RNAV – process in Tartu How EAVA can co-operate with service providers ONE example - still in progress,,

RNAV – process in Tartu How EAVA can co-operate with service providers Tapani Keskikuru EAVA ATSTO

Backround European Nav strategy …NDB, VOR will be history ( target 2016) http://www.ecacnav.com/downloads/NAV%20Application%20+%20NAVAID%20Infrastructure%20Strategy%2015MAY08%20Agreed%20at%20SCG-8.pdf PRNAV approaches, replacing conventional Non-Precision approaches (VOR, NDB) and even CAT I ILS – with VNAV/BARO 17.09.2019

Background 17.09.2019

Background What are the near future nav. requirements from service providers RNAV approaches with VNAV – CAT I minima, without any ground equipment (not to forget lights !!,, ) WAM ,no need for SSR antennas, less expensive, surveillance can be built wherever, spread wherever 17.09.2019

Backround 17.09.2019

EAVA and Tartu PRNAV Tartu case : ATCOs Marika, Piret and Martin, local knowledge not much tools for ATC to separate IFR / IFR flights in TMA, no equipment for operators Tartu speciality : IFR (and VFR) training flights 17.09.2019

Requirements: Update approaches, started before EAVA joined ( operational in 2013) for operators for students, future pilots Need to have tools for ATCOs to separate IFR traffic in TMA, present NDB surroundings is for one IFR, if levels crossed Up to date approaches, for students ! 17.09.2019

EAVA and Tartu PRNAV from pilot/ operator point of view benefits are obvious from airport point of view benefits are obvious, from ATC point of view benefits are obvious 17.09.2019

EAVA and Tartu PRNAV from safety point of view benefits are obvious ( one example - no circling) from environmental side shorter routes in many cases continuous climb/ descend in many cases shorter holding time on ground/ in air or no delay at all noise can be taken account 17.09.2019

EAVA and Tartu PRNAV No ICAO procedures for RNAV separations are published ! PANS-ATM ICAO DOC 4444 „Lateral separation of aircraft on published adjacent instrument flight procedures for arrivals and departures 5.4.1.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof. 5.4.1.1.2 Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation (RNAV) equipment. 17.09.2019

EAVA and Tartu PRNAV Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist: a) where the distance between RNAV 1, Basic RNP 1, RNP APCH and/or RNP AR APCH tracks is not less than 13 km (7 NM); or 5.4.1.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof. 5.4.1.1.2 Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation (RNAV) equipment. 17.09.2019

EAVA and Tartu PRNAV Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist: b) where the protected areas of tracks designed using obstacle clearance criteria do not overlap and provided: operational error is considered. 5.4.1.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof. 5.4.1.1.2 Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation (RNAV) equipment. 17.09.2019

EAVA and Tartu Rnav Note 1.— The 13 km (7 NM) value was determined by collision risk analysis using multiple navigation specifications. Information on this analysis is contained in Circular 324, Guidelines for Lateral Separation of Arriving and Departing Aircraft on Published Adjacent Instrument Flight Procedures. 5.4.1.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof. 5.4.1.1.2 Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation (RNAV) equipment. 17.09.2019

EAVA and Tartu Rnav PANS-OPS (ICAO 8168) guidelines for obstacle clearance criteria 5.4.1.1.1 Lateral separation shall be applied so that the distance between those portions of the intended routes for which the aircraft are to be laterally separated is never less than an established distance to account for navigational inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the lateral separation minima as an integral part thereof. 5.4.1.1.2 Lateral separation of aircraft is obtained by requiring operation on different routes or in different geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation (RNAV) equipment. 17.09.2019

EAVA and Tartu PRNAV -Plan is to create SID/STAR for Tartu linking TMA EXIT/ENTRY points to RNAV approaches with “designated points” where safety buffers are not overlapping ( ICAO DOC 4444) -Make easy tool for ATC to give clearances for IFR aircraft keeping them on arrival/departure segments which are not overlapping, while no vertical separation exists. 17.09.2019

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EAVA and Tartu Rnavs 17.09.2019

EAVA and Tartu PRNAV 17.09.2019

EAVA and Tartu PRNAV How to continue; AIS to create maps, data into EAVA simu and drive first simulations Make first changes if needed , create ATC documentation In parallel, to create data for SMS 17.09.2019

EAVA and Tartu PRNAV End result: Tartu PRNAV SIDs and STARs get CAA approval for Tartu ATC procedures for PRNAV SID/STAR in non –radar environment give a tool for ATC to have more than one IFR a/c in TMA on crossing levels 17.09.2019

EAVA and Tartu Rnavs End result: procedures ready ATC has necessary “tools” and uses them to provide user friendly service SMS ready training material ready 17.09.2019

EAVA envolvement - previous knowledge Synthetic Training Device ( simulator) easy to make changes and run tests - up to date training facilities - If needed, capability to show CAA the procedures in SIMU environment during acceptance period - capability to train TARTU ATC instructors ( or all staff) 17.09.2019

Our goal 17.09.2019

Not to confuse 17.09.2019

End result - 17.09.2019

All happy ! 17.09.2019