training for pilots. objective for pilots to have a good understanding of the concepts and...

Training for Pilots

Objective For pilots to have a good understanding of the concepts and operational aspects of PBN Condition Based on generic information, not type or equipment specific Reference In accordance with the contents of ICAO documentation relating to PBN http://www.icao.int/safety/pbn/

Section 1 PBN Concepts Section 2 Operational Aspects Section 3 Issues Section 4 Helicopter Specific

Development of PBNPBN Concepts in detailThe PBN Error Model

Conventional Navigation: Airways connecting ground based radio aids Inefficient Concentration of aircraft over beacon Area Navigation Position determined from many ground based radio aids Free routing possible More flexible routing

Developed based on the aircraft technology Different standards in different regions P-RNAV and B-RNAV in Europe US RNAV A and B in the USA Different approach needed P-RNAV B-RNAV US RNAV A US RNAV B Performance Based Navigation

Start by defining what the requirements are Accuracy Integrity Continuity Functionality Determine how these can be met Opposite to early RNAV looked at what was possible from the technology Can accommodate changes to navigation systems Improved efficiency, reduced costs, better standardization

PBN Navigation Specification NAVAID Infrastructure Navigation Application For example RNP1, RNAV1, RNP2 For example GNSS

NDBs are not used VOR use limited due to angular error -increases with distance -RNAV 5 Routes only

DME-DME position fixes - accuracy of 0.2 nm 90 o angle of cut is most accurate Error in distance measurement Indicated distance

Greater position uncertainty makes this fix unusable DME-DME limited to Angle of cut between 30 o and 150 o 180 o angle of cut

GNSS - Global Navigation Satellite System Current GPS Planned GLONASS Galileo BeiDou Accuracy depends on multiple signals No Failure flag, requires augmentation for safety critical systems

Aircraft Based ABAS Ground Based GBAS Space Based SBAS

Aircraft Based Augmentation System Aircraft Autonomous Integrity Monitoring Receiver Autonomous Integrity Monitoring Compares GNSS position with other sensors, e.g. IRS Uses additional satellites to check validity of position

5 Satellites Faulty signal detected 6 Satellites Faulty signal isolated 4 Satellites Position fix

Space Based Augmentation System WAAS (USA) EGNOS (Europe) GAGAN (India) Ground Receiver Uplink

Ground Based Augmentation System Single ground station Airport Location Supports Precision Approaches Airport Ground Receiver

RNAV and RNP are types of PBN navigation specifications RNP specifications: Requirement for on-board performance monitoring and alerting Monitoring of Flight Path -Usually a pilot function -Lateral Deviation Indicator Monitoring of Navigation System -Usually automatic -GNSS "Integrity monitoring" See The PBN Error Model for more information on the sources of position error 0.2 L RNP / ACTUAL 1.00 / 0.06 NM N4530.03 W7333.80

Integrity defined as: A measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid warnings to the user (alerts). Conventional instruments: - Cross checks - Fail flags N E S W NAV GNSS has no inbuilt failure message Augmentation provides the required integrity monitoring

RNP 10 has been widely implemented En-Route / Oceanic specification No requirement for Integrity Monitoring NOT an RNP specification ICAO documents will refer to RNAV 10 Where applicable RNAV 10 will be used here

PBN Specifications defined in terms of Accuracy, Integrity, Continuity and Functionality Integrity already defined (RNP definition) Continuity The capability of the system to perform its function without unscheduled interruptions during the intended operation

PBN Navigation Specifications detail the Functionality Requirements Basic functionality is common to ALL Specifications: Display of Lateral Deviation Distance/Bearing to 'Active' Waypoint Time to 'Active' Waypoint (or Groundspeed) Failure Indication TOMLE 268 o 5.2 NM 07:47

RNAVRNP RNAV 10 RNAV 5 RNAV 2 RNAV 1 RNP 4 RNP 2 RNP 1 RNP 0.3 Extract from Navigation Specification A-RNP RNP APCH RNP AR APCH

Navigation Specification Flight Phase Approach E-Route Oceanic/remote En-Route continentalArrivalInitialIntermediateFinalMissedDep RNAV 1010 RNAV 5 55 RNAV 2 22 2 RNAV 1 1111 11 RNP 44 RNP 222 RNP 1 111 11 A-RNP22 or 11110.311 RNP APCH 110.31 RNP AR APCH 1-0.1 0.3-0.11-0.1 RNP 0.3 0.3 Numbers in the table refer to the required navigation accuracy in nm for the given flight phase

Applicable PBN Navigation Specifications RNAV 10, RNP 4, RNP 2 RNAV 10 RNP 2 Dual LRNS (GNSS, INS) INS Time limited 6.2 Hours Extendable by Position update Enhanced Continuity Requirement 6 Hours5 Hours DME/DME Update RNP 4Dual LRNS (GNSS)

Review Questions

In the PBN Specifications, the number included in the specification name refers to: a)The required accuracy, in Km, of the navigation system b)The separation required between aircraft operating on routes using this specification c)The required accuracy, in Nm, of the navigation system What is the difference between RNAV and RNP specifications? a)RNAV specifications require space based augmentation of GNSS for integrity monitoring b)RNP specifications allow multiple navigation aids for position updating c)RNP specifications have a requirement for on-board performance monitoring and alerting

Which of the following is NOT a basic function required in all PBN Navigation Specifications? a)Lateral deviation indication displayed to the pilot b)Facility to operate offset parallel tracks c)Display of distance/bearing to active waypoint Which Navigation aids may be used in Performance Based Navigation? a)GNSS only b)GNSS,VOR, DME and INS c)GNSS, VOR, DME, INS and NDB

Indicated position Navigation system Accuracy Probability

3 Sources of error: The combined error is called the Total System Error (TSE)

FTE may be monitored automatically Usually the information is presented visually to the pilot 0.2 L FTE should be kept to a minimum - Maintain the center line

The actual NSE is unknown Estimates are often given by Navigation Systems Actual Navigation Performance (ANP) Estimated Position Uncertainty (EPU) RNP / ACTUAL 1.00 / 0.06 NM N4530.03 W7333.80 Estimate of the system performance

PBN Fundamental Requirement: TSE < Required Accuracy at least 95% of the time FTE is easier to monitor, and should be kept to a minimum: Maintain center line NSE is typically small, but difficult to determine Typically the TSE is significantly smaller than the required accuracy MENU MENU

Review Questions

Which of the following statements regarding the errors in the PBN model is true: a)Navigation System Error is usually negligible b)Flight Technical Error is usually negligible c)Path Definition Error is usually negligible A requirement of PBN is that the total system error a)Is always less than 1 nm b)Is always less than the required accuracy of the navigation specification c)Is equal or less than the required accuracy of the navigation specification for at least 95% of the time

Operating in PBN airspace SID / STAR Procedures Approach Procedures Charts Planning and Pre-Flight

Aircraft Certification AFM entry PBN Navigation Specifications Optional functionality (where relevant) Operational Approval SOPs, training, MEL, Database, Contingencies etc Commence Operations

Block 10 Equipment R for PBN approved Block 18 Other Information PBN/.. Coded entry for capability PANS ATM (Doc 4444) App. 2

Example: PBN/ B1 O1 S1 B1RNAV 5 All Sensors (en-route navigation) O1RNP 1 All Sensors (SID/STAR) S1RNP APCH (Approach)

Majority of PBN specifications require an on-board database of Waypoints RNAV 10 and RNAV 5 do not A.I.R.A.C Cycle Validity check of Database NAV DATA ACTIVE AIRAC1409AUG21/SEP17/14 DRAG/FF +0.0/0.0 -------------------------------------------------- Malpensa MILANO ISSUE 10101 JAN 15 Information in this booklet shall be considered effective upon receipt unless prefaced by WEF AERODROME BOOKLET The Charting Company

NOTAMs for conventional radio aid availability RAIM facility Prediction service: AUGUR (Europe) and FAAs SAPT (US) NOTAM GNSS unit Function DONUT RAIM AVAILABLE 18:00 01-APR-15 WaypointDate Time RAIM Prediction AUGUR output GNSS Unit Function

RNP APCHRNP AR APCH Loss of RNP capability Missed Approach requirements Dual System

Confirm serviceability of Required Equipment Inoperative Implications of any Unserviceable Items Minimum Equipment List (MEL)

Extract the procedure in full by name from database > > > > > > > > > > > > EADL DEPARTURES MIDAL Confirm route with chart AMELI MADDI DORTA 24 27 I I I I I I I 30

Items to consider: - Navigation Database validity - Availability of required NavAids - RNP APCH / RNP AR APCH alternate arrival or airport - Maintenance logs and MEL - Flight Plan - Loading and Checking the SID

Review Questions

The navigation database: a)Is a requirement for all PBN navigation specifications b)Is valid for 28 days and must be confirmed valid prior to operating c)Can be used without updating as long as NOTAMs are checked before flight When completing a flight plan for a flight which is intended to include operations in PBN airspace: a)No special information needs to be included b)Block 18 must contain all PBN capabilities of the aircraft, regardless of the intended operation c)Block 18 contains information on the aircraft PBN capabilities relevant to the flight, and is limited to 8 entries

When considering a notified RAIM outage that affects a planned flight, which of the following is correct; a)Any RAIM outage requires a re-planning of the flight b)A RAIM outage is acceptable as long as contingency procedures are in place c)A RAIM outage of more than 5 minutes will require a re-routing or re-timing of the flight When planning for an RNP APCH arrival at destination, it is necessary to ensure; a)The availability of multiple alternate airfields b)Landing at the destination airfield can be assured using a conventional approach c)sufficient means are available to permit landing at either the destination or alternate in the event of a loss of the RNP capability

General Information

Aircraft Aircraft Flight Manual (AFM) Certification of the aircraft for PBN Navigation Specifications Crew Aircraft Operating Manual (AOM) Crew approval to operate

Flyby Flyover

RF Radius to Fix Terminal airspace Optional functionality RNP 1, RNP 0.3 and RNP APCH Required functionality RNP AR APCH Chart will specify the requirement where applicable RNP APCH RF Required

FRT Fixed Radius Transition En-route Optional Functionality RNP 4, RNP 2 A-RNP

RNP / ACTUAL 1.00 / 0.06 NM N4530.03 W7333.80 RNP Values may be automatically set - Value comes from Database - Verify correct for Application Note: Default Values May be used outside of PBN Airspace Where the value is required to be input Manually: - Verify the RNP value from the chart

Notify ATC in case of loss of PBN Capability e.g. Equipment failure Co-ordinate with ATC Revised Clearance Established regional procedure for loss of communication Loss of RAIM Generally results in loss of PBN capability Unable RNP Due

Items to consider: - Understand the certification of the aircraft and the approval of the crew to operate in PBN airspace - RNP Values in the navigation system Entering, checking and default values - Contingency procedures "Unable RNP due.."

Review Questions

In order to operate on PBN routes and procedures a)The aircraft must be certified to the required navigation specification b)The pilot must be approved for PBN operations c)Both a) and b) are required When operating in PBN airspace, if a system failure results in a loss of PBN capability: a)ATC must be notified using the phrase Unable RNP due b)It is permissible to continue without notifying ATC as they are responsible for navigation c)The pilot must declare an emergency

The Radius to Fix leg a)Is useable in terminal airspace by all aircraft approved for PBN operations b)Is useable in en-route airspace, by aircraft certified specifically to perform RF legs c)Is useable in terminal airspace by aircraft certified specifically to perform RF legs

SIDs and STARs

RNAV 5 Initial part of STAR outside of 30 nm from the ARP RNAV 2 RNAV 1 RNP 1 A-RNP RNP 0.3 - Helicopters

Extract the procedure in full by name from database > > > > > > > > > > > > EADL DEPARTURES MIDAL Confirm route with chart AMELI MADDI DORTA 24 27 I I I I I I I 30

Allowed changes to a stored procedure are limited: Change from flyby to flyover NOT allowed > > > > > > > > > > > > DEFINE WAYPOINT KRH Ref Wpt Bearing/Dist 270/12 ACCEPT Manually created waypoints NOT allowed Acceptable Changes (ATC Request): - Shortcuts - Entry of existing waypoint

Position Update on ground: GNSS signal received DME/DME/INS initial position DME/DME may need to depart on heading Navigation engagement (lateral guidance) Min 153 m (500 ft) 0500 29.92 0700 0600 0400 0300 GNSS STATUS 1 5 2 3 Acquiring Satellites. 8

Required: Navigation Performance Reference to Charts Differences of up to 3 o Not Required: Conventional Radio aids In the absence of integrity alert

Items to consider: - Selecting the procedure In full, by name, from valid database - Modification of the procedure Direct to, addition of existing waypoint; only at request of ATC - SID specific requirements Position fix, RNP engagement by 500 ft - Monitoring Navigation performance, reference to Charts

Review Questions

Why must a SID or STAR be selected by name from the database rather than created manually by insertion of the waypoints? a)The waypoints in the SID/STAR are not the same as those stored individually b)The database coding of the procedure includes additional information such as the RNP value for alerting c)The aircraft will not correctly fly from one point to another if the waypoints are manually inserted What modifications are allowed to a SID or STAR once it has been selected from the database? a)Direct to.. Actions may be performed, at the request of ATC b)A waypoint may be changed from flyby to flyover, at the pilots discretion c)Manually created waypoints may be used to enhance the aircraft performance on the selected SID or STAR

Approaches - General

RNP APCH-Standard RNP Approach RNP AR APCH-Authorization Required -Higher Accuracy requirements -RF Legs required

2-D Lateral Guidance Only Minima expressed as MDA's 3-D Lateral and Vertical Guidance Minima expressed as DA's LNAV-Based on GNSS LP-Based on SBAS augmented GNSS

LPV Minima SBAS only Vertical profile from SBAS Signal LNAV/VNAV Minima SBAS or Baro-VNAV Baro-VNAV: - Vertical profile generated - Barometric altimeter system used

It is possible to fly an Overlay on Conventional Non-Precision Procedures Conventional aid (VOR or NDB) remains PRIMARY Execute missed Approach if signal lost or disagrees Advisory Vertical Guidance: Baro VNAV system Non-Precision Approach, therefore MDA published

> > > > > > > > > > > > EADD ARRIVALS RNP 27L Extract the procedure in full by name from database Confirm route with chart RW27L DD600 DD601 TOMLE RNP APCH 27L DD600 DD601 RW 27L 3.0 o 5.0 Nm 1690 2625 Check correct coding of Approach Path

SPD | LNAV | VNV PTH CMD Confirm engaged modes correct Use of Autopilot / Flight Director Recommended Monitoring position relative to path (Incl. Vertical if required) Establish on final by FAF/FAP

Use of capability permitted IF: Missed approach NOT due to failure of system WARNING Loss of Integrity Check NAV Position Loaded in full from Navigation Database Use conventional Navigation

Operator required to develop and document in AOM

Items to consider: - Selecting and checking the procedures In full, by name from valid database Verify with reference to published procedure chart - Confirm engagement of required modes - Monitor position relative to path (incl. vertical if applicable) - Missed approach based on PNM capability Acceptable, provided functional

Approaches RNP APCH to LNAV and LNAV/VNAV minima

Cross-Track Error Normally limited to RNP If greater than 1 x RNP (0.3nm), execute Missed Approach 1 x RNP Indicated by Full Scale Deflection Brief deviations up to 1 x RNP acceptable during/after turns

For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed

Baro-VNAV confirm correct Baro setting Discontinue approach for any of the following: Loss of Navigation Loss of Integrity Alerting capability (before FAF) Loss of Integrity Excessive FTE

Barometric Information for Vertical Profile Sensitive to Temperature Error Min Temp specified on Chart Below this Temp Baro-VNAV not authorized Can still use LNAV only FMS with AUTOMATIC temperature correction: May continue to use procedure

Approaches RNP APCH to LP and LPV minima

SBAS Channel - Unique Identifier for the approach Before FAP: Loss of Navigation Loss of Integrity After FAP: Excessive FTE Loss of navigation (Incl. Loss of Integrity monitoring) Loss of vertical guidance signalled

Angular deviation (similar to ILS) Deviation should be limited to Half Scale Deflection - Both Lateral and Vertical Lateral Deviation Vertical Deviation

Approaches RNP AR APCH Authorization Required

AR Authorization Required RNP < 0.3 for Final Segment RNP < 1.0 for initial, intermediate and Missed approach segments RF Legs - AFM for aircraft certification - Speed control essential Autopilot and Flight Director use Mandated Check of Altimeters between IAF and FAF

Cross-Track Error Normally limited to RNP If greater than 1 x RNP, execute Missed Approach 1 x RNP Indicated by Full Scale Deflection Brief deviations up to 1 x RNP acceptable during/after turns

For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed

Items to consider: - Deviation monitoring Missed approach for excessive deviation - Baro-VNAV Altimeter sub scale Minimum Temperature - SBAS Channel selection - RNP AR APCH Altimeter cross check between IAF and FAF

Review Questions

Approach operations are classified as either 2D or 3D. A 3D approach operation a)Is performed to an MDA which the aircraft must not descend below with the required visual reference b)Is performed to a DA, allowing for height loss after the commencement of a missed approach c)Is performed to a DA which the aircraft must not descend below with the required visual reference Which statement is correct regarding approach operations to LNAV/VNAV minima? a)These approaches must be operated using Baro-VNAV b)Either Baro-VNAV or SBAS may be used to operate these approaches c)Only SBAS may be used to operate these approaches

Missed approaches based on PBN navigation specifications a)May be used, provided the reason for the missed approach was not the loss of PBN capability on the aircraft b)May never be used c)May be used following a go-around, regardless of the reason Verification of the approach procedure prior to operation a)Is not required, if the procedure was extracted from a valid database b)Should be performed by comparison with the appropriate chart c)Can take the form of a basis 'reasonableness' check for gross erros

For RNP APCH approaches using Baro-VNAV, the temperature published on the chart a)Is the recommended minimum temperature for operations and is advisory only b)Is the minimum temperature at which use of the procedure is authorized c)Represents the assumed temperature used in the design process Vertical deviation is displayed to the pilot using a deviation scale. These scales a)Will be calibrated such that full scale deflection represents the maximum allowed deviation from the vertical path b)are for information only and do not require monitoring c)Are not consistent between aircraft types. They correct interpretation of the scale must be understood before operating a vertically guided approach

Approach Chart SID Chart PBN Specification used Additional Info e.g. RF Legs

Standard naming convention from 2022 All PBN Approaches Basic Form: RNP RWY 27L Additional Approaches to same runway: Include Z, Y, X, W

Additional Information may be appended: AR-Authorization Required LNAV/VNAV only LP only LPV only These limits ONLY may be used with the Approach Interim Naming Until 2022 RNAV (GNSS) RWY 23 Standard RNP APCH RNAV (RNP) RWY 23 RNP AR APCH (Authorization Required)

Baro-VNAV Min Temp SBAS Channel

Generic example Commercial Charting products will use different conventions All relevant information should be included MENU MENU

Review Questions

The PBN requirements box contains information on a)The navigation specification used in the procedure, and may include additional items such as RF legs where needed b)the approval to operate the procedure c)Minimum temperatures, where applicable, below which the procedure is not authorized The suffix AR after a chart identification eg RNP RWY 27 (AR) identifies a)The approach is an 'Authorization Required' approach. Specific approval must be obtained prior to operating these types of approaches. b)The approach is an 'Authorization Required' approach. This approval can be granted by ATC when offering the approach c)The approach is an 'Authorization Required' approach. Approval of the operating Captain is required.

For RNP APCH approaches conducted to LPV minima a)Baro-VNAV can be used if annotated on the chart b)The SBAS channel number must be verified. c)The approach is not authorized below the minimum temperature specified on the chart.

Lack of available codes, limited to: - RNAV 10, RNAV 5, RNAV 2, RNAV 1 - RNP 4, RNP 1, RNP APCH, RNP AR APCH No available code for RNP 2, RNP 0.3 (Helicopters), Advanced RNP FF ICE - Future development of the flight planning system - More flexible - Information on aircraft capabilities not limited

No Standard Definition: Many variants - Use different PBN Navigation Specs May require RF Legs (not all aircraft certified to fly) Different Visual Requirements Different Navigational Aid Requirements Non-Standard Naming: RNAV Visual, Visual RNAV, RNVV Visual VISUAL procedure

Not a PBN Specification Based on GNSS augmented by GBAS Provides precision approach analogous to ILS Cat 1 currently available Cat II/III in development Presented here for avoidance of confusion

Common Charting Issues: No PBN Requirements Box - Info in notes/ header section - PBN Navigation Specification detail omitted - DME-DME RNP 0.3 NA (Not Authorized) No Minimum Temperature Box - As above, information in general notes FMS/GNSS equipment procedure identification not consistent - RNV may be used MENU MENU

RNAV (GPS) instead of RNAV (GNSS) - Equivalent US/Canada Chart Identification will not be harmonized - RNAV (GPS) RWY 23 remains North American standard

RNP 0.3 Specifically designed for Helicopters All Phases-En-route continental Terminal Offshore Low level Mountainous High Density airspace

GNSS ONLY RAIM or SBAS Augmentation RAIM Prediction Service

Flight Plan Completion Navigational Database Validity Selecting/Modifying the Procedure Position fix prior to Departure Preparation of Contingency Navigation Loss of RNP Capability

Point in Space (PinS) Approach Helicopter Procedure - Instrument Segment followed by a visual segment RNP APCH to a specified Point "Proceed Visual" or "Proceed VFR" PinS Mapt Instrument Segment Visual Segment

Direct Visual Segment Obstacle identification for straight in (+/- 30 o ) landing from Mapt to landing site Descent Point defined Maneuvering Visual Segment Obstacle identification for landing from a direction other than directly from Mapt Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5

Passing the Mapt transition to VFR (State rules apply) Pilot responsible to see and avoid Obstacles HAS Diagram Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5

Similar in Concept to the PinS Approach Depart Visually Visual Segment, and Instrument Segment beginning at the IDF. Depart Visually to join Procedure at Point in Space Proceed VFR Depart and remain in VFR Conditions Until Joining the Instrument segment at the IDF Initial fix IDF Flyby Waypoint Obstacle clearance assured on Instrument Segment Instrument Segment based on PBN specification (e.g. RNP 0.3)

Detailed information in PANS OPS Vol I Part I Section 8 Ch. 4 Same definitions as for PinS Approach "Proceed Visually"-Obstacle identification provided "Proceed VFR"- Pilot responsible to 'see and avoid' MENU MENU

Review Questions

RNP 0.3 is intended for use by helicopters a)In the terminal area only b)In the terminal area and for offshore operations c)In all phases of flight including terminal, en-route and offshore A PinS arrival is best described as a)A PBN instrument segment followed by a ILS approach b)A PBN instrument segment to an RNP APCH approach c)A PBN instrument segment, followed by a visual segment which is identified as 'Proceed Visual' or 'Proceed VFR'

When given a clearance to 'Proceed VFR' during a PinS approach a)Obstacle identification is provided b)State VFR rules apply, the pilot is solely responsible to see and avoid obstacles c)No specific minima apply as long as the pilot is able to navigate visually

training for pilots. objective for pilots to have a good understanding of the concepts and...

Documents

distance slide

validity of position

example gnss slide

satellites position

flexible routing slide

helicopter specific

o angle of cut slide

better standardization