Performance-Based Navigation (PBN)

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Performance-based Navigation (PBN)
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BOOK ELEVEN
EASA - FIRST EDITION
REVISED FOR NPA 29

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Chapter
19
Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Explanation O Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
PBN Introdu
Introduction
ction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Principles. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Scope
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Navigation
Navigation Specificatio
Specifications,
ns, RNA
RNAV
V and RNP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Navigation
Navigation Functional Requirem
Requirements
ents . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Designation o RNP and RNAV Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . .16
Use o PBN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Airspace Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Specific RNAV and RNP System Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Fixed Radius Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Data Processe
Processess . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
PBN Operatio
Operations
ns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Abnormal Situatio
Situations
ns . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Database Management. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
Requirements
Requirements or Specific RNA
RNAV
V And RNP Specificatio
Specifications
ns . . . . . . . . . . . . . . . . . . . . . .29
RNP APCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
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19 Performance-based Navigation (PBN)
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Performance -based Navigation (PBN)
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Abbreviations
Aircraf-based augmentation system
ABAS Aircraf-based
ABAS
Automatic dependent surveillance — broadcast/contract

ADS-B/C Automatic
ADS-B/C
Aircraf flight manual

AFM Aircraf
AFM
Aeronautical inormation publication

AIP Aeronautical
AIP
Acceptable means o compliance

AMC Acceptable
AMC

Air navigation service provider
ANSP Air
ANSP
AOC Air operator certificate
APV Approach procedure with vertical guidance
ATM Air traffic management

TM Air
ATS Air traffic service

TS Air
Continuous climb (descent) operations

CC(D)O Continuous
CC(D)O
CDI Course deviation indicator
CFIT Controlled flight into terrain
Communications, navigation and surveillance

CNS Communications,
CNS
Cyclic redundancy check

CRC Cyclic
CRC
Digital terrain elevation data

DTED Digital
DTED
9
1
European Organisation or Civil Aviation Equipment
EUROCAE European
EUROCAE
)
N
B
EUROCONTROL European Organisation or the Saety o Air Navigation
EUROCONTROL European P
(
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a
FGS Flight guidance system
FGS Flight g
i
v
a
N
Flight management system
FMS Flight
FMS d
e
s
a
B
e
Fixed radius transition
FRT Fixed
FRT c
n
a
m
r
o
f
FTE Flight
FTE Flight technical error r
e
P

Ground-based augmentation system

GBAS Ground-based
GBAS
GBAS landing system

GLS GBAS
GLS
GNSS Global navigation satellite system
Global positioning system

GPS Global
GPS
Ground-based regional augmentation system

GRAS Ground-based
GRAS
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Instrument approach procedure

IAP Instrument
IAP
Instrument flight procedure

IFP Instrument
IFP
INS Inertial navigation system
Inertial reerence system

IRS Inertial
IRS
Letter o authorization/letter o acceptance

LOA Letter
LOA
Multiunction control and display unit

MCDU Multiunction
MCDU
Minimum equipment list

MEL Minimum
MEL
Microwave landing system

MLS Microwave
MLS
MMEL Master
MMEL Master minimum equipment list
Minimum navigation perormance specification

MNPS Minimum
MNPS
MSA Minimum sector altitude
MSL Mean sea level

MSL Mean
National airworthiness authority
NAA National
NAA
Navigation system error

NSE Navigation
NSE
Original equipment manuacturer

OEM Original
OEM
Operations manual
OM Operations
OM
P(S)SR Primary (Secondary) surveillance radar

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Receiver autonomous integrity monitoring
RAIM Receiver
RAIM
P
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r RF Radius to fix
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e RNAV Area navigation
RNAV Area
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N RNP Required navigation perormance
a
v
i
g
a Satellite-based augmentation system
SBAS Satellite-based
SBAS
t
i
o
n
(
P
B
N
SID Standard instrument departure
SID Standard
)
SIS Signal-in-space
Standard instrument arrival

STAR Standard
STAR
Target level o saety

TLS Target
TLS
Total system error

TSE Total
TSE
VFR Visual flight range
Vertical navigation
VNAV Vertical
VNAV
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Explanation Of Terms
Aircraf-based augmenta
augmentation
tion system
system (ABAS)
(ABAS).. An augmentation system that augments and/or
integrates the inormation obtained rom the other GNSS elements with inormation available
on board the aircraf. The most common orm o ABAS is receiver autonomous integrity
monitoring (RAIM).
Airspace concept. An
concept. An airspace concept describes the intended operations within an airspace.
Airspace concepts are developed to satisy explicit strategic objectives such as improved saety,
increased air traffic capacity and mitigation o environmental impact. Airspace concepts can
include details o the practical organization o the airspace and its users based on particular
CNS/ATM assumptions, e.g. ATS route structure, separation minima,
mini ma, route spacing and obstacle
clearance.
Approach procedure with vertical guidance (APV).

(APV). An instrument procedure which utilizes
lateral and vertical guidance but does not meet the requirements established or precision
approach and landing operations.
AIRAC. Aeronautical Inormation Regulation and Control and stems rom the Annex 15 -
AIRAC.
Aeronautical Inormation Services (AIS) document and defines a series o common dates and
an associated standard aeronautical inormation publication procedure or States.
Area naviga
navigation.
tion. A method o navigation which permits aircraf operation on any desired
flight path within the coverage o ground or space-based navigation aids or within the limits
o the capability o sel-contained aids, or a combination o these. Area navigation includes
Perormance-based Navigation as well as other RNAV operations that do not meet the
definition o Perormance-based Navigation.
Area navigation route. An ATS route established or the use o aircraf capable o employing
area navigation.
ATS surveillance service. A

service. A term used to indicate a service provided directly by means o an
9
ATS surveillance system. 1
)
N
ATS surveillance system.
system. A A generic term meaning variously, ADS-B, PSR,
PSR , SSR or any comparable B
P
(
ground-based system that enables the identification o aircraf. A comparable ground-based n
o
system is one that has been demonstrated, by comparative assessment or other methodology, i
t
a
g
i
to have
have a level
level o saety
saety and perormance
perormance equal
equal to or better
better than
than monopulse
monopulse SSR. v
a
N
d
e
s
Cyclic redundancy check (CRC). A
(CRC). A mathematical algorithm applied to the digital expression o a
B
data that provides a level o assurance against loss or alteration o data. e
c
n
a
m
r
ECAC. European Civil Aviation
ECAC. Aviation Conerence. Establishe
Establishedd by the International Civil Aviation o
f
r
e
Organization and the Council o Europe. P

LPV (Localiser Perormance with Vertical guidance) approach is an RNAV (GPS) approach with
RNAV (GPS)
minimums that are typically lower than LNAV or LNAV/VNAV approaches. An LPV approach is
LPV approach
an approach procedure designed specifically or SBAS environments.
Mixed navigation environment.

environment. An environment where different navigation specifications
may be applied
airspace) within
or where the same
operations airspace
using (e.g. RNP
conventional 10 routes
navigation and
are RNP 4inroutes
allowed in the
the same same
airspace
with RNAV or RNP applications.
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Navigation aid (NAVAID) inrastructure. NAVAID

inrastructure. NAVAID inrastructure reers to space-based and or
ground-based NAVAIDs available to meet the requirements in the navigation specification.
Navigation application.
application. The application o a navigation specification and the supporting
NAVAID inrastructure, to routes, procedures, and/or defined airspace volume, in accordance
with the intended airspace concept. The navigation application is one element, along with
communications, ATS surveillance and ATM procedures which meet the strategic objectives in
a defined airspace concept.
Navigation unction. The
unction. The detailed capability o the navigation system (such as the execution
o leg transitions, parallel offset capabilities, holding patterns, navigation databases) required
to meet the airspace
airspace concept. Navigationa
Navigationall unctional requirements
requirements are one o the drivers
drivers or
the selection o
o a particular navigation
navigation specificatio
specification.n.
Navigation specification.
specification. A set o aircraf and aircrew requirements needed to support
Perormance-based Navigation operations within a defined airspace. There are two kinds o
navigation specification:
• RNAV specification.
specification. A navigation specification based on area navigation that does not
include the requirement or on-board perormance monitoring and alerting, designated by
the prefix RNA
RNAV,
V, e.g.
e.g. RNAV
RNAV 5, RNAV
RNAV 1.
• RNP specification. A navigation specification based on area navigation that includes the
requirement or on-board perormance monitoring and alerting, designated by the prefix
RNP, e.g. RNP 4, RNP APCH.
Perormance-based navigation.
navigation. Area navigation based on perormance requirements or
aircraf operating along an ATS route, on an instrument approach procedure
proce dure or in a designated
airspace. Perormance requirements are expressed in navigation specifications in terms o
accuracy, integrity, continuity and unctionality needed or the proposed operation in the
context
conte xt o a particular airspace concept.
1
9 Availability o GNSS SIS or some other NAVAID inrastructure is considered within the airspace
P
e
concept in order to enable the navigation application.
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Procedural control.
control. Air traffic control service provided by using inormation derived rom
a
n
c
e sources other than an ATS surveillance system.
B
a
s
e
d
N
Receiver autonomous
autonomous integrity monitoring (RAIM). A
(RAIM). A orm o ABAS whereby a GNSS receiver
a processor determines the integrity o the GNSS navigation signals using only GPS signals or GPS
v
i
g
a
t signals augmented with altitude (baro-aiding). This determination is achieved by a consistency
i
o
n
(
check among redundant pseudo-range measurements. At least one additional satellite needs to
P
B
N be available with the correct geometry
geome try over and above that needed or the position estimation,
)
or the receiver to perorm the RAIM unction.
RNAV operations.
operations. Aircraf operations using area navigation or RNAV applications. RNAV
operations include the use o area navigation or operations which are not developed in
accordance with this manual.
RNAV system. A navigation system which permits aircraf operation on any desired flight path
within the coverage

o sel-contained oor
aids, station-reerenced
a combination onavigation aids orsystem
these. An RNAV withinmay
the limits o the as
be included capability
part o
a flight management system (FMS).
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RNP route.
route. An ATS route established or the use o aircraf adhering to a prescribed RNP
navigation specification.
RNP system.
system. An area navigation system which supports on-board perormance monitoring
and alerting.
Satellite-based
Satellite-based augmenta
augmentation
tion system (SBAS). A wide coverage augmentation system in which
the user receives
receives augmenta
augmentation
tion inormation
inormation rom
rom a satellite-bas
satellite-based
ed transmitter
transmitter..
Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route
linking a significant point, normally on an ATS route, with a point rom which a published
instrument approach procedure can be commenced.

Standard instrument departure (SID).

(SID). A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway o the aerodrome with a specified significant
point, normally on a designated ATS route, at which the en-route phase o a flight commences.
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PBN Introduction
The continuing growth o aviation increases demands on airspace capacity thereore
emphasizing the need or optimum utilization o available airspace. Improved operational
efficiency derived rom the application o area navigation techniques has resulted in the
development o navigation applications in various regions worldwide and or all phases o
flight. These
movement applications could potentially be expanded to provide guidance or ground
operations.
Requirements or navigation applications on specific routes or within a specific airspace must
be defined in a clear and concise manner. This is to ensure that the flight crew and the air
traffic controllers (A
(ATCOs)
TCOs) are aware
aware o the on-board RNA
RNAVV or RNP system capabilities in order
order
to determine whether the perormance o the RNA RNAVV or RNP system is appropri
appropriate
ate or the
specific airspace requirements.
RNAV and RNP systems evolved in a manner similar to conventional ground-based routes and
procedures. A specific RNAV or RNP system was identified and its perormance was evaluated
through a combina
combination
tion o analysis and flight testing. For domestic operat
operations,
ions, the initial systems
used VOR and DME or estimating their position; or oceanic operations, INS were employed.
These “new” systems were developed, evaluated and certified. Airspace and obstacle clearance
criteria were developed based on the perormance o available equipment; and specifications
or requirements were based on available capabilities.
In some cases, it was necessary to identiy the individual models o equipment that could be
operated within the airspace concerned. Such prescriptive requirements resulted in delays to
the introduction o new RNAV and RNP system capabilities and higher costs or maintaining
appropriate certification. To avoid such prescriptive specifications o requirements, this manual
introduces an alternative method or defining equipage requirements by speciying the
perormance requirements. This is termed Perormance-based Navigation (PBN).

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The PBN concept specifies that aircraf RNAV and RNP system perormance requirements be
defined in terms o the accuracy, integrity, continuity and unctionality, which are needed or
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the proposed
proposed operations
operations in the
the context
context o a particular airspace
airspace concept.
o
r
m
a
n
c The PBN concept represents a shif rom sensor-based to PBN. Perormance requirements are
e
B
a
identified in navigation specifications, which also identiy the choice o navigation sensors
s
e
d and equipment that may be used to meet the perormance requirements. These navigation
N
a specifications are defined at a sufficient level o detail to acilitate global harmonization by
v
i
g
a providing specific implementation guidance or States and operators.
t
i
o
n
(
P Under PBN, generic navigation requirements are defined based on operational requirements.
B
N
) Operators then evaluate options in respect o available technology and navigation services,
which could allow the requirements to be met. An operator thereby has the opportunity
to select a more cost-effective option, rather than a solution being imposed as part o the
operational requirements.
Technology can evolve over time without requiring the operation itsel to be reviewed, as
long as the expected perormance is provided by the RNAV or RNP system. As part o the
uture work o ICAO, it is anticipated that other means or meeting the requirements o the
navigation specifications will be evaluated and may be included in the applicable navigation
specifications, as appropriate.
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Figure 19.1 PBN Concept
PBN concept;
navigation: area navigation (RNAV) based on perormance requirements
Perormance-based navigation: area
or aircraf operating along an ATS route, on an instrument approach procedure or in a
designated airspace.
PBN concept Shif rom sensor-based (RNP
sensor-based (RNP concept in accordance with ICAO RNP manual) to
perormance-based navigation in
navigation in accordance with ICAO Doc 9613.
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Figure 19.2 Navigation Differences s
a
B
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c
Aircraf navigate based on direct signals Aircraf compute their latitude-longitude n
a
rom ground-based radio NAVAIDs position m
r
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Navigation relies on aircraf crossing radio Navigation relies on aircraf crossing fixes
beacons and tracking to and rom them defined by name, latitude and longitude
directly
Routes are not or less dependent on the
Routes are dependent on the location o location o NAVAIDs, resulting in much more
the naviga
navigation
tion beacons, resulting in longer flexible route designs.
routes.
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Principles
The PBN concept specifies that aircraf RNAV and RNP system perormance requirements be
defined in terms o:
Accuracy
Integrity
Availability
Continuity
Perormance requirements are identified in navigation specifications, which also identiy

the choice o naviga
navigation
tion sensors and equipment that may be used to meet the perormance
requirements.
Accuracy
The measure o the precision o the navigation solution. ICAO Standards and Recommended
Practices (SARPS) speciy the accuracy requirements or various phases o flight. Current
technology
techno logy can use the GNSS constella
constellations
tions to meet IFR accura
accuracy
cy requireme
requirements
nts or oceanic
and domestic en-route use as well as terminal area and non-precision approaches. Precision
approaches will require some orm o GNSS augmentation to overcome the known limitations
o the constellation systems. The most common causes o reduced accuracy are:
Integrity
A measure o the trust that can be placed in the correctness o the inormation supplied. The
parameters defining the integrity are specific to navigation specifications:
(AL): the error tolerance not to be exceeded without issuing an alert

Alert Limit (AL): the
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• Means the region (horizontal and vertic
vertical)
al) which is required to
to contain the indicated position
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e
B
a
s
e
d Alert: the maximum allowable time elapsed rom the onset o the navigation system
Time to Alert: the
N
a being out o tolerance until the equipment enunciates the alert (LNAV = 10 seconds, LPV APP
v
i
g
a down to 200f = 6 seconds).
t
i
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n
(
P Risk: probability that, at any moment, the position error exceeds the Alert Limit.
Integrity Risk: probability
B
N
)
Protection Level (PL): statistical
(PL): statistical bound error computed so as to guarantee that the probability
o the absolute position error exceeding said number is smaller than or equal to the target
integrity risk
• Means the region (horizontal and vertic

vertical)
al) assured to contain the indicated position. It
defines the region where the missed alert requirement can be met
• PLs are computed by the on board receiver
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I, during an operation the PLs exceed the required ALs, the operation cannot continue.
• VPL only used or operations with vertic

vertical
al guidance (e.g. LPV)
xAL: fixed value during operation
value calculated by on-board receiver (varies depending on aircraf and satellite geometry
xPL: value
xPL:
and SBAS corrections)
The integrity o the system (or service) establishes to which degree the navigation source can
be trusted during the flight.

Availability
Percentage o time that the services o the system are usable by the navigator. (Alt: proportion
o time during which reliable navigation inormation is presented to the crew, autopilot, or
other system managing the flight o the aircraf)
The availability o a system (or service) establishes the percentage o time during when the
operation (or example a final approach) can be started.
Continuity
The capability o the system to perorm its unction without unscheduled interruptions during
the intended opera
operation.
tion. (Alt rom ICAO SARPS: It relate
relatess to the capability o the navigation
system to provide a navigation output with the specified accuracy and integrity during the
approach, assuming that it was available at the start o the operation)
The continuity o the system guarantees that once an operation (or example a final approach)
is initiated, it will not be interrupted.
The PBN concept represents

concept represents a shif rom sensor-based to PBN.
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Figure 19.3 m
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Advantages o PBN over sensor-specific methods o developing airspace:
• reduces the need to

to maintain sensor-specific routes and procedures, and their associated
costs;
• avoids the need or developing

developing sensor-specific
sensor-spec ific operations with each new evolution o
navigation systems, which would be cost-prohibitive;
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• allows or more efficient use o airspace (route placement, uel efficiency and noise
abatement);
• clarifies how RNAV

RNAV and RNP systems are used; and

• acilitates the operational approval process or operators
operators by providing a limited set o
navigation specifications intended or global use.
Computed vs raw data
Conventional navigation
The navigation perormance data used to determine the separation minima or route spacing
depend on the accuracy o the raw data rom specific NAVAIDs such as VOR, DME or NDB
PBN
Requires an RNAV or RNP system that integrates raw navigation data to provide a positioning
and navigation solution. In determining separation minima and route spacing in a PBN context,
this integrated
integrated naviga
navigation
tion perormance
perormance “output” (comput
(computed
ed data) is used.
Area navigation system will confirm the validity o the individual sensor data and, in most
systems, will also confirm the consistency o the computed data beore they are used.
Components
PBN is composed o 3 constituents
Specification: set o aircraf and aircrew requirements needed to support a

Navigation Specification:
navigation application within a defined airspace concept.
Navigation Inrastructure: ground based NAVAIDS or space based NAVAIDS.

1
9 Application: application
Navigation Application:
P
o a navigation specification and the
e
r
f
o
supporting NAVAID inrastructure, to
r
m routes, procedures, and/or defined
a
n
c airspace volume, in accordance with
e
B
a
s
the intended
intended airspace concept.
e
d
N
a
v
i
g
a
t
i
o
n
(
P
B
N
)
Figure 19.4 Components
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Example – RNAV 1
RNAV 1 reers to an RNAV navigation specification which includes a

requirement or 1 NM navigation accuracy (among other requirements).
In terms o navigation inrastructure, the ollowing systems enable RNAV

1: GNSS, DME/DME and DME/DME/IRS
RNAV 1 can support en-route and terminal navigation applications, like

SIDs or STARs.
Scope
9
1
)
N
B
P
(
n
i
t
o
a
g
i
v
a
N
d
e
s
a
B
e
c
n
a
m
r
o
f
r
e
P

Figure 19.5 Scope
For Oceanic/remote, en-route and For Approach operations, PBN

terminall operat
termina operations,
ions, PBN is limited accommodates both linear and angular
to opera
operations
tions with linear later
lateral
al laterally guided operations.
perormance requirements and time
constraints.
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Navigation Specifications, RNAV and RNP
F
i
g
u
r
e
1
9
.
6
N
a
v
i
g
a
t
i
o
n
S
p
e
c
i
fi
c
a
t
i
o
n
s
,.
R
N
1
A
9
V
a
n
P d
e
r
f
R
o N
r
m
P
a
n
c
e
B
a
s
e
d
N
a
v
i
g
a
t
i
o
n
(
P
B
N
)
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Navigation Functional Requirements
RNAV and RNP specifications include requirements or certain navigation unctionalities. At
the basic level,
level, these unctional
unctional requirements
requirements may
may include:
include:
1. Continuous indication o
aircraf position relative to
track to be displayed to the
track
pilot flying on a navigation
display situated in his primary
field o view;

2. Display o distance and

active (To)
bearing to the active
waypoint;
3. Display o ground speed

active (To)
or time to the active
waypoint;
4. Navigation data storage

unction; and
unction; and

5. Appropriate ailure
Appropriate indication
ailure indication
o the RNAV or RNP system,
including the sensors.
Figure 19.7 Garmin 9

1
)
N
B
P
(
n
i
t
o
a
g
i
v
a
N
d
e
s
a
B
e
c
n
a
m
r
o
f
r
e
P

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Designation of RNP and RNAV Specifications

RNAV X RNP X
The expression “X” means the aircraf can ollow a pre-defined track (lateral navigation)
with X Nautical Miles (NM) accuracy 95% o the flight time by the population o aircraf
operating within the airspace, route or procedure.
Figure 19.8
Navigation systems are specified in terms o Navigation System Error (NSE), and thereore
hypotheses on the Flight Technical Error (FTE) and Path Definition Error (PDE) contributions to
the Total
Total System
System Error
Error (TSE) are made
made to qualiy
qualiy a system
system or
or a given naviga
navigation
tion specification.
specification.
(PDE): occurs when the path defined in the RNAV system (database) does
Path Definition Error (PDE):
not correspond to the desired path, i.e. the path expected to be flown over the ground. PDE is
considered negligible i quality assurance process is applied at the navigation database level and
i correct operatin
operating
g procedures are applied.
1
9 Flight Technical Error (FTE): relates to the air crew or autopilot’s ability to ollow the defined
P path or track.
track.
e
r
f
o
r
m (NSE): reers to the difference between the aircraf’s estimated
Navigation System Error (NSE):
a
n
c position and
and actual position.
position.
e
B
a
s
e
d Because specific perormance requirements are defined or each navigation specification, an
N aircraf approved or a particular navigation
navigati on specification is not automatically
automaticall y approved or any
a
v
i
g
a
other navigation specification. Similarly, an aircraf approved or an RNP or RNAV specification
t
i
o having stringent accuracy requirements (e.g. RNP 0.3 specification) is not automatically
n
(
P approved or a navigation specification having a less stringent accuracy requirement (e.g. RNP
B
N
)
4).
Figure 19.9
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RNAV 10
Oceanic / remote phases o flight
Without on-board perormance monitoring and alerting unction, even when

operationally approved as “RNP 10”
Lateral TSE must be within ±10 NM or at least 95 per cent o the total flight time
50NM lateral and 50NM longitudinal separation

Based on at least two independent LRNS comprising an INS, IRS FMS or a GNSS
Dual INS/IRS are time limited which may be extended by updating.
RNP 4
Oceanic / remote phases o flight
With on-board perormance monitoring and alerting unction (usually RAIM)
30 NM lateral and 30 NM longitudinal separation
Primarily based on GNSS. At least two LRNSs, capable o navigating to RNP4 and listed
in the flight manual, must be operational at the entry point o the RNP airspace.
9
1
5*
RNAV 5* )
N
B
En-route and arrival** phases o flight P
(
n
Without on-board perormance monitoring and alerting unction i
t
o
a
g
i
v
Lateral TSE must be within ±5 NM or at least 95 per cent o the total flight time a
N
d
e
Route spacing may vary among regional implementations s
a
B
e
c
Based on VOR/DME, DME/DME, INR, IRS or GNSS . Manual data entry acceptable. n
a
m
r
* Almost equivalent to Basic RNAV (B-RNAV) within ECAC (European Civil Aviation o
f
r
e
Conerence). P

** May be used or the initial part o a STAR outside 30 NM and above MSA.
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RNAV 2
En-route continental, arrival and departure phases o flight
Without on-board perormance monitoring and alerting unction
Based on DME/DME, DME/DME/IRU and GNSS
Pilots must not fly a SID or STAR unless it is retrievable by route name rom the on-
board navigation database and conorms to the charted route
Route may be modified through the insertion (rom database) or deletion o way-
points
Manual entry is not permitted
RNP 2
Oceanic, continental, en-route and airspaces considered to be remote

Based on GNSS
GNSS
points
1
9
P
e
r
f
o
r
m
a
n
c
e 1*
RNAV 1*
B
a
s
Arrival and departure phases o flight
e
d
N
a
Without on-board perormance monitoring and alerting unction
v
i
g
a
t Lateral TSE must be within ±1 NM or at least 95 per cent o the total flight time
i
o
n
(
P Based on DME/DME, DME/DME/IRU and GNSS
B
N
) *Almost equivalent to Precision RNAV (P-RNAV) within ECAC
points
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RNP 1
Arrival and departure phases o flight
For terminal airspace with no or limited ATS surveillance, with low to medium density
traffic
Based on GNSS
points
RNP APCH
Approach phase o flight
With on-board perormance monitoring
monitoring and alerting
aler ting unction (usually RAIM or SBAS)
Lateral TSE varies with minima and approach segment (initial, intermediate, final,
missed)
Based on:
GNSS or LNAV minimum
GNSS + barometric VNAV or LNAV/VNAV minimum*
GNSS augmented by SBAS or LP and LPV minima 9
1
*GNSS-based vertical guidance may be used i certified or the purpose. )
N
B
P
(
Pilots must not fly a SID or STAR unless it is retrievable by route name rom the on- n
board navigation database and conorms to the charted route i
t
o
a
g
i
v
RNP APCH to LNAV minima is a non-precision instrument approach procedure designed a
N
or 2D approach operations d
e
s
a
B
Block inside the on-board
LPV Final Approach Segment is specially coded into a Data Block inside e
c
n
navigation database. It is known as the FAS DB a
m
r
o
f
RNP APCH to LPV minima requires a FAS data-block r
e
P

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RNP AR (Authorisati
(Authorisation
on Required
Required))
Approach phase o flight
Cross-track error must be lower than the lateral applicable accuracy value or 95 per
cent o flight time
For terminal airspace with no or limited ATS surveillance, with low to medium density
traffic
Based on GNSS + (usually) barometric-based VNAV
Authorization Required (AR) – Increased risk, advanced aircraf capabilities and increased
increase d
aircrew training.
Containment area is 2 x RNP. Thereore, RNP 0.1 = 0.2NM (370 metres)
RNP 0.3
All phases o flight except oceanic/remote and final approach
With on-board perormance monitoring
monitoring and alerting unction (usually RAIM or SBAS)
Lateral TSE must be within ±0.3 NM or at least 95 per cent o the total flight time
Primarily or helicopters
Based on GNSS
1
9 Use of PBN
P
e
r
f Generic navigation requirements are defined based on operational needs.
o
r
m
a
n
c
e Operators then evaluate options in respect o available technology and navigation services.
B
a
s
e PBN brings the opportunity to select cost-effective options.
d
N
a
v
i
g
a
t
i
o
Airspace Planning
n
(
P
B
N
PBN is one o several enablers o an airspace concept.
)
Communications, ATS surveillance and Air Traffic Management are also essential elements o
an airspace concept.
The determination o separation minima and route spacing* or use by aircraf is a major
element o airspace planning
Manual
9689) on Airspace Planning Methodology or the Determination o separation Minima (Doc
Manual on the Use o Perormance-

Per ormance-Based
Based Navigation
Navigation (PBN) in Airspace Design (Doc 9992)
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Figure 19.10
Separation minima and route spacing can generally be described as being a unction o three
actors:
9
1
)
N
B
P
(
n
i
o
t
a
g
i
v
a
N
d
e
s
a
B
e
c
Figure 19.11 n
a
m
r
o
f
r
e
P

Approval
The airworthiness approv
approval process assures that each item o the area navigation equipment
al process
installed is o a type and design appropriate to its intended unction and that the installation
unctions properly under oreseeable operating conditions.
Accuracy, integrity,
and alerting, continuity,
navigation database,unctional requirements, on-board perormance monitoring
path terminators…
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It also details:
Limitations
Other relevant inormation
Some PBN specifications require (and will require) operational approval, including:
APCH, as detailed in AMC 20-27 and AMC 20-28. Requirement or operational approval
RNP APCH,
will be removed once NPA 2013-25 is adopted.
APCH, as detailed in AMC 20-26

RNP AR APCH,
RNP: to be developed
Advanced RNP: to
The RNAV system shall enable the crew to navigate in accordance with operational criteria as
defined in the Navigation Specification
The State o the Operator is the authority responsible or approving flight operations
operations
Specific RNAV and RNP System Functions

The standard that fixes database ormats and contents is the ARINC 424 ‘Navigation System
Standard.’ Area Navigation (RNAV) involves flying between waypoints not coinciding
Data Base Standard.’ Area
with ground fixes.
1
9
P
e
r
f
o
r
m
a
n
c
e
B
a
s
e
d
N
a Figure 19.12
v
i
g
a
t
i
o
n
(
P
B Waypoints coordinates are hence loaded in the on-board aircraf’s database.
N
)
Types:
the navigation system anticipates the turn onto the next leg.
Fly-by: the
Fly-by:
the aircraf
Fly-over: the
Fly-over: aircraf overflies
overflies the waypoint
waypoint beore
beore starting the turn onto the
the next route
route leg.
424 also defines the Path Terminator:

ARINC 424 also Terminator: permits defining how to navigate to, rom and
between waypoints. The Path Terminator is a two-letter code, which defines a specific type o
flight path along a segment o a procedure and a specific type o termination o that flight
path
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Path terminators are assigned to all RNAV SID, STAR and approach procedure segments in an
airborne navigation database
This allows translating into computer language (FMS) the procedures designed or clock &
compass manual flight
Charted procedures are translated into a sequence o ARINC 424 legs in the database
There are 23 different path terminators defined in ARINC 424. Those which can be expected in
RNAV or RNP charts are depicted on Figure 19.13.
Fixed Radius Paths
There are two types o FIXED RADIUS PATHS
Radius to Fix (RF)
9
1
)
N
B
P
(
n
i
o
t
a
g
i
v
a
N
d
e
s
a
B
e
c
n
a
m
r
o
f
r
Figure 19.13 e
P

Is also a type o Path Terminator
Specific curved path radius in a termina

terminall or approach procedure
Is defined by radius, arc length, and fix
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Fixed radius transition (FRT)
To be used* with en-route procedures
It alls upon the RNP system to create it

between two route segments
These turns have two possible radii, 22.5

NM or high altitude routes (above FL 195)
and 15 NM or low altitude routes. Using
such path element
elementss in an RNA
RNAV V ATS route
enables improvement in airspace usage
through closely spaced parallel routes
* The “Concept o Use” o FRT is currently

being evaluated by ICAO, who is careully Figure 19.14
addressing promulgation, airspace design
and avionics capabilities aspects, among
others. No State has published yet any ATS Routes that require the FRT unction.
FB/FO Path Terminators

Terminators Fixed Radius Paths Off/Hold
Off /Hold
Many aircraf have the capability to fly a path parallel to, but offset lef or right rom, the
original active route.
Offset Flight Path

The purpose o this unction is to enable offsets or tactical operations authorized by ATC.
Capability or the flight crew to speciy a lateral offset rom a defined route (generally in
increments o 1NM to 20 NM)
1
9
P
e
r
f
o
r
m
a
n
c
e
B
a
s
e
d
N
a
v
i
g
a
t
i
o
n
(
P
B
N
)
Figure 19.15
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Many aircraf have the capability to execute a holding pattern manoeuvre using their RNAV
system, which can provide flexibility to ATC in designing RNAV operations.
The RNAV system acilitates the holding pattern specification by allowing the definition o
the inbound course to the holding wayp
waypoint,
oint, turn direction and leg time or distance on the
straight segments, as well as the ability to plan the exit rom the hold.
Figure 19.16
Data Processes
All RNAV and RNP applications use aeronautical data to define, inter alia, ground-based
NAVAIDs, runways, gates, waypoints and the route/procedure to be flown.
The saety o the application is contingent upon the accuracy, resolution and integrity o the
data.
Thereore:
9
The accuracy o the data depends upon the processes applied during the data origination. 1
)
N
The integrity o the data depends upon the entire aeronautical data chain rom
chain rom the point o B
P
(
n
origin to the point o use. i
o
t
a
g
i
v
PBN Operations a
N
d
e
s
a
What pilots need to know about PBN operations is whether the aircraf and flight crew are B
e
c
qualified to operate in the airspace, on a procedure or along an ATS route. n
a
m
r
o
f
The flight operations element considers: r
e
P

The operator’s inrastructure or conducting PBN operations and flight crew operating
procedures, training and competency demonstrations.
The operator’s MEL, OMs, checklists, navigation database validation procedures, etc.
There are 3 main independent lateral errors in the context o on-board perormance
per ormance monitoring
and alerting. Together they account or the Total System Error (TSE).
(PDE): occurs when the path defined in the RNAV system (database) does
Path Definition Error (PDE): occurs
not correspond to the desired path, i.e. the path expected to be flown over the ground .
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Flight Technical
Technical Error (FTE): relates to the air crew or autopilot’s ability to ollow the defined
(FTE): relates
path or track
track
Navigation System Error (NSE):

(NSE): reers to the difference between the aircraf’s estimated
position and
and actual position
position
Figure 19.17
On-board Performance Monitoring And Alerting

This unction allows the air crew to detect whether or not the RNP system satisfies the
navigation perormance required in the navigation specification.
Relates to both lateral and longitudinal navigation perormance
On-board means that the perormance monitoring and alerting is effected on board the
1
aircraf and not elsewhere.
9
P
e Monitoring reers to the monitoring o the aircraf’s perormance with regard to its ability to
r
f
o
r
determine positioning error and/or to ollow the desired path.
m
a
n
c Alerti ng relates to monitoring: i the aircraf’s navigation system does not perorm well enough,
Alerting
e
B
a this will be alerted
alerted to the air crew.
crew.
s
e
d
N
a
v
i
Monitoring) - a orm o ABAS.
RAIM (Receiver Autonomous Integrity Monitoring) -
g
a
t
i
o
n
(
The GPS ground stations monitor GPS satellites and detect aults.
P
B
N
) It can take too much time to detect a ault and update the navigation messages sent to the
users to declare a particular satellite Signal in Space (SIS) erroneous. To solve this, GPS receivers
have an autonomous way o assuring the integrity o GPS pseudo-ranges: the RAIM algorithm.
GPS receivers require a minimum set o 4 satellites to compute a 3D position. With additional
satellites, the “RAIM algorithm” comes into play. A 5th satellite provides Fault Detection (FD)
capability: the receiver recognises a aulty satellite, but is not able to identiy which one in
particular. A 6th satellite provides Fault Detection and Exclusion (FDE) capability:
(FDE) capability: the receiver
is able to isolate the aulty satellite. RAIM prediction is required beore conducting a flight
which will use a GPS approach. This prediction can be used using the GPS receiver or with an
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internet-based RAIM prediction tool. During flight, the receiver’s RAIM (FD or FDE) algorithm
monitors the position. Approach will be discontinued i ault detection detects
detect s a position ailure
when integrity is provided by FDE.
LPV is based on SBAS integrity; i RAIM is unavailable the approach can be perormed
anyway.
Figure 19.18
On-board perormance monitoring shall not be regarded as error monitoring.

monitoring.
Alerts are issued when the system cannot guarantee with sufficient integrity that the position
meets the accuracy requirement.
9
When an alert is issued, the probable reason is the loss o capability to validate the position 1
data (insufficient satellites being a potential reason). )

N
B
P
(
n
i
o
Abnormal Situations t
a
g
i
v
Abnormal and contingency procedures are to be used in case o the loss o PBN capability. a
N
d
e
s
a
procedures should be available to address cautions and warnings resulting rom the
Abnormal procedures should B
e
ollowing conditions: c
n
a
m
r
o
f
1. Failure o the navigation system components including those affectin
affectingg flight technical r
e
P

error (e.g. ailures o the flight director or auto pilot);
2. RAIM alert or loss o integrity unction;
3. Warning flag or equivalent indicator on the lateral and/or vertic

vertical
al navigation display;
4. Degradation o the GNSS approach mode during a LPV approach procedure (e.g.
downgrade rom LPV to LNAV);
5. Low altitude alert (i applicable)
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LPV to LNAV reversion:
1. For LPV approaches, some systems allow LPV to LNAV reversion i the vertic
vertical
al signal is
lost or degraded.
2. I LPV to LNAV reversion takes place beore the FAF/F

FAF/FAP,
AP, the crew can envisage
continuing with the approach to the LNAV minima.
3. I reversion occurs afer the FAF/F

FAF/FAP,
AP, go-around is required, unless the pilot has in sight
the visual reeren
reerences
ces required
required to continue
continue the approach.
approach.
In case o a complete RNAV guidance loss during the approach, the crew must ollow the
operator defined contingency procedure/s.
In the event o communications ailure:
a) Flight crew should continue with the 2D/3D RNAV(GNSS) procedure in accordance
with published lost communication procedures; or
b) Follow procedures stated in the chart;
The flight crew should react to TAWS warnings in accordance with approved procedures.
The flight crew should notiy ATC o any problem with the navigation system that results in the
loss o the approach capability.
Database Management
The navigation database must contain all the necessary data/inormation to fly the published
approach procedure. Thereore, the on-board navigation data must be valid or the current
Aeronautical Inormation Regulation and Control (AIRAC) cycle and must include the
appropriate flight procedures. The operator should implement procedures that ensure timely
1
9
distribution and insertion o current and unaltered electronic navigation data to all aircraf
that require
require it.
P
e
r
f
o
r
m Unless otherwise specified in operations documentation or AMC the navigation d/b must be
a
n
c
e valid.
B
a
s
e
d
N
a
v
i
g
a
t
i
o
n
(
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Requirements
Requirements for Specific RNAV And RNP Specifications
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Figure 19.19 m
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RNP APCH
minima - Non Precision Approach
LNAV minima -
2D operation
Linear lateral guidance based on GNSS
Expected to be flown using the continuous descent final approach (CDFA) technique
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Integrity provided by RAIM, unless SBAS is available
minima
LP minima
Non Precision Approach
2D operation
Angular lateral guidance based on GNSS augmented by SBAS
Expected to be flown using CDFA technique
Integrity provided by SBAS
Not published at runways with LPV minima
LNAV/VNAV minima - Approach

- Approach with Vertical guidance (APV)
3D operation
Linear lateral guidance based on GNSS
Linear vertical guidance based on BaroVNAV (can also be supported by SBAS and, in any case,
the used angular
angular vertical guidance
guidance must be certified or the purpose)
purpose)
Integrity provided by RAIM, unless SBAS is available
LNAV/VNAV minima
1
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Figure 19.20
LPV minima - Approach with Vertical guidance (APV)
3D operation
Angular lateral and vertical guidance based on GNSS augmented by SBAS
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Integrity provided by SBAS
Block inside the on-board
LPV Final Approach Segment is specially coded into a Data Block
navigation database. It is known as the FAS DB.
VPA – Vertical Path Angle.
LPV minima FAS DB
“The set o parameters to identiy a single precision approach or APV and define its associated
approach path” (ICAO)”
Is part o the data package o an APV SBAS procedure:
The FAS-DB contain the parameters that define the Final Approach Segment geometry

The integrity o the data in ensured by the generation o a CRC algorithm (Cyclic redundancy
check)
DB: why?
LPV minima FAS DB: why?
To ensure the integrity o databases

In ILS/MLS approaches, integrity is ensured by:
Proper alignment o transmitting antennas
Flight checks
Integrity monitors on the transmitted signal
LPV approaches:
A kind o approach based on on-board data
Integrity rests on the data describing the approach path
Hence the importance o having a CRC wrapping the FAS DB
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Figure 19.2
19.21
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In terms o phraseology, no distinction is made between the different types o RNAV (GNSS)
approaches (no distinction according to LPV, LNAV/VNAV and LNAV minima)

The minima to which the procedure is flown is unknown to Air Traffic Controllers
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Most RNAV (GNSS) final approach procedures leading to LNAV, LNAV/VNAV or LPV minima,
may be preceded by either an initial and intermediate T-bar or Y-bar approach. In this case all
segments are published on the same chart.
A T- or Y-bar arrangement permits direct entry to the procedure rom any direction, provided
entry is made rom within the capture region associated with an IAF.
Where one or both offset IAFs are not provided, a direct entry will not be available rom all
directions. In such cases a holding pattern may be provided at the IAF to enable entry to the
procedure via a procedure turn.
Sometimes may be preceded by an initial and intermediate RNAV 1 approach (generally

preceded by a RNAV 1 STAR) or by radar guidance
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Figure 19.22
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A RNP APCH shall not be flown unless it is retrievable by procedure name rom the on-board
navigation database and conorms to the charted procedure
Retrieving a procedure rom the database:
By name: usually IAF
I LPV is available, also by SBAS Channel Number, which is a unique worldwide identifier
composed o 5 numeric characters, in the range o 40000 to 99999
Example GRAZ RNAV (GNSS) RWY 35
3 IAFs: WG832, WG834 and WG833
1 Channel Number: 48472
Pilot can select one o the 4 previous options. Selecting the channel number will load an
‘extended’ Final Approach Segment, as an ILS. In this later case, pilot is expected to intercept
the extended
extended FAS ollowing ATC Vectors
Vectors To
To Final
‘Direct to’ waypoints ollowing ATC clearances are allowed except or FAP
1
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Figure 19.23
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19 Questions
Questions
1. Which o the ollowing is a 2D approach?
a. ILS
b. LPV
c. LNAV
d. LNAV/VNAV
2. Which o the ollowing is a 3D approach?
a. LNAV
b. VOR/DME
c. LPV
d. SRA
3. Which o the ollowing may be required or a LNAV/VNAV approach (Select 2)?
a. SBAS
b. Dual GNSS sensors
c. BaroVNAV
d. DME
4. Which o the ollowing requires specific authorisation?
a. SRA
b. RNP APCH
c. RNP AR APCH
d. RNAV1
5. For the RNA

RNAVV 5 specification, the population o aircraf operating within the
airspace, route, or procedure are expected to be:
1 a. Within 5nm o the desired path at least 95% o the time

9
b. Within 5nm o their displayed position at least 95% o the time
Q c. Within 5km o their displayed position at least 95% o the time
u
e
s
t d. Within 5nm o the desired path at least 99% o the time
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6. Which o the ollowing sources may be used or RNA
RNAV
V compliance?
a. ILS
b. NDB
c. GNSS
d. RADAR
7. Which o the ollowing may be used in the approach phase o flight?
a. RNAV1
b. RNP APCH
c. RNP4
d. P-RNAV
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19
8. What does the ollowing symbol depict?
a. A waypoint which must be flown over

b. A waypoint which may be flown by
c. The Final Approach Fix
d. A VOR install
installation
ation

9. What does the ollowing symbol depict?
a. A waypoint which may be flown by
b. A VOR/DME installati
installation
on
c. A waypoint which must be flown over
d. The Initial Approach Fix
10. Under which o the ollowing circumstances may GNSS be used

as a means o primary navigation?
a. To overlay an NDB approach contained within a current equipment database

b. To fly a RNAV or RNP approach contained within the equipment’s database
c. To fly a published terminal NDB hold when the aircraf is not equipped with
ADF
d. To fly the final approach track o an ILS
11..
11 The Time to Alert (TTA) or a LPV Approach is;
a. 6 seconds
b. 10 seconds
c. 15 minutes
d. 15 seconds
12. In terms o PBN, Accuracy is defined as;
a. The trust that can be placed in the navigation solution

b. The ability o the system to present usable inormation to the operator
c. The measure o the precision o the navigation solution 9
1
d. The ability o the system to perorm its unction without interruption
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13. PBN consists o three elements. They are; s
e
u
Q
a. Navigation Application
Application,, Specification and Inrastruc
Inrastructure
ture
b. RNAV,, RNP and Beacon Hopping
RNAV
c. Ground, Space and Control
d. Space, User and Control
14. PBN accommodates both linear and angular laterall

laterally
y guided operations;
a. For en-route operations

b. For Approach operations
c. For Approach and en-route operations
d. For RNP 0.1 Approaches only
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19 Answers
15. RNP 1 is based on;
a. VOR/DME and does not require on-board perormance and monitoring

b. IRS and is used or oceanic/conti
oceanic/continental
nental airspace
c. NDB and requires on-board perormance and monitoring
d. GNSS and requires on-board perormance and monitoring
16. PBN Navigational unctional requirements include;

a. Aircraf position relative to track and distance and bearing to the active
waypoint
b. On-board perormanc
perormance e monitor
monitoring
ing and alerting unction
c. A requirement that TSE is bounded at zero
d. At least two LRNS, one o which must be GNSS
17..
17 There are two types o Fixed Radius Paths. Namely;
a. Radius to Fix and Fixed Radius Tr

Transition
ansition
b. Offset flight path and Fixed Radius Transition
c. RNAV Offset flight path and RNP Offset flight path
d. Hold and Path terminators
18. Data processes applied in PBN are critical to saety because;

a. RNAV and RNP applications use the data to define procedures to be flown
b. They determ
determine
ine the ILS decision height
c. The accuracy needs to be checked against the VOR/NDB
d. The processes used to define RNP routes can be used without an up to date
Navigation Database
19. What is meant by the term FAS DB?
a. Final Approach Segment Database

1
b. Full Auto System Data Block
9 c. Final Approach Segment Data Block
A d. Flight Approach System Database
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20. The PBN Airspace Concept consists o;
a. COM, NAV
NAV,, SUR and ATM
b. En-route, Oceanic and Terminal
c. LNAV,, VNAV and LPV
LNAV
d. VOR, DME and GNSS
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19 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
c c a/c c a c b b c b a c
13 14 15 16 17 18 19 20
a b d a a a c a
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19 Performance-based Navigation (PBN)

Automatic dependent surveillance — broadcast/contract

Aircraf ﬂight manual

Aeronautical inormation publication

Acceptable means o compliance

AOC Air operator certiﬁcate

APV Approach procedure with vertical guidance

ATM Air traﬃc management

ATS Air traﬃc service

Continuous climb (descent) operations

CFIT Controlled ﬂight into terrain

Communications, navigation and surveillance

Cyclic redundancy check

Digital terrain elevation data

Ground-based augmentation system

GBAS landing system

GNSS Global navigation satellite system

Global positioning system

Ground-based regional augmentation system

19 Performance-based Navigation (PBN)

Instrument approach procedure

Instrument ﬂight procedure

INS Inertial navigation system

Inertial reerence system

Letter o authorization/letter o acceptance

Multiunction control and display unit

Minimum equipment list

Microwave landing system

Minimum navigation perormance speciﬁcation

MSA Minimum sector altitude

MSL Mean sea level

Navigation system error

Original equipment manuacturer

P(S)SR Primary (Secondary) surveillance radar

Standard instrument arrival

Target level o saety

Total system error

VFR Visual ﬂight range

Approach procedure with vertical guidance (APV).

ATS surveillance service. A

Mixed navigation environment.

19 Performance-based Navigation (PBN)

Navigation aid (NAVAID) inrastructure. NAVAID

within the coverage

Standard instrument departure (SID).

19 Performance-based Navigation (PBN)

Performance-based Navigation (PBN)

Figure 19.1 PBN Concept

19 Performance-based Navigation (PBN)

Perormance requirements are identiﬁed in navigation speciﬁcations, which also identiy

(AL): the error tolerance not to be exceeded without issuing an alert

• Means the region (horizontal and vertic

• PLs are computed by the on board receiver

• VPL only used or operations with vertic

xAL: ﬁxed value during operation

The PBN concept represents

Advantages o PBN over sensor-speciﬁc methods o developing airspace: