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UK PBN Implementation Status

ICAO EUR PBN TF & ECTL RAiSG/2

Geoff Burtenshaw and Ken Ashton

12-14 March 2014

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Presentation Overview

• UK Future Airspace Strategy (FAS)

• RNAV 1 mandate in the LTMA

• TMA trials and developing enhanced route

spacing standards

• Implementing PBN solutions

• Approach operations

• Challenges

• Summary

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UK Future Airspace

Strategy (FAS)

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FAS sets out the UK’s ambition to modernise the airspace system

in line with SES II and SESAR goals and the UK / Ireland FAB.

FAS Context

• by CAA, NATS,

MoD and DfT

FAS

Developed

Gathered

Feedback

Planned for

Deployment

Deployment of Phase 1

Priorities

• Public Consultation

• Industry Responses

• 21st CN Class G

• Aligned Industry

Investment Plans

• Produce Network

Benefits Case

• Define Policy and

Regulatory Enablers

• Redesign the Route Network in

Terminal Airspace

• Manage queuing across every

phase of flight

• Connect Airports into the

Network

• Implement Performance Based

Navigation

Stages of FAS Development

2012 2010 2011

Airspace Transport

Select Committee

2009

2013 - 2020

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5

2013 2015 2020

Reference Period 1 Reference Period 2

PBN Trials / Early Implementation

Upper Sectors Development

AMAN/DMAN in the FAB, Airport DPI Provision, A-CDM

LAMP Design & Consultation LAMP 1

16 17 18 19

NTCA Design & Consultation

Queue Mgmt. cross FAB / Long Term System Optimisation*

Full UK PBN Implementation PBN IR

Direct & Free Route and Enhanced FUA across the FAB

(pre TA changes)

Short Term System Optimisation*

PBN Mandate for LAMP Airspace Harmonise TA (18,000ft?)

FAS Deployment Timeline

Key Airport Related Initiatives

NTCA (Benefits dependent on TA change)

*System Optimisation: Building airspace system constraints into airport slot allocations,

scheduling, flight planning, required times of arrival etc. to improve network performance.

LAMP 2 (post TA changes)

Initial NTCA

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RNAV 1 Mandate for the

LTMA

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Why a Mandate?

• London Airspace Management Programme (LAMP) Phase 2 is the

largest and most ambitious airspace redesign ever undertaken in

the UK

• Too expensive, risky and inefficient to re-design the route

structure for PBN while retaining a large number of conventional

procedures

• Operators and Airspace Change Sponsors seeking a mandate

that covers both aircraft capability and airspace redesign

• RNAV 1 mandate in the LTMA is considered a necessary and

proportionate intervention to coordinate the shift to a fully

systemised PBN concept of operations

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Outcome from CAA Board meeting -

December 2013

The CAA should mandate:

• RNAV 1 as the minimum performance standard

for aircraft navigational capability in the London

Terminal Area (LTMA) from November 2017

• That the route network be redesigned to a

minimum RNAV 1 standard before November

2019 by NATS (above c. 4000ft.) and the Airports

(below c. 4000ft)

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An RNAV1 Minimum Standard

• The Mandate will tie Aircraft Operators, Airports and

NATS to a common timetable for the implementation

of a minimum navigational standard in the LTMA

• By setting the minimum standard, the CAA will

establish a platform from which the whole operation

can be systemised and more advanced navigational

capabilities such as RNP 1, can be introduced…

• …where the fleets are equipped and there is a

business case for the investment in new routes

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European Alignment

• The Pilot Common Project and SES PBN Implementing Rule

both aim to mandate RNP 1 at larger European Airports.

• The PCP has dates c. 2015 to 2023 and the PBN Implementing

Rule is likely to slip the effective date for TMAs to end of 2023

• The objectives of LAMP and the LTMA mandate are strongly

aligned to the SES goals

• The LTMA mandate will ensure the UK fleet and airspace is in

line with European developments and takes advantage of the

benefits of advanced navigational capability in an earlier

timeframe

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PBN Fleet Capability at LTMA

Airports against Annual ATMs

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Consultation

• A 12 week consultation with aviation stakeholders will be

completed to gather feedback on:

– The geographical scope of LTMA to be affected

– The precise technical standards to be applied

– The organisational process including the CAA’s approach

to enforcement & managing temporary exemptions

• The consultation will include an LTMA impact assessment

and 2014 – 2019 implementation plan; and

• Draft exemption / enforcement policies (that incorporate

lessons learned from colleagues in the Netherlands)

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TMA Trials and Developing

Enhanced Route Spacing

Standards

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Departure Enhancement Project

(DEP) Trials

• DOKEN Trial at Heathrow

commenced December 2013

• Purpose of gathering data

relating to RNAV 1 track

keeping accuracy in real world

TMA conditions

• Supporting validation of NATS’

safety arguments for PBN route

spacing against holding aircraft

• 6-7 months data collection

• Over 5000 flights to date

• Clean data

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DEP Trials cont.

• ADNID trials at Gatwick

commenced February

2014

• Purpose of gathering data

supporting reduced

angles of divergence on

departure

• Project aspires to gather

enough evidence to

enable a trial of 1 minute

separation

• 6 months data collection

• Clean data

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London Stansted RNP 1 + RF Trial

• RNP 1 departures using Radius to Fix on CLN1E and DVR1D

• Approximately 750 flights by mid-January 2014

• We now have GSS B747-8, FedeX MD-11 and UPS B767-300 and GV

operators on the trial

• Local Parish Council response extremely positive

• Flight crews love the procedures

• Still awaiting participation of Ryanair

• Training of flight crews commenced but approval from IAA still

pending

• Estimate start by April 2014

• Will then contribute 30 flights per day

• Trial is to be extended by 12 months

• Expectation that procedures will become permanent by end of 2014

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RF Performance in strong (tail) wind

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FAS PBN Arrivals

• The FAS PBN Arrivals Programme is a research initiative established to inform the future deployment of advanced airspace concepts

• The primary output is development of UK policy guidance and standards that the industry can apply to reduce the costs and risks of PBN implementation and expedite the timetable for deployment

• To include:

- Heathrow Early Morning Arrival Trials – Phase 2; and Gatwick PBN Arrivals Trials using RNP 1

- Defining the Concept of Noise Respite

- Steeper Approaches and Two Segment Approaches

- Independent Parallel Approaches and Dual Approaches to a single runway i.e., different vertical profiles

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Enhancing Route Spacing Standards

• As previously mentioned, the purpose of conducting trials is the development of “Enhanced Route Spacing” criteria which will then be available to support LAMP Phase 2 airspace design

• Enhanced Route Spacing Standards aim to draw from a “Loss of Separation” method of compliance developed by NATS rather than traditional “Collision Risk Modelling”

• A robust safety case for use of the Loss of Separation method is required before it can be used to justify enhanced route spacing standards

• Plan is to have Enhanced Route Spacing Standards published in March 2015 as part of a wider “Implementing PBN Solutions” piece of work

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Collision Risk Modelling (CRM)

Calculate Probability of

Lateral Overlap

Calculate Collision

Frequency

Calculate Intervention

Success Probability

Collision Frequency

Convolution of Error

Distributions

“Kinematic” Factors

Event Tree Modelling

Acceptability Criteria

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Separation Loss Risk Modelling

(SLRM)

Convolution of Error

Distributions

“Kinematic” Factors

Event Tree Modelling

Acceptability Criteria

Calculate Probability of

Lateral Separation

Loss

Calculate Loss of

Separation Frequency

Calculate Intervention

Success Probability

Separation Loss

Frequency

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Implementing PBN

Solutions

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Implementing PBN Solutions

• A one-stop-shop for all PBN related policies and

guidance

• Web based

• A living repository as issues identified and resolved,

lessons learned and material developed

• Cross-referencing to other CAA publications

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– Replication of SIDs & STARS and

NPR Policy

– SID & STAR Truncation

– Fuel Policy for Linear Holding

– RNP 1 Operational Approval + and

other navigation specifications

– Use of Radius to Fix (RF) with RNP

– DME coverage and IRS drift policy

– Quick Align procedures

– RT Phraseology

Implementing PBN Solutions

– SIDs to FL

– STAR from a FL

– RNAV Holding (time and

distance)

– Concepts of noise respite

– Guidance on use of RNP

to ILS

– Steeper Approaches and

Two Segment Approaches

– Enhanced Route Spacing

To include:

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Approach Operations

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APV implementations

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Current Status

Runway Ends

LNAV

Runway Ends

LNAV/VNAV

Runway Ends

LPV

In Service 35 20 2

In Design 56 19 56

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Current Status

• Bristol: Flight Validation complete, planned introduction 18 Sept

following Regulatory Approval for new RNAV STAR integrated with

RNAV approach commencing at FL100. (SESAR 5.3.2 concept)

• Exeter: Flight Validation complete

• Glasgow: Flight Validation complete, implementation delayed until

after Commonwealth Games

• Southampton: Consultation complete for new ground tracks. Delays

in getting LNAV/VNAV database for validation

• Southend: LNAV/VNAV validation complete, LPV database available

awaiting LPV validation contract

• Belfast: Procedures designed LNAV/VNAV coded awaiting

confirmation of Simulator Validation date

• Campbeltown, Benbecula, Barra: IAPs being updated following

Regulatory comment, to be resubmitted for approval

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Bristol Arrival and Approach to

RWY09

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Bristol Arrival and Approach to

RWY27

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Instrument Approach Procedures For

Aerodromes Without an Instrument

Runway and/or Approach Control

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CAA Publication (CAP) 1122

• Industry consultation completed at end of 2013

• 55 comments received

• Range in views from the extremely positive to those airports that see this as unsafe and a threat to their commercial viability

• Comment Response Document (CRD) now being prepared

• Estimated publication by June 2014?

• Existing discrete procedures being replaced by SBAS instrument flight procedures unaffected by CAP publication slippage

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Use of SBAS equipment on Instrument

Approach Procedures with LNAV/VNAV

Minima

• In accordance with CM No.: EASA CM - AS – 002 Issue: 01 para 5 - Clarifications to AMC 20-27

• CAA have been waiting for last LNAV/VNAV aerodrome to obtain an EGNOS Working Agreement (EWA) before issuing change in policy

• An Information Notice (IN) and letters to navigation data houses in preparation

• Possible AIP amendment

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Challenges

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5 Letter Name Codes

• 5LNC are a finite resource

• The supply needs to support the transition to PBN, and all

airspace changes for the foreseeable future

• A 5LNC is ‘free’ at the point of use, but has a potentially high

opportunity cost

− Analogous to Spectrum, the value of a 5LNC will only be appreciated in

the future when they are in short supply

• Need to ensure that 5LNCs are used where they are justified

− Do all GNSS Approaches need to be of T or Y construction? Many

GNSS IAPs in UK commence at the IF

− For example, can a remote airfield with low traffic levels justify six

5LNCs for GNSS Approaches?

• The number of 5LNCs in Free Route Airspace requires

consideration

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Summary

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Summary

• UK Future Airspace Strategy provides a framework for the

modernisation and restructuring of UK airspace

• RNAV 1 LTMA Mandate a necessary step to reduce risks to

LAMP

− End of 2017 for operators, end of 2019 for NATS and airports

• Extensive Departure trials programme underway supporting

LAMP Phase 2 design with Arrivals trials to follow

• Implementing PBN Solutions the repository for UK CAA

regulatory policy and guidance

• Consultation on policy and guidance for non-instrument

runway/non-approach service ready closed, CRD in

preparation

• Use of SBAS on LNAV/VNAV IAPs now assessed

• Challenges still lie ahead

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Questions?

Geoff.Burtenshaw@caa.co.uk Ken.Ashton@nats.co.uk