EVOLUTION TOWARDS
PERFORMANCE BASED NAVIGATION
AND INCREASED OPERATIONAL FLEXIBILITY WORLDWIDE
ALAIN BELANGERMANAGERPRODUCT PLANNING
MARCH 12, 2013
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We are expanding our involvement in the civil aerospace and aviation industry by engaging and supporting industry associations, regulatory agencies, government bodies on policy and regulatory developments
We continue to enhance industry presence
BOMBARDIER CNS/ATM LEADERSHIPINTERNATIONAL STANDARDS, MANUFACTURER ASSOCIATIONS
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International Civil Aviation Organization (ICAO) GANIS symposium in Sept 2011 PBN Workshop in Oct 2012 ANC Conference in Nov 2012 (member of 3 delegations)
International Coordinating Council of Aerospace Industries Associations (ICCAIA) CNS/ATM Committee
General Aviation Manufacturers Association (GAMA) Technical Policy Committee Flight Operations Policy Committee Avionics & Electronic Systems Subcommittee
Aerospace Industries Association of America (AIA) Air Transportation Services Committee
BOMBARDIER CNS/ATM LEADERSHIPBUSINESS JET OPERATOR ASSOCIATIONS
4
International Business Aviation Council (IBAC) Member of CNS/ATM Working Group Hosted WG meeting in April 2012
National Business Aviation Association (NBAA) International Operators Conference Planning Committee (IOC) Access Committee
AGENDA
DEFINITIONS & ROADMAP
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1
2 EN ROUTE & TERMINAL RNAV/RNP BENEFITS
3 RNAV (GNSS)/(RNP) APPROACHES & BENEFITS
4 RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE DEPLOYMENT
PERFORMANCE BASED NAVIGATION
DEFINITIONS & ROADMAP
6
ANNUAL CONFERENCEMARCH 12, 2013
VISION FLIGHT DECK
PERFORMANCE BASED NAVIGATION (PBN)MAIN OBJECTIVES
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PBN
Reduce the need to maintain sensor-
specific routes and procedures, and their
associated costs
Foster GNSS based navigation, including
SBAS, GBAS and GRAS augmentation
systems and introduction of Galileo , modernization of GPS and GLONASS, etc…
Facilitate more efficient use of airspace (route placement, fuel efficiency, noise abatement, etc.)
Simplify the operational approval process for operators by providing a limited
set of navigation specifications for
global use
Safety Capacity Efficiency Environment Access
Source: ICAO
PERFORMANCE BASED NAVIGATION – RNAV/RNP
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Evolving PBN worldwide for optimized airspace utilization
PBN Roadmap
(e.g. Advanced RNP, 4D
trajectories)
PBN – RNAV & RNP CURRENT SPECIFICATIONS
PBN
RNAV
RNAV 5&10 “En Route”
5 - Continental Airways
10- Oceanic & Remote Areas
RNAV 1&2 “Terminal”
SID
STAR
RNP
RNP 4 “Oceanic &
Remote Areas”
Airways
B-RNP-1
SID
STAR
RNP APCH (Basic)
RNAV(GNSS)
LNAV (GPS-NPA)
LNAV/VNAV (APV baro)
LP
LPV (APV SBAS/EGNOS)
RNP AR
RNAV (RNP)
= 0.3
< 0.3
TERMINAL & EN ROUTE
9 Source: ICAO
PBN – ICAO ROADMAPRNAV & RNP
10 Source: ICAO
PBN – RNP ADVANCED (BEING DEFINED)ALL PHASES OF FLIGHT
11 Source: EUROCONTROL
Description:All-encompassing navigation specification
addressing all phases of flight to maximise the benefit and to minimise cost to operators in gaining operational approval
Advanced RNP benefit objectives: Increasing flight efficiency and overall
efficiency of the ATM systemProviding greater flexibility in placing ATS
Routes, SIDS and STARS where most convenient
Enable more optimized RNAV 1 or RNAV 5 routes
Routes can be placed where they better suit aircraft performance
Opens more optimized flight paths with noise footprint reduction
PBN – 4D TRAJECTORY (BEING DEFINED)TERMINAL & EN ROUTE
12 Source: EUROCONTROL
Description of 4DTRAD:Data Communication Supporting 4D Trajectory
Concept (4DTRAD) is based on a number of basic operational and environmental conditions as well as ground capability for the expected time of applicability of the Service
4DTRAD benefit goals:Better flight efficiency flight profile and fuel
burn optimisation as a result of:o Early agreement with the Flight Crew on
the trajectory to be flowno Leaving the decision on the best way to
meet the constraints with the flight crewEnhanced flight efficiency by early notification
of arrival requirements, airborne and on ground, to reduce the need for severe sequencing measures
Increased predictability of the real trajectory that will be flown and of the arrival time will allow better planning
PERFORMANCE BASED NAVIGATION
EN ROUTE & TERMINAL RNAV/RNP
BENEFITS
13© Bombardier Inc. (All Rights Reserved)
ANNUAL CONFERENCEMARCH 12, 2013
PBN – RNAV 1 & 2 “TERMINAL”SID & STAR – PRECISION RNAV (P-RNAV)
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Description: RNAV based Standard Instrument Departure
(SID) and Standard Terminal Arrival Route (STAR) procedures
Source: EUROCONTROL & France Aeronautical Information Publication (AIP)
Provides greater consistency in SID & STAR procedures design
Allows terminal airspace routes that best meet the needs of airport/ATC/pilot alike
Facilitates more direct routes with simple connections to the en-route structure
Helps routes design considering environmental issues e.g. by-pass densely populated areas
Enhances arrival and departure streams segregation, thus reducing pilot/controller workload
PBN – RNAV 5 “EN ROUTE”
Description:Navigation method allowing aircraft
operations on any desired flight path within controlled airspace
CONTINENTAL AIRWAYS – BASIC RNAV (B-RNAV)
15 Source: EUROCONTROL
Improved management in traffic flow
More efficient use of available airspace with more flexible ATS route structure by providing:
More direct routes (dual or parallel)
Bypass routes for high-density terminal areas
Alternative or contingency routes (planned or an ad hoc)
Optimum locations for holding patterns
Optimized feeder routes
Reduction in flight distances resulting in fuel savings
Reduction in the number of ground navigation facilities
PBN – RNP 10 “EN ROUTE”
Denser traffic capacity over oceanic and remote area due to:
Reduced separation between aircraft
Primarily for RNAV routes but permitted on non-RNAV routes in some areas
Possible time & fuel savings
Word areas with “50 NM” lateral separation reduction benefits:
North Pacific (NOPAC)
West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas
Many more worldwide
Note: Operational approval required
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)OCEANIC & REMOTE AREAS
Description:Reduced lateral separation 50 nm between
aircraft
Source: EUROCONTROL & FAA16
PBN – RNP 4 “EN ROUTE” (FANS 1/A EQPT)
Increased airspace capacity and fuel efficient route access due to:
Reduced separation between aircraft
Access to upcoming RNP 4 dedicated routes
No altitude loss when crossing to other aircraft tracks
More efficient ATC to pilot communication thru SATCOM CPDLC
Required to fly FL360-390 North- Atl. OTS tracks since Feb 2013 (except for 2 Core Tracks)
RNP 4 dedicated tracks and region coverage are planned to increase in Feb 2015
Note: Operational approval required
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)
CDU Image © Rockwell Collins, Inc.
OCEANIC & REMOTE AREAS
Description:Reduced separation 30/30 nm between aircraft
thru enhanced communication with ATC
Source: EUROCONTROL & FAA17
LINK 2000+ EUROCONTROL MANDATE
BOMBARDIER CONFIDENTIAL
CDU Image © Rockwell Collins, Inc.
Required to fly in European airspace above FL285 in Feb 2013 (new aircraft)1
or Feb 2015 (in-service aircraft)2
Increased communication efficiency and reduced pilot workload
Will increase European airspace air traffic management (ATM) capacity by automating routine tasks whilst improving safety
(1) A/C certificate of airworthiness after Dec 2010(2) A/C certificate of airworthiness prior to Jan 2011
Description:
CPDLC (through VDL mode 2) supplementing voice communication between pilots and ATCs
Source: EUROCONTROL18
LINK 2000+
FANS 1/A+ VS LINK 2000+ (1 OF 2)
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ADS-C & SATCOM CPDLC Primarily for oceanic & remote
airspace navigation (RNP 4 Ops) Inmarsat or Iridium safety services
communication Interfaces with FMS for flight plan
modifications 183 uplinks & 81 downlinks message
set FANS 1/A+(1) includes VHF coverage (+) RNP 4 Ops approval required
VDL mode 2 CPDLC En route continental Europe
(above FL 285) No service providers required for
VHF Datalink communication No FMS interface for flight plan
modifications 63 uplinks & 26 downlinks message
set Link 2000+ CPDLC is a subset of
the larger ATN message set
vs
FANS 1/A+
(1) Permanent EUROCONTROL Link2000+ equipage exemption can be obtained if FANS 1/A+ is installed and if RNP 4 ops approval is obtained prior to Jan 2014
Source: EUROCONTROL
FANS 1/A+ VS LINK 2000+ (2 OF 2)
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vs
MESSAGES SET DIFFERENCES
Equivalent messages set (not exactly the same) but different procedures(*) UM :Uplink Message (from ATC to pilot)
CDU Image © Rockwell Collins, Inc.
FANS 1/A+
Um 20* : CLIMB TO AND MAINTAIN [altitude]
LINK 2000+
To communicate an equivalent message on Link 2000+:
um 20 : CLIMB TO [level]+ um 165 : THEN+ um 19 : MAINTAIN [level]
CDU Image © Rockwell Collins, Inc.
PERFORMANCE BASED NAVIGATION
RNAV (GNSS)/(RNP) APPROACHES &
BENEFITS
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ANNUAL CONFERENCEMARCH 12, 2013
RNAV (GNSS) APPROACHES
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≥ 350 ft MDA
≥ 400 ft MDA
LNAV – NON-PRECISION APPROACH (NPA)
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Alternative to other NPA’s using conventional NAVAIDs such as: Localizer
VOR – VHF Omnidirectional Range
NDB – Non-Directional Beacon
DME – Distance Measuring Equipment
Etc…
No dependence on any airport NAVAIDs
Access to airports without or inoperative NAVAID infrastructures
Description:GNSS approach that uses GPS and/or EGNOS for
lateral navigation only with no descent guidance –Minimum Descent Altitude (MDA) down to 400 fttypically
Sources: EUROCONTROL and UK NATS AIS
MDA = 630 ft
LATERAL NAVIGATION (LNAV)
LNAV/VNAV – NPA APPROACH
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Same benefits as LNAV approaches
DA typically slightly lower than LNAV MDA due to added vertical guidance
Description:GNSS approach with lateral GPS and/or EGNOS
guidance and vertical guidance from barometric altimeter – typical Decision Altitude (DA) down to 350 ft
DA = 510 ft
LATERAL/VERTICAL NAVIGATION (LNAV/VNAV)
Sources: EUROCONTROL and UK NATS AIS
LP – NPA APPROACH
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An alternative to LPV or LNAV approaches
Provides better airport access where, due to obstacles or other infrastructure limitations, a vertically guided approach (LPV or LNAV/VNAV) can not be published
Source: EUROCONTROL & NAVAIR.com
Description:GNSS NPA approach uses the EGNOS precision
of LPV for lateral guidance (tapered) and barometric altimeter data for vertical guidance. MDA can be as low as 300 ft
LOCALIZER PERFORMANCE (LP)
MDA = 436 ft
LPV – PRECISION APPROACH
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Alternative to Cat I approaches
No dependence on any airport NAVAIDs
Precision approach capability at airports without ILS infrastructures or with ILS inoperative
Smoother glide path descent than ILS
EGNOS usage eliminates: Cold temperature effects
Incorrect altimeter settings
Lack of local altimeter source
Description:GNSS precision approach with electronic glide
path using EGNOS lateral (40m lateral limit) & vertical guidance. Decision Altitude (DA) can be as low as 200-300 ft
LOCALIZER PERFORMANCE WITH VERTICAL GUIDANCE (LPV)
Sources: EUROCONTROL and UK NATS AIS
DA = 590 ft
RNP AR (0.3 OR < 0.3) – APPROACH
Better access to terrain challenged airports and/or in congested airspace area
Efficiency of operations (faster landing clearance)
Shorter routes & fuel savings
Typically continuous descent approaches
Departure procedures at higher MTOW at airports with challenging terrain
Note: Operational approval required
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)
Description:GNSS approach procedure that requires
maintaining a specific lateral & vertical accuracy
Operators need to comply with specified additional certification, approval and training requirements
REQUIRED NAVIGATION PERFORMANCE (RNP) AUTHORIZATION REQUIRED (AR)
Source: EUROCONTROL27
INNSBRUCK – RNP AR 0.3 & 0.15 APPROACHES
28 Source: Austro Control AIP
RNAV (RNP) – INSTRUMENT APPROACH CHART (IAC)
RNP 0.15 has a DA 100 ftlower than RNP 0.3
Minimum equipment/ conditions to execute the approach
INNSBRUCK – RNP AR 0.3 DEPARTURE
29 Source: Austro Control AIP
RNAV (RNP) – STANDARD INSTRUMENT DEPARTURE CHART (SID)
RNP 0.3 SID procedure
Minimum equipment/conditions to execute the departure
OPS APPROVAL INFOAVAILABLE OPERATIONAL APPROVAL GUIDANCE MATERIAL
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P-NAV:Form SRG1815 – Application for P-RNAV Operational Approval or Renewal
RNP 10: Form CA4040 – Application for an RVSM, MNPS or RNP-10 Operational Approval/ Renewal
&
RNP 4: EASA AMC to be developedMeanwhile, Application for EASA Type 2 LoA using JAA PP045 Information Paper (RNP 4)
for guidance
RNAV (RNP) approaches & SIDs: Application for EASA Type 2 LoA per AMC 2026 (Airworthiness Approval and Operational
Criteria for RNP AR Operations)
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VISION FLIGHT DECK
PERFORMANCE BASED NAVIGATION
RNAV (GNSS)/(RNP) APPROACHES WORLDWIDE
DEPLOYMENT
ANNUAL CONFERENCEMARCH 12, 2013
Can
ada
Type In Service Future Plans
LPV 52 180
LP 0 TBD
LNAV 600 TBD
LNAV/VNAV 23 TBD
RNP AR 22 TBD
USA
Type In Service Future Plans
LPV 3,055 ~70/yr
LP 413 ~35/yr
LNAV 5,619 ~2/yr
LNAV/VNAV 2,939 ~35/yr
RNP AR 354 ~40/yr
Latin
Am
eric
a Type In Service Future Plans
LPV 0 TBD
LP 0 TBD
LNAV 146 179+
LNAV/VNAV 45 171+
RNP AR 22 TBD
Euro
pe
Type In Service Future Plans
LPV 124 41+
LP 0 TBD
LNAV 196 96+
LNAV/VNAV 98 TBD
RNP AR 7 TBD
Mid
dle-
East
Type In Service Future Plans
LPV 0 TBD
LP 0 TBD
LNAV 22 TBD
LNAV/VNAV 32 TBD
RNP AR 8 TBD
Asi
a
Type In Service Future Plans
LPV 0 TBD
LP 0 TBD
LNAV 554 TBD
LNAV/VNAV 82 TBD
RNP AR 42 TBD
RNAV (GPS)/(RNP) APPROACHESPUBLISHED PROCEDURES WORLDWIDE DEPLOYMENT INFO
Sources: EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+ Countries AIP32
RNAV (GPS)/(RNP) APPROACHESEUROPEAN PUBLISHED PROCEDURES DEPLOYMENT BREAKDOWN
Airports with LPV proceduresMore Active European Countries
LPV LP LNAV LNAV/VNAV RNP AR
I-S F-P I-S F-P I-S F-P I-S F-P I-S F-P
United Kingdom 2 15 0 TBD 22 17+ 8 5+ 0 TBD
France 27 14 0 TBD 80 20/yr 1 TBD 0 TBD
Germany 90 7 0 TBD 82 TBD 82 TBD 0 TBD
Switzerland 2 TBD 0 TBD 1 TBD 1 TBD 0 TBD
Italy 3 TBD 0 TBD 1 TBD 0 TBD 0 TBD
Spain 0 5 0 TBD 0 TBD 0 TBD 0 TBD
Austria 0 TBD 0 TBD 8 TBD 6 TBD 3 TBD
Sweden 0 TBD 0 TBD 0 57+ 0 TBD 4 TBD
Portugal 0 TBD 0 TBD 2 TBD 0 TBD 0 TBD
Total 124 41+ 0 TBD 196 96+ 98 5+ 7 TBD
Legend: I-S= In ServiceF-P= Future Plans
33 Sources: ESSP, EUROCONTROL & UK NATS AIS
ANNUAL CONFERENCEMARCH 12, 2013
VISION FLIGHT DECK
ANNEX – TYPICAL MINIMUM EQUIPMENT
INFORMATION
TYPICAL MINIMUM EQUIPMENT INFORMATION
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Functionality Typical Minimum Equipment Information
RNAV 1 & 2 TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of primary RNAV 1 and RNAV 2 navigation in GNSS or DME/DME
navigation mode
RNAV 5 TSO C129 (Non-EGNOS) GPS with a RAIM check or other navigation aids
such as VOR/DME, DME/DME or INS FMS capable of primary RNAV 5 navigation
RNP 10 TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of primary RNP 10 navigation
RNP 4 (FANS 1/A Eqpt)
TSO C129 (Non-EGNOS) GPS with a RAIM check ADS-C capable transponder & SATCOM safety services (ACARS) FMS capable of primary RNP 4 navigation & CPDLC communication
Link2000+ VHF Datalink (VDL mode 2) LRU & antenna Avionics LRU(s) supporting CPDLC function
LNAV TSO C129 (Non-EGNOS) GPS with a RAIM check
LNAV/VNAV TSO C129 (Non-EGNOS) GPS with a RAIM check FMS capable of VNAV navigation
(1 OF 2)
TYPICAL MINIMUM EQUIPMENT INFORMATION
36
Functionality Typical Minimum Equipment Information
LP TSO C145 or 146 (EGNOS) GPS LP capable FMS
LPV TSO C145A or C146A (EGNOS) Dual GPS LPV capable FMS and associated integrated systems
RNP AR 0.3
TSO C145A or C146A (EGNOS) Dual GPS RNP AR 0.3 capable Dual FMS Coupled VNAV Course Deviation Indicator scaling
RNP AR <0.3
TSO C145A or C146A (EGNOS) Dual GPS RNP AR <0.3 capable Dual FMS Coupled VNAV Course Deviation Indicator scaling Inertial Reference Unit Dual autopilot More demanding safety requirements may drive additional equipage,
additional system monitoring, additional operational mitigation procedures or any or all of the above
(2 OF 2)
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