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

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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

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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

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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 »

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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

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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