PBN Implementation - Master Thesis Presentation

Contents

1. Introduction to PBN Concept

1.1. Historical Evolution of Performance Based Navigation (PBN)

1.2. From Conventional Navigation to Area Navigation. Comparative analysis

1.3. PBN Regulatory Context

2. PBN Components

2.1. NAVAID Infrastructure

2.2. Navigation Specification

2.3. Navigation Aplication

3. PBN Implementation Strategy and Global Overview of PBN Implementation Level

3.1. Implementation Steps

3.2. Worldwide analysis and the level of PBN implementation

3.3. Benefits and impact on the environment

Conclusions and recommendations

1.1. Historical Evolution of Performance Based Navigation (PBN)

1970 - Development of Minimum Navigation Performance Specification (MNPS) concept and creation of Review of General Concept of Separation Panel (RGCSP)

1983 - creation of the Special Committee on Future Air Navigation Systems (FANS) and development of Required Navigation Performance Capability (RNPC) concept

1990 - RGCSP developed the first ICAO Doc 9613 Manual on Required Navigation Performances (RNP)

June 2003 - creation of the RNP Special Operational Requirements Study Group (RNPSORSG)

2007 - ICAO introduced the Performance-based Navigation (PBN) Concept, the RNPSORSG ended its activity and was replaced by the PBN Study Group (PBNSG)

2013 - PBNSG introduced three new navigation specifications to the PBN Manual and published the 4th edition of ICAO Doc 9613

Since 2017 - PBNSG had been working on the fifth edition of the PBN manual, ICAO Doc 9613.

Today, navigation specifications are published in the PBN manual and is designed to be

the basis for certification and operational approval worldwide.

At European level

The PBN IR timeframe comprise the period between 2020-2030 and specifies to implement by:

3 December 2020 - RNP APCH or RNP AR to all IREs without PA, RF legs where required, and RNAV 5 for all ATS routes at or above FL150.

25 January 2024 - RNP APCH or RNP AR to all IREs, RF legs where required; for all IREs for at least one established SID/STAR - RNAV 1 or RNP 1 including RF (or vertical paths defined by constraints), and RNP 0.3 or RNP 1 or RNAV 1 for rotorcraft operations; for ATS routes established below FL150 - RNAV 5, and RNP 0.3 or RNP 1 or RNAV 1 for rotorcraft operations.

6 June 2030 - RNAV 1 or RNP 1 including RF (or vertical paths defined by constraints) applicable to all SIDs/STARs when established; and RNP 0.3 or RNP 1 or RNAV 1 applicable to all SIDs/STARs for rotorcraft operations when established.

1.2. From Conventional Navigation to Area Navigation. Comparative analysis

1.3. PBN Regulatory Context

Hierarchy of docs:

Chicago Convention Annexes PANS and SARPS Documents Circulars.

ICAO is the most global source for PBN regulatory context, that bind all contracting States. Documents providing standards for PBN implementation are as follows:

• ICAO Annex 6, providing standards for PBN flight operations,
• Annex 10, providing technical standards for navigation infrastructure used for PBN operations,
• Annex 11 providing standards for separation minima between aircraft,
• PANS-ATM (Chapter 5) providing specifications for spacing between proximate PBN procedures,
• PANS-OPS providing PBN obstacle clearance related to PBN procedures.

2.1. NAVAID Infrastructure

• GNSS

ABAS GBAS SBAS

• VOR/DME

• DME/DME

• IRS/INS

2.2. Navigation Specification

Navigation Specifications

RNAV RNP

NO on-board performance on-board performance

monitoring&alerting monitoring&alerting

capability capability

RNAV 10, RNAV 5, RNAV 1/2

RNP 4,

RNP 2,

RNP 1,

A-RNP,

RNP APCH,

RNP AR APCH,

RNP 0.3

RNAV Specifications:

RNAV 10 (designated and authorized as RNP 10) - for oceanic and remote areas 50/50 NM lat/long

RNAV 5 - intended for application in the en-route phase of flight

RNAV 1 and RNAV 2 - for operations in a radar environment with direct controller-pilot communication, applicable to all ATS routes, en-route domain, SIDs and STARs, instrument approach procedures up to the final approach fix.

RNP Specifications

RNP 4 - oceanic and remote areas operations, 30/30 NM lat/long

RNP 2 -  developed for en-route applications (oceanic, continental, and remote airspace) in low/medium density air traffic, and little or no ground-based NAVAID infrastructure. In oceanic/remote airspace should be ensured continuity.

RNP 1 -   used for connectivity routes between the en-route structure and TMA with limited or without ATS surveillance, with low/medium density air traffic, used in SIDs and STARs, and also for the initial and intermediate approach segments.

Advanced RNP - is developed for operation in oceanic/remote airspace, in continental en-route structure and in arrival and departure routes and approaches. It can be used also in higher density routes with insufficient ground-based NAVAID providing accuracy of less than 1 NM.

RNP APCH - developed to address approach applications based on GNSS to support RNP APCH operations down to LNAV or LNAV/VNAV minima

RNP AR APCH - helps developing instrument approach procedures to airports with limiting obstacles and it is primarily based on GNSS

RNP 0.3 - is primarily intended for helicopter operations and is to be used en-route (continental, remote continental and offshore operations) and in terminal areas down to the final approach fix, being applicable for departure, arrival including the initial and intermediate approach segments, and to the final phase of the missed approach.

2.3. Navigation Aplication

Navigation Application is enabled by the application of a Navigation Specification and the supporting NAVAID Infrastructure to operate specific routes, procedures or defined airspace volumes.

3.1. Implementation Steps

plan

design

validate

implement

A System Safety Assessment should be conducted after implementation and evidence collected to ensure that the safety of the system is assured

3.2. Worldwide analysis and the level of PBN implementation

ICAO developed the  PBN Implementation Tracking Tool, intended for  ICAO Regional Offices to collect and track information regarding each State implementation of Performance Based Navigation. According to the information provided by states, from the 196 countries and 5 territories around the world:

• 133 states and 3 territories already have a PBN Implementation Plan,
• 56 countries and one territory do not have one, and
• 5 other countries and one territory there is no information available.

3.2.1. PBN Implementation level in Asia/Pacific

PARS & PALS

• Phase I by 12 November 2015,
• Phase II by 07 November 2019,
• Phase III by 01 December 2022
• Phase IV of PARS and PALS are still being developed and provided for further implementation.

3.2.2. Middle East Region

• short term (2013-2017),
• medium term (2018-2022),
• Long Term Implementation (2023 and Beyond), GNSS augmentation is expected to be a primary navigation infrastructure for PBN implementation,

3.2.3. European and North Atlantic Region

• phase (2010-2015),
• second phase (2015-2020),
• Beyond 2020 phase, multi-constellation and multi frequency GNSS environment that will provide an adequate level of GNSS service, reducing the probability of having a GNSS failure, having and using less back-up equipment (such as DME); removing any remaining VOR.

3.2.4. South American Region

• Short term (up to 2010),
• Medium Term (2011-2015),
• Further development of detailed navigation planning it is expected and necessary, and the States in the region are advised to prepare a PBN Roadmap to provide proper guidance to air navigation service providers, airspace operators and users, regulating agencies and international organisations, describing the RNAV and RNP navigation applications that should be implemented in the CAR/SAM Regions.

3.2.5. Africa-Indian Ocean Region

• near term (2008-2012),
• mid term (2013-2016),
• long term (2016 and beyond) - equipping aircraft with data communications, FMS and integrated displays; FRT, RF legs, and RNP offsets; increased use of operator-preferred routes; use of RNP-based arrival and departure structure; ground-based tactical merging capabilities in terminal airspace; RNP will be mandatory in busy en-route and terminal airspace and RNAV operations will be required in all other airspace.

3.2.6. North American, Central American and Caribbean Region

• Near Term (2006-2010),
• Mid Term (2011-2015),
• Far Term (2016-2025) , expected and in process of development/ implementation the use of RNP in the airspace above FL290; the use of mixed ground and airborne capabilities to ensure aircraft separation; strategic and tactical flow management through system-wide integrated ground and airborne information system; system flexibility and responsiveness through flexible routing and distributed decision-making; optimized operations through integrated flight planning, automation and surface management capabilities.

3.3. Benefits and impact on the environment

• ATS Route Design
• Free Route Airspace (FRA)
• Trajectory Based Operation (TBO)
• CDO/CDA/CCO
• Safety

• Capacity

• Operating returns

• Environment

Conclusions and recommendations

Important challenges identified in the PBN Implementation:

1) Global interoperability

2) Documentation

3) Standardization

4) Synchronized transition to PBN

5) GNSS

From the ANSPs perspective there are several challenges in the PBN implementation:

1) As for most ANSPs due to the lack of project experience and difficulty to provide consistent training to experts, in order to improve implementation capability and capacity, the solution to this issue is inviting design expertise from external operators.

2) PBN navigation specifications require data for conducting the studies and create a proper applicable airspace design.

3) Safety Management System

4) IFPs publication in the National AIP and establishing a maintenance process as it represents a guarantee of safe flight procedures.

Importance of PBN Implementation to UN.

Talking about the importance of PBN Implementation to the United Nations, as they operate in countries such as Central African Republic, Chad, Congo, Guinea-Bissau, Liberia, Mali, Sao Tome and Principe, Iran, Iraq, Lebanon, South Sudan, Zambia, Eritrea, Djibouti, Burundi, Angola, Solamia, Afghanistan and others, programs for collaboration/cooperation should be developed. The problem is that all of the mentioned countries don't have a PBN Implementation plan, which could considerably improve the operations for the airspace users.

Agreements, training programs, workshops and support should be considered for provision in order to initiate PBN implementation in these countries as well.