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  • Plan PBN France

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    FRENCH PLAN FOR

    IMPLEMENTATION OF PERFORMANCE

    BASED NAVIGATION

    Ministry of Ecology, Sustainable Development, Transport and Housing

  • FRENCH PLAN FOR

    IMPLEMENTATION OF PERFORMANCE

    BASED NAVIGATION

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    PLAN PBN FRANCE

  • FRENCH PLAN FOR

    IMPLEMENTATION OF PERFORMANCE

    BASED NAVIGATION

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    CONTEXT AND ISSUES The ICAO resolution European and national context COORDINATING NATIONAL AND INTERNATIONAL ACTIVITIES FOR IMPLEMENTATION OF PBN OPERATIONS IN FRANCE Coordinating activities nationally International activities International cooperation and support in deployment of the PBN strategy MASTER PLAN FOR THE IMPLEMENTATION OF PBN OPERATIONS IN FRANCE Short term (2012/2014) Medium term (2015/2019) Long term (2020 and after) APPENDIX : The PBN concept GLOSSARY

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  • The ICAO resolution Resolution A37-11 “Performance-based navigation global goals”, of which an excerpt is given below, was adopted by the Assembly of the ICAO at its 37th meeting (October 2010):

    “The Assembly: 1 Urges all States to implement RNAV and RNP air traffic services (ATS) routes and approach proce- dures in accordance with the ICAO PBN concept laid down in the Performance-based Navigation (PBN) Manual (Doc 9613); 2 Resolves that: states complete a PBN implementation plan as a matter of urgency to achieve: 1} implementation of RNAV and RNP operations (where required) for en route and terminal areas according to established timelines and intermediate milestones; and 2} implementation of approach procedures with vertical guidance (APV) (Baro VNAV and/or augmented GNSS), including LNAV-only minima, for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 2016 with intermediate milestones as follows: 30 per cent by 2010, 70 per cent by 2014; and 3} implementation of straight-in LNAV-only procedures, as an exception to 2} above, for instrument runways at aerodromes where there is no local altimeter setting available and where there are no aircraft suitably equipped for APV operations with a maximum certificated take-off mass of 5 700 kg or more; 3 Urges that States include in their PBN implementation plan provisions for implementation of approach procedures with vertical guidance (APV) to all runway ends serving aircraft with a maximum certificated take-off mass of 5 700 kg or more, according to established timelines and intermediate milestones; …” This resolution applies to all ICAO member states. In accordance with France’s international commit- ments, the French Directorate-General for Civil Aviation (Direction Générale de l’Aviation Civile or DGAC) has drawn up and plans to implement the present plan. Furthermore, the European Commission has recently entrusted Eurocontrol with providing assistance in developing regulations that will define the requirements in terms of navigation performances relating to en route, terminal and approach areas. This regulation (known as IR PBN) aims to harmonise the imple- mentation of ICAO resolution A37-11. The European Commission has entrusted Eurocontrol with a study mandate whose report, accompanied by proposals, will be presented late in May 2013.

    1 - PBN signifie en anglais “Performance-Based Navigation”

    context and issues

    PLAN PBN FRANCE

  • European and national context Evolution in air traffic In 2007, the traffic controlled in France came to more than 2.9 million IFR flights a year. The nature of IFR flights controlled breaks down more or less constantly as follows: 45% of overflights; 39% of international flights (from or to France); 16% of domestic flights. After three years of diminished growth (economic crisis in 2008/2009 and eruption of the Icelandic volcano), a mean increase in traffic in France by about 16% is predicted between 2010 and 20161.

    Performance-related issues European Union legislation relating to air traffic management performance demands improvements in performance, especially in terms of capacity, to reduce the delays imposed on air carriers in the form of traffic regulation, in terms of environmental effectiveness, through the reduction in distances covered, and in terms of economic efficiency, while guaranteeing the same safety level. These requirements are to be found in Performance Plans established nationally or at the level of Functional Airspace Blocks. In the French Performance Plan and in the FABEC (Functional Airspace Block Europe Central established between France, Germany, Belgium, Luxemburg, the Netherlands and Switzerland) Performance Plan, that are mutually complementary, various indicators and objectives are featured. In the en route air space, boosting capacity of the air traffic management system involves

    making routes denser on the horizontal plane, together with reduced longitudinal spacing between aircraft especially in oceanic areas. When it comes to environmental effectiveness, the aim is to reduce the impact of civil aviation in terms of emissions of CO

    2 and other greenhouse effect gases by diminishing individual aircraft fuel

    consumption. In this respect, optimising flight paths in terms of fuel consumption also contributes to making operating savings for the airlines. The idea is also to improve traffic regularity by offering more precise and reliable instrument approach and departure procedures where this can be justified by operational considerations.

    The PBN concept’s contribution to improving performance To achieve these objectives, there is a need to fully use the navigation capacities already available with various airborne equipments, so avoiding costly aircraft modifications. The public authorities must guarantee that the various interests are taken into account and, especially, that the navigation solutions are suited to the different categories of airspace users (major airlines, regional

    1 - Source: Eurcontrol Short-and Medium-Term Forecast of Service Units: May 2011 Update 5

  • aviation, business aviation, aerial work and light aviation), to the infrastructures served, the density of traffic, environmental conditions, etc. The PBN concept seems in this respect to offer the flexibility and level of requirements needed for this ambitious policy. Among the immediate benefits expected might be mentioned the increase in the number of routes allowing flight altitude and climb and descent profiles to be optimised, a reduction in the length of low altitude flight paths, vertical guidance in final approach becoming widespread, continuous climb and descent profiles and a reduction in operational minima. This concept is also firmly based in high level research and development programmes, especially within the SESAR (Single European Sky ATM Roadmap) programme, the technological strand of the single European sky.

    An appropriate infrastructure France’s rich aeronautical history is evinced in the 500 or more aerodromes in the French metropolis and in overseas territories hosting civil aviation (not including private aerodromes), including a large number of aerodromes with IFR procedures. The scale of the country also justifies regular flights between the regional metropolises and Paris or the major European cities. This network relies on a range of navaids whose significance is illustrated by the following figures: Number of aerodromes with IFR procedures: 158 Ground navaids in metropolitan France and overseas:

    VOR: 100 DME: 65 NDB: 166 Cat. I ILS (not including airports dedicated solely to military purposes): 102

    Furthermore, major changes have marked the French airport landscape over the last few years. Since 2005, decentralisation has enabled 150 aerodromes with a local or regional vocation to be transferred from the State to the local authorities and the creation of the first airport companies. Only the aerodromes with a national or international vocation, these being small in number, were

    excluded from this decentralisation process, as also those of overseas territories authorities and military ones. The transfer of competences relates to the development, maintenance and management of the platforms. The authority benefiting from the transfer thus becomes the authority responsible, or the organising authority, for the public airport service within the framework of conventions signed with

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