APAC PBN UPDATE Meetings Seminars and...AUSTRALIAN PBN EXPERIENCE •Basic Navigation Regulations in...

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APAC PBN UPDATE

Ian Mallett

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2000 NM

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1928 – NDB

1948 – VOR

1950 - ILS

1960 – Omega

1960s - INS

1995 - GPS

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FIRST IFR GPS RECEIVER

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TSO C145/6 RECEIVERS

•Approved for primary means IFR

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GNSS APPROVALS

• 1995 primary means enroute

– 15 NM separation standard

• 1998 GPS non precision approaches

– 500+

• 2004 RNP 10

• 2006 RNP-AR approaches

• 2006 primary means GNSS

• 2007 GLS Sydney

• 2011 Baro-VNAV approaches

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272 Aerodromes

500+ RNAV (GNSS)

Approaches

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No ADF – GPS may be only aid

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DOMESTIC RNAV

• Approved in 1981!

• Single Inertial/Omega Unit Required

• 14 NM Separation Standard

– 7 NM CEP now available

• “AUSEP”

• Available in Australia FIR

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RNP RNAV

OPERATIONSB737 - 800

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NG TECHNOLOGIES

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SYDNEY GLS

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• TSO C129 Receiver

• RAIM

• CDI Scaling

• PANS OPS Design

• Data Base

• OPS Policy - AIP

• Pilot training

• Integrated INS/GPS

• Uses RNP

• No Scaling

• TERPS RNP

• Company Specific

• To Be Determined

• None Mandated

B737- NG RNAV (GNSS)

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• The area under the fog is Lake

Wakatipu, which after the fog

cleared looks like this..

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Ultimate RNP approach to Queenstown Rwy 05

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• Safety

– Runway aligned DA – almost anywhere

– Lateral & vertical guided approaches

– CFIT risks reduced

– Use of automatics

– Engine INOP solutions

• Operations

– Departure uplift

– Low minima

– Cost benefit

• Approval – individual airline via Instrument

RNP-AR BENEFITS

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DATA CONTROL

• European study

– 1 bit in 1000 in error in modern a/c data base!!

– Puts PBN implementation at risk

• AIS Transition

• RNP-AR needs special data oversight

– Pilots cannot detect data base errors

– Airlines now apply to all the data bases

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PBN at Work

High Noise

Medium Noise

Low Noise

Runway

Brisbane

City Centre

ILS Arrival/Approach

RNP Arrival/Approach

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PBN SAVINGS

• 26 July 2007 through to 25 July 2009,

controllers recorded 16,390 Qantas RNP-

Special approach operations into Brisbane.

• 3,100 RNP approaches that resulted in track

miles/minutes saved

• Approximately 55,946 Nautical miles saved

• Approximately 699,325 kg fuel saved

• Over 2,237,840 kg CO2 not emitted

• 300,000+ PBN ops

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APV REQUIREMENTS

• Aircraft certification (Baro-VNAV)

– Baro System

– FMC

– Data base

– Only 15% IFR aircraft are baro-VNAV capable

• Instrument Approach Design

– LNAV/VNAV - Pans Ops

• Provision of accurate baro – AWIS (BoM)

• Pilot training and rating

– Part 61

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APV IMPLEMENTATION

• Baro-VNAV15% of Aircraft

– 11 approaches initially

– 150+• Funding???

– Considerable misunderstanding by crews • Vertical „advisories‟

• SBAS– 85% of aircraft

– Study by Dept of Infrastructure – funding??

– Other users

– Regional SBAS?

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APV IMPLEMENTATION

• Trial Baro-VNAV Approaches

– 10-15 aerodromes

– Wagga design completed

• 200 other approaches

– $30 million!

• Survey

• Design and validation

• AWIB systems

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ADS-B in

Australia

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FL300

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ADS-B MANDATE

• ADS-B mandate above F290

– 2103

– CAO published

• Low Level Project cancelled (ATLAS)

– Means Radars and Nav Aids to be replaced

– Other aids to be refurbished/replaced $200m+

– More costly adoption of APVs

• Should we mandate GNSS navigation?

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PBN TRANSITION

• PBN Task Force concerns

– Cannot go directly to RNP-AR• Pressure by equipped operators

• Approval has taken 2-3 years in advanced States

• High levels of regulatory oversight

• Airlines have self-imposed restrictions

– Need basics first

• WGS-84

• Basic GNSS acceptance and use– Significant early benefits

• Data control

• Pilot, engineer, ATC training and endorsement

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PBN IS NOT ATM

• PBN is a navigation standard

• Need the other elements

– Communications

– Surveillance

• Common PBN based separation standards

• Regional implementation

– Cannot be „State only‟

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STATE RULE CONTENTS

• Aircraft airworthiness requirements

• Pilot, engineer and ATC training and

endorsement

• Instrument approach design standard

• ATC route design, separation standards

• Data control and regulation

• GNSS recording and reporting

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2012 FLIGHT PLAN

• New Flight Plan Format – Nov 2012

– * = PBN/

– Item 18 annotation

• Acceptable to ATS?

– APAC Flight Plan Task Force

• No carriage but capable aircraft

– Aircraft PBN „overlay‟ approved

• Can do NDB approach but not ADF fitted

– How to flight plan?

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APAC PBN WORK

• Regional PBN Plan

• Regional PBN Task Force Meetings– PBN Seminars

– Training Programs

• State Plans– Review by PBN Task Force

• Establishment of Flight Procedures Office (Beijing)

• Involvement in PBN Study Group

• Change of APV Resolution

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DME/DME PBN

• DME/DME RNAV – defined in PBN

• Seen as primary or backup in US and Europe

• Significant implementation issues

– Impact of single DME unserviceability

– APAC infrastructure cannot support this

• Do we have a regional back up/

– Is it needed?

• Limit RNP to GNSS?

– Don‟t regulate for DME/DME PBN in APAC

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A REGIONAL SBAS?

• APAC cannot meet ICAO APV resolution

– Limited number of Baro-VNAV aircraft

– Need 100% LPV = Need SBAS

• (or wait for enhanced constellations/equipment)

• How to progress a Regional SBAS

– PBN Task Force

– APEC GNSS Implementation Team (GIT)

• Successful SBAS trial

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AUSTRALIAN PBN EXPERIENCE

• Basic Navigation Regulations in place

• Very high level of industry acceptance

• Significant safety and financial benefits

• Transition to GNSS expected by industry

• Significant work required

– Internal standards development

– ASTRA Industry Body

• Technology before the Regulations!

– eg B737 – 800 RNP

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SATCOM VOICE

• ICAO - “Not for ATC Purposes”

– See AIC

• Issues

– No message delivery standards

– Human Factors of Voice

– No time stamp

– Aircraft integration including recorders

• Taken up with ICAO

– Allowed for one HF substitution in Nat Tracks

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REGIONAL ISSUES

• Lack of State rules for GNSS

• WGS-84 not completed

• Lack of GNSS straight in approaches

– New ICAO Resolution on APV

• Safety issue going straight to RNP-AR

• Lack of instrument approach designers

• Need for APAC air-route review

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ICAO global PBN navigation specifications

• Dual RNAV/RNP specifications

• Global specifications

• Performance based

• Prescribed performance requirements

• Single approval required – global

recognition between regulators

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

RNAV 10

RNP 4

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

RNAV 10

RNP 4

RNAV 10

RNP 4

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

RNAV 5

RNAV 1 & 2

RNP 2

RNP 1

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PBN navigation specifications planned for

APAC*

RNAV 10

RNP 4

RNAV 10

RNP 4

RNAV 5

RNAV 2

RNAV 1

RNP 2

RNP 1

RNP APCH

RNP AR APCH

RNAV 10

RNP 4

*Based on PBN TF7 review of State plans

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GNSS enabled RNP navigation specifications

• All RNP

specifications

RNAV 10

RNAV 5

RNAV 2

RNAV 1

RNAV 10

RNAV 5

RNAV 2

RNAV 1 • Seamless

interoperable

regional ATM

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Proposed APAC regional RNP framework

PBN

RNAV RNP

RNAV 10

RNAV 5

RNAV 2

RNP 4

RNP 2

RNP 1

RNP 0.3

RNP APCH

RNP AR APCH

RNAV 1

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ISSUES

• Education and training

– Skill shortages – instrument approach designers

• Variation in State capabilities

– State rule sets, pressure by operators

• Confusion over PBN Standards

– Ie RNP 0.3 is an enroute standard

– Advanced RNP? Exclusive airspace?

• Social issues – Noise vs Carbon!!

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QUESTIONS

DISCUSSION

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CONTACT

• Ian Mallett

– +61 2 6217 1736

– +61 2 6217 1700 fax

– +61 2 418 259 626 Mobile

– Ian.mallett@casa.gov.au

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ICAO 37th General Assembly Resolution A37/11 which

supersedes Resolution A36-23

“…a)States complete a PBN implementation plan as a matter of urgency to

achieve:…

2) implementation of approach procedures with vertical guidance (APV) (Baro-

VNAV and/or augmented GNSS), including LNAV only minima, for all

instrument runway ends, either as the primary approach or as a back-up for

precision approaches by 2016 with intermediate milestones as follows: 30

per cent by 2010, 70 per cent by 2014; and

3) implementation of straight-in LNAV only procedures, as an exception to 2)

above, for instrument runways at aerodromes where there is no local

altimeter setting available and where there are no aircraft suitably equipped

for APV operations with a maximum certificated take-off mass of 5 700 kg

or more;”