Alain Belanger Manager Product Planning March 12 2013 1 We are expanding our involvement in the civil aerospace and aviation industry by engaging and supporting industry associations regulatory agencies government bodies on policy and regulatory developments ID: 227199
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Slide1
Evolution towards Performance Based Navigation and increased operational flexibility worldwide
Alain BelangerManagerProduct PlanningMarch 12, 2013
1Slide2
We are expanding our involvement in the civil aerospace and aviation industry by engaging and supporting industry associations, regulatory agencies, government bodies on policy and regulatory developments
We continue to enhance industry presenceSlide3
Bombardier cns
/atm leadershipInternational standards, manufacturer associations
3
International Civil Aviation Organization (ICAO)
GANIS symposium in Sept 2011
PBN Workshop in Oct 2012
ANC Conference in Nov 2012 (member of 3 delegations)
International Coordinating Council of Aerospace Industries Associations (ICCAIA)
CNS/ATM CommitteeGeneral Aviation Manufacturers Association (GAMA)
Technical Policy CommitteeFlight Operations Policy Committee
Avionics & Electronic Systems SubcommitteeAerospace Industries Association of America (AIA)
Air Transportation Services Committee Slide4
Bombardier cns
/atm leadershipBusiness jet operator associations
4
International Business Aviation Council (IBAC)
Member of CNS/ATM Working Group
Hosted WG meeting in April 2012
National Business Aviation Association (NBAA)
International Operators Conference Planning Committee (IOC)
Access Committee
Slide5
Agenda
Definitions & roadmap
5
1
2
En route & Terminal
Rnav
/
rnp
Benefits
3
RNAV (GNSS)/(RNP)
approaches & Benefits
4
RNAV (GNSS)/(RNP) approaches worldwide deploymentSlide6
Performance Based Navigation
Definitions & roadmap
6
Annual conference
March 12, 2013
VISION FLIGHT DECKSlide7
Performance Based Navigation (PBN)
Main objectives7
Safety
Capacity
Efficiency
Environment
Access
Source: ICAOSlide8
Performance Based
Navigation – RNAV/RNP
8
Evolving PBN worldwide for optimized airspace utilization
PBN Roadmap
(e.g. Advanced RNP, 4D trajectories)Slide9
PBN – RNAV & RNP current Specifications
Terminal & En route
9
Source: ICAOSlide10
PBN – ICAO ROADMAP
RNAV & RNP
10
Source: ICAOSlide11
PBN – RNP advanced (being defined)
All phases of flight
11
Source: EUROCONTROL
Description:
All-encompassing navigation specification addressing all phases of flight to maximise the benefit and to minimise cost to operators in gaining operational
approval
Advanced RNP benefit objectives:
Increasing
flight efficiency and overall efficiency of the ATM system
Providing greater
flexibility
in
placing ATS Routes, SIDS and STARS
where most convenient
Enable more optimized RNAV 1 or RNAV 5 routesRoutes can be placed where they better suit
aircraft performanceOpens more optimized flight paths with noise footprint reductionSlide12
PBN – 4D
trajectory (being defined)
Terminal & En route
12
Source: EUROCONTROL
Description of 4DTRAD:
Data Communication Supporting 4D Trajectory Concept (4DTRAD) is based on a number of basic operational and
environmental conditions
as well as ground capability for the expected time of applicability of
the Service
4DTRAD benefit goals:
Better flight efficiency flight profile and fuel burn optimisation as a result
of:
E
arly agreement with the Flight Crew on the trajectory to be flown
Leaving the decision on the best way to meet the constraints with the flight crew
Enhanced flight efficiency by early notification of arrival requirements, airborne and on ground, to reduce the need for severe sequencing
measuresIncreased predictability of the real trajectory that will be flown and of the arrival time will allow better planningSlide13
Performance Based Navigation
En route & Terminal Rnav/rnp Benefits
13
© Bombardier Inc. (All Rights Reserved)
Annual conference
March 12, 2013Slide14
PBN – RNAV 1 & 2 “Terminal”
SID & STAR – precision RNAV (P-RNAV)
14
Description
:
RNAV based
Standard
Instrument
Departure (SID) and Standard Terminal Arrival Route (STAR) procedures
Source: EUROCONTROL & France Aeronautical Information Publication (AIP)
Provides greater consistency in SID & STAR
procedures design
Allows
terminal airspace routes
that best meet the needs of airport/ATC/pilot alikeFacilitates more direct routes with simple connections to the en-route structure
Helps routes design considering environmental issues e.g. by-pass densely populated areasEnhances arrival and departure
streams segregation, thus reducing pilot/controller workloadSlide15
PBN – RNAV 5 “En route”
Description
:
Navigation method allowing aircraft operations on any desired flight path within
controlled airspace
Continental
Airways – basic RNAV (B-RNAV)
15
Source: EUROCONTROL
Improved
management in
traffic flowMore
efficient use of available airspace with more flexible ATS route structure by providing: More
direct routes (dual or parallel)Bypass routes for high-density
terminal areasAlternative or contingency routes (planned
or an ad hoc)Optimum locations for holding patterns
Optimized feeder routesR
eduction in flight distances resulting in fuel savingsReduction
in the number of ground navigation facilitiesSlide16
Pbn
– RNP 10 “en route”
Denser traffic capacity over oceanic and remote area due to:
Reduced separation between aircraft
Primarily for RNAV routes but permitted on non-RNAV routes in some areas
Possible time & fuel savings
Word areas with “50 NM” lateral separation reduction benefits: North Pacific (
NOPAC)West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas
Many more worldwideNote: Operational approval required
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)
Oceanic & remote areas
Description:Reduced lateral separation 50 nm between aircraft
Source: EUROCONTROL & FAA
16Slide17
PBN – RNP 4 “en route” (FANS 1/a
Eqpt)
Increased airspace capacity and fuel efficient route access due to:
Reduced separation between aircraft
Access to upcoming RNP 4 dedicated routes
No altitude loss when crossing to other aircraft tracks
More efficient ATC to pilot communication thru SATCOM CPDLCRequired to fly FL360-390 North- Atl. OTS tracks since Feb 2013 (except for 2 Core Tracks)
RNP 4 dedicated tracks and region coverage are planned to increase in Feb 2015 Note:
Operational approval required
© Bombardier Inc. (All Rights Reserved)© Bombardier Inc. (All Rights Reserved)
CDU Image © Rockwell Collins, Inc.
Oceanic & remote areas
Description:Reduced separation 30/30 nm between aircraft thru enhanced communication with ATC
Source: EUROCONTROL & FAA
17Slide18
Link 2000+
eurocontrol
mandate
Bombardier confidential
CDU Image © Rockwell Collins, Inc.
Required to fly in European airspace above FL285 in Feb 2013 (new aircraft)
1
or Feb 2015 (in-service aircraft)
2
Increased communication efficiency and reduced pilot workload
Will
increase European airspace air traffic management (ATM) capacity by automating routine tasks whilst improving safety
(1) A/C certificate of airworthiness after Dec 2010
(2)
A/C certificate of airworthiness
prior to Jan 2011
Description
:
CPDLC (through VDL mode 2) supplementing voice communication between pilots and ATCs
Source: EUROCONTROL
18Slide19
LINK 2000+
Fans 1/a+
vs
LINK 2000+ (1 of 2)
19
ADS-C & SATCOM CPDLC
Primarily for oceanic
& remote
airspace navigation (RNP 4 Ops)
Inmarsat or Iridium safety services communication
Interfaces
with FMS for flight plan modifications183 uplinks & 81 downlinks message set
FANS 1/A+(1) includes VHF coverage (+)
RNP 4 Ops approval required
VDL mode 2 CPDLCEn route continental Europe (above FL 285)
No service providers required for VHF Datalink communicationNo FMS interface for flight plan
modifications63 uplinks & 26 downlinks message setLink 2000+
CPDLC is a subset of the larger ATN message set
vs
FANS 1/A+
(1) Permanent EUROCONTROL Link2000+ equipage exemption can be obtained if
FANS
1/A+ is installed and if RNP 4 ops approval is obtained prior to Jan 2014
Source: EUROCONTROLSlide20
Fans 1/a+ vs LINK 2000+ (2 of 2)
20
vs
MESSAGES SET DIFFERENCES
Equivalent messages set (not exactly the same) but different procedures
(*) UM :Uplink Message (from ATC to pilot)
CDU Image © Rockwell Collins, Inc.
FANS 1/A+
Um 20*
:
CLIMB TO AND MAINTAIN [altitude]
LINK 2000+
To communicate an equivalent
message on Link 2000
+:
um
20 : CLIMB TO [level]+ um 165 :
THEN+ um 19 : MAINTAIN [level]
CDU Image © Rockwell Collins, Inc.Slide21
Performance Based Navigation
RNAV (GNSS)/(RNP) approaches & Benefits
21
Annual conference
March 12, 2013Slide22
RNAV (GNSS) approaches
22
≥ 350
ft
MDA
≥ 400
ft
MDASlide23
LNAV – Non-precision approach (NPA)
23
Alternative to other NPA’s using conventional NAVAIDs such as:
Localizer
VOR – VHF Omnidirectional Range
NDB – Non-Directional
Beacon
DME – Distance Measuring EquipmentEtc…
No dependence on any airport NAVAIDs Access to airports without or inoperative NAVAID infrastructures
Description
:GNSS approach that uses GPS and/or EGNOS for lateral navigation only with
no descent guidance – Minimum Descent Altitude (MDA) down to 400 ft typically
Sources: EUROCONTROL and UK NATS AIS
MDA = 630
ft
Lateral navigation (LNAV)Slide24
LNAV/VNAV – NPA approach
24
Same benefits as LNAV approaches
DA typically slightly lower than LNAV MDA due to added vertical guidance
Description
:
GNSS approach with lateral GPS and/or EGNOS guidance and vertical guidance from barometric altimeter – typical Decision Altitude (DA) down to 350
ft
DA = 510
ft
Lateral/vertical navigation (LNAV/
Vnav
)
Sources: EUROCONTROL and UK NATS AISSlide25
LP – NPA approach
25
An alternative to LPV or LNAV approaches
Provides better airport access where
, due to obstacles or other infrastructure limitations, a vertically guided approach (LPV or
LNAV/VNAV) can
not be publishedSource: EUROCONTROL & NAVAIR.com
Description
:
GNSS NPA approach
uses the EGNOS precision of LPV for lateral guidance
(tapered) and barometric altimeter data for vertical guidance. MDA can be as low as 300 ft
Localizer Performance (LP)
MDA = 436
ftSlide26
LPV – precision approach
26
Alternative to Cat I approaches
No dependence on any airport
NAVAIDs
Precision approach capability at airports without ILS infrastructures or with ILS inoperative
Smoother glide path descent than ILS
EGNOS usage eliminates:Cold temperature effects
Incorrect altimeter settingsLack of local altimeter source
Description:GNSS precision approach with electronic glide path using EGNOS lateral
(40m lateral limit) & vertical guidance. Decision Altitude (DA) can be as low as 200-300 ft
Localizer Performance with vertical guidance (LPV)
Sources: EUROCONTROL and UK NATS AIS
DA = 590
ftSlide27
RNP AR (0.3 or < 0.3) – approach
Better access to terrain challenged airports and/or in congested airspace area
Efficiency of operations
(faster landing clearance)
Shorter routes & fuel savings
Typically continuous descent approaches
Departure procedures at higher MTOW at airports with challenging terrainNote: Operational approval required
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)
© Bombardier Inc. (All Rights Reserved)Description:
GNSS approach procedure that requires maintaining a specific lateral & vertical accuracyOperators need to comply with specified
additional certification, approval and training requirements
Required navigation performance (RNP) authorization required (AR)
Source: EUROCONTROL
27Slide28
Innsbruck – RNP
aR 0.3 & 0.15 approaches28
Source: Austro Control AIP
RNAV (RNP) – Instrument approach chart (IAC)
RNP 0.15 has a DA 100
ft
lower than RNP 0.3
Minimum equipment/ conditions to execute the approachSlide29
Innsbruck – RNP
aR 0.3 departure29
Source: Austro Control AIP
RNAV (RNP) – Standard instrument departure chart (SID)
RNP 0.3 SID procedure
Minimum equipment/conditions to execute the departureSlide30
Ops approval info
Available operational approval guidance material
30
P-NAV:
Form
SRG1815
– Application
for P-RNAV Operational Approval or Renewal
RNP 10:
Form
CA4040 –
Application for an RVSM, MNPS or RNP-10 Operational Approval/ Renewal
&RNP 4:
EASA AMC to be developedMeanwhile, Application for EASA Type 2 LoA
using JAA PP045 Information Paper (RNP 4) for guidanceRNAV (RNP) approaches & SIDs:
Application for EASA Type 2 LoA per AMC 2026 (
Airworthiness Approval and Operational Criteria for RNP AR Operations)Slide31
31
VISION FLIGHT DECK
Performance Based Navigation
RNAV (GNSS)/(RNP)
approaches worldwide deployment
Annual conference
March 12, 2013Slide32
Canada
Type
In Service
Future Plans
LPV
52
180
LP
0
TBD
LNAV
600
TBD
LNAV/VNAV
23
TBD
RNP AR
22
TBD
USA
Type
In Service
Future Plans
LPV
3,055
~70/
yr
LP
413
~35/
yr
LNAV
5,619
~2/
yr
LNAV/VNAV
2,939
~35/
yr
RNP AR
354
~40/
yr
Latin America
Type
In Service
Future Plans
LPV
0
TBD
LP
0
TBD
LNAV
146
179+
LNAV/VNAV
45
171+
RNP AR
22
TBD
Europe
Type
In Service
Future Plans
LPV
124
41+
LP
0
TBD
LNAV
196
96+
LNAV/VNAV
98
TBD
RNP AR
7
TBD
Middle-East
Type
In Service
Future Plans
LPV
0
TBD
LP
0
TBD
LNAV
22
TBD
LNAV/VNAV
32
TBD
RNP AR
8
TBD
Asia
Type
In Service
Future Plans
LPV
0
TBD
LP
0
TBD
LNAV
554
TBD
LNAV/VNAV
82
TBD
RNP AR
42
TBD
RNAV (GPS
)/(
RNP) approaches
published procedures worldwide deployment info
Sources: EUROCONTROL, ESSP, ICAO, FAA, GE Aviation, Honeywell & 25+ Countries AIP
32Slide33
RNAV (GPS)/(RNP) approaches
European Published procedures deployment breakdown
Airports with LPV procedures
More Active European Countries
LPV
LP
LNAV
LNAV/VNAV
RNP AR
I-S
F-P
I-S
F-P
I-S
F-P
I-S
F-P
I-S
F-P
United Kingdom
2
15
0
TBD
22
17+
8
5+
0
TBD
France
27
14
0
TBD
80
20/
yr
1
TBD
0
TBD
Germany
90
7
0
TBD
82
TBD
82
TBD
0
TBD
Switzerland
2
TBD
0
TBD
1
TBD
1
TBD
0
TBD
Italy
3
TBD
0
TBD
1
TBD
0
TBD
0
TBD
Spain
0
5
0
TBD
0
TBD
0
TBD
0
TBD
Austria
0
TBD
0
TBD
8
TBD
6
TBD
3
TBD
Sweden
0
TBD
0
TBD
0
57+
0
TBD
4
TBD
Portugal
0
TBD
0
TBD
2
TBD
0
TBD
0
TBD
Total
124
41+
0
TBD
196
96+
98
5+
7
TBD
Legend: I-S= In Service
F-P= Future Plans
33
Sources: ESSP, EUROCONTROL & UK NATS AISSlide34Slide35