EVOLUTION TOWARDS PERFORMANCE BASED NAVIGATION AND INCREASED
OPERATIONAL FLEXIBILITY WORLDWIDE ALAIN BELANGER MANAGER PRODUCT
PLANNING MARCH 12, 2013 1
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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
Slide 3
BOMBARDIER CNS/ATM LEADERSHIP INTERNATIONAL STANDARDS,
MANUFACTURER ASSOCIATIONS 3 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
Slide 4
BOMBARDIER CNS/ATM LEADERSHIP BUSINESS 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
PERFORMANCE BASED NAVIGATION DEFINITIONS & ROADMAP 6 ANNUAL
CONFERENCE MARCH 12, 2013 VISION FLIGHT DECK
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PERFORMANCE BASED NAVIGATION (PBN) MAIN OBJECTIVES 7 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
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PERFORMANCE BASED NAVIGATION RNAV/RNP 8 Evolving PBN worldwide
for optimized airspace utilization PBN Roadmap (e.g. Advanced RNP,
4D trajectories)
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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
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PBN ICAO ROADMAP RNAV & RNP 10 Source: ICAO
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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 system Providing
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
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PBN 4D TRAJECTORY (BEING DEFINED) TERMINAL & EN ROUTE 12
Source: EUROCONTROL 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 flown o Leaving the decision on
the best way to meet the constraints with the flight crew Enhanced
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
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PERFORMANCE BASED NAVIGATION EN ROUTE & TERMINAL RNAV/RNP
BENEFITS 13 Bombardier Inc. (All Rights Reserved) ANNUAL CONFERENCE
MARCH 12, 2013
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PBN RNAV 1 & 2 TERMINAL SID & STAR PRECISION RNAV
(P-RNAV) 14 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
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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) 15 Source:
EUROCONTROL 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
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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) OCEANIC & REMOTE
AREAS Description: Reduced lateral separation 50 nm between
aircraft Source: EUROCONTROL & FAA 16
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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 Note: Operational approval required Bombardier Inc. (All
Rights Reserved) CDU Image Rockwell Collins, Inc. OCEANIC &
REMOTE AREAS Description: Reduced separation 30/30 nm between
aircraft thru enhanced communication with ATC Source: EUROCONTROL
& FAA 17
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LINK 2000+ EUROCONTROL MANDATE BOMBARDIER CONFIDENTIAL CDU
Image Rockwell Collins, Inc. 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: EUROCONTROL 18
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LINK 2000+ FANS 1/A+ VS LINK 2000+ (1 OF 2) 19 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
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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) CDU Image
Rockwell Collins, Inc. 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] CDU Image Rockwell Collins, Inc.
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PERFORMANCE BASED NAVIGATION RNAV (GNSS)/(RNP) APPROACHES &
BENEFITS 21 ANNUAL CONFERENCE MARCH 12, 2013
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RNAV (GNSS) APPROACHES 22 350 ft MDA 400 ft MDA
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LNAV NON-PRECISION APPROACH (NPA) 23 Alternative to other NPAs
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 ft typically Sources: EUROCONTROL and UK NATS AIS
MDA = 630 ft LATERAL NAVIGATION (LNAV)
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LNAV/VNAV NPA APPROACH 24 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) Sources: EUROCONTROL and UK NATS AIS
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LP NPA APPROACH 25 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
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LPV PRECISION APPROACH 26 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) Sources:
EUROCONTROL and UK NATS AIS DA = 590 ft
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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
Note: Operational approval required Bombardier Inc. (All Rights
Reserved) 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: EUROCONTROL 27
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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 ft lower than RNP 0.3 Minimum equipment/ conditions to
execute the approach
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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
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OPS APPROVAL INFO AVAILABLE OPERATIONAL APPROVAL GUIDANCE
MATERIAL 30 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 developed Meanwhile, 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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31 VISION FLIGHT DECK PERFORMANCE BASED NAVIGATION RNAV
(GNSS)/(RNP) APPROACHES WORLDWIDE DEPLOYMENT ANNUAL CONFERENCE
MARCH 12, 2013
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Canada TypeIn ServiceFuture Plans LPV52180 LP0TBD LNAV600TBD
LNAV/VNAV23TBD RNP AR22TBD USA TypeIn ServiceFuture Plans
LPV3,055~70/yr LP413~35/yr LNAV5,619~2/yr LNAV/VNAV2,939~35/yr RNP
AR354~40/yr Latin America TypeIn ServiceFuture Plans LPV0TBD LP0TBD
LNAV146179+ LNAV/VNAV45171+ RNP AR22TBD Europe TypeIn ServiceFuture
Plans LPV12441+ LP0TBD LNAV19696+ LNAV/VNAV98TBD RNP AR7TBD
Middle-East TypeIn ServiceFuture Plans LPV0TBD LP0TBD LNAV22TBD
LNAV/VNAV32TBD RNP AR8TBD Asia TypeIn ServiceFuture Plans LPV0TBD
LP0TBD LNAV554TBD LNAV/VNAV82TBD RNP AR42TBD RNAV (GPS)/(RNP)
APPROACHES PUBLISHED PROCEDURES WORLDWIDE DEPLOYMENT INFO Sources:
EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+
Countries AIP 32
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RNAV (GPS)/(RNP) APPROACHES EUROPEAN PUBLISHED PROCEDURES
DEPLOYMENT BREAKDOWN Airports with LPV procedures More Active
European Countries LPVLPLNAVLNAV/VNAVRNP AR
I-SF-PI-SF-PI-SF-PI-SF-PI-SF-P United Kingdom 2150TBD2217+85+0TBD
France27 140TBD8020/yr1TBD0 Germany90 70TBD82TBD82TBD0 Switzerland2
TBD0 1 1 0 Italy3 TBD0 1 0 0 Spain050TBD0 0 0 Austria0TBD0 8 6 3
Sweden0TBD0 057+0TBD4 Portugal0TBD0 2 0 0 Total 12441+
0TBD19696+985+7TBD Legend: I-S= In Service F-P= Future Plans 33
Sources: ESSP, EUROCONTROL & UK NATS AIS
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PRIVATE AND CONFIDENTIAL Bombardier Inc. or its subsidiaries.
All rights reserved. Q&A ?
Slide 35
PRIVATE AND CONFIDENTIAL Bombardier Inc. or its subsidiaries.
All rights reserved.