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Ministère de l'Écologie, de l'Énergie,du Développement durable et de l'Aménagement du territoire
WWW.developpement-durable.gouv.fr
Safety Studies for RNAV 1 STAR/SID
and RNP APCH in France
ICAO Asia-Pacific PBN Implementation Seminar 2010Hong Kong, China, 1-2 February 2010
Raphaël GUILLET – DSNA
22
Table of contents
�� PBN Implementation status in FrancePBN Implementation status in France
�� Safety study methodologySafety study methodology
�� RNAV 1 (SID and STAR) caseRNAV 1 (SID and STAR) case
�� RNP APCHRNP APCH (LNAV and LPV) case(LNAV and LPV) case
33
Context supportingDSNA navigation strategy
� ICAO Navigation strategy
� Performance Based Navigation (PBN) concept
� Resolutions of the ICAO 36th Assembly (2007):
All IFR runway ends willsupport an APV (SBAS and/or BaroVNAV) in 2016
� Eurocontrol Navigation strategy & GNSS policy
� Airspace users discussions
� SESAR (European Research & Development programme )
44
PBN implementation statusin France in 2009
� En route
� RNAV 5 in service over France since 1998 , 5 NM (95%)� Route network (above FL 115 ) mature. � Extension to lower flight level via RNAV 1
� Terminal
� Initial implementation within TMA Paris, Montpellier et Lyon through B-RNAV+
� Since 2008, all RNAV TMA deployments are with RNAV 1, 1 NM (95%) like Nice, Toulouse and Bordeaux
� Supported by GNSS ABAS or DME/DME (+ IRU)
IRU= Inertial Reference Unit
55
PBN implementation statusin France in 2009
�Approach & Landing
� RNP APCH (down to LNAV minima) without vertical guidance : � Study started in 2000 (with Air France at Paris CdG). � Today about 50 are under publication by DSNA� Supported by GNSS ABAS
� RNP APCH (down to LPV minima) with GNSS vertical guidance
� Studies started in 2005, target mid 2010� Supported by GNSS SBAS
� For information
� GNSS Landing System Cat I installed at Toulouse airport to support Airbus GLS certification
� Supported by GNSS GBAS
EGNOS
LNAV=Lateral NAVigation LPV=Localizer Performance with Vertical guidance
66
RNAV approaches with vertical guidance DSNA strategy
�Any new published RNP APCH approach shall alsosupport SBAS vertical guidance (APV SBAS - LPV):
DSNA is now awaiting EGNOS Service Provider certification (summer 2010) for LPV publication
�RNP APCH down to LNAV/VNAV minima will also beimplemented on request of airspace users:
Implementation now coordinated with Air France
DGAC studies have started
Generic safety studies expected from Eurocontrol (march 2010)
LNAV/VNAV =Lateral NAVigation with Vertical guidance
77
Table of contents
�� PBN Implementation status in FrancePBN Implementation status in France
�� Safety study methodologySafety study methodology
�� RNAV 1 (SID and STAR) caseRNAV 1 (SID and STAR) case
�� RNP APCH (LNAV and LPV) caseRNP APCH (LNAV and LPV) case
88
National Strategy
and Regulation
ICAO
European bodies
ELABORATE REGULATION
OPERATE VALIDATE & CERTIFY
Air Navigation
Service Provider
National
SupervisoryAuthority
French DGAC organisation
DSNA
DTA
DSACMSQS : Safety QualitySecurity Mission
99
European and French law
�European COMMISSION REGULATION No 2096/2005 requires that hazard identification as well as risk assessment and mitigation are systematically conducted for any changes to the ATM system (Annex 2, §3.2)
� To be performed by the Air Navigation Service Provider (in France, DSNA)
�The french law (Arrêté du 28 Aout 2006) states that
« The complete procedure file shall contain :
� Procedure design report� Safety study report� User consultation� Flight inspection report »
1010
Safety study methodology
DSNA developed a methodology to comply with this EuropeanRegulation
� The approach consists in performing a safety assessment whichcovers:
� The entire life cycle of the part of ATM system underconsideration
� The 3 components of the ATM system (human factors, procedures and equipments)
� The airborne, ground and, if appropriate, spatial components of the ATM system
But DSNA is only responsible for ground ATM parts
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Operational context
O n-b oard system s
Ce rtific ation
GP S
GE O
Pr efligh t : NO TA M
LPV Proce du re D esign
F ligh t Tr ial
P ubl ication
EGNO S S ign al
P hraseology +
Rad ar vect or ing
+m oni torin g
Op eration al
p roced ur es
P roced ur e Enc oding
D atabase Integr ationN AV
Flight Inspection
GNSS Signal
Procedure design
1212
Safety Study : Methodology
Corrected severity ?
Preliminary description of the change
Major change ?Yes
Hazard/Consequenceidentification and
severity assessment
Finalize EPIS CA
No
4, 51, 2, 3
Develop a SAFETY CASE
For PBN application, an EPIS CA could be added on top of the Safety Case to manage trajectories with other users (helicopters,…)
EPIS CA
Air Traffic Preliminary
Safety Assessment
1313
Risk assessment and mitigation
Mitigation means
FHA
OperationalHazard
PSSA
Mitigation means
Causes
Causes
Causes
Accident
(CFIT…)
Increase of ATC
pilot workload
…
Effects
Examples of hazards :
• The aircraft significantly deviates from the RNAV trajectory
• The aircraft flies below the FAP altitude to intercept the final segment
• Loss of GPS (for multiple aircraft)
1414
Risk classification scheme
Frequency
Severity Very
frequent Frequent Occasionally Rare Extremely
rare
1 - Accident
2 - Serious
3 - Major
4 - Significant
5 –No effect
Could occur several times a month Very fréquent
Could occur several times a year Frequent
Could occur once or twice per yearOccasionally
Could occur once in 5-10 year period Rare
Never occured according to the knowledge of people Extremely Rare
Risk is not acceptable
1515
From Generic to Local
Developed atnational level
To be filled in by local Air Navigation Service (ANS)
Local EPIS CA
Generic EPIS CA
All EPIS are stored on a national database accessible by all Air Navigation Services
1616
Table of contents
�� PBN Implementation status in FrancePBN Implementation status in France
�� Safety study methodologySafety study methodology
�� RNAV 1 (SID and STAR) caseRNAV 1 (SID and STAR) case
�� RNAV GNSS (LNAV and LPV) caseRNAV GNSS (LNAV and LPV) case
1717
RNAV 1 (SID and STAR) Safety assessment
�Sensor :
Horizontal : GNSS ABAS and/or DME/DME (possible with IRU)
Vertical : Baro Altimeter
�Airworthiness : TGL 10 (JAA-EASA)
�Safety Assessment :
�SID : �A local safety case was developped in Nice at first�An EPIS CA was also defined to manage trajectories with helicopters
around the platform�A generic EPIS CA has been developped for SID RNAV 1 and applied
in Toulouse
�STAR�A generic EPIS CA has been developped for STAR RNAV 1 with
Bordeaux airport support
SID = Departure STAR = Arrival
1818
SID RNAV 1 chart in Paris and in Nice
1919
RNAV GNSS (LNAV and LPV) Safety assessment
�Sensor :
Horizontal : GNSS ABAS or GNSS SBAS (= EGNOS)
& Vertical : Baro Altimeter for LNAV and EGNOS for LPV
�Airworthiness : LNAV : AMC 20-27 (Published last Dec by EASA)
LPV : AMC 20-28 (To be published in 2010 by EASA)
�Safety Assessment :
�LNAV � A safety case was developped in 2003� Local EPIS CA are now used
�LPV� A generic Safety Case has been developed for Clermont Ferrand regional airport in 2008.
Objective is : Demonstrate LPV approach is as safe as a ILS Cat I approach.
As LNAV and LPV are on the same RNAV GNSS chart,
a generic EPIS CA has been developed to save effort.
LNAV/VNAV will be included in 2010.
2020
Clermont Ferrand RNAV GNSS chart
Existing minima
VOR/DME: 500 ft
ILS Cat A: 260 ft
Cat C: 280 ft
LNAV=Lateral NAVigation; LPV=Localizer Performance with Vertical guidance
2121
Safety studies outcomes
For DSNA part :For DSNA part :
�� For procedure designer, RNAV trajectories and LPV FAS DB For procedure designer, RNAV trajectories and LPV FAS DB definition has to follow a specific process to ensure data qualidefinition has to follow a specific process to ensure data quality at ty at the source. FAS DB transmission is guaranteed with a CRC but the source. FAS DB transmission is guaranteed with a CRC but not for the RNAV WP.not for the RNAV WP.
�� For RNP APCH, missed approach is also based on RNAV GNSS. For RNP APCH, missed approach is also based on RNAV GNSS. Emergency procedure need to be defined in advance by the Emergency procedure need to be defined in advance by the operator (refer to AMC 20operator (refer to AMC 20--..)...).
�� Controllers do not need to know if LNAV or LPV is followed by Controllers do not need to know if LNAV or LPV is followed by pilot as long as the 2D profile is the same, including missed pilot as long as the 2D profile is the same, including missed approach.approach.
�� Dedicated training package has been developed for controllersDedicated training package has been developed for controllers
2222
Conclusion
�� For any change in ATM, a safety study needs to be conductedFor any change in ATM, a safety study needs to be conducted
�� It could be a simple one (EPIS CA) or a more complex one It could be a simple one (EPIS CA) or a more complex one (Safety Case)(Safety Case)
�� Putting the hazard at the right level is not always so obviousPutting the hazard at the right level is not always so obvious
�� To address safety on such a wide subject, it is wise to set up aTo address safety on such a wide subject, it is wise to set up aworking group to gather all expertise and work together.working group to gather all expertise and work together.
�� Safety studies are not an engineer work. It has to be validated Safety studies are not an engineer work. It has to be validated by by operational people (controller, pilot, procedure designer, flighoperational people (controller, pilot, procedure designer, flight t inspection..)inspection..)
2323
For For anyany question, question, feelfeel free to contact me :free to contact me :
raphael.guillet@aviationraphael.guillet@aviation--civile.gouv.frcivile.gouv.fr
2424
Backup slides
2525
User needs identified for short termPBN implementation
� Major airlines needs
� RNAV 1 arrival/departures within large terminal areas
� Re-inforce the GNSS approaches with vertical barometric guidance (APV Baro-VNAV)
� Introduce RNP AR for specific gains
�Business Jets
� Area navigation path supporting increased airport accessibility, safety and high performances.
� Supports GNSS approaches with GNSS vertical guidance (APV SBAS)
�Helicopters
� Supports GNSS approaches with APV SBAS, � Medical Evacuation� RNAV 1 arrival/departures
�Other General Aviation
� Supports GNSS approaches with ABAS & APV SBAS
2626
Extracts of EPIS CA
2727
Extracts of EPIS CA
2828
Extracts of EPIS CA
2929
EGNOS APV Working Group
• Qualification of the EGNOS SIS
• APV service NOTAM
• ATC interface
• Legal recording (recommendation)
• Procedure design
• Flight inspection
• Airborne certification
ICAO Doc 8071
ICAO IFPP Procedure criteria
• Operational order
• Controller training
ICAO SARPS
European TGL (AMC)
National regulation
ACTIVITIESSOURCES
• National Safety CaseSingle European SkyRegulation
3030
LPV : ILS by satellite
DHIF
2NM
IAF
IAF
LTP/FTP
IAF
2D position : GPS + EGNOS+ barometric altitude
3D Position : GPS + EGNOSAngular deviations
FAP
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