Performance Based Navigation

Performance Based Navigation
Training for Pilots

Purpose of this Training Course
Objective For pilots to have a good understanding of the concepts and operational aspects of PBN Condition Based on generic information, not type or equipment specific Reference In accordance with the contents of ICAO documentation relating to PBN Whilst every attempt has been made to ensure the information provided in this training package is accurate and up to date, definitive information related to Performance Based Navigation, including all relevant documentation, can be found at the PBN programme website.

Course Structure Section 1 PBN Concepts Section 2 Operational Aspects
Issues Section 4 Helicopter Specific The course is divided into three [optional - four] sections: The first section looks at the development from conventional navigation through early Area Navigation (known as RNAV), culminating in the Performance Based Navigation (PBN) concept. It covers much of the terminology used in PBN and includes descriptions of the PBN error model and integrity monitoring. Section 2 focuses on the operational aspects of PBN, and looks at the requirements in the planning, pre-flight and flight phases for pilots intending to operate on PBN routes and procedures. The third section looks at areas related to PBN under development [optional – the fourth section deals with PBN for helicopters] Click on one of the Section boxes to start the section

Section 1: PBN Concepts Development of PBN PBN Concepts in detail
The PBN Error Model Section 1 looks at how navigation developed from conventional methods using point to point navigation based on ground based radio aids, through Area Navigation and leading up to the development of the Performance Based Navigation (PBN) concept. The basics concepts of PBN are then looked at in detail, including the types of navigation aids used in PBN, the difference between RNAV and RNP, Integrity monitoring and a look at the different PBN Navigation specification and their usage. Lastly the PBN error model will be discussed with a look at the various sources of error in aircraft position and how these are taken into consideration. [LEARNING OBJECTIVES] At the end of this section you should have a good understanding of the concepts behind performance based navigation, an overview of the different PBN navigation specifications, and an understanding of the different errors which can affect the position of the aircraft

Development of PBN

Conventional and Area Navigation
Conventional Navigation: Airways connecting ground based radio aids Inefficient Concentration of aircraft over beacon Area Navigation Position determined from many ground based radio aids Free routing possible More flexible routing In conventional navigation, the aircraft is routed in straight lines which join existing ground based radio navigation aids. Typically these are VOR/DME’s although NDB’s may also be used. The routes between navigation aids are designated as airways. This is inefficient as the aircraft must follow routes which are determined by the ground based navigation infrastructure. With the introduction of modern avionics it became possible to determine the aircrafts position based on the input of several radio aids, and calculate the trajectory required to route directly along the chosen route. This meant aircraft were free to operate in more efficient ways by routing straight through the area of operation – ''Area Navigation".

Area Navigation B-RNAV US RNAV B US RNAV A P-RNAV
Developed based on the aircraft technology Different standards in different regions P-RNAV and B-RNAV in Europe US RNAV A and B in the USA Different approach needed B-RNAV US RNAV B Performance Based Navigation Area navigation was seen a positive improvement and was widely adopted. Initially it was driven by the capabilities of the aircraft, and different standards were developed in different regions. There was no consistency in implementation and it was difficult for aircraft operators to get approval to operate on the various RNAV routes. There was a need to introduce global standards and specifications to simplify the process. The Performance Based Navigation (PBN) concept developed from the earlier implementation of Area Navigation and regional specifications, providing the necessary standardization as well as approaching the problem from a different direction. US RNAV A P-RNAV

Performance Based Start by defining what the requirements are Accuracy
Integrity Continuity Functionality Determine how these can be met Performance based navigation begins by setting out what the required performance is, in terms of accuracy, integrity, continuity, and functionality. Rather than looking at what it is possible to do with the on-board technology, it begins with what is need to perform the selected operation and works back from there. Unlike the early RNAV concept, PBN can accommodate changes to navigation systems as it clearly sets out the requirements for each specification. If a new system is brought in that satisfies these requirements, it may be included as a means of navigating on a PBN route. PBN allows better use of the airspace which in turns provides improved efficiency and a reduction in operating costs. Standardization means that aircraft which gain approval to operate on PBN routes in one region are able to operate on PBN routes in other regions, without the need for additional approval processes. Opposite to early RNAV looked at what was possible from the technology Can accommodate changes to navigation systems Improved efficiency, reduced costs, better standardization

PBN Concepts in Detail

Navigation Application
PBN Navigation Specification NAVAID Infrastructure Navigation Application For example RNP1, RNAV1, RNP2 A PBN Navigation Application, such as a SID or STAR, is based on two elements. The application is designed using a specific PBN Navigation Specification such as RNAV1 or RNP2. The availability of Navigation Aid (NAVAID) Infrastructure locally is then considered to develop the complete Navigation Application. An application may stipulate exclusive use of a particular navigation aid, or allow a choice of aids to be used where the infrastructure supports it. For example GNSS

Navigation aids used in PBN
NDB’s are not used VOR use limited due to angular error increases with distance RNAV 5 Routes only PBN does not rely on a single navigation aid. The specifications set out the navigation accuracy required, and list those facilities which would be acceptable to meet this requirement. On some routes and procedures the navigation aid to be used is specified, on others a variety may be used. NDB’s are not used as they are not accurate enough to provide useful position fixes. VOR/DME position fixes are used in limited cases, on ATS routes designed using the RNAV 5 specification. The accuracy of this fix depends on the distance to the radio aid, since the VOR signal angular error increases with range.

DME-DME position fixes - accuracy of 0.2 nm 90o angle of cut is most accurate Error in distance measurement Indicated distance A DME-DME fix can provide a position accurate to within 0.2 nm, however there are limitations on when this can be used. The indicated distance from a DME contains a small error, shown here as the dotted white lines either side of the indicated distance. The orange area indicates the area within which the actual position of the aircraft is contained. The fix is most accurate when the angle of cut – the angle at which the two range arcs meet – is 90 degrees, this provides the smallest error region.

180o angle of cut DME-DME limited to Angle of cut between 30o and 150o Where the angle of cut is too large (in this example it is 180 degrees) the uncertainty in the actual position becomes unacceptably large, seen here in the larger orange area For this reason a DME-DME fix can only be used with an angle of cut of between 30 and 150 degrees. The specialist tasked with designing the navigation application will take this limitation into account. DME-DME usage is limited by the infrastructure on the ground. In some areas extensive DME coverage makes it suitable as a navigation aid. It is important to note that in this case any failure of a required DME could make the PBN application unusable since it would reduce the radio aid coverage below that which is required for accurate position fixing. This should be indicated by NOTAM. Greater position uncertainty makes this fix unusable

GNSS - Global Navigation Satellite System Current GPS Planned GLONASS Galileo BeiDou GNSS is the generic name for a satellite based global navigation system. There are several such systems either currently in use or being developed. At present, the only system in use is GPS (American) In development for aviation usage are Galileo (European), GLONASS (Russian) and BeiDou (Chinese). Signals received from 4 or more satellites can provide accurate position fixes, however the system has no built in failure detection and must be augmented for use in safety critical systems such as aviation. Accuracy depends on multiple signals No Failure flag, requires augmentation for safety critical systems

GNSS Augmentation Aircraft Based ABAS Space Based SBAS Ground Based
There are various methods of augmenting the basic GNSS signal to make it useable in RNP applications. These may be based solely on the equipment carried on board the aircraft to validate the signal integrity, or they may use ground and/or space based signals to provide additional information to the aircraft systems. Ground Based GBAS

ABAS Aircraft Based Augmentation System
Aircraft Autonomous Integrity Monitoring Receiver Autonomous Integrity Monitoring Compares GNSS position with other sensors, e.g. IRS ABAS stands for Aircraft Based Augmentation System, and refers to methods of checking the integrity of the satellite position fix using only equipment which is carried on board the aircraft. There are two systems which can be used. The simplest is AAIM - Aircraft Autonomous Integrity Monitoring. This uses additional sensors on board the aircraft, for example IRS position, to verify the accuracy of the received GNSS position fix. The accuracy of this method is limited and generally it is used as a short term solution when other augmentation systems are unavailable Also included in the category of Aircraft Based Augmentation is RAIM – Receiver Autonomous Integrity Monitoring. This uses additional satellite signals to verify the accuracy of the determined position. Uses additional satellites to check validity of position

RAIM 5 Satellites – Faulty signal detected 4 Satellites – Position fix
In a RAIM system, any additional satellite signals in excess of the minimum 4 required for a position fix can be used to check integrity. With more signals available the RAIM system will generate multiple fixes based on all possible combinations of received signals, and compare these solutions. If a minimum of 5 satellites are available RAIM can identify a faulty signal. With a minimum of 6 satellites, any identified faulty signals can be automatically excluded from the position calculation The constantly changing positions of the satellites in the GNSS constellations means that RAIM cannot be guaranteed in all locations at all times. Known RAIM outages will be NOTAMed. During this notified period the GNSS system will not be available for certain PBN applications, since integrity monitoring will not be available. RAIM provides only integrity monitoring, however other augmentation systems exist which can also be used to generate in improved position fix. 6 Satellites – Faulty signal isolated

SBAS Space Based Augmentation System WAAS (USA) EGNOS (Europe)
Ground Receiver Uplink Space Based Augmentation System WAAS (USA) EGNOS (Europe) GAGAN (India) SBAS (Space Based Augmentation System) uses a network of ground receivers throughout the entire area over which SBAS coverage is required. These check the integrity of the signals from the GNSS satellites and also apply position fix corrections based on the ground station's exact known position. This integrity and correction data is sent from the receivers to an uplink which transmits the data to the GNSS constellation. The corrected signal and integrity data is then re-broadcast with the positioning signals. All suitably equipped receivers operating within the SBAS area receive the signals containing the original GNSS position information and the additional integrity and enhanced position data. This system therefore provides not only integrity monitoring but superior accuracy capable of position fixes accurate to within 1m

GBAS Ground Based Augmentation System Single ground station
Airport Location Supports Precision Approaches GBAS (Ground Based Augmentation System) uses a single ground station to monitor the signal integrity from the GNSS satellites. The integrity information and corrected position information is broadcast directly to a dedicated receiver on the aircraft. GBAS supports GNSS based precision approaches, but is usually not used for other navigation applications. A GBAS approach is referred to as GLS and is not part of the PBN navigation specifications – it is included here for completeness. Airport Ground Receiver

RNAV and RNP definitions
RNAV and RNP are types of PBN navigation specifications RNP specifications: Requirement for on-board performance monitoring and alerting Monitoring of Flight Path Usually a pilot function Lateral Deviation Indicator Monitoring of Navigation System Usually automatic GNSS "Integrity monitoring" IN PBN a set of navigation specifications has been developed. These form two distinct groups. The specifications are classified as either RNAV or RNP. The difference between these two types of navigation specification is that RNP specifications have an additional requirement for on-board performance monitoring and alerting. There are two areas which require monitoring to comply with the RNP specification, the flight path of the aircraft relative to the intended route, and the accuracy of the navigation system. Monitoring of the flight path is typically a pilot function and is performed with reference to a lateral deviation indicator presented to the pilot. Standard operating procedures (SOPs) should detail the requirement to monitor this indication and take suitable action if it begins to increase. Navigation system accuracy is typically an automatic function. Cross checking of the position determined by, for example INS and DME-DME can be used to verify the position when based on conventional Navaids. For GNSS equipped aircraft, onboard integrity monitoring is used to determine the validity of the computed position. 0.2 L RNP / ACTUAL 1.00 / 0.06 NM N45°30.03 W73°33.80 See The PBN Error Model for more information on the sources of position error

Integrity Monitoring Integrity defined as: Conventional instruments:
A measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid warnings to the user (alerts). Conventional instruments: - Cross checks - Fail flags N E S W NAV Integrity is defined as [A measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid warnings to the user (alerts)] Conventional navigational aids such as VOR’s and DME’s can be crosschecked (for example with INS) to verify the accuracy of the computed position. Additionally Navaids like VORs or DMEs have failure warning flags to alert the pilot to a loss of signal. GNSS, which relies on multiple satellite signals for position accuracy, has no in built warning to alert the pilot if one or more signals is lost or corrupted. Also, when in use the GNSS system will likely be far more accurate than alternative methods, therefore crosschecking with other sources of position information will not usually be productive. GNSS on it’s own is not, therefore, sufficient to operate on RNP routes and procedures. In order to be suitable for use it must be augmented using one of the methods discussed previously. For PBN purposes this typically means either RAIM or SBAS. GNSS has no inbuilt failure message Augmentation provides the required integrity monitoring

RNAV 10 / RNP 10 RNP 10 has been widely implemented
En-Route / Oceanic specification No requirement for Integrity Monitoring NOT an RNP specification ICAO documents will refer to RNAV 10 Where applicable RNAV 10 will be used here One exception to the naming convention of RNAV and RNP specifications was already widely in use prior to the PBN concept - that of RNP 10. This specification was adopted for use in en-route and oceanic applications, and was widely implemented before the standard naming conventions of PBN were developed. RNP 10 applications do not require on-board performance monitoring and therefore are correctly referred to as RNAV, however due to the widespread use of this term it is considered impractical to change this. All ICAO documentation will use the correct term RNAV 10 when referring to this specification, as will this training package where appropriate

Continuity PBN Specifications defined in terms of
Accuracy, Integrity, Continuity and Functionality Integrity already defined (RNP definition) Continuity The capability of the system to perform its function without unscheduled interruptions during the intended operation It was seen earlier that the PBN Navigation Specifications are defined in terms of Accuracy, Integrity, Availability, Continuity and Functionality. The definition of Integrity was discussed along with the section covering RNAV and RNP differences. Continuity is defined as the capability of the system to perform its function without unscheduled interruptions during the intended operation. For example, there should be a high probability that guidance will remain available throughout an entire instrument approach procedure. Continuity can be affected by many factors, such as the on-board systems or received signals. in the case of RAIM systems, continuity is dependent on the number of satellites in view being sufficient to provide integrity monitoring.

PBN Basic Functionality
PBN Navigation Specifications detail the Functionality Requirements Basic functionality is common to ALL Specifications: Display of Lateral Deviation Distance/Bearing to 'Active' Waypoint Time to 'Active' Waypoint (or Groundspeed) Failure Indication TOMLE 268o 5.2 NM 07:47 Each PBN Navigation Specification contains detailed information on the required functionality of the system. These are specific to the specification however there are some elements which are common to all and form a basic functionality requirement for PBN operations. A display of lateral deviation , relative to the center line, must be shown to the pilot in the primary field of view. This should be scaled to the relevant alerting limits for the PBN operation. The bearing and distance to the active waypoint, along with either the time to the waypoint or groundspeed (to enable time to be calculated) must be displayed Finally, failure of any part of the system must be indicated to the pilot in a clear and timely fashion.

PBN Navigation Specifications
RNAV RNP RNAV 10 RNAV 5 RNAV 2 RNAV 1 RNP 4 RNP 2 RNP 1 RNP 0.3 A-RNP RNP APCH RNP AR APCH As we have seen the PBN specifications are divided into two groups, known as RNAV and RNP, based on their requirement for on board integrity monitoring. Where the specification is suffixed by a number this represents, in nautical miles, the required accuracy of the navigation system. The PBN Navigation Specifications themselves contain more than just accuracy requirements, each contains detailed information on the navigation equipment allowable, operational procedures and required system functionality. Some navigation specifications have optional functionality which is not included as part of the standard specification. An example of this would be the option to have the ability to fly a parallel offset when using the RNP 2 specification. Detailed requirements are provided for this function, but it remains an optional feature and does not have to be included. Careful selection of a navigation specification by the airspace planner is important to ensure that the resulting application meets the requirements in terms of airspace usage, and the profile of operators and aircraft who will be using it. It is not always appropriate to pick the most accurate specification; a higher accuracy requirement results in a greater likelihood of an aircraft being unable to operate on the PBN route. This would result in an increase in workload for both pilots and controllers since the airspace would be designed with separation based on the PBN routes, and non-compliant aircraft would need to be individually vectored through the area to avoid conflicts. It is necessary to carefully select the specification that provides sufficient accuracy for the required procedure. As each specification contains much information on the specific requirements (in addition to the accuracy it cannot be assumed that approval will automatically be obtained for less accurate specification based on approval for higher accuracy, each needs to be considered separately. Extract from Navigation Specification

PBN Navigation Specifications
Flight Phase Approach E-Route Oceanic/remote En-Route continental Arrival Initial Intermediate Final Missed Dep RNAV 10 10 RNAV 5 5 RNAV 2 2 RNAV 1 1 RNP 4 4 RNP 2 RNP 1 A-RNP 2 or 1 0.3 RNP APCH RNP AR APCH 1-0.1 RNP 0.3 This table lists all the PBN navigation specifications, along with their typical intended usage. As an example RNP 1 is typically used for SID’s, STAR’s and the initial, intermediate and missed approach segments of an approach. Note: The RNP 0.3 specification is primarily designed for helicopter usage. An optional function of Advanced RNP allows accuracy requirements of below 1 nm in terminal airspace applications, for example on the initial and intermediate segments of an approach. Numbers in the table refer to the required navigation accuracy in nm for the given flight phase

Remote/Oceanic Navigation
Applicable PBN Navigation Specifications RNAV 10, RNP 4, RNP 2 RNAV 10 Dual LRNS (GNSS, INS) INS Time limited 6.2 Hours Extendable by Position update 6 Hours 5 Hours DME/DME Update Three navigation specifications are intended for use in oceanic or remote areas. Of these, RNAV 10 and RNP 4 are specifically designed for this purpose, whereas RNP 2 is also designed for use in continental en-route applications For RNAV 10 there is an additional requirement that the aircraft be equipped with dual, independent long range navigation sensors. This may be dual GNSS, but Inertial Navigation Systems (INS) also satisfy the requirement. GNSS allows unlimited operation, but in the case of INS the time during which an aircraft may navigate using solely this method is limited to 6.2 hours. This time can be extended if radio position updating (using a DME/DME fix for example) can be achieved before the expiry of this time period. A DME/DME position update would allow the aircraft to continue for a further 5.9 hours using INS. As an example - an aircraft could fly for 6 hours on INS alone, then receive a position update based on a DME/DME fix. It could then continue on INS alone for a further 5 hours – a total of 11 hours flight time with one position fix (Note - the extreme limit of INS operation with a single DME/DME fix would actually be 12.1 hours). The operator must check that the planned flight can be completed within these time limitations. The RNP 4 specification also requires dual independent long range navigation sensors, however this specification is primarily designed for use with GNSS RNP 2 is also based on the use of GNSS but does not specify dual systems for navigation. Instead the enhanced requirement for oceanic/remote area operation is expressed as a stricter continuity requirement. This can be met by the use of dual systems, however it also possible to achieve this in other ways, therefore the dual system requirement is not prescriptive. RNP 4 Dual LRNS (GNSS) RNP 2 Enhanced Continuity Requirement

PBN Concepts Review Questions

What is the difference between RNAV and RNP specifications?
RNAV specifications require space based augmentation of GNSS for integrity monitoring RNP specifications allow multiple navigation aids for position updating RNP specifications have a requirement for on-board performance monitoring and alerting In the PBN Specifications, the number included in the specification name refers to: The required accuracy, in Km, of the navigation system The separation required between aircraft operating on routes using this specification The required accuracy, in Nm, of the navigation system

Which of the following is NOT a basic function required in all PBN Navigation Specifications?
Lateral deviation indication displayed to the pilot Facility to operate offset parallel tracks Display of distance/bearing to active waypoint Which Navigation aids may be used in Performance Based Navigation? GNSS only GNSS,VOR, DME and INS GNSS, VOR, DME, INS and NDB

The PBN Error Model

Position Error Probability Indicated position
Although it is easier to think of the aircraft position as being exactly represented by the indication on the display screens, in reality the system is only able to determine the actual position to within a certain accuracy. This is true for both conventional and GNSS navigation systems – for example in the Navigation Aids section it was seen that a DME-DME position fix could be accurate to within 0.2 nm, but not more than this. A more realistic approach would be to show the aircraft at the center of a circle, whose radius was equal to the estimated uncertainty in the position. This is determined by the accuracy of the system being used to navigate. The true position of the aircraft could be anywhere within this circle, although it is more likely to be nearer the center than toward the edge. The probability of finding the aircraft at any point across the circle is represented by a normal (Gaussian) distribution. In the PBN model there are 3 sources of error which affect the position of the aircraft Indicated position Navigation system Accuracy

The PBN Error Model 3 Sources of error:
The three sources of error in PBN are: 1) Path Definition Error (PDE) – The error introduced by lack of precision of the defined waypoints and the path between them. In practice this is assumed to be negligible. 2) Navigation System Error (NSE) – The difference between the computed aircraft position and the actual aircraft position 3) Flight Technical Error (FTE) – The error in following the prescribed path, either by the auto-flight system or by the pilot The combined error is called the Total System Error (TSE) – in practice this is the sum of NSE and FTE The combined error is called the Total System Error (TSE)

Flight Technical Error
FTE may be monitored automatically Usually the information is presented visually to the pilot 0.2 L The Flight Technical Error, or FTE, represents the difference between the aircraft indicated position and the intended position. It may be monitored automatically but is usually a pilot function. The deviation from the intended path is shown by means of a graphical of numerical deviation indicator. In order to ensure total error is contained within the required limits, it is important to minimize the FTE by remaining on the center line of the route or procedure at all times. FTE should be kept to a minimum - Maintain the center line

Navigation System Error
The actual NSE is unknown Estimates are often given by Navigation Systems Actual Navigation Performance (ANP) Estimated Position Uncertainty (EPU) RNP / ACTUAL 1.00 / 0.06 NM N45°30.03 W73°33.80 Estimate of the system performance The actual size of the Navigation System Error (NSE) can not be determined. The aircraft navigation equipment calculates a likely position error and displays this value (along with the required performance) to the pilot, however it is important to remember that this value is an ESTIMATE only. The value changes over time depending on the number of satellites or other navaids in use – for example as seen in the navigation aids section the relative position of the DME’s from the aircraft can affect the accuracy of the subsequent fix. GNSS integrity monitoring is used to verify the position accuracy, with additional signals used to generate multiple position fixes which can then be cross referenced to validate the position fix. It is important to note that on-board performance monitoring is not the same as error monitoring. A performance monitoring alert will be issued when the system cannot guarantee, with sufficient integrity, that the position meets the accuracy requirement. When such an alert is issued, the probable reason is the loss of capability to validate the position data, for example due to insufficient satellites or poor geometry of the available fixes. For such a situation, the most likely position of the aircraft at that time remains the position indicated on the pilot display.

Total System Error PBN Fundamental Requirement:
TSE < Required Accuracy at least 95% of the time FTE is easier to monitor, and should be kept to a minimum: Maintain center line NSE is typically small, but difficult to determine Typically the TSE is significantly smaller than the required accuracy A fundamental requirement for operating on PBN applications is the ability to maintain the required position accuracy for at least 95% of the time. As we have seen, in practice the TSE is comprised of two elements. Of these the FTE is the easiest to monitor by means of visual or numerical display. The pilot should ensure that FTE is kept to a minimum throughout PBN operations by maintaining the centerline at all times. NSE can be very low, particularly when operating with GNSS, however it is not possible to determine this value exactly. The TSE is therefore often much smaller than the required accuracy. MENU

The PBN Error Model Review Questions

Which of the following statements regarding the errors in the PBN model is true:
Navigation System Error is usually negligible Flight Technical Error is usually negligible Path Definition Error is usually negligible A requirement of PBN is that the total system error Is always less than 1 nm Is always less than the required accuracy of the navigation specification Is equal or less than the required accuracy of the navigation specification for at least 95% of the time

Section 2: PBN Operational Aspects
Operating in PBN airspace SID / STAR Procedures Approach Procedures Charts Planning and Pre-Flight The following topics will be covered in this section: Planning and pre-flight, general procedures for operating in PBN airspace, specific procedures for SID and STARS, approach procedures including operating to LNAV/VNAV and LPV limits, and charting [LEARNING OBJECTIVES] At the end of the section you should have a good idea of the operational factors relating to PBN airspace. You should know what the basic requirements are for completing a flight plan and be able to perform pre-flight checks to ensure the intended operation is permissible. You will also understand specific procedures related to operating SID, STAR and Approaches and any restrictions related to operating these procedures. You will also be familiar with the various elements of the standard PBN chart.

Certification and Operational Approval
Aircraft Certification AFM entry PBN Navigation Specifications Optional functionality (where relevant) Operational Approval SOPs, training, MEL, Database, Contingencies etc In order to conduct PBN operations there are two requirements that must be met. Firstly the aircraft itself must be certified as capable of meeting the requirements of the PBN Navigation Specifications, and secondly the operator must have approval to conduct the operation. Aircraft certification is usually done by the manufacturer, and the information should be included in the Aircraft Flying Manual (AFM). This information may take different forms but should list the PBN specification which the aircraft meets the requirements for, along with any optional functionality which is relevant. Operational approval is obtained by the operator once they have demonstrated that they have met all of the requirements. These include documentation on SOPs and contingencies, suitable MEL entries, training for crew and ongoing maintenance plans. In order to get Operational Approval to conduct PBN operations, the aircraft intended for use must have the relevant certification. Only once an operator has obtained approval for a specific PBN application are they allowed to begin PBN operations. For GA pilots a similar process is involved whereby the aircraft must be approved for the PBN Navigation Specification required, and the pilot must ensure they have had sufficient training and that operating and maintenance procedures are suitably documented Commence Operations

Planning and Pre-Flight

Flight Plan Block 10 – Equipment ’ R’ for PBN approved
Block 18 – Other Information PBN/.. Coded entry for capability PANS ATM (Doc 4444) App. 2 There are two sections of the flight plan that should be completed to indicate the capabilities of the aircraft with respect to PBN. Block 10 should be completed with an R to indicate that the aircraft is approved for PBN operations Block 18 (other information) should then be annotated with the letters PBN/ followed by a coded value which describes the PBN capability in detail, appropriate to the flight intended. The information regarding the correct coding of the PBN capabilities is contained in Appendix 2 to Procedures for Air Navigation Services — Air Traffic Management (PANS-ATM, Doc 4444). This lists the navigation specifications that the aircraft is able to operate on, along with any relevant information such as navigation sensor restrictions or RF leg capability. A maximum of 16 characters (8 two-letter entries) is allowed, so care must be taken to ensure that the entries are necessary and sufficient for the intended operation. NOTE: - The flight plan codes listed in PANS ATM do not yet reflect the recent addition of RNP 2 and RF legs for RNP APCH

Flight Plan Example: PBN/ B1 O1 S1 B1 RNAV 5 All Sensors
(en-route navigation) O1 RNP 1 All Sensors (SID/STAR) S1 RNP APCH (Approach) This image shows the relevant section from PANS ATM indicating the coding to be used in Block 18. In this example three navigation specifications have been selected which indicate the capability of the aircraft, they are RNAV 5 using all navigation sensors; RNP 1 using all navigation sensors; and RNP APCH. In this example it is imagined that the aircraft could depart on a PBN SID, join an en-route airway based on RNAV 5 specification, then fly a PBN STAR to join up with an RNP approach to land.

Navigation Database Majority of PBN specifications require an on-board database of Waypoints RNAV 10 and RNAV 5 do not A.I.R.A.C Cycle Validity check of Database NAV DATA ACTIVE AIRAC1409 AUG21/SEP17/14 DRAG/FF +0.0/0.0 Malpensa MILANO ISSUE JAN 15 Information in this booklet shall be considered effective upon receipt unless prefaced by WEF AERODROME BOOKLET The Charting Company Aviation data (waypoints, navaids, routes etc.) is constantly changing and needs to be regularly updated. It is important that pilots have the most up to date information when operating. For PBN applications a valid, up to date database is a requirement in most specifications (RNAV 5 and RNAV 10 are the exceptions) To manage this regular update of information the AIRAC was developed – Aviation Information Regulation And Control. This sets out a 28 day cycle of new amendments published to the aviation community (publication date is always a Thursday). The on-board database therefore has a maximum validity of 28 days and must be regularly updated in line with the AIRAC cycle. As well as a valid database there must be a simple way for the pilot to verify the validity of this data, usually an entry on the FMS display or on the GNSS unit, specifying the effective dates of the information. It is important to check before each flight that the database is valid, and will remain valid for the duration of the flight. Many systems have the facility to hold two databases, one in use and one extra. This means the next database can be pre-loaded and ready for activation at the effective date (the database should be available 7 days prior to effective date). Where this is not possible the information must be verified by reference to a valid paper chart to confirm its validity.

Availability of Navigation Aids
NOTAM’s for conventional radio aid availability RAIM facility Prediction service: AUGUR (Europe) and FAA’s SAPT (US) NOTAM GNSS unit Function DONUT RAIM AVAILABLE 18:00 01-APR-15 Waypoint Date Time RAIM Prediction Prior to operating any PBN route or procedure it is necessary to check the availability of any required facilities. For conventional aids this can be achieved by checking the NOTAM’s for unserviceability. If using GNSS for the navigation system, the equivalent check is the availability of RAIM. This may be NOTAMed also. Additionally there are services which can be used to determine the of the RAIM function, such as AUGUR in Europe, and SAPT in the US. Some GNSS units also provide this capability directly. The RAIM availability check does not guarantee this facility will be available since failures can affect the available level of service. Rather it provides information on periods of known outage which must be planned for when operating in PBN airspace with a RAIM requirement. Any outage of greater than 5 minutes will require an alternative plan – either delaying the flight or selecting a different route/approach which is not affected by the loss of RAIM capability. AUGUR output GNSS Unit Function

Requirements for Approach
RNP APCH RNP AR APCH Loss of RNP capability Missed Approach requirements Dual System When planning an arrival based on an RNP Approach there are additional pre-flight items to verify prior to departing. It must be confirmed that sufficient means are available to permit landing at either the destination or alternate in the event of a loss of the RNP capability. For example, a conventional based approach at the destination (with suitable operating minima for the expected conditions), such as an ILS, VOR or NDB Where the Missed Approach of the procedure is predicated on conventional aids (VOR or DME) these must be checked for applicable NOTAM’s regarding availability and serviceability For RNP AR (Authorization Required) Approach, the specification states that a single failure of a required element should not result in a loss of guidance. This means there is a requirement for dual systems such as GNSS receiver, FMS, Air Data and Autopilot to be carried

Maintenance Logs and MEL
Confirm serviceability of Required Equipment Inoperative Implications of any Unserviceable Items Minimum Equipment List (MEL) The aircraft maintenance log must be checked to confirm the operational status of any equipment which is required for flight in PBN airspace. Where there are unserviceable items (or functions) these must be checked with the MEL to determine the impact on the aircrafts ability to operate to the required PBN navigation specification. If necessary the flight may need to be re-planned taking the unserviceability into account

Selecting the Procedure
Extract the procedure in full by name from database > EADL DEPARTURES MIDAL When departing on a PBN SID the route must be entered into the FMS by extracting the full procedure, by name, from the navigation database. This is because the database coding of a SID contains information on the RNP value to use for alerting purposes – if the procedure is created manually or amended prior to use, this information will be lost and there will not be sufficient on-board alerting to comply with the PBN specification. Once entered the route must be checked against a valid chart of the procedure – it is sufficient to perform a visual check of the waypoints displayed on the navigation screen against the chart to confirm the correct sequence. Contingency procedures should be considered including the use of conventional radio navigation aids in case of a loss of RNP capability. These should be selected in advance. AMELI MADDI DORTA 24 27 I 30 Confirm route with chart

Summary – Pre flight Items to consider: - Navigation Database validity
- Availability of required NavAids - RNP APCH / RNP AR APCH alternate arrival or airport - Maintenance logs and MEL - Flight Plan - Loading and Checking the SID In this section it has been shown that prior to operating on any PBN route or procedure there is a requirement to verify that the flight can be operated in accordance with the requirements of the Navigation Specifications. Where needed, the navigation database must be checked for validity; Required navigation aids must be verified operational; alternate arrival procedures must be confirmed for an anticipated RNP APCH or RNP AR APCH arrival; and the aircraft maintenance logs and MEL must be consulted for any defective equipment which might affect the PBN capabilities of the aircraft. Finally the flight plan must be correctly completed with the relevant navigation specifications intended to be used during the flight. Where the Standard Instrument Departure (SID) planned is a based on a PBN Navigation Specification, the SID must be correctly entered into the FMS. See Operating in PBN Airspace – SIDs and STARs for more details.

Planning and Pre-Flight
Review Questions

The navigation database:
Is a requirement for all PBN navigation specifications Is valid for 28 days and must be confirmed valid prior to operating Can be used without updating as long as NOTAMs are checked before flight When completing a flight plan for a flight which is intended to include operations in PBN airspace: No special information needs to be included Block 18 must contain all PBN capabilities of the aircraft, regardless of the intended operation Block 18 contains information on the aircraft PBN capabilities relevant to the flight, and is limited to 8 entries

When considering a notified RAIM outage that affects a planned flight, which of the following is correct; Any RAIM outage requires a re-planning of the flight A RAIM outage is acceptable as long as contingency procedures are in place A RAIM outage of more than 5 minutes will require a re-routing or re-timing of the flight When planning for an RNP APCH arrival at destination, it is necessary to ensure; The availability of multiple alternate airfields Landing at the destination airfield can be assured using a conventional approach sufficient means are available to permit landing at either the destination or alternate in the event of a loss of the RNP capability

Operating in PBN Airspace
General Information

Approval to Operate Aircraft Aircraft Flight Manual (AFM)
Certification of the aircraft for PBN Navigation Specifications Crew Aircraft Operating Manual (AOM) Crew approval to operate Part of the PBN navigation specification deals with the requirements of the aircraft. Specific standards of equipment are needed, together with functionality of the navigation system, which ensure the aircraft is capable of correctly operating on routes or procedures designed in accordance with the PBN navigation specifications. Certification of the aircraft is required for each PBN navigation specification, and this information will be included in the Aircraft Flight Manual (AFM). Additionally the crew must be approved to operate on PBN routes and procedures. This requires that SOP's and contingency procedures are developed, and crew have the required training on these procedures and the correct use of the aircraft systems. Certification of the aircraft alone does NOT qualify the crew to operate on a specific PBN application.

Waypoint Types Flyby Flyover
In PBN Operations there are two types of waypoint, Flyby and Flyover. With a Flyby waypoint, the aircraft commences the turn before reaching the waypoint. The exact start of the turn is dependent on speed, wind and track angle change. This point is computed by the FMS and so will vary from one aircraft to another, hence large airspace protection needed With a flyover waypoint, the aircraft must pass over the waypoint before starting turn and then turn back to intercept the track to the next waypoint. This presents similar airspace issues to the flyby waypoint, however in this case the airspace used is beyond the waypoint. In both of these examples, large amounts of space must be protected to allow for the different turning performance of different aircraft with variable wind conditions. It is sometimes preferable (or essential) to define a turn which follows a specific track over the ground, regardless of aircraft type or wind conditions. Flyover

Radius to Fix (RF) Legs RF – Radius to Fix Terminal airspace
Optional functionality RNP 1, RNP 0.3 and RNP APCH Required functionality RNP AR APCH In Terminal Airspace / Approaches, fixed turns are known as Radius to Fix legs (RF Legs). Not all aircraft are capable of performing this type of turn. Information on the aircraft capabilities is listed in the manufactures Aircraft Flight Manual (AFM) and should specify whether or not this is possible. The AFM may specify, for example, that the aircraft is certified for RNP 1 with/without RF legs. This information should be available to the pilot to ensure they are aware of any limitation in their ability to operate certain procedures. NOTE the RF Leg capability is currently an OPTIONAL function for RNP 1, RNP 0.3, and RNP APCH, although it is a required function for RNP AR APCH. Where applicable the requirement for RF legs will be detailed on the PBN chart (see ‘Charting’ section for more information) RNP APCH RF Required Chart will specify the requirement where applicable

Fixed Radius Transition
FRT – Fixed Radius Transition En-route Optional Functionality RNP 4, RNP 2 A-RNP In the en-route phase the fixed radius turn is called a Fixed Radius Transition (FRT). This is designed to reduce the airspace required and allow parallel route separation during the turn portion. The predictable path over the ground allows route spacing to remain constant which allows for more efficient use of the airspace. The FRT is an optional requirement for RNP 4, RNP 2 and Advanced RNP specification

Navigation System RNP Value
RNP / ACTUAL 1.00 / 0.06 NM N45°30.03 W73°33.80 RNP Values may be automatically set - Value comes from Database - Verify correct for Application Note: Default Values May be used outside of PBN Airspace For RNP applications, the database will contain, along with the route details, the RNP value to be used for performance monitoring purposes. Many systems will automatically set this value when the aircraft operates on the selected route, for example while flying on an RNP 1 SID the RNP value in the navigation system will be set to 1.0 NM. For all PBN applications, this value should be checked against the chart to verify the correct RNP value is being used. Note: For RNP APCH the values should be 1.0 NM in all stages of the approach apart from the Final Segment, where a value of 0.3 NM will be used. For RNP AR APCH lower values than these may be specified in the PBN requirements Box (see Charts) When flying outside of PBN airspace the RNP value displayed in the navigation system will usually be set to a default value – this does not correspond to a PBN navigation specification and typically would be 2 NM in the terminal area, and 0.5 NM on approach. Some systems require the RNP value to be entered manually, where this is the case the correct value must be entered prior to operating on the PBN Application. Where the value is required to be input Manually: - Verify the RNP value from the chart

Contingency Procedures
” Unable RNP Due…” Notify ATC in case of loss of PBN Capability e.g. Equipment failure Co-ordinate with ATC Revised Clearance Established regional procedure for loss of communication Loss of RAIM Generally results in loss of PBN capability Pilots should notify ATC in case of loss of PBN capability using the expression “UNABLE RNAV/RNP DUE …” [RAIM, EQUIP FAIL] It will be necessary to coordinate with ATC on the required actions in this event, it may be necessary to obtain a revised clearance which avoids the use of PBN airspace, for example. (If contact with ATC is not possible then it is necessary to follow established regional procedure for loss of contact) For loss of RAIM the usual outcome is a loss of PBN capability, due to the loss of navigation system integrity monitoring.

Summary – Operating in PBN Airspace General
Items to consider: - Understand the certification of the aircraft and the approval of the crew to operate in PBN airspace - RNP Values in the navigation system Entering, checking and default values - Contingency procedures "Unable RNP due.." General considerations for operating in PBN airspace are as follows: The crew must understand the difference between the aircraft being certified for an navigation specification, and their having approval to operate on the route or procedure. There is a need to enter and /or verify the RNP value in the navigation system when operating in PBN airspace, and be aware that outside of this a default value may be used which does not relate to PBN. The crew need to be aware of contingency procedures in the event of a loss of RNP capability, including the phraseology 'Unable RNP due…'

Operating in PBN Airspace General
Review Questions

In order to operate on PBN routes and procedures
The aircraft must be certified to the required navigation specification The pilot must be approved for PBN operations Both a) and b) are required When operating in PBN airspace, if a system failure results in a loss of PBN capability: ATC must be notified using the phrase “Unable RNP due…” It is permissible to continue without notifying ATC as they are responsible for navigation The pilot must declare an emergency

The Radius to Fix leg Is useable in terminal airspace by all aircraft approved for PBN operations Is useable in en-route airspace, by aircraft certified specifically to perform RF legs Is useable in terminal airspace by aircraft certified specifically to perform RF legs

SIDs and STARs

Applicable PBN Specifications
RNAV 5 – Initial part of STAR outside of 30 nm from the ARP RNAV 2 RNAV 1 RNP 1 A-RNP RNP Helicopters These are the PBN specification associated with SIDs and STARs. RNAV 5 is predominantly an en-route specification and is used for the initial part of a STAR beyond 30 nm from the Aerodrome Reference Point (ARP). RNP 0.3 may be used for SIDs and STARs for helicopter operations

Selecting the Procedure
Extract the procedure in full by name from database > EADL DEPARTURES MIDAL As seen in the Planning and Pre-Flight section, when operating on a PBN SID or STAR the route must be entered into the FMS by extracting the full procedure, by name, from the navigation database. This is because the database coding of a SID or STAR contains information on the RNP value to use for alerting purposes – if the procedure is created manually or amended prior to use, this information will be lost and there will not be sufficient on-board alerting to comply with the PBN specification. Once entered the route must be checked against a valid chart of the procedure – it is sufficient to perform a visual check of the waypoints displayed on the navigation screen against the chart to confirm the correct sequence. Contingency procedures should be considered including the use of conventional radio navigation aids in case of a loss of RNP capability. These should be selected in advance. AMELI MADDI DORTA 24 27 I 30 Confirm route with chart

Amending a SID or STAR Allowed changes to a stored procedure are limited: Change from flyby to flyover NOT allowed > DEFINE WAYPOINT KRH Ref Wpt Bearing/Dist 270/12 ACCEPT Manually created waypoints NOT allowed Once a procedure has been extracted from the database, limited changes are permitted, usually at the request of ATC only. The change of a waypoint from flyby to flyover (and vice versa) is not allowed. Also the insertion of manually created points (defined by either Lat/Long or Bearing/Distance) is not permitted. At the request of ATC a shortcut may be approved direct to a later waypoint in the procedure, also by ATC request the pilot may be directed to a waypoint which is stored in the navigation database but does not form part of the procedure. These direct routings and amendments should be kept to a minimum since PBN allows for more optimal routings, reducing the need for ATC interventions. In the event that the aircraft is vectored off the route for a time, no changes should be made to the route until instructions have been given by ATC to rejoin the original route or proceed via a new route. This is to prevent sections of the route being accidentally deleted and then requiring re-insertion as this results in the route being created without the associated RNP values, leading to a loss of monitoring. Acceptable Changes (ATC Request): - Shortcuts - Entry of existing waypoint

SID Specific Requirements
Position Update on ground: GNSS signal received DME/DME/INS initial position DME/DME may need to depart on heading GNSS STATUS 1 5 2 3 Acquiring Satellites…. 8 0500 29.92 0700 0600 0400 0300 When planning to depart on a PBN SID, there are additional considerations prior to getting airborne. A valid position fix is needed to commence the PBN procedure. For GNSS based navigation this means a valid signal must be received on the ground before take-off. When using a combination of DME/DME/INS the correct starting position of the take-off roll must be entered, including any position shift associated with an intersection departure. If departing using just DME/DME it may be necessary to fly the initial part of the route on vectors, until a valid position fix can be obtained from 2 or more DME facilities. Lateral guidance must be available from a minimum of 153m (500ft) above the airport elevation Navigation engagement (lateral guidance) Min 153 m (500 ft)

Monitoring Required: Navigation Performance Reference to Charts
Differences of up to 3o Not Required: Conventional Radio aids In the absence of integrity alert During the SID or STAR, monitoring of the navigation systems is required to ensure accurate track keeping in accordance with the PBN specification. Loss of required accuracy or integrity monitoring may require reversion to conventional navigation (in co-ordination with ATC). Progress should be followed using the chart depicting the procedure. Note that differences of up to 3o between the information displayed on the aircraft navigation display and that presented in the chart, caused by different application of magnetic variation, are acceptable. Verification of the aircraft position using conventional radio aids is not required, in the absence of an alert relating to integrity monitoring. The absence of any such alerts is sufficient to meet the integrity requirements of the specification.

Summary : SIDs and STARs
Items to consider: - Selecting the procedure In full, by name, from valid database - Modification of the procedure Direct to, addition of existing waypoint; only at request of ATC - SID specific requirements Position fix, RNP engagement by 500 ft - Monitoring Navigation performance, reference to Charts The following items need to be considered when operating on PBN SIDs and STARs: The requirement is for the crew to extract the relevant procedure in full by name from a valid database. There are restrictions on what modifications are allowed once this is selected. At the request of ATC "direct to" and inclusion of other (pre-existing) waypoint are allowed, and should be exceptional rather than expected. Specific requirements related to SIDs include the need to obtain a position fix prior to departure, and to ensure lateral guidance is available by 500 ft at the latest. Finally the monitoring requirements whilst operating on the SIDs and STARs are to confirm the navigation performance, and verify the route with the published procedure chart.

Operating in PBN Airspace SIDs and STARs
Review Questions

Why must a SID or STAR be selected by name from the database rather than created manually by insertion of the waypoints? The waypoints in the SID/STAR are not the same as those stored individually The database coding of the procedure includes additional information such as the RNP value for alerting The aircraft will not correctly fly from one point to another if the waypoints are manually inserted What modifications are allowed to a SID or STAR once it has been selected from the database? Direct to.. Actions may be performed, at the request of ATC A waypoint may be changed from flyby to flyover, at the pilots discretion Manually created waypoints may be used to enhance the aircraft performance on the selected SID or STAR

Approaches - General

Applicable PBN Specifications
RNP APCH - Standard RNP Approach RNP AR APCH - Authorization Required - Higher Accuracy requirements - RF Legs required PBN approaches can be based on either RNP APCH specification, or RNP AR APCH. The typical PBN approach is the RNP APCH. RNP AR APCH refers to 'Authorization Required' and is reserved for specific situations where higher levels of RNP accuracy are required due to terrain or other factors. The RNP value on this type of approach may be less than 1 NM on the initial, intermediate and missed approach segments, and less than 0.3 NM on the final segment. Other features such as RF legs are also required with this specification, to allow for precise repeatable tracks to be flown with reference to ground features.

Approach Operation Classifications
2-D Lateral Guidance Only Minima expressed as MDA's 3-D Lateral and Vertical Guidance Minima expressed as DA's RNP approach operations are classified as either 2D or 3D. A 2D approach operation is one where only lateral guidance is provided. These approaches have minima which are expressed as Minimum Descent Altitudes (MDA's). A 3D approach operation is one which combines both lateral and vertical guidance. These approaches will have minima expressed as Decision Altitudes (DA's) since they include protection for height loss after initiating a missed approach. Note: An approach chart may have a line of minima for both 3D and 2D approach operations, as the same chart could be used for both types of approach operation. 2D approach operations are sub-divided into 2 categories. Approaches which use an LNAV minima are based on RNP APCH and can be flown using standard GNSS equipment. Approaches with LP minima are based on SBAS augmented GNSS (See PBN Concepts) and can only be flown by aircraft with this equipment installed. LNAV - Based on GNSS LP - Based on SBAS augmented GNSS

Vertical Guidance on RNP Approaches
LPV Minima SBAS only Vertical profile from SBAS Signal LNAV/VNAV Minima SBAS or Baro-VNAV Baro-VNAV: - Vertical profile generated - Barometric altimeter system used The 3D approaches (incorporating vertical guidance) are divided into two further categories. Approaches using an LPV minima are based on SBAS only (See PBN Concepts). Here the signals from GNSS satellites, augmented by corrective signals, are used to provide both the lateral and vertical path guidance for the aircraft. SBAS approaches can provide near ILS Cat I performance. Approaches which use an LNAV/VNAV minima are based on either SBAS as above, or Baro-VNAV. In a Baro-VNAV approach a vertical path is generated from the aircraft lateral position and displayed as guidance to the pilot. The aircraft barometric altimeter system is used to fly the aircraft down this generated profile.

Note - Overlay Procedure
It is possible to fly an Overlay on Conventional Non-Precision Procedures Conventional aid (VOR or NDB) remains PRIMARY Execute missed Approach if signal lost or disagrees Advisory Vertical Guidance: Baro VNAV system Non-Precision Approach, therefore MDA published Conventional non-precision approaches can be flown using an overlay procedure. This means that the aircraft is navigating the procedure using Area Navigation capability rather than the conventional radio aid that the procedure is based on. Whilst not strictly PBN approaches they are worth mentioning here as they are increasingly common. In the case of an overlay procedure the primary navigation aid remains the conventional aid (for example the VOR or NDB), and this MUST be monitored at all times. In the event that the signal is lost or disagrees with the aircraft navigation, a missed approach must be executed. Advisory vertical guidance can be generated for this type of procedure using a Baro-VNAV system, to facilitate a Continuous Descent Final Approach (CDFA). In this case the design of the underlying procedure includes no protection for height loss when executing a missed approach, therefore the procedure must be flown using an MDA.

Operating Procedures Extract the procedure in full by name from database > EADD ARRIVALS RNP 27L RW27L DD600 DD601 TOMLE As with SID and STAR procedures and approaches must be selected in full by name from the navigation database. The coding of these procedures contains additional information which would not be included if the procedure was created by manually entering the points in sequence (such as the RNP value required for alerting). Once selected, the procedure must be checked against a valid chart to confirm the waypoints. Finally, for approaches with vertical guidance there is a requirement to check that the approach path as coded in the navigation database matches the published information on the chart. RNP APCH 27L DD600 DD601 RW 27L 3.0o 5.0 Nm 1690 2625 Confirm route with chart Check correct coding of Approach Path

Operating Procedures Confirm engaged modes correct
SPD | LNAV | VNV PTH CMD Use of Autopilot / Flight Director Recommended Monitoring position relative to path (Incl. Vertical if required) For all types of PBN approach the following operational requirements apply during the procedure. A check of mode annunciator should be made to ensure the correct mode is armed or engaged, as required for approach. The use of autopilot and / or flight director is recommended for all approaches. The navigation and display systems onboard the aircraft must be set up to show the required path, and deviation from this path, to the pilot. Where the approach includes vertical guidance there must also be a deviation display for the vertical profile. The aircraft must be established inbound on the final approach course at the latest by the Final Approach Fix (FAF) or Final Approach Point (FAP) Establish on final by FAF/FAP

Missed Approach Use of capability permitted IF:
Missed approach NOT due to failure of system WARNING Loss of Integrity Check NAV Position Use conventional Navigation PBN navigation capability can be used to fly the missed approach procedure, as long as it remains functional. If the reason for the missed approach was failure of any part of the PBN system (navigation, RAIM, display etc) then the missed approach will need to be flown using conventional radio aids, which should be prepared in advance to allow for this eventuality. Additionally the missed approach procedure must have been selected, in full, from the navigation database (this is usually done automatically where the procedure is associated with a selected approach). Loaded in full from Navigation Database

Contingency Procedures
Oceanic Airlines Aircraft Operating Manual (AOM) Operator required to develop and document in AOM More information on the contingency procedures to be adopted during approach operations should be provided in the Aircraft Operations Manual. As part of the approval process the operator is required to develop, train and document suitable procedures for loss of signal, and loss of ability to fly the approach (for example, autopilot failure).

Summary : Approaches general
Items to consider: - Selecting and checking the procedures In full, by name from valid database Verify with reference to published procedure chart - Confirm engagement of required modes - Monitor position relative to path (incl. vertical if applicable) - Missed approach based on PNM capability Acceptable, provided functional General procedures applicable to all types of approach operations are as follows: The procedure should be selected in full by name from a valid database, and checked with reference to the published procedure chart The aircraft systems must be monitored to ensure engagement of any required flight guidance modes The aircraft position relative to the required path must be monitored both laterally and, if applicable, vertically A missed approach based on PBN navigation specifications can be flown provided the cause of the missed approach was not related to loss of PBN capability

Approaches RNP APCH to LNAV and LNAV/VNAV minima

Approach Monitoring – Lateral
Cross-Track Error Normally limited to ½ RNP If greater than 1 x RNP (0.3nm), execute Missed Approach 1 x RNP Indicated by Full Scale Deflection For RNP Approaches to LNAV and LNAV/VNAV minima, Flight Technical Error (FTE) is normally monitored by the pilot, using the cross track error deviation scale. The FTE should, in normal circumstances, be limited to ½ the RNP value. For example on the final approach segment of an RNP approach, the RNP value is 0.3 nm so the cross track error would be limited to 0.15 nm. An error of 1 x RNP or greater should result in a missed approach Aircraft approved for LNAV approaches must have suitable deviation indicators which are scaled to the appropriate phase of flight. Full Scale Deflection should thus be equal to 1 x RNP value – in this case a cross track error of 0.3 nm. Brief deviations up to 1 x RNP acceptable during/after turns

Approach Monitoring - Vertical
For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed For Baro VNAV approaches to LNAV/VNAV minima, the requirement is that the aircraft be maintained on the approach path to within 22 m (75 ft) above or below the correct value. If the aircraft deviates outside of this value a missed approach should be performed. Vertical deviation scales are not all consistent – they do not show the same deviation value for a given indication. It is therefore necessary to verify the indication which represents 22 m (75 ft) deviation in order to be able to correctly monitor the aircraft vertical profile.

Baro VNAV Vertical Guidance
Baro-VNAV – confirm correct Baro setting Prior to commencing a Baro-VNAV approach, the altimeter must be re-checked to confirm the sub-scale setting is correctly set to the landing QNH (or QFE if used) During the approach, careful monitoring of the systems is required, and the approach must be discontinued in the event of any of the following: A loss of navigation ability; loss of integrity monitoring capability signaled before reaching the FAF; loss of integrity at any time; or excessive Flight Technical Error. The FTE will be discussed further on the next slide. Discontinue approach for any of the following: Loss of Navigation Loss of Integrity Alerting capability (before FAF) Loss of Integrity Excessive FTE

Temperature Correction
Barometric Information for Vertical Profile Sensitive to Temperature Error Min Temp specified on Chart Below this Temp Baro-VNAV not authorized Can still use LNAV only Since the Baro-VNAV procedure is based on the use of Barometric information for vertical path, it is sensitive to cold temperature errors (where the altimeter over reads in temperatures below ISA standard conditions). A Baro-VNAV approach will be published with a minimum temperature. In the design of the procedure, terrain clearance will have been established down to this minimum temperature. Below this temperature the procedure is not authorized for use. The minimum temperature must be checked against the reported airfield temperature prior to commencing this type of approach. In the event that the temperature is below the minimum for a Baro-VNAV approach, it is still permissible to fly an LNAV only approach. Note: Normal procedures for temperature correction to minimum safe altitudes/heights should still be applied on all Baro VNAV approaches, to ensure the procedure is flown as designed. See Procedures for Air Navigation Services — Aircraft Operations, Volume I — Flight Procedures (Doc 8168) Certain FMS may automatically correct for cold temperature error. Where this is done automatically (with no pilot input), the procedure may be used below the published minimum, as long as the reported temperature is within the operating limits for the FMS temperature correction system. Outside of these limits, an alternative procedure must be used, such as LNAV only. FMS with AUTOMATIC temperature correction: May continue to use procedure

Approaches RNP APCH to LP and LPV minima

Operational Requirements
SBAS Channel - Unique Identifier for the approach RNP Approaches to LP and LPV minima can only be performed using an SBAS augmented GNSS signal, since this level of enhanced accuracy and integrity is needed to provide vertical guidance. There is therefore a requirement to check that this is available prior to commencing the operation. Like an ILS, the SBAS procedure has a channel which must be correctly set to receive the signal for the approach. Unlike an ILS, however, this channel is unique to the approach and will not be duplicated anywhere else. The SBAS channel for an approach will be shown at the top of the approach chart for all approaches which are published with LP or LPV minima. Prior to reaching the FAP, the approach should be discontinued for either a loss of navigation or loss of integrity. After passing the FAP the approach should be discontinued for excessive FTE, a loss of navigation warning or a loss of vertical guidance. Note that in this procedure when on the Final Approach, a loss of integrity monitoring will trigger a loss of navigation warning. FTE will be discussed on the next slide. Before FAP: Loss of Navigation Loss of Integrity After FAP: Excessive FTE Loss of navigation (Incl. Loss of Integrity monitoring) Loss of vertical guidance signalled

Approach Monitoring Angular deviation (similar to ILS)
Deviation should be limited to Half Scale Deflection - Both Lateral and Vertical Lateral Deviation For RNP APCH approaches operated to LP or LPV minima, Flight Technical Error (FTE) is normally monitored by the pilot, using the cross track error and vertical deviation scale. The FTE should, in normal circumstances, be limited to ½ scale deflection. These types of approach use an angular deviation similar to that of an ILS and a consistent standard is applied to all such approaches. Any deviation in excess of this limit should result in a missed approach being flown. Vertical Deviation

Approaches RNP AR APCH Authorization Required

RNP AR APCH RNP < 0.3 for Final Segment AR – Authorization Required
RNP < 1.0 for initial, intermediate and Missed approach segments AR – Authorization Required RF Legs - AFM for aircraft certification - Speed control essential RNP AR Approaches are designed for specific situations where the standard RNP approach would not be possible. They require specific authorization to perform each procedure, hence the AR – Authorization Required. The features of an AR approach include stricter requirements for accuracy, for example an RNP of less than 0.3 nm in the Final Approach Segment (FAS), or an RNP less than 1.0 nm in missed approach. AR Approaches may also mandate the ability of the aircraft to fly RF legs (see Operating in PBN Airspace – General) which not all aircraft may be capable of. Operating on RF legs requires strict adherence to the design speed to ensure the aircraft does not depart from the protected area. In particular this might be an issue where the missed approach procedure is designed using RF legs, since an early go around may result in the aircraft following this segment of the procedure at a higher speed than was allowed for – manual intervention may be required in this case. For AR approaches, the increased complexity means that autopilot and flight director use is MANDATED. Additionally, a cross-check of the altimeter system must be performed to ensure both altimeters are in agreement within 30 m (100 ft). In the event of a larger discrepancy, the AR Approach must be discontinued Autopilot and Flight Director use Mandated Check of Altimeters between IAF and FAF

AR Approach monitoring – Lateral
Cross-Track Error Normally limited to ½ RNP If greater than 1 x RNP, execute Missed Approach 1 x RNP Indicated by Full Scale Deflection As for standard RNP Approaches, Flight Technical Error (FTE) is normally monitored by the pilot, using the cross track error deviation scale. The FTE should, in normal circumstances, be limited to ½ the RNP value. However in the case of the final approach segment of an RNP AR approach, the RNP value could be as low as 0.1 nm so the cross track error would be limited to 0.05 nm. An error of 1 x RNP or greater should result in a missed approach Brief deviations up to 1 x RNP acceptable during/after turns

AR Approach monitoring - Vertical
For Baro-VNAV Approaches: Deviation of up to +/- 22 m (75 ft) acceptable Vertical deviation scales vary: Need to verify how this deviation is displayed For RNP AR approaches, the requirement is that the aircraft be maintained on the approach path to within 22 m (75 ft) above or below the correct value. If the aircraft deviates outside of this value a missed approach should be performed, with the exception that brief excursions ABOVE the vertical path (as a result of configuration changes for example) are acceptable. Vertical deviation scales are not all consistent – they do not show the same deviation value for a given indication. It is therefore necessary to verify the indication which represents 22 m (75 ft) deviation in order to be able to correctly monitor the aircraft vertical profile.

Summary : Approaches Items to consider: - Deviation monitoring
Missed approach for excessive deviation - Baro-VNAV Altimeter sub scale Minimum Temperature - SBAS Channel selection - RNP AR APCH Altimeter cross check between IAF and FAF General procedures applicable to specific approach operations are as follows: The position of the aircraft must be continually monitored relative the required path, and a missed approach executed in the event of excessive deviation For Baro-VNAV approaches both the altimeter sub scale setting and the minimum temperature must be checked prior to commencing the approach For SBAS based approaches (to LP or LPV minima) the SBAS channel number must be verified For RNP AR APCH a cross check must be made of the primary altimeters between the Initial Approach Fix (IAF) and the Final Approach Fix (FAF)

Operating in PBN Airspace Approaches
Review Questions

Approach operations are classified as either 2D or 3D
Approach operations are classified as either 2D or 3D. A 3D approach operation Is performed to an MDA which the aircraft must not descend below with the required visual reference Is performed to a DA, allowing for height loss after the commencement of a missed approach Is performed to a DA which the aircraft must not descend below with the required visual reference Which statement is correct regarding approach operations to LNAV/VNAV minima? These approaches must be operated using Baro-VNAV Either Baro-VNAV or SBAS may be used to operate these approaches Only SBAS may be used to operate these approaches

Missed approaches based on PBN navigation specifications
May be used, provided the reason for the missed approach was not the loss of PBN capability on the aircraft May never be used May be used following a go-around, regardless of the reason Verification of the approach procedure prior to operation Is not required, if the procedure was extracted from a valid database Should be performed by comparison with the appropriate chart Can take the form of a basis 'reasonableness' check for gross erros

For RNP APCH approaches using Baro-VNAV, the temperature published on the chart
Is the recommended minimum temperature for operations and is advisory only Is the minimum temperature at which use of the procedure is authorized Represents the assumed temperature used in the design process Vertical deviation is displayed to the pilot using a deviation scale. These scales Will be calibrated such that full scale deflection represents the maximum allowed deviation from the vertical path are for information only and do not require monitoring Are not consistent between aircraft types. They correct interpretation of the scale must be understood before operating a vertically guided approach

Charts

PBN Requirements Box Approach Chart SID Chart PBN Specification used
Charting information in this section reflects the ICAO standard chart for PBN procedures. The standard PBN procedure chart should have, at the top of the chart near the chart title, a PBN Requirements box. This box is used to describe the PBN specification on which the charted procedure has been designed, for example here the approach has been designed using RNP APCH, and the SID has been designed using RNAV 1. Additional information may also be included in the PBN Requirements box, such as the requirement to be able to fly RF Legs, or a reduced RNP accuracy requirement below the normal value, such as less than 0.3 nm on final approach. Where indicated these additional requirements must be checked with the information in the Aircraft Flying Manual (AFM) to conform the aircraft certification to operate them. PBN Specification used Additional Info e.g. RF Legs

Approach Chart Identification
Standard naming convention from 2022 All PBN Approaches Basic Form: RNP RWY 27L New globally standardized approach chart identifications are in effect now, and are mandated for use by 2022 at the latest - some States have already begun to publish charts based on this specification. All approaches based on PBN navigation specifications will take the basic identification "RNP RWY.." For runways where more than one RNP approach exist the current standard naming convention will apply, where the approaches are differentiated with the addition of a letter, starting with Z and working in reverse alphabetical order (Z, Y, X, W etc.), this reflects current practice for naming multiple approaches onto the same runway. Additional Approaches to same runway: Include Z, Y, X, W…

Approach Chart Identification
Additional Information may be appended: AR - Authorization Required LNAV/VNAV only LP only LPV only These limits ONLY may be used with the Approach Additional information may be provided in parenthesis after the chart identification. Specific examples of this additional information are: AR – The approach is an RNP AR APCH procedure and requires specific authorization to operate LNAV/VNAV, LP or LPV ONLY – Only the specified limits exist and may be used for this approach Until 2022 an interim naming convention may continue to be used for PBN Approach charts. This takes the form "RNAV (gnss) RWY XX" for standard RNP Approaches, and "RNAV (rnp) RWY XX" for RNP AR (Authorization Required) Approaches Interim Naming – Until 2022 RNAV(GNSS) RWY 23 – Standard RNP APCH RNAV (RNP) RWY 23 – RNP AR APCH (Authorization Required)

Other Chart Features Baro-VNAV Min Temp SBAS Channel
Depending on the type of Approach, the following information may also be presented on the chart. For LNAV/VNAV approaches flown using Baro-VNAV there will be a minimum temperature published, below which the procedure should not be used. This will be clearly indicated on the approach chart. For approaches flown to an LP or LPV minima based on SBAS, the chart will contain the SBAS channel which is unique to that approach. This will be shown at the top of the chart (values range from to 99999)

Sample Approach Chart Generic example
Commercial Charting products will use different conventions All relevant information should be included Whilst this image represents the sample chart containing all the features required of a PBN chart, it is important to remember that each charting company is responsible for their own chart production and the end products will naturally be different. All charts should provide, as a minimum, the information listed in this section. Pilots should be familiar with the specific design of their chosen chart supplier MENU

Operating in PBN Airspace Charts
Review Questions

The PBN requirements box contains information on
The navigation specification used in the procedure, and may include additional items such as RF legs where needed the approval to operate the procedure Minimum temperatures, where applicable, below which the procedure is not authorized The suffix AR after a chart identification eg RNP RWY 27 (AR) identifies The approach is an 'Authorization Required' approach. Specific approval must be obtained prior to operating these types of approaches. The approach is an 'Authorization Required' approach. This approval can be granted by ATC when offering the approach The approach is an 'Authorization Required' approach. Approval of the operating Captain is required.

For RNP APCH approaches conducted to LPV minima
Baro-VNAV can be used if annotated on the chart The SBAS channel number must be verified. The approach is not authorized below the minimum temperature specified on the chart.

Section 3: Issues [LEARNING OBJECTIVES] At the end of this section you should have an overview of some of the current issues related to Performance based Navigation, including chart inconsistencies, the use of so-called RNAV Visual approaches and problems with flight plan codes.

Flight Plan Lack of available codes, limited to:
- RNAV 10, RNAV 5, RNAV 2, RNAV 1 - RNP 4, RNP 1, RNP APCH, RNP AR APCH No available code for RNP 2, RNP 0.3 (Helicopters), Advanced RNP FF ICE - Future development of the flight planning system - More flexible - Information on aircraft capabilities not limited At present there is a lack of flight plan codes for some of the PBN Navigation Specifications. No codes exist for RNP 2, RNP 0.3 or Advanced RNP, and as such these can not be listed as capabilities in the flight plan. Work is ongoing to find an interim solution to this issue which will allow all of the PBN capabilities of the aircraft to be correctly listed. In the longer term, the introduction of a new flight planning system, FF-ICE, will address the issue. This new flight planning system is significantly more flexible and does not impose constraints on the amount of information which can be included for a particular flight

VISUAL procedure RNAV Visual No Standard Definition: Many variants -
Use different PBN Navigation Specs May require RF Legs (not all aircraft certified to fly) Different Visual Requirements Different Navigational Aid Requirements VISUAL procedure Non-Standard Naming: RNAV Visual, Visual RNAV, RNVV Visual… The RNAV Visual approach has appeared in many airports and it's use continues to grow. Currently the main issue with this type of approach is that there is no standard definition for what an RNAV Visual is, or is not. As a consequence the procedures vary considerably in terms of the specification used to produce them (RNAV 1, RNP 0.3 etc.), the use of RF Legs (which itself is problematic as not all aircraft are certified to fly these), the visual requirements needed for the approach and the navigational aids which may be used to support it. Often the approach charts contain incomplete information regarding these items. The name of the procedure is also not standard as they are called variously RNAV Visual, Visual RNAV as well as more obscure terms such as [RNVV 02] Visual RWY XX The important thing to remember is that regardless of the design, name or navigational requirements this is primarily a VISUAL procedure. The RNAV points depicting the route guidance are intended to keep the aircraft on a tighter track than would otherwise be achieved but the maneuvering, and terrain clearance, is accomplished by visual means ONLY. Work is currently underway to define the concept of operations for an RNAV guided Visual approach. Until this is completed the differences in this type of approach will continue, and extreme caution must be used when operating them

GLS Approaches Not a PBN Specification Based on GNSS augmented by GBAS
Provides precision approach analogous to ILS Cat 1 currently available Cat II/III in development Presented here for avoidance of confusion A GLS approach is one which uses GNSS augmented by GBAS (see PBN Concepts section) to provide a precision approach analogous go an ILS. Currently Cat I operations are supported however this type of installation has the capability to provide Cat II and III operations. A GLS approach is NOT a PBN specification and for this reason it is mentioned here for the avoidance of confusion only, so that the pilot will be aware of it's existence and not confuse the GLS approach with the RNP approach

Charting Common Charting Issues: No PBN Requirements Box
- Info in notes/ header section - PBN Navigation Specification detail omitted - DME-DME RNP 0.3 NA (Not Authorized) No Minimum Temperature Box - As above, information in general notes FMS/GNSS equipment procedure identification not consistent - RNV may be used Existing charts for RNP Approaches are not currently aligned with the ICAO standard chart. The following is a list of commonly seem issues with the existing charts: Very few charts have a PBN requirements box. Often information relating to the procedure (for example the requirement to use RF Legs) will be included in the general notes section. These notes must be carefully reviewed to ensure all relevant information is understood. Few charts have specific information about the actual PBN Navigation specification used in constructing the procedure. For RNP APCH based approaches the note "DME-DME RNP 0.3 NA" is often used, and refers to the requirement for RNP 0.3 on final approach of an RNP APCH procedure. By specifying DME-DME is not authorized (NA) it implies GNSS required. Baro-VNAV charts will always detail the minimum temperature for the approach, however this will sometimes not be in a dedicated box on the chart but again will be contained within the 'general notes' section. Depending on the FMS or GNSS navigation equipment in use, the identification of the procedure may not precisely match the chart identification. Some systems display the procedures as "RNV", others currently display RNAV. MENU

Charting – US and Canada
RNAV (GPS) instead of RNAV (GNSS) - Equivalent US/Canada Chart Identification will not be harmonized - RNAV(GPS) RWY 23 remains North American standard Chart identification in the US will be written RNAV (GPS) instead of RNAV (GNSS), these two are considered equivalent since the wider GNSS is intended to incorporate more than just the US run GPS constellation but also BeiDou, Galileo and GLONASS. The US and Canada have indicated that they will not be moving to the globally standardized chart identifications detailed in the Charting section of this training package. Rather they have indicated that after 2022 they will continue to use the existing identification of RNAV (GPS).

Section 4: Helicopters [LEARNING OBJECTIVES] At the end of this section you should be familiar with the application of PBN to helicopter operations, including the use of Pins arrivals and Departures.

RNP 0.3 Specification RNP 0.3 Specifically designed for Helicopters
All Phases - En-route continental Terminal Offshore Low level Mountainous High Density airspace The PBN specification of RNP 0.3 was developed specifically for helicopters, to enable them to obtain maximum benefit from implementation of PBN. The specification is designed for use on all phases of flight, including continental en-route operations, terminal area (arrival, departure and initial/intermediate segments of approach) and servicing of offshore rigs. The benefits from allowing helicopters to operate to this specification include reduced separation from other traffic to allow simultaneous operations in dense terminal airspace, low level operations where multiple obstacles exist and more efficient noise sensitive routings.

RNP 0.3 Requirements GNSS ONLY RAIM or SBAS Augmentation
RAIM Prediction Service RNP 0.3 is predicated on the use of GNSS as the navigation sensor. The GNSS receiver must include augmentation either by RAIM or SBAS (see PBN Concepts section). Where augmentation is provided by RAIM, a prediction service is also required to ensure RAIM coverage for the intended operation. This may be accomplished using onboard equipment or by use of the NOTAM facility or a RAIM prediction tool. A predicted loss of RAIM of more than 5 minutes will require a change to the plan (delayed departure or alternate routing). In the case of a short term loss it MAY be permissible to continue with RNP 0.3 operations. Where SBAS augmentation is used there is no requirement for RAIM prediction services, provided the operation is entirely within the coverage of the SBAS service.

Operating Procedures Flight Plan Completion
Navigational Database Validity Selecting/Modifying the Procedure Position fix prior to Departure Preparation of Contingency Navigation Loss of RNP Capability Many of the operating procedures for RNP 0.3 are the same as for other PBN specifications, they are presented here for completeness and as a reminder. Prior to flight the flight plan should be annotated to indicate the PBN capability of the helicopter (see PBN Operational Aspects – Planning and Pre Flight), however it should be noted that currently there is no code for Block 18 of the flight plan which reflects RNP 0.3 RNP 0.3 operations require a valid navigational database which must be checked prior to operating (See PBN Operational Aspects – Planning and Pre Flight). Procedures must not be created from manual entry of waypoints, where a procedure or route is to be flown it must be selected in full by name from the navigational database (See Operating in PBN Airspace – SIDs and STARs). Once entered the procedure can only modified by direct routing to a waypoint, or by inclusion (at the request of ATC) of an existing waypoint nor usually associated with the procedure. The insertion of manually created points (defined by either Lat/Long or Rho/Theta) is not permitted For RNP 0.3 SIDs, the GNSS signal must be received prior to take-off Where contingency procedures are based on the use of conventional radio aids, these should be prepared in advance so that they are available in the event of a loss of RNP capability Any alert or failure which results in a loss of RNP capability should be notified to ATC for coordinating action.

Point in Space Approaches
Point in Space (PinS) Approach Helicopter Procedure - Instrument Segment followed by a visual segment PinS Mapt Instrument Segment Visual Segment H A Point in Space (PinS) approach is a helicopter only procedure which consists of an instrument segment followed by a visual segment. The instrument segment is based on the RNP APCH specification and is designed to take the helicopter to defined point in space, at which point (assuming the required visual references have been acquired) the helicopter will then navigate visually to the landing site. The instrument approach segment can be published using either LNAV or LPV minima. The visual segment following this is described as either 'Proceed Visual' or 'Proceed VFR' RNP APCH to a specified Point "Proceed Visual" or "Proceed VFR"

PinS - Proceed Visual Obstacle identification for straight in (+/- 30o) landing from Mapt to landing site Descent Point defined Direct Visual Segment Obstacle identification for landing from a direction other than directly from Mapt Maneuvering Visual Segment Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5 Proceed Visual implies the pilot is able to navigate visually, but in conditions which may not meet the State requirement for VFR flight. For PinS approaches including a Proceed Visual instruction, the visual segment may be defined as either "Direct" or "Maneuvering". Obstacle identification is provided which clearly indicates to the pilot the presence of any obstacles above a threshold elevation. On a Direct Visual Segment, obstacle identification is performed for the direct route from the Mapt to the landing site (note – direct means within +/- 30 degrees) is . A "Descent Point" is defined which specifies the portion of the visual segment to be flown at MDA prior to starting the final descent to landing. For a Maneuvering Visual Segment obstacle identification is provided for visual maneuvers around the landing location to allow a landing from a direction other than directly from the MAPt. Full details of the visual segments associated with a PinS approach can be found in Procedures for Air Navigation Services — Aircraft Operations, Volume I — Flight Procedures (Doc 8168)

PinS - Proceed VFR Passing the Mapt transition to VFR
(State rules apply) Pilot responsible to see and avoid Obstacles HAS Diagram Detailed information in PANS OPS Vol I Part I Section 8 Ch. 5 For a Proceed VFR instruction the pilot transitions from IFR to VFR flight on passing the Missed Approach Point (Mapt). From this point the pilot is responsible for seeing and avoiding obstacles. VFR criteria may vary depending on the State in which the operation is conducted, and will need to be confirmed prior to operating. A "Height Above Surface" (HAS) diagram will be provided, centered on the PinS Approach Mapt, indicating the difference in height between the OCA and the elevation of the highest obstacle within the indicated area (normally 1.5 Km). Full details of the visual segments associated with a PinS approach can be found in Procedures for Air Navigation Services — Aircraft Operations, Volume I — Flight Procedures (Doc 8168)

Point in Space Departures
Similar in Concept to the PinS Approach Depart Visually Visual Segment, and Instrument Segment beginning at the IDF. Depart Visually to join Procedure at Point in Space Proceed VFR Depart and remain in VFR Conditions Until Joining the Instrument segment at the IDF Initial fix IDF – Flyby Waypoint Obstacle clearance assured on Instrument Segment Instrument Segment based on PBN specification (e.g. RNP 0.3) Point in Space (PinS) departures operate on a similar concept to the PinS approach. The departure consists of a visual and an instrument segment. The pilot will maneuver visually from the departure site to the initial fix of the instrument segment (IDF, identified as a flyby waypoint on the chart). On reaching the IDF the pilots transitions from visual to instrument flight to join the PBN departure route. Details of the PBN specification used for this segment will be shown on the chart.

Visual Segment Same definitions as for PinS Approach
"Proceed Visually" - Obstacle identification provided "Proceed VFR" - Pilot responsible to 'see and avoid' Detailed information in PANS OPS Vol I Part I Section 8 Ch. 4 As for the approach, the visual segment of a PinS departure may be planned using a 'Proceed Visual' or a 'Proceed VFR' instruction. 'Proceed Visually' implies that obstacle identification in the departure area has been performed, whereas for a 'Proceed VFR' the pilot is solely responsible to see and avoid obstacles. Full details of the visual segments associated with a PinS departure can be found in Procedures for Air Navigation Services — Aircraft Operations, Volume I — Flight Procedures (Doc 8168) MENU

Helicopters Review Questions

RNP 0.3 is intended for use by helicopters
In the terminal area only In the terminal area and for offshore operations In all phases of flight including terminal, en-route and offshore A PinS arrival is best described as A PBN instrument segment followed by a ILS approach A PBN instrument segment to an RNP APCH approach A PBN instrument segment, followed by a visual segment which is identified as 'Proceed Visual' or 'Proceed VFR'

When given a clearance to 'Proceed VFR' during a PinS approach
Obstacle identification is provided State VFR rules apply, the pilot is solely responsible to see and avoid obstacles No specific minima apply as long as the pilot is able to navigate visually

Performance Based Navigation

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