EVOLUTION TOWARDS PERFORMANCE BASED NAVIGATION … › wp-content › uploads › 2011 › 08 ›...

EVOLUTION TOWARDS

PERFORMANCE BASED NAVIGATION

AND INCREASED OPERATIONAL FLEXIBILITY WORLDWIDE

ALAIN BELANGERMANAGERPRODUCT PLANNING

MARCH 12, 2013

1

We are expanding our involvement in the civil aerospace and aviation industry by engaging and supporting industry associations, regulatory agencies, government bodies on policy and regulatory developments

We continue to enhance industry presence

BOMBARDIER CNS/ATM LEADERSHIPINTERNATIONAL STANDARDS, MANUFACTURER ASSOCIATIONS

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International Civil Aviation Organization (ICAO) GANIS symposium in Sept 2011 PBN Workshop in Oct 2012 ANC Conference in Nov 2012 (member of 3 delegations)

International Coordinating Council of Aerospace Industries Associations (ICCAIA) CNS/ATM Committee

General Aviation Manufacturers Association (GAMA) Technical Policy Committee Flight Operations Policy Committee Avionics & Electronic Systems Subcommittee

Aerospace Industries Association of America (AIA) Air Transportation Services Committee

BOMBARDIER CNS/ATM LEADERSHIPBUSINESS JET OPERATOR ASSOCIATIONS

4

International Business Aviation Council (IBAC) Member of CNS/ATM Working Group Hosted WG meeting in April 2012

National Business Aviation Association (NBAA) International Operators Conference Planning Committee (IOC) Access Committee

AGENDA

DEFINITIONS & ROADMAP

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1

2 EN ROUTE & TERMINAL RNAV/RNP BENEFITS

3 RNAV (GNSS)/(RNP) APPROACHES & BENEFITS

4 RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE DEPLOYMENT


DEFINITIONS & ROADMAP

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ANNUAL CONFERENCEMARCH 12, 2013

VISION FLIGHT DECK

PERFORMANCE BASED NAVIGATION (PBN)MAIN OBJECTIVES

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PBN

Reduce the need to maintain sensor-

specific routes and procedures, and their

associated costs

Foster GNSS based navigation, including

SBAS, GBAS and GRAS augmentation

systems and introduction of Galileo , modernization of GPS and GLONASS, etc…

Facilitate more efficient use of airspace (route placement, fuel efficiency, noise abatement, etc.)

Simplify the operational approval process for operators by providing a limited

set of navigation specifications for

global use

Safety Capacity Efficiency Environment Access

Source: ICAO

PERFORMANCE BASED NAVIGATION – RNAV/RNP

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Evolving PBN worldwide for optimized airspace utilization

PBN Roadmap

(e.g. Advanced RNP, 4D

trajectories)

PBN – RNAV & RNP CURRENT SPECIFICATIONS

PBN

RNAV

RNAV 5&10 “En Route”

5 - Continental Airways

10- Oceanic & Remote Areas

RNAV 1&2 “Terminal”

SID

STAR

RNP

RNP 4 “Oceanic &

Remote Areas”

Airways

B-RNP-1

SID

STAR

RNP APCH (Basic)

RNAV(GNSS)

LNAV (GPS-NPA)

LNAV/VNAV (APV baro)

LP

LPV (APV SBAS/EGNOS)

RNP AR

RNAV (RNP)

= 0.3

< 0.3

TERMINAL & EN ROUTE

9 Source: ICAO

PBN – ICAO ROADMAPRNAV & RNP

10 Source: ICAO

PBN – RNP ADVANCED (BEING DEFINED)ALL PHASES OF FLIGHT

11 Source: EUROCONTROL

Description:All-encompassing navigation specification

addressing all phases of flight to maximise the benefit and to minimise cost to operators in gaining operational approval

Advanced RNP benefit objectives: Increasing flight efficiency and overall

efficiency of the ATM systemProviding greater flexibility in placing ATS

Routes, SIDS and STARS where most convenient

Enable more optimized RNAV 1 or RNAV 5 routes

Routes can be placed where they better suit aircraft performance

Opens more optimized flight paths with noise footprint reduction

PBN – 4D TRAJECTORY (BEING DEFINED)TERMINAL & EN ROUTE


Description of 4DTRAD:Data Communication Supporting 4D Trajectory

Concept (4DTRAD) is based on a number of basic operational and environmental conditions as well as ground capability for the expected time of applicability of the Service

4DTRAD benefit goals:Better flight efficiency flight profile and fuel

burn optimisation as a result of:o Early agreement with the Flight Crew on

the trajectory to be flowno Leaving the decision on the best way to

meet the constraints with the flight crewEnhanced flight efficiency by early notification

of arrival requirements, airborne and on ground, to reduce the need for severe sequencing measures

Increased predictability of the real trajectory that will be flown and of the arrival time will allow better planning


EN ROUTE & TERMINAL RNAV/RNP

BENEFITS

13© Bombardier Inc. (All Rights Reserved)


PBN – RNAV 1 & 2 “TERMINAL”SID & STAR – PRECISION RNAV (P-RNAV)

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Description: RNAV based Standard Instrument Departure

(SID) and Standard Terminal Arrival Route (STAR) procedures

Source: EUROCONTROL & France Aeronautical Information Publication (AIP)

Provides greater consistency in SID & STAR procedures design

Allows terminal airspace routes that best meet the needs of airport/ATC/pilot alike

Facilitates more direct routes with simple connections to the en-route structure

Helps routes design considering environmental issues e.g. by-pass densely populated areas

Enhances arrival and departure streams segregation, thus reducing pilot/controller workload

PBN – RNAV 5 “EN ROUTE”

Description:Navigation method allowing aircraft

operations on any desired flight path within controlled airspace

CONTINENTAL AIRWAYS – BASIC RNAV (B-RNAV)


Improved management in traffic flow

More efficient use of available airspace with more flexible ATS route structure by providing:

More direct routes (dual or parallel)

Bypass routes for high-density terminal areas

Alternative or contingency routes (planned or an ad hoc)

Optimum locations for holding patterns

Optimized feeder routes

Reduction in flight distances resulting in fuel savings

Reduction in the number of ground navigation facilities

PBN – RNP 10 “EN ROUTE”

Denser traffic capacity over oceanic and remote area due to:

Reduced separation between aircraft

Primarily for RNAV routes but permitted on non-RNAV routes in some areas

Possible time & fuel savings

Word areas with “50 NM” lateral separation reduction benefits:

North Pacific (NOPAC)

West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas

Many more worldwide

Note: Operational approval required

© Bombardier Inc. (All Rights Reserved)

© Bombardier Inc. (All Rights Reserved)OCEANIC & REMOTE AREAS

Description:Reduced lateral separation 50 nm between

aircraft

Source: EUROCONTROL & FAA16

PBN – RNP 4 “EN ROUTE” (FANS 1/A EQPT)

Increased airspace capacity and fuel efficient route access due to:

Reduced separation between aircraft

Access to upcoming RNP 4 dedicated routes

No altitude loss when crossing to other aircraft tracks

More efficient ATC to pilot communication thru SATCOM CPDLC

Required to fly FL360-390 North- Atl. OTS tracks since Feb 2013 (except for 2 Core Tracks)

RNP 4 dedicated tracks and region coverage are planned to increase in Feb 2015




CDU Image © Rockwell Collins, Inc.

OCEANIC & REMOTE AREAS

Description:Reduced separation 30/30 nm between aircraft

thru enhanced communication with ATC

Source: EUROCONTROL & FAA17

LINK 2000+ EUROCONTROL MANDATE

BOMBARDIER CONFIDENTIAL


Required to fly in European airspace above FL285 in Feb 2013 (new aircraft)1

or Feb 2015 (in-service aircraft)2

Increased communication efficiency and reduced pilot workload

Will increase European airspace air traffic management (ATM) capacity by automating routine tasks whilst improving safety

(1) A/C certificate of airworthiness after Dec 2010(2) A/C certificate of airworthiness prior to Jan 2011

Description:

CPDLC (through VDL mode 2) supplementing voice communication between pilots and ATCs

Source: EUROCONTROL18

LINK 2000+

FANS 1/A+ VS LINK 2000+ (1 OF 2)

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ADS-C & SATCOM CPDLC Primarily for oceanic & remote

airspace navigation (RNP 4 Ops) Inmarsat or Iridium safety services

communication Interfaces with FMS for flight plan

modifications 183 uplinks & 81 downlinks message

set FANS 1/A+(1) includes VHF coverage (+) RNP 4 Ops approval required

VDL mode 2 CPDLC En route continental Europe

(above FL 285) No service providers required for

VHF Datalink communication No FMS interface for flight plan

modifications 63 uplinks & 26 downlinks message

set Link 2000+ CPDLC is a subset of

the larger ATN message set

vs

FANS 1/A+

(1) Permanent EUROCONTROL Link2000+ equipage exemption can be obtained if FANS 1/A+ is installed and if RNP 4 ops approval is obtained prior to Jan 2014

Source: EUROCONTROL

FANS 1/A+ VS LINK 2000+ (2 OF 2)

20

vs

MESSAGES SET DIFFERENCES

Equivalent messages set (not exactly the same) but different procedures(*) UM :Uplink Message (from ATC to pilot)


FANS 1/A+

Um 20* : CLIMB TO AND MAINTAIN [altitude]

LINK 2000+

To communicate an equivalent message on Link 2000+:

um 20 : CLIMB TO [level]+ um 165 : THEN+ um 19 : MAINTAIN [level]



RNAV (GNSS)/(RNP) APPROACHES &

BENEFITS

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RNAV (GNSS) APPROACHES

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≥ 350 ft MDA

≥ 400 ft MDA

LNAV – NON-PRECISION APPROACH (NPA)

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Alternative to other NPA’s using conventional NAVAIDs such as: Localizer

VOR – VHF Omnidirectional Range

NDB – Non-Directional Beacon

DME – Distance Measuring Equipment

Etc…

No dependence on any airport NAVAIDs

Access to airports without or inoperative NAVAID infrastructures

Description:GNSS approach that uses GPS and/or EGNOS for

lateral navigation only with no descent guidance –Minimum Descent Altitude (MDA) down to 400 fttypically

Sources: EUROCONTROL and UK NATS AIS

MDA = 630 ft

LATERAL NAVIGATION (LNAV)

LNAV/VNAV – NPA APPROACH

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Same benefits as LNAV approaches

DA typically slightly lower than LNAV MDA due to added vertical guidance

Description:GNSS approach with lateral GPS and/or EGNOS

guidance and vertical guidance from barometric altimeter – typical Decision Altitude (DA) down to 350 ft

DA = 510 ft

LATERAL/VERTICAL NAVIGATION (LNAV/VNAV)


LP – NPA APPROACH

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An alternative to LPV or LNAV approaches

Provides better airport access where, due to obstacles or other infrastructure limitations, a vertically guided approach (LPV or LNAV/VNAV) can not be published

Source: EUROCONTROL & NAVAIR.com

Description:GNSS NPA approach uses the EGNOS precision

of LPV for lateral guidance (tapered) and barometric altimeter data for vertical guidance. MDA can be as low as 300 ft

LOCALIZER PERFORMANCE (LP)

MDA = 436 ft

LPV – PRECISION APPROACH

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Alternative to Cat I approaches

No dependence on any airport NAVAIDs

Precision approach capability at airports without ILS infrastructures or with ILS inoperative

Smoother glide path descent than ILS

EGNOS usage eliminates: Cold temperature effects

Incorrect altimeter settings

Lack of local altimeter source

Description:GNSS precision approach with electronic glide

path using EGNOS lateral (40m lateral limit) & vertical guidance. Decision Altitude (DA) can be as low as 200-300 ft

LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV)


DA = 590 ft

RNP AR (0.3 OR < 0.3) – APPROACH

Better access to terrain challenged airports and/or in congested airspace area

Efficiency of operations (faster landing clearance)

Shorter routes & fuel savings

Typically continuous descent approaches

Departure procedures at higher MTOW at airports with challenging terrain





Description:GNSS approach procedure that requires

maintaining a specific lateral & vertical accuracy

Operators need to comply with specified additional certification, approval and training requirements

REQUIRED NAVIGATION PERFORMANCE (RNP) AUTHORIZATION REQUIRED (AR)

Source: EUROCONTROL27

INNSBRUCK – RNP AR 0.3 & 0.15 APPROACHES

28 Source: Austro Control AIP

RNAV (RNP) – INSTRUMENT APPROACH CHART (IAC)

RNP 0.15 has a DA 100 ftlower than RNP 0.3

Minimum equipment/ conditions to execute the approach

INNSBRUCK – RNP AR 0.3 DEPARTURE

29 Source: Austro Control AIP

RNAV (RNP) – STANDARD INSTRUMENT DEPARTURE CHART (SID)

RNP 0.3 SID procedure

Minimum equipment/conditions to execute the departure

OPS APPROVAL INFOAVAILABLE OPERATIONAL APPROVAL GUIDANCE MATERIAL

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P-NAV:Form SRG1815 – Application for P-RNAV Operational Approval or Renewal

RNP 10: Form CA4040 – Application for an RVSM, MNPS or RNP-10 Operational Approval/ Renewal

&

RNP 4: EASA AMC to be developedMeanwhile, Application for EASA Type 2 LoA using JAA PP045 Information Paper (RNP 4)

for guidance

RNAV (RNP) approaches & SIDs: Application for EASA Type 2 LoA per AMC 2026 (Airworthiness Approval and Operational

Criteria for RNP AR Operations)

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VISION FLIGHT DECK


RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE

DEPLOYMENT


Can

ada

Type In Service Future Plans

LPV 52 180

LP 0 TBD

LNAV 600 TBD

LNAV/VNAV 23 TBD

RNP AR 22 TBD

USA


LPV 3,055 ~70/yr

LP 413 ~35/yr

LNAV 5,619 ~2/yr

LNAV/VNAV 2,939 ~35/yr

RNP AR 354 ~40/yr

Latin

Am

eric

a Type In Service Future Plans

LPV 0 TBD

LP 0 TBD

LNAV 146 179+

LNAV/VNAV 45 171+

RNP AR 22 TBD

Euro

pe


LPV 124 41+

LP 0 TBD

LNAV 196 96+

LNAV/VNAV 98 TBD

RNP AR 7 TBD

Mid

dle-

East


LPV 0 TBD

LP 0 TBD

LNAV 22 TBD

LNAV/VNAV 32 TBD

RNP AR 8 TBD

Asi

a


LPV 0 TBD

LP 0 TBD

LNAV 554 TBD

LNAV/VNAV 82 TBD

RNP AR 42 TBD

RNAV (GPS)/(RNP) APPROACHESPUBLISHED PROCEDURES WORLDWIDE DEPLOYMENT INFO

Sources: EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+ Countries AIP32

RNAV (GPS)/(RNP) APPROACHESEUROPEAN PUBLISHED PROCEDURES DEPLOYMENT BREAKDOWN

Airports with LPV proceduresMore Active European Countries

LPV LP LNAV LNAV/VNAV RNP AR

I-S F-P I-S F-P I-S F-P I-S F-P I-S F-P

United Kingdom 2 15 0 TBD 22 17+ 8 5+ 0 TBD

France 27 14 0 TBD 80 20/yr 1 TBD 0 TBD

Germany 90 7 0 TBD 82 TBD 82 TBD 0 TBD

Switzerland 2 TBD 0 TBD 1 TBD 1 TBD 0 TBD

Italy 3 TBD 0 TBD 1 TBD 0 TBD 0 TBD

Spain 0 5 0 TBD 0 TBD 0 TBD 0 TBD

Austria 0 TBD 0 TBD 8 TBD 6 TBD 3 TBD

Sweden 0 TBD 0 TBD 0 57+ 0 TBD 4 TBD

Portugal 0 TBD 0 TBD 2 TBD 0 TBD 0 TBD

Total 124 41+ 0 TBD 196 96+ 98 5+ 7 TBD

Legend: I-S= In ServiceF-P= Future Plans

33 Sources: ESSP, EUROCONTROL & UK NATS AIS


VISION FLIGHT DECK

ANNEX – TYPICAL MINIMUM EQUIPMENT

INFORMATION

TYPICAL MINIMUM EQUIPMENT INFORMATION

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Functionality Typical Minimum Equipment Information

RNAV 1 & 2 TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of primary RNAV 1 and RNAV 2 navigation in GNSS or DME/DME

navigation mode

RNAV 5 TSO C129 (Non-EGNOS) GPS with a RAIM check or other navigation aids

such as VOR/DME, DME/DME or INS FMS capable of primary RNAV 5 navigation

RNP 10 TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of primary RNP 10 navigation

RNP 4 (FANS 1/A Eqpt)

TSO C129 (Non-EGNOS) GPS with a RAIM check ADS-C capable transponder & SATCOM safety services (ACARS) FMS capable of primary RNP 4 navigation & CPDLC communication

Link2000+ VHF Datalink (VDL mode 2) LRU & antenna Avionics LRU(s) supporting CPDLC function

LNAV TSO C129 (Non-EGNOS) GPS with a RAIM check

LNAV/VNAV TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of VNAV navigation

(1 OF 2)

TYPICAL MINIMUM EQUIPMENT INFORMATION

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Functionality Typical Minimum Equipment Information

LP TSO C145 or 146 (EGNOS) GPS LP capable FMS

LPV TSO C145A or C146A (EGNOS) Dual GPS LPV capable FMS and associated integrated systems

RNP AR 0.3

TSO C145A or C146A (EGNOS) Dual GPS RNP AR 0.3 capable Dual FMS Coupled VNAV Course Deviation Indicator scaling

RNP AR <0.3

TSO C145A or C146A (EGNOS) Dual GPS RNP AR <0.3 capable Dual FMS Coupled VNAV Course Deviation Indicator scaling Inertial Reference Unit Dual autopilot More demanding safety requirements may drive additional equipage,

additional system monitoring, additional operational mitigation procedures or any or all of the above

(2 OF 2)

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EVOLUTION TOWARDS PERFORMANCE BASED NAVIGATION … › wp-content › uploads › 2011 › 08 ›...

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