Atr PBN

PRODUCT SUPPORT & SERVICES
PBN
PERFORM ANCE
BASED
NAVIGATION
LD
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10:12
Important notice
This brochure is intended to provide general information regarding flying in icing conditions.
In no case it is intended to replace the operational and flight manuals for ATR aircraft.
In all events, the procedures describe in the Aircraft Flight Manual
shall prevail over the information contained in this document.
All efforts have been made to ensure the quality of the present document.
Printed on 100% recycled paper using vegetable inks
However do not hesitate to inform ATR Flight Operations support of your comments
at the following address: flight-ops-support@atr.fr
The Flight Operations Support team
14T0975_ATR_brochure_PBN_couv.indd 52
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A
Introduction
A. Introduction PBN PERFORMANCE BASED NAVIGATION 7
14T0975_ATR_brochure_PBN_int.indd 7 20/10/2014 09:35

A. Introduction
This PBN - Performance Based Navigation - brochure aims at giving the operators essential
knowledge about what is the PBN concept and its application to the ATR aircraft.
This brochure will start with a little bit of history, to explain how and why PBN concept was
introduced by ICAO. The GNSS and associated augmentation means will be described as well as
performances that characterize PBN navigation. Each navigation specification will be explained,
together with its applicability on ATR. Finally a table will summarize ATR capabilities regarding
PBN depending on embodied modifications.
Main reference documentation is the ICAO doc 9613 - PBN Manual. PBN implementation is
monitored by ICAO and progress is available on ICAO website.
This brochure addresses ATR 42/72 -500 and -600 series. It will be updated after FMS STD2
certification.
Should you find any discrepancy between ATR operational documentation and this brochure,
the information contained in ATR AFM shall prevail.
The ATR flight-ops support team.

A
Introduction

A. Introduction
This PBN - Performance Based Navigation - brochure aims at giving the operators essential
knowledge about what is the PBN concept and its application to the ATR aircraft.
This brochure will start with a little bit of history, to explain how and why PBN concept was
introduced by ICAO. The GNSS and associated augmentation means will be described as well as
performances that characterize PBN navigation. Each navigation specification will be explained,
together with its applicability on ATR. Finally a table will summarize ATR capabilities regarding
PBN depending on embodied modifications.
Main reference documentation is the ICAO doc 9613 - PBN Manual. PBN implementation is
monitored by ICAO and progress is available on ICAO website.
This brochure addresses ATR 42/72 -500 and -600 series. It will be updated after FMS STD2
certification.
Should you find any discrepancy between ATR operational documentation and this brochure,
the information contained in ATR AFM shall prevail.
The ATR flight-ops support team.

B
Background
B. Background PBN PERFORMANCE BASED NAVIGATION 11

B. Background
B.1. Route Navigation

Route Navigation is the ability to navigate along predefined straight line route segments. Route navigation is
navigation aid based on several conventional ground equipments like the VHF Omni-directional Range (VOR),
Non-Directional Beacon (NDB), Distance Measuring Equipment (DME), Instrument Landing System (ILS) for
approach. NDB and VOR provide directional guidance as a bearing or radial from the aid. A precise position
can only be determined when overflying an NDB or VOR or when a DME is co-located with the NDB or VOR.
Position estimation along track is based upon time from the navigation aids. The accuracy of the position
decreases as the aircraft moves away from a navaid.
■ Route Navigation
Conventional routes are established dependent
on the location of Navaid.
The cross track accuracy decreases with range
from navigation aid.
ILS
The constraints of Route Navigation limit the efficiency of aircraft operations. Approach and departure instrument
flight procedures based on terrestrial radionavigation are constrained by the location, accuracy and other
limitations of the supporting radionavigation.

B. Background
B.2. Area Navigation

To overcome the constraints of Route Navigation, Area Navigation systems were developed. Area navigation
allows an aircraft to fly any pre-defined path with high accuracy between two points in space. Area Navigation
is recognized as a necessary enabler to further optimise aircraft operation, increase terminal area safety and
provide flexibility in placement of aircraft flight paths to minimise aircraft noise intrusion on the community.
Early area navigation systems were based on inertial (IRS/INS) or radio-direction finding and multi-lateration
principles and included DME-DME or DME-VOR.
Over the last 15 years, satellite based area navigation has matured. The GNSS (Global Navigation Satellite
System) meets the needs of oceanic, continental remote, continental en-route, terminal area and Non-Precision
Approach (NPA) requirements for most aircraft. These systems also support navigation performance monitoring.
Area Navigation has been implemented in many parts of the world using local standards and practices.
■ Area Navigation
Positioning by GNSS, IRS/INS, DME-DME, DME-VOR.
Routes are independent from the location of Navaid.
High and constant accuracy between two waypoints.
14 PBN PERFORMANCE BASED NAVIGATION B. Background

B. Background
B.3. Performance Based Navigation (PBN)

Authorities have developed their own Area Navigation regulations, but in order to avoid the proliferation of
navigation specifications in use worldwide, ICAO has redefined the regional differences into a globally harmonized
set of applications.
ICAO decided to create the PBN concept (behind the 11th Air Navigation Conference in 2004).
PBN is the international regulatory ICAO framework to standardize the implementation of Area
Navigation worldwide.
PBN is identified as a key enabler in the USA’s NextGen and Europe’s SESAR plans and ICAO has set
direction for the worldwide adoption of PBN using appropriate selection of navigation specifications. This was
the first step of the PBN concept definition.
■ NextGen: The Next Generation Air Transportation

System is the name given to a new National
Airspace System due for implementation across
the United States in stages between 2012 and
2025. NextGen proposes to transform America’s air
traffic control system from an aging ground-based
system to a satellite-based system. GPS technology
will be used to shorten routes, save time and fuel,
reduce traffic delays, increase capacity, and permit
controllers to monitor and manage aircraft with
greater safety margins.
■ SESAR: Single European Sky ATM Research is

the name given to the collaborative project that
is intended to completely overhaul the European
airspace and its Air Traffic Management (ATM).

B. Background
A manual has been published to provide a framework for the PBN

deployment plan by the different authorities.
PBN Manual DOC 9613

Fourth Edition - 2013
ICAO resolution A37-11 urges all states to complete a national PBN implementation plan following the 3 steps
that has been defined :
- short term (2012-2014)
- medium term (2014-2016)
- long term (2016-2020)
For information of the implementation refer to ICAO website (PBN page).
16 PBN PERFORMANCE BASED NAVIGATION B. Background

C
Area Navigation
C. Area Navigation PBN PERFORMANCE BASED NAVIGATION 17

C. Area Navigation
C.1. Principle
The area navigation is a method of navigation which permits aircraft operation on any desired flight path within
the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained
aids, or a combination of these.
Aircraft position is estimated using GNSS, IRS/INS, DME, VOR and updated by the combination of various
types of sensors. Flight management is based on navigation data base (navigation with reference to geographic
positions called waypoints).
Area Navigation Routes are established as Air Traffic Service (ATS) route within Radar Coverage.
Conventional Route Area Navigation Route
ILS
Routes are established dependent Positioning by GNSS, IRS/INS, DME-DME,
on the location of Navaids DME-VOR. Routes are independent from
the location of Navaids

C. Area Navigation
C.2. Area Navigation sensors

For area navigation, three kind of sensors can be used:
■ Self Contained Navigation → INS, IRS
■ Ground based Navigation → DME/DME, VOR/DME
■ Satellite based Navigation → GNSS(GPS)
C.2.1. Self-Contained Navigation

The inertial navigation sensor calculates the distance obtained by integrating acceleration (inertia) generated
while object is moving.
Sensor Mechanical Gyro INS

Navigation System
Sensor Laser Gyro IRS
20 PBN PERFORMANCE BASED NAVIGATION C. Area Navigation

C. Area Navigation
C.2.2. Ground-based Navigation

DME/DME
The aircraft position (Lat/Long) is calculated using distances from 2 DMEs:
■ Required Data = VOR/DME Position (Lat/Long)
■ The closer two stations are on the same straight line as the aircraft position, the greater the error becomes.
Therefore, the most appropriate combination of DMEs are automatically selected such that their relative
angle is between 30 – 150 degrees.
D1 nm D2 nm
30 deg 150 deg ߿ θ ߿ 30 deg
150 deg θ < 30 deg

DME1 DME2
(Lat1,Long1) (Lat2,Long2)
VOR/DME
The aircraft position (Lat/Long) is calculated using radial / distances from VOR/DME.
■ Required Data = VOR/DME position (Lat/Long)
R xxx deg X DME
VOR/DME (Lat,Long)
C.2.3. Satellite-based Navigation

Refer to chapter D. GNSS

D
Global Navigation
Satellite System (GNSS)
D. Global Navigation Satellite System (GNSS) PBN PERFORMANCE BASED NAVIGATION 23

D. Global Navigation Satellite System (GNSS)
D.1. Satellite constellation

Nowadays, area navigation is mainly achieved using a Global Navigation Satellite System (GNSS) composed
of a set of satellites.
Two main systems are currently available around the world, GLONASS in Russia, NAVSTAR/GPS in the USA.
The GALILEO European satellite system will be soon operational.
D.1.1. GPS: Global Positioning System

(US constellation)
■ The GPS is a space-based radio-navigation system consisting of a constellation of satellites and a network
of ground stations used for monitoring and control.
■ A minimum of 24 GPS satellites orbiting the Earth at an altitude of approximately 20.200 Km provide users
with accurate information on position, velocity, and time anywhere in the world and in all weather conditions.
■ Each satellite completes an orbit in less than 12 hours.
GPS (U.S.A)
1 master control station (Colorado Springs) and 5 monitoring stations

24 satellites orbit at 20.200 Km GPS satellite orbit
D.1.2. GLONASS (Russian constellation)

■ Glonass is composed of 24 satellites on 3 different circular orbits at an altitude of approximately 19.100 Km.
■ Each satellite completes an orbit in 11 hours and 15 mn.
GLONASS (Russia)
D.1.3. GALILEO (European constellation)

■ Galileo is composed of a minimum of 30 satellites on 3 different circular orbits at an altitude of approximately
23.600 Km.
■ Each satellite completes an orbit in 14 hours.
Galileo (Europe)
Note: Further in this brochure, only the GPS system will be considered.
26 PBN PERFORMANCE BASED NAVIGATION D. Global Navigation Satellite System (GNSS)

D.2. GNSS principle

With the GPS, a set of 24 satellites is split into 6 orbits in 55° relative planes and 4 satellites are placed on
each orbit.
The relative orbital planes and the spacing of the satellites are optimised to provide a wide coverage of the
Earth.
The satellites complete one revolution every 11 hours - 58 minutes - 2 seconds.
Timing is essential in GPS, and each satellite has up to 4 atomic clocks with accuracies measured in the
order of thousandths of millionths of a second.
In order to compute the aircraft position, the GPS receiver calculates its position by precisely timing the signals
sent by GPS satellites high above the Earth. Each satellite continually transmits messages that include the
time at when message was transmitted and the satellite position at time of message transmission.
The receiver uses the messages that it receives to determine the transit time of each message and computes
the distance to each satellite using the speed of light.
All GPS satellites transmit the same format of signal.

Distance = time x 299.791 km/s (light speed)
Each of these distances and satellites’ locations defines a sphere. The receiver is on the surface of each
of these spheres. These distances and satellites’ locations are used to compute the location of the receiver
using the navigation equations.
3 satellites
Signals determine 3 spheres.

The 3 spheres intersection gives 2 points. One point can be rejected due to incompatible position.

The clock accuracy is crucial, because a 1μs difference triggers an error equal to 300 m.
The GPS performance, alone, does not meet ICAO requirements for nagivation.
ABAS (Autonomous Based Augmentation System) is required to check integrity of the GPS Data.
GNSS = GPS+ABAS
GPS vertical reference

■ Geoid
The geoid is a representation of the surface of the earth that assumes sea covers the earth’s surface (mean
sea level: MSL). But sea level is not regular, depending on the gravity field of the earth.

■ Ellipsoid
The ellipsoid is a smooth elliptical model of the earth’s surface.
The ellipsoidal model used by the GPS is the World Geodesic System of 1984 (WGS84).
Since the GPS uses the ellipsoid and aviation uses the geoid (MSL), a correction has to be added to the
vertical reference inside the aircraft system data base.
This correction is the GUND

(Geoid UNDulation: N)
Example: GUND of Toulouse Airport

D.3. GNSS augmentation systems

The RNAV/GNSS system performance (accuracy, integrity, availability, continuity) is improved by integration of
external information into the calculation process.
ICAO defines three categories of augmentation systems:

■ ABAS (Aircraft Based Augmentation System)
■ SBAS (Satellite Based Augmentation System)
■ GBAS (Ground Based Augmentation System)
D.3.1. ABAS (Aircraft Based Augmentation System)

ABAS is achieved by features of the onboard equipment designed to overcome integrity performance limitations
of the GNSS constellations.
There is two different types of ABAS technical solutions:

■ RAIM (Receiver Autonomous Integrity Monitoring)
■ AAIM (Aircraft Autonomous Integrity Monitoring)
The ABAS systems are designed to resolve lack of integrity. It does not improve GNSS core signal accuracy.
D.3.1.1. RAIM: Receiver Autonomous Integrity Monitoring

RAIM algorithm allows the receiver to check integrity of the GNSS signal. Please refer to the chapter E.2.2.2
for further informations.
D.3.1.2. AAIM: Aircraft Autonomous Integrity Monitoring

AAIM uses the redundancy of position estimates from multiple sensors, including GNSS, to provide an integrity
level at least equivalent to RAIM.
D.3.1.3. ABAS on ATR

On ATR, the performance (integrity) is enhanced by integration of navigations sensors (VOR, DME) with GNSS
information.

D.3.2. SBAS (Satellite Based Augmentation System)

SBAS is comprised of several ground receivers which provide ranging, integrity and correction via geostationary
satellites.
■ WAAS (Wide Area Augmentation System) in Northern America

■ CWAAS (Canadian WAAS)
■ EGNOS (European Geostationary Navigation Overlay Service) in Europe
■ MSAS (Multi-Functional Satellite Augmentation System) in Japan
■ SNAS (Satellite Navigation Augmentation System) in China
■ GAGAN (GPS Aided Geo Augmented Navigation) in India
■ SDCM (System For Differential Corrections and Monitoring) in Russia
SBAS improves GNSS signal accuracy from ≈ 10 m down to ≈ 2 m, both horizontally and vertically.
SBAS allows for accurate GNSS-based navigation in all phases of flight including critical flight phases such
as approach.
SBAS can support all en-route and terminal RNAV operations, including vertically-guided approach down to
CAT I equivalent minima.

Geostationary satellite
GPS
3
GPS
1
1 2 1
The ground station:

1 Receives GPS signal
2 Determines health status of GPS
3 Broadcasts information on error condition of the GPS to aircraft via geostationary satellite

D.3.3. GBAS (Ground Based Augmentation System)

A Ground-Based Augmentation System (GBAS) is a system that supports local augmentation, at airport level, of
the primary GNSS constellation(s) by providing enhanced levels of service that support all phases of approach,
landing, departure and surface operations.
GPS Satellites
Ranging Sources
1
Status Informations
2 GBAS
Ground
Facility
GBAS
Reference
Differential Corrections, Receivers
Integrity Data and
Path Definition 3
Omnidirectional VHF Data
Broadcast (VDB) Signal
1 GBAS reference receivers located on the airport collect data from GNSS satellites
2 GBAS Ground facility located on the airport processes satellite correction and integrity data uplink
3 Augmentation information and integrity data is broadcast to the aircraft via VHF Data Broadcast (VDB)
D.3.4. SBAS and GBAS accuracies

Parameter GPS SBAS GBAS
Horizontal Position
10 m 1-2 m < 1 m
Accuracy
Vertical Position
15 m 2-3 m < 1 m
Accuracy
SBAS and GBAS allow for highly accurate GNSS-based navigation and are the perfect enabler for advanced
and applications in critical phases of flight such as approach.

D.4. Multi-sensor system

D.4.1 Mitigating the effects of GNSS outages
There are a number of sources of potential interference to GNSS. These interference can lead to a total loss
of GNSS services (outage).
There are three principal methods currently available for mitigating the effect of GNSS outages on aircraft
when GNSS supports navigation services.
1) by taking advantage of existing on-board equipment such as inertial navigation systems and implementing
advanced GNSS capabilities and GNSS receiver technologies (e.g. application of multiple constellations and
frequencies, adaptive antennas, etc.);
2) by employing procedural (pilot or air trafic control) methods, taking due consideration of the workload and
technical implications of the application of such mitigations in the relevant airspace. Particular issues that
need to be considered include:
- the impact that the loss of navigation will have on other functions such as surveillance in an ADS environment;
and
- the pontential for providing the necessary increase in aircraft route spacing in the airspace under consideration;
and
3) by taking advantage of terrestial radio navigation aids used as a back-up to GNSS or integrated with GNSS.
In identifying an appropriate terrestrial infrastructure, due account should be taken of the following factors.
- Increased reliance is being placed upon the use of RNAV operations. DME provides the most appropriate
terrestrial navigation infrastructure for such operations, as it provides an input to multi-sensor navigation
systems which allow continued RNAV operation in both en-route and terminal airspace. This same capability
can be used for RNAV approach operations if the DME coverage is sufficient.
- If it is determined that an alternate precision approach service is needed, instrument landing system (ILS) or
microwave landing system (MLS) may be used. This would likely entail retaining a minimum number of such
systems at an airport or within an area under consideration.
D.4.2 Mitigating on ATR

On Honeywell / Trimble GNSS HT1000
The primary source is the GPS

When the GPS signal is lost, the system riverts to the DME-DME
With no GPS or DME signal, the system riverts to dead reckoning DR
On FMS 220 Thalès

The primary source is the GPS.
When the GPS signal is lost, the system riverts to DME-DME (D-D), VOR-DME (V-D), VOR-VOR (V-V).
Then with no GPS and radio aids signal, the system riverts to dead reckoning D-R
A FMS computes its FMS position using one of two following position fixing modes:
- BCP (Best Computed Position)
BCP is the smart mode that computes the most accurate FMS position with a mix of all navigation sensors
available onboard: GPS, VOR, DME, ADC and AHRS. The BCP mode with all available sensors are selected
by default after a FMS cold start.
- GPS
This mode provides directly GPS coordinates.

E
Performance requirements
E. Performance requirements PBN PERFORMANCE BASED NAVIGATION 37

E. Performance requirements
E.1. Principle
Performance requirements needed for the proposed operation in the context of a particular airspace are
defined in terms of:
■ Accuracy
■ Integrity
■ Continuity
■ Availability
A measure of trust which

The difference between
can be placed in the
the estimated position correctness of the
and the actual aircraft information supplied by the
position Accuracy Integrity total system.
Continuity Availability
The capability of the system to The portion of time during which
perform its function without the system is simultaneously
unscheduled interruptions during delivering the required accuracy,
the intented operation. integrity, and continuity.
Reference: ICAO doc 9849 (GNSS manual)

E.2. Lateral navigation

E.2.1. Definitions
Lateral Navigation Error
Desired Flight Path

PDE
Defined Flight Path
FTE
ANP
(TSE)
Estimated Position
EPE (NSE)
Actual Position
PDE: Path Definition Error

The PDE is usually negligible, unless the navigation database coding is inaccurate or fault.
FTE: Flight Technical Error

The FTE is a characteristic of the pilot performance using Flight Director or the Auto-Pilot guidance performance
in the steering of the aircraft on the FMS defined flight path. The FTE has a cross-track statistical distribution.
EPE: Estimated Position Error (Also called NSE: Navigation System Error)
The EPE is estimated by the FMS as a function of the type of FMS position update.
How to compute the EPE?

EPE = HDOP x Measurement accuracy
HDOP: Horizontal Dilution Of Precision

The HDOP is a transposition of the Dilution Of Precision. This term is used to know the additional multiplicative
effect on the position measurement.
Good satellites constellation i.e.: HDOP = 1 to 2 Poor satellites constellation (aligned) i.e.: HDOP > 20
40 PBN PERFORMANCE BASED NAVIGATION E. Performance requirements

HDOP Value Rating Description

This is the highest possible confidence level to be used for applications
1 Ideal
demanding the highest possible precision at all times.
At this confidence level, positional measurements are considered accurate
1-2 Excellent
enough to meet all but the most sensitive applications.
Represents a level that marks the minimum appropriate for making business
2-5 Good decisions. Positional measurements could be used to make reliable in-route
navigation suggestions to the user.
Positional measurements could be used for calculations, but the fix quality
5-10 Moderate
could still be improved. A more open view of the sky is recommended.
Represents a low confidence level. Positional measurements should be
10-20 Fair discarded or used only to indicate a very rough estimate of the current
location.
At this level, measurements are inaccurate by as much as 300 meters with
>20 Poor
a 6 meter accurate device (50 HDOP x 6 meters) and should be discarded.
Meaning of HDOP values
EPE on the FMS 220 fitted on the ATR -600
ANP: Actual Navigation Performance (also called TSE: Total System Error)
The ANP is the difference between actual position and desired position.
This error is equal to the root sum square (RSS) of the Flight Technical Error (FTE), Path Definition Error (PDE),
and Estimated Position Error (EPE).
The Actual Navigation Performance (ANP) is defined as follows:

ANP= (FTE)²+(EPE)²+(PDE)²
As the PDE is negligible the following simplified equation will be considered:

ANP=√(FTE)²+(EPE)² (1)
The ANP, which is calculated with equation (1) above has a statistical distribution in the cross-track direction
as illustrated below.

E.2.2. Requirements
E.2.2.1. Accuracy
The accuracy is the difference between the estimated position and the actual position.
‘Where the system is’
The ANP must be below the accuracy limit value (X Nm) for 95% of the flying time.
X
Desired Flight path
Example: x = 2Nm for RNAV 2

Aircraft should stay within 2 Nm of the desired flight path, 95% of the time.

Accuracy alert (RNP)

■ GNSS Honeywell HT1000
If the ACTUAL Navigation Performance (ANP) is superior to the accuracy limit (RNP), the UNABLE RNP
message is displayed on the scratchpad.
■ FMS 220
If the ACTUAL Navigation Performance (ANP) is superior to the accuracy limit (RNP), the RNP and NAVIGATION
ACCURACY DEGRADED messages are displayed on the MCDU and UNABLE RNP message is displayed
on the ND.
Message displayed on MCDU

E.2.2.2. Integrity
The integrity is a measure of trust that can be placed in the correctness of the information supplied by the
total system.
“Trusting the system that it is where it says it is”
It includes the ability of the system to alert when the system should not be used for the intended operations
(alert) within a prescribed period of time (time-to alert).
Integrity monitoring
■ 3 satellites
Used to determine the position of the aircraft
■ 4 satellites
Four satellites are required to compute the four dimensions of X, Y, Z (position) and time without error.

■ 5 satellites
Allow position integrity monitoring by the RAIM software.
RAIM (Receiver Autonomous Integrity Monitoring), is a technology developed to assess the integrity of
GPS signals in a GPS receiver system.
FDI (Fault Detection Identification),

With the FDI, the system is able to detect a faulty satellite.
The RAIM function is used to provide a measure of trust which can be placed in the correctness of the
information supplied by the total system. It is an algorithmic technique based on the use of pseudo range
computed by the GPS receiver.
A minimum of 5 satellites in sight is necessary to detect faulty satellites or one which is degrading the
positioning computation accuracy.

■ 6 satellites or more
Allow position integrity monitoring by the RAIM software, and exclusion of the degraded or faulty satellite
signal.
FDE (Fault Detection Exclusion)

The FDE function is an embedded RAIM algorithm that can detect and identify faulty satellites which degrade
the positioning computation accuracy.
The FDE algorithm requires a minimum of 6 satellites to be operational.

The RAIM, available from 5 satellites, computes a Horizontal Integrity Limit (HIL) with:
■ 99.999% probable maximum error, assuming a satellite failure.
■ Guaranteed containment distance, even with undetected satellite failures, comparing the HIL to the
containment limit which is 2 times the accuracy limit.
Integrity on the HT1000
Integrity: the system is indicating it is

99.999 % certain that the aircraft position is
within, for example, 0.24 NM of the position
displayed on the POS REF page.
Integrity on the FMS 220
Integrity: the system is indicating it is 99.999

% certain that the aircraft position is within, for
example, 0.40 NM of the position displayed on
this page.

Integrity alert
■ Integrity alert on the HT1000
If the actual integrity figure is superior to the containment limit, the UNABLE RNP message is displayed on
the scratchpad.
■ Integrity alert on the FMS 220

The current navigation INTEGRITY is provided through the HIL parameter and monitoring is provided by the
AIM alert (failure is detected by the RAIM function).
Msg on the Msg on the

Navigation Display (ND) Multi Control Display unit (MCDU)
GPS HIL GPS HORIZONTAL

INTEG INTEGRITY ALERT
If the Horizontal Integrity Limit is superior to the containment limit, the HIL and the GPS HORIZONTAL
INTEGRITY ALERT messages are displayed on the MCDU and GPS INTEG is displayed on the ND.

E.2.2.3. Continuity and Availability

E.2.2.3.1. Definitions
Continuity
The capability of the system to perform its function without unscheduled interruptions during the intended
operation.
“It will be there or it will not be there”
The probability of an annunciated loss of RNP-X capability (true or false annunciation) shall be less than 10-4
per flight hour.
Arrival
H + 1hour
Departure Probability of having a

loss of RNP capability
< 1/10 000
Avaibility
The proportion of time during which the system is simultaneously delivering the required accuracy, integrity,
and continuity.
“It is there or it is not there”

E.2.2.3.2. Performance monitoring

The navigation performance continuity and availability can be checked in a number of different ways:
■ NOTAMs
■ Dedicated web site
■ On-board system
Notams
Crew can check two types of NOTAM:
■ NOTAM for satellite constellation

These NOTAMs are published by US coast guard service or local administration. The operators of the satellite
constellation normally provide a notice, at least 48 hours before a satellite vehicle is taken out of service.
Example:
KGPS / 1004222040 / 1004231050 / GPS PRN 23 OTS,
The above NOTAM indicates that the satellite vehicle, with identifier number PRN 23, will be out of service
from 2040 UTC on 22 April 2010 until 1050 UTC on 23 April 2010.
■ NOTAM for RAIM function availability
NOTAM for RAIM availability:

There are issued for each airport with a RNAV procedure, when integrity is not available during a 24 hour
period or when the angle of shadow for Satellite Vehicles (SV) is less than 5°.
In Europe these NOTAMs are published every 24 hours before 2:00 AM UTC.
Example:
NOTAM for the following unavailability of the RAIM function in Toulouse :
• the 1st of August 2010 from 04H48 to 04H55.
• the 2d of August 2010 from 21H35 to 21H40.
(A2162/05 NOTAMN
Q) LFBB/QGALS/I/NBO/A/000/999/
4100N00200E005
A) LFBO B) 1008010200 C) 10080200159
E) BARO AIDED GPS RAIM UNAVBL FOR NPA
1008010448 TIL 1008010455
1008012135 TIL 1008012140

Dedicated Web site

To enable pilots to quickly determine whether en-route and/or approach level RAIM will be available, it exists
dedicated tools:
■ AC 90-100 from FAA
■ AUGUR from Eurocontrol
Example of AUGUR prediction.
On-board system
■ HT1000

■ FMS 220
PRAIM (Predictive Receiver Autonomous Integrity Monitoring)

FMS uses the RAIM function of the GPS to provide on ground predictive GPS signal integrity monitoring,
through predictive HIL (Horizontal Integrity Limit), which allows the pilot to check navigation performance
availability and continuity at the destination airport and at any FPLN or SEC waypoint within a 30 minutes
centered time-window.

E.3. Vertical navigation
The along track navigation error on a descending vertical flight path induces a component of the vertical error
called Horizontal Coupling Error (HCE).
The pilot performance using Flight Director, or the performance of the guidance system, to control the aircraft
on a vertical flight path is characterized by a vertical Flight Technical Error (FTEz).
The Altimetry System Error (ASE) is the the error induced by the imprecision of the barometric system.
The Total System Error (TSEz) is defined as follows:
TSEz =√ ( FTEz)²+(HCE)²+(ASE)²
Each aircraft operating in airspace where vertical performance is specified shall have a Total System Error in
the vertical direction (TSEz) that is less than the specified performance limit 99.7% of the flying time.
There is no integrity and continuity requirement for the vertical navigation.

F
PBN Generalities
F. PBN Generalities PBN PERFORMANCE BASED NAVIGATION 55

F. PBN Generalities
F.1 Introduction
The global aviation community is facing significant challenges imposed by the air traffic increase. ICAO has
adopted PBN to address these challenges, as conventional ground based navigation remained too constraining
to face them.
PBN is helping the global aviation community thanks to the reduction of:
- aviation congestion
- fuel consumption/ gas emission
- aircraft noise
It provides operators with greater flexibility and better operating routes while increasing the safety of regional
and national airspace systems.
Vectored
Optimized Approach Step Down Approach to ILS
THRUST
ILS vs. RNP approach
F.2 PBN concept

RNP & RNAV procedures
ICAO’s Performance Based Navigation concept (PBN) aims to ensure global standardization of RNAV and RNP
specifications and to limit the proliferation of navigation specifications in use worldwide.
ICAO PBN manual introduces two types of “navigation specifications”:
- RNAV specification type
- RNP specification type
- RNAV Specifications (RNAV X) does not include the requirement for performance monitoring and alerting.
This specification is mainly used in areas covered by radar control, for risk mitigation.
- RNP Specifications (RNP X) includes requirements for on-board performance monitoring and alerting.
This specification is mainly used in areas not covered by radar and in approach phases.
Important note: In PBN, the definitions of RNAV and RNP are different from previously. To avoid any
confusion area navigation is used for the former RNAV (prePBN) and accuracy limit is used for the former
RNP (prePNB). In this brochure the terms RNAV and RNP refer to the PBN definitions.

F. PBN Generalities
RNP = RNAV + On-board Performance Monitoring & Alerting
For both RNP and RNAV designations, the expression “RNAV / RNP-X” (where stated) refers to the lateral
navigation accuracy in nautical miles, which is expected to be achieved at least 95% of the flight time by the
population of aircraft operating within the airspace, route or procedure.
Pre PBN Post PBN
Area Navigation Performance Requirements

RNAV RNP
(RNAV) (RNP)
Method of instrument Level of performance required
flight rules (IFR) navigation for a specific procedure or
that allows an aircraft to a specific block of airspace.
Navigation Specification Navigation Specification
choose any course within An RNP of 5 means that a
which does not require on which does require on
a network of navigation navigation system must be
board monitoring and alert board monitoring and alert
beacons, rather than able to calculate its position
navigating directly to and to within a circle with a radius
from the beacons of 5 nautical miles.
Concerning the navigation specification, for oceanic, remote, en-route and terminal operations:
- A RNAV specification is designated as RNAV-X, e.g. RNAV 1.
- A RNP specification is designated as RNP-X, e.g. RNP 4.
If two navigation specifications share the same value for X, they may be distinguished by use of a prefix, e.g.
Advanced-RNP 1 (under study) and Basic-RNP 1.
Approach navigation specifications cover all segments of the instrument approach. RNP specifications are
designated using RNP as a prefix and an abbreviated textual suffix, e.g. RNP APCH or RNP AR APCH. There
are no RNAV approach specifications.
Because specific performance requirements are defined for each navigation specification, an aircraft approved
for an RNP specification is not automatically approved for the corresponding 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).
58 PBN PERFORMANCE BASED NAVIGATION F. PBN Generalities

F. PBN Generalities
PBN performance requirements

PBN is defined as area navigation based on performance requirements for aircraft operating along an ATS
route, on an instrument approach procedure or in a designated airspace.
PBN represents a fundamental change from a sensor (equipment) based navigation concept to a performance
based navigation concept. Navigation specifications need no longer to be met through prescribed equipment
components, such as INS or VOR/DME receiver, but rather through an aircraft’s navigation systems ability to
meet prescribed performance criteria.
Pre PBN Post PBN

“The aircraft must be equipped with a certain “The aircraft must meet the required performance,
sensor, to achieve the required performance.” regardless of the sensor used.”
Advanced Area Navigation concept

The development of the PBN concept recognized that advanced aircraft Area Navigation systems are achieving
a predictable level of navigation performance accuracy which, together with an appropriate level of functionality,
allows a more efficient use of available airspace to be realized.
Pre PBN Post PBN

Straight navigation point to point Advanced Area Navigation concept

F. PBN Generalities
Global Scope of the PBN navigation specification
The illustration below summarizes all the PBN procedures. It is used in this brochure to illustrate all the
procedures as a common thread in the following chapters.
PBN
RNAV RNP
NavSpec
Type On board On board
performance performance
Monitoring and alert Monitoring and alert
is NOT required is required
NavSpec
RNAV10 RNAV5 RNAV1/2 RNP4 BASIC RNP1 RNP APCH RNP AR APCH
Name
Oceanic & Oceanic &

Flight Remote Remote
En-route Terminal En-route Terminal Classic APV Approach with
Phase continental continental additionnal
navigation navigation Approach Approach requirements
applications applications
SID SID
Procedure
Airways STAR Airways STAR RNAV RNAV RNAV
designation (GNSS) (GNSS) (RNP)
Minimum LNAV/VNAV LPV

designation LNAV
(APV Baro) (APV SBAS)
PBN Structures
60 PBN PERFORMANCE BASED NAVIGATION F. PBN Generalities

G
PBN specific functions
& Navigation data base
G. PBN specific functions & Navigation data base PBN PERFORMANCE BASED NAVIGATION 61

G. PBN specific functions & Navigation data base
G.1. Specific PBN system functions

The PBN is based on the ability to assure reliable, repeatable and predictable flight paths for improved capacity
and efficiency in planned operations. The implementation of PBN requires not only the functions traditionally
provided by the area navigation system, but also may require specific functions to improve procedures, and
airspace and air traffic operations. The system capabilities for established fixed radius paths, fly-by-turns,
RNAV or RNP holding, and lateral offsets fall into this latter category.
G.1.1. Fixed radius paths (FRPs)

Fixed radius paths (FRPs) take two forms:
■ One is the radius to fix (RF) leg type

The RF leg is one of the leg types described that should be used when there is a requirement for a specific
curved path radius in a terminal or approach procedure. The RF leg is defined by radius, arc length, and
fix. RNP systems supporting this leg type provide the same ability to conform to the track-keeping accuracy
during the turn as in the straight line segments.
RF leg

The other one is the FRT (Fixed Radius Transition), is intended to be used with en-route procedures. Due
to the technicalities of how the procedure data are defined, it falls upon the RNP system to create the fixed
radius turn (also called a fixed radius transition or FRT) between two route segments.
These turns have two possible radii, 22.5 NM for high altitude routes (above FL 195) and 15 NM for low
altitude routes (below FL195). Using such path elements in a RNAV route enables improvement in airspace
usage through closely spaced parallel routes.
Fixed radius transition
ऄ The fixed radius paths (FRPs) are only available on the Thales FMS 220 (ATR-600)
G.1.2. Fly-by turns

For fly-by turns, area navigation systems use information on aircraft speed, bank angle, wind, and track angle
change, to calculate a flight path turn that smoothly transitions from one path segment to the next. However,
because the parameters affecting the turn radius can vary from one aircraft to another, as well as due to
changing conditions in speed and wind, the turn initiation point and turn area can vary.
ऄ The fly-by turns is available on the Honeywell HT 1000 and on the Thales FMS 220
Fly-by turn
64 PBN PERFORMANCE BASED NAVIGATION G. PBN specific functions & Navigation data base

G.1.3. Holding pattern

The area navigation system facilitates the holding pattern specification by allowing the definition of the inbound
course to the holding waypoint, turn direction and leg time or distance on the straight segments, as well as
the ability to plan the exit from the hold.
ऄ This holding pattern specification is not available on ATR.
Holding pattern
G.1.4. Offset flight path

RNAV and RNP systems may provide the capability for the flight crew to specify a lateral offset from a defined
route.
Generally, lateral offsets can be specified in increments of 1 NM up to 20 NM. When a lateral offset is activated
in the RNAV or RNP system, the aircraft will leave the defined route and typically intercept the offset at an
angle of 45 degrees or less. When the offset is cancelled, the aircraft returns to the defined route in a similar
manner. Such offsets can be used both strategically, i.e. fixed offset for the length of the route, or tactically,
i.e. temporarily. Most RNAV and RNP systems automatically cancel offsets in the terminal area or at the
beginning of an approach procedure, at an RNAV hold, or during course changes of 90 degrees or greater.
ऄ The offset flight path is available on the Honeywell HT 1000 and on the Thales FMS 220
Offset flight path

G.2. Coding of navigation data base

The GNSS navigation data base is coded in ARINC 424. ARINC 424 specifies the concept of “Waypoint” and
“Path Terminator”.
Waypoints
Identification:
■ Geographical coordinates expressed in WGS 84.
■ 5 letter unique code (e.g. BARNA). The code has to be pronounceable.
■ The ICAO 3-letter station identifier, if located with a ground-based NAVAID (e.g. BRO).
■ An alphanumerical name code (e.g. DF410) in terminal airspace.
There are two types of waypoints:
Path Terminator
A specific type of flight path along a segment of a procedure (indicated by the first letter), with a specific type
of termination (indicated by the second letter), as specified by the ICAO.
Example: CF (Course to Fix) – Path: C → Course to
– Terminator: F → Fix
This concept:
■ permits coding of terminal area procedures, SIDs, STARs and approaches
■ establishes “rules” of coding
■ includes a set of defined codes known as “path and terminators” or leg type
Charted procedures are translated into a sequence of ARINC 424 legs in the Navigation Database. Flight plans
are entered into the FMS by using procedures from the navigation database and chaining them together.
Available Path Terminators are defined in PBN Manual Nav Specifications
Path and terminator
Refer to M. Annex for the different Path and Terminators
66 PBN PERFORMANCE BASED NAVIGATION G. PBN specific functions & Navigation data base

H
ATR specifications
& limitations
H. ATR specifications & limitations PBN PERFORMANCE BASED NAVIGATION 67

H. ATR specifications & limitations
H.1. GPS standards

A GPS sensor is certified according to a certain standard. These standards are named Technical Standard
Order (TSO).
Refer to the TSO manuals provided by the FAA to obtain more informations on the following standards used
by ATR.
TSO C129 (a): The minimum performance standard that global positioning system (GPS) must meet.
Equipment approved under this TSO shall be identified with the applicable equipment class.
TSO C115 (c): The Minimum Performance Standards (MPS) using Multi-Sensor Inputs.
TSO C145 (c): Airborne navigation sensors using the Global Positioning System augmented by the Satellite
Based Augmentation System (SBAS).
TSO C146 (c): Stand-Alone Airborne Navigation Equipment using the Global Positioning System augmented
by the Satellite Based Augmentation System (SBAS).
H.2. Area navigation systems fitted

on the ATR
On ATR, the area navigation function is provided by the GNSS/GPS.
Depending on ATR version:
- Specific GNSS/GPS is fitted.
- Backup is done with ground based area navigation as DME-DME or VOR-DME

H.2.1. Single Honeywell/Trimble GNSS HT1000

The HT1000 Global Navigation Management System (GNSS) is a navigation system that receives and processes
Global Positioning System (GPS) signals to provide worldwide navigation capability.
The navigation is normally performed using the GPS sensor (GPS mode). In the case of the GPS position
becomes unavailable, the HT1000 reverts to DME-DME mode (if installed) and radio coverage allows it. If not,
the dead reckoning mode (DR) is used as a back-up using true airspeed, heading and the last computed
wind data (cf. Chapter D5).
GNSS HT 1000 GNSS HT 1000 fitted on ATR
GNSS HT1000 architecture
The HT 1000 comply with the TSO C129 class A1 (Airborne Supplemental Navigation Equipment using the
Global Positioning System).
When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation
Equipment using Multi-Sensor Inputs).
70 PBN PERFORMANCE BASED NAVIGATION H. ATR specifications & limitations

H.2.2. Dual Honeywell/Trimble GNSS HT1000

The dual HT 1000 consists in the installation of two system discribed on the previous chapter. With dual units,
each system is interfaced with its on-side instrumentation.
The dual installation provides an automatic transfer of the active flight plan to the second system. To confirm
the transfer, the flight plan must be executed on the receiving system.
Dual GNSS HT 1000 Dual GNSS HT 1000 fitted on ATR
Dual HT 1000 architecture
The HT 1000 comply with the TSO C 129 (Airborne Supplemental Navigation Equipment Using the Global
Positioning System).
When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation
Equipment using Multi-Sensor Inputs).

H.2.3. FMS 220 Thales

ATR -600 is equipped with 2 Flight Management Systems, real core of the aircraft management. The FMS allow
managing the aircraft during all the phases of the flight, allowing for flight plan management, flight prediction
computations, wind management, and aircraft various sensors management.
■ FMS 1 (software and database) is located inside display unit 2 (DU2).

■ FMS 2 (software and database) is located inside display unit 4 (DU4).
In normal operation, FMS 1 & 2 are achieving their own computation and there are synchronized through the
cross talk link.
FMS 220 Thales fitted on ATR -600
FMS 220 architecture
The FMS 220 comply with the TSO C 129a class C1 (Airborne Supplemental Navigation Equipment using the
Global Positioning System) and C 115b (Airborne Navigation Equipment using Multi-Sensor Inputs).
72 PBN PERFORMANCE BASED NAVIGATION H. ATR specifications & limitations

H.3. ATR current limitations

Limitations of the system can be found, in the limitations section of the AFM. As an example, below, a page
of the limitations of GPS.

I
Oceanic
& Remote Area
I. Oceanic & Remote Area PBN PERFORMANCE BASED NAVIGATION 75

I. Oceanic & Remote Area
I.1. Introduction
Regulation references
RNAV 10:
- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 1: RNAV 10 (designated and authorized as RNP 10)
- AMC 20-12 - “Recognition of FAA Order 8400.12 a For RNP-10 Operations”
RNP 4:
- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 1: RNP 4
Oceanic and remote area are characterized by a lack of ground–based navigation infrastructure. For this reason,
navigation has to be based on satellites (GNSS), self-contained sensors (IRS or INS) or a combination of both.
As the ATR is not equiped with IRS/INS, the system redundancy is ensured by 2 GNSS.
In the PBN structure, two navigation specifications are used:
■ RNAV10 (without performance monitoring)
■ RNP 4 (with performance monitoring)
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

Remote En-route Terminal Remote En-route Terminal Classic APV Approach with
continental continental additionnal
SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV
The RNAV 10 specification requires a standard navigation accuracy of 10 NM. The RNP 4 requires a 4NM
accuracy.
Navigation accurancy (NM) per navigation specification.

I.2. RNAV 10
RNAV 10 is applicable to operations in oceanic and remote areas and does not require any ground-based
navigation infrastructure or assessment.
RNAV 10 supports 50 NM lateral and 50 NM longitudinal distance-based separation minima.
As the requirements for RNP 10 (previous designation) did not include a requirement for On-board Performance
Monitoring and Alerting, it is more correctly described as an RNAV operation and hence the inclusion in the
PBN Manual as RNAV 10.
However, the designation of the airworthiness and operational approval as well as airspace/route designation
remains “RNP 10” in order to retain the validity of the present publications and extensive approvals.
As RNAV 10 is intended for use in oceanic and remote areas the navigation specification is based on the use
of Long Range Navigation Systems. A minimum of two LRNS, is required for redundancy.
In order to be approved for oceanic and remote applications a GNSS receiver must be capable of excluding
a faulty satellite from the solution (Fault Detection and Exclusion/FDE) so that continuity of navigation can be
provided. FDE is standard for GNSS receivers based on later TSO C146 standards and is available as an
option or modification for TSO C129a receivers. Consequently, where a TSO C129a GNSS is used to satisfy
the requirement for one or both of the LRNS, it needs to be determined that the receiver is capable of FDE
and approved for oceanic/remote operations.
When the FDE is not available, the navigation accuracy is reduced (Dead Reckoning). (See chapitre D4)
I.3. RNP 4
RNP 4 is a navigation specification applicable to oceanic and remote airspace, and supports 30NM lateral
and 30NM longitudinal separation.
Operators holding an existing RNP 4 operational approval do not need to be re-examined as the PBN Manual
requirements are unchanged.
Aircraft fitted with GNSS only as an approved LNRS for oceanic and remote airspace operations must meet
specific technical requirements. The flight manual are indicate that dual GNSS equipment are approved under
an appropriate standard (TSO C129a or C146).
In addition, an approved dispatch fault detection and exclusion (FDE) availability prediction program must
be used. The maximum allowable time for which FDE capability is projected to be unavailable on any one
event is 25 minutes. This maximum outage time must be included as a condition of the RNP 4 operational
approval. If predictions indicate that the maximum allowable FDE outage will be exceeded, the operation must
be rescheduled to a time when FDE is available.
When the FDE is not available, the navigation accuracy is reduced (Dead Reckoning). (See chapitre D4)
For RNP 4 operation the system has to have an On-board Performance Monitoring and Alerting:
- Accuracy: 4NM
- Integrity and continuity are monitored thanks to the GNSS.
78 PBN PERFORMANCE BASED NAVIGATION I. Oceanic & Remote Area

I.4. RNAV 10 and RNP 4 on ATR

The aircraft requirement is a minimum of two Long Range Navigation Systems, which are two GNSS on ATR.
The minimum level of GNSS receiver (TSO C129a) is capable of FDE (Fault detection and Exclusion) and
approved for oceanic/remote operations.
Especially for the RNP 4:

■ The on-board performance monitoring and alerting is assured
■ The lateral total system error must be within ±4 NM for at least 95 per cent of the total flight time.
On the ATR aircraft, the Honeywell HT 1000 and the Thales FMS 220:
■ comply with the TSO C 129a,
■ are capable of FDE,
■ are capable of on-board performance monitoring and alerting
For Honeywell HT1000, for RNAV 10 and RNP 4, the aircraft has to be fitted with a dual equipment system
version (mod 5243) and the AFM must mention oceanic and remote area operation. This version has dual
GNSS and two GPS antennas.
In addition, RNP 4 requires mod 5403 (P RNAV accuracy 1 NM) to have an accuracy limit below 4NM.


For Thales FMS 220, the aircraft has to be fitted with the two GPS option (mod 5965) and has the mention
oceanic and remote area.

To be compliant with RNAV 10:
ATR 42-400/500 and 72-212A (500): Mod 5243
ATR -600: Mod 5965
To be compliant with RNP4:
ATR 42-400/500 and 72-212A (500): Mod 5243 + 5403
ATR -600: Mod 5965

J
Continental
En-route area
J. Continental En-route area PBN PERFORMANCE BASED NAVIGATION 83

J. Continental En-route area
J.1. Introduction
- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 2: RNAV 5
- FAA AC 90-96 approval of operators & aircraft to operate under IFR in European Airspace Designated for Basic
Navigation (BRNAV).
- JAA LEAFLET No. 2 rev. 1: Guidance Material on Airworthiness Approval and operational criteria for the use of
navigation systems in European air space designated for Basic RNAV operations.
In the PBN structure, three navigation specifications are used for the continental En-route area:
■ RNAV 5 (without performance monitoring), previously B-RNAV in European regulations.
■ RNAV 1/2 (without performance monitoring), previously P-RNAV, for RNAV 1 in European regulations.
■ Basic RNP1 (with performance monitoring), mainly used in terminal area (Refer to terminal area section).
It could sometimes be used in initial, intermediate and missed approaches.
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV

J.2. RNAV 5
JAA Temporary Guidance Leaflet No. 2 (JAA TGL N°2) was first published in July 1996, containing Advisory
Material for the Airworthiness Approval of Navigation Systems for use in European Airspace designated for Basic
RNAV operations (B RNAV). Following the adoption of AMC material by JAA and subsequently responsibility
being assigned to EASA, this document has been re-issued as AMC 20-4.
The FAA published comparable material under AC 90-96 on 20 March 1998.
These two documents provide identical functional and operational requirements.

To comply with RNAV 5, the aircraft systems need to be approved according to the JAA TGL N°2 (B-RNAV)
or FAA AC90-96.
In the PBN manual terminology, B-RNAV requirements are termed RNAV 5.
RNAV 5 is intended for en-route navigation where there is adequate coverage of ground-based radio navigation
aids permitting DME/DME or VOR/DME area navigation operations.
GNSS approved in accordance with TSO C129a or later meets the requirements of RNAV 5. Stand-alone
receivers manufactured to TSO C129 are also applicable provided they include pseudo-range step detection
and health word checking functions.
GNSS based operations require prediction that a service (with integrity) will be available for the route. Most
GNSS availability prediction programs are computed for a specific location (normally the destination airport)
and are unable to provide predictions over a route or large area. However for RNAV 5 the probability of a
loss of GNSS integrity is remote and the prediction requirement can normally be met by determining that
sufficient satellites are available to provide adequate continuity of service.
RNAV 5 (previously B-RNAV) satisfies a required track keeping accuracy of ± 5 NM for at least 95% of the
flight time.
This level of navigation accuracy is comparable with that which can be achieved by conventional navigation
techniques on ATC routes defined by VOR/DME, when VORs are less than 100 Nm apart.
J.3. RNAV 1/ 2
The RNAV 1 was previously called P-RNAV and it is mainly used in terminal area.
It also could be used in initial, intermediate and missed approaches in specific cases. The RNAV 2 is only
used in USA.
For further details refer to the terminal area section (Part K).
86 PBN PERFORMANCE BASED NAVIGATION J. Continental En-route area

J.4. Basic RNP 1

The Basic RNP 1 requires On-board Performance Monitoring and Alerting. It is currently limited to use within
30 NM of departure or arrival airport.
For more details refer to the Terminal area section (part K).
J.5. RNAV 5 on ATR

The aircraft has to comply with JAA TGL n°2 (B RNAV) or FAA AC 90-96.
The GNSS has to be approved in accordance with:
■ TSO C129a or
■ TSO C129 with pseudo-range step detection and health word checking functions.
On the ATR aircraft,
■ The Honeywell HT 1000 complies with the TSO C 129a. In addition, RNAV 5 requires mod 5176 (B_RNAV
accuracy 5NM)

■ The Thales FMS 220 complies with the TSO C 129a and the system meets the requirements of TGL n°2
(B RNAV).
88 PBN PERFORMANCE BASED NAVIGATION J. Continental En-route area

To be compliant with RNAV 5
-Honeywell HT1000 + Software 05H:

-ATR 42 -300/320 : Mod (4654 + 4885)
-ATR 72 -200/210 : Mod (4654 + 4885)
-ATR 42 -400/500 : Mod (4654 + 4885) or Mod 5020
-ATR 72 -212A (500) : Mod (4654 + 4885) or Mod 5020
-Honeywell HT1000 + Software 060:

-ATR 42 -300/320 : Mod (5176 + 8297)
-ATR 72 -200/210 : Mod 5176
-ATR 42 -400/500 : Mod 5176
-ATR 72 -212A (500) : Mod 5176
-Thales FMS 220:

-ATR -600: Mod 5948
These are the minimum modifications to be compliant with RNAV5. All

later modifications are compliant with RNAV 5

K
Terminal area
K. Terminal area PBN PERFORMANCE BASED NAVIGATION 91

K. Terminal area
K.1. Introduction
RNAV 1 and 2:
- Doc OACI 9613 PBN Manuel VOL II Part B Chapter 2: RNAV 1 and RNAV 2
- AC 90-96A: For a US operator to get a P-RNAV approval
- AC 90-100A: Provides operational and airworthiness guidance for operation on U.S. Area Navigation (RNAV) routes,
Instrument Departure Procedures (DPs), and Standard Terminal Arrivals (STARs).
- JAA Leaflet 10: Airworthiness and operational approval for Precision RNAV operations in designated european airspace.
Basic RNP 1:
- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 3: RNP 1
In the PBN structure, three navigation specifications are used for the terminal area:
■ RNAV 1 or 2 (without performance monitoring) → previously P-RNAV for RNAV 1, in European regulations.
→ RNAV 2 already in use in USA.
■ Basic RNP1 (with performance monitoring)
RNAV 1 or 2 and Basic RNP 1 are also used in En Route Area
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV

K. Terminal area
94 PBN PERFORMANCE BASED NAVIGATION K. Terminal area

K. Terminal area
K.2. RNAV 1 or 2
The RNAV 1 and 2 specification is applicable to all ATS routes, including routes in the en-route domain,
Standard Instrument Departures (SIDs), and STandard Arrival Routes (STARS). It also applies to instrument
approach procedures up to the final approach fix.
En-Route
RNAV 1/2
STAR
SID
IAF
Arrival
From the end of Take Off

Departure
The RNAV 1 or 2 specification is primarily developed for RNAV operations in a radar environment (for SIDs,
radar coverage is expected prior to the first RNAV course change). However, RNAV 1 and RNAV 2 may be
used in a non-radar environment or below Minimum Vectoring Altitude (MVA) if the implementing State ensures
appropriate system safety and accounts for lack of on-board performance monitoring and alerting.
The Joint Aviation Authorities (JAA) published airworthiness and operational approval for precision area navigation
(P RNAV) on 1 November 2000 through TGL-10. The Federal Aviation Administration (FAA) published AC
90-100 U.S. terminal and en-route area navigation (RNAV) operations on 7 January 2005, and updated on 1
March 2007 through AC 90-100A. While similar in functional requirements, differences exist between these
two documents.
The ICAO RNAV 1 or 2 specification is the result of the harmonisation of European and United States RNAV
regulation
For existing systems, compliance with both P-RNAV (TGL-10) and U.S. RNAV (FAA AC 90-100) assures
automatic compliance with this ICAO specification. Operators with compliance to only TGL-10 or AC 90-100
have to confirm whether their system gives automatic compliance to this specification (See following chapter).

K. Terminal area
K.3. RNAV 1 or 2 on ATR

As stated in the AFM (mod 5403) the ATR has been demonstrated to meet the P-RNAV requirements of JAA
TGL n°10 with the mod 5403 embodied.
AFM page as an example
To obtain a RNAV 1 and RNAV 2 approval from TGL 10, the aircraft has to comply with the additional
requirements of the PBN manual here below:
The ATR meet the requirements of the TGL 10 based on the use of GNSS and therefore complies
with RNAV 1 and RNAV 2.

K. Terminal area
To be compliant with RNAV 1/2, the system has to meet the requirements
of TGL n°10

-ATR 42 -300/320 : Mod 5403
-ATR 72 -200/210 : Mod 5403
-ATR 42 -400/500 : Mod 5403
-ATR 72 -212A (500) : Mod 5403
-Thales FMS 220:

-ATR -600: Mod 5948
These are the minimum modifications to be compliant with RNAV 1/2.

All later Modifications are compliant with the RNAV 1/2

K. Terminal area
K.4. Basic RNP 1

The RNP 1 specification provides a means to develop routes for connectivity between the en-route structure
and TerMinal Airspace (TMA) with no or limited ATS surveillance, with low to medium density traffic.
When originally published, this navigation specification included the prefix “Basic” because an Advanced-RNP
1 specification was planned. Advanced–RNP 1 evolved into the Advanced-RNP specification, so the need to
include the prefix “Basic“ is no longer necessary. Existing approvals granted under the original nomenclature
remain valid.
The following systems meet the accuracy, integrity and continuity requirements of these criteria.
a) aircraft with TSO-C129a sensor (Class B or C), TSO-C145 and the requirements of TSO-C115b FMS,
installed for IFR use in accordance with FAA AC 20-130A;
b) aircraft with TSO-C129a class A1 or TSO-C146 equipment installed for IFR use in accordance with FAA
AC 20-138 or AC 20-138A;
c) aircraft with RNP capability certified or approved to equivalent standards.
For Basic RNP 1 operation the system has to have an On-board Performance Monitoring and Alerting.
K.5. Basic RNP 1 on ATR

The minimum level of GNSS receiver is the TSO C129a with a sensor class A1, equipment installed for IFR
use in accordance with FAA AC 20-138.
The on-board performance monitoring and alerting is ensured by a dedicated GNSS system.
For Honeywell HT 1000

■ have sensor class A1,
■ is installed in compliance with FAA AC 20-138,
■ is capable of on-board performance monitoring and alerting.
For Thales FMS 220

■ have sensor class C1,
■ is installed in compliance with FAA AC 20-130A
■ is capable of on-board performance monitoring and alerting.

K. Terminal area

K. Terminal area
To be compliant with Basic RNP 1:

-ATR 42 -300/320 : Mod 5403
-ATR 72 -200/210 : Mod 5403
-ATR 42 -400/500 : Mod 5403
-ATR 72 -212A (500) : Mod 5403
-Thales FMS 220:

-ATR -600: Mod 5948
These are the minimum modifications to be compliant with Basic RNP1.

All later Modifications are compliant with the Basic RNP1.

L
Approach
L. Approach PBN PERFORMANCE BASED NAVIGATION 101

L. Approach
L.1 Introduction
L.1.1. Type of RNP approach
In the PBN structure, four kinds of approach, divided in two navigation specifications, are used:
RNP APCH: ■ LNAV approach

■ LNAV/VNAV approach (Baro VNAV approach)
■ LPV approach
RNP AR APCH: ■ RNP approach with Authorization Required
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV
For lateral guidance the RNP approaches are based on the GNSS only.

L. Approach
L.1.2 RNP APCH (RNP APproaCH)

L.1.2.1. Presentation
A RNP approach is defined in the ICAO PBN manual. This approach is identified as RNAV approach
charts (see chart below). (GNSS)
It includes two kinds of approach:

■ Classic approach (without vertical guidance)
→ Non Precision Approach, idenfied as RNAV (GNSS) LNAV
■ APV (Approach Procedure with Vertical guidance)
→ APV BaroVNAV, identified as RNAV (GNSS) LNAV/VNAV
→ APV SBAS, identified as RNAV (GNSS) LPV
The APV are not considered as precision approaches. There are non precision approach (NPA) with
vertical guidance.
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV
104 PBN PERFORMANCE BASED NAVIGATION L. Approach

L. Approach
RNAV (GNSS) chart, including minimas corresponding to the three types of approach (LNAV, LNAV/VNAV, LPV).

L. Approach
L.1.2.2. RNP APCH concept

The approach covers all segments of the instrument approach, i.e. initial, intermediate, holding, final, and
missed approach.
The RNP APCH operations are enabled by the use of GNSS as sole means for lateral navigation (i.e. do not
rely on airport ground navaids).
The RNP APCH specifications require a standard navigation accuracy of 1.0 NM in the initial, intermediate
and missed segments and 0.3 NM in the final segment.
L.1.2.3. RNP APCH benefits

■ Direct / efficient trajectories to final approach
- Track miles saving, less fuel, reduced airborne time
■ Accurate lateral guidance in approach

- Reduced protection areas → less obstacles to take into consideration
- Less obstacles → lower minima
- Lower minima → higher airport accessibility
- Higher airport accessibility → less delays, less diversions
■ Vertical guidance in final approach:

- Increased safety (reduced risk of Controlled Flight Toward Terrain / Controlled Flight Into Terrain)
■ Find an alternative to costly implementation and maintenance of ground based landing aids such as ILS

L. Approach
L.1.2.4. Initial and intermediate approach

A final procedure RNAV (GNSS), resulting in LNAV, LNAV/VNAV or LPV minimas, may be preceeded by :
- an initial and intermediate approach T or Y
- an initial and intermediate RNAV1 (generally preceeded by a STAR RNAV1)
- a radar vectoring as is the case in most large airport hubs.
When RNAV procedures are designed in Y or T configuration, Terminal Area Altitude or Terminal Arrival Area
(TAA) are displayed.
They are generally centered on an IAF or IF with a 25 Nm long radius and protects flight within a specific
sector by 1000 ft margin above obstacles.
Example of Y configuration:
Y approach area protection
Complete Y approach

L. Approach
Example of T configuration:
T approach area protection
Complete T approach

L. Approach
L.1.2.5. Holding Pattern

Standard racetrack holding pattern may be provided at the centre IAF.
If necessary it could be used for course reversal, altitude adjustment or entry into the procedure.
L.1.2.6. Vertical profile of an RNP APCH

Here below, the vertical profile of the different flight phases during an approach is illustrated.

L. Approach
L.1.3. RNP AR (RNP with Autorization Required)

A RNP AR approach is defined in the ICAO Performance Based Navigation (PBN) manual. This approach is
equivalent to the RNAV (RNP) approach type.
Compared to standard RNP APCH approach procedures, the RNP AR approach procedures are characterized
by:
■ Accuracy limit ≤ 0.3 NM and/or
■ Curved flight path before and after the Final Approach Fix (FAF) or Final Approach Point (FAP).
■ Protections areas laterally limited to 2 X accuracy limit value without any additional buffer.
These approach procedures are always designed to be flown with baro-VNAV capability.
RNP AR operations may include missed approach procedures and instrument departures with reduced accuracy
limit (≤1NM).

L. Approach
Example of RNP AR approach (Queenstown: New Zealand)
Procedures are identified through the title “RNAV (RNP) RWY XX.” Where more than one RNAV approach
with different ground-tracks are developed to the same runway, they are each identified with an alphabetical
suffix beginning at the end of the alphabet. The procedure with the lowest minimums is given the “Z” suffix.

L. Approach
L.2. RNP APCH – LNAV approach

- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5 Section A –RNP APCH operations down to LNAV and LNAV/VNAV
minima.
Airworthiness Reference
-EASA AMC 20-27
-FAA AC 20-130A, AC 20-138A, AC 20-129, (replaced by AC 20-138B and C)
-ETSO/TSO C129a, ETSO/TSO C145 and C146
Operational Reference
- EASA AMC 20-27: “airworthiness approval and operational criteria for RNP approach (RNP APCH) operations”
- DGAC OPS directive F 2012-02
- DGAC Technical guidelines for RNP APCH operations known as RNAV(GNSS)
- FAA AC 90-105
L.2.1. Presentation
RNAV (GNSS) LNAV is a classic approach not associated with a vertical guidance.
RNAV (GNSS) LNAV → 2D without vertical guidance
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV
LNAV are presented as RNAV (GNSS) / LNAV minimas

L. Approach
Example of LNAV approach (Toulouse)

L. Approach
■ The lateral guidance is performed using the RNAV / GNSS and positioning based on GNSS.
■ The vertical flight management is performed identically to Non-Precision Approaches (VOR / DME, NDB...),
using, on ATR the VS (vertical speed) as primary and the Baro-VNAV as advisory.
According to EU OPS, for NPAs (Non Precision Approach), the LNAV procedure must be conducted using
the CDFA technique (Continuous Descent Flight Angle).
Approch Lateral Vertical path Minima

category guidance management
Same as for
RNAV/GNSS
Non Precision other NPA LNAV MDA/H
system
Approach V/S with Lowest
BaroVNAV in MDH=250ft
Based on
(NPA) advisory ref: IR OPS
GNSS+ABAS
CDFA technique
CDFA approach is based on a continuous descent flight path angle on non-precision approach until reaching
15m (50ft) above the threshold.
CDFA vertical profile
The notion of MDA disappears because CDFA no longer allows a level flight segment to the MAPt.
The CDFA technique requires a go-around if the visual references are not acquired at a DA(H) (décision
altitude/height).
MDA is determined from an OCA which does not take into account the height loss at go around MDA (Minimum
Descent Altitude) cannot be used as a DA (Decision Altitude) without a specific assessment :
• To use the add-on concept : DA=MDA+xxFt (e.g. xx is based on aircraft performance or could be a fixed
value of 50 Ft)
• To assess from an obstacle point of view, the area below the MDA zone.
Aircraft category Margin

A 20 ft
B 30 ft
C 40 ft
D 60 ft
On ATR (category B), a margin of 30 ft has to be added to the MDA.

L. Approach
Example of CDFA value
250ft
ref: IR OPS
LNAV approach profile
Note: MDH on the LNAV approach can be down to 250 ft, as stated in the American and European
regulations (IR-OPS). But generally, the MDH is not lower than 300 ft, due to obstacles and procedure
design criterias.
Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168, Volume II).
Missed approach procedure may be supported by either RNAV or conventional (e.g. based on NDB, VOR,
DME) segments.
Procedures design will take account of the absence of a VNAV capability on the aircraft.

L. Approach
L.2.2. RNP APCH – LNAV approach on ATR
To be compliant with RNP APCH-LNAV:

ATR 42-300: Mod 5768
ATR 42-400/500: Mod 5768
ATR 72-200: Mod 5768
ATR 72-212A (-500): Mod 5768
ATR -600: Mod 5948 Basically integrated.

L. Approach
L.3. RNP APCH – LNAV/VNAV

(APV BaroVNAV)
- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5 Section A –RNP APCH operations down to LNAV and LNAV/VNAV
minima.
- EASA AMC 20-27
- FAA AC 20-130A, AC 20-138A, AC 20-129, (replaced by AC 20-138B and C)
- ETSO/TSO C129a, ETSO/TSO C145 and C146
- EASA AMC 20-27: “airworthiness approval and operational criteria for RNP approach (RNP APCH) operations”
- DGAC OPS directive F 2012-02
- DGAC Technical guidelines for RNP APCH operations known as RNAV (GNSS)
- FAA AC 90-105
L.3.1. Presentation
RNAV (GNSS) LNAV/VNAV also called Baro VNAV is an Approach Procedure with Vertical guidance (APV).
This vertical guidance is based on barometric data.
RNAV (GNSS) LNAV/VNAV → 2D + Z Baro-VNAV vertical guidance
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV

L. Approach
Example of LNAV / VNAV approach (Toulouse)
■ The lateral guidance is based on GNSS

■ The vertical guidance is based on barometric altitude
Approch Lateral Vertical path Minima

Baro-VNAV
APV RNAV/GNSS function
LNAV/VNAV
system BARO VNAV
DA/H
Approach function to meet
Lowest DH=250ft
Procedure with Based on AMC 20-27
ref: IR OPS
Vertical guidance GNSS+ABAS Certification
criteria

L. Approach
GNSS core constellation

(i.e. GPS)
FAF
Lateral guidance
GNSS 0.3Nm
FAF
DA/DH
Minima Vertical guidance

LNAV VNAV DA(H) BARO VNAV system
Lowest DH = 250ft
ref: IR OPS
LNAV / VNAV approach profile
Note: DH on the LNAV/VNAV approach can be down to 250 ft, as stated in the American and European
regulations (IR-OPS).
BARO VNAV is applied where vertical guidance and information is provided to the flight crew on instrument
approach procedures containing a vertical path defined by a vertical path angle.
Detailed guidance on obstacle clearance is provided in PANS-OPS (Doc 8168, Volume II).
Missed approach procedure may be supported by either RNAV or conventional (e.g. based on NDB, VOR,
DME) segments.
It is expected that air navigation service provision will include data and information to enable correct and
accurate altimeter setting onboard the aircraft, as well as local temperature. This data will be from measurement
equipment at the airport where the approach is to take place (remote or regional pressure settings are not
authorized).
The specific medium for transmission of this data and information to the aircraft may include voice
communication, ATIS or other media. In support of this, it is also expected that MET service providers will
ensure the accuracy, currency and availability of meteorological data supporting APV BARO VNAV operations.
In order to minimise the potential for mis-setting of barometric reference, Air Traffic Controllers will confirm
QNH with flight crews prior to commencement of the approach.

L. Approach
Baro mis-setting effect on final approach
For aircraft using Barometric VNAV without temperature compensation to conduct the approach, low temperature
limits are reflected in the procedure design and identified along with any high temperature limits on the charted
procedure.
Cold temperatures reduce the actual glide path angle, while high temperatures increase the actual glide path
angle.
Aircraft using Barometric VNAV with temperature compensation may disregard the temperature restrictions.
Temperature effect on final approach

L. Approach
The temperature limitation will be shown trough a note in the instrument approach procedure.
If the aircraft system is capable of temperature compensation the crew must follow the operator procedures
based on the manufacturer instructions.

L. Approach
L.3.2. RNP APCH – LNAV/VNAV approach on ATR

The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3.
To be compliant with RNP APCH - LNAV/VNAV

Mod 5948 (NAS)
Mod 6977 (Standard 2)
Mod 7181 (VNAV)
have to be applied on the ATR -600
These modifications will be available with the Standard 2 avionics version.

L. Approach
L.4. RNP APCH – LPV (APV SBAS)
- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 5: RNP APCH
- EASA AMC 20-28 airworthiness approval for LPV operations
- FAA AC Airworthiness: 20-130A, AC 20-138A (replaced by AC 20-138C)
- ETSO/TSO C145 and C146
- EASA AMC 20-28 airworthiness approval and operational criteria for LPV operations
- DGAC: OPS directive F 2012-02
- DGAC Guidelines for RNP APCH operations also known as RNAV (GNSS)
- FAA AC OPS: AC 90-107…
L.4.1. Presentation
RNAV (GNSS) LPV (Localizer Performance with Vertical Guidance) is Approach Procedure with Vertical guidance
(APV).
This vertical guidance is based on GPS signal.
RNAV (GNSS) LPV → 3D GNSS + SBAS vertical guidance
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV

L. Approach
The lateral and vertical guidance is performed using the RNAV / GNSS and positioning based on a GNSS
signal using GPS and SBAS (U.S. WAAS and EGNOS in Europe).
Approach Lateral Vertical path Minima

RNAV/GNSS
APV RNAV/GNSS
system LPV
system
Based on GNSS DA/H
Approach
(GPS+SBAS) Lowest DH=200ft
Procedure with Based on GNSS
System to meet ref: IR OPS
Vertical guidance (GPS+SBAS)
AMC 20-28

L. Approach
GNSS/SBAS lateral and vertical guidance
LPV approach profile
Note: DH of the LPV procedure can be down to 200 ft, as stated in the American and European regulations
(IR-OPS).
The instrument approach chart will identify LPV approach operation as RNAV(GNSS) and will indicate the
associated LPV minima.

L. Approach
L.4.2. RNP APCH – LPV approach on ATR

The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3
To be compliant with RNP APCH - LPV
Mod 5948 (NAS)

Mod 7180 (LPV)
have to be applied on the ATR 600
These modifications will be available with the Standard 2 avionics version.

L. Approach
L.5. RNP APCH – RNP AR

(Authorization Required)
- Doc OACI 9613 PBN Manuel VOL II Part C Chapter 6: RNP AR APCH
- EASA AMC 20-26 “Airworthiness and operationnal approval for RNP AR operations”
- FAA AC 90-101A “Approval for required navigation performance (RNP) procedures with Special Aircraft and Aircrew
Authorization required (SAAAR)”
L.5.1. Presentation
Compared to standard RNAV approach procedures, the RNP AR approach procedures (RNP with Authorization
Required) are characterized by:
■ RNP values ≤ 0.3 NM and/or
■ Curved flight path before and after the Final Approach Fix (FAF) or Final Approach Point.
■ Protection areas laterally limited to 2 x accuracy limit value without any additional buffer.
PBN
RNAV RNP
On board On board
Oceanic & Oceanic &

SID SID
(GNSS) (GNSS) (RNP)
LNAV/VNAV LPV
LNAV
These approach procedures are always designed to be flown with BARO-VNAV capability.
RNP AR operations may include missed approach procedures and instrument departures with reduced RNP
(≤1NM).
The RNP AR operations are accessible to aircraft and operators complying with specific airworthiness and
operational requirements.
This chapter aims at providing ATR customers with the background information necessary to launch an RNP
AR project.

L. Approach
L.5.2. Instrument approach procedure design

criteria
For RNP AR instrument approach procedures design, the protected area is limited to 4 x accuracy limit
(2 accuracy limit on both sides of the flight path without buffer) and the value of the accuracy limit can be
as low as 0.1NM in final approach and go around.
With FMS STD 2, the ATR capabilities will be 0,3 NM in final approach and 1 NM in missed approach.
The Required Obstacle clearance is linked to the aircraft Vertical Error Budget (VEB).
The VEB has 3 main components, one associated with the aircraft navigation system longitudinal navigation
error inducing the HCE and the ASE and the FTEz (See chapter E).
Note: The definition of the VEB is very similar to the definition of the TSEz given in chapter E.
The flight path is constructed with sequences of TF-RF legs or RF-RF legs.

L. Approach
Nevertheless, some RNP AR procedures not requiring RF capability can be published with sequences of TF legs.
In the Final approach segment, fly-by turns are not authorized, but RF legs can be used.
In the initial and intermediate approach segments the Required Obstacle Clearance (ROC) is respectively 500ft
and 1000ft, values that are quite standard for any Non Precision Approach.
The Final approach segment is constructed based on baro-VNAV principle, the ROC is a function of the
Vertical Error Budget (VEB).
The components of the VEB are:

■ 95% navigation accuracy
■ maximum vertical FTE fixed at 75ft if not demonstrated
■ ASE
■ waypoint precision error
■ vertical angle error
■ ATIS QNH error fixed at 20ft
The formula to compute the VEB also takes into consideration the temperature correction to the International
Standard Atmosphere (ISA) and the semi-wing span of the aircraft.
Example of RNP AR approach (Queentown: New Zealand)

L. Approach
L.5.3. Additional navigation requirements

for RNP AR
As the obstacles can be located as close as a distance equal to 2 times the accuracy limit value, the probability
to exceed this containment limit without annunciation must be lower than the 10-5/FH.
All authorities have set the Target Level of Safety (TLS) at 10-7/procedure for this type of operations.
The challenge is that the existing on board navigation systems (FMS, GPS updating and AP guidance) are
not capable of achieving this target without operational mitigations.
This is why a special authorization is required to ensure that operational procedures and pilot training will
contribute at the adequate level to meet the expected target safety level.
To achieve this safety objective at the aircraft design level alone would require a new design architecture similar
to CATII or CATIII operations. But for the time being no aircraft manufacturer has designed such a system.
The RNP AR operational concept has been developed to take the best advantage of existing system architecture
complemented by the most efficient operational standards.
If an overall target level of safety of 10-7/procedure including the effect of failure cases cannot be demonstrated in
certification alone without operational mitigation, the probability to exceed the containment limit at 2 x accurancy
limit in normal conditions (without system or engine failure) can be demonstrated to be less than 10-7/procedure.
This is computed with the statistical distribution of the TSE in the cross track direction for 10-7. As shown on
the drawing below, this condition is more constraining than the accuracy requirement at 1 x accuracy limit
(95% of the time).

L. Approach
To demonstrate this level of performance, in addition to the NSE, the FTE also needs to be determined
statistically based on flight and simulator tests. The statistical determination of the FTE has to consider the
various conditions that may affect the flight path steering: tight turns, high speed, rare wind conditions …
In addition, the effect of failures on the FTE must be evaluated deterministically on a worst case basis.
The One Engine Inoperative (OEI) condition and the effect of probable aircraft system failures tend to become
the dimensioning conditions for the flight path steering performance and the FTE determination.
There are today 2 different positions for the FTE OEI evaluation:
■ FAA considers the Engine failure condition as a remote event, and defers FTE OEI evaluation to the
Operational approval. This means that the published accuracy level for FAA certification is determined
basically with All Engines Operative (AEO). During the operational demonstration, the Airline is expected
to demonstrate that the engine failure will be contained within the ±2 x accuracy limit.
■ EASA considers that FTE OEI has to be evaluated during certification, to demonstrate that the
engine failure will be contained within the ±1 x accuracy limit. This FTE OEI must not be determined
statistically but deterministically considering the worst case (tight turns, adverse wind conditions).
EASA standard for RNP AR also requires the aircraft manufacturer to reassess the effects of aircraft
system failures in RNP AR environment to demonstrate that the probable failures (probability >10-5/
procedure) can be contained within ±1xaccuracy, including the failure of:
■ RNP systems
■ Flight controls
■ Flight Guidance

L. Approach
EASA also requires that:

■ The remote system failures (probability from 10-5 to 10-7/procedure) can be contained within ±2xRNP,
■ The aircraft remains maneuverable for a safe extraction after extremely remote system failures (probability
from10-7 to10-9/procedure).
Pending further harmonization and maturity of the RNP AR standards, the EASA compromise is to allow the
aircraft manufacturer to document both :
■ Accuracy levels associated to the TSE in normal conditions, and
■ Accuracy levels associated to the TSE with OEI or following probable/remote system failures.
The vertical system error includes altimetry error (assuming the temperature and lapse rates of the International
Standard Atmosphere (ISA), the effect of along-track-error, system computation error, data resolution error, and
flight technical error. The vertical system error with a 99.7% probability must be lower than the value (in feet).
The difference of point of view between FAA and EASA lies in the line of demarcation between the airworthiness
and the operational domain.
FAA
For the FAA the contribution to the Target Level of Safety deferred to the operational approval is much greater
as indicated comparing the two schematics below.
The airline has to conduct a Flight Operational Safety Assessment (FOSA) to determine, in the specific
environment of the intended operation, the level of RNP adequate to cope with the abnormal conditions
(engine failure, system failures).
EASA
The EASA objective is to facilitate the operational approval looking after the operational readiness during the
RNP certification of the aircraft.
The Flight Manual provides approved data for RNP in normal and abnormal conditions.

L. Approach
L.5.4. RNP AR approach on ATR

RNP AR capability for ATR42/72-600 is designed with the objective to permit operators to obtain operational
approval for RNAV (RNP) RWY XX approach with the following characteristics as defined per Procedure Design
Manual (PDM):
■ Accuracy during approach = 0.3 Nm

■ Accuracy during Missed Approach (MA) = 1 Nm
■ With or without RF leg
The minimum level of GNSS receiver are TSO C146 Delta 4 and TSO C145 Beta3.
To be compliant with RNP AR:
Mod 5948 (NAS)

Mod 7182 (RNP-AR)
have to be applied on the ATR 600.

M
ATR capability summary
– aircraft requirement
M. ATR capability summary – aircraft requirement PBN PERFORMANCE BASED NAVIGATION 135

Technical
P/N - Former
Mod Aircraft Name Standard Sensors FAA ref EASA ref PBN capability
Software capability
Order
3869 GPS Bendix/King KLN
42-300 FAA AC 20-138
3869: Install KLN90A 90A
14T0975_ATR_brochure_PBN_int.indd 137
P/N
8188 GPS Bendix/King KLN
42-300 066-04031- FAA AC 20-138 JAA TGL N°2 BRNAV RNAV 5
8188: Install KLN90B + BRNAV GPS 90B
xxx2
3952
42-400/500_72- GPS Bendix/King KLN
3952: Install a BENDIX-KING KLN 90A GPS system with FAA AC 20-138
200 90A
AP and EFIS coupling
4597
42-400/500
4597: Inhibit installation of KNL90A
4654 42-400/500_72- Honeywell/Trimble HT 1000- Class
FAA AC 20-138 DGAC-CRI n°S-01
4654: Install HT 1000 200 GNSS 1000 010 A1
P/N
4890 42-400/500_72- GPS Bendix/King KLN
066-04031- TSO C 129 FAA AC 20-138 JAA TGL N°2 BRNAV RNAV 5
4890: Install KNL90B + BRNAV GPS 200 90B
xxx2
4654 + 4885 TSO C
M. ATR capability summary – aircraft requirement

4654: Install HT 1000 Honeywell/Trimble HT 1000- 129A Class DGAC-CRI n°S-01
72-200_42-300 FAA AC 20-138 BRNAV RNAV 5
4885: Replace NPU by new one (05H) wich complies GNSS 1000 05H and TSO A1 JAA TGL N°2
with BRNAV requirements C115A
(4654 + 4885) or 5020
TSO C
4654: Install HT 1000
42-400/500_72- Honeywell/Trimble HT 1000- 129A Class DGAC-CRI n°S-01
4885: Replace NPU by new one (05H)which complies FAA AC 20-138 BRNAV RNAV 5
212A GNSS 1000 05H and TSO A1 JAA TGL N°2
with BRNAV requirements.
C115A
4890 +5022
P/N
4890: Install KLN90B + BRNAV GPS 066-04031- TSO C 129 FAA AC 20-138 JAA TGL N°2 BRNAV RNAV 5
200 90B
5022: Install KLN90B/RNAV with EFIS compatible with xxx2
“BRNAV
5022 + 8188
P/N
GPS Bendix/King KLN
5022: Install KLN90B/RNAV with EFIS compatible with 42-300 066-04031- TSO C 129 FAA AC 20-138 JAA TGL N°2 BRNAV RNAV 5
90B
“BRNAV” xxx2
8188: Install KLN90B + BRNAV GPS

(4890 +5022) + 5021
P/N
4890: Install KLN90B + BRNAV GPS 066-04031- TSO C 129 FAA AC 20-138 JAA TGL N°2 BRNAV RNAV 5
212A 90B
5022: Install KLN90B/RNAV with EFIS compatible with xxx2
“BRNAV”
137 PBN PERFORMANCE BASED NAVIGATION
20/10/2014 09:36
138
Technical
P/N - Former
Software capability
Order
FAA AC 20-129
5176 TSO C 129a
42-400/500_72- Honeywell/Trimble HT 1000- Class FAA AC 20-130A DGAC-CRI n°S-9902
and TSO BRNAV RNAV 5
212A_72-200 GNSS 1000 060 A1 FAA AC 20-138 JAA TGL N°2
5176: Load software final baseline C115b
FAA notice N8110-60
5176 + 8297 FAA AC 20-129
TSO C 129a
Honeywell/Trimble HT 1000- Class FAA AC 20-130A DGAC-CRI n°S-9902
42-300 and TSO BRNAV RNAV 5
5176: Load software final baseline GNSS 1000 060 A1 FAA AC 20-138 JAA TGL N°2
C115b
8297: Install NPU P/N 82425-00-0060 FAA notice N8110-60
5243 FAA AC 20-129
TSO C 129a
42-400/500_72- 2 Honeywell/Trimble HT 1000- Class FAA AC 20-130A DGAC-CRI n°S-9902 RNAV 10
and TSO BRNAV
5243: install second GNSS with coupling on second 212A GNSS 1000 060 A1 FAA AC 20-138 JAA TGL N°2 RNAV 5
C115b
DME FAA notice N8110-60
FAA AC 20-129
5403 42-400/500_72- TSO C 129a DGAC-CRI n°S-9902 RNAV 5
PBN PERFORMANCE BASED NAVIGATION

Honeywell/Trimble HT 1000- Class FAA AC 20-130A BRNAV
212A_72-200 and TSO JAA TGL N°2 RNAV 1 & 2
GNSS 1000 060 A1 FAA AC 20-138 PRNAV
5403: Certification of GNSS P-RNAV 42-300 C115b JAA TGL N°10 Basic RNP1
FAA notice N8110-60
RNAV 10
5243 + 5403 FAA AC 20-129 RNAV 5
TSO C 129a DGAC-CRI n°S-9902
42-400/500_72- 2 Honeywell/Trimble HT 1000- Class FAA AC 20-130A BRNAV RNAV 1 & 2
and TSO JAA TGL N°2
5243: install dual GNSS 212A GNSS 1000 060 A1 FAA AC 20-138 PRNAV RNP 4
C115b JAA TGL N°10
5403: Certification of GNSS P-RNAV FAA notice N8110-61 Basic RNP1
RNP APCH (LNAV)
FAA AC 20-129 RNAV 5
5768 42-400/500_72- TSO C 129a BRNAV
Honeywell/Trimble HT 1000- Class FAA AC 20-130A JAA TGL N°2 RNAV 1 & 2
212A_72-200 and TSO PRNAV
GNSS 1000 060 A1 FAA AC 20-138 JAA TGL N°10 Basic RNP1
5768: RNP approach operation with single GNSS 42-300 C115b RNP APCH
FAA notice N8110-60 RNP APCH (LNAV)
RNAV 5
5948 42-500_72- TSO C 129a JAA TGL N°10 BRNAV
Class RNAV 1 & 2
212A FMS Thales FMS 220 and TSO FAA AC 20-130A AMC 20-4 PRNAV
C1 Basic RNP1
5948: NAS (600) C115b AMC 20-27 RNP APCH
RNP APCH (LNAV)
RNAV 10
5948+5965 RNAV 5
42-500_72- TSO C 129a JAA TGL N°10 BRNAV
Class RNAV 1 & 2
212A FMS Thales FMS 220 and TSO FAA AC 20-130A AMC 20-4 PRNAV
5948: NAS C1 RNP 4
(600) C115b AMC 20-27 RNP APCH

5965: dual GPS (GPS1 &GPS2) Basic RNP1
RNP APCH (LNAV)
5948 + 6977 Class
RNAV 5
42-500_72- TSO C145 Beta 3
RNAV 1 & 2
5948: NAS 212A FMS Thales FMS 220
Basic RNP1
6977 (Standard 2) (600) TSO C146 Class
RNP APCH (LNAV)
Delta 4
20/10/2014 09:36
Technical
P/N - Former
Software capability
Order
RNAV 10
5948 + 6977 + 7137 Class
RNAV 5
42-500_72- TSO C145 Beta 3
RNAV 1 & 2
RNP 4
Basic RNP1
7137 (GPS2 SBAS) Delta 4
RNP APCH (LNAV)
RNAV 5
5948 + 6977 + 7181 Class
RNAV 1 & 2
42-500_72- TSO C145 Beta 3
Basic RNP1
RNP APCH (LNAV)
RNP APCH (LNAV /
7181 VNAV Delta 4
VNAV)
RNAV 10
5948 + 6977 + 7137 + 7181 RNAV 5
Class
RNAV 1 & 2
42-500_72- TSO C145 Beta 3
5948: NAS RNP 4

212A FMS Thales FMS 220
6977 (Standard 2) Basic RNP1
(600) TSO C146 Class
7137 (GP2 SBAS) RNP APCH (LNAV)
Delta 4
7181 VNAV RNP APCH (LNAV /
VNAV)
RNAV10
5948 + 6977 + 7180 Class RNAV 5
42-500_72- TSO C145 Beta 3 RNAV 1 & 2
5948: NAS 212A FMS Thales FMS 220 RNP4
6977 (Standard 2) (600) TSO C146 Class Basic RNP1
7180 LPV Delta 4 RNP APCH (LNAV)
RNP APCH (LPV)
RNAV10
RNAV 5
5948 + 6977 + 7182 Class RNAV 1 & 2
42-500_72- TSO C145 Beta 3 RNP4
5948: NAS 212A FMS Thales FMS 220 Basic RNP1
6977 (Standard 2) (600) TSO C146 Class RNP APCH (LNAV)

7182 RNP-AR Delta 4 RNP APCH (RNP-AR)
RNP APCH (LNAV/
VNAV)
In grey, will be available on Standard 2.
139 PBN PERFORMANCE BASED NAVIGATION
20/10/2014 09:36
N
Annex
N. Annex PBN PERFORMANCE BASED NAVIGATION 141

N. Annex
M.1. Path and terminators

The overall leg types are displayed below.
Track to Fix (TF) Initial Fix (IF)
Radius to a Fix (RF) Direct to Fix (DF)
Holding to Fix (HF), Hold to Altitude (HA), Hold to Manual Course to Fix (CF)
termination (HM)
Fix to Altitude (FA) Course to Altitude (CA)

N. Annex
Procedure turn to Intercept (PI) Course to intercept (CI)
Course to DME termination (CD) Course to Radial interception (CR)
Fix to DME termination (FD) Fix to distance on Course (FC)
Arc to a Fix (AF) Fix to Manual termination (FM)
144 PBN PERFORMANCE BASED NAVIGATION N. Annex

N. Annex
Heading to Altitude (VA) Heading to DME distance (VD)
Heading to next leg Intercept (VI) Heading to Manual termination (VM)
Heading to Radial termination (VR)

O
Glossary
O. Glossary PBN PERFORMANCE BASED NAVIGATION 147

O. Glossary
AAIM................................................................................................Aircraft Autonomous Integrity Monitoring

ABAS .................................................................................................... Aircraft Based Augmentation System
AC ..................................................................................................................... Advisory Circular (FAA - US)
AFM .............................................................................................................................Airplane Flight Manual
AHRS ............................................................................................ Attitude and Heading Reference System
AMC .........................................................................................................Acceptable Means of Compliance
ANP ............................................................................................................... Actual Navigation Performance
APV ...........................................................................................Approach Procedure with Vertical guidance
ARINC ....................................................................................................... .Aeronautical Radio INCorporated
ASE ............................................................................................................................ Altimetry System Error
ATIS ................................................................................................ Automatic Terminal Information Service
ATS ...................................................................................................................... Airport Air Traffic Services
Baro VNAV ....................................................................................................Barometric Vertical NAVigation
B-RNAV ...................................................................................................................................... Basic-RNAV
CDFA .......................................................................................................... Continuous Descent Flight Angle
CFIT .................................................................................................................. Controlled Flight Into Terrain
(M)DA/H .................................................................................................. (Minimum) Decision Altitude/ Height
DME .............................................................................................................. Distance Measuring Equipment
DR ............................................................................................................................. Dead Reckoning mode
DU ...............................................................................................................................................Display Unit
EADI ..................................................................................................... Electronic Attitude Director Indicator
ECP ................................................................................................................................EFIS Control Panel
EFCP ...............................................................................................................................EFIS Control Panel
EFIS ........................................................................................................ Electronic Flight Instrument System
EGNOS ...........................................................................European Geostationary Navigation Overlay Service
EHSI ................................................................................................. Electronic Horizontal Situation Indicator
EPE ..........................................................................................................................Estimated Position Error
FAA ..........................................................................................................................Federal Aviation Agency
FAF/ P ....................................................................................................................Final Approach Fix/ Point
FDE/ I ............................................................................................... Fault Detection Exclusion/ Identification
FGCP...............................................................................................................Flight Guidance Control Panel
FMS ................................................................................................................... Flight Management System
FTE(Z) ............................................................................................................. (vertical) Flight Technical Error
GBAS .................................................................................................. Ground Based Augmentation System
GNSS ....................................................................................................... Global Navigation Satellite System
GPS .......................................................................................................................Global Positioning System
GUND ................................................................................................................................ Geoid UNDulation
HCE ........................................................................................................................ Horizontal Coupling Error
HDOP ............................................................................................................ Horizontal Dilution Of Precision
HIL ...........................................................................................................................Horizontal Integrity Limit
I(A)F ................................................................................................................................Initial (Approach) Fix
ICAO.................................................................................................. International Civil Aviation Organisation
IFR............................................................................................................................. Instrument Flight Rules
ILS .......................................................................................................................Instrument Landing System
IN/ RS ................................................................................................. Inertial Navigation/ Reference System
JAA ................................................................................................ Joint Aviation Authorities (prior to EASA)
LNAV .................................................................................................................................Lateral NAVigation
LPV ........................................................................................ Localizer Performance with Vertical guidance
LRN ...............................................................................................................Long Range Navigation system
MCC .......................................................................................................................... Mission Control Center
MCDU....................................................................................................... Multifunction Control Display Unit
MNPS ..................................................................................Minimum Navigation Performance Specifications
MOC .................................................................................................................... Margin Obstacle Clearance
Msg ................................................................................................................................................. Message
MSL ...................................................................................................................................... Mean Sea Level
NDB ......................................................................................................................... Non Directional Beacon
NLES ...............................................................................................................Navigation Land Earth Station
O. Glossary PBN PERFORMANCE BASED NAVIGATION 149

O. Glossary
Nm ...........................................................................................................................................Nautical Miles
NOTAM .............................................................................................................................NOTice to Air Men
NSE ..........................................................................................................................Navigation System Error
OCA ................................................................................................................... Obstacle Clearance Altitude
OCH .....................................................................................................................Obstacle Clearance Height
PBN ............................................................................................................... Performance Based Navigation
PDE ................................................................................................................................Path Definition Error
(P)RAIM ...................................................................... (Predictive) Receiver Autonomous Integrity Monitoring
P-RNAV ................................................................................................................................. Precision-RNAV
RIMS .............................................................................................. Ranging and Integrity Monitoring Station
RNAV................................................................................................................................... aRea NAVigation
RNP ........................................................................................................... Required Navigation Performance
RNP APCH ........................................................................................................................... RNP APproaCH
RNP AR ...................................................................................................... RNP with Authorization Required
RWY .................................................................................................................................................. Runway
SBAS .................................................................................................. Satellite Based Augmentation System)
SID ................................................................................................................ Standard Instrument Departure
STAR .......................................................................................................... Standard Terminal Arrival Route
TGL ............................................................................................ Temporary Guidance Leaflet (JAA- Europe)
TSE(Z) ................................................................................................................. (vertical) Total System Error
TSO ............................................................................................................... Technical Standard Order (US)
VDB ............................................................................................................................... VHF Data Broadcast
VEB ............................................................................................................................. Vertical Error Budget
VHF ...............................................................................................................................Very High Frequency
VNAV ................................................................................................................................Vertical NAVigation
VOR ....................................................................................................... VHF Omni-directional Radio beacon
WAAS ......................................................................................................... Wide Area Augmentation System
WGS84 ....................................................................................................... World Geodesic System of 1984
150 PBN PERFORMANCE BASED NAVIGATION O. Glossary

© ATC October 2014
All reasonable care has been taken by ATC to ensure the accuracy of the present document.
However this document does not constitute any contractual commitment from the part of ATC which will offer,
on request, any further information on the content of this brochure. Information in this brochure is the property of ATC
and will be treated as confidential. No use or reproduction or release to a third part may be made there
of other than as expressely authorized by ATC.
14T0975_ATR_brochure_PBN_couv.indd 3 30/09/2014
30/09/201410:23
10:12
Contact
For ordering manuals, please contact us at:
Tel: +33 (0)5 62 21 62 07
e-mail: atc@atr.fr
ATR Customer Services Portal:
https://www.atractive.com
ATR Customer Services

1, allée Pierre Nadot
31712 Blagnac cedex - France
Tel: +33 (0)5 62 21 62 07
Fax: +33 (0)5 62 21 63 67
P R O P E L L I N G TO M O R R OW ’S WO R L D
14T0975_ATR_brochure_PBN_couv.indd 44
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PRODUCT SUPPORT & SERVICES

The Flight Operations Support team

A. Introduction PBN PERFORMANCE BASED NAVIGATION 7

14T0975_ATR_brochure_PBN_int.indd 7 20/10/2014 09:35

PBN depending on embodied modifications.

monitored by ICAO and progress is available on ICAO website.

the information contained in ATR AFM shall prevail.

The ATR flight-ops support team.

A. Introduction PBN PERFORMANCE BASED NAVIGATION 9

14T0975_ATR_brochure_PBN_int.indd 9 20/10/2014 09:35

A. Introduction PBN PERFORMANCE BASED NAVIGATION 7

14T0975_ATR_brochure_PBN_int.indd 7 20/10/2014 09:35

PBN depending on embodied modifications.

monitored by ICAO and progress is available on ICAO website.

the information contained in ATR AFM shall prevail.

The ATR flight-ops support team.

A. Introduction PBN PERFORMANCE BASED NAVIGATION 9

14T0975_ATR_brochure_PBN_int.indd 9 20/10/2014 09:35

B. Background PBN PERFORMANCE BASED NAVIGATION 11

14T0975_ATR_brochure_PBN_int.indd 11 20/10/2014 09:35

B.1. Route Navigation

B. Background PBN PERFORMANCE BASED NAVIGATION 13

14T0975_ATR_brochure_PBN_int.indd 13 20/10/2014 09:35

B.2. Area Navigation

14 PBN PERFORMANCE BASED NAVIGATION B. Background

14T0975_ATR_brochure_PBN_int.indd 14 20/10/2014 09:35

B.3. Performance Based Navigation (PBN)

■ NextGen: The Next Generation Air Transportation

■ SESAR: Single European Sky ATM Research is

B. Background PBN PERFORMANCE BASED NAVIGATION 15

14T0975_ATR_brochure_PBN_int.indd 15 20/10/2014 09:35

A manual has been published to provide a framework for the PBN

PBN Manual DOC 9613

16 PBN PERFORMANCE BASED NAVIGATION B. Background

14T0975_ATR_brochure_PBN_int.indd 16 20/10/2014 09:35

C. Area Navigation PBN PERFORMANCE BASED NAVIGATION 17

14T0975_ATR_brochure_PBN_int.indd 17 20/10/2014 09:35

Conventional Route Area Navigation Route

C. Area Navigation PBN PERFORMANCE BASED NAVIGATION 19

14T0975_ATR_brochure_PBN_int.indd 19 20/10/2014 09:35

C.2. Area Navigation sensors

C.2.1. Self-Contained Navigation

Sensor Mechanical Gyro INS

Sensor Laser Gyro IRS

20 PBN PERFORMANCE BASED NAVIGATION C. Area Navigation

14T0975_ATR_brochure_PBN_int.indd 20 20/10/2014 09:35

C.2.2. Ground-based Navigation

30 deg 150 deg ߿ θ ߿ 30 deg

150 deg θ < 30 deg

R xxx deg X DME

C.2.3. Satellite-based Navigation

C. Area Navigation PBN PERFORMANCE BASED NAVIGATION 21

14T0975_ATR_brochure_PBN_int.indd 21 20/10/2014 09:35

D. Global Navigation Satellite System (GNSS) PBN PERFORMANCE BASED NAVIGATION 23

14T0975_ATR_brochure_PBN_int.indd 23 20/10/2014 09:35

D.1. Satellite constellation

D.1.1. GPS: Global Positioning System

1 master control station (Colorado Springs) and 5 monitoring stations

D. Global Navigation Satellite System (GNSS) PBN PERFORMANCE BASED NAVIGATION 25

14T0975_ATR_brochure_PBN_int.indd 25 20/10/2014 09:35

24 satellites orbit at 20.200 Km GPS satellite orbit

D.1.2. GLONASS (Russian constellation)

D.1.3. GALILEO (European constellation)