performance based navigation implementation

Performance Based Navigation ImplementationLessons Learned

Ron Doggett

Bridge to Nowhere, Whanganui National Park, NZ

PBN requires integrated planning!

Contents

Australian PBN implementationPBN in the CNS / ATM environmentProject managementOperational authorisationsAirspace route structure transitionState PBN transition planAPV Baro-VNAV implementationRegional harmonisation

AUSTRALIAN PBN IMPLEMENTATION

Australian PBN Implementation

CAO 20.91 (Navigation Authorisations) came into effect 18 July 2012.CAO 20.18 equipment mandates came into effect 23 August 2012.

IFR aircraft require ADS-B and GNSS from 4 February 2016.

Australia is one of the first States to have PBN specific rules implemented.

Australian PBN Implementation Lessons

But…Implementation has not been smooth:

Rules were in place before implementation was considered;CASA procedures and business systems do not support the navigation authorisations required;

Applications cannot be processed easily.

There was no transition plan to transition the airspace / route structure to PBN.

PBN IN THE CNS / ATM ENVIRONMENT

Airspace Fundamentals

Airspace capacity is determined by the separation standard applied.Minimum separation is a function of the CNS and ATM system capabilities.All four elements require a regulatory infrastructure defining requirements and standards.

CNS / ATM Environment

The modern CNS / ATM environment is complex!There are numerous interrelationships that all have to be considered:

Operational infrastructure.Regulatory infrastructure.

ATM

Comms

Surveillance

PBN

RVSM

Approvals / Authorisations

Aerodromes & Airspace

Rules

TAWS & HTAWS

SSRADS-BADS-CMlatA-SMGCS

En-route

GNSS:ABASSBASGBAS

ContinentalOceanic/Remote

Continental

AirworthinessOperationsAirspaceATM

AerodromesAirspaceInstrument ProceduresAIPAIS Databases:

NavigationAirportTerrainObstacle

Parts:43, 61, 91, 121, 125, 135, 139, 171, 172, 173, 175

Regulatory process:ProceduresBusiness SystemsOps AuthorisationsOp Specs

Navigation

Regulator

Advisory Circulars

TerminalApproachRNP AR ops

State Air Navigation Plan

ATNVHFHFCPDLCSAT VoiceDFIS

Data / Information

Operational Authorisiations

ANSP authorisations

Route/Airspace Performance Requirements

PBN IMPLEMENTATION PROJECT

PBN Implementation Project

A PBN implementation project must be comprehensive and address all elements:

Rules;Advisory material;Regulatory processes and business systems;

Issuing navigation authorisations;

Airspace transition to PBN.Transition to PBN systems;

PBN Rules

PBN rules design must:Establish a head of power to provide the authority for the rules.Delegate authority for operational approvals to an appropriate level.Define the functional and performance requirements for each navigation specification.Define the relevant standards to be applied.

Incorporation By Reference

Do not incorporate the PBN Manual into rules by reference.

Vol II Part A Ch 1 Para 1.2.10 clearly states that the purpose of the manual is to assist States to develop their own PBN rules and that the manual should not be used for certification purposes.

Incorporation by reference is subjugating State law to foreign persons unknown.

The PBN Manual navigation specifications do not contain all applicable requirements.

Rules Structure

The structure of the PBN rules and advisory material must be designed to:

Fit into the State regulatory structure;Provide the requirements in the rules with acceptable means of compliance and guidance material in the Advisory Circulars;Fit into the regulatory procedures and business systems.

Deeming Provisions

Including deeming provisions into the PBN rules reduces the overheads for operators and the regulator.Deeming provisions make use of previously demonstrated compliance.CASA is using deeming provisions for stand-alone systems and for airspace transition.

Business Processes

Regulatory business processes must be efficient:

In most States, the operators are paying!Assessment procedures should be as simple as possible yet rigorous enough to ensure compliance.

Application forms should be comprehensive.

Issuing Navigation Authorisations

Having determined compliance, the regulatory infrastructure must allow the issuing of navigation authorisations.The authority to issue must be delegated to an appropriate level and to competent personnel.Authorisations should be issued via Op Specs for AOC holders and Letters of Authorisation for non-AOC holders.

OPERATIONAL AUTHORISATIONS

Operational Authorisations

A transport aircraft carrying out international operations will require ≈ 20 operational authorisations per aircraft.

The number or authorisations needed is a function of the operations being undertaken.Transport aircraft will commonly require 10 navigation authorisations plus 3 supplemental authorisations.

Operational authorisations are independent and are not hierarchical.

Operational Approvals Needed

Required Vertical Separation Minima (RVSM).Performance Based Navigation:

10 Independent navigation specifications;Supplemental approvals:

RF legs, Baro VNAV, Fixed Radius Transition, Time Of Arrival Control.FANS 1/A & CPDLC.

ADS-B / ADS-C:4 ADS-B Out variations:

CASA CAO 82.1, EASA AMC 20-24, RTCA DO-260A, RTCA DO-260B.ADS-B In.

Cat II/III ILS / Autoland.Extended Diversion Time Operations.

Operational Approvals

Operational Approvals are the key to the implementation of the emerging air navigation system.

Without operational approvals, operators will not be able to take advantage of the emerging technologies.

An operational approval is about:An OPERATORconducting that OPERATIONwith that AIRCRAFTin that AIRSPACE

Operational ApprovalsAn operational authorisation and use requires:

Communications;Navigation; andSurveillance.

For example, flight in RNP 4 airspace requires:

RNP 4 navigation, CPDLC and ADS-C with crew training and checking.

Operational Approval Content

Operational ApprovalOperational Approval

Airworthiness Continued Airworthiness Flight OperationsAircraft requirements:• Function & Performance• Installation• Design standards

• Maintenance schedule• Configuration management• Maintenance procedures• Parts• Test equipment• Training

Syllabus• Competency

• Operating procedures• Route Guide• MEL• Training

SyllabusMeans of delivery

• Competency• Continued competency

• Certification procedures• Business systems• Training• Competency

Head of Power• Requirements• Standards• Authority

Regulator Infrastructure

Rules

AMC

AirworthinessCompliance with airworthiness requirements must be determined.

Approval is at the aircraft level.Includes equipment and the aircraft installation.

New production aircraft have airworthiness approvals identified in the AFM and / or OEM Service Letter.

Airworthiness approval is usually straightforward.Legacy aircraft require more detailed analysis.

Compliance with requirements may require detailed certification activity.

Tier 3+ aircraft modification configuration can be a problem.

Some approvals are addressed by OEM Service Bulletin.

Continued AirworthinessEach operator is responsible for ensuring that each aircraft is maintained compliant with its type design.Continued airworthiness elements that must be addressed:

Maintenance schedule.Configuration management, particularly software & electrical load analysis.Maintenance procedures.Parts.Test Equipment.Training & competency.

Flight OperationsFlight operations element must address:

Operating procedures.Route Guide.Minimum Equipment List.Crew training.

Includes the syllabus and delivery methods.Training requirements are included in ACs.

Simulator exercises.Crew competency.Continuation training and currency.

Operational Approval Process

Operator completes the application form to demonstrate compliance with the relevant requirements. Application and substantiating data is submitted to the Regulator for approval.When compliance has been demonstrated, an Authorisation may be issued.

Australian ProcessAustralia is proposing to implement a system where one application covers multiple operational approvals.Focus is on first-of-type for the operator.Additional aircraft or authorisations will focus on differences.Authorisations will be issued via Op Specs or a Letter of Authorisation.

Most non-AOC authorisations will by through deeming provisions.

AIRSPACE TRANSITION TO PBN

Airspace and PBN

Airspace and the route structure are part of the PBN environment:

They must also transition to PBN.All airspace / routes must have a designated performance specification, otherwise there is no means of :

defining aircraft requirements;defining pilot training and competency requirements;separation standards to be applied; andMinimum safe altitude for the area or route segment.

Australian Airspace Transition

Australia has many “RNAV” routes that have no designated performance requirement.

There are both en route and terminal area routes.There are some RNP 10 routes across the Australian Bight.There are some GNSS (GPS) routes in SA and WA.

Transition ProposalFrom 14 November 2013:

All en route airspace and routes will be designated RNAV 5 unless designated otherwise.All terminal area airspace and routes (SIDs and STARs) will be designated RNAV 1 unless designated otherwise.

CAO 20.91 revision will add deeming provisions:

RNP 4 and RNP 2 will be RNAV 5 compliant.RNP 1 will be RNAV 1 compliant.

PBN End State

From 4 February 2016:All en route airspace / routes not otherwise designated will be RNP 2.All terminal area airspace / routes not otherwise designated will be RNP 1 .RNP 0.3 route structures will be implemented to support metropolitan and offshore support helicopter operations.

Oceanic Airspace

Current route structure will remain in place.Oceanic routes will be RNP 10 or RNP 4.Trans Tasman routes may see early implementation of RNP 2 for local operators.

The initial implementation will be validation of RNP 2 oceanic operations.

RNP 2 will be expanded further in consultation with neighbouring States.

System Safety AssessmentPBN Manual Vol II Part A Ch 1 Para 1.2.9 requires a system safety assessment as part of PBN implementation.All elements of the system must be included:

Airspace / route structure and procedure design;Aircraft capability;ATM system.

System safety is part of the design, not an add-on at the end.

APV BARO-VNAV IMPLEMENTATION

ICAO Resolution

ICAO Assembly resolution A37-11 established criteria for:

All IFR runway ends to have approaches with vertical guidance by 2016.IFR runways without vertical guidance should have straight-in approaches.

Few States are meeting the ICAO Assembly Resolution A37-11 goals.

APV Baro-VNAV

APV Baro-VNAV procedures require validation but there are no validation criteria.Validation requires aircraft capable of Baro-VNAV operations:

Such aircraft are not readily available for validation tasks and are expensive.

Few Baro-VNAV procedures have been implemented in the region (except for RNP AR).

REGIONAL HARMONISATION

Harmonisation Goals

Harmonisation is required regionally and between States to:

Develop ICAO policy and standards that meet APAC regional needs.Provide seamless operations throughout the region.Integrate airspace and flight operations planning to maximise the benefit from ATM and fleet capabilities.Adopt common operational approval procedures.

ICAO Policy & StandardsRegional harmonisation is needed to ensure ICAO policy and standards meet APAC needs.

Solutions from other regions do not necessarily meet APAC needs.

ICAO ASBU implementation needs harmonisation to gain maximum benefit.PBN Manual needs additional material.

The completed Manual needs to meet regional needs.

Seamless OperationsHarmonisation between States is key to attaining seamless operations.State and FIR airspace requirements must be harmonised to avoid boundary discontinuities.Airspace and aircraft capabilities need harmonisation maximise the benefits.

This is important in the transition to PBN. Use common ATC standards and terminology.

Operational Approvals

Common standards and practices are needed for operational approvals.

Operational approval criteria should be harmonised throughout the region.

Foreign approvals should be accepted by States.

States should not re-approve foreign operators.States are expected to exercise due diligence when accepting foreign approvals.

SummaryThe PBN Manual is a compendium of navigation specifications and each is independent.PBN implementation requires:

A comprehensive plan that includes all elements:Rules and guidance material;

Regulatory business systems and processes;Operator transition.Airspace / route structure transition.

Implementing APV Baro-VNAV is not as easy as it sounds!Harmonisation is key to seamless interoperability.

Questions?

Millau Bridge, France

Contacts:

Ron DoggettIan Mallett

pbn@casa.gov.au