bcaa_presentation_pbn_implementation_072016.ppt_PBN.ppt

PBN Implementation in the
Belgian Airspace
BCAA presentation
May 2016
PBN Implementation in training
Belgian Civil Aviation Authority April 2016
Ing. Jelle Vanderhaeghe

1. History
2. GNSS-technology
3. PBN principles
4. RNP-approaches
5. RNP-Approach in Antwerp
6. PBN Accuracies
7. PBN Legal references
8. Training RNP-approaches in ATO
Index:

• In the early days of aviation, the earliest form of areal navigation
was DEAD RECKONING: looking down from the airplane and flying
from known/recognizable landmarks in the area
• With the set-up of airmail and passenger transport after WWI, this
was a sufficient technique, but in adverse weather lead to a large
number of accidents (CFIT, disorientation, hitting obstacles)
• More efficient methods of navigation were required a lead to the
second form of navigation: Radio Navigation
1. History:

• “Radio Navigation” is a technique of navigation, based
emission/reception of electro-magnetic signals (waves) between
an aircraft and a ground station (beacon)
• Early technology of ground based radio navigation beacons:
Decca – Loran C – NDB/ADF (1940-1960’ies)
• More advanced systems, still in use today:
VOR – ILS – Markers – DME (1950’ies onward)
• Some technology destined to be the “next best thing” never broke
through: MLS was to replace ILS but was too complicated to
calibrate and expensive for civil use (only 2 systems used in
Heathrow status 2016)
1. History:

Other navigation techniques were also applied:
• Astronavigation: From the astrodome on top of an airplane, a
navigator would compute the airplane’s position based on the
location of known stars on the horizon, using a sextant
• AHRS = Attitude Heading Reference System: INS/IRS strap
down gyroscopes measure accelerations in 3D, calculating
position relative to a known initial position
• Flux valves: Indicating Magnetic North as accurately as possible,
to avoid influences by onboard electric systems
1. History:

Disadvantages of “ground station”-based Radio Navigation:
• Expensive and technically sensitive ground stations
• Sensitivity to environment (terrain restraints of ILS for
example)
• Commonly available in densely populated areas, hardly any
ground stations available in scarcely populated areas (Arctic,
Oceanic areas, deserts, Siberia…)
• Point-to-Point or station-to-station navigation,
lead to waste of fuel/time/airspace
• This point-to-point navigation, was replaced
by RNAV
1. History:

RNAV:
= “Area Navigation”
• RNAV is a technique whereby an FMS (Flight Management
System) of an automated airplane performs the navigation
• The FMS combines one or more signals from various approved
sources: Ground stations (DME/DME – VOR/DME – ILS), and
airplane based sources (IRS and GNSS receivers)
= Navigation in straight lines, in between beacons!
• RNAV was introduced in the end of the
1970’ies and allowed automated navigation
in more straight lines, between departure
and destination aerodrome
1. History:

RNAV:
• Based on the system capabilities and accuracies of the onboard
systems, there are various categories:
• B-RNAV = The airplane’s navigation equipment is capable of
delivering a navigation accuracy to “stay within 5 NM, left and
right of track for 95% of the flight time” (= ICAO Certification
specification), over a distance of 100 NM between 2 stations
• P-RNAV = The airplane’s navigation equipment is capable of
delivering a navigation accuracy of “1 NM for 95% of the flight
time”
• RNAV as a navigation concept is now succeeded by RNP
1. History:

RNP:
= Required Navigation Performance:
• RNAV is a navigation technique that makes distinction between
AIRBORNE NAVIGATION EQUIPMENT, based on the degree of
accuracy they can deliver
• RNP is a criterion of AIRSPACES where
certain minima of navigation accuracy
are applicable and must be met by the
onboard navigation equipment, before
an aircraft is allowed to fly into it
• RNP is furthermore based on GNSS signals ONLY!
1. History:

PBN:
= Performance Based Navigation
= NAVIGATION PROCEDURES as an alternative to point-to-point
navigation techniques using ground based stations only
= combination of RNAV + RNP
• 3D-aspect to the navigation (continuous and engine idle
descent)
1. History:

= Principles of RNP & RNAV COMBINED
+ 3D-aspect (vertical aspect added to the navigation)
• It allows more efficient use of available airspace
• It allows more efficient energy management, less noise, due
to continous descent + Engines in low regime when
descending
1. PBN:

• The main source of PBN/RNP is GNSS (Global Navigation Satellite
Systems)
• The navigation data originate from “Constellations”: Systems of
multiple satellites, used to determine position
• There are 4 Constellations in use/development today:
GPS/Navstar (USA) – Globally operational
Glonass (Russia) – Globally operational
Galileo (Europe) – In test
Beidou (China) – Operational in Asia
2. GNSS:

• Non-geostationary satellites in various orbits around the Earth
that emit a signal (carrier wave + encoded message) towards
the Earth’s surface and contains the time of emission of the
signal
• Receivers calculate the time difference (ti) between time of
emission of the signal and time of reception
• Using the principle vi = xi/ti (Speed = distance/time) and know-
ing the signals travel at light speed (vi = c = 300.000.000 m/s),
and the delay (ti), the distance to a satellite (xi) is calculated
• It takes 4 satellites to acquire an accurate 3D-fix
2. GNSS principles:

A receiver calculates its
position in 3D (X/Y/Z) and
GNSS-time, based on the
signals of multiple satellites:
2. GNSS principles:

Calculating principle (FYI):
A receiver calculates a position in 3D (X/Y/Z) and time, based on
the following matrix of formulae:
(X1 – X)² + (Y1 – Y)² + (Z1 – Z)² = (t1.c – CB.c)²
(X2 – X)² + (Y2 – Y)² + (Z2 – Z)² = (t2.c – CB.c)²
(X3 – X)² + (Y3 – Y)² + (Z3 – Z)² = (t2.c – CB.c)²
(X4 – X)² + (Y4 – Y)² + (Z4 – Z)² = (t2.c – CB.c)²
With: X1, Y1, Z1 = 3D coordinates of satellite 1 when its signal was emitted
t1 = Time when the signal was emitted by satellite 1
X, Y, Z = Position of (and calculated by) the receiver (= 3 unknown factors)
CB = Clock Bias = Time error of receiver with respect to the “GNSS time” (= 4th
unknown factor in the equation, as “receiver time” is very inaccurate)
c = Speed of the signal = Speed of light (300.000 km/hour, or 300.000.000 m/s)
2. GNSS principles:

1. CLOCK INACCURACIES: Each minor difference (CB) between
the satellite’s emission time of the signal (“GNSS-time”) and
the receivers’ own “time” at that moment, is MULTIPLIED BY
300.000.000 and may lead to 100’s meters of position error…
• Receivers are regarded as “the weak link” in the GNSS set-up,
as they don’t have atomic clocks (with extreme high accuracy)
• The time delay (CB) between GNSS-time in the satellites and
receivers, is incorporated as a 4th unknown in the equations to
determine receiver position and is solved mathematically
• This explains the need of a 4th satellite for exact 3D-
positioning, to help solve the 4th unknown factor: CB
2. GNSS Constraints:

2. TROPOSPHERIC INTERFERENCE: the signals originate from
outer space (vacuum, no matter) and travel through the
atmosphere, that becomes more dense closer to the Earth =>
“Bending” or Refraction of the signal (that travel in a curved
pattern, not in a straight line!), when encountering denser
medium (cfr
• Updates of the actual situation of the troposphere in certain
areas are constantly “uploaded” by ground stations to the
GNSS-satellites and included in the GNSS-signals to receivers

3. The Earth is more of a “sphere” than a ball, in shape
• GPS and Galileo use WGS-84 as reference, for the Earth: it
considers the Earth’s circumvent as a perfect sphere
• Unfortunately the Earth still is a “Rock” in the Universe that is
gently forming into a sphere, even after millions of years…
• This explains why altimetry is difficult using GNSS-
technology!
WGS-84 (sphere) Real Earth (rock)
Ball

• All the difficulties of GNSS-technology combined, lead to a
necessity (for high precision applications, like aviation) to
AUGMENT the accuracy of the signal of GNSS Constellations
• These augmentation systems are destined to increase the
accuracy of position determination by the receivers of the
GNSS-signals
• There are various types of augmentation systems:
ABAS: Airborne Based Augmentation System
SBAS: Space Based Augmentation System
GBAS: Ground Based Augmentation System
2. GNSS Augmentation:

SBAS: Space Based Augmentation Systems
EGNOS (Europe) - WAAS (USA)
= 3 Geostationary satellites per SBAS system (keeping their
position relative to the Earth): they provide extra fixed
position data to the users of GNSS receivers, to improve the
accuracy of position determination by the receiver
2. GNSS - SBAS:

• SBAS is used to augment GNSS signals for ALL FUTURE NON-
PRECISION APPROACHES (RNP-approaches) in BELGIUM
• It is IMPOSSIBLE/USELESS to certify it for CAT I/II/III (PRECISION
APPROACHES) due to the reference WGS-84 that differs too
much from the real Earth’s shape
2. GNSS - SBAS:

GBAS: Ground Based Augmentation Systems
= Fixed GBAS receivers (whose own position is accurately
known), compare the position calculated using GNSS-signals
• This allows the GBAS receivers to calculate corrections and
send them through to GNSS-receivers in the vicinity (= VDB
signal)
2. GNSS - GBAS:

ABAS: Airborne Based Augmentation Systems
= AAIM (Aircraft Autonomous Integrity Monitoring) and RAIM (Receiver
Autonomous Integrity Monitoring)
= Onboard systems that monitor whether or not the signals
received by a GNSS-satellite, are still reliable or not, by
comparing the positions calculated with it, to position
obtained, using signals of other GNSS-satellites
2. GNSS - ABAS:

• Truly GLOBAL system: usable in even the most remote areas
in the World, with comparable accuracy
• Open source (no taxes, or fees)
• Much lower maintenance costs of navigation aids for Air
Navigation Service Providers (fe Belgocontrol): 1 VOR = +/-
200.000 € in purchase + Annual calibration + Maintenance +
Monitoring + Repair
2. GNSS Benefits:

• PBN = Performance Based Navigation
• After “RNAV” & “RNP” the new “key word” is PBN, although PBN
is used for Enroute only, approaches are still designated “RNP-approach”…
• PBN is implemented by ICAO DOC 9613 in 2008
1. PBN requires RNAV onboard aircraft equipment + it requires
FUNCTIONALITY at any flight stage (=> Verification of INTEGRITY is
very important with these navigation methodologies!)
2. PBN describes the requirements to ENTER AN AIRSPACE and to
EXECUTE CERTAIN PRIVILEGES
3. PBN not only requires NAVIGATION PERFORMANCE and
INTEGRITY, but also FLIGHT CREW QUALIFICATION
3. PBN:

SHORT TERM approach to EN ROUTE NAVIGATION:
• Removal of enroute NDB’s (MAK – Mackel, LONDI)
• Replacement of enroute VOR (BUN – NIK – AFI – … ) by
GNSS waypoints
• Maintaining of enroute DME (combined with VOR -> GNSS
waypoint)
• Maintaining Terminal VOR (ANT – BRU – … )
This planning may vary in the future and timing is uncertain at this stage
3. PBN: Planning Belgocontrol

MID TERM approach to TERMINAL NAVIGATION:
• RNP Approaches to equip ALL EXISTING non-precision
approaches by 2018, with an RNP-overlay
• Removal of the classic non-precision ground equipment
• GLS (GNSS Landing System) as overlay of ILS (future of CAT II/III
certification is dubious at this stage, none planned in Belgium at this
stage, status 2016)
LONG TERM approach to TERMINAL NAVIGATION:
• Removal of ILS fully replaced by GLS (?)

• Certification beyond CAT I of SBAS/GBAS technology is
uncertain at this stage (°2016)
• Fraud of GNSS-signals (“Spoofing”), by transmission of
fraudulent “bogus” satellites, pretending to generate actual
GNSS-signals, is one of the big challenges in the future
(impairing integrity)
• “Ionospheric storms” due to intensified Solar Eruptions still
is a significant threat for a World where all the landing
systems would based on GNSS-technology only
• Replacing all ILS antennas by GBAS is not as easy and as safe
as it would appear in theory, at this stage…

4. Instrument approaches:
2 main categories of instrument approaches today:
1.PRECISION APPROACHES:
• Lateral guidance (≈ Localizer) and Vertical guidance (≈ Glide
Slope)
• ILS (and MLS & PAR) are the most common types in use today
• Vertical minima depend on the certification, but are 200 ft
AGL, OR LESS
• Certification is possible between CAT I/II/III A-B-C, based on
minima, RVR, or visibility criteria
• Both the localizer and glide slope must be purchased,
maintained and calibrated annually for civil use

4. Instrument approaches:
2 main categories of instrument approaches today:
2.NON-PRECISION APPROACHES:
• ONLY lateral guidance (Localizer), NO Vertical guidance
(Glide Slope)
• Vertical guidance is performed by the pilot(s), is not
performed by a automatically, by a system
• Minima ABOVE 200 ft AGL
• Locator, VOR/DME, 2NDB are the most common types
• Lateral accuracy is less (except Locator-approach) compa-red
to precision approaches, vertical accuracy depends on pilot
performance and cockpit workload requiring company
procedures (OM-A)

4. RNP-Approaches:

• RNP-approaches are destined to replace existing NON-
PRECISION approaches
• RNP approaches planned in Belgium use the SBAS-principle
(EGNOS augmented) => No ground equipment required
• In order to certify precision approaches to CAT I and higher,
GROUND EQUIPMENT remains necessary = GLS
• GLS = GPS Landing System (= GBAS-based)
4. RNP-Approaches:

RNP approaches WITHOUT VERTICAL GUIDANCE:
1.NON-PRECISION APPROACH: RNP LNAV-Approach (“LNAV”)
• LATERAL navigation only, NO VERTICAL guidance
• based on GNSS-signals only, no augmentation
2. NON-PRECISION APPROACH: RNP LP-Approach (“LP”)
• LATERAL navigation only, NO VERTICAL guidance
• “Localizer Performance”-approach: GNSS signals + augmenta-
tion using EGNOS (= SBAS)
• LP has higher lateral accuracy compared to LNAV
4. RNP-Approaches:

RNP approaches WITH VERTICAL GUIDANCE:
3.NON-PRECISION APPROACH: RNP LNAV/VNAV-Approach (“LNAV/
VNAV”)
• LNAV based on GNSS only, no augmentation
• VNAV based on barometric inputs, with temperature correction
4. NON-PRECISION APPROACH: RNP LPV-Approach: (“LPV”)
• Localizer Precision, or “LP”-approach (GNSS + EGNOS)
• With vertical guidance
=> LPV = LP + Vertical guidance
4. RNP-Approaches:

Overview of one of the first GNSS-
approach plates:
A. Separate identification of the ap-
proach, stating the main NAV-aid:
“GPS” = Non-standard nomination
B. VOR’s are mentioned without the
frequency. The VOR is now a way
point, signals originating from GPS-
satellites
C. ESRAQ is the Initial Approach Fix
(IAF)
4. RNP-Approaches:

D. HERNY is a waypoint also purely
provided by GPS-satellite signals,
not ground stations
E. Missed Approach Point is also
(MAPt) provided by GPS
F. “2.8NM from RWY07”, the dis-
tance is not provided by DME (not
slant range but distance measure
along the surface)
G. Final Approach Fix (FAF)
4. RNP-Approaches:

• Check out the date!
• This approach was installed,
tested, approved and published by
October 31st 1997 by FAA
• Almost 20 years later, Europe
(Belgium) is finally catching up…
• This type of approach would be
considered “LNAV” today:
• No mention of any augmentation
• No vertical guidance (step-down)
4. RNP-Approaches:

RNP approaches in Europe (Situation 2016 and prospected):
4. RNP-Approaches:

RNP approaches in Belgium
4. RNP-Approaches:

RNP approaches in Belgium (actual situation and prospect):
4. RNP-Approaches:
Safety study Implementation

Goal of implementing RNP approaches in Belgium:
• Intended at “Enhancing SAFETY”: Replacing of classic/non-
precision approaches with more accurate and less
maintenance requiring alternatives (2NDB – VOR/DME – LOC)
• According to statistics most accidents in civil aviation happen
in the stages where the airplane is close to the ground: Take-
off & Landing (margins and reaction time are reduced)
4. RNP-Approaches:

Goal of implementing RNP approaches in Belgium:
• Reduction of costs! All Belgian planned RNP approaches will
be GNSS (GPS) with Space Based Augmentation (SBAS-
principle): EGNOS
• This does not require additional ground equipment in the
future (costly in purchase, sensitive and costly in maintenance)
4. RNP-Approaches:

5. RNP-Approach
EBAW RWY 11
• Published in november 2015,
became active on the 10th of
December 2015
• First PBN Approach, using GPS
& EGNOS (SBAS) in Belgium
• When selecting the approach,
check CHANNEL 48476 (if
available in the cockpit-system)
• ARPUR, BEVRI and AW11F are
GPS waypoints: FLY-BY POINTS

= 3 Approaches in 1:
• LPV, High lateral precision +
vertical guidance
• LNAV/VNAV, low lateral preci-
sion, with vertical guidance
• LNAV, low lateral precision
without vertical guidance
5. RNP-Approach
EBAW RWY 11

5. RNP Approach EBAW
All fly the same lateral pattern!
ARPUR and BEVRI are FLY-BY POINTS

6. RNP-Approach Accuracies:
Enroute: RNP 5
Terminal: RNP 1 Final: RNP 0.3
Missed: RNP 1

The legal reference for RNP Approaches are :
1. ICAO Doc 9613: RNP (Required Navigation Performance)
2. EASA NPA 2014-29 (D)(2):
Learning Objectives (prospect) EASA ATPL/IR
3. EU 2016/539: Approved on April 6th 2016, 5th ammendment
of EU 1178/2011, or EASA Air Crew Regulations
7. PBN Legal references:

AIRCRAFT CERTIFICATION:
• The FLIGHT MANUAL OF THE AIRPLANE is the SOLE REFERENCE
that indicates whether or not an airplane is allowed to operate in
RNP airspace and practice/execute RNP-approaches
• A built-in, EASA certified GNSS system is always a requirement
• Early GNSS-receivers were not SBAS (WAAS/EGNOS) (cap)able
• Early Garmin 430 therefore are technically only able to perform an
LNAV approach
• As the early Garmin 430 did not take into account RNP-approach
applications, Garmin 430 (early versions) is not explicitly approved
for LNAV approaches (although technically able!)

AIRCRAFT CERTIFICATION:
• Mostly commercial aircraft (with MCP Mode Control panel, and
ADC, Air Data Computer) have the LNAV/VNAV functionality
(= LNAV + Barometric vertical assistance)
• More recent/advanced GARMIN 430 (+WAAS/EGNOS) and
GARMIN 1000 are SBAS-augmented
• EASA certifies onboard systems for RNP-approaches
• This is reflected specifically in the Aircraft’s flight manual

AIR CREW:
EU 1178/2011 ARTICLE 1 is ammended by EU 2016/539, with an
extra Article 4a and states the following about PBN:
“Pilots may only fly in accordance with Performance-based Navigation (PBN)
procedures after they have been granted PBN privileges as an endorsement on
their instrument rating (IR)”
“A pilot shall be granted PBN where he or she fulfils all of the following
requirements:
a) the pilot has successfully completed a course of theoretical knowledge
including PBN in accordance with FCL.615 of PART-FCL
b) The pilot has successfully completed flying training including PBN, in
accordance with FCL.615 of PART-FCL”
7. Training for PBN:

• A pilot must have received THEORETICAL TRAINING in PBN
• A pilot must have received PRACTICAL TRAINING in PBN
• “In accordance with FCL.615 IR” = “Theoretical knowledge and
flight instruction: “… at an ATO…”
• This excludes all PBN training outside of an ATO, individual
training FI-IR, or IRI, with a candidate individually
• BCAA however requires proper training manuals (annex to IR
training manual, or integrated in the training manual) prior to
the start of the PBN training

requirements:
c) The requirements of points (a) and (b) of paragraph 2 shall be deemed to
have been fulfilled where the competent authority considers that the
competence acquired, either through training or from familiarity with PBN
operations, is equivalent to the competence acquired through the courses
referred to in points (a) and (b), and the pilot demonstrates such competence
to the satisfaction of the examiner at the proficiency check or skill test referred
to in point (c).”

• The initial, basic PBN instructors in Belgian ATO will be FI-IR
and IRI THAT CAN DEMONSTRATE OPERATIONAL TRAINING/
CHECKING AND EXPERIENCE, ONLY (IN EUROPE)
• Acceptable proof: ATO/AOC signed document (signed by
HT/TM) detailing the previous theoretical training received
(+ dates), the type of approaches trained for and performed &
total experience to be listed by the candidate instructor
• A theoretical briefing will be organized by BCAA to all candi-
dates for initial, basic PBN instructor (17/05, 07/06 & 01/07)
• ATO HT/CFI also are invited to attend the BCAA PBN
Symposium for theoretical briefing (to compose the PBN manual)
• The BCAA theoretical GNSS & PBN briefing material will be
freely made available to the aviation community

• The initial, basic PBN instructors afterwards will perform the
theoretical and practical training in BCAA approved ATO, to
STUDENTS, LICENSE HOLDERS and OTHER INSTRUCTORS
• Other instructors, WITHOUT TRAINING/CHECKING/EXPERIE-
NCE WITH AN OPERATOR (that do not qualify as initial, basic
PBN instructors), should:
Receive theoretical briefing in an ATO (1 day)
Receive practical training in FNPTII (or on the airplane)
Perform a prof check IR, with PBN (or PBN only)
Receive endorsement in the logbook by the examiner:
“RNP approved” and “RNP instructor approved”
+ Mention of the type of approaches performed
(*) Whoever has attended the BCAA PBN-symposium is to be credited for
Theoretical training in an ATO

BCAA requests for practical training:
• A minimum of 3 RNP approaches (1 using auto pilot, 1 manual,
1 with system errors or false instructions), UP TO PROFICIENCY
• A combination of LNAV, LP and LPV is desirable, to
demonstrate the different types of RNP-approaches
• TRAINING may be performed entirely on approved simulators
(FNTPII)
• CHECKING may be performed entirely on approved simulators
(FNTPII)

• The initial, basic PBN Examiners will be designated by BCAA
Licensing Directorate, provided they meet the following
requirements:
Theoretical training, practical training received with an operator, or
an ATO and having performed an assessment (skill-test/prof check)
Practical experience with an operator
Attended BCAA Theoretical PBN briefing
FI-IR/IRI privileges
IRE (and/or) CRE privileges
• PBN examiners may endorse PBN (+ instructor/examiner
privileges to other license holders) in the logbook and sign-off
IR/PBN skill test/prof check forms of other license holders,
instructors and examiners

• License holders without instructor privileges, but with
operational experience with PBN at an operator, may be
credited for PBN in the logbook, by BCAA PBN Examiners
• This may be combined with Operator OPC/LPC

requirements:
c) The requirements of points (a) and (b) of paragraph 2 shall be deemed to
have been fulfilled where the competent authority considers that the
competence acquired, either through training or from familiarity with PBN
operations, is equivalent to the competence acquired through the courses
referred to in points (a) and (b), and the pilot demonstrates such competence
to the satisfaction of the examiner at the proficiency check or skill test referred
to in point (c).”
7. Exam for PBN:

• A skill-test/prof check IR(A), or a separated PBN-check is
mandatory for endorsement of PBN privileges, in the license
holders’ logbook
• All PBN approved license holders should ideally from then on
demonstrate PBN-capabilities in every recurrent IR(A) prof
check afterwards (1/year): the non-precision approach may be
replaced by a PBN-approach
• An annual logbook entry should NOT be made (one is
sufficient), as long as the IR(A) + PBN Skill test/Prof check form
is used (continually afterward)
• From August 25th 2020 ALL EASA compliant IR-checks will
have to include the PBN part of the skill-test/prof check
7. Check for PBN:

• Third country license holders may attend RNP-approach, in
combination with ICAO (third country) to EASA conversion
training
• That combined conversion training may then be credited in
full towards PBN-training, combined with a European IR-
rating, on a European license
• All third country license holders should be converted by the
April 8th, 2017 (ammended date: original dat of April 8th 2016
has been postponed with 1 year!)

1. RNP-approach training (LP – LNAV – LPV) is allowed on
aircraft that in accordance to the flight manual are GNSS +
SBAS ABLE & APPROVED (GNSS + WAAS/EGNOS mentioned in POH)
2. Training is allowed both in VMC/IMC, for BCAA Training
Department, in GA in Belgian Airspace, from August 1st 2016.
3. The responsibility is that of the PIC (as with all the other IR-
approaches)
4. Taking a skill-test/prof check is allowed and the candidate
may be legally signed-off for “PBN Approved” IN THE
LOGBOOK + Mention of the types of approach performed (LP
– LNAV – LNAV/VNAV – LPV)

5. Training in ATO, approved for IR(A/H), only
6. “RNP Approach” training module = Annex to IR Training
Manual, is to be included in standard EASA Training
Manuals IR
7. Training with instructors that meet the initial, basic PBN
instructors requirements
8. PBN Theory = 1 day of theoretical briefing (½ day GNSS +
EGNOS, ½ day RNAV/RNP/PBN)

9. Training may be performed ENTIRELY ON AN AIRCRAFT, OR
ENTIRELY ON A SIMULATOR (FNPTII), for already IR-rated
candidates (= Holders of IR-rating), FI-IR/IRI and IRE/CRE(A)
10. PBN-training = 3 approaches minimum, UP TO PROFI-
CIENCY: 1 automatic, 1 manual, 1 with failures or faulty
instructions
11. Emphasis on failures and typical pre- and in-flight checks,
related to RNP-approaches
12. PBN-Check: (1 RNP-approach, full procedure + Go-around
followed by 2nd full RNP-procedure, of either type of RNP-
approach) on aircraft OR FNPTII, as an ADD-ON to the IR
skill-test, or proficiency check, or a separate check, with an
approved PBN-examiner

13. A note in the logbook (ONCE IS SUFFICIENT) mentioning
“PBN approved”, “PBN Instructor approved”, or “PBN
Examiner approved” to be legally “qualified” to fly RNP
approaches and instruct (when possessing instructor
privileges) on a certain type of aircraft
14. The note can be used as a credit for “difference training”,
towards PBN-approaches on a different class (A<->H, SEP <->
Multi Pilot, Multi Engine Aircraft), or type (same class of
aircraft but different type rating)

• ATO are asked to upgrade FNPTII/aircraft (at least one on
short notice) to OFFER THE FULL RANGE OF EXISTING PBN
APPROACHES (LNAV, LP, LNAV/VNAV, LPV), at least LNAV and a
PBN-approach with vertical guidance should be offered to
students, for PBN-instruction
• LNAV capability is insufficient to credit all PBN-approaches
• The ATO must provide standard checking procedures (RAIM)
and SOP’s specifically for GNSS-approaches in the GNSS/PBN
training module (part of Instrument Rating)
• Training & checking may be performed during the same day,
the instructor and the examiner may be the same person

8. Preflight
Minimum “integrity” level (ICAO Doc 9613, chapter
5.3.3): Chance of failure < 1/10-5 per hour
RAIM Check, prior to the flight:

8. Preflight
Filing a flight plan is also affected by PBN
S Equipment on board and serviceable J6 CPDLC FANS 1/A SATCOM (MTSAT)
A GBAS (landing system) J7 CPDLC FANS 1/A SATCOM (Iridium)
B LPV (APV with SBAS) K MLS
C LORAN C L ILS
D DME M1 ATC RTF SATCOM (INMARSAT)
E1 FMC WPR ACARS M2 ATC RTF (MTSAT)
E2 D-FIS ACARS M3 ATC RTF (Iridium)
E3 PDC ACARS O VOR
F ADF P1-P9 Reserved for RCP
G
GNSS. If any portion of the flight is planned to
be conducted under IFR it refers to GNSS
receivers that comply with the requirements of
ICAO Annex 10, Volume I (see note 2)
R PBN approved (see note 4)
H HF RTF T TACAN
I Inertial navigation U UHF RTF
J1 CPDLC ATN VDL Mode 2(see note 3) V VHF RTF
J2 CPDLC FANS 1/A HFDL W RVSM approved
J3 CPDLC FANS 1/A VDL Mode 4 X MNPS approved
J4 CPDLC FANS 1/A VDL Mode 2 Y VHF with 8.33 KHZ channel spacing capability
J5 CPDLC FANS 1/A SATCOM (INMARSAT) Z
Other equipment carried or other capabilities
(see note 5)

8. Preflight
In the ICAO flight plan the following codes may be applied:
• A: GBAS-sensor equiped
• B: LPV-capability
• G: GNSS-receiver equiped (certified/built-in)
• R: PBN-approved

SYSTEM FUNCTIONALITY CHECK:
• Often overlooked: “it’s not important”, “we’re only going to fly
locally”, etc. -> No longer acceptable in GNSS/PBN-training
• For GNSS/PBN-training and navigation by sole/main reference
of satellite signals, the validity check and updates of the data-
base ON THE AIRCRAFT IS ESSENTIAL
• To avoid negative training, the databases on simulators should
also be up-to-date (by preference)…
8. Preflight

PILOT CHECKS:
• Presence of sufficient redundant navigation aids functional in
the aircraft,in case of GNSS-system failure, to navigate to
destination/ alternate
• Ability to perform a missed approach, based on classic
navigation aids (VOR/DME/NDB)
• RAIM availability check (via NOTAM, or other means): in case
of a prediction of more than 5 minutes of signal loss, the flight
planning should be revised
• Check NOTAMs regarding the planned RNP-approach
8. Preflight:

SYSTEM CHECK
• Also often overlooked: Interaction between the GNSS and the
navigation tools:
• Lateral CDI, Left Flag, Vertical CDI (GS), Vertical Flag on the HSI,
RMI set?
8. Preflight:

• Number of satellites in sight, location accross the horizon
(GDOP)
• EPE = Estimated Position Error, DOP = Dilution of Precision,
HUL = Horizontal Uncertainty Level
8. Preflight

AIRCRAFT:
• ACCURACY: Aircraft performance for PBN-training (ICAO Doc
9613, Chapter 5.3.3): Navigation accuracy must be within +/-
0,3 NM off track in the final approach phase
• INTEGRITY: Integrity monitoring required, able to verify the
integrity is able to detect chance of failure below 1 per 10-5
• CONTINUITY: In case of loss of integrity, the aircraft must be
equipped with sufficient alternative navigation tools (VOR/ILS
/DME) to resume navigation in case of GNSS-system failure
• MONITORING & ALERTING: The pilot must be offered a means
of verifying integrity and being warned of loss of integrity
8. Preflight

GNSS-RECEIVER OF THE AIRCRAFT:
• Ability to verify the validity of the database
• Ability to load an entire navigation for a planned flight into the
GNSS-receiver (the approach must be stored entirely in the
Navigation database)
• Ability to execute a “Direct to”
• Ability to perform automatic track transitions, using “Direct to
Fix” (DF), “Initial Fix” (IF), “Track to Fix” (TF)
• Indication of GNSS-system receiver failure in the pilots’
primary area of view
8. Preflight

1. RAIM check, again when programming the approach
2. The approach is planned only IN FLIGHT, not prior to the
flight, after ATIS & initial contact (teach the students the
proper flight planning), unless for local (training) flights
3. The pilot should check the various waypoints in the approach
(not load them him/herself), using a published approach
plate
4. Verify/identify fly-by and fly-over points
5. Set the Airport barometric altimeter setting timely, when
VNAV is applicable
8. Prior to approach

6. Be attentive for the narrowing accuracy requirements of the
multiple approach phases
8. Prior to approach:

• Approach must be selected in its
entirety (not built-up by the pilot
in the FMS):
• Either the approach is stored in
the system, or to be considered
NON-EXISTANT: a “home-built”
procedures MAY NOT BE FLOWN
• First the approach must be
LOADED
• Then only may a DCT (Direct to)
be selected
8. Vectors:

• Vectors may be accepted to (any of the IAF)
• Vectors may be accepted to IF, IF THE COURSE CHANGE
DOES NOT EXCEED 45°
• Vectors directly to the FAF MAY NOT BE ACCEPTED!
8. Vectors:

• For Antwerp, vectors may be
accepted to ANT (IAF), NIK,
ARPUR and BEVRI (IF)
• DCT BEVRI is only allowed when
arriving within +/- 45° from the
final approach course
• Beyond BEVRI, no vectors may be
accepted:
• Otherwise the receiver will not
switch to APPROACH MODE
= System won’t verify if lateral
accuracy is within 0,3 NM (may
stay within 1 NM)
8. Vectors:

• The “outbound”-procedure is
designated “DTF” (Direct to Fix)
• This portion for EBAW RW11 is at
3.000 ft = within EBBR TMA
=>Change over of ATC-frequency
during the procedure is possible
• The Brussels TMA was modified
to the West to allow for this
GNSS-approach
8. EBAW

Go-around must be initiated when:
1. A NAV FLAG IS DISPLAYED
2.THE RAIM (UN)AVAILABLE WAR-
NING lights up, or extinguishes: this
is system dependent and should be
trained differently for each system in
the ATO
3.FTE (Flight Track Error) is excessive
(more than half scale)
8. Approach:

• 2 NM prior to the FAF, the pilot
should check the GNSS-receiver
switches to APPROACH MODE
• For this reason the airplane must
be established on the final
approach course 2NM prior to the
FAF AT THE LATEST
• Go-around must be initiated
when 1. A NAV FLAG IS DISPLAYED
2. THE RAIM (UN)AVAILABLE
WARNING LIGHTS UP/EXTINGUI-
SHES (system dependent)
8. Approach:

• Beyond the FAF, the indication changes to TERM,
• This means the aircraft is in the terminal area, with accuracy
limits 1 NM left/right
• RAIM check is within the limits, the approach may be continued
8. Approach

• Indication of LNAV/VNAV, as an indication that the approach is
selected and the RAIM check is valid
• The aircraft is in the final area, lateral accuracy within 0,3 NM
• The approach may be continued to the minima
8. Approach

• Indication of LPV, as an indication that the approach is selected
and the RAIM check is valid
• The aircraft is in the final area, lateral accuracy within 0,3 NM
• The approach may be continued to the minima
8. Approach

• There seems to be unclarity with regards to DA(H)/MDA(H)
• For Belgium, all LPV will be certified as NON-PRECISION
APPROACHES
• As a result, MDA(H) will be applicable: NO DESCENT BELOW
MDA(H)!
• Belgian ATO are requested to stimulate CDFA (Continuous
Descent Final Approach), even with LNAV
8. Approach

• ATO are requested to stimulate decision making “Go-around”/
“Continue” just prior to MDA and perform the first Go-around
actions before reaching MDA in GNSS/PBN procedures. The
MDA is considered an absolute minimum
• As CDFA (Continuous Descent Final Approach) is to be trained,
no descent to MDA and level-off until VDP (Visual Descent
Point) should to be stimulated.
• A go-around must be performed as published. Sufficient
classic-navigation tools must be present and functioning in the
airplane if the published go-around uses classic nav-tools
8. Approach

REQUESTING AN RNP-APPROACH:
“Antwerp Tower, OO-ABC, request RNP-approach RWY 11, via…
(IAF designator)”
ATC clearance for an RNP-approach:
“OO-ABC, cleared RNP-approach, RWY 11, report… (IAF
designator)”
ATC may request (sequencing/situational awareness/separation):
“OO-ABC, report established on final approach track”
“OO-ABC, report 2NM from final approach fix”
“OO-ABC, report final approach fix”
8. Standard Procedures

ATC may report known GNSS-problems as follows:
“OO-ABC, GNSS reported unreliable”
“OO-ABC, GNSS may not be available due to interference, vicinity
of … (location/radius), between…(levels), from … to … (time)”
If ATC suggest an RNP-approach and the airplane is not equipped,
or the crew is not qualified:
“Antwerp Tower, OO-ABC, unable RNP”
If integrity (monitoring) is lost (“RAIM Unavailble”)
“Antwerp Tower, OO-ABC, Loss of RAIM, (+intentions)”
“Antwerp Tower, OO-ABC, RAIM Alert, (+intentions)”

In case of loss of radiotelephony, the typical ICAO “Loss of
communication procedures are valid (ICAO Annex 10):
• VMC: 3.6.5.2.1 If in visual meteorological conditions, the aircraft shall:
continue to fly in visual meteorological conditions; land at the nearest
suitable aerodrome; and report its arrival by the most expeditious means
to the appropriate air traffic services unit;

IMC:
d) proceed according to the current flight plan route to the appropriate
designated navigation aid or fix serving the destination aerodrome and,
when required to ensure compliance with e) below, hold over this aid or fix
until commencement of descent;
e) commence descent from the navigation aid or fix specified in d) at, or as
close as possible to, the expected approach time last received and
acknowledged; or, if no expected approach time has been received and
acknowledged, at, or as close as possible to, the estimated time of arrival
resulting from the current flight plan;

IMC:
f) complete a normal instrument approach procedure as specified for the
designated navigation aid or fix; and
g) land, if possible, within 30 minutes after the estimated time of arrival
specified in e) or the last acknowledged expected approach time, whichever
is later.

• Hybrid approach in EHAM
(Schiphol, Amsterdam)
• RNAV arrival with GNSS-
waypoints
• Followed by a classic ILS
• FAF and OM are also GNSS-
waypoints
= Special case…
8. Examples

• RNAV Reims: LNAV Only
= Non-precision approach, high
MDA, due to significant offset
with the runway orientation
• Vertical guidance table, with
“recommended values” only
• CDFA (Continuous Descent
Final Approach) only
= Preference for CDFA in Europe,
please train only continuous
descent (with distance vs
altitude checks, if available)
8. Examples

• RNAV Buochs: LNAV only
• Very mountainous area, Pilatus
aircraft only, 2 very elevated
MSA’s right below the approach
• “CAUTION: Non-standard ap-
proach angle”
= Very special case, very high
minima, shallow approach…
8. Examples

• RNAV Frankfurt: LNAV & LNAV/
VNAV
• NOTE: Explicit temperature limi-
tation, as LVAV VNAV obtains its
vertical level from barometric
inputs (temperature sensitive!)
• Correct BARO-reference of the
airport is essential in this case!
• Other PBN-approaches do not
inherently have this tempera-
ture restriction
• Holding located away from the
airport, over a GNSS-Waypoint
8. Examples

• RNAV Lille: LNAV, LNAV/VNAV &
LPV combined
• The MSA’s are distributed over
the approach chart, per sector,
for clarity for the user
• 3 IAF’s (RONOR, SUDAP, NEKEN)
• 1 IF (NEKEN): Vectoring only
acceptable until NEKEN, not
directly to FAǾ8Y, or beyond
8. Examples

• RNAV Charleroi: LNAV, LNAV/
VNAV & LPV combined
• DTF (outbound), only with left
turns (stay in Belgian airspace)
• Similar design as EBAW RW11
• IAF = GSY VOR, IF = REKPI
• Published & Effective, not
allowed to be flown yet (by
NOTAM 2016), due to under
staffing at Belgocontrol (EBCI
ATC is not yet trained, due to
shortage in GND/TWR-staff)
8. Examples

• RNAV Charleroi: LNAV, LNAV/
VNAV & LPV combined
• LPV requires EGNOS reception
• Minima -for the time being- are
above CAT I (> 200 ft)
• The “ARROW” symbol on the
chart is typical for the final
approach of an LPV
8. Symbols

• RNAV Charleroi: LNAV/VNAV
specifically
• LNAV/VNAV does NOT require
EGNOS reception
• Minima are higher compared to
the LPV-approach
• NOTE: Temperature limitations!
• The symbol that is typical for
the final approach of an LNAV,
is a also the STRAIGHT LINE
8. Symbols

• RNAV Charleroi: LNAV
• LNAV does NOT require EGNOS
• Minima are higher compared to
the LNAV/VNAV-approach
• The pilot performs the
altitude/ distance checks
• The “arrow” symbol that is
typical for the final approach of
an LPV, is now a STRAIGHT LINE
for an LNAV/VNAV-approach
8. Symbols

• RNAV Charleroi: GLS Bremen
• GLS requires SBAS
• Minima are –actually- set to
CAT I (200 ft)
• A certified GBAS receiver must
be installed in the aircraft
• The “RECTANGLE” symbol is
typical for the final approach of
a GLS (GBAS approach)
8. Symbols

bcaa_presentation_pbn_implementation_072016.ppt_PBN.ppt

Recommended

Recommended

More Related Content

What's hot

What's hot (20)

Similar to bcaa_presentation_pbn_implementation_072016.ppt_PBN.ppt

Similar to bcaa_presentation_pbn_implementation_072016.ppt_PBN.ppt (20)

Recently uploaded

Recently uploaded (20)

bcaa_presentation_pbn_implementation_072016.ppt_PBN.ppt

Editor's Notes