Performance Based Navigation

PERFORMANCE BASED NAVIGATION
- PBN
COURSE OUTLINES
Copyrights © 2020 by Flyco Training Solutions

Ref C145
Page 2 / 14
PERFORMANCE BASED NAVIGATION - PBN
Rev 1.7
Date 2020-12-04
TABLE OF CONTENT
COURSE START 3
PERFORMANCE BASED NAVIGATION-PBN - INTRODUCTION 3
Definitions 3
History Of Performance Based Navigation 6
A COMPARISON OF PRESENT AND FUTURE NAVIGATIONAL SPECIFICATIONS - 7
En Route Navigation: 8
Terminal Area Navigation: 8
CONTINENTAL EN ROUTE NAVIGATION RNAV 5, 2, 1 - GENERAL PURPOSE OF PBN IN EN 9
Airworthiness Approval And Operational Requirement For Rnav 5, 2, 1 9
Normal Operations Using Rnav 5, 2, 1 10
Abnormal Operations If There Is Failure Of Gps Navigation 11
BASIC RNP-1 AND RNP APPROACH - GENERAL 11
General Purpose Of Basic Rnp-1 And Rnp Approach 11
Normal Procedures 12
Contingency Procedures For Rnav 1/Basic Rnp-1 14
SUMMARY 14
COURSE END 14

Ref C145
Page 3 / 14
Rev 1.7
Date 12/4/20 12:00
COURSE START
1-LEGAL CAUTION The material contained in this training program is based on the information obtained from current national, international
and company regulations and it is to be used for training purposes only. At the time of designing this program contained then current
information. In the event of conflict between data provided herein and that in publications issued by the authority, the authority shall take
precedence.
PERFORMANCE BASED NAVIGATION-PBN - INTRODUCTION

2-Welcome to Performance Based Navigation. This course is intended to be a review of the present and future operations in international
airspace for both en route and terminal procedures using Area Navigation (RNAV) and Required Navigation Performance as the primary
navigational system. This course meets the requirements, for training in Performance Based Navigation that might be required by the State
of Registration. As of 2018, about 50% of all states are in the process of implementing PBN. In continued transition some older
requirements will still be in place for those countries; other countries that have implemented PBN will have different standards of navigation
in compliance with ICAO/EASA Regulations. We will note this on applicable sections. Please refer to those regulations that apply to your
State of Registry, AFM and Operation Specifications for your flight department. Special Approval for specific approach types are required in
specific States of Registry, check your location for specific requirements for your operation.
3-PBN is the next generation of world-wide navigational standardization and replaces procedures for Required Navigation Performance
(RNP), Basic Area Navigation (BRNAV) and Precision Area Navigation (PRNAV). PBN is part of the master plan or “Airspace Concept” for
a world-wide navigation procedure based on the concept of Area Navigation or RNAV. At the time of the development of this course some
but not all of these procedures are in use. In the future PBN will be the standard world-wide. In this program we will compare and contrast
the present navigational standards and procedures to those of PBN. In many cases the present standards and procedures are very similar
to those of PBN. PBN is a change to the Required Navigational Performance (RNP) standards. Significantly, it is a move from a limited
statement of required performance accuracy to more extensive statements of required performance in terms of accuracy, integrity,
continuity and availability; together with descriptions of how this performance is to be achieved in terms of aircraft and crew requirements.
PBN includes a global navigational specification with specific functionalities, sensor requirements, a defined implementation process and
specifies which RNAV/RNP procedures are to be used during what phase of flight.
4-There are three basic elements of PBN: NAVAID or ground-based navigational aids such as VOR, DME, and on-board navigational aids
such as: Global Navigational Satellite System (GNSS), Global Positioning System (GPS), or GLONASS Navigational Specifications or
RNP/RNAV limitations; and Navigational Application or the use of navigational specifications in different airspace situations.
Definitions
5-DEFINITIONS We need to first need to define some of the terms we will be discussing in this presentation.
6-AIRCRAFT-BASED AUGMENTATION SYSTEM (ABAS): A system that supplements other GNSS elements with information

Ref C145
Page 4 / 14
Rev 1.7
Date 12/4/20 12:00
from augmentation systems.
7-AIRSPACE CONCEPT: Overall strategic framework and plans for the operational use of an airspace in order to improve increased traffic
capacity, safety and mitigation of environmental impact
8-APPROACH PROCEDURES WITH VERTICAL GUIDANCE (APV): An instrument approach which utilizes both horizontal and vertical
flight path information, within the coverage of a ground or aircraft based navigational system or a combination of both.
9-ARINC 424: Structure or architecture agreed upon for navigation databases to standardize data within the system.
10-AREA NAVIGATION (RNAV): Is a method of navigation that permits aircraft operation on any desired course within the coverage of
station-referenced navigation signals or within the limits of a self-contained system capability, or a combination of the above. This is
accomplished primarily with navigation referenced to GPS, in addition, the Flight Management Systems (FMS) will also auto tune VORs,
DMEs and compare any additional navigational sources like IRUs, TACANs, ADFs and LORAN Cs that might be onboard to increase the
precision of navigation.
11-RNP 5/RNAV 5: The capability of an aircraft to contain navigational accuracy within a radius of +/- 5 NM 95% of the time or RNP 5
through coverage of station-referenced navigation signals or within the limits of a self contained system capability, or a combination of
these.
12-BAROMETRIC ALTIMETRY: Barometric Altimetry provides readings based on atmospheric pressure
13-CLOSED TERMINATION: A RNAV Standard Arrival (RNAV STAR) procedure that allows the operator to fly from the entry point of the
STAR to the Final Approach Fix or the termination of the STAR without input from ATC.
14-CONDITIONAL WAYPOINT: ARINC 424 waypoint within the database indicated by two letters and three number (AB343) which has an
assigned latitude and longitude for position within the procedure. These waypoints set some condition like altitude or airspeed limitation for
the procedure flown.
15-COURSE TO A FIX: A heading given by ATC in the form of a radar vector or cleared “Direct to” to some fix, which ATC must
compensate for, know wind drift
16-FAULT DETECTION AND EXCLUSION: Function performed by some GNSS which can detect a faulty satellite signal and exclude it
from navigational use
17-FLY-BY waypoints: Where the navigation system anticipates the turn onto the next route leg. The aircraft turns early to intercept the new
course on centerline. Requires advanced navigational functionality. The preferred method for waypoints in PRNAV and are indicated by a
four pointed star.
18-FLY-OVER waypoints: Where the aircraft over flies the waypoint before starting to turn onto the next route leg. Used

Ref C145
Page 5 / 14
Rev 1.7
Date 12/4/20 12:00
only in the Terminal Area (TMA) usually for the Final Approach Fix (FAF) can be used in other areas when procedure requires passing over
a fix prior to a turn. Indicated by a four-pointed star within a circle.
19-FMS: Flight Management System An integrated system, consisting of airborne sensor, receiver and computer with both navigation and
aircraft performance databases, which provides performance and RNAV guidance to a display and automatic flight control system.
20-Open Transition: An RNAV STAR procedure that takes the operator from the entry point to a position on downwind for an approach and
requires a radar vector from ATC to reach the Final Approach Fix or termination of the STAR. This method is used for aircraft spacing on
final.
21-GPS: NAVSTAR Global Positioning System, which uses satellites to determine positions on Earth.
22-Inertial Reference System/Inertial Navigation System (IRS/INS) An aircraft on-board self-contained navigation system. (Requires no
external navigation inform.)
23-Named Waypoint: ARINC 424 terminator that represents a geographical position on the ground that is identified by a five-letter name
(ROBSA).
24-Navigation Database Integrity: All navigation databases used in modern aircraft today come from a common source, Jeppesen Charts.
These charts are updated every 14 days and sent to pilots in the form of revisions to existing charts. After publication the charts are
digitized for use in databases. The revisions, in this digitized form, are sent to the database manufactures such as Honeywell, Collins etc.,
for use in their systems. These companies use a computer integrity-checking program to assure the accuracy of the information. The
programs check for waypoint accuracy (location via Lat/Long, naming, etc), bearing and distance to the next waypoint, any constraints such
as airspeed or altitude, and if the waypoints are accurately listed as fly-by or fly-over waypoints. Databases once checked are updated
every 28 days.
25-Path and Terminator Concept: ARINC 424 basic design for database procedures, which consist of numerous waypoints or terminators
connected by paths or tracks.
26-RNAV 1 or RNP 1: Refers to precision navigation within the terminal area of the airport for departures or arrivals with a navigational
accuracy of +/- 1 NM 95% of the time or a RNP 1. Coverage is provided by use of station-referenced navigation signals or within the limits
of a self contained system capability, or a combination of these.
27-Required Navigational Performance (RNP): The capability of an aircraft to contain navigational accuracy within a specified radius up to
95% of the time. For example, the requirement for Basic RNP-5 is an ability to maintain containment within +/- 5 NM of center line 95% of
the time.
28-RNAV/GPS STANDARD INSTRUMENT DEPARTURE (SID): A published departure procedure from an airport to the en

Ref C145
Page 6 / 14
Rev 1.7
Date 12/4/20 12:00
route airway structure that uses RNAV/RNP capability to navigate.
29-RNAV/GPS STANDARD ARRIVAL (STAR): A published arrival procedure that transitions from the en route airway structure to the Final
Approach Fix for an instrument approach in the terminal area using RNAV/RNP navigation capability.
30-Track to a Fix: A course, which connects two terminators or waypoints within the database, controlled by the FMS to compensate for
known wind drift. Displayed on the Navigation Display (ND) as a solid line connecting the waypoints.
History Of Performance Based Navigation

31-HISTORY OF PERFORMANCE BASED NAVIGATION The desire to free aviation from dependence on fixed routes defined by ground-
based navaids--a concept known as free flight--has produced technologies that permit more direct flights from point to point and a greater
number of routings through a given airspace. More efficient use of airspace increases capacity, saves fuel and achieves benefits such as
Noise Reduction by avoiding densely populated areas. Realizing this, the aviation community started to implement area navigation (RNAV)
back in the 1970s. RNAV implies a method of navigation enabling an aircraft to fly on a desired flight path, using any chosen means--
traditional navaids, self-contained systems, or a combination of these. The related concept of required navigation performance (RNP)
implies RNAV plus other capabilities. Although internationally agreed-upon, public standards for RNP and its relationship to RNAV are still
evolving, work continues in this area, and a number of carriers are reaping the benefits. As of 2018, about 50% of all states are in the
process of implementing PBN. In continued transition some older requirements will still be in place for those countries; other countries that
have implemented PBN will have different standards of navigation in compliance with ICAO/EASA Regulations. We will note this on
applicable sections. Please refer to those regulations that apply to your State of Registry, AFM and Operation Specifications for your flight
department.
32-Several years ago Europe introduced basic area navigation (BRNAV) with track following to a nominal accuracy of +/-5 nautical miles
(NM) of the course centerline. BRNAV enabled significant capacity gains, some direct routes, better feeder routes into terminal areas
(TMAs), and reduced dependence on terrestrial navaids.
33-RNAV is an acronym for area navigation, so called because aircraft routes are spread over a given area rather than being fixed with
respect to ground-based navaids that have to be over-flown. These more direct and efficient routes can be flown using satellite-based and
other self-contained systems, traditional navaids, or a combination of both. Onboard RNAV systems can be stand-alone or included as part
of the flight management system (FMS).
34-There are two broad bands of RNAV capability. Basic RNAV (BRNAV)--referred to as RNAV Type 5 is used for en route navigation and
can be supported by relatively unsophisticated navigational equipment. Precision RNAV (PRNAV)--known as RNAV Type 1 is a much more
precise navigation standard suitable for use in terminal areas. Traffic separations must allow for the navigational accuracies of the aircraft
involved.
35-Compared to the current situation, THE MOST IMPORTANT ASPECT THAT PBN offers is the consistency in RNAV/RNP procedure
design and execution on a world-wide basis. This in itself Provides A Safety Benefit, and is main driver for the

Ref C145
Page 7 / 14
Rev 1.7
Date 12/4/20 12:00
introduction of PBN procedures in world-wide Terminal Airspace. Considering PBN as the appropriate requirement for Terminal Airspace
RNAV operations, it becomes the enabler for RNAV/RNP operations in Terminal Airspace providing all the associated RNAV/RNP benefits.
36-Fewer radar vectors also means less uncertainty on the flight deck with regard to the anticipated tactical route and the distance to go.
As seen on the arrival to Schiphol Airport Runway 6 in Amsterdam, one can see the amount of traffic flying over towns and other airports
using ground-based navaids and radar vectors. Using PBN, one can see that most inhabited areas are missed on the arrival.
37-PBN allows aircraft to Increase Noise Abatement Procedures improving the environment. Since both PBN SIDs and STARs use step
climbs/descents, less fuel is used during these procedures. Less fuel burned means less pollution released in the atmosphere. Step
climbs/descents allow operators to arrive at the termination of the procedures at a safe altitude to transition to the next section of the flight
path. Operators using PBN allows the reduction of congestion on the ground.
38-As such, the world-wide consistency brought about by common PBN application will enhance the safety of RNAV/RNP operations in
Terminal Airspace by addressing, in particular, * Common Airworthiness and Operational approval; * Common ATC procedures. Given the
world-wide consistency offered by common PBN application, the absence of ‘national’ RNAV/RNP applications means that RNAV/RNP
terminal area procedures will be available for use for all operators and not only ‘national’ operators.
39-Above and beyond the world-wide safety advantages that PBN provides, the enhanced accuracy capability of PBN approved aircraft
means that less airspace is required to accommodate PBN terminal area procedures. As such, capacity and environmental benefits can be
obtained e.g. specific SIDs/STARs can be designed to accommodate different environmental requirements for night and day operations.
40-Viewed from a world-wide strategic perspective, the application of PBN in world-wide Terminal Airspace is to be viewed as a pragmatic
step towards RNP RNAV application, which will form the basis of PBN terminal area procedures in the future.
41-PBN is part of the Airspace Concept to standardize both en route and terminal procedures like BRNAV and PRNAV that can be used on
a global basis. The new standards will require More Stringent Navigational Accuracy, Augmented Aircraft Sensors, implementation
procedures and mitigation of aircraft separation procedures for increased safety; while reducing the need for ground-based navigational
aids and controllers. At present the industry is in a transition to PBN at the time of developing this program Procedures like BRNAV and
PRNAV have been combined into PBN. In the United States a different navigational standard is presently used but will eventually adopt the
PBN standards. In this program we will compare and contrast the present with the expected PBN procedures and standards.
A COMPARISON OF PRESENT AND FUTURE NAVIGATIONAL SPECIFICATIONS - OCEANIC/REMOTE

42-A COMPARISON OF PRESENT AND FUTURE NAVIGATIONAL SPECIFICATIONS OCEANIC/REMOTE NAVIGATION: Presently

Ref C145
Page 8 / 14
Rev 1.7
Date 12/4/20 12:00
over most of the oceans or remote locations the standard demonstrated navigational performance is RNAV 10 or +/- 10 NM either side of
center line. This is also referred to as RNP 10. PBN will refer to this as RNAV 10. In the North Atlantic, the current Minimal Navigational
Performance Specification (MNPS) of RNP 12.6 or +/- 12.6 NM either side of centreline, (Now using RNAV 10 on some North Atlantic High
Level Airspace-HLA Routes). These standards require at least two on-board long range navaids: GPS, IRS or both to maintain this
standard. Over specific oceanic routes the navigational accuracy can be limited to RNP 4 or +/- 4 NM of centreline. In addition to the two
on-boards long range navaids, an operator would also have to have Controller Pilot Data Link Communication or CPDLC. This allows
continual position, altitude and other data link communications with controllers while in this airspace. As you can see there are three
different standards for different parts of the ocean. PBN will standardize this initially to a standard called “RNAV 10” for the majority of the
ocean and “RNP 4” for those operators that have the CPDLC capability. In addition, the operator must have a capability for ADS-C to
operate in RNP/RNAV 4. At this point mostly airlines are equipped with CPDLC capability but some corporate aircraft are now being
modified to include CPDLC. however, new NAT High Level Airspace Routes use RNAV 10 .
En Route Navigation:
43-EN ROUTE NAVIGATION: There are many different standards for en route navigational specifications. Presently in Europe, BRNAV or
RNAV 5 (+/-5NM of centreline) is the standard. In the Middle East, RNP 3 is the standard. In the US, the airways extend 20 NM either side
of centreline on Jet (upper) Routes and 4 NM either side of centreline on Victor (low) Routes. As you can see this can be very confusing
depending on where you fly internationally. The US also has published “Q” and “T” routes which require RNP 2 capability and approval. A
“Q” route is an upper direct RNAV routing between points without the dependency of ground-based navaids. A “T” route is a lower route
which also depends on on-board navigational capability. PBN is going to establish continental standards of RNAV 5, 2, 1 as a global en
route navigational specification. As you can see very few changes other than terminology but these standards would apply globally. The
dependency on ground-based navaids will be reduced during this period of transition
Terminal Area Navigation:

44-TERMINAL AREA NAVIGATION: Presently SIDs and STARS are flown to different specifications depending on the procedure, the
capability of the aircraft, training of the pilots and approval of the State of Registry. In Europe for example arrivals and departures are flown
to RNP 5 or RNP 1 specifications as published. This is the same in the US. Under PBN the navigational standards will remain nearly the
same: RNAV 5, 2, 1 or “Basic-RNP 1”. The “Basic-RNP 1” can only be used on SIDs and STARs so published; note outside of 30 NM from
the field the accuracy is limited to +/-2 NM. What is the difference in RNAV 1 and Basic-RNP 1? The navigations specifications of “RNP 4”,
“Basic-RNP 1”, and “RNP Approach” all have specific monitoring and alerting requirements for the pilots, that are not required of RNAV 5,
2, 1 procedures. These three navigational specifications require four characteristics: an accuracy of +/-1 NM, 95 % of the total flight time as
monitored by on-board systems; performance monitoring by aircraft systems and/or the pilots to a required limitation; duplicate aircraft
systems to back up any system failure during critical phases of flight; and a limitation on the loss of GPS signal. Any of these failures and
requirements will be reported to the pilots so they can transition to an arrival, departure or approach with less stringent requirements. “RNP
Approach” has a navigational limitation of RNP 1 on the initial,

Ref C145
Page 9 / 14
Rev 1.7
Date 12/4/20 12:00
intermediate, and the missed approach segments of the approach. The final approach segment of the approach is limited to RNP 0.3.
CONTINENTAL EN ROUTE NAVIGATION RNAV 5, 2, 1 - GENERAL PURPOSE OF PBN IN EN ROUTE

45-CONTINENTAL EN ROUTE NAVIGATION RNAV 5, 2, 1 GENERAL PURPOSE OF PBN IN EN ROUTE NAVIGATION We will discuss
the general purpose for PBN usage in world-wide continental airspace and include some of the advantages of this navigation procedure
over previous methods. Then we will discuss the airworthiness requirements for equipment and precision navigation requirements to use
this form of navigation. Finally we will discuss the normal and contingency procedures needed to safely fly using this navigation system. En
Route navigation can be to a navigational standard of RNAV 5, 2, 1. In the following discussion we will address RNAV 5 but the same
procedures and limitations will apply to all three standards but we will limit the discussion to RNAV 5 to reduce redundancy. RNAV 2 is
limited to a +/- 2 NM limit for 95% of the TSE and RNAV 1 to +/-1 NM 95% of the TSE.
46-RNAV-5 was chosen for the initial stage of RNAV operations in world-wide continental airspace to take account of existing aircraft
equipment and the current navigation infrastructure. Only RNAV equipped aircraft having a navigation accuracy meeting or exceeding
RNAV-5 may plan for operations under IFR on routes such as: Flight Information Regions (FIR)/Upper Information Regions (UIR) and/or
designated Standard Instrument Departures (SID) and Standard Terminal Arrival Routes (STAR) in/out of Terminal Management Areas.
RNAV-5 navigational performance standard assumes that the necessary coverage provided by satellite or ground based navigation aids is
available for the intended route to be flown. Joint Aviation Authorities (JAA) first published advisory material for the Airworthiness Approval
of Navigation Systems for use in designated European airspace for BRNAV operations in July 1996. Future PBN plans are to maintain
RNAV 5 as the world-wide en route navigational specification. This will make little or no change in Europe but this will be a major change in
the US.
47-RNAV offers airspace managers more options for airspace usage than navigating using land-based navaids like VORs. The long-range
plan for navigation includes the estimated deactivation of all VORs about 2025. Prior to 1998 airways were defined strictly by the location
and distances between land-based navaids. The range between the individual navaids limited the specific leg lengths of the airway. This
also limited the width of the airways. This type of navigation also limited the capacity available to ATC due to spacing requirements along
the airways. THE USE OF RNAV 5 WILL ALLOW ATC TO ESTABLİSH FLEXİBLE USE AİRWAYS OR CONDİTİONAL ROUTES THAT
İNCREASE CAPACİTY on a permanent or ad hoc basis. THE LENGTH OF LEGS COULD BE EXTENDED MANY TİMES further than
those airways defined by VORs because of use of GPS and other airborne navigational equipment. It also ALLOWS ATC TO ESTABLİSH
PREFERRED LOCATİONS FOR HOLDİNG PATTERNS and define LOCATİONS FOR SIDS AND STARS OR TRANSİTİONS CAN BE
DEFİNED TO & FROM THE TERMİNAL AREA.
Airworthiness Approval And Operational Requirement For Rnav 5, 2, 1

48-AIRWORTHINESS APPROVAL AND OPERATIONAL REQUIREMENT FOR RNAV 5, 2, 1 As of 2018, about 50% of all states are in
the process of implementing PBN. In continued transition some older requirements will still be in place for those

Ref C145
Page 10 / 14
Rev 1.7
Date 12/4/20 12:00
countries; other countries that have implemented PBN will have different standards of navigation in compliance with ICAO/EASA
Regulations. We will note this on applicable sections. Please refer to those regulations that apply to your State of Registry, AFM and
Operation Specifications for your flight department. The following is not required for operators approved for PBN. RNAV 5 navigation uses
a combination of land and aircraft based navigation capability to allow a +/-5 NM level of accuracy. Aircraft usually use GPS as the primary
navigational tool. The Flight Management System (FMS) takes input from the GPS sensors and also gathers information from Inertial
Reference Systems (IRS) if available. The FMS also auto tunes available VORs, DMEs and ADFs to triangulate the aircraft position from
ground based navaids. The aircraft must be equipped with one or more of the following sensors: GPS, IRS, VOR, DME and ADF to allow
this type of navigation. These sensors are required to be installed per the appropriate State requirements.
49-In order to fly RNAV 5, the aircraft must also be capable of the following minimum operations: * Capable of providing a failure
notification to the crew if one or more of the sensors listed above fail or other failure of the RNAV system. * Be able to store and display 4
or more waypoints * Distance and bearing to the next (Active) waypoint. * Time or Ground Speed to the next (Active) waypoint * Provide a
continuous indication of aircraft position relative to the desired course on the Navigation Display of the pilot flying and also to the pilot not
flying if two pilots are required. Additional recommended capabilities for RNAV 5 flight include the capability to couple to the autopilot and/or
flight director, and the ability to provide the pilots with their present position in latitude and longitude.
50-The basis for certification should be listed in the Aircraft Flight Manual (AFM) and include both normal and abnormal procedures for
operation of the RNAV system. The aircraft Master Minimum Equipment List (MMEL) should also list the minimum equipment required for
operations in RNAV 5. As long as the AFM states that the aircraft meets the requirements for RNAV 5 navigation, the aircraft is considered
in compliance. This can generally be found in the FMS/Database section of the AFM.
51-There are some systems limitations on RNAV equipment that the operator should consider. If the primary navigation system used is
based on INS, the systems are limited to a maximum of two hours unless it can be updated inflight. The standard drift on an INS/IRS unit is
about 2 NM per hour. After two hours the navigation could drift outside the +/- 5 tolerance. For aircraft equipped with GPS systems, the
system must be installed per TSO-129 specifications and must be capable of a monitor check via Receiver Autonomy Integrity Monitoring
(RAIM) or similar system. RAIM checks for the minimum satellite availability at both the departure point and destination. GPS only
procedures can be used by the crew provided the system can meet the minimum tolerances and the crews are trained on normal and
abnormal procedures for this occurrence.
Normal Operations Using Rnav 5, 2, 1

52-NORMAL OPERATIONS USING RNAV 5, 2, 1 Normal operations using RNAV 5 should include the following: * A RAIM check prior to
departure in case of loss of RAIM more than 5 minutes do not dispatch the aircraft. * Check database currency prior to departure. *
Crosscheck position via traditional navaids * Remember that the ICAO flight requires indication of RNP 5 capability. * Check flight plan
against charts, the database and the navigation display * Crosscheck the

Ref C145
Page 11 / 14
Rev 1.7
Date 12/4/20 12:00
aircraft position via ground-based navaids. * Usage of standard FMS database procedures and Jeppesen charts is also important. * Monitor
RNAV system for system integrity. * Prior to Arrival and Departure, confirm the correct procedure has been selected in the database. Use
different procedure if the database does not match the charts.
Abnormal Operations If There Is Failure Of Gps Navigation

53-ABNORMAL OPERATIONS IF THERE IS FAILURE OF GPS NAVIGATION Notify ATC immediately if there is a failure of the GPS
system on board the aircraft and comply with the Standard Operating Procedure (SOP) approved by the State of Registry or Operations.
Revert to ground-based navigation to confirm position. If GPS navigation cannot be restored, use ground-based navaids and radar vectors
from ATC to terminate the flight at your destination.
54-The operators must have procedures for abnormal situations and crews must be trained to address these situations. The two major
abnormal problems are: * Loss of RAIM, which can occur due to sensor loss, loss of signal from the satellites or another system internal
failure, will cause the aircraft to revert to GPS standalone systems which reverts the FMS to ground based navaids for navigation. *
Position error is identified by the FMS. The position provided by the GPS, IRS and the ground aids do not agree with the +/- 5 NM
tolerance.
BASIC RNP-1 AND RNP APPROACH - GENERAL

55-BASIC RNP-1 AND RNP APPROACH GENERAL Now we will discuss the general purpose of Basic RNP-1 and RNP Approach, how to
get Airworthiness Approval, and normal/contingency procedures for PBN operations.
General Purpose Of Basic Rnp-1 And Rnp Approach

56-GENERAL PURPOSE OF Basic RNP-1 and RNP Approach As of 2018, about 50% of all states are in the process of implementing
PBN. In continued transition some older requirements will still be in place for those countries; other countries that have implemented PBN
will have different standards of navigation in compliance with ICAO/EASA Regulations. We will note this on applicable sections. Please
refer to those regulations that apply to your State of Registry, AFM and Operation Specifications Many countries had developed their own
procedures for the use of RNAV and GPS during arrivals and departures. Crews were faced with trying to meet the requirements and
operations procedures for many different types of arrivals and departures on a world-wide basis. PBN procedures are planned to
standardize RNAV SIDs and STARs/Transitions and approaches, which require a navigational accuracy or RNP 1 or better. In addition
PBN requires higher standards of monitoring, navigational error detection and system failure notification than a RNAV 1 procedure. PBN
procedures differ from standard RNAV arrivals and departures in that the operator is required to have some form of authorization from the
State of Registry or Operations in order to be legal to fly published procedures.
57-As of 2018, about 50% of all states are in the process of implementing PBN. In continued transition some older requirements will still be
in place for those countries; other countries that have implemented PBN will have different standards of navigation in compliance with
ICAO/EASA Regulations. We will note this on applicable sections. Please refer to those regulations that apply to your State of Registry,
AFM and Operation Specifications for your flight department. The following is not required for operator certified for PBN. Presently
countries have RNAV SIDs and STARs/Transitions

Ref C145
Page 12 / 14
Rev 1.7
Date 12/4/20 12:00
available, which can be flown, provided the aircraft is properly equipped and the crew has the appropriate approach chart but without
special approval required. PBN will require this on a world-wide basis in order to fly Basic RNP1 and RNP Approaches. Basic RNP-1 SIDs,
STARS and RNP Approaches will require a higher level of State approval.
Normal Procedures
58-NORMAL PROCEDURES PREFLIGHT PROCEDURES During pre-flight the crew should check on the availability of navigation
infrastructure required for the route of flight and that onboard databases are current and appropriate for the route of flight.
59-Check State AIPs to see if dual Basic RNP 1 systems are required. Assure that a RAIM check or Fault Detection and Exclusion program
is completed prior to departure to check on satellite availability.
60-DEPARTURE PROCEDURES Assure that the aircraft has a current database and that the route of flight has been correctly entered into
the FMS. The active flight plan should be checked against charts, the database and the navigation display to assure: all waypoints are in
the correct position, tracks and distances between waypoints are correct, all altitude and airspeed constraints are correct and which
waypoint are flyby or flyover points.
61-Waypoints listed on the charts but are not found in the database should not be entered into the database. Use an alternate method for
departure rather than RNAV. Entry of new waypoints into the database is prohibited.
62-Confirm that the correct airport and runway is correctly selected in the RNAV system. Use manual runway threshold or intersection
departure update prior to takeoff. Monitor ground-based navaids for navigational reasonableness during the departure to assure RNAV
system accuracy.
AFM and Operation Specifications for your flight department. The following may not be required if certified for PBN. Let’s review the
Stockholm, Sweden 10-3B departure chart for Runways 19L or 08. Notice this chart is titled “RNAV SID” or in the future “Basic RNP-1 SID”.
The transition altitude is published on the chart (6000 ft) and the transition level will be provided by ATC. The operator will contact
Stockholm Center when advised by Tower. These SIDs are noise abatement procedures. RNAV and DME/DME FMS navigation are
required for this RNAV type departure
64-Departing from either runway the first point after departure is a fly-over point, indicated by the circle around the four-pointed star. This is
somewhat unusual. Notice these are both conditional waypoints, each require the operator to climb to 600 ft before a turn and limit the
airspeed to remain within the RNP 1 tolerance.
65-Waypoints after the initial are dependant upon which departure is being flown ABENI 3Q or ABENI 2R. Both departures

Ref C145
Page 13 / 14
Rev 1.7
Date 12/4/20 12:00
go to ABENI, a named waypoint, but the route is different. All remaining waypoint on the departure are fly-by waypoint with specific
constraints like “At or above 1500 ft., Max airspeed 220 KT. Dunker VOR (DKR) is the end of the SID and the operator would transition to
en route navigation using RNP 5.
66-Notice the note on the chart “MAX 250 KT BELOW FL100 UNLESS OTHERWISE INSTRUCTED. Operators must comply with all
airspeeds and altitudes listed on charted procedures.
67-This chart also has procedures for aircraft without RNAV/FMS as stated at the bottom of the chart. The departure procedure is similar
but does not use RNAV/FMS for the departure. Like most departures there are also climb restriction for this procedures to assure terrain
clearance.
68-ARRIVAL PROCEDURES Prior to arrival, the flight crew should confirm the correct procedure has been selected in the database and
perform the same cross-check procedure as during the departure phase. If the database does not match the charts use a different
procedure. Input of new waypoints is prohibited.
69-If ATC clears the operator using the phraseology: “(Call sign) is cleared for the LUCKY 1 Arrival to Runway 25 at the XYZ airport”, the
operator is cleared only for the lateral path of the arrival and ATC will provide permission to descend to altitudes as they want. If the
operator is cleared using the phraseology: “(Call sign) descend via the LUCKY 1 Arrival to Runway 25 at the XYZ airport”, the operator is
cleared for both the vertical and lateral path of the published arrival and is expected to meet all altitude and airspeed limitations on the
procedure.
70-Continue to monitor progress during the arrival using ground-based navaids to check navigational reasonableness. Be prepared to
change to a conventional arrival if a system problem develops.
71-Route modification by ATC in the form of radar vectors or a “direct to” clearances are authorized. Comply with all altitude and airspeed
constraints published on the arrival. Let’s look at the OSMAX 07 transition, on chart 10-2C, RNAV/Basic RNP-1 Transition for Runway 07 to
Frankfurt, Germany. Notice again that this is listed as a “RNAV TRANSITION”.
AFM and Operation Specifications for your flight department. The following may not be required if certified for PBN. We will review the
LAKUT 1G STAR, on chart 10-2J, RNAV STAR for Runway 22 to Helsinki, Finland.
73-The procedure starts at LAKUT, a named waypoint, at or above FL70. The altitude and longitude are published for the location for
LAKUT along with the radial/DME fix from the VTI VOR. The track is 077 degrees and 5 miles to the next waypoint MAROM. MAROM has
constraints of “At or Above FL70 and a Max airspeed of 250 KT”. The track to the next

Ref C145
Page 14 / 14
Rev 1.7
Date 12/4/20 12:00
point is 077 degrees and 6 miles to VIHTI VOR (VTI). The next waypoint is HK833. The constraints at waypoint HK833 is to cross “At or
above 3000 ft MAX Airspeed 220 KT ”. The operator then turns to course 130 degrees for 5 miles for HK831 then turns to course 220
degrees for 3 miles to RIGRI. It is also the Final Approach Fix or glideslope intercept for the ILS 22. The constraint for this point is “At 3000
ft” which is the altitude for glideslope intercept.
Contingency Procedures For Rnav 1/Basic Rnp-1

74-CONTINGENCY PROCEDURES FOR RNAV 1/Basic RNP-1 Contingency procedures must be developed by operators in the event of a
Caution or Warning condition for: failure of the RNAV system, multiple system failures, failure of navigation sensors and coasting on inertial
sensors beyond their specified time limit and approved by the State of Registry.
75-ATC must be notified when the RNAV system fails with a proposed course of action.
76-In case of communication failure comply with standard lost communication procedures.
77-In the event of loss of RNAV 1/Basic RNP-1 capability, crews should use approved contingency procedures and revert to an alternate
navigational procedure.
78-In the event of equipment failure or other errors, which cause navigational problems, the crew, should report in accordance with
appropriate procedure.
SUMMARY
79-SUMMARY This course has reviewed the general purpose, airworthiness/operational approval requirements, normal and contingency
procedures for PBN. The information used in this lesson comes directly from the appropriate controlling documents at the time of
development. For specific questions on the procedures for PBN please consult the source documents listed in this program. As of 2018,
about 50% of all states are in the process of implementing PBN. In continued transition some older requirements will still be in place for
those countries; other countries that have implemented PBN will have different standards of navigation in compliance with ICAO/EASA
Regulations. We will note this on applicable sections. Please refer to those regulations that apply to your State of Registry, AFM and
Operation Specifications for your flight department. The following may not be required if certified for PBN.
COURSE END
80-End of the Course.?

Performance Based Navigation - PBN: Course Outlines

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Performance Based Navigation - PBN: Course Outlines

Uploaded by

Copyright:

Available Formats

Copyrights © 2020 by Flyco Training Solutions