1. Performance based navigation: The ICAO PBN programme
ANNEX 6 requires operators to obtain operational approval for RNP 4 or
RNP 10 from the State of Registry or State of Operator, as appropriate.
We are now going to give an overview of the RNAV 10 (RNP 10) and RNP 4 Navigation Specifications for oceanic operations.
Alessandro Capretti
Technical Officer, CNS
ICAO

2. Overview Background PBN concept and goals
PBN navigation specifications
Status of ICAO PBN reference documents
PBN flight inspection and validation
ICAO PBN implementation activities
Today I will provide you an overview of Performance Based Navigation, the background to the concept and some details about the concept itself.

3. Background ICAO PBN concept = evolution of the ICAO RNP concept
RNP concept: FANS Committee / RGCS panel (late ’80s)
Manual on Required Navigation Performance (Doc 9613)
RNAV: A method of navigation that permits aircraft operation on any desired flight path
RNP: A statement of the navigation performance accuracy necessary for operation within a defined airspace

4. What went wrong?
The RNP Manual addressed only the en-route phase of flight for oceanic and remote applications
No specific requirements for continental en-route and terminal applications
High-level concept only
Consequences:
proliferation of national standards / functional requirements
variety of required navigation sensors for the same RNP type
differing air crew requirements
emerging industry concepts of RNP not addressed
In other words:
the same RNP type means different things in different airspaces

5. How do we fix it? GNSS Panel raises the issue in ICAO (May 203)
11th ICAO Air Navigation Conference (September 2003) recognizes the ”urgent need for global harmonization of PBN concepts and requirements”
ICAO Study Group created (RNPSORSG)
to harmonize existing RNAV and RNP operations and to cater for future operational demands
by defining global detailed navigation specifications, addressing all system aspects including:
Performance required for accuracy, integrity, continuity and availability
Functionalities necessary to achieve required performance
Navigation sensors to achieve required performance
Flight crew procedures to achieve required performance
Clear operational approval requirements and implementation guidance

6. Perf. Monitor and alerting
The PBN concept
No perf. monitor and alerting
Perf. Monitor and alerting
RNAV 10
RNP 4, Basic-RNP 1
RNP APCH,
RNP AR APCH
To conclude the development of the concept, I would like to provide you an overview of the PBN concept. You can see the distinction between operations that require performance monitoring and alerting and operations that do not.
At the left side are the globally harmonized RNAV navigation specifications : RNAV 10, 5, 2 and 1.
On the right side are the RNP navigation specifications that are currently finalized:
RNP 4, basic RNP-1, RNP APCH and RNP AR APCH.
Furthermore, you can see from this diagram that the concept is dynamic and also facilitates future requirements such as VNAV and 4d navigation.
PBN: Area navigation based on performance requirements described in navigation specifications

7. On-board performance monitoring and alerting
A monitoring function
Performed by the aircraft (or aircraft and pilot in combination)
Monitors total system error (TSE)
TSE = root square sum of (PDE, FTE, NSE)
PDE: Path definition error
FTE: Flight technical error
NSE: Navigation system error
An alerting function
Alerts when:
TSE requirement is not met; or if
probability that TSE exceeds 2x accuracy value is larger than 10-5
Recall error components:
PDE
FTE
NSE
Since PDE is assumed to be negligible, reduced to FTE and NSE.
FTE is assumed to be a function of a given flight control mode (e.g., Manual, or Flight Director, or Autopilot).
However, NSE distribution varies over time due to changing characteristics, most notably from
Selected NAV sensors
Relative geometry (GNSS, DME)

8. Example of O-B monitoring and alerting
NSE Monitoring and Alerting
Alerting Threshold: (1x accuracy) Nm
Pb missed alerting: 10-7/Fl Hr
FTE Monitoring and Alerting
Crew procedure based on display scaling
Effective threshold: ½ full scale deflection
Pb missed alerting: not quantified. Crew procedure.
PDE Monitoring and Alerting
Based on Data quality process
LOA or equivalent
Gross error check: Crew procedure
Alerting
TSE monitoring and alerting
Lateral deviation
All error components monitored or controlled

9. PBN Manual (Doc 9613, 3rd edition)
Provides guidance to States on how to implement RNAV and RNP in their airspace
Volume I
Part A – The PBN concept
Part B – Implementation guidance
Volume II
Part A – General
Part B – Implementing RNAV (Navigation Specifications)
Part C – Implementing RNP (Navigation Specifications)
Final draft available at
After developing the concept, the RNPSORSG drafted ICAO guidance material that is designed as a one-stop- shop for Stake holders of how to implement PBN. It is divided into two volumes.
Volume I provides the background on the concept, and most importantly the processes of how to implement PBN. It guides states in how to make trade-offs in their operational requirements, so as to apply the ICAO navigation specification, rather than developing national specifications. The importance here is to keep the number of navigation specifications limited and to avoid proliferation.
Only in the exceptional case when trade-offs cannot accommodate an airspace requirement, would a new navigation specification be developed. Again, to avoid proliferation, the manual describes a mechanism that should ensure that ICAO will always be in the loop.
Volume II of the manual provides the detailed implementation guidance, such as the navigation specifications and guidance for the Air navigation service providers and provides reference to other relevant ICAO provisions.
It can be said that this manual is the spider in the web of PBN.

10. Structure of a navigation specification chapter of the PBN Manual
X.1 Introduction
X.2 ANSP Considerations
X.3 Navigation Specification
X.4 References
(where “X” is the chapter number in Vol. II, Part B and C)
X.1 Introduction
Background
Purpose
X.2 ANSP Considerations
Navaid Infrastructure Considerations
Communication and ATS Surveillance Considerations
Obstacle Clearance and Horizontal Separation
Additional Considerations
Publication
Controller Training
Status Monitoring
ATS System Monitoring
X.3 Navigation Specification
Approval Process
Aircraft Eligibility
Operational Approval
Description of aircraft equipment, training documentation, operations manuals and checklists, minimum equipment list considerations
Aircraft Requirements
Operating Procedures
Pilot Knowledge and Training
Navigation Database
Oversight of Operators
X.4 References

11. Section X.2 - ANSP considerations
Navaids infrastructure
Communication and ATS surveillance
Obstacle clearance and route spacing
Publication
Controller training
Status monitoring
ATS system monitoring

12. Section X.3 - Navigation specification
X.3.1 Background
X.3.2 Approval process
X.3.3 Aircraft requirements
X.3.4 Operating procedures
X.3.5 Pilot knowledge and training
X.3.6 Navigation database
X.3.7 Oversight of operators

13. Navigation specification vs Flight Phase
En Route Oceanic / Remote
En Route Continental
ARR
APPROACH
DEP
Initial
Intermed
Final
Missed
RNAV 10 (RNP 10) 10
RNAV 5 5
RNAV 2 2
RNAV 1 1
RNP 4 4 
Basic-RNP 1
RNP APCH
0.3
RNP AR APCH
Notes: The numbers given in the table refer to the 95% accuracy requirements (NM)
RNP 2 and Advanced-RNP 1 are expected to be included in a future revision of the PBN Manual;
1a means that the navigation application is limited to use on STARs and SIDs only;
1b means that the area of application can only be used after the initial climb of a missed approach phase
1c means that beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes 2 NM
* Means Above MSA
THIS IS A REVIEW
Incorporate existing operations as practical
RNAV 10 (designated and authorized as RNP-10)
B-RNAV renamed as RNAV 5
RNP APCH includes existing RNAV(GNSS) approaches
Additional guidance on barometric VNAV
Harmonized European and US RNAV
Volume II, Part B, Chapter 3: RNAV-1 and RNAV-2
Considered limited terminal arrival/departure ATS surveillance
Volume II, Part C, Chapter 3: Basic RNP-1

14. Relationship with existing specifications
Do not reinvent the wheel
Use existing specifications e.g., Orders, ACs, AMC, TGL etc.
A more logical structure
Common format and content
More complete to enable uniform implementation

15. Status of ICAO PBN reference documents
Final draft of PBN manual available
March 2007
State Letter with Navigation Specifications sent
27 April 2007
Assembly Resolution endorsed by the 36th ICAO Assembly
September 2007
1) Final draft of PBN manual is finalized and posted on ICAO-NET. This manual will stay in draft after finalization of our world tour of seminars, so that we can incorporate all your feed-back
2) State Letter with Navigation Specifications is on ICAO-NET. The appendix of this State letter contains the navigation specifications as contained in Volume II of the PBN manual. As the Stateletter is endorsed by the Secretary General of ICAO, it allows States, ANSPs and aircraft operators to implement PBN while the manual is still in draft.
3) State Letter with flight plan provisions, indicating how flight plans should be filed for PBN operations
4) A basis for high level requirements, State Letter with PBN terminology amendments to Annexes 2, 3, 4, 6, 10, 11 and 15 was circulated on 20 July Comments are currently received and hopefully these will adopted to be applicable by November 2008.
5) Last but not Assembly resolution regarding PBN implementation goals was approved. And what does this mean?

16. Implementation goals in A36-23
States and/or regions develop an implementation plan by 2009 to achieve the following goals:
implementation of PBN operations (where required) for en-route and terminal areas according to established timelines/milestones;
Implementation of approach procedure with vertical guidance (APV), for all instrument runway ends, either as the primary approach or as a back-up for precision approaches by 2016;
States are encouraged to include in the plan provisions for implementation of APV’ to all runway ends serving aircraft in excess of 5700 kg.
Shared responsibility of ICAO, Regions, States and stakeholders
The assembly resolution stipulates that States and regions need to develop an implementation plan by the end of 2009 and ensure compliance with the dates indicated in the plan to achieve the following goals
where RNAV operations are required, enroute (oceanic and continental) and terminal ATS routes should be implemented according to PBN, and
all instrument runway ends should have an approach procedure with vertical guidance (APV), either as the primary approach or as a back-up for precision approaches by 2016
States are encouraged to develop APV approaches for runways that are currently non-instrument runways but operated by aircraft in excess of 5700 kg.
Strong leadership, with support of all States and all stakeholders, is essential in order to produce a coordinated work programme to achieve these performance objectives for PBN implementation.. For the purpose of coordinating implementation, the last MIDANPIRG had agreed to establish a regional PBN/RVSM combined taskforce which hopefully will convene in early next year.
It should be noted that the implementation plan that States develop, should ensure compliance with the global performance objectives. This will be a significant step towards a performance based global ATM concept.

17. Status of ICAO PBN reference documents
ICAO RNP AR Procedure Design Manual (Doc 9905)
Final draft: March 2008
ICAO Quality Assurance Manual for Flight Procedure Design (Doc 9906) (three volumes)
Also on the PBN Web Site
State implementation plan template
Implementation checklist
PBN approach and terminal implementation status
Guidance and information from States and International organizations on a variety of PBN-related issues

18. Status of ICAO PBN reference documents
Flight plan provisions: PANS-ATM (Doc 4444)
Nov 2008
Flight procedure design requirements: PANS-OPS (Doc 8168)
November 2008
PBN terminology changes to Annexes
Annex 2, 6, 10, 11: 2008
Annex 4 and 15: 2009
Annex 3: 2010

19. Web Based Training Available on www.icao.int/pbn
Status of ICAO PBN reference documents
Web Based Training Available on

20. ICAO guidance documents on PBN procedures inspection/validation
Doc 8168 PANS OPS, Vol II
Part 1, Section 2, Chapter 4 “Quality Assurance”
Doc 8071 Manual for the Testing of Radio Navigation Aids
Volume 2, Chapter 5
Doc 8071
Vol II – Testing of Satellite Based Radio Navigation Systems
Chap 5 – Criteria for the Flight Validation of Instrument Flight Procedures
(sections – have specific guidance for RNAV procedures)
“Navigation infrastructure assessment in support of PBN”
(under “Documentation”)

21. PBN procedure flight inspection
PANS OPS, Vol II Part 1, Section 2, Chapter 4 “Quality Assurance”
“Flight validation should not be confused with flight inspection. Flight inspection of instrument flight procedures is required to assure that the appropriate radio navigation aids adequately support the procedure. This is carried out as part of a formal flight inspection programme and is performed by a qualified flight inspector using an appropriately equipped aircraft.”

22. PBN flight inspection Example: PBN DME/DME RNAV 1/2 flight inspection
Review existing FI records, note specific issues
If sufficient recent records available, all or part of FI can be omitted
Prepare list of DME to be inspected
Perform FI to confirm signal in space compliance with Annex 10
verify coverage availability and accuracy of individual DME facilities (e.g. check for reflections and shading at lower altitudes)
FI equipment recommended: capability to record multiple DME signals simultaneously
Assess FI report to confirm assumptions of initial assessment and identify DME facilities that degrade the navigation solution
Example: GPS / ABAS flight inspection
Verify adequate signal reception for specific procedure
Test for unintentional interference

23. PBN procedure validation as an element of quality assurance
Quality assurance is needed in each step of the procedure design process to ensure:
Necessary levels of accuracy and integrity in data quality
Compliance with design criteria
Adequate mitigations in place if portions of criteria are waived
Procedure validation:
Ground validation
Flight validation
Database validation

24. PANS OPS, Vol II Part 1, Section 2, Chapter 4 “Quality Assurance”
Ground validation (1)
PANS OPS, Vol II Part 1, Section 2, Chapter 4 “Quality Assurance”
Ground validation is a review of the entire instrument flight procedure package by a person(s) trained in procedure design and with appropriate knowledge of flight validation issues.
It is meant to catch errors in criteria and documentation, and evaluate on the ground, to the extent possible, those elements that will be evaluated in a flight validation.
…The ground validation will also determine if flight validation is needed for modifications and amendments to previously published procedures.

25. Ground validation (2) Obstacle verification Data verification Charting
– Independent review by procedure designer
Data verification
Independent review of source data
Charting
Independent review
Coding
Software tool or
Expert review
Flyability – software tools (from PC-based to full flight simulator)
Not necessarily an issue with standard procedures (e.g. ‘T’ approaches), but critical for some aircraft types
Range of aircraft and meteo conditions

26. PANS OPS, Vol II Part 1, Section 2, Chapter 4 “Quality Assurance”
Flight validation (1)
PANS OPS, Vol II Part 1, Section 2, Chapter 4 “Quality Assurance”
… The objectives of the flight validation of instrument flight procedures
a) provide assurance that adequate obstacle clearance has been provided;
b) verify that the navigation data to be published, as well as that used in the design of the procedure, is correct;
c) verify that all required infrastructure, such as runway markings, lighting, and communications and navigation sources, are in place and operative;
d) conduct an assessment of flyability to determine that the procedure can be safely flown; and
e) evaluate the charting, required infrastructure, visibility and other operational factors
Flight validation is the final quality assurance check of the procedure.
This is particularly important as RNAV procedures are entirely data driven.
The flight validation will ensure that the procedure as designed takes the aircraft to the desired point and confirms that the obstacle data used supports the minimum altitudes to be published for the procedure.

27. Flight validation (2) Obstacle verification
Required where complete survey of all obstacles and terrain in all segments cannot be accomplished
Data verification-verify that the navigation data to be published, as well as that used in the design of the procedure, is correct;
e.g. does procedure arrive at the intended aiming point?
Flyability
Detailed workload and charting assessments, but
High level qualitative assessment of manoeuvring only (rely mainly on Ground Validation)
Infrastructure assessment
Runway markings, lighting, communications, navigation, etc

28. Database validation
RNAV procedures coded using ARINC 424 path terminators to define specific nominal tracks
Coded procedures not available in operational databases until effective date
Recommend implementation date 3 to 10 days after effective date, especially for new procedures in high density traffic areas
Test databases may be provided for ground (simulator) and flight validation
Flight validation does not validate integrity of procedure subsequently coded in operational database
Operator responsible for validating the operational database

29. Implementation role: ICAO
Familiarization (PBN seminars)
States, Stakeholders, ICAO
Implementation
Planning assistance
Execution assistance
Verification
Development and maintenance of ICAO provisions and coordination with industry
(Regional
PBN Task Forces)

30. Familiarization tools: “Introduction to PBN” Seminars
Montreal
12-15 June 2007
Paris
22-25 April 2008
Baku
15-18 April 2008
Cairo
12-15 November
2007
New Delhi
18-20 September 2007
Santo Domingo
24-27 June 2008
Abuja
15-18 January 2008
Bangkok
11-14 September 2007
Nairobi
8-11 September 2008
Lima
17-20 June 2008

31. Implementation role: States
Participate in development of Regional PBN implementation plan
Develop National PBN implementation plan by the end of 2009
Provide focal point for PBN implementation
Lead and coordinate PBN implementation with other stakeholders, including ANSPs, operators, aerodromes, regulators, interest groups, in
Identify issues or showstoppers (e.g. WGS 84) that could delay implementation, mitigate and relay to ICAO
We really encourage all stakeholders to attend the seminars. The purpose of this seminar series is to bring all stakeholder sup to the same level of knowledge about PBN.
Support development of the regional PBN implementation plan by participating and taking on responsibilities to assist in its completion

32. State PBN Implementation Plan
To describe the RNAV and RNP navigation applications that should be implemented in at least the short and medium term, in the State for specified routes, SID, STAR, approaches
To address the planned transition to PBN, as one of the key systems supporting air traffic management to provide proper guidance and direction to the domestic air navigation service provider(s), airspace operators and users, regulating agency, as well as foreign operators who operate or plan to operate in the State
Assist the main stakeholders plan a gradual transition to the RNAV and RNP concepts
Assist the stakeholders in planning their investment strategies during the future transition

33. Implementation role: other stakeholders
Cooperate with States in their planning and implementation
Commit the resources necessary to carry out their part of the strategy for regional and State implementation
As you can see, we have a big job ahead of us. And PBN is just one of those important things we need to work on. To move forward with implementation we feel it is important for ICAO to lead the way.
But ICAO cannot do the actual implementation- As with any other initiative, States must implement. To that end, included in the Assembly resolution will be a call for State to develop a PBN implementation plan by the end of 2009
States cannot implement alone, they need the active participation and commitment of the stakeholders– operators, ANSPs, etc.

34. Conclusion
PBN concept has been established as a step in the evolution of a performance-based global air traffic management (ATM) system
ICAO is fully committed to PBN implementation
Commitment and active involvement in implementation is required from States and other stakeholders

35. Thank you for your attention!