Flight crew basic theoretical training for

RNP APCH down to LPV minima

European Satellite Services Provider S.A.S.

Service Provision Unit

Issue 1.3 – April 2019

 Introduction

• This training package is focussed in covering the theoretical knowledge syllabus for RNP
APCH to LPV minima for an Instrument Rated pilot in accordance with:

Appendix to Annex I to ED Decision 2018/001/R

‘Acceptable Means of Compliance (AMCs) and Guidance Material (GM) to Part-FCL
Amendment 4’

• To complement it, it also covers the theoretical knowledge syllabus for Global Navigation
Satellite Systems

• This training shall be complemented with:

– Operating Procedures training

– Specific Aircraft System theoretical training
– Practical in aircraft or simulator training

2
 Introduction

Some notes:

• All paragraphs intended to cope with Learning Objectives (LOs) sub-references are
numbered following the same EASA’s Syllabus Reference i.e. (01), (02), (03), etc

• Certain contents and/or slides are not part of formal LOs but have been included to provide
additional information. This are not marked in any way.

• A significant number of LOs are not applicable to CB-IR(A) and EIR. Only those marked with
a CE symbol are applicable

• Text referring to BK LOs has been marked with a BK symbol. Explanatory Note to Decision
2018/001/R, which states that:
“Several LOs have been categorised as comprising ‘Basic Knowledge (BK)’ in a newly added column in the LO tables”
“These LOs will no longer be the subject of dedicated examination questions”
“However, student pilots will still be required to assimilate the specific knowledge required by the BK LOs”

3
 Target audience: all IR pilots

Commission Regulation (EU) 2016/539, amending Regulation (EU) No 1178/2011 as regards pilot
training, testing and periodic checking for performance-based navigation

• Introducing the necessary changes to Air Crew regulations as to incorporate PBN in the
regular training and checking requirements for pilots

• Requesting all ATOs to introduce PBN privileges to their IR courses by 25 August 2020 at the
latest, date from which PBN will become mandatory to all IR pilots

4
 List of acronyms

Airborne Based Augmentation

ABAS FTE Flight Technical Error LP Localiser Performance RDH Reference Datum Height
System
Aircraft Autonomous Integrity GPS Aided Geo Augmented Localiser Performance with Vercial
AAIM GAGAN LPV RNAV Area Navigation
Monitoring Navigation Guidance
Aeronautical Information Ground Based Augmentation
AIRAC GBAS LTP Landing Threshold Point RNP Required Navigation Performance
Regulation And Control System
Satellite Based Augmentation
AMC Acceptable Means of Compliance GCS Galileo Control Segment MEL Minimum Equipment List SBAS
System
System for Differential Corrections
ANSP Air Navigation Service Provider GLONASS Global Navigation Satellite System MEO Medium Earth Orbit SDCM
and Monitoring
Satellite Navigation Augmentation
APV Approach with Vertical Guidance GMS Ground Mission Segment MLS Microwave Landing System SNAS
System
Multi-functional Satellite
ATS Air Traffic Services GNSS Global Navigation Satellite System MSAS SPS Standard Positioning Service
Augmentation System
Continuous Descent Final Terrain Awareness Warning
CDFA GPS Global Positioning System NDB Non-Directional Beacon TAWS
Approach System
CRC Cyclic Redundancy Check GSA European GNSS Agency NM Nautical Mile TK Theoretical Knowledge

DME Distance Measuring Equipment HAL Horizontal Alert Limit NSE Navigation System Error TTFF Time To First Fix
International Civil Aviation
DOP Dillution Of Precision ICAO OM Operations Manual UHF Ultra High Frequency
Organisation
European Geostationary
EGNOS ILS Instrument Landing System PBN Performance Based Navigation UTC Universal Time Coordinated
Navigation Overlay Service
European Satellite Services
ESSP IRS Inertial Reference System PDE Path Definition Error VAL Vertical Alert Limit
Provider
FAF Final Approach Fix IRU Inertial Reference Unit PinS Point in Space VDB VHF Data Broadcast

FAP Final Approach Point LAAS Local Area Augmentation System PL Protection Level VHF Very High Frequency
Final Approach Segment Data
FAS DB LNAV Lateral Navigation PPS Precise Positioning Service VOR VHF Omnidirectional Range
Block
Lateral Navigation / Vertical
FD Fault Detection LNAV/VNAV PRN Pseudo-Range Noise VPA Vertical Path Angle
Navigation
Receiver Autonomous Integrity
FDE Fault Detection and Exclusion LO Learning Objective RAIM WAAS Wide Area Augmentation System
Monitoring

5
 Course contents: TK /LO’s

062 06 00 00 GLOBAL NAVIGATION SATELLITE SYSTEMS

062 06 01 00 Global navigation satellite systems (GNSSs)
062 06 01 01 General
062 06 01 02 Operation
062 06 01 03 Errors and factors affecting accuracy
062 06 02 00 Ground-, Satellite- and Airborne-based augmentation systems

6
 Course contents: TK /LO’s

062 07 00 00 PBN 062 07 00 00 PBN

062 07 01 00 PBN concept 062 07 04 00 PBN operations
062 07 01 01 PBN principles 062 07 04 01 PBN principles
062 07 01 02 PBN components 062 07 04 02 On-board performance monitoring and alerting
062 07 01 03 PBN Scope 062 07 04 03 Abnormal situations
062 07 02 00 Navigation Specifications 062 07 04 04 Database management
062 07 02 01 RNAV and RNP 062 07 05 00 Requirements of specific RNAV and RNP
specifications
062 07 02 02 Navigation functional requirements
062 07 05 05 RNP APCH
062 07 02 03 Designation of RNP and RNAV specifications
062 07 05 09 PBN Point In Space (PinS) Approach
062 07 03 00 Use of PBN
062 07 03 03 Specific RNAV and RNP system functions

7
 062 06 00 00
GLOBAL NAVIGATION SATELLITE SYSTEMS

8
062 06 01 00 – GPS / GLONASS /GALILEO / BeiDou

9
 062 06 01 01 – General

CE (01) There are four main Global Navigation Satellite Systems (GNSS)

- USA NAVSTAR GPS (NAVigation System with Timing And Ranging Global Positioning System)
- Russian GLONASS (GLObal Navigation Satellite System)
- European GALILEO (more info here), to become fully operational in the coming years
- Chinese BEIDOU, to become fully operational in the coming years

CE (02) All these systems:

BK
- Consist of a constellation of satellites which can be used by suitably equipped receivers to determine position
- Are interoperable

Unlike GPS and GLONASS, Galileo and BeiDOU are run by civil,
not military, authorities

GPS-III-A satellite (source: United States

Government)

10
 062 06 01 02 – Operation

Modes of operation

CE (1) GNSS can operate in two different modes:

- SPS (Standard Positioning Service): civilian users
- PPS (Precise Positioning Service): authorised users

CE (2) SPS is a positioning and timing service originally

designed to provide civilian users with a less
accurate positioning capability than PPS

CE (3) GNSS are composed of 3 main segments:

BK – space segment
– control segment
– user segment

11
062 06 01 02 – Operation

SPACE SEGMENT – example NAVSTAR GPS

(04) Each satellite broadcasts ranging signals on two UHF frequencies

- L1 1575,42 MHz
- L2 1127,60 MHz

GPS can operate in two different modes:

- SPS (Standard Positioning Service): civilian users
- PPS (Precise Positioning Service): authorised users

(05) SPS is a positioning and timing service provided on L1 frequency

(06) PPS uses both L1 and L2 frequencies. 2 frequencies  higher accuracy

12
 062 06 01 02 – Operation

SPACE SEGMENT – example NAVSTAR GPS

Whenever a GPS satellite is retired, its PRN

BK (07) Satellites transmit a coded signal used for ranging, identification code is assigned to future replacements
(satellite individual PRN code), timing and navigation

BK (08) The navigation message contains:

– satellite clock correction parameters
– Universal Time Coordinated (UTC) parameters
– an ionospheric model
– satellite health data

CE (09) Its ionospheric model is used to calculate the time delay of the
BK signal travelling through the ionosphere GPS status page showing PRN-identified satellites
(source: http://theflyingengineer.com/)

The ionosphere acts as a refractive means The C/A code is a pseudo random noise
(hence a delay is caused) for the GPS signal. (PRN) code sequence. It repeats every
millisecond and is unique to identify each
satellite (PRN 01, PRN 02, PRN 03…)

13
 062 06 01 02 – Operation

SPACE SEGMENT – example NAVSTAR GPS

BK (10) Two codes are transmitted on the L1 frequency: C/A (Coarse Acquisition) and P (Precision)

Code Used by
C/A SPS (civil) PPS
P (precision) PPS

CE (11) Satellites are equipped with atomic clocks, which allow the system to keep very accurate
BK time reference

Atomic clocks on-board satellites are based on Cesium or

Rubidium

An error of 1 μs (10–6 sec) in the user clock can produce a

positioning error of up to 300m

14
 062 06 01 02 – Operation

CONTROL SEGMENT

CE (12) The control segment comprises:

BK
- A master control station (may have alternative
master control station/s)
- Command and control ground antennas
- Monitoring stations

CE (13) The control segment provides:

BK
- Monitoring the constellation status
- Correction of orbital parameters
- Navigation data uploading

Example: GPS Control Segment

15
 062 06 01 02 – Operation

USER SEGMENT

CE (14) GNSS supplies three-dimensional position fixes and speed data, plus a precise time reference
BK
CE (15) A GPS receiver is able to determine the distance to a satellite by determining the difference
BK between the time of transmission by satellite and the time of reception

BK (16) The initial distance calculated to the satellites is called “pseudo range” as it is biased by the
lack of time synchronisation between GPS satellite and receiver clocks. In addition, the
“pseudo range” is also biased by other effects such as ionosphere, troposphere and signal-
noise
ρ is the geometric range or geometric distance between the satellite and the receiver
Pseudo range modelling: dρ is the orbital error
dt is the receiver clock error
dT is the satellite clock error
Pλ = ρ + dρ + c(dT–dt) + dtropo + diono+ M + e dion is the iono delay
dtrop is the tropo delay
M multipath
e noise

16
 062 06 01 02 – Operation

USER SEGMENT

CE (17) Each range defines a sphere with its centre at the satellite
BK

(18) To resolve 4 unknown parameters (X, Y, Z, ΔT) and

CE
calculate the position, we require the
BK measurement of ranges to four different satellites.

Rationale ΔT (receiver clock offset): the 3 spheres

do not intersect in a single point. Hence ΔT
constitutes a new variable to be determined.

CE (19) The GPS receiver synchronises to the correct time base when receiving four satellites
BK

BK (20) The receiver is able to calculate aircraft groundspeed using the SV Doppler frequency shift
and/or the change in receiver position over time

17
 062 06 01 02 – Operation
More info in these slides

NAVIGATION System with Timing And Ranging Global Positioning System (NAVSTAR GPS) Integrity

CE RAIM (Receiver Autonomous Integrity Monitoring) provides integrity over GPS-only navigation
BK

CE (21) RAIM is a technique that ensures the integrity of the provided data by redundant measurements
BK

CE (22) RAIM is achieved by consistency check among range measurements  when a sufficient number of
BK satellites is tracked by the receiver, individual faulty pseudo ranges can be isolated

CE (23) Basic RAIM requires 5 satellites. A 6th satellite is required for isolating a faulty satellite from the
BK navigation solution
When the GPS receiver is fed with barometric altitude, the
number of satellites needed for the receiver to perform RAIM
function may be reduced by one

18
 062 06 01 02 – Operation
More info in these slides

NAVIGATION System with Timing And Ranging Global Positioning System (NAVSTAR GPS) Integrity

(24) Agreements have been concluded between the appropriate agencies for the compatibility and
interoperability by any approved user of NAVSTAR and GLONASS systems

BK (25) Even if…different GNSSs may use different data with respect to reference systems, orbital data,
and navigation services.

Animation available in
https://upload.wikimedia.org/wikipedia/commons/b/b4/Com
parison_satellite_navigation_orbits.svg

19
062 06 01 03 – Errors and Factors affecting accuracy

(01) The most significant factors affecting accuracy of GNSS positioning are:

GPS GPS + SBAS

- Ionospheric propagation delay (IPD) 2m 0,3 m

- Dilution of position (horizontal) 1,1 m 1,1 m

CE - Satellite clock errors

1m 0,5 m
- Satellite orbital variations

- Multipath 0,2 m 0,2 m

- Tropospheric propagation delay 0,25 m 0,25 m

- Receiver noise 0,5 m 0,5 m

(02) A user equivalent range error (UERE) can be computed from all these factors

20
 062 06 01 03 – Errors and Factors affecting accuracy

BK (03) (04) Ionospheric propagation delay (IPD)

- The IPD constitutes the most significant error, it can achieve several tens of meters

- It can be almost eliminated if using two frequencies  this is the main reason why GPS PPS is today more precise
than SPS

- The IPD can be reduced by modelling, using a model of the ionosphere

In GPS SPS receivers, IPD is currently corrected by using a ionospheric

model contained in the navigation message. However the error is only
reduced by 50%

21
 062 06 01 03 – Errors and Factors affecting accuracy

• Dilution of Precision

(05) Arises from the geometry and number of satellites in view. It is called the Geometric Dilution of Precision (GDOP)

(06) The UERE, in combination with the geometric dilution of precision (GDOP), allows for an estimation of position
accuracy

DOP is an indicator of the geometrical distribution of the satellites

used to compute the navigation solution A B

In A the measurement has some error bounds, and the true location will lie anywhere
in the black area. In B the measurement error is the same, but the error on the position
has grown considerably due to the arrangement of the satellites.
A bad geometry (high DOP) contributes to a bigger error in the
estimated position. Source: adaptation from Wikipedia and Academic

22
 062 06 01 03 – Errors and Factors affecting accuracy

BK (07) The errors in the satellite orbits are due to:

- Solar winds

- Gravitation effects of the sun and the moon (and planets)

23
062 06 02 00 – Ground, Satellite and Airborne based
augmentation systems

GBAS SBAS ABAS

Source: Honeywell Source: SES Source: Cirrus

24
 062 06 02 01 – Ground-based augmentation systems
GBAS SBAS ABAS

GROUND BASED AUGMENTATION SYSTEMS

CE (01) Its main principle is to measure on ground the

signal errors transmitted by GNSS satellites and
relay the measured errors to the user for
correction

CE (02) The ICAO GBAS standard is based on this

BK technique through the use of a data link in the
VHF band of ILS-VOR systems (108-118 MHz)

(05) One ground station can support all the aircraft

Source: FAA
subsystems within its coverage providing the
aircraft with approach data, corrections and
integrity information for GNSS satellites in view (03) The coverage of the GBAS station is of about
CE 20 NM / 30 km
via a VHF data broadcast (VDB)

25
 062 06 02 01 – Ground-based augmentation systems
GBAS SBAS ABAS

GROUND BASED AUGMENTATION SYSTEMS

CE (04) GBAS provides (1) information for guidance in the terminal area, and (2) for three-
dimensional guidance in the final approach segment (FAS) by transmitting the FAS data block

BK (06) The minimum software designed coverage area is (aka

GBAS Service Volume) is 10° on either side of the final
approach path to a distance between 15 and 20 NM,
and 35° on either side of the final approach path up to
a distance of 15 NM

(07) Outside this area, FAS data (2) is not used

BK (08) GBAS based on GPS is sometimes called Local Area

Augmentation System (LAAS)

26
062 06 02 01 – Ground-based augmentation systems
GBAS SBAS ABAS

GROUND BASED AUGMENTATION SYSTEMS

(09) A GBAS-based approach is called GLS

approach (GLS-GNSS landing system)

27
 062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

SBAS BASED AUGMENTATION SYSTEMS Note the difference in the below image between the GEOs
coverage area (footprints) and the Service Area

CE (01) Its main principle is to measure on the ground

BK the signal errors transmitted by GNSS satellites
and transmit differential corrections and
integrity messages through geostationary
satellites

CE (02) The frequency band of the data link is identical

BK to that of the GPS signals

EGNOS GEO footprints

CE (03) The use of geostationary satellites enables messages to be broadcast over very wide areas
BK
CE (04) The pseudo-range measurements to these geostationary satellites can also be made, as if they
BK were GPS satellites

28
 062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

SBAS BASED AUGMENTATION SYSTEMS - Elements

CE (05) SBAS consists of 2 elements:

BK
- The ground infrastructure (network of monitoring
and processing stations)
- The SBAS satellites

EGNOS ground infrastructure (source: ESSP)

29
 062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

SBAS BASED AUGMENTATION SYSTEMS

CE (06) SBAS allows the implementation of three dimensional Type A and Type B approaches

- 3D Type A: DH ≥ 250ft
- 3D Type B: DH ≥ 200ft

CE (07) SBAS examples:

BK
- European Geostationary Navigation Overlay Service (EGNOS) in western Europe and the Mediterranean
- Wide Area Augmentation System (WAAS) in the USA
- Multi-functional Transport Satellite (MTSAT)-based augmentation system (MSAS) in Japan
- GPS and geostationary earth orbit augmented navigation (GAGAN) in India

(Others under development: SDCM in Russia, SNAS is China)

30
 062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

SBAS BASED AUGMENTATION SYSTEMS

CE (08) SBAS is designed to significantly improve accuracy and integrity

BK

CE (09) The integrity and safety are improved by alerting SBAS users within the following Time To
Alert (TTA) if a GPS malfunction occurs

- 3D Type A: 10 seconds (in Europe, EGNOS reduces this figure to 6 seconds)

- 3D Type B: 6 seconds

31
062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

EGNOS

• The European Geostationary Navigation Overlay Service

• EGNOS uses 3 geostationary satellites and a network of ground stations to receive, analyse
and augment, and then re-transmit GPS and eventually Galileo signals

• The system is designed to improve accuracy to 1-2 m horizontally and 3-5 m vertically

• Integrity and safety are improved by alerting users within 6 seconds if a GPS malfunction
occurs (up to 3 hrs GPS alone)

You can find more information about the status of the EGNOS Space Segment in
http://www.essp-sas.eu/download/service_notices/essp_com_11851_01_00_service_notice_11_prn124_decommisioning.pdf

32
062 06 02 02 – Satellite-based augmentation systems
GBAS SBAS ABAS

EGNOS - benefits

• More landings under severe atmospheric conditions

• More landings at less well-equipped airports

• Increased capacity, benefiting both airport and airline operators

• Curved approaches and more efficient routes  fuel and noise savings

• Possibility to phase-out some expensive ground based navaids infrastructure and to free
valuable radio spectrum that can be exploited for new/other services

33
 062 06 02 04 –Airborne-based augmentation systems
GBAS SBAS ABAS

AIRBORNE BASED AUGMENTATION SYSTEMS

CE (01) Its main principle is to use redundant elements within the GPS constellation (e.g. multiplicity
of distance measurements to various satellites) or the combination of GNSS measurements
with those of other navigation sensors (such as inertial systems), to develop integrity control

Unlike GBAS and SBAS, ABAS does not provide

corrections to improve positioning accuracy

GPS Status page for a Garmin G1000 (source: Garmin)

34
 062 06 02 04 –Airborne-based augmentation systems
GBAS SBAS ABAS

AIRBORNE BASED AUGMENTATION SYSTEMS

CE (02) The type of ABAS using only GNSS information is RAIM (Receiver Autonomous Integrity
Monitoring)

CE (03) The type of ABAS using addition information from on-board sensors is named AAIM (Aircraft
Autonomous Integrity Monitoring)

CE (04) Typical sensors used in AAIM are barometric altimeter, clock and inertial navigation system
(IRS)
• Barometric altimetry sources are used sometimes to improve the TTFF (Time to First Fix), which refers to the time
required to acquire satellite signals and navigation data and calculate a position solution

35
 062 06 02 04 –Airborne-based augmentation systems
GBAS SBAS ABAS

CE (05) The Receiver Autonomous Integrity Monitoring (RAIM) is a technique that ensures the
integrity of the provided data by redundant measurements

- The GPS ground stations monitor GPS satellites and detect faults

- It can take too much time to detect a fault and update the navigation messages sent to the users to declare a
particular satellite SIS erroneous

CE (06) To solve this, GPS receivers have an autonomous way of assuring the integrity of GPS
pseudo-ranges: the RAIM algorithm, which is achieved by consistency checks among
range measurements

- GPS receivers require a minimum set of 4 satellites to compute a 3D position

CE (07) With additional satellites, the “RAIM algorithm” comes into play

- A 5th satellite provides Fault Detection (FD) capability: the receiver recognises a faulty satellite, but is not able to identify
which one in particular (aka basic RAIM)

- A 6th satellite provides Fault Detection and Exclusion (FDE) capability: the receiver is able to isolate the faulty satellite

36
 062 07 00 00
PERFORMANCE-BASED NAVIGATION

37
062 07 01 00 – PBN concept

• Performance-based navigation: area navigation (RNAV) based on performance requirements

for aircraft operating along an ATS route, on an instrument approach procedure or in a
designated airspace

RNP concept
(« ICAO RNP manual)

PBN concept

Shift from sensor-based to

performance-based navigation
ICAO Doc 9613

38
062 07 01 00 – PBN concept

Conventional navigation Area Navigation

• Aircrafts navigate based on direct signals from ground- • Within the coverage of the available navaids  AREA
based radio NAVAIDs
• Aircrafts compute their latitude-longitude position
• Navigation relies on aircraft crossing radio beacons and
• Navigation relies on aircraft crossing fixes defined by
tracking to and from them directly
name, latitude and longitude
• Routes are dependent on the location of the navigation
• Routes are no or less dependent on the location of
beacons, resulting in longer routes
NAVAIDs, resulting in much more flexible route designs
Images from ICAO

39
 062 07 01 01 – PBN principles

CE (01) The PBN concept specifies that aircraft RNAV and RNP system performance requirements be
defined in terms of:

- Accuracy
- Integrity
- Availability
- Continuity

• Performance requirements are identified in navigation specifications, which also identify the
choice of navigation sensors and equipment that may be used to meet the performance
requirements

Difference between RNAV and RNP is

explained later

40
 062 07 01 01 – PBN principles

BK (02) RNAV and RNP systems are necessary to optimise the utilisation of airspace, which is a
limited resource

(03) Both the flight crew and air traffic controllers need to be aware of the on-board RNAV or
RNP system capabilities in order to determine whether the performance of the RNAV or RNP
system is appropriate for the specific airspace requirements

– Information for ATC is contained in the flight plan

41
062 07 01 01 – PBN principles

ACCURACY
(04) Definition “conformance of the true position and the required position”

Example of GPS static measurements

42
 062 07 01 01 – PBN principles

CE AVAILABILITY
(09) Definition “percentage of time (annually) that the services of the system are usable by the
navigator”
• (Alt: proportion of time during which reliable navigation information is presented to the crew,
autopilot, or other system managing the flight of the aircraft)

The availability of a system (or service) establishes

the percentage of time during when the operation
(for example a final approach) can be started.

CE CONTINUITY
(05) Definition “capability of the system to perform its function without unscheduled interruptions
during the intended operation”
• (Alt from ICAO SARPS: It relates to the capability of the navigation system to provide a
navigation output with the specified accuracy and integrity during the approach, assuming
that it was available at the start of the operation)
The continuity of the system guarantees that once an
operation (for example a final approach) is initiated,
it will not be interrupted.

43
 062 07 01 01 – PBN principles

INTEGRITY
CE (06) Definition “a measure of the trust that can be placed in the correctness of the information
supplied”

• The system must have the ability to provide timely and valid alerts to the user

Loss of Integrity Alert for a

Garmin G1000 (source: Garmin)

44
062 07 01 01 – PBN principles

INTEGRITY (extra info not included in official LOs)

• The parameters defining the integrity are:

– Alert Limit (AL): the error tolerance not to be exceeded without issuing an alert
- Means the region (horizontal and vertical) which is required to contain the indicated position with the required
probability for a particular navigation mode
- Required ALs depend on the type of operation
– Time to Alert: the maximum allowable time elapsed from the onset of the navigation system being out of tolerance
until the equipment enunciates the alert
– Integrity Risk: probability that, at any moment, the position error exceeds the Alert Limit
– Protection Level: statistical bound error computed so as to guarantee that the probability of the absolute position
error exceeding said number is smaller than or equal to the target integrity risk
- Means the region (horizontal and vertical) assured to contain the indicated position. It defines the region
where the missed alert requirement can be met
- PLs are computed by the on board receiver

45
062 07 01 01 – PBN principles

INTEGRITY cont. (extra info not included in official LOs)

if during an operation the PLs exceed the required ALs, the operation cannot continue
- VPL only used for operations with vertical guidance (e.g. LPV)

xAL: fixed value during operation

VAL
VPL
xPL: value calculated by on-board receiver
(varies depending on aircraft and satellite
VPL
geometry and SBAS corrections)
VAL

The integrity of the system (or service) establishes

to which degree the navigation source can be
trusted during the flight.

46
 062 07 01 01 – PBN principles

CE (07) Unlike conventional navigation, PBN is not sensor-specific

• The PBN concept represents a shift from sensor-based to PBN

Navigation • Performance requirements (PR)

Specify
specifications
• Navigation sensors meeting them

A certain set of PRs may be met by more than one

sensor.

• Advantages of PBN over sensor-specific methods of developing airspace:

- reduces the need to maintain sensor-specific routes and procedures, and their associated costs;
- avoids the need for developing sensor-specific operations with each new evolution of navigation systems, which
would be cost-prohibitive;
- allows for more efficient use of airspace (route placement, fuel efficiency and noise abatement);
- clarifies how RNAV and RNP systems are used; and
- facilitates the operational approval process for operators by providing a limited set of navigation specifications
intended for global use.

47
 062 07 01 01 – PBN principles

CE (08) Computed vs raw data

Conventional navigation PBN

• The navigation performance data used to determine the • Requires an RNAV or RNP system that integrates raw
separation minima or route spacing depend on the navigation data to provide a positioning and navigation
accuracy of the raw data from specific NAVAIDs such as solution. In determining separation minima and route
VOR, DME or NDB spacing in a PBN context, this integrated navigation
performance “output” (computed data) is used
• Area navigation system will confirm the validity of the
individual sensor data and, in most systems, will also
confirm the consistency of the computed data before
they are used.

48
062 07 01 02 – PBN components

(01) PBN is composed of 3 constituents

Navigation • Navigation Specification: set of aircraft and aircrew requirements needed to

Application support a navigation application within a defined airspace concept

Navigation Navigation • Navigation Infrastructure: ground based NAVAIDS or space based NAVAIDS
Specification Infrastructure

• Navigation Application: application of a navigation specification and the supporting

NAVAID infrastructure, to routes, procedures, and/or defined airspace volume, in
accordance with the intended airspace concept
Adapted from Eurocontrol

49
 062 07 01 02 – PBN components

EXAMPLE – RNAV 1

Navigation
Specification • RNAV 1 refers to an RNAV navigation specification which includes a requirement for 1 NM
navigation accuracy (among other requirements)

Navigation
Infrastructure • In terms of navigation infrastructure, the following systems enable RNAV 1: GNSS,
DME/DME and DME/DME/IRU

Navigation
Application
• RNAV 1 can support en-route and terminal navigation applications, like SIDs or STARs

State A’s AIP could stipulate GNSS as a requirement for its RNAV 1
specification because State A only has GNSS available in its NAVAID
infrastructure.
State B’s AIP could require DME/DME/IRU for its RNAV 1
specification (policy decision not to allow GNSS).

50
062 07 01 03 – PBN scope

(01) For Oceanic/remote, en-route and terminal operations, PBN is limited to operations with
linear lateral performance requirements and time constraints

(02) For Approach operations, PBN accommodates both linear and angular laterally guided
operations

Image from ICAO

51
062 07 02 00 – Navigation specifications

52
 062 07 02 01 – RNAV and RNP

(01)
RNAV and RNP systems are fundamentally similar. The key A navigation specification that includes a requirement for on-board
difference between them is the requirement for on-board CE navigation performance monitoring and alerting is referred to as an
performance monitoring and alerting. RNP specification.

53
 062 07 02 02 – Navigation functional requirements

BK (01) RNAV and RNP specifications include requirements for

certain navigation functionalities. At the basic level, these Example: Garmin GNS 430W
functional requirements may include:

a) continuous indication of aircraft position relative to track to

be displayed to the pilot flying on a navigation display
situated in his primary field of view;
b) display of distance and bearing to the active (To) waypoint;
c) display of ground speed or time to the active (To) waypoint;
d) navigation data storage function; and
e) appropriate failure indication of the RNAV or RNP system,
including the sensors.

Source: Garmin

54
 062 07 02 03 – Designation of RNP and RNAV
specifications

RNAV X
RNP X
(01) The expression “X” means a lateral navigation (LNAV) accuracy* in Nautical Miles (NM),
expected to be achieved 95% of the flight time by the population of aircraft operating within
the airspace, route or procedure
• Navigation systems are specified in terms of NSE, and therefore hypotheses on the FTE and PDE
contributions to the TSE are made to qualify a system for a given navigation specification

* Lateral navigation accuracy referring in

this context to Total System Error (TSE)

55
 062 07 02 03 – Designation of RNP and RNAV
specifications

CE (02) Because specific performance requirements are defined for each navigation specification, an
aircraft approved for a particular navigation specification is not automatically approved for
any other navigation specification, even if the later has a less stringent accuracy requirement

• In other words: an aircraft approved for an RNP or RNAV specification having stringent
accuracy requirements (e.g. RNP 0.3 specification) is not automatically approved for a
navigation specification having a less stringent accuracy requirement (e.g. RNP 4).

RNAV Specifications RNP* Specifications

Oceanic/Remote RNAV 10 Oceanic/Remote RNP 4

Basic RNP 1, RNP

En-route/ RNAV 5, RNAV 2, En-route/
APCH, RNP (AR)
Terminal/Approach RNAV 1 Terminal/Approach
APCH

* Includes on-board navigation performance monitoring and alerting

56
062 07 02 03 – Designation of RNP and RNAV
specifications

RNAV 10 RNP 4
(03) Oceanic / remote phases of flight (03) Oceanic / remote phases of flight

• Without on-board performance monitoring and alerting • With on-board performance monitoring and alerting
function, even when operationally approved as “RNP 10” function (usually RAIM)

• Lateral TSE must be within ±10 NM for at least 95 per • Lateral TSE must be within ±4 NM for at least 95 per cent
cent of the total flight time of the total flight time

• 50NM lateral and 50NM longitudinal separation • 30 NM lateral and 30 NM longitudinal separation

• Based on INS, IRS FMS or GNSS • Primarily based on GNSS

57
 062 07 02 03 – Designation of RNP and RNAV
specifications

RNAV 5*
CE (04) En-route and arrival** phases of flight

• Without on-board performance monitoring and alerting

function

• Lateral TSE must be within ±5 NM for at least 95 per cent

of the total flight time

• Route spacing may vary among regional implementations

• Based on VOR/DME, DME/DME, INR, IRS or GNSS

* Almost equivalent to Basic RNAV (B-RNAV) within ECAC

**may be used for the initial part of a STAR outside 30 NM and above MSA.

58
062 07 02 03 – Designation of RNP and RNAV
specifications

(05) RNAV 2 and RNP 2 also used as navigation specifications

RNAV 2 RNP 2
(07) En-route continental, arrival and departure phases of (06) En-route and oceanic/remote phases of flight
flight

• With on-board performance monitoring and alerting

• Without on-board performance monitoring and alerting function (usually RAIM)
function

• Lateral TSE must be within ±4 NM for at least 95 per cent

• Lateral TSE must be within ±2 NM for at least 95 per cent of the total flight time
of the total flight time

• Based on GNSS
• Based on DME/DME, DME/DME/IRU and GNSS

59
 062 07 02 03 – Designation of RNP and RNAV
specifications

RNAV 1* RNP 1
CE (08) Arrival and departure phases of flight (08) Arrival and departure phases of flight

• Without on-board performance monitoring and alerting • With on-board performance monitoring and alerting
function function (usually RAIM)

• Lateral TSE must be within ±1 NM for at least 95 per cent • Lateral TSE must be within ±1 NM for at least 95 per cent
of the total flight time of the total flight time

• Based on DME/DME, DME/DME/IRU and GNSS • For terminal airspace with no or limited ATS surveillance,
with low to medium density traffic

• Based on GNSS

*Almost equivalent to Precision RNAV (P-RNAV) within ECAC

60
 062 07 02 03 – Designation of RNP and RNAV
specifications

RNP APCH RNP AR

CE (09) Approach phase of flight (10) Approach phase of flight

• With on-board performance monitoring and alerting • With on-board performance monitoring and alerting
function (usually RAIM or SBAS) function (usually RAIM)

• Lateral TSE varies with minima and approach segment • Cross-track error must be lower than the lateral
(initial, intermediate, final missed) applicable accuracy value for 95 per cent of flight time

• Based on: • For terminal airspace with no or limited ATS surveillance,

with low to medium density traffic
o GNSS for LNAV minimum
o GNSS + barometric VNAV for LNAV/VNAV
minimum* • Based on GNSS + (usually) barometric-based VNAV
o GNSS augmented by SBAS for LP and LPV minima

*GNSS-based vertical guidance may be used

61
062 07 02 03 – Designation of RNP and RNAV
specifications

RNP 0.3
(11) All phases of flight except oceanic/remote and final
approach

• With on-board performance monitoring and alerting

function (usually RAIM or SBAS)

• Lateral TSE must be within ±0.3 NM for at least 95 per

cent of the total flight time

• Primarily for helicopters

• Based GNSS
Helicopter Operations
(12) RNAV 1, RNP 1 and RNP 0.3 may also be used
in en-route phases of low-level instrument
flight rule (IFR) helicopter flights.

62
062 07 03 00 – Use of PBN

• Generic navigation requirements are defined based on operational needs

• Operators then evaluate options in respect of available technology and navigation services

• PBN brings the opportunity to select cost-effective options

63
 062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

(05) The standard that fixes database formats and contents is the ARINC 424 ‘Navigation System
Data Base Standard’

Allows coding the SIDs, STARs and instrument approach procedures (IAPs) from the official
published government source documentation into the ARINC navigation database format

CE (04) Waypoints coordinates are loaded in the on-board aircraft’s database. Types:

 Fly-by: the navigation system anticipates the turn onto the next leg
 Fly-over: the aircraft overflies the waypoint before starting the turn onto the next route leg

Note that the depiction of fly-by and fly-over

waypoints is different

64
062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

(06) ARINC 424 also defines the Path Terminator: define a specific type of termination of the
previous flight path.

• The Path Terminator is a two-letter code, which defines a specific type of flight path along a
segment of a procedure and a specific type of termination of that flight path

• Path terminators are assigned to all RNAV SID, STAR and approach procedure segments in an
airborne navigation database

• This allows translating into computer language (FMS) the procedures designed for clock &
compass manual flight

• Charted procedures are translated into a sequence of ARINC 424 legs in the database

• There are 23 different path terminators defined in ARINC 424. Those which can be expected
in RNAV or RNP charts are depicted in next slide

65
062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

Initial Fix (IF) Track to a fix Course to an

(TF) altitude (CA)
• It defines a point in space • Preferred type for straight • Course that terminates at an
• The coding of RNAV legs altitude with an unspecified
procedures starts at an IF • Geodesic path between position
two waypoints • For departures or Missed App

Direct to a fix Course to a Fix Course from a fix to

(DF) (CF) an altitude (FA)
• Segment from an • Course that terminates at a • Begins at a fix and
unspecified position to a waypoint terminates when aircraft
known waypoint • CF legs are subject to altitude is at, or above, a
magnetic variation issues specified altitude

66
 062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

There are two types of FIXED RADIUS PATHS

CE (01) Radius to Fix (RF)

 Is also a type of Path Terminator

 Specific curved path radius in a terminal or approach procedure
 Is defined by radius, arc length, and fix

(03) It is essential to respect the flight director

CE (02) Fixed radius transition (FRT) CE guidance and the speed constraints associated
with an RF leg.

 To be used* with en-route procedures

 It falls upon the RNP system to create it 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. Using such path elements in an RNAV ATS route enables improvement in airspace
usage through closely spaced parallel routes
* The “Concept of Use” of FRT is currently being evaluated by ICAO, who is carefully
addressing promulgation, airspace design and avionics capabilities aspects, among
others. No State has published yet any ATS Routes that require the FRT function

67
 062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

CE (07) Many aircraft have the capability to fly a path parallel to, but offset left or right from, the
original active route  offset flight path

 The purpose of this function is to enable offsets for tactical operations authorized by ATC

 Capability for the flight crew to specify a lateral offset from a defined route (generally in increments of 1NM to 20 NM)

Source: Garmin

68
062 07 03 03 – Specific RNAV and RNP system
functions FB/FO
Path Fixed radius
Off/Hold
Terminators paths

• Many aircraft have the capability to execute a holding pattern manoeuvre using their RNAV
system, which can provide flexibility to ATC in designing RNAV operations.

 The RNAV 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

69
062 07 04 00 – PBN operations

• What pilots need to know about PBN operations is whether the aircraft and flight crew are
qualified to operate in the airspace, on a procedure or along an ATS route

• The flight operations element considers:

 The operator’s infrastructure for conducting PBN operations and flight crew operating procedures,
training and competency demonstrations

 The operator’s MEL, OMs, checklists, navigation database validation procedures, etc

70
 062 07 04 01 – PBN principles

CE • There are 3 main independent lateral errors in the context of on-board performance
monitoring and alerting. Together they account for the Total System Error (TSE), which forms
the basis for performance estimation and monitoring

(01) Path Definition Error (PDE): occurs when the path defined in the RNAV system (database) does not correspond to the
desired path, i.e. the path expected to be flown over the ground
(02) Flight Technical Error (FTE): relates to the air crew or autopilot’s ability to follow the prescribed path or track,
including any display error (e.g. CDI centering error). Sometimes, if adding display error, referred as PSE (Path Steering
Error)
(03) Navigation System Error (NSE): refers to the difference between the aircraft’s estimated position and actual position.
The accuracy of a navigation system may be referred to as NSE. Sometimes referred as EPE (Estimated Position Error).

CE (04) Total System Error (TSE): Root Sum

of PDE, FTE and NSE

(05) The navigation accuracy depends on

the TSE

With SBAS, expect: NSE << FTE

71
062 07 04 02– On-board performance monitoring and
alerting

• This function allows the air crew to detect whether or not the RNP system satisfies the
navigation performance required (requirements based on TSE) in the navigation specification
– On-board means that the performance monitoring and alerting is effected on board the aircraft and not elsewhere

– Monitoring refers to the monitoring of the aircraft’s performance as regards its ability to determine positioning error
and/or to follow the desired path

– Alerting relates to monitoring: if the aircraft’s navigation system does not perform well enough, this will be alerted to
the air crew
 Path Definition Error (PDE): cannot be
monitored or controlled but generally is
sufficiently small that it can be ignored.
 Flight Technical Error (FTE): FTE can be
controlled by the flight crew and should be
minimized.
 Navigation System Error (NSE): cannot be
controlled by the flight crew but should be
monitored to ensure that it remains within
acceptable limits. That is why it is
characterized by the ANP (Actual Navigation
Performance)

72
062 07 04 02– On-board performance monitoring and
alerting

REMINDER!
RNAV specifications do not CE
require monitoring and
alerting functions! (01) On board performance
monitoring and alerting of FTE is
managed by on board systems or
crew procedures

Example: RAIM or FDE algorithm +

CDI crew monitoring

CE
(02) On board performance
monitoring and alerting of NSE is
a requirement of on-board
equipment for RNP

Example: RAIM or FDE algorithm

CE
(06) On board performance
monitoring and alerting of PDE
are managed by gross
reasonableness of navigation
data

73
062 07 04 02– On-board performance monitoring and
alerting

• On-board performance monitoring shall not be regarded as error monitoring

• Alerts are issued when the system cannot guarantee with sufficient integrity that the position
meets the accuracy requirement

• When an alert is issued, the probable reason is the loss of capability to validate the position
data (insufficient satellites being a potential reason in the case of GNSS)

In other words, even if the position was able to meet the accuracy requirement, since
the system is unable to prove it, an alert would be issued.

74
062 07 04 02– On-board performance monitoring and
alerting

(04) Navigation System Error (NSE) (also known as Estimated Position Error -EPE-)
- More common terms, as displayed in the cockpit, are ‘ANP’ (Actual Navigation Performance),
‘EPU’ (Estimated Position Uncertainty) or ‘ACTUAL’
- EPE/ANP is defined as an statistical bound on the NSE and not TSE
- Multiple sources of navigation data may be integrated to determine the ANP. Inertial systems
initially are very accurate but may tend to drift if not updated accurately throughout the flight.
GNSS units generally provide exceptionally accurate data but must be monitored for
undetected failures , etc.
- These sources of data are analyzed continuously to calculate the best estimate of current a/c
position and ANP/EPU. If any source is deleted, the confidence in the navigation position will
decrease. Thus, the ANP value will increase.
(03) Depending on the navigation sensor, ANP is compared with the RNP:

75
062 07 04 02– On-board performance monitoring and
alerting

Considerations:
• Management of FTE is usually a pilot procedure

• On-board performance monitoring requirement is unique to RNP

specifications

• PDE vanishes as the airborne system uses the same coordinate system and
computations as the designer to define the path, so monitoring
requirement is reduced to FTE and NSE

TSE2 = PDE2 + FTE2+ NSE2

0

76
062 07 04 02– On-board performance monitoring and
alerting

Performance assessment
– The:
• aircraft navigation system; or the
TSE2 = PDE2 + FTE2+ NSE2
• aircraft navigation system and pilot in combination 0
– Must monitor the TSE and provide alerts if:
1. Accuracy requirement (i.e. TSE remains equal to or less than 1xRNP for 95 per cent of the flight time) is not
met; or
2. Integrity requirement (probability that the lateral TSE is below x2 the accuracy value is higher than 1 x 10-5)
is not met. In other words, the lateral TSE should be below 2xRNP for 99.999 percent of the time.
– Probability calculations (10-5 at 2xRNP) based on complex algorithms certified as part of airborne systems
– The objective of this requirement is to limit the exposure of the aircraft to conditions where the containment limit is
exceeded without annunciation

• Various manufacturers of flight management computers (FMC) use different mathematical equations, or
algorithms, to calculate actual navigation performance (ANP), depending also on the navigation sensor

RNP NavSpecs
– PDE assumed to be zero
– NSE requires monitoring and alerting e.g. 1: system monitors ANP and alert if ANP > RNP
e.g. 2: RAIM or FDE algorithm
– FTE requires monitoring e.g. crew monitors FTE in the CDI so TSE = FTE+ANP < RNP

77
062 07 04 02– On-board performance monitoring and
alerting

(05) Example of how the loss of the ability to operate in RNP airspace may be indicated by the
navigation system.

BOEING
When ANP exceeds RNP, an UNABLE RNP message is
displayed to the flight crew. This indicates that the
FMS position does not meet the required accuracy,
so the procedure (such as an approach) must be
aborted.

78
 062 07 04 02– On-board performance monitoring and
alerting

EXAMPLE 1: how is this achieved with RNP 1?

The RNP 1 accuracy requirement is (extracted from the ICAO PBN Manual):
“During operations in airspace or on routes designated as RNP 1, the lateral TSE must be within ±1 NM for at least 95 per
cent of the total flight time. The along-track error must also be within ±1 NM for at least 95 percent of the total flight
time. To satisfy the accuracy requirement, the 95 per cent FTE should not exceed 0.5 NM”

Check of the Accuracy requirement TSE < ± 1NM Check of the integrity requirement TSE < 2NM for 99.999 % of the
- Aircraft navigation system time
“the use of an autopilot or flight director has been found
to be an acceptable means of compliance (roll stabilization For systems operating in a GNSS mode, some derivative of the GNSS
systems do not qualify)” performance could be used: Horizontal Dilution of Precision (HDOP),
- Aircraft navigation system and pilot in combination: the Horizontal Protection Level (HPL), etc.
“the use of a deviation indicator [CDI] with 1 NM full-scale
deflection [FSD] has been found to be an acceptable
means of compliance”
The CDI displays the FTE:
FSD = 2 dots = 1 NM  1 dot= 0.5 NM i.e. pilot must fly
below 1 dot.
If flying at 1 dot, pilot must monitor that ANP < 0.5NM

79
 062 07 04 02– On-board performance monitoring and
alerting

EXAMPLE 2: how is this achieved with RNP APCH down to LPV?

The ICAO PBN Manual states that:
“NSE requirements are fulfilled (…) if the equipment computes (…) solution in accordance with RTCA DO 229C (or subsequent
version) Appendix J”
“FTE performance is considered acceptable if the lateral and vertical display full-scale deflection is compliant with (…)
requirements of RTCA DO 229 C (or subsequent version) and if the crew maintains the aircraft within one-third the full scale
deflection for the lateral deviation and within one-half the full scale deflection for the vertical deviation”

Check of the Accuracy requirement Check of the integrity requirement

- NSE monitoring and alerting
Equipment compliant with DO-229[x] With probability of 1-2x10-7, DO-229[x] equipment checks at all
- FTE monitoring times that:
approach guidance must be displayed on a lateral and – Horizontal Protection Level (HPL) < Horizontal Alert Limit (HAL)
vertical deviation display (HSI, EHSI, CDI/VDI) including a – Vertical Protection Level (VPL) < Vertical Alert Limit (VAL)
failure indicator for crew monitoring – and provide alerts within 10 seconds before FAP, and 6 seconds
after FAP

80
 062 07 04 03– Abnormal situations
Abnormal procedures Contingency procedures

CE (01) Abnormal and contingency procedures are to be used in case of the loss of PBN capability

• Abnormal procedures should be available to address cautions and warnings resulting from
the following conditions:

 Failure of the navigation system components including those affecting flight technical error (e.g.
failures of the flight director or auto pilot);

 RAIM alert or loss of integrity function;

 Warning flag or equivalent indicator on the lateral and/or vertical navigation display;

 Degradation of the GNSS approach mode during a LPV approach procedure (e.g. downgrade from
LPV to LNAV);

 Low altitude alert (if applicable)

81
062 07 04 03– Abnormal situations
Abnormal procedures Contingency procedures

• LPV to LNAV reversion (adapted from French DGAC/DSAC)

 For LPV approaches, some systems allow LPV to LNAV reversion if the vertical signal is lost or
degraded

 If LPV to LNAV reversion takes place before the FAF/FAP, the crew can envisage continuing with the
approach to the LNAV minima

 If reversion occurs after the FAF/FAP, go-around is required, unless the pilot has in sight the visual
references required to continue the approach

82
062 07 04 03– Abnormal situations
Abnormal procedures Contingency procedures

• In case of a complete RNAV guidance loss during the approach, the crew must follow the
operator defined contingency procedure/s

• In the event of communications failure:

 Flight crew should continue with the 2D/3D RNAV(GNSS) procedure in accordance with published lost
communication procedures; or

 Follow procedures stated in the chart;

• The flight crew should react to TAWS warnings in accordance with approved procedures

• The flight crew should notify ATC of any problem with the navigation system that results in the
loss of the approach capability

83
 062 07 04 04– Database management

• The navigation database must contain all the necessary data/information to fly the published
approach procedure

CE (01) Therefore, the on-board navigation data must be valid for the current AIRAC cycle and must
include the appropriate flight procedures, unless otherwise specified in the operations
documentation or AMC

• The operator should implement procedures that ensure timely distribution and insertion of
current and unaltered electronic navigation data to all aircraft that require it

84
062 07 05 00– Requirements for specific RNAV and RNP
specifications

RNP APCH

WITHOUT VERTICAL GUIDANCE WITH VERTICAL GUIDANCE

LNAV LP LNAV/VNAV LPV

GPS NPA NPA SBAS supported APV Baro APV SBAS supported
Expected to be Localiser Performance (can also be Localiser Performance
flown with CDFA supported by with Vertical Guidance
SBAS)

85
 062 07 05 05– RNP APCH

CE (01) An RNP APCH shall not be flown unless it is retrievable by procedure name from the on-
board navigation database and conforms to the charted procedure

Source: Bendix King by Honeywell

86
062 07 05 05– RNP APCH

• Retrieving a procedure from the database:

 By name: usually IAF

 If LPV is available, also by SBAS Channel Number, which is
a unique worldwide identifier composed of 5 numeric
characters, in the range of 40000 to 99999

• Example GRAZ RNAV (GNSS) RWY 35

 3 IAFs: WG832, WG834 and WG833

 1 Channel Number: 48472
 Pilot can select one of the 4 previous options. Selecting
the channel number will load an ‘extended’ Final
Approach Segment, as an ILS. In this later case, pilot is
expected to intercept the extended FAS following ATC
Vectors To Final
 ‘Direct to’ waypoints following ATC clearances are allowed
except for FAP

Source: Austrocontrol

87
062 07 05 05– RNP APCH

RNP APCH

WITHOUT VERTICAL GUIDANCE WITH VERTICAL GUIDANCE

LNAV LP LNAV/VNAV LPV

GPS NPA NPA SBAS supported APV Baro APV SBAS supported
Expected to be Localiser Performance (can also be Localiser Performance
flown with CDFA supported by with Vertical Guidance
SBAS)

2D approach operations 3D approach operations

88
062 07 05 05– RNP APCH

• In terms of phraseology, no distinction is made between the different types of RNAV (GNSS)
approaches (no distinction according to LPV, LNAV/VNAV and LNAV minima)

• The minima to which the procedure is flown is unknown to Air Traffic Controllers

(adapted from French DGAC/DSAC)

89
062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

CE • (02) LNAV minima • LP minima

 Non Precision Approach  Non Precision Approach

 2D operation  2D operation

 Linear lateral guidance based on GNSS  SBAS required:

• angular lateral guidance based on GNSS augmented
 Expected to be flown using CDFA by SBAS
• Integrity provided by SBAS
technique
 Expected to be flown using CDFA technique
 Integrity provided by RAIM, unless
SBAS is available
 LP Final Approach Segment specially coded into a
Data Block inside the on-board navigation
database.

 Not published at runways with LPV minima

If SBAS-certified equipment is available on-board, SBAS can provide integrity during
LNAV operations.

90
062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

CE • (03) LNAV/VNAV minima

 APproach with Vertical guidance (APV)

(07) 3D operation

 Linear lateral guidance based on GNSS

(04) Vertical guidance based on Baro-VNAV or SBAS. In any case, the used angular vertical guidance must
be certified for the purpose

 Integrity provided by RAIM, unless SBAS is available

If SBAS-certified equipment is available on-board, SBAS can provide integrity during

LNAV/VNAV operations.

91
 062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

CE (06) LNAV/VNAV minima

Considerations about the use of the Barometric sensor

• Affected by temperature variation  LNAV/VNAV based on Baro-VNAV can only be flown when aerodrome
temperature is within a promulgated range, unless a/c has an approved temperature compensation system

• Altimeter setting is critical  to safe conduct LNAV/VNAV based on Baro-VNAV, remote altimeter setting is prohibited

FAP
Barometer is affected by temperature.
T corr The effect of the -statistically- coldest day
is therefore studied.

Procedure not flyable if

“Temp” < “Min Promulgated Temp“

Cold temperatures
reduce the VPA
3º
RDH

92
062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

CE • LPV minima

 Precision Approach CAT-I or APproach with Vertical guidance (APV)

(08) 3D operation

(10) SBAS required:

• angular lateral and vertical guidance based on GNSS augmented by SBAS

• Integrity provided by SBAS

(09) LPV Final Approach Segment is specially coded into a Data Block inside the on-board navigation
database. It is known as the FAS DB

93
062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

CE (11) FAS DB

 “The set of parameters to identify a single precision

approach or APV and define its associated approach
path” (ICAO)”

 Is part of the data package of an SBAS approach

procedure:
o The FAS-DB contain the parameters that define the
Final Approach Segment geometry
o The integrity of the data is ensured by the generation
of a CRC algorithm (Cyclic redundancy check)

 References:
o ICAO Doc 8168: procedure design criteria
o ICAO Annex 10: Aeronautical Telecommunications
o RTCA Do-229: Approval of GPS/SBAS Rx equipment

Source: Austrocontrol

94
062 07 05 05– RNP APCH
LNAV LP LNAV/VNAV LPV

• FAS DB: why?

 To ensure the integrity of databases

 In ILS/MLS approaches, integrity is ensured by:

o Proper alignment of transmitting antennas

o Flight checks
o Integrity monitors on the transmitted signal

 LPV approaches:

o A kind of approach based on on-board data

o Integrity rests on the data describing the approach path
o Hence the importance of having a CRC wrapping the FAS DB

95
062 07 05 05– RNP APCH

• Most RNAV (GNSS) final approach procedures leading to

LNAV, LNAV/VNAV or LPV minima, may be preceded by
either an initial and intermediate T-bar or Y-bar approach.
In this case all segments are published on the same chart.

• A T- or Y-bar arrangement permits direct entry to the

procedure from any direction, provided entry is made
from within the capture region associated with an IAF.

• Where one or both offset IAFs are not provided, a direct

entry will not be available from all directions. In such
cases a holding pattern may be provided at the IAF to
enable entry to the procedure via a procedure turn.

(source: UK CAA)

96
 062 07 05 05– RNP APCH

90 degree turn 70 degree turn

IAF, IF, FAF Fly-by

T-bar arrangement MAPt Fly-over Y-bar arrangement

All segments:
5NM
5NMoptimum
optimal length
length
(source: ICAO)

97
062 07 05 09– PBN Point in Space (PinS) Approach

(01) The Point-in-Space approach is based on GNSS or SBAS and is an approach procedure
designed for helicopters only that includes both a visual and an instrument segment.
Therefore, it can be published with LNAV and/or LPV minima

• Obstacle clearance is provided for all IFR segments of the procedure including the missed
approach segment

• During an approach to land, the instrument segment ends at the PinS (MAPt). From there,
flight continues with a visual segment

• In an approach procedure, the visual segment (VS) is the segment of a helicopter PinS
approach between a point (MAPt) and the heliport or the landing location

The flexibility that offers the free positioning of the PinS is the main asset of this
concept.

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Visual Segment (VS)

(02) The PinS approach procedure includes either a “proceed visually” instruction or a “proceed VFR”
instruction from the MAPt to the heliport or landing location

(03) Proceed VFR: developed for heliport or landing locations that do not meet the standards for a heliport.
The PinS instrument approach delivers the helicopter to a MAPt. Prior to or at the MAPt, the pilot shall
decide to proceed VFR or to execute a missed approach, based on visibility

 Pilot determines whether visibility is met based on the published minimum visibility or the visibility required by State regulations
(whichever is higher)
 There is no protection after the MAPt if MA is not initiated. The pilot is responsible to see and avoid obstacles

Proceed visually: developed for a heliport or a landing location. The PinS instrument approach segment
delivers the helicopter to a MAPt. Prior to or at the MAPt, the pilot shall decide to proceed visually to the
heliport or landing location or to execute a missed approach

 A Direct VS or a Manoeuvring VS connects the MAPt to the heliport or landing location

 The minimum visibility is based on the distance from the MAPt to the heliport or landing location
 IFR obstacle clearance areas are not applied to the visual segment. However the visual segment is protected, by operational
limitations in the case of “manoeuvring” VS

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© Rega Photo Service

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 Bibliography

• EASA NPA 2013-25

• ICAO Doc 9613, Performance-based Navigation (PBN) Manual, Ed 4

• ICAO Doc 8168 PANS-OPS, Volume II “Construction of Visual and Instrument Flight Procedures”, Ed 6

• ICAO State Letter SP 65/4-13/24, 14 June 2013

• RTCA DO-229D, RTCA DO-236C

• On-Board Performance Monitoring and Alerting (OPMA), Airborne System Calculations, Statistical Meaning and Relationships to
Separation Standards Development, Michael Cramer, September 2009

• Technical Guidelines 01 – PBN, Guidelines for RNP APCH operations also known as RNAV (GNSS), Ed 2, DGAC/DSAC

• Official U.S. Government information about the Global Positioning System (GPS) and related topics (gps.gov)

• Aeronautical Information Publication Austria

• digital — Terminal Procedures Publication (d-TPP)/Airport Diagrams, FAA

• www.boeing.com

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