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PBN

PERFORMANCE BASEDNAVIGATION

Important notice

This brochure is intended to provide general information regarding PBN operations.

In no case it is intended to replace the operational and flight manuals for ATR aircraft.

In all events, the procedures describe in the Aircraft Flight Manual

shall prevail over the information contained in this document.

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All efforts have been made to ensure the quality of the present document.

However do not hesitate to inform ATR Flight Operations support of your comments

at the following address: [email protected]

The Flight Operations Support team

14T0975_ATR_brochure_PBN_couv_planche.indd 514T0975_ATR_brochure_PBN_couv.indd 2 09/10/2014 11:14

PBN

PERFORMANCE BASEDNAVIGATION

4 PBN PERFORMANCE BASED NAVIGATION Contents

Contents

A. Introduction ........................................................................................................ 7

Introduction ..................................................................................................................... 9

B. Background ........................................................................................................11

B.1. Route Navigation ................................................................................................ 13 7B.2. Area Navigation .................................................................................................. 14

B.3. Performance Based Navigation (PBN) ........................................................ 15

C. Area Navigation..............................................................................................17

C.1. Principle ................................................................................................................ 19

C.2. Area Navigation sensors ................................................................................. 20

C.2.1. Self-Contained Navigation .............................................................................. 20

C.2.2. Ground-based Navigation ............................................................................... 21

C.2.3. Satellite-based Navigation .............................................................................. 21

D. Global Navigation Satellite System (GNSS) ...................... 23

D.1. Satellite constellation ....................................................................................... 25

D.1.1. GPS: Global Positioning System (US constellation) ................................... 25

D.1.2. GLONASS (Russian constellation) ................................................................ 26

D.1.3. GALILEO (European constellation) ................................................................ 26

D.2. GNSS principle .................................................................................................... 27

D.3. GNSS augmentation systems ........................................................................ 30

D.3.1. ABAS (Aircraft Based Augmentation System) ............................................. 30

D.3.2. SBAS (Satellite Based Augmentation System) ............................................ 31

D.3.3. GBAS (Ground Based Augmentation System) ............................................. 33

D.3.4. SBAS and GBAS accuracies .......................................................................... 33

D.4. Multi-sensor system.......................................................................................... 34

D.4.1 Mitigating the effects of GNSS outages ....................................................... 34

D.4.2 Mitigating on ATR ............................................................................................. 34

E. Performance requirements .............................................................. 37

E.1. Principle ................................................................................................................. 39

E.2. Lateral navigation ............................................................................................. 40

E.2.1. Defi nitions ......................................................................................................... 40

E.2.2. Requirements .................................................................................................... 42

E.3. Vertical navigation ............................................................................................. 53

F. PBN Generalities ........................................................................................... 55

F.1 Introduction ........................................................................................................... 57

F.2 PBN concept ......................................................................................................... 57

Contents PBN PERFORMANCE BASED NAVIGATION 5

Contents

G. PBN specific functions & Navigation data base ...........61

G.1. Specifi c PBN system functions ..................................................................... 63

G.1.1. Fixed radius paths (FRPs) .............................................................................. 63

G.1.2. Fly-by turns ....................................................................................................... 64

G.1.3. Holding pattern ................................................................................................ 65

G.1.4. Offset fl ight path.............................................................................................. 65

G.2. Coding of navigation data base ................................................................... 66

H. ATR specifications & limitations .................................................. 67

H.1. GPS standards .................................................................................................... 69

H.2. Area navigation systems fi tted on the ATR.............................................. 69

H.2.1. Single Honeywell/Trimble GNSS HT1000 ..................................................... 70

H.2.2. Dual Honeywell/Trimble GNSS HT1000 ........................................................ 71

H.2.3. FMS 220 Thales ............................................................................................... 72

H.3. ATR current limitations .................................................................................... 73

I. Oceanic & Remote Area .......................................................................... 75

I.1. Introduction ........................................................................................................... 77

I.2. RNAV 10.................................................................................................................. 78

I.3. RNP 4 ...................................................................................................................... 78

I.4. RNAV 10 and RNP 4 on ATR .......................................................................... 79

J. Continental En-route area ................................................................... 83

J.1. Introduction .......................................................................................................... 85

J.2. RNAV 5 ................................................................................................................... 86

J.3. RNAV 1/ 2 ............................................................................................................. 86

J.4. Basic RNP 1 ......................................................................................................... 87

J.5. RNAV 5 on ATR .................................................................................................. 87

K. Terminal area ....................................................................................................91

K.1. Introduction .......................................................................................................... 92

K.2. RNAV 1 or 2 ........................................................................................................ 95

K.3. RNAV 1 or 2 on ATR ........................................................................................ 96

K.4. Basic RNP 1 ........................................................................................................ 98

K.5. Basic RNP 1 on ATR ........................................................................................ 98

6 PBN PERFORMANCE BASED NAVIGATION Contents

Contents

L. Approach .............................................................................................................101

L.1 Introduction ......................................................................................................... 103

L.1.1. Type of RNP approach .................................................................................. 103

L.1.2 RNP APCH (RNP APproaCH) ......................................................................... 104

L.1.3. RNP AR (RNP with Autorization Required) ................................................ 110

L.2. RNP APCH – LNAV approach ...................................................................... 112

L.2.1. Presentation .................................................................................................... 112

L.2.2. RNP APCH – LNAV approach on ATR ........................................................ 116

L.3. RNP APCH – LNAV/VNAV (APV BaroVNAV) ............................................ 117

L.3.1. Presentation .................................................................................................... 117

L.3.2. RNP APCH – LNAV/VNAV approach on ATR ............................................. 122

L.4. RNP APCH – LPV (APV SBAS) ..................................................................... 123

L.4.1. Presentation .................................................................................................... 123

L.4.2. RNP APCH – LPV approach on ATR ........................................................... 126

L.5. RNP APCH – RNP AR (Authorization Required) .................................... 127

L.5.1. Introduction ..................................................................................................... 127

L.5.2. Instrument approach procedure design criteria ........................................ 128

L.5.3. Additional navigation requirements for RNP AR ....................................... 130

L.5.4. RNP AR approach on ATR ........................................................................... 133

M. ATR capability summary – aircraft requirement ........135

N. Annex .....................................................................................................................141

O. Glossary ..............................................................................................................147

A. Introduction PBN PERFORMANCE BASED NAVIGATION 7

Introduction

A

A. Introduction PBN PERFORMANCE BASED NAVIGATION 9

A. Introduction

This PBN - Performance Based Navigation - brochure aims at giving the operators essential

knowledge about what is the PBN concept and its application to the ATR aircraft.

This brochure will start with a little bit of history, to explain how and why PBN concept was

introduced by ICAO. The GNSS and associated augmentation means will be described as well as

performances that characterize PBN navigation. Each navigation specification will be explained,

together with its applicability on ATR. Finally a table will summarize ATR capabilities regarding

PBN depending on embodied modifications.

Main reference documentation is the ICAO doc 9613 - PBN Manual. PBN implementation is

monitored by ICAO and progress is available on ICAO website.

This brochure addresses ATR 42/72 -500 and -600 series. It will be updated after FMS STD2

certification.

Should you find any discrepancy between ATR operational documentation and this brochure,

the information contained in ATR AFM shall prevail.

The ATR flight-ops support team.

Background

B

B. Background PBN PERFORMANCE BASED NAVIGATION 11

B. Background


B.1. Route Navigation

Route Navigation is the ability to navigate along predefined straight line route segments. Route navigation is

navigation aid based on several conventional ground equipments like the VHF Omni-directional Range (VOR),

Non-Directional Beacon (NDB), Distance Measuring Equipment (DME), Instrument Landing System (ILS) for

approach. NDB and VOR provide directional guidance as a bearing or radial from the aid. A precise position

can only be determined when overflying an NDB or VOR or when a DME is co-located with the NDB or VOR.

Position estimation along track is based upon time from the navigation aids. The accuracy of the position

decreases as the aircraft moves away from a navaid.

Route Navigation

Conventional routes are established dependent

on the location of Navaid.

The cross track accuracy decreases with range

from navigation aid.

The constraints of Route Navigation limit the efficiency of aircraft operations. Approach and departure instrument

flight procedures based on terrestrial radionavigation are constrained by the location, accuracy and other

limitations of the supporting radionavigation.

ILS

14 PBN PERFORMANCE BASED NAVIGATION B. Background

B. Background

B.2. Area Navigation

To overcome the constraints of Route Navigation, Area Navigation systems were developed. Area navigation

allows an aircraft to fly any pre-defined path with high accuracy between two points in space. Area Navigation

is recognized as a necessary enabler to further optimise aircraft operation, increase terminal area safety and

provide flexibility in placement of aircraft flight paths to minimise aircraft noise intrusion on the community.

Early area navigation systems were based on inertial (IRS/INS) or radio-direction finding and multi-lateration

principles and included DME-DME or DME-VOR.

Over the last 15 years, satellite based area navigation has matured. The GNSS (Global Navigation Satellite

System) meets the needs of oceanic, continental remote, continental en-route, terminal area and Non-Precision

Approach (NPA) requirements for most aircraft. These systems also support navigation performance monitoring.

Area Navigation has been implemented in many parts of the world using local standards and practices.

Area Navigation

Positioning by GNSS, IRS/INS, DME-DME, DME-VOR.

Routes are independent from the location of Navaid.

High and constant accuracy between two waypoints.


B. Background

B.3. Performance Based Navigation (PBN)

Authorities have developed their own Area Navigation regulations, but in order to avoid the proliferation of

navigation specifications in use worldwide, ICAO has redefined the regional differences into a globally harmonized

set of applications.

ICAO decided to create the PBN concept (behind the 11th Air Navigation Conference in 2004).

PBN is the international regulatory ICAO framework to standardize the implementation of Area

Navigation worldwide.

PBN is identified as a key enabler in the USA’s NextGen and Europe’s SESAR plans and ICAO has set

direction for the worldwide adoption of PBN using appropriate selection of navigation specifications. This was

the first step of the PBN concept definition.

NextGen: The Next Generation Air Transportation

System is the name given to a new National

Airspace System due for implementation across

the United States in stages between 2012 and

2025. NextGen proposes to transform America’s air

traffic control system from an aging ground-based

system to a satellite-based system. GPS technology

will be used to shorten routes, save time and fuel,

reduce traffic delays, increase capacity, and permit

controllers to monitor and manage aircraft with

greater safety margins.

SESAR: Single European Sky ATM Research is

the name given to the collaborative project that

is intended to completely overhaul the European

airspace and its Air Traffic Management (ATM).

16 PBN PERFORMANCE BASED NAVIGATION B. Background

B. Background

A manual has been published to provide a framework for the PBN

deployment plan by the different authorities.

ICAO resolution A37-11 urges all states to complete a national PBN implementation plan following the 3 steps

that has been defined :

- short term (2012-2014)

- medium term (2014-2016)

- long term (2016-2020)

For information of the implementation refer to ICAO website (PBN page).

PBN Manual DOC 9613

Fourth Edition - 2013

Area Navigation

C

C. Area Navigation PBN PERFORMANCE BASED NAVIGATION 17

C. Area Navigation


C.1. Principle

The area navigation is a method of navigation which permits aircraft operation on any desired flight path within

the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained

aids, or a combination of these.

Aircraft position is estimated using GNSS, IRS/INS, DME, VOR and updated by the combination of various

types of sensors. Flight management is based on navigation data base (navigation with reference to geographic

positions called waypoints).

Area Navigation Routes are established as Air Traffic Service (ATS) route within Radar Coverage.

ILS

Conventional Route

Routes are established dependent

on the location of Navaids

Area Navigation Route

Positioning by GNSS, IRS/INS, DME-DME,

DME-VOR. Routes are independent from

the location of Navaids

20 PBN PERFORMANCE BASED NAVIGATION C. Area Navigation

C. Area Navigation

C.2. Area Navigation sensors

For area navigation, three kind of sensors can be used:

Self Contained Navigation INS, IRS

Ground based Navigation DME/DME, VOR/DME

Satellite based Navigation GNSS(GPS)

C.2.1. Self-Contained Navigation

The inertial navigation sensor calculates the distance obtained by integrating acceleration (inertia) generated

while object is moving.

Navigation System

INS

IRSLaser Gyro

Mechanical GyroSensor

Sensor


C. Area Navigation

C.2.2. Ground-based Navigation

DME/DME

The aircraft position (Lat/Long) is calculated using distances from 2 DMEs:

Required Data = VOR/DME Position (Lat/Long)

The closer two stations are on the same straight line as the aircraft position, the greater the error becomes.

Therefore, the most appropriate combination of DMEs are automatically selected such that their relative

angle is between 30 – 150 degrees.

D1 nm

DME1

(Lat1,Long1) (Lat2,Long2)

θ < 30 deg

150 deg θ 30 deg

DME2

30 deg

150 deg

D2 nm

VOR/DME

The aircraft position (Lat/Long) is calculated using radial / distances from VOR/DME.

Required Data = VOR/DME position (Lat/Long)

X DMER xxx deg

VOR/DME (Lat,Long)

C.2.3. Satellite-based Navigation

Refer to chapter D. GNSS

Global Navigation

Satellite System (GNSS)

D

D. Global Navigation Satellite System (GNSS) PBN PERFORMANCE BASED NAVIGATION 23

D. Global Navigation Satellite System (GNSS)


D.1. Satellite constellation

Nowadays, area navigation is mainly achieved using a Global Navigation Satellite System (GNSS) composed

of a set of satellites.

1 master control station (Colorado Springs) and 5 monitoring stations

Two main systems are currently available around the world, GLONASS in Russia, NAVSTAR/GPS in the USA.

The GALILEO European satellite system will be soon operational.

D.1.1. GPS: Global Positioning System

(US constellation)

The GPS is a space-based radio-navigation system consisting of a constellation of satellites and a network of ground stations used for monitoring and control.

A minimum of 24 GPS satellites orbiting the Earth at an altitude of approximately 20.200 Km provide users

with accurate information on position, velocity, and time anywhere in the world and in all weather conditions.

Each satellite completes an orbit in less than 12 hours.

GPS (U.S.A)

26 PBN PERFORMANCE BASED NAVIGATION D. Global Navigation Satellite System (GNSS)


24 satellites orbit at 20.200 Km GPS satellite orbit

GLONASS (Russia)

Galileo (Europe)

D.1.2. GLONASS (Russian constellation)

Glonass is composed of 24 satellites on 3 different circular orbits at an altitude of approximately 19.100 Km.

Each satellite completes an orbit in 11 hours and 15 mn.

D.1.3. GALILEO (European constellation)

Galileo is composed of a minimum of 30 satellites on 3 different circular orbits at an altitude of approximately

23.600 Km.

Each satellite completes an orbit in 14 hours.

Note: Further in this brochure, only the GPS system will be considered.



D.2. GNSS principle

With the GPS, a set of 24 satellites is split into 6 orbits in 55° relative planes and 4 satellites are placed on

each orbit.

The relative orbital planes and the spacing of the satellites are optimised to provide a wide coverage of the

Earth.

The satellites complete one revolution every 11 hours - 58 minutes - 2 seconds.

Timing is essential in GPS, and each satellite has up to 4 atomic clocks with accuracies measured in the

order of thousandths of millionths of a second.

In order to compute the aircraft position, the GPS receiver calculates its position by precisely timing the signals

sent by GPS satellites high above the Earth. Each satellite continually transmits messages that include the

time at when message was transmitted and the satellite position at time of message transmission.

The receiver uses the messages that it receives to determine the transit time of each message and computes

the distance to each satellite using the speed of light.

All GPS satellites transmit the same format of signal.

Distance = time x 299.791 km/s (light speed)

Each of these distances and satellites’ locations defines a sphere. The receiver is on the surface of each

of these spheres. These distances and satellites’ locations are used to compute the location of the receiver

using the navigation equations.

3 satellites

Signals determine 3 spheres.

The 3 spheres intersection gives 2 points. One point can be rejected due to incompatible position.



The GPS performance, alone, does not meet ICAO requirements for nagivation.

ABAS (Autonomous Based Augmentation System) is required to check integrity of the GPS Data.

GNSS = GPS+ABAS

GPS vertical reference Geoid

The geoid is a representation of the surface of the earth that assumes sea covers the earth’s surface (mean

sea level: MSL). But sea level is not regular, depending on the gravity field of the earth.

The clock accuracy is crucial, because a 1μs difference triggers an error equal to 300 m.



Ellipsoid

The ellipsoid is a smooth elliptical model of the earth’s surface.

The ellipsoidal model used by the GPS is the World Geodesic System of 1984 (WGS84).

Since the GPS uses the ellipsoid and aviation uses the geoid (MSL), a correction has to be added to the

vertical reference inside the aircraft system data base.

Example: GUND of Toulouse Airport

This correction is the GUND

(Geoid UNDulation: N)



D.3. GNSS augmentation systems

The RNAV/GNSS system performance (accuracy, integrity, availability, continuity) is improved by integration of

external information into the calculation process.

ICAO defines three categories of augmentation systems:

ABAS (Aircraft Based Augmentation System)

SBAS (Satellite Based Augmentation System)

GBAS (Ground Based Augmentation System)

D.3.1. ABAS (Aircraft Based Augmentation System)

ABAS is achieved by features of the onboard equipment designed to overcome integrity performance limitations

of the GNSS constellations.

There is two different types of ABAS technical solutions:

RAIM (Receiver Autonomous Integrity Monitoring)

AAIM (Aircraft Autonomous Integrity Monitoring)

The ABAS systems are designed to resolve lack of integrity. It does not improve GNSS core signal accuracy.

D.3.1.1. RAIM: Receiver Autonomous Integrity Monitoring

RAIM algorithm allows the receiver to check integrity of the GNSS signal. Please refer to the chapter E.2.2.2

for further informations.

D.3.1.2. AAIM: Aircraft Autonomous Integrity Monitoring

AAIM uses the redundancy of position estimates from multiple sensors, including GNSS, to provide an integrity

level at least equivalent to RAIM.

D.3.1.3. ABAS on ATR

On ATR, the performance (integrity) is enhanced by integration of navigations sensors (VOR, DME) with GNSS

information.



D.3.2. SBAS (Satellite Based Augmentation System)

SBAS is comprised of several ground receivers which provide ranging, integrity and correction via geostationary

satellites.

WAAS (Wide Area Augmentation System) in Northern America

CWAAS (Canadian WAAS)

EGNOS (European Geostationary Navigation Overlay Service) in Europe

MSAS (Multi-Functional Satellite Augmentation System) in Japan

SNAS (Satellite Navigation Augmentation System) in China

GAGAN (GPS Aided Geo Augmented Navigation) in India

SDCM (System For Differential Corrections and Monitoring) in Russia

SBAS improves GNSS signal accuracy from ≈ 10 m down to ≈ 2 m, both horizontally and vertically.

SBAS allows for accurate GNSS-based navigation in all phases of flight including critical flight phases such

as approach.

SBAS can support all en-route and terminal RNAV operations, including vertically-guided approach down to

CAT I equivalent minima.



GPS

Geostationary satellite

GPS

21

1

1

3

The ground station:

1 Receives GPS signal

2 Determines health status of GPS

3 Broadcasts information on error condition of the GPS to aircraft via geostationary satellite



D.3.4. SBAS and GBAS accuracies

SBAS and GBAS allow for highly accurate GNSS-based navigation and are the perfect enabler for advanced

and applications in critical phases of flight such as approach.

Parameter GPS SBAS GBAS

Horizontal Position

Accuracy10 m 1-2 m < 1 m

Vertical Position

Accuracy15 m 2-3 m < 1 m

Differential Corrections,

Integrity Data and

Path Definition

Omnidirectional VHF Data

Broadcast (VDB) Signal

GBAS

Reference

Receivers

GBAS

Ground

Facility

Status Informations

GPS Satellites

Ranging Sources

1

2

3

1 GBAS reference receivers located on the airport collect data from GNSS satellites

2 GBAS Ground facility located on the airport processes satellite correction and integrity data uplink

3 Augmentation information and integrity data is broadcast to the aircraft via VHF Data Broadcast (VDB)

D.3.3. GBAS (Ground Based Augmentation System)

A Ground-Based Augmentation System (GBAS) is a system that supports local augmentation, at airport level, of

the primary GNSS constellation(s) by providing enhanced levels of service that support all phases of approach,

landing, departure and surface operations.



D.4. Multi-sensor system

D.4.1 Mitigating the effects of GNSS outages

There are a number of sources of potential interference to GNSS. These interference can lead to a total loss

of GNSS services (outage).

There are three principal methods currently available for mitigating the effect of GNSS outages on aircraft

when GNSS supports navigation services.

1) by taking advantage of existing on-board equipment such as inertial navigation systems and implementing

advanced GNSS capabilities and GNSS receiver technologies (e.g. application of multiple constellations and

frequencies, adaptive antennas, etc.);

2) by employing procedural (pilot or air trafic control) methods, taking due consideration of the workload and

technical implications of the application of such mitigations in the relevant airspace. Particular issues that

need to be considered include:

- the impact that the loss of navigation will have on other functions such as surveillance in an ADS environment;

and

- the pontential for providing the necessary increase in aircraft route spacing in the airspace under consideration;

and

3) by taking advantage of terrestial radio navigation aids used as a back-up to GNSS or integrated with GNSS.

In identifying an appropriate terrestrial infrastructure, due account should be taken of the following factors.

- Increased reliance is being placed upon the use of RNAV operations. DME provides the most appropriate

terrestrial navigation infrastructure for such operations, as it provides an input to multi-sensor navigation

systems which allow continued RNAV operation in both en-route and terminal airspace. This same capability

can be used for RNAV approach operations if the DME coverage is sufficient.

- If it is determined that an alternate precision approach service is needed, instrument landing system (ILS) or

microwave landing system (MLS) may be used. This would likely entail retaining a minimum number of such

systems at an airport or within an area under consideration.

D.4.2 Mitigating on ATR

On Honeywell / Trimble GNSS HT1000

The primary source is the GPS



When the GPS signal is lost, the system riverts to the DME-DME

On FMS 220 Thalès

The primary source is the GPS.

When the GPS signal is lost, the system riverts to DME-DME (D-D), VOR-DME (V-D), VOR-VOR (V-V).

Then with no GPS and radio aids signal, the system riverts to dead reckoning D-R

With no GPS or DME signal, the system riverts to dead reckoning DR

A FMS computes its FMS position using one of two following position fixing modes:

- BCP (Best Computed Position)

BCP is the smart mode that computes the most accurate FMS position with a mix of all navigation sensors

available onboard: GPS, VOR, DME, ADC and AHRS. The BCP mode with all available sensors are selected

by default after a FMS cold start.

- GPS

This mode provides directly GPS coordinates.

E. Performance requirements PBN PERFORMANCE BASED NAVIGATION 37

E

Performance requirements


E. Performance requirements

E.1. Principle

Performance requirements needed for the proposed operation in the context of a particular airspace are

defined in terms of:

Accuracy

Integrity

Continuity

Availability

Accuracy Integrity

Continuity Availability

The difference between

the estimated position

and the actual aircraft

position

The capability of the system to

perform its function without

unscheduled interruptions during

the intented operation.

The portion of time during which

the system is simultaneously

delivering the required accuracy,

integrity, and continuity.

A measure of trust which

can be placed in the

correctness of the

information supplied by the

total system.

Reference: ICAO doc 9849 (GNSS manual)

40 PBN PERFORMANCE BASED NAVIGATION E. Performance requirements


PDE: Path Definition Error

The PDE is usually negligible, unless the navigation database coding is inaccurate or fault.

FTE: Flight Technical Error

The FTE is a characteristic of the pilot performance using Flight Director or the Auto-Pilot guidance performance

in the steering of the aircraft on the FMS defined flight path. The FTE has a cross-track statistical distribution.

EPE: Estimated Position Error (Also called NSE: Navigation System Error)

The EPE is estimated by the FMS as a function of the type of FMS position update.

How to compute the EPE?

EPE = HDOP x Measurement accuracy

HDOP: Horizontal Dilution Of Precision

The HDOP is a transposition of the Dilution Of Precision. This term is used to know the additional multiplicative

effect on the position measurement.

Good satellites constellation i.e.: HDOP = 1 to 2 Poor satellites constellation (aligned) i.e.: HDOP > 20

E.2. Lateral navigation

E.2.1. Definitions

Lateral Navigation Error

Estimated Position

Desired Flight Path

Defined Flight Path

Actual Position

ANP

(TSE)

EPE (NSE)

FTE

PDE



Meaning of HDOP values

HDOP Value Rating Description

1 IdealThis is the highest possible confidence level to be used for applications

demanding the highest possible precision at all times.

1-2 ExcellentAt this confidence level, positional measurements are considered accurate

enough to meet all but the most sensitive applications.

2-5 Good

Represents a level that marks the minimum appropriate for making business

decisions. Positional measurements could be used to make reliable in-route

navigation suggestions to the user.

5-10 ModeratePositional measurements could be used for calculations, but the fix quality

could still be improved. A more open view of the sky is recommended.

10-20 Fair

Represents a low confidence level. Positional measurements should be

discarded or used only to indicate a very rough estimate of the current

location.

>20 PoorAt this level, measurements are inaccurate by as much as 300 meters with

a 6 meter accurate device (50 HDOP x 6 meters) and should be discarded.

EPE on the FMS 220 fitted on the ATR -600

ANP: Actual Navigation Performance (also called TSE: Total System Error)

The ANP is the difference between actual position and desired position.

This error is equal to the root sum square (RSS) of the Flight Technical Error (FTE), Path Definition Error (PDE),

and Estimated Position Error (EPE).

The Actual Navigation Performance (ANP) is defined as follows:

ANP= (FTE)²+(EPE)²+(PDE)²

As the PDE is negligible the following simplified equation will be considered:

ANP=√(FTE)²+(EPE)² (1)

The ANP, which is calculated with equation (1) above has a statistical distribution in the cross-track direction

as illustrated below.



XXDesired Flight path

E.2.2. Requirements

E.2.2.1. Accuracy

The accuracy is the difference between the estimated position and the actual position.

‘Where the system is’

The ANP must be below the accuracy limit value (X Nm) for 95% of the flying time.

Example: x = 2Nm for RNAV 2

Aircraft should stay within 2 Nm of the desired flight path, 95% of the time.



If the ACTUAL Navigation Performance (ANP) is superior to the accuracy limit (RNP), the UNABLE RNP

message is displayed on the scratchpad.

If the ACTUAL Navigation Performance (ANP) is superior to the accuracy limit (RNP), the RNP and NAVIGATION

ACCURACY DEGRADED messages are displayed on the MCDU and UNABLE RNP message is displayed

on the ND.

FMS 220

Accuracy alert (RNP)

GNSS Honeywell HT1000

Message displayed on MCDU



E.2.2.2. Integrity

The integrity is a measure of trust that can be placed in the correctness of the information supplied by the

total system.

“Trusting the system that it is where it says it is”

It includes the ability of the system to alert when the system should not be used for the intended operations

(alert) within a prescribed period of time (time-to alert).

Integrity monitoring

3 satellites

Used to determine the position of the aircraft

4 satellites

Four satellites are required to compute the four dimensions of X, Y, Z (position) and time without error.



5 satellites

Allow position integrity monitoring by the RAIM software.

RAIM (Receiver Autonomous Integrity Monitoring), is a technology developed to assess the integrity of

GPS signals in a GPS receiver system.

FDI (Fault Detection Identification),

With the FDI, the system is able to detect a faulty satellite.

The RAIM function is used to provide a measure of trust which can be placed in the correctness of the

information supplied by the total system. It is an algorithmic technique based on the use of pseudo range

computed by the GPS receiver.

A minimum of 5 satellites in sight is necessary to detect faulty satellites or one which is degrading the

positioning computation accuracy.



6 satellites or more

Allow position integrity monitoring by the RAIM software, and exclusion of the degraded or faulty satellite

signal.

FDE (Fault Detection Exclusion)

The FDE function is an embedded RAIM algorithm that can detect and identify faulty satellites which degrade

the positioning computation accuracy.

The FDE algorithm requires a minimum of 6 satellites to be operational.



The RAIM, available from 5 satellites, computes a Horizontal Integrity Limit (HIL) with:

99.999% probable maximum error, assuming a satellite failure.

Guaranteed containment distance, even with undetected satellite failures, comparing the HIL to the

containment limit which is 2 times the accuracy limit.

Integrity on the HT1000

Integrity on the FMS 220

Integrity: the system is indicating it is 99.999 % certain that the aircraft position is within, for example, 0.24 NM of the position displayed on the POS REF page.

Integrity: the system is indicating it is 99.999 % certain that the aircraft position is within, for example, 0.40 NM of the position displayed on this page.



Integrity alert

Integrity alert on the HT1000

If the actual integrity figure is superior to the containment limit, the UNABLE RNP message is displayed on

the scratchpad.

Integrity alert on the FMS 220

The current navigation INTEGRITY is provided through the HIL parameter and monitoring is provided by the

AIM alert (failure is detected by the RAIM function).

If the Horizontal Integrity Limit is superior to the containment limit, the HIL and the GPS HORIZONTAL

INTEGRITY ALERT messages are displayed on the MCDU and GPS INTEG is displayed on the ND.

Msg on theNavigation Display (ND)

Msg on theMulti Control Display unit (MCDU)

GPS

INTEG

GPS HORIZONTAL

INTEGRITY ALERT

HIL



E.2.2.3. Continuity and Availability

E.2.2.3.1. Definitions

Continuity

The capability of the system to perform its function without unscheduled interruptions during the intended

operation.

“It will be there or it will not be there”

The probability of an annunciated loss of RNP-X capability (true or false annunciation) shall be less than 10-4

per flight hour.

Avaibility

The proportion of time during which the system is simultaneously delivering the required accuracy, integrity,

and continuity.

“It is there or it is not there”

Departure Probability of having a loss of RNP capability

< 1/10 000

ArrivalH + 1hour



E.2.2.3.2. Performance monitoring

The navigation performance continuity and availability can be checked in a number of different ways:

NOTAMs

Dedicated web site

On-board system

Notams

Crew can check two types of NOTAM:

NOTAM for satellite constellation

These NOTAMs are published by US coast guard service or local administration. The operators of the satellite

constellation normally provide a notice, at least 48 hours before a satellite vehicle is taken out of service.

Example:

KGPS / 1004222040 / 1004231050 / GPS PRN 23 OTS,

The above NOTAM indicates that the satellite vehicle, with identifier number PRN 23, will be out of service

from 2040 UTC on 22 April 2010 until 1050 UTC on 23 April 2010.

NOTAM for RAIM function availability

NOTAM for RAIM availability:

There are issued for each airport with a RNAV procedure, when integrity is not available during a 24 hour

period or when the angle of shadow for Satellite Vehicles (SV) is less than 5°.

In Europe these NOTAMs are published every 24 hours before 2:00 AM UTC.

Example:

NOTAM for the following unavailability of the RAIM function in Toulouse :

• the 1st of August 2010 from 04H48 to 04H55.

• the 2d of August 2010 from 21H35 to 21H40.

(A2162/05 NOTAMN

Q) LFBB/QGALS/I/NBO/A/000/999/

4100N00200E005

A) LFBO B) 1008010200 C) 10080200159

E) BARO AIDED GPS RAIM UNAVBL FOR NPA

1008010448 TIL 1008010455

1008012135 TIL 1008012140



Dedicated Web site

To enable pilots to quickly determine whether en-route and/or approach level RAIM will be available, it exists

dedicated tools:

AC 90-100 from FAA

AUGUR from Eurocontrol

On-board system

HT1000

Example of AUGUR prediction.


E. Performance requirements E. Performance requirements

FMS 220

PRAIM (Predictive Receiver Autonomous Integrity Monitoring)

FMS uses the RAIM function of the GPS to provide on ground predictive GPS signal integrity monitoring,

through predictive HIL (Horizontal Integrity Limit), which allows the pilot to check navigation performance

availability and continuity at the destination airport and at any FPLN or SEC waypoint within a 30 minutes

centered time-window.


E.3. Vertical navigation

The Total System Error (TSEz) is defined as follows:

TSEz =√ ( FTEz)²+(HCE)²+(ASE)²

Each aircraft operating in airspace where vertical performance is specified shall have a Total System Error in

the vertical direction (TSEz) that is less than the specified performance limit 99.7% of the flying time.

There is no integrity and continuity requirement for the vertical navigation.

The along track navigation error on a descending vertical flight path induces a component of the vertical error

called Horizontal Coupling Error (HCE).

The pilot performance using Flight Director, or the performance of the guidance system, to control the aircraft

on a vertical flight path is characterized by a vertical Flight Technical Error (FTEz).

The Altimetry System Error (ASE) is the the error induced by the imprecision of the barometric system.


F. PBN Generalities PBN PERFORMANCE BASED NAVIGATION 55

PBN Generalities

F


F. PBN Generalities

F.1 Introduction

The global aviation community is facing significant challenges imposed by the air traffic increase. ICAO has

adopted PBN to address these challenges, as conventional ground based navigation remained too constraining

to face them.

PBN is helping the global aviation community thanks to the reduction of:

- aviation congestion

- fuel consumption/ gas emission

- aircraft noise

It provides operators with greater flexibility and better operating routes while increasing the safety of regional

and national airspace systems.

THRUST

Vectored

Step Down Approach to ILS Optimized Approach

ectored

ILS vs. RNP approach

F.2 PBN concept

RNP & RNAV procedures

ICAO’s Performance Based Navigation concept (PBN) aims to ensure global standardization of RNAV and RNP

specifications and to limit the proliferation of navigation specifications in use worldwide.

ICAO PBN manual introduces two types of “navigation specifications”:

- RNAV specification type

- RNP specification type

- RNAV Specifications (RNAV X) does not include the requirement for performance monitoring and alerting.

This specification is mainly used in areas covered by radar control, for risk mitigation.

- RNP Specifications (RNP X) includes requirements for on-board performance monitoring and alerting.

This specification is mainly used in areas not covered by radar and in approach phases.

Important note: In PBN, the definitions of RNAV and RNP are different from previously. To avoid any

confusion area navigation is used for the former RNAV (prePBN) and accuracy limit is used for the former

RNP (prePNB). In this brochure the terms RNAV and RNP refer to the PBN definitions.

58 PBN PERFORMANCE BASED NAVIGATION F. PBN Generalities

F. PBN Generalities

For both RNP and RNAV designations, the expression “RNAV / RNP-X” (where stated) refers to the lateral

navigation accuracy in nautical miles, which is expected to be achieved at least 95% of the flight time by the

population of aircraft operating within the airspace, route or procedure.

Concerning the navigation specification, for oceanic, remote, en-route and terminal operations:

- A RNAV specification is designated as RNAV-X, e.g. RNAV 1.

- A RNP specification is designated as RNP-X, e.g. RNP 4.

If two navigation specifications share the same value for X, they may be distinguished by use of a prefix, e.g.

Advanced-RNP 1 (under study) and Basic-RNP 1.

Approach navigation specifications cover all segments of the instrument approach. RNP specifications are

designated using RNP as a prefix and an abbreviated textual suffix, e.g. RNP APCH or RNP AR APCH. There

are no RNAV approach specifications.

Because specific performance requirements are defined for each navigation specification, an aircraft approved

for an RNP specification is not automatically approved for the corresponding RNAV specifications. Similarly,

an aircraft approved for an RNP or RNAV specification having a stringent accuracy requirement (e.g. RNP

0.3 specification) is not automatically approved for a navigation specification having a less stringent accuracy

requirement (e.g. RNP 4).

Pre PBN Post PBN

Area Navigation(RNAV)

Performance Requirements (RNP)

RNAV RNP

Method of instrument

flight rules (IFR) navigation

that allows an aircraft to

choose any course within

a network of navigation

beacons, rather than

navigating directly to and

from the beacons

Level of performance required

for a specific procedure or

a specific block of airspace.

An RNP of 5 means that a

navigation system must be

able to calculate its position

to within a circle with a radius

of 5 nautical miles.

Navigation Specification

which does not require on

board monitoring and alert

Navigation Specification

which does require on

board monitoring and alert

RNP = RNAV + On-board Performance Monitoring & Alerting


F. PBN Generalities

PBN performance requirements

PBN is defined as area navigation based on performance requirements for aircraft operating along an ATS

route, on an instrument approach procedure or in a designated airspace.

PBN represents a fundamental change from a sensor (equipment) based navigation concept to a performance

based navigation concept. Navigation specifications need no longer to be met through prescribed equipment

components, such as INS or VOR/DME receiver, but rather through an aircraft’s navigation systems ability to

meet prescribed performance criteria.

Advanced Area Navigation concept

The development of the PBN concept recognized that advanced aircraft Area Navigation systems are achieving

a predictable level of navigation performance accuracy which, together with an appropriate level of functionality,

allows a more efficient use of available airspace to be realized.

Pre PBN Post PBN

Straight navigation point to point Advanced Area Navigation concept

Pre PBN Post PBN

“The aircraft must be equipped with a certain

sensor, to achieve the required performance.”

“The aircraft must meet the required performance,

regardless of the sensor used.”

60 PBN PERFORMANCE BASED NAVIGATION F. PBN Generalities

F. PBN Generalities

Global Scope of the PBN navigation specification

The illustration below summarizes all the PBN procedures. It is used in this brochure to illustrate all the

procedures as a common thread in the following chapters.

NavSpecType

NavSpecName

FlightPhase

Proceduredesignation

Minimumdesignation

PBN

RNAV

On boardperformance

Monitoring and alertis NOT required

RNAV10 RNAV5 RNAV1/2 RNP4 BASIC RNP1 RNP APCH RNP AR APCH

RNP

On boardperformance

Monitoring and alertis required

Oceanic &Remote

continentalnavigation

applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach

Approach withadditionnal

requirements

En-route En-route

Airways Airways RNAV(GNSS)

RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

PBN Structures

G. PBN specific functions & Navigation data base PBN PERFORMANCE BASED NAVIGATION 61

PBN specifi c functions

& Navigation data base

G


G. PBN specific functions & Navigation data base

G.1. Specific PBN system functions

The PBN is based on the ability to assure reliable, repeatable and predictable flight paths for improved capacity

and efficiency in planned operations. The implementation of PBN requires not only the functions traditionally

provided by the area navigation system, but also may require specific functions to improve procedures, and

airspace and air traffic operations. The system capabilities for established fixed radius paths, fly-by-turns,

RNAV or RNP holding, and lateral offsets fall into this latter category.

G.1.1. Fixed radius paths (FRPs)

Fixed radius paths (FRPs) take two forms:

One is the radius to fix (RF) leg type

The RF leg is one of the leg types described that should be used when there is a requirement for a specific

curved path radius in a terminal or approach procedure. The RF leg is defined by radius, arc length, and

fix. RNP systems supporting this leg type provide the same ability to conform to the track-keeping accuracy

during the turn as in the straight line segments.

RF leg

64 PBN PERFORMANCE BASED NAVIGATION G. PBN specific functions & Navigation data base


G.1.2. Fly-by turns

For fly-by turns, area navigation systems use information on aircraft speed, bank angle, wind, and track angle

change, to calculate a flight path turn that smoothly transitions from one path segment to the next. However,

because the parameters affecting the turn radius can vary from one aircraft to another, as well as due to

changing conditions in speed and wind, the turn initiation point and turn area can vary.

The fly-by turns is available on the Honeywell HT 1000 and on the Thales FMS 220

Fly-by turn

Fixed radius transition

The fixed radius paths (FRPs) are only available on the Thales FMS 220 (ATR-600)

The other one is the FRT (Fixed Radius Transition), is intended to be used with en-route procedures. Due

to the technicalities of how the procedure data are defined, it falls upon the RNP system to create the fixed

radius turn (also called a fixed radius transition or FRT) between two route segments.

These turns have two possible radii, 22.5 NM for high altitude routes (above FL 195) and 15 NM for low

altitude routes (below FL195). Using such path elements in a RNAV route enables improvement in airspace

usage through closely spaced parallel routes.



G.1.3. Holding pattern

The area navigation system facilitates the holding pattern specification by allowing the definition of the inbound

course to the holding waypoint, turn direction and leg time or distance on the straight segments, as well as

the ability to plan the exit from the hold.

This holding pattern specification is available on the Thales FMS 220

Holding pattern

G.1.4. Offset flight path

RNAV and RNP systems may provide the capability for the flight crew to specify a lateral offset from a defined

route.

Generally, lateral offsets can be specified in increments of 1 NM up to 20 NM. When a lateral offset is activated

in the RNAV or RNP system, the aircraft will leave the defined route and typically intercept the offset at an

angle of 45 degrees or less. When the offset is cancelled, the aircraft returns to the defined route in a similar

manner. Such offsets can be used both strategically, i.e. fixed offset for the length of the route, or tactically,

i.e. temporarily. Most RNAV and RNP systems automatically cancel offsets in the terminal area or at the

beginning of an approach procedure, at an RNAV hold, or during course changes of 90 degrees or greater.

The offset flight path is available on the Honeywell HT 1000 and on the Thales FMS 220

Offset flight path

66 PBN PERFORMANCE BASED NAVIGATION G. PBN specific functions & Navigation data base


G.2. Coding of navigation data base

The GNSS navigation data base is coded in ARINC 424. ARINC 424 specifies the concept of “Waypoint” and

“Path Terminator”.

Waypoints

Identification:

Geographical coordinates expressed in WGS 84.

5 letter unique code (e.g. BARNA). The code has to be pronounceable.

The ICAO 3-letter station identifier, if located with a ground-based NAVAID (e.g. BRO).

An alphanumerical name code (e.g. DF410) in terminal airspace.

Path and terminator

There are two types of waypoints:

Path Terminator

A specific type of flight path along a segment of a procedure (indicated by the first letter), with a specific type

of termination (indicated by the second letter), as specified by the ICAO.

Example: CF (Course to Fix) – Path: C Course to

– Terminator: F Fix

This concept:

permits coding of terminal area procedures, SIDs, STARs and approaches

establishes “rules” of coding

includes a set of defined codes known as “path and terminators” or leg type

Charted procedures are translated into a sequence of ARINC 424 legs in the Navigation Database. Flight plans

are entered into the FMS by using procedures from the navigation database and chaining them together.

Available Path Terminators are defined in PBN Manual Nav Specifications

Refer to M. Annex for the different Path and Terminators

H. ATR specifications & limitations PBN PERFORMANCE BASED NAVIGATION 67

ATR specifi cations

& limitations

H


H. ATR specifications & limitations

H.1. GPS standards

A GPS sensor is certified according to a certain standard. These standards are named Technical Standard

Order (TSO).

Refer to the TSO manuals provided by the FAA to obtain more informations on the following standards used

by ATR.

TSO C129 (a): The minimum performance standard that global positioning system (GPS) must meet.

Equipment approved under this TSO shall be identified with the applicable equipment class.

TSO C115 (c): The Minimum Performance Standards (MPS) using Multi-Sensor Inputs.

TSO C145 (c): Airborne navigation sensors using the Global Positioning System augmented by the Satellite

Based Augmentation System (SBAS).

TSO C146 (c): Stand-Alone Airborne Navigation Equipment using the Global Positioning System augmented

by the Satellite Based Augmentation System (SBAS).

H.2. Area navigation systems fitted

on the ATR

On ATR, the area navigation function is provided by the GNSS/GPS.

Depending on ATR version:

- Specific GNSS/GPS is fitted.

- Backup is done with ground based area navigation as DME-DME or VOR-DME

70 PBN PERFORMANCE BASED NAVIGATION H. ATR specifications & limitations


H.2.1. Single Honeywell/Trimble GNSS HT1000

The HT1000 Global Navigation Management System (GNSS) is a navigation system that receives and processes

Global Positioning System (GPS) signals to provide worldwide navigation capability.

The navigation is normally performed using the GPS sensor (GPS mode). In the case of the GPS position

becomes unavailable, the HT1000 reverts to DME-DME mode (if installed) and radio coverage allows it. If not,

the dead reckoning mode (DR) is used as a back-up using true airspeed, heading and the last computed

wind data (cf. Chapter D5).

GNSS HT 1000 GNSS HT 1000 fitted on ATR

GNSS HT1000 architecture

The HT 1000 comply with the TSO C129 class A1 (Airborne Supplemental Navigation Equipment using the

Global Positioning System).

When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation

Equipment using Multi-Sensor Inputs).



H.2.2. Dual Honeywell/Trimble GNSS HT1000

The dual HT 1000 consists in the installation of two system discribed on the previous chapter. With dual units,

each system is interfaced with its on-side instrumentation.

The dual installation provides an automatic transfer of the active flight plan to the second system. To confirm

the transfer, the flight plan must be executed on the receiving system.

Dual GNSS HT 1000 Dual GNSS HT 1000 fitted on ATR

Dual HT 1000 architecture

The HT 1000 comply with the TSO C 129 (Airborne Supplemental Navigation Equipment Using the Global

Positioning System).

When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation

Equipment using Multi-Sensor Inputs).

72 PBN PERFORMANCE BASED NAVIGATION H. ATR specifications & limitations


H.2.3. FMS 220 Thales

ATR -600 is equipped with 2 Flight Management Systems, real core of the aircraft management. The FMS allow

managing the aircraft during all the phases of the flight, allowing for flight plan management, flight prediction

computations, wind management, and aircraft various sensors management.

FMS 1 (software and database) is located inside display unit 2 (DU2).

FMS 2 (software and database) is located inside display unit 4 (DU4).

In normal operation, FMS 1 & 2 are achieving their own computation and there are synchronized through the

cross talk link.

FMS 220 Thales fitted on ATR -600

FMS 220 architecture

The FMS 220 comply with the TSO C 129a class C1 (Airborne Supplemental Navigation Equipment using the

Global Positioning System) and C 115b (Airborne Navigation Equipment using Multi-Sensor Inputs).



H.3. ATR current limitations

Limitations of the system can be found, in the limitations section of the AFM. As an example, below, a page

of the limitations of GPS.

I. Oceanic & Remote Area PBN PERFORMANCE BASED NAVIGATION 75

Oceanic

& Remote Area

I


I. Oceanic & Remote Area

I.1. Introduction

Regulation references

RNAV 10:

- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 1: RNAV 10 (designated and authorized as RNP 10)

- AMC 20-12 - “Recognition of FAA Order 8400.12 a For RNP-10 Operations”

RNP 4:

- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 1: RNP 4

Oceanic and remote area are characterized by a lack of ground–based navigation infrastructure. For this reason,

navigation has to be based on satellites (GNSS), self-contained sensors (IRS or INS) or a combination of both.

As the ATR is not equiped with IRS/INS, the system redundancy is ensured by 2 GNSS.

In the PBN structure, two navigation specifications are used:

RNAV10 (without performance monitoring)

RNP 4 (with performance monitoring)

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

The RNAV 10 specification requires a standard navigation accuracy of 10 NM. The RNP 4 requires a 4NM

accuracy.

Navigation accurancy (NM) per navigation specification.

78 PBN PERFORMANCE BASED NAVIGATION I. Oceanic & Remote Area


I.2. RNAV 10

RNAV 10 is applicable to operations in oceanic and remote areas and does not require any ground-based

navigation infrastructure or assessment.

RNAV 10 supports 50 NM lateral and 50 NM longitudinal distance-based separation minima.

As the requirements for RNP 10 (previous designation) did not include a requirement for On-board Performance

Monitoring and Alerting, it is more correctly described as an RNAV operation and hence the inclusion in the

PBN Manual as RNAV 10.

However, the designation of the airworthiness and operational approval as well as airspace/route designation

remains “RNP 10” in order to retain the validity of the present publications and extensive approvals.

As RNAV 10 is intended for use in oceanic and remote areas the navigation specification is based on the use

of Long Range Navigation Systems. A minimum of two LRNS, is required for redundancy.

In order to be approved for oceanic and remote applications a GNSS receiver must be capable of excluding

a faulty satellite from the solution (Fault Detection and Exclusion/FDE) so that continuity of navigation can be

provided. FDE is standard for GNSS receivers based on later TSO C146 standards and is available as an

option or modification for TSO C129a receivers. Consequently, where a TSO C129a GNSS is used to satisfy

the requirement for one or both of the LRNS, it needs to be determined that the receiver is capable of FDE

and approved for oceanic/remote operations.

When the FDE is not available, the navigation accuracy is reduced (Dead Reckoning). (See chapitre D4)

I.3. RNP 4

RNP 4 is a navigation specification applicable to oceanic and remote airspace, and supports 30NM lateral

and 30NM longitudinal separation.

Operators holding an existing RNP 4 operational approval do not need to be re-examined as the PBN Manual

requirements are unchanged.

Aircraft fitted with GNSS only as an approved LNRS for oceanic and remote airspace operations must meet

specific technical requirements. The flight manual are indicate that dual GNSS equipment are approved under

an appropriate standard (TSO C129a or C146).

In addition, an approved dispatch fault detection and exclusion (FDE) availability prediction program must

be used. The maximum allowable time for which FDE capability is projected to be unavailable on any one

event is 25 minutes. This maximum outage time must be included as a condition of the RNP 4 operational

approval. If predictions indicate that the maximum allowable FDE outage will be exceeded, the operation must

be rescheduled to a time when FDE is available.

When the FDE is not available, the navigation accuracy is reduced (Dead Reckoning). (See chapitre D4)

For RNP 4 operation the system has to have an On-board Performance Monitoring and Alerting:

- Accuracy: 4NM

- Integrity and continuity are monitored thanks to the GNSS.



I.4. RNAV 10 and RNP 4 on ATR

The aircraft requirement is a minimum of two Long Range Navigation Systems, which are two GNSS on ATR.

The minimum level of GNSS receiver (TSO C129a) is capable of FDE (Fault detection and Exclusion) and

approved for oceanic/remote operations.

Especially for the RNP 4:

The on-board performance monitoring and alerting is assured

The lateral total system error must be within ±4 NM for at least 95 per cent of the total flight time.

On the ATR aircraft, the Honeywell HT 1000 and the Thales FMS 220:

comply with the TSO C 129a,

are capable of FDE,

are capable of on-board performance monitoring and alerting

For Honeywell HT1000, for RNAV 10 and RNP 4, the aircraft has to be fitted with a dual equipment system

version (mod 5243) and the AFM must mention oceanic and remote area operation. This version has dual

GNSS and two GPS antennas.

In addition, RNP 4 requires mod 5403 (P RNAV accuracy 1 NM) to have an accuracy limit below 4NM.





For Thales FMS 220, the aircraft has to be fitted with the two GPS option (mod 5965) and has the mention

oceanic and remote area.



To be compliant with RNAV 10:

ATR 42-400/500 and 72-212A (500): Mod 5243

ATR -600: Mod 5965

To be compliant with RNP4:

ATR 42-400/500 and 72-212A (500): Mod 5243 + 5403

ATR -600: Mod 5965

J. Continental En-route area PBN PERFORMANCE BASED NAVIGATION 83

Continental

En-route area

J


J. Continental En-route area

J.1. Introduction

Regulation references- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 2: RNAV 5

- FAA AC 90-96 approval of operators & aircraft to operate under IFR in European Airspace Designated for Basic

Navigation (BRNAV).

- JAA LEAFLET No. 2 rev. 1: Guidance Material on Airworthiness Approval and operational criteria for the use of

navigation systems in European air space designated for Basic RNAV operations.

In the PBN structure, three navigation specifications are used for the continental En-route area:

RNAV 5 (without performance monitoring), previously B-RNAV in European regulations.

RNAV 1/2 (without performance monitoring), previously P-RNAV, for RNAV 1 in European regulations.

Basic RNP1 (with performance monitoring), mainly used in terminal area (Refer to terminal area section).

It could sometimes be used in initial, intermediate and missed approaches.

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)


86 PBN PERFORMANCE BASED NAVIGATION J. Continental En-route area


J.2. RNAV 5

JAA Temporary Guidance Leaflet No. 2 (JAA TGL N°2) was first published in July 1996, containing Advisory

Material for the Airworthiness Approval of Navigation Systems for use in European Airspace designated for Basic

RNAV operations (B RNAV). Following the adoption of AMC material by JAA and subsequently responsibility

being assigned to EASA, this document has been re-issued as AMC 20-4.

The FAA published comparable material under AC 90-96 on 20 March 1998.

These two documents provide identical functional and operational requirements.

To comply with RNAV 5, the aircraft systems need to be approved according to the JAA TGL N°2 (B-RNAV)

or FAA AC90-96.

In the PBN manual terminology, B-RNAV requirements are termed RNAV 5.

RNAV 5 is intended for en-route navigation where there is adequate coverage of ground-based radio navigation

aids permitting DME/DME or VOR/DME area navigation operations.

GNSS approved in accordance with TSO C129a or later meets the requirements of RNAV 5. Stand-alone

receivers manufactured to TSO C129 are also applicable provided they include pseudo-range step detection

and health word checking functions.

GNSS based operations require prediction that a service (with integrity) will be available for the route. Most

GNSS availability prediction programs are computed for a specific location (normally the destination airport)

and are unable to provide predictions over a route or large area. However for RNAV 5 the probability of a

loss of GNSS integrity is remote and the prediction requirement can normally be met by determining that

sufficient satellites are available to provide adequate continuity of service.

RNAV 5 (previously B-RNAV) satisfies a required track keeping accuracy of ± 5 NM for at least 95% of the

flight time.

This level of navigation accuracy is comparable with that which can be achieved by conventional navigation

techniques on ATC routes defined by VOR/DME, when VORs are less than 100 Nm apart.

J.3. RNAV 1/ 2

The RNAV 1 was previously called P-RNAV and it is mainly used in terminal area.

It also could be used in initial, intermediate and missed approaches in specific cases. The RNAV 2 is only

used in USA.

For further details refer to the terminal area section (Part K).



J.4. Basic RNP 1

The Basic RNP 1 requires On-board Performance Monitoring and Alerting. It is currently limited to use within

30 NM of departure or arrival airport.

For more details refer to the Terminal area section (part K).

J.5. RNAV 5 on ATR

The aircraft has to comply with JAA TGL n°2 (B RNAV) or FAA AC 90-96.

The GNSS has to be approved in accordance with:

TSO C129a or

TSO C129 with pseudo-range step detection and health word checking functions.

On the ATR aircraft,

The Honeywell HT 1000 complies with the TSO C 129a. In addition, RNAV 5 requires mod 5176 (B_RNAV

accuracy 5NM)

88 PBN PERFORMANCE BASED NAVIGATION J. Continental En-route area


The Thales FMS 220 complies with the TSO C 129a and the system meets the requirements of TGL n°2

(B RNAV).



To be compliant with RNAV 5

-Honeywell HT1000 + Software 05H:

-ATR 42 -300/320 : Mod (4654 + 4885)

-ATR 72 -200/210 : Mod (4654 + 4885)

-ATR 42 -400/500 : Mod (4654 + 4885) or Mod 5020

-ATR 72 -212A (500) : Mod (4654 + 4885) or Mod 5020

-Honeywell HT1000 + Software 060:

-ATR 42 -300/320 : Mod (5176 + 8297)

-ATR 72 -200/210 : Mod 5176

-ATR 42 -400/500 : Mod 5176

-ATR 72 -212A (500) : Mod 5176

-Thales FMS 220:

-ATR -600: Mod 5948

These are the minimum modifications to be compliant with RNAV5. All

later modifications are compliant with RNAV 5

K. Terminal area PBN PERFORMANCE BASED NAVIGATION 91

Terminal area

K


K. Terminal area

K.1. Introduction

Regulation referencesRNAV 1 and 2:

- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 2: RNAV 1 and RNAV 2

- AC 90-96A: For a US operator to get a P-RNAV approval

- AC 90-100A: Provides operational and airworthiness guidance for operation on U.S. Area Navigation (RNAV) routes,

Instrument Departure Procedures (DPs), and Standard Terminal Arrivals (STARs).

- JAA Leaflet 10: Airworthiness and operational approval for Precision RNAV operations in designated european airspace.

Basic RNP 1:

- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 3: RNP 1

In the PBN structure, three navigation specifications are used for the terminal area:

RNAV 1 or 2 (without performance monitoring) previously P-RNAV for RNAV 1, in European regulations.

RNAV 2 already in use in USA.

Basic RNP1 (with performance monitoring)

RNAV 1 or 2 and Basic RNP 1 are also used in En Route Area

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

94 PBN PERFORMANCE BASED NAVIGATION K. Terminal area

K. Terminal area



K. Terminal area

K.2. RNAV 1 or 2

The RNAV 1 and 2 specification is applicable to all ATS routes, including routes in the en-route domain,

Standard Instrument Departures (SIDs), and STandard Arrival Routes (STARS). It also applies to instrument

approach procedures up to the final approach fix.

Departure

SID

En-Route

STAR

IAF

Arrival

From the end of Take Off

RNAV 1/2

The RNAV 1 or 2 specification is primarily developed for RNAV operations in a radar environment (for SIDs,

radar coverage is expected prior to the first RNAV course change). However, RNAV 1 and RNAV 2 may be

used in a non-radar environment or below Minimum Vectoring Altitude (MVA) if the implementing State ensures

appropriate system safety and accounts for lack of on-board performance monitoring and alerting.

The Joint Aviation Authorities (JAA) published airworthiness and operational approval for precision area navigation

(P RNAV) on 1 November 2000 through TGL-10. The Federal Aviation Administration (FAA) published AC

90-100 U.S. terminal and en-route area navigation (RNAV) operations on 7 January 2005, and updated on 1

March 2007 through AC 90-100A. While similar in functional requirements, differences exist between these

two documents.

The ICAO RNAV 1 or 2 specification is the result of the harmonisation of European and United States RNAV

regulation

For existing systems, compliance with both P-RNAV (TGL-10) and U.S. RNAV (FAA AC 90-100) assures

automatic compliance with this ICAO specification. Operators with compliance to only TGL-10 or AC 90-100

have to confirm whether their system gives automatic compliance to this specification (See following chapter).


K. Terminal area

K.3. RNAV 1 or 2 on ATR

As stated in the AFM (mod 5403) the ATR has been demonstrated to meet the P-RNAV requirements of JAA

TGL n°10 with the mod 5403 embodied.

AFM page as an example

To obtain a RNAV 1 and RNAV 2 approval from TGL 10, the aircraft has to comply with the additional

requirements of the PBN manual here below:

The ATR meet the requirements of the TGL 10 based on the use of GNSS and therefore complies

with RNAV 1 and RNAV 2.

K. Terminal area

To be compliant with RNAV 1/2, the system has to meet the requirements

of TGL n°10


-ATR 42 -300/320 : Mod 5403

-ATR 72 -200/210 : Mod 5403

-ATR 42 -400/500 : Mod 5403

-ATR 72 -212A (500) : Mod 5403

-Thales FMS 220:

-ATR -600: Mod 5948

These are the minimum modifications to be compliant with RNAV 1/2.

All later Modifications are compliant with the RNAV 1/2



K. Terminal area


K.4. Basic RNP 1

The RNP 1 specification provides a means to develop routes for connectivity between the en-route structure

and TerMinal Airspace (TMA) with no or limited ATS surveillance, with low to medium density traffic.

When originally published, this navigation specification included the prefix “Basic” because an Advanced-RNP

1 specification was planned. Advanced–RNP 1 evolved into the Advanced-RNP specification, so the need to

include the prefix “Basic“ is no longer necessary. Existing approvals granted under the original nomenclature

remain valid.

The following systems meet the accuracy, integrity and continuity requirements of these criteria.

a) aircraft with TSO-C129a sensor (Class B or C), TSO-C145 and the requirements of TSO-C115b FMS,

installed for IFR use in accordance with FAA AC 20-130A;

b) aircraft with TSO-C129a class A1 or TSO-C146 equipment installed for IFR use in accordance with FAA

AC 20-138 or AC 20-138A;

c) aircraft with RNP capability certified or approved to equivalent standards.

For Basic RNP 1 operation the system has to have an On-board Performance Monitoring and Alerting.

K.5. Basic RNP 1 on ATR

The minimum level of GNSS receiver is the TSO C129a with a sensor class A1, equipment installed for IFR

use in accordance with FAA AC 20-138.

The on-board performance monitoring and alerting is ensured by a dedicated GNSS system.

For Honeywell HT 1000


have sensor class A1,

is installed in compliance with FAA AC 20-138,

is capable of on-board performance monitoring and alerting.

For Thales FMS 220


have sensor class C1,

is installed in compliance with FAA AC 20-130A

is capable of on-board performance monitoring and alerting.

K. Terminal area



To be compliant with Basic RNP 1:


-ATR 42 -300/320 : Mod 5403

-ATR 72 -200/210 : Mod 5403

-ATR 42 -400/500 : Mod 5403

-ATR 72 -212A (500) : Mod 5403

-Thales FMS 220:

-ATR -600: Mod 5948

These are the minimum modifications to be compliant with Basic RNP1.

All later Modifications are compliant with the Basic RNP1.

K. Terminal area

L. Approach PBN PERFORMANCE BASED NAVIGATION 101

Approach

L


L. Approach

L.1 Introduction

L.1.1. Type of RNP approach

In the PBN structure, four kinds of approach, divided in two navigation specifications, are used:

RNP APCH: LNAV approach

LNAV/VNAV approach (Baro VNAV approach)

LPV approach

RNP AR APCH: RNP approach with Authorization Required

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

For lateral guidance the RNP approaches are based on the GNSS only.

104 PBN PERFORMANCE BASED NAVIGATION L. Approach

L. Approach

L.1.2 RNP APCH (RNP APproaCH)

L.1.2.1. Presentation

A RNP approach is defined in the ICAO PBN manual. This approach is identified as RNAV (GNSS)

approach

charts (see chart below).

It includes two kinds of approach:

Classic approach (without vertical guidance)

Non Precision Approach, idenfied as RNAV (GNSS) LNAV

APV (Approach Procedure with Vertical guidance)

APV BaroVNAV, identified as RNAV (GNSS) LNAV/VNAV

APV SBAS, identified as RNAV (GNSS) LPV

The APV are not considered as precision approaches. There are non precision approach (NPA) with

vertical guidance.

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)


L. Approach

RNAV (GNSS) chart, including minimas corresponding to the three types of approach (LNAV, LNAV/VNAV, LPV).


L. Approach

L.1.2.2. RNP APCH concept

The approach covers all segments of the instrument approach, i.e. initial, intermediate, holding, final, and

missed approach.

The RNP APCH operations are enabled by the use of GNSS as sole means for lateral navigation (i.e. do not

rely on airport ground navaids).

The RNP APCH specifications require a standard navigation accuracy of 1.0 NM in the initial, intermediate

and missed segments and 0.3 NM in the final segment.

L.1.2.3. RNP APCH benefits

Direct / efficient trajectories to final approach

- Track miles saving, less fuel, reduced airborne time

Accurate lateral guidance in approach

- Reduced protection areas less obstacles to take into consideration

- Less obstacles lower minima

- Lower minima higher airport accessibility

- Higher airport accessibility less delays, less diversions

Vertical guidance in final approach:

- Increased safety (reduced risk of Controlled Flight Toward Terrain / Controlled Flight Into Terrain)

Find an alternative to costly implementation and maintenance of ground based landing aids such as ILS



L. Approach

L.1.2.4. Initial and intermediate approach

A final procedure RNAV (GNSS), resulting in LNAV, LNAV/VNAV or LPV minimas, may be preceeded by :

- an initial and intermediate approach T or Y

- an initial and intermediate RNAV1 (generally preceeded by a STAR RNAV1)

- a radar vectoring as is the case in most large airport hubs.

When RNAV procedures are designed in Y or T configuration, Terminal Area Altitude or Terminal Arrival Area

(TAA) are displayed.

They are generally centered on an IAF or IF with a 25 Nm long radius and protects flight within a specific

sector by 1000 ft margin above obstacles.

Example of Y configuration:

Complete Y approach

Y approach area protection


L. Approach

Complete T approach

T approach area protection

Example of T configuration:


L. Approach

L.1.2.5. Holding Pattern

Standard racetrack holding pattern may be provided at the centre IAF.

If necessary it could be used for course reversal, altitude adjustment or entry into the procedure.

L.1.2.6. Vertical profile of an RNP APCH

Here below, the vertical profile of the different flight phases during an approach is illustrated.


L. Approach

L.1.3. RNP AR (RNP with Autorization Required)

A RNP AR approach is defined in the ICAO Performance Based Navigation (PBN) manual. This approach is

equivalent to the RNAV (RNP) approach type.

Compared to standard RNP APCH approach procedures, the RNP AR approach procedures are characterized

by:

Accuracy limit ≤ 0.3 NM and/or

Curved flight path before and after the Final Approach Fix (FAF) or Final Approach Point (FAP).

Protections areas laterally limited to 2 X accuracy limit value without any additional buffer.

These approach procedures are always designed to be flown with baro-VNAV capability.

RNP AR operations may include missed approach procedures and instrument departures with reduced accuracy

limit (≤1NM).



L. Approach

Example of RNP AR approach (Queenstown: New Zealand)

Procedures are identified through the title “RNAV (RNP) RWY XX.” Where more than one RNAV approach

with different ground-tracks are developed to the same runway, they are each identified with an alphabetical

suffix beginning at the end of the alphabet. The procedure with the lowest minimums is given the “Z” suffix.


L. Approach

L.2. RNP APCH – LNAV approach

Regulation references- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5 Section A –RNP APCH operations down to LNAV and LNAV/VNAV

minima.

Airworthiness Reference

-EASA AMC 20-27

-FAA AC 20-130A, AC 20-138A, AC 20-129, (replaced by AC 20-138B and C)

-ETSO/TSO C129a, ETSO/TSO C145 and C146

Operational Reference

- EASA AMC 20-27: “airworthiness approval and operational criteria for RNP approach (RNP APCH) operations”

- DGAC OPS directive F 2012-02

- DGAC Technical guidelines for RNP APCH operations known as RNAV(GNSS)

- FAA AC 90-105

L.2.1. Presentation

RNAV (GNSS) LNAV is a classic approach not associated with a vertical guidance.

RNAV (GNSS) LNAV 2D without vertical guidance

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

LNAV are presented as RNAV (GNSS) / LNAV minimas


L. Approach

Example of LNAV approach (Toulouse)


L. Approach

The lateral guidance is performed using the RNAV / GNSS and positioning based on GNSS.

The vertical flight management is performed identically to Non-Precision Approaches (VOR / DME, NDB...),

using, on ATR the VS (vertical speed) as primary and the Baro-VNAV as advisory.

According to EU OPS, for NPAs (Non Precision Approach), the LNAV procedure must be conducted using

the CDFA technique (Continuous Descent Flight Angle).

CDFA approach is based on a continuous descent flight path angle on non-precision approach until reaching

15m (50ft) above the threshold.

The notion of MDA disappears because CDFA no longer allows a level flight segment to the MAPt.

The CDFA technique requires a go-around if the visual references are not acquired at a DA(H) (décision

altitude/height).

MDA is determined from an OCA which does not take into account the height loss at go around MDA (Minimum

Descent Altitude) cannot be used as a DA (Decision Altitude) without a specific assessment :

• To use the add-on concept : DA=MDA+xxFt (e.g. xx is based on aircraft performance or could be a fixed

value of 50 Ft)

• To assess from an obstacle point of view, the area below the MDA zone.

Aircraft category Margin

A 20 ft

B 30 ft

C 40 ft

D 60 ft

On ATR (category B), a margin of 30 ft has to be added to the MDA.

Approch

category

Lateral

guidance

Vertical path

management

Minima

Non Precision

Approach

(NPA)

RNAV/GNSS

system

Based on

GNSS+ABAS

Same as for

other NPA

V/S with

BaroVNAV in

advisory

CDFA technique

LNAV MDA/H

Lowest

MDH=250ft

ref: IR OPS

CDFA vertical profile


L. Approach

Example of CDFA value

ref: IR OPS

250ft

Note: MDH on the LNAV approach can be down to 250 ft, as stated in the American and European

regulations (IR-OPS). But generally, the MDH is not lower than 300 ft, due to obstacles and procedure

design criterias.

Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168, Volume II).

Missed approach procedure may be supported by either RNAV or conventional (e.g. based on NDB, VOR,

DME) segments.

Procedures design will take account of the absence of a VNAV capability on the aircraft.

LNAV approach profile


L. Approach

To be compliant with RNP APCH-LNAV:

ATR 42-300: Mod 5768

ATR 42-400/500: Mod 5768

ATR 72-200: Mod 5768

ATR 72-212A (-500): Mod 5768

ATR -600: Mod 5948 Basically integrated.

L.2.2. RNP APCH – LNAV approach on ATR


L. Approach

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)

L.3. RNP APCH – LNAV/VNAV

(APV BaroVNAV)

Regulation references- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5 Section A –RNP APCH operations down to LNAV and LNAV/VNAV

minima.


- EASA AMC 20-27

- FAA AC 20-130A, AC 20-138A, AC 20-129, (replaced by AC 20-138B and C)

- ETSO/TSO C129a, ETSO/TSO C145 and C146


- EASA AMC 20-27: “airworthiness approval and operational criteria for RNP approach (RNP APCH) operations”

- DGAC OPS directive F 2012-02

- DGAC Technical guidelines for RNP APCH operations known as RNAV (GNSS)

- FAA AC 90-105

L.3.1. Presentation

RNAV (GNSS) LNAV/VNAV also called Baro VNAV is an Approach Procedure with Vertical guidance (APV).

This vertical guidance is based on barometric data.

RNAV (GNSS) LNAV/VNAV 2D + Z Baro-VNAV vertical guidance


L. Approach

The lateral guidance is based on GNSS

The vertical guidance is based on barometric altitude

Approch

category

Lateral

guidance

Vertical path

management

Minima

APV

Approach

Procedure with

Vertical guidance

RNAV/GNSS

system

Based on

GNSS+ABAS

Baro-VNAV

function

BARO VNAV

function to meet

AMC 20-27

Certification

criteria

LNAV/VNAV

DA/H

Lowest DH=250ft

ref: IR OPS

Example of LNAV / VNAV approach (Toulouse)


L. Approach

LNAV / VNAV approach profile

GNSS core constellation

(i.e. GPS)

FAF

FAF

DA/DH

Lateral guidance

GNSS 0.3Nm

Vertical guidance

BARO VNAV system

Minima

LNAV VNAV DA(H)

Lowest DH = 250ft

ref: IR OPS

Note: DH on the LNAV/VNAV approach can be down to 250 ft, as stated in the American and European

regulations (IR-OPS).

BARO VNAV is applied where vertical guidance and information is provided to the flight crew on instrument

approach procedures containing a vertical path defined by a vertical path angle.

Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168, Volume II).

Missed approach procedure may be supported by either RNAV or conventional (e.g. based on NDB, VOR,

DME) segments.

It is expected that air navigation service provision will include data and information to enable correct and

accurate altimeter setting onboard the aircraft, as well as local temperature. This data will be from measurement

equipment at the airport where the approach is to take place (remote or regional pressure settings are not

authorized).

The specific medium for transmission of this data and information to the aircraft may include voice

communication, ATIS or other media. In support of this, it is also expected that MET service providers will

ensure the accuracy, currency and availability of meteorological data supporting APV BARO VNAV operations.

In order to minimise the potential for mis-setting of barometric reference, Air Traffic Controllers will confirm

QNH with flight crews prior to commencement of the approach.


L. Approach

For aircraft using Barometric VNAV without temperature compensation to conduct the approach, low temperature

limits are reflected in the procedure design and identified along with any high temperature limits on the charted

procedure.

Cold temperatures reduce the actual glide path angle, while high temperatures increase the actual glide path

angle.

Aircraft using Barometric VNAV with temperature compensation may disregard the temperature restrictions.

Baro mis-setting effect on final approach

Temperature effect on final approach


L. Approach

The temperature limitation will be shown trough a note in the instrument approach procedure.

If the aircraft system is capable of temperature compensation the crew must follow the operator procedures

based on the manufacturer instructions.


L. Approach

L.3.2. RNP APCH – LNAV/VNAV approach on ATR

The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3.

To be compliant with RNP APCH - LNAV/VNAV

Mod 5948 (NAS)

Mod 6977 (Standard 2)

Mod 7181 (VNAV)

have to be applied on the ATR -600

These modifications will be available with the Standard 2 avionics version.


L. Approach

L.4. RNP APCH – LPV (APV SBAS)

Regulation references- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5: RNP APCH


- EASA AMC 20-28 airworthiness approval for LPV operations

- FAA AC Airworthiness: 20-130A, AC 20-138A (replaced by AC 20-138C)

- ETSO/TSO C145 and C146


- EASA AMC 20-28 airworthiness approval and operational criteria for LPV operations

- DGAC: OPS directive F 2012-02

- DGAC Guidelines for RNP APCH operations also known as RNAV (GNSS)

- FAA AC OPS: AC 90-107…

L.4.1. Presentation

RNAV (GNSS) LPV (Localizer Performance with Vertical Guidance) is Approach Procedure with Vertical guidance

(APV).

This vertical guidance is based on GPS signal.

RNAV (GNSS) LPV 3D GNSS + SBAS vertical guidance

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)


L. Approach

The lateral and vertical guidance is performed using the RNAV / GNSS and positioning based on a GNSS

signal using GPS and SBAS (U.S. WAAS and EGNOS in Europe).

Approach

category

Lateral

guidance

Vertical path

management

Minima

APV

Approach

Procedure with

Vertical guidance

RNAV/GNSS

system

Based on GNSS

(GPS+SBAS)

RNAV/GNSS

system

Based on GNSS

(GPS+SBAS)

System to meet

AMC 20-28

LPV

DA/H

Lowest DH=200ft

ref: IR OPS


L. Approach

Note: DH of the LPV procedure can be down to 200 ft, as stated in the American and European regulations

(IR-OPS).

The instrument approach chart will identify LPV approach operation as RNAV(GNSS) and will indicate the

associated LPV minima.

GNSS/SBAS lateral and vertical guidance

LPV approach profile


L. Approach

L.4.2. RNP APCH – LPV approach on ATR

The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3

To be compliant with RNP APCH - LPV

Mod 5948 (NAS)


Mod 7180 (LPV)

have to be applied on the ATR 600

These modifications will be available with the Standard 2 avionics version.


L. Approach

L.5. RNP APCH – RNP AR

(Authorization Required)

Regulation references- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 6: RNP AR APCH

- EASA AMC 20-26 “Airworthiness and operationnal approval for RNP AR operations”

- FAA AC 90-101A “Approval for required navigation performance (RNP) procedures with Special Aircraft and Aircrew

Authorization required (SAAAR)”

L.5.1. Presentation

Compared to standard RNAV approach procedures, the RNP AR approach procedures (RNP with Authorization

Required) are characterized by:

RNP values ≤ 0.3 NM and/or

Curved flight path before and after the Final Approach Fix (FAF) or Final Approach Point.

Protection areas laterally limited to 2 x accuracy limit value without any additional buffer.

These approach procedures are always designed to be flown with BARO-VNAV capability.

RNP AR operations may include missed approach procedures and instrument departures with reduced RNP

(≤1NM).

The RNP AR operations are accessible to aircraft and operators complying with specific airworthiness and

operational requirements.

This chapter aims at providing ATR customers with the background information necessary to launch an RNP

AR project.

PBN

RNAV

On boardperformance



RNP

On boardperformance


Oceanic &Remote


applications

Oceanic &Remote


applications

Classic

Approach

APV

Approach


requirements

En-route En-route


RNAV(GNSS)

RNAV(RNP)

SID

STAR

SID

STAR

Terminal Terminal

LNAVLNAV/VNAV

(APV Baro)

LPV

(APV SBAS)


L. Approach

L.5.2. Instrument approach procedure design

criteria

For RNP AR instrument approach procedures design, the protected area is limited to 4 x accuracy limit

(2 accuracy limit on both sides of the flight path without buffer) and the value of the accuracy limit can be

as low as 0.1NM in final approach and go around.

With FMS STD 2, the ATR capabilities will be 0,3 NM in final approach and 1 NM in missed approach.

The Required Obstacle clearance is linked to the aircraft Vertical Error Budget (VEB).

The VEB has 3 main components, one associated with the aircraft navigation system longitudinal navigation

error inducing the HCE and the ASE and the FTEz (See chapter E).

Note: The definition of the VEB is very similar to the definition of the TSEz given in chapter E.

The flight path is constructed with sequences of TF-RF legs or RF-RF legs.


L. Approach

Nevertheless, some RNP AR procedures not requiring RF capability can be published with sequences of TF legs.

In the Final approach segment, fly-by turns are not authorized, but RF legs can be used.

In the initial and intermediate approach segments the Required Obstacle Clearance (ROC) is respectively 500ft

and 1000ft, values that are quite standard for any Non Precision Approach.

The Final approach segment is constructed based on baro-VNAV principle, the ROC is a function of the

Vertical Error Budget (VEB).

The components of the VEB are:

95% navigation accuracy

maximum vertical FTE fixed at 75ft if not demonstrated

ASE

waypoint precision error

vertical angle error

ATIS QNH error fixed at 20ft

The formula to compute the VEB also takes into consideration the temperature correction to the International

Standard Atmosphere (ISA) and the semi-wing span of the aircraft.

Example of RNP AR approach (Queentown: New Zealand)


L. Approach

L.5.3. Additional navigation requirements

for RNP AR

As the obstacles can be located as close as a distance equal to 2 times the accuracy limit value, the probability

to exceed this containment limit without annunciation must be lower than the 10-5/FH.

All authorities have set the Target Level of Safety (TLS) at 10-7/procedure for this type of operations.

The challenge is that the existing on board navigation systems (FMS, GPS updating and AP guidance) are

not capable of achieving this target without operational mitigations.

This is why a special authorization is required to ensure that operational procedures and pilot training will

contribute at the adequate level to meet the expected target safety level.

To achieve this safety objective at the aircraft design level alone would require a new design architecture similar

to CATII or CATIII operations. But for the time being no aircraft manufacturer has designed such a system.

The RNP AR operational concept has been developed to take the best advantage of existing system architecture

complemented by the most efficient operational standards.

If an overall target level of safety of 10-7/procedure including the effect of failure cases cannot be demonstrated in

certification alone without operational mitigation, the probability to exceed the containment limit at 2 x accurancy

limit in normal conditions (without system or engine failure) can be demonstrated to be less than 10-7/procedure.

This is computed with the statistical distribution of the TSE in the cross track direction for 10-7. As shown on

the drawing below, this condition is more constraining than the accuracy requirement at 1 x accuracy limit

(95% of the time).


L. Approach

To demonstrate this level of performance, in addition to the NSE, the FTE also needs to be determined

statistically based on flight and simulator tests. The statistical determination of the FTE has to consider the

various conditions that may affect the flight path steering: tight turns, high speed, rare wind conditions …

In addition, the effect of failures on the FTE must be evaluated deterministically on a worst case basis.

The One Engine Inoperative (OEI) condition and the effect of probable aircraft system failures tend to become

the dimensioning conditions for the flight path steering performance and the FTE determination.

There are today 2 different positions for the FTE OEI evaluation:

FAA considers the Engine failure condition as a remote event, and defers FTE OEI evaluation to the

Operational approval. This means that the published accuracy level for FAA certification is determined

basically with All Engines Operative (AEO). During the operational demonstration, the Airline is expected

to demonstrate that the engine failure will be contained within the ±2 x accuracy limit.

EASA considers that FTE OEI has to be evaluated during certification, to demonstrate that the

engine failure will be contained within the ±1 x accuracy limit. This FTE OEI must not be determined

statistically but deterministically considering the worst case (tight turns, adverse wind conditions).

EASA standard for RNP AR also requires the aircraft manufacturer to reassess the effects of aircraft

system failures in RNP AR environment to demonstrate that the probable failures (probability >10-5/

procedure) can be contained within ±1xaccuracy, including the failure of:

RNP systems

Flight controls

Flight Guidance


L. Approach

EASA also requires that:

The remote system failures (probability from 10-5 to 10-7/procedure) can be contained within ±2xRNP,

The aircraft remains maneuverable for a safe extraction after extremely remote system failures (probability

from10-7 to10-9/procedure).

Pending further harmonization and maturity of the RNP AR standards, the EASA compromise is to allow the

aircraft manufacturer to document both :

Accuracy levels associated to the TSE in normal conditions, and

Accuracy levels associated to the TSE with OEI or following probable/remote system failures.

The vertical system error includes altimetry error (assuming the temperature and lapse rates of the International

Standard Atmosphere (ISA), the effect of along-track-error, system computation error, data resolution error, and

flight technical error. The vertical system error with a 99.7% probability must be lower than the value (in feet).

The difference of point of view between FAA and EASA lies in the line of demarcation between the airworthiness

and the operational domain.

FAA

For the FAA the contribution to the Target Level of Safety deferred to the operational approval is much greater

as indicated comparing the two schematics below.

The airline has to conduct a Flight Operational Safety Assessment (FOSA) to determine, in the specific

environment of the intended operation, the level of RNP adequate to cope with the abnormal conditions

(engine failure, system failures).

EASA

The EASA objective is to facilitate the operational approval looking after the operational readiness during the

RNP certification of the aircraft.

The Flight Manual provides approved data for RNP in normal and abnormal conditions.


L. Approach

L.5.4. RNP AR approach on ATR

RNP AR capability for ATR42/72-600 is designed with the objective to permit operators to obtain operational

approval for RNAV (RNP) RWY XX approach with the following characteristics as defined per Procedure Design

Manual (PDM):

Accuracy during approach = 0.3 Nm

Accuracy during Missed Approach (MA) = 1 Nm

With or without RF leg

The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3.

To be compliant with RNP AR:

Mod 5948 (NAS)


Mod 7182 (RNP-AR)

have to be applied on the ATR 600.

M. ATR capability summary – aircraft requirement PBN PERFORMANCE BASED NAVIGATION 135

ATR capability summary

– aircraft requirement

M


M. ATR capability summary – aircraft requirement

Mod

Airc

raft

Nam

eP

/N -

Sof

twar

e

Tech

nica

l

Sta

ndar

d

Ord

er

Sen

sors

FAA

ref

EA

SA

ref

Form

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capa

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BN

cap

abili

ty

3869

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: In

stal

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endi

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KLN

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8188

: In

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42-3

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P/N

066-

0403

1-

xxx2

FAA

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20-

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5

3952

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: In

stal

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42-4

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4597

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: In

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n of

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42-4

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: In

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: In

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) or

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: In

stal

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5

4890

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22

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: In

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: In

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: In

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: In

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BR

NA

VR

NA

V 5

138 PBN PERFORMANCE BASED NAVIGATION M. ATR capability summary – aircraft requirement


Mod

Airc

raft

Nam

eP

/N -

Sof

twar

e

Tech

nica

l

Sta

ndar

d

Ord

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ref

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ref

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5176

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BR

NA

V

PR

NA

V

RN

AV

10

RN

AV

5

RN

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1 &

2

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P 4

Bas

ic R

NP

1

RN

P A

PC

H (

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5768

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: R

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app

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with

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00

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ss

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AC

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138

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not

ice

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0

JAA

TG

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BR

NA

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PR

NA

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RN

P A

PC

H

RN

AV

5

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1 &

2

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ic R

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1

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PC

H (

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5948

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AS

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(60

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C 2

0-4

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PR

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5

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5

5948

: N

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(G

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1 &

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2

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In g

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will

be a

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on

Sta

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Mod

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Nam

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37

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37 +

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1

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ard

2)

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(G

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SB

AS

)

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6

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ta 4

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10

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5

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2

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1

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H (

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H (

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977

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80

5948

: N

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6

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ss

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ss

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ta 4

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10

RN

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5

RN

AV

1 &

2

RN

P4

Bas

ic R

NP

1

RN

P A

PC

H (

LNA

V)

RN

P A

PC

H (

LPV

)

5948

+ 6

977

+ 71

82

5948

: N

AS

6977

(S

tand

ard

2)

7182

RN

P-A

R

42-5

00_7

2-

212A

(60

0)

FMS

Tha

les

FMS

220

TSO

C14

5

TSO

C14

6

Cla

ss

Bet

a 3

Cla

ss

Del

ta 4

RN

AV

10

RN

AV

5

RN

AV

1 &

2

RN

P4

Bas

ic R

NP

1

RN

P A

PC

H (

LNA

V)

RN

P A

PC

H (

RN

P-A

R)

RN

P A

PC

H (

LNA

V/

VN

AV

)

N. Annex PBN PERFORMANCE BASED NAVIGATION 141

Annex

N


N. Annex

Holding to Fix (HF), Hold to Altitude (HA), Hold to Manual

termination (HM)

Fix to Altitude (FA)

Course to Fix (CF)

Course to Altitude (CA)

Track to Fix (TF) Initial Fix (IF)

Direct to Fix (DF)Radius to a Fix (RF)

M.1. Path and terminators

The overall leg types are displayed below.

144 PBN PERFORMANCE BASED NAVIGATION N. Annex

N. Annex

Fix to DME termination (FD)

Arc to a Fix (AF) Fix to Manual termination (FM)

Fix to distance on Course (FC)

Procedure turn to Intercept (PI) Course to intercept (CI)

Course to Radial interception (CR)Course to DME termination (CD)


N. Annex

Heading to DME distance (VD)Heading to Altitude (VA)

Heading to next leg Intercept (VI) Heading to Manual termination (VM)

Heading to Radial termination (VR)

O. Glossary PBN PERFORMANCE BASED NAVIGATION 147

Glossary

O

O. Glossary PBN PERFORMANCE BASED NAVIGATION 149

O. Glossary

AAIM................................................................................................Aircraft Autonomous Integrity Monitoring

ABAS .................................................................................................... Aircraft Based Augmentation System

AC .....................................................................................................................Advisory Circular (FAA - US)

AFM .............................................................................................................................Airplane Flight Manual

AHRS ............................................................................................ Attitude and Heading Reference System

AMC .........................................................................................................Acceptable Means of Compliance

ANP ............................................................................................................... Actual Navigation Performance

APV ...........................................................................................Approach Procedure with Vertical guidance

ARINC ....................................................................................................... .Aeronautical Radio INCorporated

ASE ............................................................................................................................ Altimetry System Error

ATIS ................................................................................................ Automatic Terminal Information Service

ATS ...................................................................................................................... Airport Air Traffic Services

Baro VNAV ....................................................................................................Barometric Vertical NAVigation

B-RNAV ...................................................................................................................................... Basic-RNAV

CDFA .......................................................................................................... Continuous Descent Flight Angle

CFIT ..................................................................................................................Controlled Flight Into Terrain

(M)DA/H .................................................................................................. (Minimum) Decision Altitude/ Height

DME .............................................................................................................. Distance Measuring Equipment

DR ............................................................................................................................. Dead Reckoning mode

DU ...............................................................................................................................................Display Unit

EADI ..................................................................................................... Electronic Attitude Director Indicator

ECP ................................................................................................................................EFIS Control Panel

EFCP ...............................................................................................................................EFIS Control Panel

EFIS ........................................................................................................ Electronic Flight Instrument System

EGNOS ...........................................................................European Geostationary Navigation Overlay Service

EHSI ................................................................................................. Electronic Horizontal Situation Indicator

EPE ..........................................................................................................................Estimated Position Error

FAA ..........................................................................................................................Federal Aviation Agency

FAF/ P ....................................................................................................................Final Approach Fix/ Point

FDE/ I ............................................................................................... Fault Detection Exclusion/ Identification

FGCP...............................................................................................................Flight Guidance Control Panel

FMS ................................................................................................................... Flight Management System

FTE(Z) ............................................................................................................. (vertical) Flight Technical Error

GBAS .................................................................................................. Ground Based Augmentation System

GNSS ....................................................................................................... Global Navigation Satellite System

GPS .......................................................................................................................Global Positioning System

GUND ................................................................................................................................ Geoid UNDulation

HCE ........................................................................................................................ Horizontal Coupling Error

HDOP ............................................................................................................Horizontal Dilution Of Precision

HIL ...........................................................................................................................Horizontal Integrity Limit

I(A)F ................................................................................................................................Initial (Approach) Fix

ICAO .................................................................................................. International Civil Aviation Organisation

IFR ............................................................................................................................. Instrument Flight Rules

ILS .......................................................................................................................Instrument Landing System

IN/ RS ................................................................................................. Inertial Navigation/ Reference System

JAA ................................................................................................ Joint Aviation Authorities (prior to EASA)

LNAV .................................................................................................................................Lateral NAVigation

LPV ........................................................................................ Localizer Performance with Vertical guidance

LRN ...............................................................................................................Long Range Navigation system

MCC .......................................................................................................................... Mission Control Center

MCDU....................................................................................................... Multifunction Control Display Unit

MNPS ..................................................................................Minimum Navigation Performance Specifications

MOC .................................................................................................................... Margin Obstacle Clearance

Msg ................................................................................................................................................. Message

MSL ...................................................................................................................................... Mean Sea Level

NDB ......................................................................................................................... Non Directional Beacon

NLES ...............................................................................................................Navigation Land Earth Station

150 PBN PERFORMANCE BASED NAVIGATION O. Glossary

O. Glossary

Nm ...........................................................................................................................................Nautical Miles

NOTAM .............................................................................................................................NOTice to Air Men

NSE ..........................................................................................................................Navigation System Error

OCA ................................................................................................................... Obstacle Clearance Altitude

OCH .....................................................................................................................Obstacle Clearance Height

PBN ............................................................................................................... Performance Based Navigation

PDE ................................................................................................................................Path Definition Error

(P)RAIM ...................................................................... (Predictive) Receiver Autonomous Integrity Monitoring

P-RNAV .................................................................................................................................Precision-RNAV

RIMS .............................................................................................. Ranging and Integrity Monitoring Station

RNAV ................................................................................................................................... aRea NAVigation

RNP ........................................................................................................... Required Navigation Performance

RNP APCH ........................................................................................................................... RNP APproaCH

RNP AR ...................................................................................................... RNP with Authorization Required

RWY ..................................................................................................................................................Runway

SBAS .................................................................................................. Satellite Based Augmentation System)

SID ................................................................................................................ Standard Instrument Departure

STAR .......................................................................................................... Standard Terminal Arrival Route

TGL ............................................................................................ Temporary Guidance Leaflet (JAA- Europe)

TSE(Z) ................................................................................................................. (vertical) Total System Error

TSO ............................................................................................................... Technical Standard Order (US)

VDB ............................................................................................................................... VHF Data Broadcast

VEB ............................................................................................................................. Vertical Error Budget

VHF ...............................................................................................................................Very High Frequency

VNAV ................................................................................................................................Vertical NAVigation

VOR ....................................................................................................... VHF Omni-directional Radio beacon

WAAS .........................................................................................................Wide Area Augmentation System

WGS84 ....................................................................................................... World Geodesic System of 1984

© ATC October 2014

All reasonable care has been taken by ATC to ensure the accuracy of the present document.

However this document does not constitute any contractual commitment from the part of ATC which will offer,

on request, any further information on the content of this brochure. Information in this brochure is the property of ATC

and will be treated as confidential. No use or reproduction or release to a third part may be made there

of other than as expressely authorized by ATC.

Contact

For ordering manuals, please contact us at:

Tel: +33 (0)5 62 21 62 07

e-mail: [email protected]

ATR Customer Services Portal:

https://www.atractive.com

PROPELL ING TOMORROW’S WORLD

ATR Customer Services

1, allée Pierre Nadot

31712 Blagnac cedex - France

Tel: +33 (0)5 62 21 62 07

Fax: +33 (0)5 62 21 63 67

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