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