Download - PBN Operational Approval Terminal Navigation …...ICAO PBN Operational Approval Course Displays • Lateral deviation display scaling automatically compatible with alerting and annunciation

ICAO PBN Operational Approval Course

PBN Operational Approval

Terminal Navigation Specifications


Navigation Specifications

Applicable to terminal area operations • RNAV 1 and RNAV 2

• RNP 1

• A-RNP

• RNP 0.3


RNAV 1 & 2

• RNAV 1 and 2 is a single navigation specification • One operational approval only • RNAV 1 and RNAV 2 approval permits operations

• On both RNAV 1 and RNAV 2 routes

• Route specification is an ANSP role

• Dependent upon the coverage of ground aids

• Not an operational approval consideration

• RNAV 1 used for SID/STAR • RNAV 2 may be used where navaid coverage is limited

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RNAV 1 and RNAV 2

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• On-board performance monitoring and alerting not req’d

• Supported by DME/DME, DME/DME/IRU or GNSS

• Accommodates majority of aircraft

• Legacy aircraft without GNSS

• Radar surveillance should be used

• Due to the lower confidence level


Migration To RNAV 1

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• RNAV 1 replaces ECAC P-RNAV and US RNAV

• If operator holds both TGL 10 and FAA AC 90-100 approvals

• RNAV 1 approval is automatic

• If operator holds only one approval

• Minor additional conditions


European Migration to RNAV 1

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US Migration to RNAV 1

If operator has AC 90-100A approval, then RNAV 1 compliant.

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RNP 1

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• RNP 1 fundamentally RNAV 1 with GNSS • On-board performance monitoring and alerting req’d

• GNSS required

• Limits participation rate to GNSS equipped aircraft • Many States now requiring RNP 1

• Radar surveillance not required • Increases applicability to any airport

• RF legs supported in 4th Edition PBN Manual


RNAV 1 & RNP 1

NAVIGATION SPECIFICATION

FLIGHT PHASE

En Route Oceanic / Remote

En Route Continental ARR

APPROACH

DEP Initial Intermed Final Missed RNAV 1 1 1 1 1 1 1

A-RNP 2 or 1 1 1 1 0.3 1 1

RNP 1 1 1 1 1 1

RNP 0.3 0.3 0.3 0.3 0.3 0.3 0.3

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Applicable to SID/STAR and approach up to FAF


Supported Systems

• DME/DME

• DME/DME/IRU

• GNSS Stand-alone • TSO-C129a

• TSO-C145()

• IRS/GNSS • TSO-C129a

• TSO-C146()

• GNSS (stand-alone) • TSO-C129a

• TSO-C145()

• IRS/GNSS • TSO-C129a

• TSO-C146()

RNAV 1 RNP 1

On-Board Performance Monitoring and Alerting

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Functionality

System displays

• Distance and Bearing to active waypoint

• Groundspeed or time to active waypoint

• Distance between waypoints

• Distance to go

• Active navigation sensor type

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Displays

• Lateral deviation display scaling automatically compatible with alerting and annunciation limits when implemented

• Full scale deflection suitable for phase of flight • Course selector automatically slaved to computed path

unless map shows flight path and deviation

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Applicable to stand-alone GNSS systems in Terminal Mode XTK must be displayed on CDI/HSI in primary field of view

Terminal mode within 30NM of ARP CDI scaling automatically set to +/- 1NM Alerting automatically set to 1NM HPL


Alternative Displays

• FMS systems typically DO NOT incorporate HSI/CDI

• Navigation Map (ND) may be used

• Provided equivalent functionality

• Suitable map scale selected

• Numerical XTK may be available

• Navigation display

• CDU

• Auto-pilot/FD may be required

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Standard Functionality

• Navigation database required

• Procedure loaded by selection from database

• ‘Direct To’ function

• Automatic leg sequencing with ‘Fly-By’ or ‘Fly-Over’

• Automatically execute: • IF, CF, DF, TF

• Automatically/manually fly: • CA, FM, VA, VI, VM

• LNAV available no later than 500’ AGL

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Functionality Issues

• Pilot intervention required where functionality limited

• Typically when VNAV not integrated – Stand-alone systems

– Less capable FMS systems

• Manual intervention may be required to execute – CA, FM, VA, VI, VM

– Must be covered in operations manual and pilot training

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GNSS Functionality

• RNAV 1 and RNP 1 using stand-alone GNSS • Complies if operated in Terminal Mode (30NM)

• Terminal mode cannot be manually selected

• Dependent on correct flight plan selection

• If SID/STAR is outside 30NM • Stand-alone GNSS will revert to en-route mode (+/-5NM)

• Crew must maintain RNAV 1/RNP 1 nav tolerance

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This issue is identified in the RNP 1 NavSpec but is also applicable to RNAV 1 using stand-alone GNSS


Pre-Flight

• Check Navaid availability of RNAV 1 without GNSS

• Check GNSS availability for route if using GNSS • No gaps in availability along route > 5 mins

• Review contingency procedures

• File ‘R’ in FPL field 10

• ‘PBN/D1 to 4’ for RNAV 1 in item 18

• ‘PBN/O1 to 4’ for RNP 1 in Item 18

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Tip: Probability of gap in 1NM integrity capability with current 31 satellite configuration is remote.


Flight Plan Item 18 PBN Codes

• RNAV 1 – D1 – All permitted sensors

– D2 – GNSS

– D3 – DME/DME

– D4 – DME/DME/IRU

• RNP 1 – O1 – All permitted sensors

– O2 – GNSS

– O3 – DME/DME

– O4 – DME/DME/IRU

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Typical selections: O1 for FMS aircraft with IRS/GNSS

D4 for classic FMS aircraft without GNSS O2 for stand-alone GNSS


Operating Procedures (1)

• Confirm database is current

• Retrieve procedure from on-board database by name

• Insertion/removal of waypoints permitted

• Creation of new waypoints by manual entry NOT permitted

• Cross check cleared flight plan with chart

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• Use lateral deviation indicator, flight director and/or autopilot in the LNAV mode

• Lateral deviation scaling be +/- 1nm (Terminal Mode)

• Map mode as alternative to deviation indicator

• Maintain route centreline at all times: • +/- 0.5nm on straight segments

• Up to +/- 1nm during turn entry/exit

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Note: Unless RF leg is flown, course guidance is not available during turns



• Prior T/O, verify NAV system: • Correct mode or RNP 1 selected

• Correct airport, R/W and SID procedure loaded

• GNSS signal must be acquired before T/O

• DME/DME/IRU – confirm a/c position within 1000’ (0.17nm) of known position prior to roll

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Caution: Incorrect selection of SID/STAR is a serious safety concern. Attention must be placed on sound crew procedures, particularly where a

clearance is amended



• Prior to Arrival, verify NAV system: – Correct mode or RNP 1 selected – Correct airport, R/W and STAR procedure loaded

• Follow ATC route modifications – Do not cancel procedure – Only insert waypoints from the database if required – Check active waypoint when rejoining procedure after

radar vectoring

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Caution: Pay special attention to VNAV when re-joining a procedure. Pilots MUST understand VNAV functionality and

ensure minimum safe altiudes are respected DCT will often negate intermediate altitude restrictions!!!!!!!


Contingency Procedures

• Notify ATC of loss of navigation capability

• Where the contingency procedure requires reversion to a conventional arrival route, necessary preparation must be completed before commencing the LNAV route

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Training

Pilot Knowledge: • RNAV and RNP procedure characteristics

• GNSS principles

• Area navigation principles, waypoint types and path terminators

• Required navigation equipment

• System-specific information

• Operating procedures including how to perform specific actions

• Operator-recommended levels of automation

• Phraseology for applications

• Contingency procedures

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Certification Documentation

• FAA Order AC90-100A()

– US Terminal and En-Route Area Navigation (RNAV) Operations

• FAA Order AC 90-105 • RNP Operations and Barometric Vertical

Navigation in the US National Aerospace System

• EASA/JAA TGL 10 Rev 1 – Airworthiness Approval and

operational approval for Precision RNAV Operations in Designated European Airspace

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Advanced RNP

NAVIGATION SPECIFICATION

FLIGHT PHASE

En Route Oceanic / Remote

En Route Continental ARR

APPROACH

DEP Initial Intermed Final Missed RNAV 1 1 1 1 1 1 1

A-RNP 2 or 1 1 1 1 0.3 1 1

RNP 1 1 1 1 1 1

RNP 0.3 0.3 0.3 0.3 0.3 0.3 0.3

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A-RNP • A-RNP to be implemented in support of the ICAO Aviation System Block

Upgrades and Global Air Navigation Plan.

• Significant requirements: RF legs, parallel offset, RNAV holding

• Significant options: Scalability, higher continuity, Fixed Radius Transitions and Time of Arrival Control.

• Approved RNP AR Systems are considered to meet the system performance monitoring and alerting requirements without further examination.

• Operator approved for A-RNP automatically approved for RNAV 1, RNAV 2, RNAV 5, RNP 2, RNP 1 and RNP APCH Part A.

• If operator already approved for RNAV 1, RNAV 2, RNAV 5, RNP APCH Part A, RNP 1, and/or RNP 2, re-examination for equivalent A-RNP operation is unnecessary.

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RF Legs

• Optional for RNP 1, RNP 0.3, RNP APCH

• Required for Advanced RNP

• Pilot must not be able to access procedures with RF legs if aircraft system not capable

• Aircraft must remain within 1 x RNP of centre-line at all times

• Demonstration required that FTE can be maintained after full or partial failure of AP/FD

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RF Functional Requirements

• Autopilot or flight director with at least “roll-steering” capability driven by the RNP system

• Electronic map display depicting the RNP computed path.

• FMC, FD and AP must be capable of commanding and achieving bank angle up to 25º above 400 feet above the runway elevation.

• Flight guidance mode to remain in LNAV while on an RF leg,

• Display of deviation and display of positive course guidance during the RF leg

• LNAV/NAV must remain engaged during go-round (TOGA)

• Alternative crew procedures may be authorized

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RF – Crew Procedures

• Use either a flight director or autopilot when flying an RF leg

• When dispatch is predicated on a procedure with an RF leg, autopilot/flight director must be operational

• Aircraft must be established on procedure prior to beginning RF leg

• Pilot must maintain centreline of desired path on RF legs.

• Pilot must not exceed published maximum airspeeds

• Pilot should maintain the current bank and roll out on the charted RF exit course in event of system failure.

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Note: Loss of A/P or FD function during an RF may require reversion to manual flight. Bank angle adjustment may be required to maintain

the flight path due to wind effect. Where fitted a turn predictor can assist greatly in maintaining the RF turn


RF – Training • Meaning and use of RF functionality.

• Chart depiction and textual description.

• Automation, mode annunciations, changes, alerts, interactions, reversions, and degradation associated with RF functionality.

Note: Manually selecting aircraft bank limiting functions not permitted.

• Monitoring track-keeping performance.

• Wind effect during RF legs and the need to remain XTK limits

• Bank angle restrictions impacting the ability to remain on the course centreline.

• Interpretation of electronic displays and symbols.

• Contingency procedures.

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Fixed Radius Transition

• Optional for RNP 2 and A-RNP

• Only applicable in en-route

• To be used to support reduced route spacing

• Improved tracking accuracy compared to turn anticipation

• Aircraft must remain within 1xRNP of centerline at all times

• FTE monitoring by display of curved path and numerical cross track value

• Unlikely to be used before 2020

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Time of Arrival Control

• 4 dimensional navigation systems will support TOAC

• Aircraft be separated in Time and well as laterally, vertically and horizontally

• Already demonstrated in actual operations

• Capability available on many aircraft

• Not yet implemented due to limited equipage

• Environmental variations (temperature, wind ) need to be accommodated

• Not expected to be implemented before 2020

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RNP 0.3

• Applicable to short range operations often contained in terminal airspace

• Intended primarily to support helicopter operations

• RNP 0.3 for departure, en-route, arrival and approach

• Narrower flight path tolerances applicable to low level operations

• FMS systems enabling selection of RNP 0.3 required

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ICAO PBN Operational Approval Course 35

Questions?

Download - PBN Operational Approval Terminal Navigation …...ICAO PBN Operational Approval Course Displays • Lateral deviation display scaling automatically compatible with alerting and annunciation

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