the problem

ANC (163/9) approved establishment of

Required Navigation Performance Special

Operations Requirements Study Group

(RNPSORSG) as coordinating group

“ICAO RNP Study Group”

26 July 2011

PANS-OPS Initial 3, July 2011 42July 26, 2011

AVIATION CHALLENGES

Growing demand for RNAV approaches

(safety, accessibility)

Growing demand for solutions to airspace congestion

Growing fuel efficiency requirements

Growing Environmental requirements

Most can be met with current technology, but standardization,

harmonization and operational requirements have to be put into

place.

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ICAO GNSS Concept


43


26 July 2011


These adjustment resulted in development

of new concept of Performance Based

Navigation (PBN).

All future RNAV applications to be

developed in accordance with PBN criteria.

The concept of PBN relies on the use of an

Area Navigation System.

44

PERFORMANCE BASED NAVIGATION

26 July 2011


PBN is a method for defining equipage

requirements by specifying the Performance

Requirements of an aircraft instead of mandatory

carriage of an equipment.

The PBN concept represents a shift from sensor-

based to Performance Based Navigation.

45July 26, 2011


26 July 2011



26 July 2011


RNAV & RNP in PBN

RNAV– Future applications of Performance

Based Navigation (PBN) without the requirement

of on-board performance monitoring and

alerting.

RNP– Future applications of Performance Based

Navigation (PBN) with the requirement of on-

board performance monitoring and alerting

26 July 2011


RNAV Application

(Notional)

RNP Application

(Notional)

ALERT TO PILOT

RNP 1RNAV 1

THE KEY DIFFERENCEON BOARD PERFORMANCE MONITORING AND ALERTING

1NM 95% of

Flight Time

1NM 95% of

Flight Time

Track Centerline

1NM 95% of

Flight Time

1NM 95% of

Flight Time

Track Centerline

26 July 2011


3

NAVIGATION

APPLICATION

1

NAVAID

INFRASTRUCTURE

2

NAVIGATION

SPECIFICATION

PBN COMPONENTS

Air Navigation Services

26 July 2011


NAVAID

INFRASTRUCTURE

PBN COMPONENT - 1

Ground-based Navigation Aids (Navaids)

VOR; DME; (Not NDB)

Space-based Navaids GNSS

GPS; GLONASS; future GALILEO

Self Contained ?

26 July 2011


PBN COMPONENT - 2

NAVIGATION

SPECIFICATION

RNAV RNP

Previous RNP

concept

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PBN COMPONENT - 2

26 July 2011


Existing designation of RNP10 is basically RNAV10 as it doesnot require on-board performance monitoring and alerting.

Recognizing the extent of existing airspace designations andoperational approvals using the designation RNP10, thedesignation of the airworthiness and operational approval aswell as airspace/route designation remains “RNP 10” in order tograndfather the present publications and extensive approvals.

New airspace designations and aircraft approvals will alsocontinue to use the “RNP 10” term while the required PBNapplication will be now known as “RNAV 10.”

INHERITANT INCONSISTENCY

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PBN COMPONENT - 3

NAVIGATION

APPLICATION

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AIRSPACE CONCEPT

WHAT DO WE WANT TO ACHIEVE?

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AIRSPACE CONCEPT DEVELOPMENT

Air Navigation Services

It requires the combined efforts of to:

Air Navigation Service Providers (Air Traffic)

Regulators (Flight Standards/Airworthiness etc)

PANS-OPS specialists (Procedure Designers)

System Users (operators)

STAKE HOLDERS

26 July 2011


AIRSPACE CONCEPT DEVELOPMENT

1. To Identify Strategic Objectives

2. To prioritize Strategic Objectives

3. To address Airspace Enablers

Safety ? Capacity ? Efficiency ? Environment ? Access ?

Navigation Surveillance Air Traffic ManagementCommunication

Safety ? Capacity ? Efficiency ? Environment ? Access ?

26 July 2011


ADVANTAGES OF PBN

Reduces need to maintain sensor-specific routes and

procedures, and their associated costs.

Avoids need for development of sensor-specific

operations with each new evolution of navigation

systems, which would be cost-prohibitive.

Allows more efficient use of airspace (route

placement, fuel efficiency, noise abatement).

Clarifies the way in which RNAV systems are used.

Facilitates the operational approval process for

operators by providing a limited set of navigation

specifications intended for global use.

26 July 2011


PBN COMPONENT

RNAV 1/2

Terminal

RNAV 5

Enroute

ContinentalRNP

APCH

RNP 1

TerminalRNP 4

EnrouteRNAV 10

Enroute

Oceanic

APAC Navigation Strategy

26 July 2011


APAC Navigation Strategy

transit to PBN operations as follows :

RNP10/RNP4 for Oceanic and Remote Continental routes;

RNAV5/RNAV2 for Continental En-route;

RNAV1, RNAV2 and Basic RNP1 based arrivals and departure;

APV (Baro-VNAV, RNP AR and APV I/II);

Precision approaches at selected runways.

with respective end states as follows:

RNP4 for Oceanic and Remote Continental routes;

RNP1/RNP2 for Continental En-route;

RNP1 and RNP0.3 based arrivals and departure;

APV (Baro-VNAV, RNP AR and APV I/II);

Precision approaches at selected runways.

26 July 2011






ICAO GNSS Concept


61


26 July 2011


GNSS FUNDAMENTALS

Satellites range measurements allow users

to calculate a position:

26 July 2011


GNSS FUNDAMENTALS

Two core satellite constellations

GPS (USA) and GLONASS (Russia)

Galileo (EU-FUTURE)

Each satellite sends permanently a navigation

message (Ephemeris) which contains

Identification

Position

Time

Others

6326 July 2011


SVi : xi, yi, zi

SVj : xj, yj, zj

SVk : xk, yk,

zk

GPS receiver

location

2 points given by the

intersection of the three

LOPs


GNSS FUNDAMENTALS

Satellites range measurements allow users to

calculate a position.

User clock is not precise enough: pseudo ranges,

including clock error, are measured.

Pseudo-range measurements may be affected by

satellites geometry and different type of errors:

Atmospheric propagation

Ephemeris and clock errors

Satellite failures

26 July 2011


Dilution of Precision

Number of satellites in view

Satellite Outage

PRECISION Geometry

26 July 2011


Dilution of Precision

Does the position

meet the

requirement to be

used for navigation

26 July 2011


Integrity Monitoring Alarm Limit

ACCURACY

OF

POSITION

INTEGRITY

IMAL VALUE

POSITION

TO BE USED

POSITION

NOT TO BE

USED

Integrity is a measure of the trust which can be placed

in the correctness of the information supplied by the

total system. Integrity includes the ability of the system

to tell the user when the system must not be used for

the intended operation (or phase of flight).

26 July 2011


AUGMENTATION

To meet the operational performance requirements for all

phases of flight, both GPS and GLONASS require

varying degrees of augmentation.

Three systems, ABAS, SBAS and GBAS, overcome

inherent limitations in GPS and GLONASS.

Aircraft Based Augmentation System (ABAS)

Satellite Based Augmentation System (SBAS)

Ground Based Augmentation System (GBAS)

26 July 2011


Global Navigation Satellite System (GNSS)

The total system including core satellite

constellations and all augmentation

systems is referred as Global Navigation

Satellite System (GNSS).

26 July 2011


ICAO GNSS CONCEPT

AUGMENTATION

SATELLITE

BASED

(SBAS)GEOSTATIONARY

EGNOS

WAAS

MTSAS

GROUND

BASED

(GBAS)

ON BOARD

(ABAS)A.A.I.M

R.A.I.M

GAGAN

26 July 2011


approac

h

airport A airport B

descentholding

climbing

initial

taxiing

taking offlanding

ROUTE TerminalTerminal Approach

en route

IMAL is coupled with GNSS mode

GNSS MODE

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ICAO GNSS Concept


73


26 July 2011


RNAV PBN OPERATIONS

EN-ROUTE

AIRWAYS

TERMINAL

SID/STAR

APPROACH

PANPA

CAT I

CAT II

APV

BaroVNAV APVI

APVII

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.

26 July 2011


APV - VERTICAL GUIDANCE?

Baro-VNAV

Altimeter

APV

SBAS

!Baro-VNAV system does not accomodate the

effect of altimeter source temperatures on VPA

26 July 2011


GLS - VERTICAL GUIDANCE?

GLS

GBAS

26 July 2011


ICAO APAC PBN Implementation Targets

Short Term (upto 2012)

RNP APCH (with Baro-VNAV) in 50% of instrument runways

by 2012 and priority should be given to airports with

operational benefits.

RNAV 1 SID/STAR for 75% of international airports by 2012

and priority should be given to airports with RNP Approach.

Re-defining existing RNAV/RNP routes into PBN navigation

specification by 2012

Implementation of additional RNAV/RNP routes

26 July 2011


ICAO APAC PBN Implementation Targets

Medium term (2013-2016)

Implementation of additional RNAV/RNP routes

RNP APCH with Baro-VNAV or APV in 100% of instrument

runways by 2016

RNAV 1/RNP 1 SID/STAR for 100% of international airports

by 2016

RNAV 1/RNP 1 SID/STAR for 70% of busy domestic airports

where there are operational benefits

26 July 2011


RNAV PBN IMPLEMENTATION

Where are we ?

26 July 2011


Questions ?

26 July 2011

rnav awareness

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