In this lesson we will discuss Performance Based Navigation (PBN) concepts including: the definition of PBN,

Area Navigation (RNAV) vs. Required Navigation Performance (RNP), Navigation Specifications, performance
criteria for operations in PBN airspace, Receiver Autonomous Integrity Monitor (RAIM), and contingencies.

As world-wide air traffic continues to increase, the ATC structure is struggling to match increased system
capacity with the growing demand.
The increased operational pressures faced by airlines, including the rising price of fuel, have highlighted the
need for efficiencies in the Air Traffic system to minimise delays, reduce flight times, and lower fuel
consumption while increasing overall flight safety.
In response to the continued growth of air traffic, the International Civil Aviation Organization (ICAO) has been
spearheading the development of Performance Based Navigation (PBN),
with the goal of reducing air traffic congestion, increasing the reliability of the ATC system, and providing
operators with the increased safety and efficiency they require.
The PBN system is based upon the concept of Required Navigation Performance (RNP). Its implementation is
essential in being able to address future world-wide air traffic demand.
The PBN concept requires system performance compliance. Performance requirements are defined in terms of
the accuracy, integrity, continuity and functionality needed for the proposed operations in the context of a
particular airspace concept including: terminal and approach airspace.
These performance requirements result in State regulated Navigation Specifications, which will include a list of
State-approved navigational equipment that may be used to meet these performance requirements.
The results are, and will evolve to be, a system that can respond to technological change without extensive and
time consuming revision to State regulations.

A Navigation Specification is a set of aircraft and aircrew requirements needed to support PBN operations
within a defined airspace.
There are 2 kinds of Navigation Specification: Area Navigation (RNAV) and RNP.
The RNAV Specification is based on area navigation that does not require on-board performance monitoring
and alerting.
RNP Specification is based on area navigation that requires on-board performance monitoring and alerting.
Navigation Specifications are designed for the demands of specific airspace concepts, such as: enroute
oceanic and enroute continental.
However, the ability of modern navigation systems to provide reliable position information with a high degree of
accuracy has opened up PBN for the terminal and approach / missed approach airspace.
In order to further specify which degree of performance is required, a numerical suffix is added to complete the
specification, for example RNP 1 refers to a value of 1 nm. The table from the PBN Manual shows the various
specifications and their applicability.

The on-board navigation systems must be certified to perform within the degrees of accuracy specified for
PBN. The metric used is known as 'Total System Error'.
In the lateral dimension, the Total System Error is assumed to be the difference between the centerline of the
route of flight programmed in the navigation system and the true position of the aircraft.
It is equal to the sum of the Navigation System Error and the Flight Technical Error and may further be affected
by RNAV Computation Error and Display System Error. The acceptable Total System Error will differ based on
the airspace requirements and associated phase of flight.
This is an example of RNP 1 Airspace. Recall that RNP only differs from RNAV in the requirement for on-board
performance monitoring and alerting. As the performance specification value gets smaller, RNAV-only is not
provided, as on-board monitoring and alerting is essential to ensure that any Total System Error is not
permitted to exceed the performance specification.
The cross track containment limit is a PBN airspace design requirement equal to twice the Navigation
Specification value, centered on the defined path of an airplane.
When developing navigation routes, areas, and procedures, the outer containment region is used to assess
terrain and obstacle clearance and ensure there is adequate separation between aircraft.
RNAV operations permit flight with prescribed accuracy tolerances, without the need to fly directly over ground-
based navigation facilities.
On-board RNAV equipment has the means to establish and follow a desired flight path and may include one or
more of the following: Global Positioning System (GPS), Inertial Navigation System (INS) or Inertial Reference
System (IRS), DME / DME, and VOR / DME.
Currently, a large percentage of aircraft are configured with a mix of RNAV equipment, resulting in varying
degrees of performance and RNP-type approvals.
Because functional and performance requirements are defined for each Navigation Specification, an aircraft
approved for an RNP Specification is not automatically approved for all RNAV Specifications.
Similarly, an aircraft approved for an RNP or RNAV Specification having a stringent accuracy requirement (e.g.
RNP 0.3 Specification) is not automatically approved for a Navigation Specification having a less stringent
accuracy requirement (e.g. RNP 4).
This is due to the fact that an aircraft approved to the more stringent accuracy requirements may not
necessarily meet some of the functional requirements of the Navigation Specification having a less stringent
accuracy requirement.

Operators have the responsibility to ensure that on-board navigation equipment meets the RNP accuracy and
that flight crews follow prescribed procedures for the respective PBN airspace.
The operator also requires approval from their regulatory agency to operate in performance airspace.
Airspace where PBN procedures are in effect can be found within the LIDO Route Manual or the Air Traffic
Control Section of the Jeppesen Airway Manual.

Most aircraft equipped with RNAV capability, can be divided into 3 main categories: aircraft equipped with INS
or IRS, but without GPS; aircraft equipped with Flight Management Systems (FMS), but without GPS
Navigation; or, aircraft equipped with FMS and GPS Navigation.

When GPS information is not available, navigation performance depends on radio Navigation Aid (NAVAID)
updating, and on the elapsed time since the last position update or Air Data and Inertial Reference Unit
(ADIRU) ground alignment. Outside of radio NAVAID coverage, navigation performance is determined by the
IRS drift rate, which may impose a time limit in direct relation to the required RNP value.

Due to the recent changes in the definitions within the PBN environment, there is some confusion regarding the
term RNP. The new standard refers to RNP as follows: 'RNP Specification is based on area navigation that
requires on-board performance monitoring and alerting'.
Many existing on-board navigation systems use the term RNP to designate the value of X in a RNP X or RNAV
X airspace concept. Therefore, flight crews see RNP and Actual Navigation Performance (ANP) values
displayed on the FMS.
This does not mean that the aircraft is RNP qualified. In order to be RNP qualified under the new definition the
aircraft must also have on-board performance monitoring and alerting.
It is important that this distinction is recognised by flight crews when assessing the on-board capability of their
navigation system.
For the purposes of the following slides, which discuss on-board navigation systems, the term RNP will refer to
the value of X for the given airspace.
When equipped, PBN-certified aircraft can use GPS to fly a precise predetermined flight path with a higher
degree of lateral accuracy than offered by INS or IRS systems.

The availability of GPS as the primary means of navigation on any given route is a function of: satellite
constellation configuration, aircraft equipment, the aircraft's geographical position and required navigation
accuracy.
The Satellite Based Augmentation System (SBAS) concept is based on Global Navigation Satellite System
(GNSS) measurements by accurately-located reference stations deployed across an entire continent.
The GNSS errors are then transferred to a computing centre, which calculates differential corrections and
integrity messages which are then broadcasted over the continent using geostationary satellites as an
augmentation or overlay of the original GNSS message.
The SBAS concept was initially introduced by the Federal Aviation Administration (FAA) in North America in
2003 and termed Wide Area Augmentation System (WAAS). Subsequent systems in other countries were
introduced; the Japanese Multi-functional Satellite Augmentation System (MSAS) was certified in 2007.
The European Geostationary Navigation Overlay Service (EGNOS) became operational in 2012, and India’s
GPS Aided GEO Augmentation Navigation System (GAGAN), started operations in 2013. Other SBAS systems
around the world are currently under development. All use similar principles to improve accuracy, integrity and
availability of precision navigation.

For aircraft where GPS is the primary means of establishing navigation accuracy, on-board system accuracy
will have a confidence greater than 99.9%.
As a result, FMS position can be relied upon without the need for any additional navigation cross checks using
ground-based NAVAIDs. However, GPS equipment, with Receiver Autonomous Integrity Monitor (RAIM) is
required.
The function of RAIM is to assess the integrity of GPS signals in a GPS Receiver system.
It will perform consistency checks between all position solutions obtained with various subsets of the visible
satellites and provide an alert to the flight crew if the consistency checks fail.
Traditional RAIM uses fault detection only and requires that a minimum of 5 visible satellites with satisfactory
geometry be visible to it.
An enhanced version of RAIM available in new GPS systems uses Fault Detection and Exclusion (FDE).
If GPS is the only Long-Range Navigation System (LRNS) on-board, an FDE program is also mandatory and
must be available in accordance with system limitations.
Using a minimum of 6 satellites, it is possible to detect a faulty satellite and exclude it from the navigation
solution, so that the navigation function can continue without interruption.
The amount of time FDE capability is projected to be unavailable requires a flight plan revision if the maximum
time is exceeded. This varies with the RNP level. For RNP 10, the maximum time is 34 minutes, for RNP 4 it is
25 minutes, and for RNP 2 the maximum time is 5 minutes.
There is no requirement to use dispatch FDE availability prediction programmes when multi-sensor systems
are fitted and used.

The use of GPS as the primary means of navigation will not preclude the FMS from automatically tuning and
monitoring ground-based NAVAIDs along the route of flight.
If GPS navigation is lost, the crew will be alerted and must revert back to conventional navigation system
updating for the planned route.
Flight Management Computers (FMCs) are certified for PBN operations when used with radio navigation and/or
GPS updating.
The FMC and Control Display Unit (CDU) will enable enroute and terminal area navigation, RNAV and
Required Navigation Performance with Authorization Required (RNP AR) approaches, and will supplement
primary navigation during all types of instrument approaches.
In flight, the FMC position is continually updated from the GPS, navigation radios, and ADIRU.
The updating priority is based on the availability of valid data from these supporting navigation systems.
During flight, the crew will be provided with an indication of GPS updating. This may be indicated on the CDU
or Navigation Display (ND).
When GPS updating is in use, the flight crew will be able to utilize the FMS to access both current and
predictive GPS data as required.
FMCs are certified for PBN operations when used with radio navigation and/or GPS updating.
When an airplane is on a procedure or airway that has an RNP requirement and does not have an RNP value
stored in the navigation database, a manual RNP entry into the FMS may be made.
Additionally, the flight crew will be able to monitor the ANP to ensure that the RNP is being met.
During the flight, if the ANP exceeds the RNP value at any time, the flight crew will be alerted that the required
performance is not being met.
This may be through an advisory or caution message and associated indication on the electronic flight displays.
If RNP is lost, the crew must advise ATC for further clearance and / or instructions.
The current phase of flight and airspace will determine if ATC requires the airplane to leave the RNP airspace
or to use routes that are based on conventional navigation.

Operations in oceanic and remote airspace can offer significant challenges to flight crew dealing with a loss of
RNP capability.
Procedures will vary depending on the point at which RNP capability is lost, and the flight crew must act
accordingly.
If RNP capability is lost due to equipment failure prior to entering the Oceanic Control Area (OCA) airspace, the
flight crew should consider the following actions: notify ATC as soon as practicable, land at a suitable
aerodrome prior to the boundary or return to the aerodrome of departure; or, obtain a re-clearance outside RNP
airspace.
Note: in general, the navigation system’s accuracy requirements to fly into North Atlantic High Level Airspace
(NAT HLA) will fall into the following categories of either RNP 10, also known as RNAV 10, or RNP 4.
Once inside the OCA, if the RNP capability is lost but the crew still retains some navigation capability, the crew
must notify the ATS provider as soon as possible if your navigation systems have degraded below that required
to operate in RNP or RNAV airspace. In general, that notification, either via voice or CPDLC, will include the
phrase “UNABLE RNP (OR RNAV) DUE TO EQUIPMENT.” If possible, the crew should request a revised
clearance.
Upon receipt of your message, ATS providers will assess the traffic situation and either allow you to remain as
filed or issue a reroute, depending on your current (and projected future) separation from other traffic.
Unserviceable navigation equipment must be checked against the Minimum Equipment List (MEL) for any
effect on RNP operations.
The specific MEL requirements will depend on the navigation equipment on board the aircraft, and the type of
RNP operations that will be conducted.
Flight crew must ensure they are familiar with MEL procedures and how they may affect RNP capability.

PBN Airspace Applications

An airspace concept describes the intended operations within an airspace. Airspace concepts are developed to
satisfy explicit strategic objectives such as improved safety, increased air traffic capacity and mitigation of
environmental impact.
Airspace concepts can include details of the practical organization of the airspace and its users based on
particular Communication, Navigation and Surveillance / Air Traffic Management (CNS / ATM) assumptions,
e.g. Air Traffic Service (ATS) route structure, separation minima, route spacing and obstacle clearance.

Oceanic and remote continental airspace concepts are currently supported by 3 navigation applications: RNAV
10, RNP 4 and RNP 2.
All of these navigation applications rely primarily on GNSS to support the navigation element of the airspace
concept and may require ATS surveillance for certain applications. Note: RNAV 10 retains the RNP 10
designation.
Continental enroute airspace concepts are currently supported by RNAV and RNP applications. RNAV 5 is
used in the Middle East (MID), South American (SAM) and European (EUR) Regions but currently, it is
designated as Basic RNAV (B-RNAV in EUR and RNP 5 in the MID).
In the United States, an RNAV 2 application supports an enroute continental airspace concept.
At present, continental RNAV applications support airspace concepts which include radar surveillance and
Direct Controller Pilot Communication (DCPC) Voice.
Within the next few years, enroute Advanced RNP (A-RNP) operations are expected in Europe, while RNP 0.3
operations for helicopters and slow moving aircraft are expected in the United States.
Continental enroute airspace concepts are currently supported by RNAV and RNP applications. RNAV 5 is
used in the Middle East (MID), South American (SAM) and European (EUR) Regions but currently, it is
designated as Basic RNAV (B-RNAV in EUR and RNP 5 in the MID).
In the United States, an RNAV 2 application supports an enroute continental airspace concept.
At present, continental RNAV applications support airspace concepts which include radar surveillance and
Direct Controller Pilot Communication (DCPC) Voice.
Within the next few years, enroute Advanced RNP (A-RNP) operations are expected in Europe, while RNP 0.3
operations for helicopters and slow moving aircraft are expected in the United States.
Existing terminal airspace concepts, which include arrival and departure, are supported by RNAV applications
and RNP used in the EUR Region, the United States and, increasingly, elsewhere.
The European terminal airspace RNAV application is known as Precision RNAV (P-RNAV), though this is
expected to migrate to A-RNP, which is under development.
Although the RNAV 1 Specification shares common navigation accuracy with P-RNAV, this regional Navigation
Specification does not satisfy the full requirements of the RNAV 1 Specification.
The United States terminal airspace application, formerly known as US-RNAV Type B, has been aligned with
the PBN concept and is now called RNAV 1.
RNP 1 has been developed primarily for application in non-radar, low-density terminal airspace. In future, more
RNP applications are expected to be developed for both enroute and terminal airspace.

Approach concepts cover all segments of the instrument approach, i.e. initial, intermediate, final and missed
approach.
These include RNP Specifications requiring a navigation accuracy of 0.3 nm to 0.1 nm or lower.
Typically, 3 sorts of RNP applications are characteristic of this phase of flight: new procedures to runways
never served by an instrument procedure; procedures either replacing or serving as back-up to existing
instrument procedures based on different technologies; and procedures developed to enhance airport access
in demanding environments.
The relevant RNP Specifications are RNP APCH and RNP AR as well as A-RNP.
NAVAID Infrastructure refers to space-based and / or ground-based NAVAIDs available to meet the
requirements stated in the Navigation Specification.
The 3 PBN components – Applications, Specifications and NAVAID Infrastructure, cannot be implemented in
isolation; there must be a relationship between them.
Each navigation application must be based upon a particular Navigation Specification and associated NAVAID
Infrastructure, which can be different in a different airspace concept.
A navigation application, either Enroute, Terminal, or Approach and Landing is designed using the Navigation
Specification (e.g. RNAV 1), based upon a specific NAVAID Infrastructure (e.g. GNSS). The criteria may be
different for individual States.
The RNAV 1 Specification shows that any of the following navigation sensors can meet its performance
requirements: GNSS or DME / DME / Inertial Reference Unit (IRU) or DME / DME.
Sensors needed to satisfy the performance requirements for an RNAV 1 Specification in a particular State are
not only dependent on the aircraft on-board capability.
A limited DME infrastructure or GNSS policy considerations may lead the authorities to impose specific
navigation sensor requirements for an RNAV 1 Specification in that State.
As such, State A’s Aeronautical Information Publication (AIP) could stipulate GNSS as a requirement for its
RNAV 1 Specification because State A only has GNSS available in its NAVAID Infrastructure. State B’s AIP
could require DME / DME / IRU for its RNAV 1 Specification as a policy decision to not allow GNSS.
Each of these Navigation Specifications would be implemented as an RNAV 1 application. However, aircraft
equipped only with GNSS and approved for the RNAV 1 Specification in State A would not be approved to
operate in State B.

Currently, PBN harmonizes lateral and longitudinal separation performance requirements (also known as 2
dimensional or 2D) for both RNAV and RNP Specifications.
Future developments will take PBN into 4 dimensional or 4D, trajectory-based operations.
Although PBN implementations will continue to be based on both RNAV and RNP Specifications, future
developments will focus on new RNP Specifications. The RNAV Specification will remain to cater for aging
aircraft with older generation IRU, DME equipment, and States where policy decisions limit the use of GNSS.
As more reliance is placed on GNSS, the development of airspace concepts will increasingly need to ensure
the coherent integration of navigation, communications and ATS surveillance enablers.
This need is being accelerated by the recent loss of Malaysia Airlines’ Boeing 777 MH370. Real time tracking
of position anywhere in the world is being explored in order to provide position information in areas of the world
where no radar surveillance is available or being contemplated due to the remote nature of the area.