ATCOs Sensitization Class

PBN based Instrument Approach

Procedure
At VOML Airport

LD MOHANTY, Jt.GM(ATM-FPD)
CHQ, New Delhi
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Learning Objectives
 By the end of this presentation, you will know:
 IFP process and types of operation.

 What is PBN?

 Benefits of PBN

 Main components of RNP Approaches

 RNP Approach Charts of your station.

 Separation Standards in non-Surveillance Environment

 Phraseology
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Instrument Approach Procedure Process
 Design of IAP on the basis of latest survey data and aerodrome data .

 Submission to DGCA

 DGCA approval for Simulator trial

 Simulator trial reports submitted to DGCA

 DGCA approval for flight trial

 Flight trial report submitted to DGCA

 DGCA approval for promulgation of IAP

 Publication of procedure through AIP supplement

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Instrument Approach Procedure Process
Procedure Validation

 Independent assessment
 Use of validation tools
 Use of aircraft simulators
 Flight checks

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Instrument Approach Operations

Instrument
approach
operations

3D
2D
Lateral & Vertical
lateral Navigation
Navigation
Guidance
Guidance
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Instrument Approach Operations

Type DH/MDH/OCH Visibility(RVR)

Type A ≥ 250 ft
Type B < 250 ft
Type B (CAT I) ≥ 200 ft 800 M(550 M) or >
Type B (CAT II) < 200 ft not less than 300 m
> 100 ft

Type B (CAT III A ) Lower than 100 ft not less than 175 m

Type B (CAT III B ) lower than 50 ft not less than 50 m

Type B (CAT III C ) no DH NO RVR

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Instrument approach procedure (IAP)
Non-precision approach (NPA) procedure
 Designed for 2D instrument approach operations Type A.
E.g. VOR, NDB, LNAV

Approach procedure with vertical guidance (APV)

 PBN instrument approach procedure designed for 3D instrument approach operations
Type A.
E.g. LNAV/VNAV(APV), LPV(APV1)

Precision approach (PA) procedure

 Based on navigation systems designed for 3D instrument approach operations Type A or
B.
E.g. ILS, GLS and SBAS CAT I

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Instrument approach procedure (IAP)

Non-precision approach (NPA) procedure

 Designed for 2D instrument approach operations

 Type A.

 E.g. VOR, NDB, LNAV

Because no Vertical
Guidance and OCH > or
= 250 ft.

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Instrument approach procedure (IAP)

Approach procedure with vertical guidance (APV)

PBN instrument approach procedure designed for 3D
instrument approach operations but Type A.
LNAV/VNAV(APV)
LPV(APV1)

DH > or = 250 ft and GAGAN certification

of 250 ft.

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Instrument approach procedure (IAP)

Precision approach (PA) procedure

• ILS
• GLS
• SBAS CAT I (LPV) OCH<250 FT
• 3D instrument approach operations
• Type A or B depending upon DH

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Quiz-1
What is 2D approach and Type A operation?
lateral Navigation Guidance
MDH/OCH >= 250 ft
What is 3D approach and Type B operation?
Lateral & Vertical Navigation Guidance
DH < 250 ft
ILS is ___________ Approach.
3D approach
LNAV is __________Approach.
2D approach
SBAS Cat I is ________ approach?
3D approach/
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Area Navigation/PBN
 Area Navigation is a method of navigation which permits
aircraft operation on any desired flight path:
 Within the coverage of station-referenced NAVAIDs, or
 Within the limits of the capability of self-contained system, or
 A combination of these capabilities
 Area navigation is the key enabler for the Performance
Based navigation (PBN)

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What is PBN?
 PBN stands for Performance Based Navigation
 Comprises of RNAV and RNP
• RNAV – Area Navigation
• RNP - Area Navigation with on-board performance
monitoring and Alerting(OPMA) requirement.

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Benefits of PBN

REDUCES
INFRASTRUCTURE
INCREASES IMPROVES
AIRSPACE OPERATIONAL
CAPACITY EFFICIENCY

REDUCES
ENVIRONMENTAL IMPROVES
IMPACT SAFETY

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Why PBN?

ICAO Assembly Resolution A37-11

State s co m p lete a P B N im p le m e ntati o n p lan to ach ieve :

• Im p le m e ntati o n o f R N AV an d R N P o p e rati o n s fo r e n

ro u te an d te rm in al are as.

• Im p le m e ntati o n o f ap p ro ach p ro ce d u re s w ith ve rti cal

gu id an ce (A PV ) (B aro -V N AV a n d /o r au gm e nte d G N SS),

in clu d in g LN AV-o n ly m in im a .

• Target d ate - 2016

PBN Global Goals

States complete a PBN implementation plan to achieve:

• Implementation of RNAV and RNP operations for en
route and terminal areas.
• Implementation of approach procedures with vertical
guidance (APV) (Baro-VNAV and/or augmented GNSS),
including LNAV-only minima.
• Target date - 2016
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Waypoints

 A specified geographical location expressed in WGS84

coordinates
 Used to define an area navigation route or flight path of
an aircraft employing area navigation
 Two types of waypoint is used to define a flight path
 Fly-over waypoint :
 Fly-by waypoint :
 Fly-by waypoint is preferred
but MAPt, MAHF and HWP are
always Fly-over waypoint

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Waypoints
 Waypoints are defined to express
 Function, e.g. IAF, IF, FAF, MAPT, beginning of a STAR etc.
 Turning point
 Reporting point
 Speed or altitude constraint
 Number of waypoint should be limited to a minimum
 Within a straight segment, no more than 2 additional waypoints
which are fly-by waypoints.
 Navigation system has a function of “turn anticipation” to
transition to the next segment upon turning at fly-by
waypoint
 Turn anticipation distance prior to fly-by waypoint depends
on aircraft speed, bank angle, etc.
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Waypoints

 Waypoint tolerance (PBN)

ATT

XTT

ATT

The reason to consider the waypoint

XTT
tolerance area is to protect aircraft
strayed from the course because of
the combination of navigation system
error, flight technical error and path
definition error.
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Components of the Lateral
TOTAL SYSTEM ERROR (TSE)

Navigation System
Navigation SystemError
Error(NSE)
(NSE)

PathDefinition
Path DefinitionError
Error: : (PDE)
(PDE)
TSE
TSE

FlightTechnical
Flight TechnicalError
Error: :FTE
FTE

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Minimum Length

 Minimum Stabilization Distance (MSD)

 The minimum distance to complete a turn maneuver and after
which a new maneuver can be initiated
 Segment shall be long enough
 To allow aircraft to perform turn and stabilization
 Where no turn is required, to achieve the constraint at the waypoint

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Minimum Length

 Case 1 - Fly-over (FO) and Fly-by (FB)

Combination L1 L2

Minimum length of segment : L1+L2

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Minimum Length
 Case 2 - Fly-by (FB) and Fly-by (FB)
Combination

L1 L2

Minimum length of segment : L1 + L2

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Minimum Length

 Case 3 - Fly-over (FO) and Fly-over (FO)

Combination
L1

Minimum length of segment : L1

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Track Resultant Distance (TRD)

 For fly-by turns, aircraft is descending ABEAM the waypoint

 TRD is used for the calculation of Descent Gradient (DG)
 DG = h / TRD
D IAF

TRD
IF

FAF

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Quiz-2
What is a Way Point?
A specified geographical location expressed in WGS84
coordinates
How many types of Way Points?
Two types of waypoint is used to define a flight path
 Fly-over waypoint
 Fly-by waypoint
What is the use of MSD?
The minimum distance to complete a turn maneuver and
after which a new maneuver can be initiated
What is the use of TRD?
TRD is used for the calculation of Descent Gradient (DG)
DG = h / TRD RNP
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BREAK
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PBN Concept-Component

NAVIGATION
APPLICATION

NAVAID
NAVIGATION
INFRASTRUCTU
SPECIFICATION
RE

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Navigation Infrastructure

Ground-based Navigation Aids

(NAVAIDs) NAVAID
 VOR, DME, (Not NDB) INFRASTRUCTURE

Space-based NAVAIDs
 GNSS
 GPS, GLONASS, Galileo,
BEIDU (COMPASS)
(Self contained NAVAIDs)
 INS/IRS, FMS
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Augmentations
Navigation Infrastructure

GPS
Three types
of
augmentati
ABAS Aircraft Based Augmentation System

Glona ons
ss
Galile
GBAS Ground Based Augmentation System

SBAS
Satellite Based Augmentation System
Beido
u

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Navigation Specification

On-Board Performance
Monitoring and Alerting

RNAV RNP
 On-board performance monitoring and alerting
 O n -b o ard p e rfo rm a n ce m o n ito rin g an d ale rti n g
cap a b iliti e s p ro vid e : (O P M A )

capabilities provide: (OPMA)

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Navigation Specification

 RNAV and RNP

 R N AV a n d R N P

RNP 1
RNAV ± 2RNP Value
Alert to Pilot
1
Containment limit 2 NM (2RNP) 2XTSE

1 NM 95% of flight time (1XRNP) TSE

Track
Centerline

1 NM 95% of flight time (1XRNP)

Containment limit 2 NM (2RNP)

The Key Difference :Even though both RNAV1 & RNP1 aircrafts remains
within Total system error (+/- 1NM) for 95% of flight time but for RNP1
On-Board Performance Monitoring and Alerting

The Key Difference :Even though both RNAV1 & RNP1 aircrafts remains
within Total system error (+/- 1NM) for 95% of flight time but for RNP1
On-Board Performance Monitoring and Alerting
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Navigation Specification

NAVIGATION
SPECIFICATION

RNP Specifications RNAV Specifications

RNP 4 RNP 2 RNP with RNAV 10

RNP 1 additional RNAV 5
RNP 2 (Oceanic &
A-RNP requireme Remote) RNAV 2
(Oceanic
RNP nt (TBD) RNAV 1
& Remote)
(Rn-route &
APCH (e.g. 3D, Terminal)
RNP AR 4D)
APCH
RNP 0.3
(En-route &
Terminal)

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Navigation Application

NAVIGATION
APPLICATION

 The APPLICATION (use of) the Navigation

Specification and Navigation Infrastructure –
 Routes based on RNAV and RNP Specifications
(these rely on the Navigation Infrastructure);
 SIDs/STARs based on RNAV and RNP
Specifications;
 Approach procedures based on RNP Specifications
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Navigation Spécifications vs.
Navigation Infrastructure

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Navigation Application

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Satellite Based : GNSS
Receiver “Mode” is automatically selected for each flight phase:
 Enroute Mode 30NM from ARP or further
 Terminal Mode Within 30NM from ARP
 Approach Mode After 2NM prior to FAF (Final Approach Fix)

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Quiz-3
What are three components of PBN?
Nav Infrastructure, Nav specification and Nav
Application

RNP APCH( LNAV,LNAV/VNAV, LPV and RNP

AR APCH) comes under which component?
Nav Specification

What is the Major difference between RNP

and RNAV?
OPMA

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Path Terminators

 What is Path Terminators?

 Transform procedures into coded flight path
 Set of two alphabetic characters that define the flight path along the
leg, and the terminator or end-point of the leg
 Instruct to navigate from a starting point to a specific point of
terminating condition
 Only ONE Path Terminator associated with a WP, but additional
constraints (altitude or speed) are possible

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Path-Terminator

 ARINC 424 Path Terminator

IF Initial Fix HF Hold to Fix
TF Track between Fixes HA Hold to Altitude
RF Radius to Fix PI Procedure turn to intercept
DF Direct to Fix CI Course to intercept
CF Course to Fix CD Course to DME Arc
CA Course to Altitude
CR Course to VOR radial
FA Fix to Altitude
FC Course from Fix
VA Heading to Altitude
FD Fix to DME Arc
VI Heading to Intercept
FM Vectors from Fix AF DME Arc to Fix

HM Hold for clearance VD Heading to DME ARC

VM Heading to Vectors VR Heading to VOR Radial
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Path Terminators

 TF : Track between Fixes (Fly-Over)

Navigate towards the ending waypoint on the track between

the two waypoints

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Path Terminators

 TF : Track between Fixes (Fly-By)

Navigate towards the ending waypoint on the track between

the two waypoints

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Path Terminators

 DF : Direct to Fix

From the actual position navigate direct to the ending

waypoint whatever the track is.

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Path Terminators

 CF : Course to Fix

135
°

Navigate towards the ending waypoint on a specified track.

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Path Terminators

 CA : Course to Altitude
 VA : Heading to Altitude Unspecified position

090°

8000’

Navigate towards assigned altitude on a specified course

Navigate towards assigned altitude on an assigned heading
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Quiz-3
What is Path terminators?
Transform procedures into coded flight path
Set of two alphabetic characters that define the flight path along the leg,
and the terminator or end-point of the leg
Instruct to navigate from a stating point to a specific point of terminating
condition

 Some commonly used path terminators

are…
TF,DF,CF, VA and CA

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BREAK
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RNP APCH
•RNP Y 06

•RNP Y 24

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Procedure Construction

 Approach – Initial/Intermediate Approach Segment

 Applicable navigation specifications : RNP1/RNAV1
 Area of Width (AW)
• ½ AW = 1.5 XTT + buffer value (BV)
• AW changes at 30NM from ARP
Navigation specification RNP FTE IMAL ATT XTT BV 1/2AW
RNP1 greater than 30 Nm ARP 1 0.5 0.8 1 2 3.5
< 30 Nm ARP 1 0.5 0.8 1 1 2.5
RNAV1 greater than 30 Nm ARP 0.5 2 1.6 2 2 5
< 30 Nm ARP 0.5 1 0.8 1 1 2.5

 Minimum Obstacle Clearance (MOC)

• MOCIAS : primary area 300m(984ft), secondary area 300 – 0m
• MOCIS : primary area 150m(492ft), secondary area 150 – 0m

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T or Y Bar Procedures

 T Bar Concept

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T or Y Bar Procedures

 Y Bar Concept

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RNP APCH(LNAV IAP)
RNP Approach
Applicable navigation specification : RNP APCH
Area of Width (AW)
•½ AW = 1.5 XTT(X-Track Tol.) + buffer value (BV)

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Procedure Construction
 RNP Approach

30 1/2AW FAF
° 1.45NM
1/2AW IAF/IF/Missed 1/2AW IAF/IF 2.5NM 1/2AW MAPT
Approach <30NM ARP 0.95NM 15
°
Track Track
XXX° XXX°
IAF IF FA MAP
F t

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Procedure Construction
 RNP Approach
1/2AW IAF/IF/Missed
1/2AW Missed Approach Approach <30NM ARP
<15NM ARP 15
°
15
°
Track Track
XXX° XXX°
MAPt MATP
ATT

15NM
ARP

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Baro-VNAV
 APV (Approach Procedures with Vertical Guidance)
 GNSS (lateral guidance) + Barometric altimeter (vertical guidance)
 Cannot be used with remote altimeter setting
 DA/H, not MDA/H
 No FAF and MAPt
 The LNAV-only FAF and MAPt are used to define the areas but are
not part of the VNAV procedure.
 RNP1 (or RNAV1) for initial, intermediate and missed approach, RNP 0.3
for final
 Vertical Path Angle defined from FAP to THR above 50ft
 Considers cold temperature correction during designing procedures
 Publishes a minimum promulgated temperature
 must not be used below the promulgated minimum temperature
 Identified as “LNAV/VNAV” in the minimum box

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Baro-VNAV

 Heading
 Title: RNAV (GNSS) to RNP
 Completed by Dec 2022
 Minimum Temperature RNP Y RWY06
 Minimum Box
 For APV: LNAV/VNAV
 For NPA: LNAV

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Baro-VNAV
 Temperature effect on final approach
profile Automatic
2400(FAF At 30°C, VPA = 3.0°
Temperature Compensation
Feature
) At 40°C, VPA = 3.2°

At ISA /MEAN SEA LEVEL

VPA = 2.9°
At 10°C, VPA = 2.85°

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Temperature effect on final approach profile

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Baro VNAV
 Altimeter Setting Error
QNH input 996 Hpa (-10 hPa
error)
Profile shift up 300ft
Possible risk: Destabilization
300f passing to virtual approach
t
300f Correct QNH setting 1006 hPa
t

QNH input 1016 Hpa (+10

hPa error)
Profile shift down 300ft
Possible risk: CFIT

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Baro VNAV

 Altimeter Setting Error

The aircaft flies a descent path which is 390 feet
(13x30ft) below the required path. The barometric
information display to the crew is incorrect. All
distance and barometric altitude checks during the
approach will be as per the chart, expect the altimeter
is 390 feet in error. al ath ro ach
rm p pp
No roach al a
p tu
ap Ac
h
pat
Correct DA using
QNH = 1013 hPa
QNH = 1000 hPa

Aircraft will fly to a DA which 390 feet

below the correct DA
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FPDAM

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LPV Procedure
Localizer Performance with Vertical guidance-LPV
RNP (Z)
(GAGAN) GPS Aided Geo Augmented Navigation
 Take advantage of the refined accuracy

 No effect of temperature

 Like an ILS, an LPV has vertical guidance and is flown to a Decision

Altitude/Height (DA/DH).

 Identified as LPV (minima box), Descend to DA/H

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FAS Data Block FOR LPV
FAS Data Block, stands for Final Approach Segment Data

Block, it contains the lateral and vertical parameters of final

approach to be flown.
LPV final approach segment will be promulgated using the FAS

Data Block process.

 This will be on board navigation database element and is

called “FAS Data Block”.

Each FAS Data Block ends with a Cyclic Redundancy Check

(CRC), which wraps around the approach data.

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Documents related to ATC

 PANS-ATM (Doc 4444, 16th Edition, 2016)

 Most criteria applied to conventional ATC
environment are also applicable to PBN
environment.
 Need to pay attention to specific characteristics of
PBN operations:
• Flight Plan (Ch.4 & Appendix 2)
• Separation minima (Ch. 5 & 6)
• Phraseologies (Ch. 12)
• Contingency procedures (Ch.15)

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Flight Plan
 ATC need to identify aircraft capability from the flight
plan
 Aircraft capabilities are shown at
 Item 10 Equipment and capabilities
a) presence of relevant serviceable equipment on board the
aircraft, e.g. GNSS, Inertial Navigation, DME, VOR
b) equipment and capabilities commensurate with flight crew
qualifications, e.g. GLS, LPV
c) where applicable, authorization from the appropriate
authority, e.g. PBN
 Item 18 Other information
• NAV SPEC/
• RMK/

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Flight Plan
 Item 10 Equipment and capabilities
 Following equipment codes need to be inserted in a) column to
show aircraft’s PBN capabilities

A GBAS landing system J7 CPDLC FANS 1/A SATCOM (Iridium)

B LPV (APV with SBAS) K MLS
C LORAN C L ILS
D DME M1 ATC RTF SATCOM (INMARSAT)
E1 FMC WPR ACARS M2 ATC RTF (MTSAT)
E2 D-FIS ACARS M3 ATC RTF (Iridium)
E3 PDC ACARS O VOR
F ADF P1–P9 Reserved for RCP
G GNSS (See Note 2) R PBN approved (See Note 4)
H HF RTF T TACAN
I Inertial Navigation U UHF RTF
J1 CPDLC ATN VDL Mode 2 (See V VHF RTF
Note 3) W RVSM approved
J2 CPDLC FANS 1/A HFDL X MNPS approved
J3 CPDLC FANS 1/A VDL Mode 4 Y VHF with 8.33 kHz channel spacing
J4 CPDLC FANS 1/A VDL Mode 2 capability
J5 CPDLC FANS 1/A SATCOM Z Other equipment carried or other
(INMARSAT) capabilities (See Note 5)
J6 CPDLC FANS 1/A SATCOM (Any alphanumeric characters not indicated
(MTSAT) used reserved)
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Flight Plan
 Item 18 Other Information
 PBN/ : Indication of RNAV and/or RNP capabilities. Insert up to a
maximum of 8 entries (16 characters)

RNAV SPECIFICATIONS RNAV SPECIFICATIONS

A1 RNAV 10 (RNP 10) D3 RNAV 1 DME/DME
B1 RNAV 5 all permitted D4 RNAV 1 DME/DME/IRU
sensors
B2 RNAV 5 GNSS RNP SPECIFICATIONS
B3 RNAV 5 DME/DME L1 RNP 4
B4 RNAV 5 VOR/DME O1 RNP 1 all permitted sensors
B5 RNAV 5 INS or IRS O2 RNP 1 GNSS
B6 RNAV 5 LORANC O3 RNP 1 DME/DME
C1 RNAV 2 all permitted O4 RNP 1 DME/DME/IRU
sensors
C2 RNAV 2 GNSS S1 RNP APCH
C3 RNAV 2 DME/DME S2 RNP APCH with BARO-VNAV
C4 RNAV 2 DME/DME/IRU T1 RNP AR APCH with RF (special AR)
D1 RNAV 1 all permitted T2 RNP AR APCH without RF (special
sensors AR)
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D2 RNAV 1 GNSS ession
Separation Criteria
 Separation of departing aircraft from
arriving aircraft
 If an arriving aircraft is following RNAV/RNP STAR, a
departure path should be clear of the arrival
protection area by:
• Vertical separation until passing the
predetermined compulsory reporting waypoint on
STAR
or
• Taking off before the arriving aircraft crosses a
designated waypoint on STAR &
• Lateral separation from the arrival protection area

45°
45°

45°
45°

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Contingency Procedures
 GNSS failure
 If ATC is aware of problems with the GNSS system, the information
shall be provided for pilot
 If GNSS interference is reported, ATC shall
• Inform pilot of location/area and altitude
• Notify related authority of the received information to find out
the source of interference and stop it
 GNSS NOTAM
 Availability of GNSS is published by NOTAM (RAIM prediction
Notam is issued on daily basis by all NOF centers)
 Pilot shall check the published NOTAM before flight planning and
take following actions:
• Adjust departure/arrival time to avoid the unavailable period
• Plan conventional navigation/approach/departure

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Phraseologies
Pilot/controller phraseology in case of vectoring followed by an RNP
final approach
- Pilot: Chennai/ABC124, requesting RNP Approach Runway 25
- ATC: ABC124/Chennai , Fly/turn L/R/ Heading XXX, radar vectoring RNP [final]
Approach Runway 25
- ATC: ABC124/Chennai , track direct LATEP, descend to XXXX ft QNH 1015, cleared
RNP Approach Runway 25

To establish aircraft position:

- ABC124/Chennai , report established on final approach track
- ABC124/Chennai , report passing final approach fix

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Phraseologies
GNSS status information
When aware of problems with the GNSS system, controllers will notify
the pilot specifying, where known, applicability in terms of type of
operation, location, geographical boundaries and times:
- ABC124/Chennai, GNSS reported unreliable
- ABC124/Chennai , GNSS may not be available due to interference
in the vicinity of UB until further notice

When aware of problems with the GNSS system, the Pilot will notify-
- Chennai/ABC124 , Unable RNP, Loss of RAIM, Request ILS Approach
- Chennai/ABC124 , RAIM alert, going around

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Phraseologies
To ascertain PBN approval status of an aircraft

- C: ABC124/Chennai Confirm RNAV1 (RNP1, RNP APCH, etc.) approved

- P: Affirm RNAV1 (RNP1, RNP APCH, etc.)

- P:Negative (Navigation Specification) [(ask alternative method of navigation)]

- P: Negative RNAV1 (RNP1, RNP APCH, etc.) Request radar vector

(or name of conventional procedure)

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Contingency Procedures
 Communication Failure
 Pilot will follow communication failure procedures published in
AIP

 ATC Responsibilities
• The use of RNAV/RNP does not change existing ATC and pilot
responsibilities.

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BENEFITS W.R.T NPA
1) NO GROUND AIDS
2) LOWER OCA(H)/LOWER VISIBILITY
REQUIREMENT
3) CENTER LINE APPROACH
4) 3D STABLE APPROACH
5) PROTECTION AREA IS LESS

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Any Questions?

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