Performance Based Navigation (PBN) - ICAO

ForewordThe PBN Roadmap was produced mainly during 2009 by the Task Force PBN under the leadership of the DirectorateGeneral of Civil Aviation and Maritime Affairs of the Ministry of Transport, Public Works and Water Management.The scope of the PBN Roadmap is the Kingdom of the Netherlands and comprises the Netherlands and the Caribbeanpart of the Kingdom of the Netherlands.Through the dedicated commitment of the organisations that participated in the TF PBN* and the ATM Expert Groupfor the Caribbean**, a consolidated vision and a roadmap towards PBN implementation in the Kingdom of theNetherlands was established. The support of the military organizations to the TF PBN has been provided by themilitary subject matters experts. The Ministry of Defence and the Military Aviation Authority support the generalvision laid down in this roadmap, but will keep the right to concur to the military frame of reference when necessary.The General Aviation community in the Netherlands represented by KNVvL and AOPA Europe have been consultedand results have been incorporated in this document.Regardless of the inevitable changes due to developments in regulations, legislation and CNS/ATM development(e.g. SESAR and NextGen), the TF PBN is convinced that a firm basis for PBN implementation in the Kingdom of theNetherlands has been achieved.Robin Valkenburcht,Chairman Taskforce PBN* Members of the TF PBN: Ministry of Transport NL, LVNL, Royal Netherlands Air Force, Military Aviation Authority, CAA-NL, Amsterdam AirportSchiphol, KLM Royal Dutch Airlines, Eurocontrol MUAC, NLR.** Members of the PBN expert group: Ministry of Transport NL, CAA-NL, Directorate of Civil Aviation Netherlands Antilles, Department of Civil AviationAruba, Netherlands Antilles ATC, Aruba Airport Authority, Princess Juliana International Airport Enterprise NV, Curaçao Airport Holding.DISCLAIMERThe contents of this document represent the vision at the moment of writing of the organisations that participated in the TF PBN and organisations that have been consulted.The PBN roadmap is inextricably linked to international visions and roadmaps set out by e.g. ICAO EUR TF PBN (WP/04), EUROCONTROL, FABEC, SESAR and NextGen which inturn rely on developments in the air transportation sector.All formal mandates will be communicated via aeronautical information publications (AIP/AIC).No rights can be derived from this document.Performance Based Navigation 7

1Introduction8 Performance Based Navigation

The ATM system for the Kingdom of the Netherlands facesmajor changes instigated by international developments suchas SESAR, FABEC and NextGen, the continued global harmonisation as pursued by ICAO and national priorities and needs.Enabling technology, such as Communication, Navigation andSurveillance (CNS), is required to establish a novel way ofperforming ATS. Also new requirements for AirspaceOrganisation and Flow Management will be needed. In thisdocument the focus is on the navigation domain whilstrecognising the interdependence with other domains such asCommunication and Surveillance. This document sets out aroadmap for Performance Based Navigation (PBN) for theKingdom of the Netherlands. The scope of this roadmap coversthe Kingdom of the Netherlands which comprises: The Netherlands Aruba and Netherlands Antilles (the five islands of Bonaire,Curaçao, Saba, St. Eustatius and St. Maarten (Dutch part)Developments that impact the Dutch ATM system includeinternational developments such as SESAR (Single EuropeanSky Aviation Research) and FABEC (Functional Airspace BlocksEurope Central) as well as national priorities with regard to e.g.sustainable airport development by means of Table of Alders1,revised national aviation policy2, further strengtheningMainport Schiphol and intensifying civil-military co-operation.One of the fundamental changes as foreseen in SESAR is thegradual move towards a system that is based on 4D BusinessTrajectories and the extensive deployment of satellite-basednavigation.Developments that impact the Caribbean ATM system includeinternational developments such as NextGen and the ICAOPBN Roadmap for the CAR/SAM region. Currently the annualrate of traffic growth in Curaçao FIR is at an average of 3.3%with the advent of new routes and airlines increasingoperations as Caribbean destinations have become morepopular. Due to the large influence of American carriers,airlines and ATC are familiar with PBN operations. Forexample: the LATAM/CAR RNAV Route program (2006) led tothe shortening of routes in the WATRS (West Atlantic RouteSystem) area which includes the San Juan CTA/FIR and hasreduced lateral separation criteria. Application of 50 NM lateralseparation between aircraft either authorized RNP-10 or RNP-4has been introduced and a redesigned route structure has beenimplemented in 2008.On the other hand, traffic is diversified and large range ofnavigational capabilities to operate in airspace that may alsocomprise non-radar environment. In comparison with theEuropean situation, capacity bottlenecks are a lesser problemin the Caribbean part of the Kingdom but there is a need forimproved airport access.12Military AerodromeMilitary Aerodrome with civil useCivil AerodromeThe previously mentioned developments intensify the needfor changes in the navigation domain and consequentlytargets have to be set by the involved stakeholders.Stakeholders include the Civil and Military RegulatoryAuthorities, ANSP organisations, Airspace Users and AirportOperators. Inherent to changes in CNS/ATM are therelatively long lead-in times to achieve these targets. Theaim of this document is therefore to provide a consolidatedvision of stakeholders and a rationale for these targets toexpedite the implementation process. Ultimately, theroadmap leads to a seamless transition towards the SESARand NextGen concept and ultimately the global harmonisation of the ATM system.An important step in the navigation domain has been madeby ICAO by asking States for commitment to implement thePBN concept. This commitment has been confirmed by theKingdom of the Netherlands. The PBN concept describes thevarious navigation applications and how such applicationscan be implemented.Table of Alders - Short- and Medium term vision Schiphol (Dutch:Alderstafel, 2007/2008)Dutch Aviation Policy (Dutch: Luchtvaartnota, 2009)Performance Based Navigation 9

Military AerodromeMilitary Aerodrome with civil useCivil AerodromeAt the 36th General Assembly of ICAO held in 2007, theKingdom of the Netherlands agreed to resolution A36-23(see Annex I) which urges all States to implement PBN.States are therefore requested to produce a PBN plan by theend of 2009.The second part of the ICAO resolution calls for specificnavigation applications, referred to as Approach Procedureswith Vertical guidance (APV), to be implemented at relevantrunways by 2016.To achieve the ICAO resolutions, a Task Force (TF) PBN wasestablished in 2008 within the Netherlands in whichcivil-military aviation stakeholders participate. It is theremit of the TF PBN to provide a vision and roadmap forPBN operations in the Kingdom of the Netherlands. Inparallel, expert meetings have taken place to address PBNfor the airport and airspace infrastructure in the Caribbeanpart of the Kingdom of the Netherlands.The PBN Roadmap is intended to assist the main stakeholders of the aviation community in planning futuretransition and their investment strategies.10 Performance Based NavigationParticular attention is given to State aircraft3 which fortechnical or operational reasons, can not always complywith specific equipage requirements and operate asOperational Air Traffic (OAT). Situations may therefore existwhere State aircraft require access to airspace to fly asGeneral Air Traffic (GAT) despite not being equipped inaccordance with the civil requirements. On the other hand,it is recognised by the military that it is best interests of allairspace users when this situation is minimised as far aspossible. For this reason the Eurocontrol Civil/MilitaryInterface Standing Committee (CMIC) has defined guidancewith regard to State aircraft equipage requirements andassociated exemptions4.Finally, to illustrate that the global aviation community fullysupports the transition to PBN, an Industry PBN Declarationthat complements resolution A36-23 was issued.34Aircraft used in military, customs and police services qualify as StateAircraft. Aircraft on a military register, or identified as such within a civilregister, shall be considered to be used in military service and hencequalify as State Aircraft. Civil registered aircraft used in military, customsand police service shall qualify as State AircraftEurocontrol CMIC, “Policy Guidance For The Exemption Of State AircraftFrom Compliance With Specific Aircraft Equipage Requirements”. 4March 2003

Performance Based Navigation 11

2Rationale and scope12 Performance Based Navigation

The growth of the air transportation system is currently(2009) decreasing, however expectations point towardsregaining its growth potential in the next decade. A positiveside-effect of the current stand-still does pose an ideal pointin time to re-evaluate goals and ambitions and to initiatechanges to the ATM system.guidance. By accepting ICAO resolution 36-23, the Kingdomof the Netherlands is committed to drafting a PBN roadmapby the end of 2009 and to gradually implement APVprocedures for relevant instrument runways by 2016. ICAOsets the following targets: 30% by 2010, 70% by 2014 and100% by 2016.Besides the expected growth of air traffic, air transportationis also becoming more diversified by the introduction ofVLJs (Very Light Jets), VLA (Very Large Aircraft; e.g. AirbusA380) and UAS (Unmanned Aerial Systems).The [Ref. 7, SESAR ATM target concept ] was developed inline with the recommendations set out in the ICAO GlobalATM Concept. It is SESAR’s ultimate goal to allocate to eachflight in the ECAC area a 4D Business Trajectory which isdefined by position and time. In parallel, the [Ref. 6,Eurocontrol Navigation Strategy] calls for GNSS as theprimary positioning sensor and ultimately as the solepositioning sensor. For the Caribbean area, the developments foreseen in FAA’s NextGen programme are moreappropriate but do not differ significantly with regard tonavigation from the SESAR vision.Airspace is available to all airspace users including commercial civil airline operators, military airspace users, generaland business aviation. A future ATM system needs to caterfor this large array of aircraft capabilities which can rangefrom basic VOR/DME navigation to state-of-the art FMS andGNSS avionics. The complexity of military operations alsohas its bearing on the use and management of airspace.Military objectives are not driven by economic transportation motives but by operational needs such as training andexecuting military missions.With regard to operations in the Netherlands, the SESARconcept addresses these issues and has proposed the stepsneeded to satisfy all airspace users.The ATM situation in the Caribbean (i.e. Aruba andNetherlands Antilles) is more linked to NextGen since it ispartially located in the NAM and CAR/SAM area. Due to thegeographical location, the ATM environment comprisesareas in which no radar coverage is currently available andposes other navigational requirements than in Europe.For the Kingdom of the Netherlands as a whole, it is evidentthat an increase in capacity of the ATM system is needed toaccommodate future traffic flows as well as increasing flightefficiency. A fundamental change lies within environmentalobjectives which are becoming increasingly moreimportant.Aviation history has shown that the introduction of newnavigation requirements from definition to implementation can take up to 20 years. Examples include amongstothers RNAV, MLS and GNSS. The development of a visionfor future navigation requirements and associated actionsneeded, can shorten the introduction. The Roadmapcontained in this document describes the vision and actionplan.The [Ref. 19, ICAO Global ATM operational concept]provided the basis for the introduction of PBN and outlinesthe technical recommendations regarding navigation,harmonisation and transitioning towards satellite navigation, curved RNAV approaches and implementation of APVto replace NPA (Non-Precision Approach) which lack verticalPerformance Based Navigation 13

3The PBN Concept14 Performance Based Navigation

IntroductionAs demand for air transportation services increases, Statesare faced with finding solutions to safely increase capacity,efficiency, and access, e.g. to terrain challenged airports.These constraints are largely a result of reliance uponconventional ground based navigation aids (e.g., VOR, DME,NDB, ILS), which limit routes and procedures to the physicallocations of ground-based navigation aids. These groundbased systems have served the aviation community wellsince inception; however, they do not permit the flexibilityof point-to-point operations available with PBN to meet thechallenges of today and the future.Performance requirements are identified in navigationspecifications, which also identify the choice of navigationsensors and equipment that may be used to meet theperformance requirements. These navigation specificationsprovide specific implementation guidance for States andoperators in order to facilitate global harmonization.The illustrations depict the constraints associated withconventional, ground-based sensor specific routes/procedures and the flexibility and benefits of performancebased, non-sensor specific navigation (both RNAV and RNP).Figure 3-1 Comparison between conventional navigation via ground-based navaids, RNAV to RNP to PBN.RNAVRNPThe [Ref.18, ICAO PBN Concept] specifies that aircraft RNP/RNAV system performance requirements be defined in termsof accuracy, integrity, availability, continuity and functionality required for the proposed operations in the context ofa particular airspace concept, when supported by theappropriate navigation infrastructure. In that context, thePBN concept represents a shift from sensor-based toperformance based navigation based on criteria fornavigation accuracy, integrity, availability, continuity andfunctionality.Performance Based Navigation 15

Figure 3-2 Context of PBN as technological enabler for achieving strategic ATM objectives [Source: ICAO PBN Manual].Strategic rspace conceptCOMMSURNavigationPerformance-based conceptATC rocedures: PANS-ATM,PANS-OPS, flight crewNavaidinfrastructureContext of PBNStrategic objectives drive the general vision of the airspaceconcept. These objectives are identified by civil andmilitary airspace users, civil and military ANSPs, airports aswell as environmental and government policy. Strategicobjectives put requirements on various enablers of anairspace concept such as Communications, ATSsurveillance, ATM (see Figure 3-2).For the future Dutch ATM system strategic objectives havebeen formulated by the Ministry of Transport, Public Worksand Water Management in the [Ref. 21, “Luchtvaartnota”]1.Chapter 4 elaborates on this document in relation to PBN.Focussing on the enabler NAVIGATION in the figure above,there are three components for the application of PBN:1The scope of the “Luchtvaartnota” is the development of civil aviation,however, where relevant, developments with regard to military aviationare also included.16 Performance Based Navigation1 The navaid infrastructure VOR, NDB, DME, TACAN, ILS, MLS and GNSS2 The navigation specification RNAV specifications: RNAV 10, RNAV5, RNAV2, RNAV 1 RNP specifications: RNP4, Basic-RNP 1, RNP APCH, RNPAR APCH The navigation specification is used by a State as a basisfor the development of their material for airworthinessand operational approval. A navigation specificationdetails the performance required of the RNAV system interms of accuracy, integrity, availability and continuity;which navigation functionalities the RNAV system musthave; which navigation sensors must be integrated intothe RNAV system; and which requirements are placed onthe flight crew.

With regard to RNAV and RNP specifications it isessential to understand the difference. On-boardperformance monitoring and alerting is the mainelement that determines if the navigation systemcomplies with the necessary safety level associated toan RNP application; it relates to both lateral andlongitudinal navigation performance; and it allows theaircrew to detect that the navigation system is notachieving or cannot guarantee with a certain level ofintegrity, the navigation performance required for theoperation. RNP systems provide improvements on theintegrity of operations and this may permit closer routespacing. This allows only RNP systems to be used fornavigation in a specific airspace. The use of RNPsystems may therefore offer significant safety,operational and efficiency benefits.Applying the above components in the context of theairspace concept to ATS routes and instrument proceduresresults in the navigation application shown below. Notethat the current Basic-RNP 1 navigation specification is notallowed for the final approach. The final approach segmentcan only be flown when the aircraft is either certified forRNP APCH or RNP AR APCH operations.Performance Based Navigation 17

Table 3‑1 Overview of the navigation application as defined in the ICAO PBN Manual. The figures shown represent the 95% total system accuracy requirement in NM.NAVIGATIONSPECIFICATIONFLIGHT PHASEEn RouteOceanic /RemoteRNAV 10 (RNP 10)APPROACHEn RouteContinentalARRRNAV 555RNAV 222RNAV 111RNP 4InitialIntermed11FinalMissedDEP11111024Basic-RNP 111RNP APCH1110.31RNP AR APCH1 - 0.11 - 0.10.3 - 0.11 - 0.1Summary of PBN Navigation SpecificationsWith regard to PBN, EASA is responsible for drafting andformalising European standards with regard to navigation[Ref. 3-5, EASA AMC 20-26/27/28].The table below shows the main characteristics of thecurrently defined PBN Navigation Specifications. For detailsrefer to [Ref. 18, ICAO PBN Manual].Table 3‑2 Details for each PBN navigation specification.PBNNavigationspecificationOn boardperformancemonitoring &alertingRF path terminatorin fun

the goals we have set out in the Luchtvaartnota where we strive to excel in a sustainable and competitive air transportation system in the Kingdom of the Netherlands. I am proud to present to you the PBN Roadmap of the Kingdom of the Netherlands with regard to Performance Based Navigatio