Performance-based Navigation and Data Quality

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1 ICAO APAC AAITF/8 Performance-based Navigation and Data Quality A Commercial Data Supplier View Bill Kellogg International Relations May 6-10, 2013 Ulaanbaatar, Mongolia Jeppesen Proprietary - Copyright 2012Jeppesen. All rights reserved.

2 Performance Based Navigation (PBN) PBN specifies RNAV system performance accuracy, integrity, continuity, availability + functionality Navigation specifications Designation RNP X Designation RNAV X On-board self, contained performance monitoring + alerting required On-board, self contained performance monitoring + alerting not required Note: For both RNP and RNAV designations, the expression X (where stated) refers to the LNAV accuracy in NM expected 95 % of the flight time by aircraft operating within the airspace, route or procedure. 2

3 Performance-Based Navigation Applications Navigation specifications RNAV RNP RNP10 Oceanic Remote RNAV 5 RNAV 2 RNAV1 Route Terminal RNP 4 Oceanic Remote RNP1 RNP APCH RNP AR APCH various phases of Terminal Operation RNP Additional requirement 3D & 4D (future)

4 Example of RNAV and RNP specifications En-route Continental En-route Oceanic Departure RNP 4 Arrival End of Departure Gateway Begin of Arrival Gateway IAF Approach Taxi Taxi At Gate Take off Landing At Gate For any particular PBN operation a sequence of RNAV and RNP applications can be used 4

5 Why RNP? Conventional Approach RNP Approach Efficiency / Fuel savings Environmental (e.g. noise, emissions) Airspace congestion Safety Benefits of RNP Decreased operating costs Increased revenue Reduced environmental impacts Increased schedule integrity Improved safety

6 RNP Approach requires highest quality data Why? Conventional Procedure Truth used to be an ILS localizer and glide slope beam The airplane flies a ground based signal that is always in the same position relative to the runway RNP Procedure Truth is the database The airplane flies to the waypoint, right or wrong

7 Consequences Virtually all worldwide procedures are avalable in on-board navigation databases In a world based on conventional navigation: Pilots have a Ground Truth FMS/GNSS provide guidance to a ground based navaid signal

waypoints, wherever the database says they are Dependent on

8 Consequences In a world of Performanced Based Navigation: Ground Truth is not available Nav system provides guidance to waypoints, wherever the database says they are Dependent on accurate data Data are mission critical Data Quality - The dark side of PBN?

9 . The airplane flies to the waypoint, right or wrong Actual Runway Location (orange) Official AIP Location (blue)

10 RNP especially need high quality data Navigation specifications RNAV RNP RNP10 Oceanic Remote RNAV 5 RNAV 2 RNAV1 Route Terminal RNP 4 Oceanic Remote RNP1 RNP APCH RNP AR APCH various phases of Terminal Operation RNP Additional requirement 3D & 4D (future)

11 Major data requirements for safe and efficient PBN operations Accurate WGS-84 coordinates with appropriate resolution for the operation No waypoint name duplication No waypoint names with two different sets of coordinate Clear designation of RNP type to enable RNP data coding

12 The Future Is Now Jeppesen E6B Flight Computer

13 Our AIM future is Digital Digital

14 The Future is Here Data Driven Gate-to-Gate Charting

manually flown, paper Digital Future Satellite based,

15 Evolution of Procedure Design and Charting Analog Past Ground navaid, complex, rigid paths, non-standard, manually flown, paper Digital Future Satellite based, simple, flexible paths, repeatable, predictable, data-driven, electronic 15

16 Integrated Flight Planning Load Flight Plans Saved Flight Plans Flight Information Performance Weight & Balance Dashboard

clearances & route depiction Taxi advisories on apron

17 Airport Moving Map 2nd Generation Next Generation of Features and Functions for Airport Moving Map Taxi clearances & route depiction Taxi advisories on apron & taxiways Runway Incursion support for Situational Awareness

18 Real Time Information Delivery & Integrated 4D Display Current and forecast weather data integrated along OFP Decluttered based on operational relevancy, flight level, severity, current and forecast time, etc. Updated when airborne on perrequest or on subscription & change

19 The Enroute Challenge 1962 Paper Chart 1977 Paper Chart 2002 Paper Chart 2012 Data Driven Charts

Air Traffic Management System Today: Not optimized ATC Airline Operations Center Separation, safety Optimize flow, increase capacity Global interoperability Flight Planning/Dispatch/Tracking

20 Air Traffic Management System Today: Not optimized ATC Airline Operations Center Separation, safety Optimize flow, increase capacity Global interoperability Flight Planning/Dispatch/Tracking Contingencies, Disruption Recovery ATC Collaboration CURRENT SITUATION Massive amounts of paper Labor-Intensive processes Limited systems Integration Missed opportunities to share information Heavy reliance on voice communications Limited updates to planes once airborne Outdated air traffic control system Regulatory not on pace with technology Navigation, Flight Optimization Reference Information Maintenance Operations Airport Operations Cabin Services Technical & Admin Tasks

Air Traffic Management System The Vision: Optimized, Shared ATC Airline Operations Center Separation, safety Optimize flow, increase capacity Global interoperability Flight Planning/Dispatch/Tracking

21 Air Traffic Management System The Vision: Optimized, Shared ATC Airline Operations Center Separation, safety Optimize flow, increase capacity Global interoperability Flight Planning/Dispatch/Tracking Contingencies, Disruption Recovery ATC Collaboration TARGET Transformed from Paper to Digital Automated processes Systems Integration/interoperability Intelligent information sharing Heavy use of data link communications Airplane gets regular/contextual updates Modern air traffic management system Responsive & pro-active regulatory Navigation, Flight Optimization Reference Information Maintenance Operations Airport Operations Cabin Services Technical & Admin Tasks

23 RNAV (RNP) Approach RNP (AR) Approach characteristics: Charted procedure title - RNAV (RNP) Source contains one of these notes "Special Aircraft and Aircrew Authorization Required" Is this still being used? "Authorization Required" "Approved Aircraft only" Source has an RNP value of less than 0.3 specified on the final segment to the runway RNP values on approach transitions or missed approach are less than 1.0 Use of RF leg within final segment RNP (Advanced/Basic) Aproach Characteristics: Charted procedure title - RNAV (GNSS) No RNP values less than 0.3 on the final segment No RF leg in the final approach segment 23

24 Authorization Required (AR) Notes AR Procedure Note Examples: Authorization Required GNSS Required RF Leg Required. SBAS VNAV Authorized (or Not Authorized) Uncompensated BARO VNAV 24

25 Multiple Approach Indicators Situation: Multiple approaches of the same type to the same runway Example: RNAV (RNP) RWY 36 and RNAV (GNSS) RWY 36 are multiple approaches of the same type to the same runway A multiple approach indicator should be used in the procedure title when there is more than one RNAV approach to a runway Example: RNAV (RNP) Z RWY 36 and RNAV (GNSS) Y RWY 36 Some avionics cannot handle multiple approaches of the same type to a runway When multiple procedure indicators are used A preferred approach should be designated, or documentation describing preferred approach characteristics should be in the AIP Typically the approach that has the lowest equipment requirements is designated the preferred approach Example: RNAV (GNSS) Z Rwy 01 APV (Not preferred) RNAV (RNP) Y Rwy 01 RNP (Not preferred) RNAV (GNSS) X Rwy 01 LNAV/VNAV (Preferred) 25

26 Waypoints Procedure source must include coordinates for: All waypoints used in the procedure Arc center points for RF legs Waypoint names should be 5-letters Avoid using ARINC 424 naming conventions CF35, FF35, etc. The naming conventions were created to handle waypoints not named by authorities and are often already used by data suppliers PANS-OPS (Doc 8168), Vol. II, Amdt 4 (17 Nov 2011), Part 3, Section 5 - Publication, Chapter 1 26

27 Waypoint Fly-by and Fly-Over Standard FMS behavior is to anticipate the turn Fly-by turns are a key characteristic of an RNAV flight path A fly-over indicator on a waypoint means the aircraft will initiate the turn after flying over the waypoint Basic coding rules Approach fixes are normally designed as fly-by MAP is always a fly-over waypoint Fixes not coded fly-over: Fixes on straight lines (geometry causes fly-over) RF fixes (RF leg geometry causes flyover) Holding fixes (fly-over by definition) 27

28 Path and Termination (path terminator) Descriptions of Leg Types Path How you get there (heading, course, etc.) Termination The event or condition that causes sequencings to the next leg

Note: Fly-over is executed by definition on RF leg entry and therefore, an indicator is not required.

29 Constant radius to a Fix (RF leg) Procedure source must include the following to support RF legs: ARC center fix with coordinates ARC radius ARC direction Overfly indicators should not be designated on the entry or exit fixes of RF legs. Note: Fly-over is executed by definition on RF leg entry and therefore, an indicator is not required. If an altitude is provided on an RF leg between the FAF and MAP, it should be the same altitude as the VNAV crossing altitude at that fix 29

30 RNAV (RNP) Approach Coding Specifications Procedure source must provide a coding specification for each segment of the approach. Transition identifiers should be designated for each transition route No additional information is required for the procedure to be coded 30

31 PANS-OPS (Doc 8168) Vol. II, Amdt. 4, Part 3, Section 5 - Publication, Chapter 1 31

32 RNAV (RNP) AR Approach Authorization Required 32

33 RNAV (RNP) APCH 33

34 Thank You

EPN, seminar AFIS, september 2013 Instrument approach procedures, PBN, GNSS

EPN, seminar AFIS, september 2013 Instrument approach procedures, PBN, GNSS By Frédéric BOISARD, AFIS-O at Cholet LFOU Thanks to Mrs Morgane BARDIEUX (DGAC DSAC/O) and to Mrs Corinne BOUSQUET (DGAC - DSNA/DTI)