Download presentation
Presentation is loading. Please wait.
1
Performance Based Navigation
IATA / Airline Views on Performance Based Navigation Theo van de Ven/KLM Anthony van der Veldt/IATA Senior Manager Strategy & User Charges Asst Dir Safety Operations&Infrastructure Amsterdam Brussels
2
IATA SAFETY, OPERATIONS & INFRASTRUCTURE Safety
Security and facilitation Flight operations and maintenance Infrastructure and airports Consulting Regionally organized A short overview of the IATA Safety operations and infrastructure organization. It is headed by Mr. Matschnigg residing in our HQ in Montreal and responsible for the following subjects: . We also have Regional Offices dedicated to Safety, Ops and Infrastructure issues. We have a strong link with our HQ and work as ONE TEAM to ensure speaking with ONE global voice.
3
Traffic growth forecast: need for efficient airspace use
This Airbus forecast predicts that air traffic will double in the next 15 years making it paramount that every efficiency that PBN can deliver is fully utilized.
4
Rising fuel prices, marginal benefits in a competitive market
Harmonisation not only reduces equipment cost – it also allows aircraft to operate more fuel effectively. You all know what has happened to fuel prices in the last months – this graph shows the dramatic effect. 12 Months
5
IATA Position on PBN IATA supports global implementation of the concept of PBN developed by ICAO Global harmonization is a must We cannot do without it Clarity in the field of navigation options is fully supported Differences between RNAV and RNP become clear and manageable Shows a comprehensive overview of all available options CNS correctly addressed in the manual, but it is mainly about the Navigation element Only in a “true CNS environment” will gate to gate capacity increase
6
Safety benefits of PBN CFIT Reduction
Vertically Guided Final Approaches Laterally Guided Missed Approaches Less stress on flight crews More consistency and standardization Back-up landing option For a reliable and sustainable operation PBN promises to increase capacity while enhancing safety Safety is the first concern of every aircraft operator, air traffic manager and regulator. According to IATA this year's global hull loss accident rate to the end of the third quarter - projected to 31 December - would show the first rise in the annual serious accident rate since IATA figures for global hull loss accident rates to western-built jet airliners over the last decade show them peaking in 1998 at 1.34 hull losses per million departures. Since then, the rate has shown a steady decrease until 2006, when it bottomed at 0.65 hull losses per million departures. IATA now reveals that, despite industry-wide measures to improve safety, at the end of 2007's third quarter the rate was 0.83 hull losses per million departures. Worse accident rates in the North Asian and Asia Pacific regions have had a detrimental effect on the world airline accident rate according to IATA's analysis. Safety benefits of PBN include: CFIT Reductions: Controlled Flight Into Terrain (CFIT) is the leading cause of aircraft accidents today. The vertical and lateral path guidance of RNP procedures—accurately repeated with every flight—avoids all obstacles, virtually eliminating the possibility of CFIT. Stabilized Approaches: RNAV/GNSS non-precision approaches (NPA's) offer excellent position awareness and stabilized descents. These combine to minimize the potential for Controlled Flight Into Terrain (CFIT) accidents, which typically occur during the final descent on or near the extended runway centerline. With RNP, aircraft arrive at the runway aligned with the centerline, in the same configuration and at the same speed every time. Variations in altitude and speed are virtually eliminated, and touchdowns with adequate runway to slow the aircraft are ensured. Safer Missed Approaches: The RNP approach procedures are able to be designed with an automatic missed approach at any point along the track. Safer Non-Normal Procedures: When an engine fails, RNP takes over, allowing crews to focus on flying rather than complex emergency navigation procedures. This is particularly helpful in complex terrain and/or poor weather or low visibility. In some cases the RNP guidance will route an aircraft over a less obstacle-challenged path to account for degraded aircraft performance. Less Stress on Flight Crews: Directly line-selectable from the FMS, pre-loaded RNAV approaches and departures are much easier and more straightforward than traditional procedures. More Consistency: Airlines using RNP throughout their network enhance safety by employing approach and departure procedures that are consistent from airport to airport—a key component of safe operations. No ILS Signal Distortion: Instrument Landing System (ILS) glide paths can be severely distorted by temporary obstructions such as taxiing aircraft or construction near the ILS transmitter. Being satellite-based RNP does not suffer from ground-based interferences. In addition, the safety benefit of RNAV, resulting from increased route predictability and the increased awareness experienced by both controllers and pilots due to reduced communications, has been cited by both ATC and operators as an important benefit of RNAV procedures.
7
Airlines continue to acquire or equip existing aircraft
with improved and more capable avionics, but based on sound Cost-Benefit Analysis Airlines continue to acquire or equip existing aircraft with improved and more capable avionics. Improvements such as the Flight Management System (FMS) allow aircraft to fly preplanned paths with precision. Attempts to take advantage of improved aircraft guidance to make approaches, arrivals, and departures in the terminal area more uniform and predictable are consequently a natural development in air traffic control. The use of area navigation (RNAV) routes is one example of exploiting the current avionics technology to improve and simplify operations. Firstly we must realize that one of the most powerful ATM tools (to increase efficiency and reduce environmental impact) is the capability of the aircraft itself. The aircraft is the common component within the global ATM system. We can exploit its capabilities whilst harmonizing the ATM systems at the same time. Modern technology enables the aircraft to operate more efficiently and more autonomously with a reduced reliance on the ground-based infrastructure and tactical air traffic control Today, airspace capacity is restricted by high controller workload. A more autonomous operation of the aircraft, utilizing its on-board systems, reduces complexity and controller workload therefore unlocking latent capacity within the ATM system that is so desperately needed. With the growth of fleets in the Asia Pacific region, a significant percentage of these aircraft are RNAV/RNP capable today. In the US if you look at the aircraft serving the busiest airports, the figure is about 80 percent. Given current fleet upgrade and acquisition projections, all of our Asia Pacific major carriers should be 100 percent RNAV capable within a few years.
8
The use of satellite technology has allowed the aviation industry
to move away from its dependence upon ground based navigation systems and gain more airspace Increased Airspace Efficiency Highly Optimized Use of Airspace Limited Design Flexibility Current Ground Nav aids “curved” paths Seamless Vertical Path Waypoints RNAV RNP Increasingly, the navigation capability of aircraft has outstripped the service capabilities of the ATM system, with its 1950's generation ground-based infrastructure. The use of satellite technology has allowed the aviation industry to move away from its dependence upon ground based navigation systems. Background RNAV is a method of navigation that enables aircraft to fly on any desired flight path within the coverage of referenced navaids, within the limits of self-contained systems, or a combination of these capabilities. The safety of an RNAV route or procedure is achieved through a combined use of aircraft navigation accuracy; air traffic radar monitoring and communications; and route separation. RNP uses RNAV for navigation, with the addition of on-board navigation containment monitoring and pilot alerting when the required performance level is not sufficient for the route or procedure flown. This on-board performance monitoring and alerting reduces reliance on air traffic control intervention and pilot/controller communications, providing safety benefits and allowing more efficient procedure and route design.
9
Generic RNAV issues RNAV procedure design is a collaborative process
With common responsibility Needs involvement of chart provider, data base supplier, ATC, Airline/pilot, State, Aerodrome Operator, local communities Restrict number of SIDs/STARs to a minimum for safety reasons Abundance creates complexity for pilots and may create FMC storage overload Balance between environment, safety and efficiency RNAV cannot improve the physics of flying Physical flight limitations do not change Conversion from P-RNAV to RNAV1 must NOT lead to additional ops certification requirements for airlines What are the challenges to introduce a new Data Link Com system First of all, establish harmonised operational requirements in which it is possible to accommodate FANS 1/A aircraft and ATN equipped aircraft, such as in the Maastricht Upper Airspace Centre Obtain commitment from all partners involved, such as regulators, ansp’s and vendors and manufacturers All need to agree on a finite transition plan and not to continue with endless trials. Special attention must be paid to the control of transition costs, equipment costs, data link recording costs to ensure a positive and cost effective airline Business case ANSPs must be accountable to deliver the service on time. This could be achieved by a Mandate Early equipage is encouraged through an incentive based scheme for retrofit aircraft Regional implementation is allowed but the Content and roll out strategy need to be coordinated on a global basis And finally, Global ATS data link services need to be Seamless Transition The Target Concept of Operations shall be implemented by Many of the more advanced elements of the CONOPS needed to meet the EC performance expectations will require even a longer implementation horizon; examples are 4D Contract clearances for separation and full ASAS Self Separation in a mixed environment. The transition to the target CONOPS will start in 2008 by focussing research and developments of enablers foreseen by 2020. That does not mean we have to wait until 2020 before we can improve the ATM system. A gradual transition implementing improvement steps is foreseen.
10
Generic RNP issues New Generation aircraft have RNP 0.3 to 0.1 functionality available for final approach RNP design based on the monitoring & alarming function to protect the narrow airspace Higher integrity extremely valuable element Therefore less airspace needed What are the challenges to introduce a new Data Link Com system First of all, establish harmonised operational requirements in which it is possible to accommodate FANS 1/A aircraft and ATN equipped aircraft, such as in the Maastricht Upper Airspace Centre Obtain commitment from all partners involved, such as regulators, ansp’s and vendors and manufacturers All need to agree on a finite transition plan and not to continue with endless trials. Special attention must be paid to the control of transition costs, equipment costs, data link recording costs to ensure a positive and cost effective airline Business case ANSPs must be accountable to deliver the service on time. This could be achieved by a Mandate Early equipage is encouraged through an incentive based scheme for retrofit aircraft Regional implementation is allowed but the Content and roll out strategy need to be coordinated on a global basis And finally, Global ATS data link services need to be Seamless Transition The Target Concept of Operations shall be implemented by Many of the more advanced elements of the CONOPS needed to meet the EC performance expectations will require even a longer implementation horizon; examples are 4D Contract clearances for separation and full ASAS Self Separation in a mixed environment. The transition to the target CONOPS will start in 2008 by focussing research and developments of enablers foreseen by 2020. That does not mean we have to wait until 2020 before we can improve the ATM system. A gradual transition implementing improvement steps is foreseen.
11
Specific comments on PBN
RNP allows further SID design flexibility Consequently runway capacity increase Aircraft capabilities to be used to the maximum extent possible VNAV function merits a Chapter i.s.o. to be an Attachment RF-leg option needed for RNAV 1 Recommended function for P-RNAV (TGL10) Powerful tool for environment and efficiency High degree of flight path predictability Example of Pilot project Amsterdam Airport Schiphol What are the challenges to introduce a new Data Link Com system First of all, establish harmonised operational requirements in which it is possible to accommodate FANS 1/A aircraft and ATN equipped aircraft, such as in the Maastricht Upper Airspace Centre Obtain commitment from all partners involved, such as regulators, ansp’s and vendors and manufacturers All need to agree on a finite transition plan and not to continue with endless trials. Special attention must be paid to the control of transition costs, equipment costs, data link recording costs to ensure a positive and cost effective airline Business case ANSPs must be accountable to deliver the service on time. This could be achieved by a Mandate Early equipage is encouraged through an incentive based scheme for retrofit aircraft Regional implementation is allowed but the Content and roll out strategy need to be coordinated on a global basis And finally, Global ATS data link services need to be Seamless Transition The Target Concept of Operations shall be implemented by Many of the more advanced elements of the CONOPS needed to meet the EC performance expectations will require even a longer implementation horizon; examples are 4D Contract clearances for separation and full ASAS Self Separation in a mixed environment. The transition to the target CONOPS will start in 2008 by focussing research and developments of enablers foreseen by 2020. That does not mean we have to wait until 2020 before we can improve the ATM system. A gradual transition implementing improvement steps is foreseen.
12
All aircraft: SPY RW 24 SPL
13
Green: KLM 737 utilizing RF leg
14
KLM 737 aircraft only utilizing RF leg based on ADS-B output
15
PBN and the GREEN “APPROACH”
Saves fuel Relieves congestion, alleviates choke points and reduces delays Cornerstone for a seamless environment that allows standard aircrew procedures whilst allowing the most efficient operations Accurate navigation means that people on the ground perceive less jet noise Provides significant benefits in safety, efficiency and for the environment PBN is green. It is clear that performance-based navigation is good for the environment. It saves fuel. It relieves congestion, alleviates choke points and reduces delays. It increases efficiency by providing smoother traffic flow. Flying straight down the middle of a flight path means that people on the ground perceive less jet noise and experience fewer engine emissions. There are environmental benefits too: Less wasted fuel means reduced harmful emissions and improved track-keeping on departure and approach means less noise nuisance. IATA is working closely with authorities in a number of States and Regions to expedite the design and commissioning of PBN procedures.
16
PBN and SESAR PBN prerequisite for user-preferred routings and business trajectories PBN inherent requirement for flow optimization of the network by fully observing the environmental constraints Allow ANSP’s to offer the most cost-effective solutions to users
17
Non Precision Approach Approach Procedure with Vertical Guidance
APPROACH PROCEDURES Non Precision Approach (NPA) Approach Procedure with Vertical Guidance (APV) Precision Approach (PA) 1.LOC 2. VOR 3. NDB 4. SRE 5. RNAV 6. Circling RNAV APV/Baro-VNAV APV I (GNSS-A vertical) APV II (GNSS-A vertical) RNP AR (with barometric or future GNSS vertical) ILS MLS GLS RNP? APV between PA and NPA Chart title: LOC VOR NDB SRE RNAV Circling Chart title 1): 1-3: RNAV (GNSS) 4: RNAV(RNP) Chart title: ILS MLS GLS RNP? 1): Annotation of GNSS indicates that the approach procedure has been designed according to GNSS obstacle clearance criteria. DME/DME update is not allowed. Minima line: (MDA) LOC or LLZ VOR NDB SRE LNAV Circling Minima line: (DA) LNAV/VNAV 2. LPV 3. LPV 4. RNP0.x Minima line: (DA) ILS MLS GLS RNP?
18
ICAO PBN targets APV implementation
Spotlight on cost and efficiency in TMA’s T-Y Type approaches Approaches with Vertical Guidance to replace Non Precision Approaches 30 % to be achieved in 2010 and 70 % in 2014 IATA identified 100+ airports where RNAV SIDs STARs and approach procedures can be improved using PBN
19
AMC 20 xx EASA OPS Approval
APV/Baro-VNAV AMC 20 xx is European certification material for Airlines Maturing draft material now available APV/Baro-VNAV is a mature navigation function Real improvement over existing NPA Not lowering the landing minima yet, but definitely increasing flight safety and efficiency IFPP working on: Harmonization of the APV/Baro-VNAV design criteria with AMC20 xx What are the challenges to introduce a new Data Link Com system First of all, establish harmonised operational requirements in which it is possible to accommodate FANS 1/A aircraft and ATN equipped aircraft, such as in the Maastricht Upper Airspace Centre Obtain commitment from all partners involved, such as regulators, ansp’s and vendors and manufacturers All need to agree on a finite transition plan and not to continue with endless trials. Special attention must be paid to the control of transition costs, equipment costs, data link recording costs to ensure a positive and cost effective airline Business case ANSPs must be accountable to deliver the service on time. This could be achieved by a Mandate Early equipage is encouraged through an incentive based scheme for retrofit aircraft Regional implementation is allowed but the Content and roll out strategy need to be coordinated on a global basis And finally, Global ATS data link services need to be Seamless Transition The Target Concept of Operations shall be implemented by Many of the more advanced elements of the CONOPS needed to meet the EC performance expectations will require even a longer implementation horizon; examples are 4D Contract clearances for separation and full ASAS Self Separation in a mixed environment. The transition to the target CONOPS will start in 2008 by focussing research and developments of enablers foreseen by 2020. That does not mean we have to wait until 2020 before we can improve the ATM system. A gradual transition implementing improvement steps is foreseen.
20
Position on SBAS SBAS is not yet a global solution and does not provide suitable operational benefit Large commercial aircraft are equipped with precision inertial systems and SBAS investments cannot be justified Most of the major transport airlines are not collectively willing to pay for SBAS services SBAS related costs shall not be allocated to airspace users not equipped with SBAS Other means of funding should be found to support this technology, including current users Revision of the current Charging Regulation – user pays principle IATA requires that whenever States are providing SBAS guidance at a certain airport such procedures must be complemented by APV/Baro-VNAV approaches
21
Cooperation & Harmonisation is a MUST
ICAO States State Aviation Organisations CIVIL / Military European Commission Airspace Users Service providers Airports Aerospace industry Standardisation-Bodies Research and development organisations
Similar presentations
© 2025 SlidePlayer.com Inc.
All rights reserved.