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PBN CHANGES 1 BEIJING, CHINA; 30 JUN-11 JUL 2014.

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Presentation on theme: "PBN CHANGES 1 BEIJING, CHINA; 30 JUN-11 JUL 2014."— Presentation transcript:

1 PBN CHANGES 1 BEIJING, CHINA; 30 JUN-11 JUL 2014

2 PBN CHANGES – STATE LETTER 2 ICAO State Letter SP 65/4-13/24 SUBJECT: Proposal for the amendment of PANS-OPS, Volumes I and II regarding procedure design criteria and charting requirements to support performance-based navigation (PBN) as well as helicopter point-in-space (PinS) approach and departure operations with consequential amendments to Annexes 4; 6, Parts I, II and III; 14, Volume II; 15 and the PANS-ABC

3 PBN CHANGES – STATE LETTER 3 ICAO State Letter SP 65/4-13/24 Proposes amendments to: PANS-OPS, Volume I PAN-OPS Volume II Annex 4 Annex 6, Parts I, II and III Annex 14, Volume II Annex 15 PANS-ABC Applicable on 13 November 2014

4 PBN CHANGES – STATE LETTER 1.PBN – Charting: Inconsistencies with the aeronautical charts, the PBN operational approvals, and the avionics displays have created confusion. The rationalization of procedure identification detailed in this amendment addresses the issue and provides a simpler and clearer method for procedure naming and a standardized approach to aeronautical charting. (30 NOV 2022) Another element of this proposal includes a standard depiction of magnetic bearings on PBN routes; From 1 December 2022, charts depicting procedures that meet the RNP APCH navigation specification criteria shall include the term RNP in the identification (e.g. RNP RWY 23). ICAO Circular 336 provides guidance to assist with the transition from RNAV to RNP approach chart identification

5 PBN CHANGES – STATE LETTER 5 2.PBN – Support for new navigation specifications: Supports the introduction of four new navigation specifications and various new functional requirements in the Performance-based Navigation (PBN) Manual (Doc 9613) by the inclusion of appropriate PBN design criteria in the PANS OPS; a)RNP 2: used to support RNP operations in the en-route phase of flight in oceanic, remote area and continental airspace. b)Advanced RNP (ARNP) c)RNP 0.3 d)RNP APCH (with LPV) e)FRT (Fixed Radius Transition) f)Scalable RNP values (0.3 – 1.0) g)Time of Arrival control h)PinS (Point-in-Space Departures/Approaches)

6 Advanced RNP RNAV 1 RNAV 2 RNAV 5 RNP APCH RNP 1 A-RNP RNAV 10 RNP 4 RF legs Parallel offset RNAV holding RNP 2 Final approach: RNP 0.3 A-RNP + options Optional Performance/Functionality RNP Scalability RNP 2 oceanic/remote Fixed Radius Transition (FRT) Time of Arrival Control Barometric VNAV

7 Advanced RNP A-RNP is based upon GNSS ANSPs should ensure operators relying on GNSS are required to have the means to predict the availability of GNSS fault detection (e.g. ABAS RAIM) Operator procedures, maintenance, dispatch and other operations processes that satisfy the A-RNP criteria will be considered acceptable for RNAV 1, RNAV 2, RNAV 5, RNP 2, RNP 1 and RNP APCH Part A. An A-RNP aircraft qualification can be more broadly applicable to multiple navigation specifications without the need for re-examination of aircraft eligibility. This enables an operator’s approved procedures, training, etc to be common to multiple navigation applications. The RNP system should provide the ability to intercept the final approach at or before the final approach fix. This functional capability must provide the pilot with the ability to rejoin the published final approach track following a period when the aircraft has been flown manually, or in AFCS Heading mode, following ATC vectors to support Final Approach Sequencing. A-RNP is based upon GNSS ANSPs should ensure operators relying on GNSS are required to have the means to predict the availability of GNSS fault detection (e.g. ABAS RAIM) Operator procedures, maintenance, dispatch and other operations processes that satisfy the A-RNP criteria will be considered acceptable for RNAV 1, RNAV 2, RNAV 5, RNP 2, RNP 1 and RNP APCH Part A. An A-RNP aircraft qualification can be more broadly applicable to multiple navigation specifications without the need for re-examination of aircraft eligibility. This enables an operator’s approved procedures, training, etc to be common to multiple navigation applications. The RNP system should provide the ability to intercept the final approach at or before the final approach fix. This functional capability must provide the pilot with the ability to rejoin the published final approach track following a period when the aircraft has been flown manually, or in AFCS Heading mode, following ATC vectors to support Final Approach Sequencing. 7

8 PBN CHANGES – STATE LETTER 8 3.PBN – Baro-vertical navigation (Baro-VNAV): Following the publication of the Baro-VNAV attachment in the PBN Manual and the operational experience gained since the first release of the Baro-VNAV criteria in the PANS-OPS, these criteria have been reviewed and made consistent with the PBN Manual as well as with other vertically guided approaches using satellite-based augmentation systems (SBAS) and precision landing system such as instrument landing system (ILS). This will result in less complex design requirements and less conservative minima which will benefit the implementation of approach procedure with vertical guidance (APV) procedures. It also addresses an inconsistency in the criteria for aerodromes above ft;

9 PBN CHANGES – STATE LETTER 9 4.PBN – Satellite-based augmentation system/ground-based augmentation system (SBAS/GBAS): Amendment 85 to ICAO Annex 10 — Aeronautical Telecommunications introduced the SBAS signal in space performance requirements for Cat I precision approach operations which will provide improved accessibility through lower minima. To facilitate implementation, this consequential amendment updates the PANS-OPS to reflect these improved performance requirements; 5.Continuous descent/climb operations (CDO/CCO): The PANS-OPS is currently not very clear on permitting the use of a continuous vertical glide path in the intermediate segment and therefore could be counterproductive in supporting the implementation of CDO/CCO’s. This proposed amendment addresses the issue and updates the PANS-OPS;

10 PBN CHANGES – STATE LETTER 10 6.Helicopter: Current helicopter instrument procedure design criteria do not incorporate the use of vertical guidance that is available today through space-based systems nor does it allow for the design of instrument departures to re-join the IFR en route structure. This amendment addresses both of these deficiencies; and 7.Miscellaneous topics: Include clarification of the frame of reference to be used for procedure design and the alignment of the PANS-OPS and Annex 14 requirements in the approach phase.

11 The latest edition of the PBN Manual, ICAO Doc 9613 contains navigation specifications that cover: Navigation Specification Flight phase En-route oceanic/remote En-route Continental ArrivalApproachDeparture InitialIntermediateFinal Missed 1 RNAV 1010 RNAV RNAV RNAV RNP 4 4 RNP RNP Advanced RNP or RNP APCH RNP AR APCH RNP Enroute Oceanic/Remote: RNAV 10, RNP 4, RNP 2 and Advanced RNP En-route continental: RNAV 5, RNAV 2, RNAV 1, RNP 2, Advanced RNP and RNP 0.3 (for helicopters only) Terminal Arrivals: RNAV 5, RNAV 2, RNAV 1, Advanced RNP, RNP 1, and RNP 0.3 (for helicopters only) Terminal Departures: RNAV 2, RNAV 1, Advanced RNP, RNP 1 and RNP 0.3 (for helicopters only) Approaches: RNP APCH (LNAV), RNP APCH (LNAV/VNAV), RNP APCH (LPV) and RNP AR APCH 1.Only applies once 50m (40m Cat H) obstacle clearance has been achieved after the start of climb. 2.RNAV 5 is an en-route navigation specification which may be used for the initial part of a STAR outside 30 NM and above MSA. 3.The RNP 1 specification is limited to use on STARs, SIDs, 3.the initial and intermediate segments of instrument approach procedures and the missed approach after the initial climb phase; 3.beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes 2 NM. 4.Advanced RNP also permits a range of scalable RNP lateral navigation accuracies – see the PBN Manual, Vol. II., Part C, Chapter 4, paragraph Optional – requires higher continuity. 6.There are two sections to the RNP APCH specification; Part A is enabled by GNSS and Baro VNAV, Part B is enabled by SBAS. 7.RNP 0.3 is applicable to RNP APCH Part A. Different angular performance requirements are applicable to RNP APCH Part B only. 8.The RNP 0.3 specification is primarily intended for helicopter operations. Navigation Specification by Flight Phase


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