PBN Cebgo

December 19, 2014 REV.
0
OBJECTIVES
➢ Describe Performance Based Navigation
➢ Understand the PBN concepts, components

and qualification requirement.
➢ Establish ATR PBN capabilities.
➢ Acquire the knowledge required to perform

PBN operations.
December 19, 2014 REV. 0

Training Requirements
Initial
1. Ground School (2 Hours)
2. Perform one (RNP APCH) approach.
Maintaining Qualification / Recurrent

1. Undergo ground recurrent on PBN subject once every year. (1 hour)
2. Conduct one (RNP APCH) approach on the last twelve (12) months.
Examination:
A fifteen (15) items questionnaire will be given at the end of the module.
Trainee must pass the exam to complete the ground training.

Course Modules
1.0 P-B-N (15 min) 2.0 SYS-tem (35 min)
1.1 Background and Definition of Terms 2.1 PBN Components
1.2 RNAV System 2.2 Navigation Infrastructure
1.3 Evolution of PBN 2.3 Navigation Specifications
1.4 PBN Concept 2.4 Navigation Application
3.0 ATR & PBN (15 min) 4.0 OPS (20 min)
3.1 ATR PBN Capabilities 4.1 General
3.2 HT 1000 GNSS
3.3 Pilot Interface (review)

1.0 P-B-N
1.1 Background
‘Conventional’ Navigation
• Aircraft normally navigate using external

electronic guidance or self-contained
information.
• External guidance is provided by ground-
based Navigation Aids (NAVAIDS) or from
Global Navigation Satellite System (GNSS).
• Historically, route structures were developed
between the NAVAIDS.
• This is known as Conventional Navigation.
Routes are defined by the geographical

positions of the NAVAIDS or fixes based
on the intersection of radials from two
NAVAIDS or a distance and a bearing
from one. Aircraft are required to
overfly these NAVAIDS and fixes.

1.0 P-B-N
1.1 Background
from ‘Conventional’ to AREA NAVIGATION.

In the early 1970s, the first digital avionics were introduced on commercial aircraft. Pilots input the
co-ordinates of the NAVAIDs, or fixes, as waypoints defining an ATS (Air Traffic Services) route, along
which the navigation computer provided guidance.
As traffic levels increased, some NAVAIDs became ‘saturated’ with ATS routes based on a single
transmission source. In the 1990s, with navigation computers now common in commercial aircraft,
a strategic decision was taken to capitalize on their functionality to relieve NAVAID saturation.
“AREA NAVIGATION” was introduced.
Initially termed as “Basic Area Navigation”

(B-RNAV)

1.0 P-B-N
1.1 Definition
Area Navigation
The International Civil Aviation Organization (ICAO) Definition:
'A method of navigation which permits aircraft operation on

any desired flight path within the coverage of ground-based
or space-based navigation aids or within the limits of self-
contained aids, or a combination of these.'
Area navigation enables the aircraft to fly a

path, or 'leg', between points, called
'waypoints', which are not necessarily co-
located with ground-based navigational aids.
Area Navigation is the key enabler

for Performance Based Navigation
(PBN).

1.0 P-B-N
1.1 Definition
Waypoints
(ICAO) Definition:
'A specified geographical location used to define an area navigation route of the flight path of an
aircraft employing area navigation.
A waypoint is identified as geographic coordinate

and is identfied either:
▪ by a 5 letter unique name code, e.g. NATAY,
▪ if located with a ground based NAVAID by the
3 letter ICAO identifier for that station, e.g.
MIA, or
▪ for Terminal Airspace only, by an alphanumeric
name code, e.g. LL24H.

1.0 P-B-N
1.1 Definition
Waypoints (Cont’d)
There are several different ways aircraft will fly to and from waypoints:
Fly By: A waypoint which

requires turn anticipation to
allow tangential interception of
the next segment of a route or
procedure
Fly Over: A waypoint at which a

turn is initiated in order to join
the next segment of a route or
procedure

1.0 P-B-N
1.1 Definition
Area Navigation Routes (RNAV Routes)

An RNAV route is an ATS route established for the use of aircraft
capable of employing Area Navigation.
Only aircraft equipped with an on-board navigation

computer, commonly referred to as an RNAV System,
can navigate effectively to these waypoints.
The aircraft position is calculated by the RNAV system using inputs from one or more of the
following: e.g. DME/DME (Distance Measuring Equipment), VOR/DME, GNSS (Global Navigation
Satellite System) or an aircraft on-board autonomous navigational system e.g. IRS/INS (Inertial
Reference System/Inertial Navigation System).

1.0 P-B-N
1.2 RNAV System
Area navigation is enabled by the use of an on-board

navigation computer (referred to as an RNAV
system), which may, or may not, have an integrated
navigation database.
• Not all RNAV systems are the same; however they are
similar in basic functionality.
• An RNAV System Integrates information received from
sensors, inputs from its internal database and crew entered
data to provide:
o Navigation
o Flight Plan Management (w/ ref to waypoints)
o Guidance and Control
o Display and System Control
The aircraft’s position is calculated using positional

information. This is received by on-board navigation
sensors from either ground-based or space-based
navigational aids (NAVAIDs), or, by on-board inertial
platforms.

1.0 P-B-N
1.2 RNAV System
How an aircraft flies a route:
The intended flight path is created by the pilot by selecting or
inputting a series of waypoints using the RNAV Control Unit. The
RNAV system defines the required flight path by linking the
waypoints together. It uses the database (if fitted) to call up
details of the waypoints to do this.
The intended flight path is then displayed to the pilot on a

Navigation Display (ND). Simple RNAV systems will display the
lateral deviation from the required track. If a map display is
available the RNAV system will display the intended flight path.
The accuracy and consistency of the aircraft's ability to fly the

ATR 72-500 RNAV System: HT 1000 GNSS desired path is subject to the aircraft capabilities and on-board
functionalities.
The data in the database is specific to an
Aircraft Operator's (AO’s) requirements. This
data is taken from the States’ Aeronautical
An RNAV system is designed and certified to
Information Publications (AIPs) in the form of
route structures, operational procedures and provide a particular level of navigation accuracy
Navigation Aids (NAVAIDs). with repeatable and predictable path definition.

1.0 P-B-N
1.2 RNAV System
RNAV system provides lateral guidance by comparing the aircraft's position, estimated by the
Navigation function, with the defined lateral path to generate steering commands. Due to a number
of factors; the defined path may not exactly match the desired path, or the aircraft’s actual position
may not coincide with its estimated position.
The required navigation accuracy of an aircraft must take into account all of the errors.
This is referred to as the Total System Error (TSE).
TSE = Difference between true position PATHS
and desired path. (Sum of all errors) Desired Path – path over the ground that the aircraft is
expected to fly.
DESIRED PATH
Defined Path – reference path computed by Flight Plan
PATH DEFINITION ERROR DEFINED PATH management function in the RNAV system.
Estimated Position – provided by NAV function of the RNAV
TOTAL ERRORS
FLIGHT TECHNICAL ERROR SYSTEM
ERROR PDE – difference between desired and defined paths
- reflects errors in navigation databases, computational
errors in the RNAV system and display errors.
NAVIGATION SENSOR ERROR NSE – difference between true and estimated position
FTE – difference between estimated position and defined path
- relates to crews or autopilot ability to fly along the
defined path

1.0 P-B-N
1.2 RNAV System
ATR RNAV system: HT 1000 Global Navigation Management System
Using information provided by a constellation

of 24 satellites (the HT1000 is able to track up
to 12 Satellites at a time). GNSS is an
automatic tridimensional (latitude, longitude,
altitude) location and navigation means. It
also uses data recorded in a data base.
The navigation is normally performed using

the GPS sensor (GPS mode). In the case of the
GPS position becomes unavailable, the
HT1000 reverts to dead reckoning mode (DR)
as a back-up using true airspeed, heading and
the last computed wind data.

1.0 P-B-N
1.3 Evolution of PBN
The original Required Navigation Performance (RNP)

concept was replaced by the PBN concept in 2007.
The 'Performance Based Navigation Manual'
replaced the 'Manual on Required Navigation
Performance (RNP) ICAO Doc 9613-AN/937'.
Significantly, PBN 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.
Area Navigation is the key enabler for PBN and,

therefore, PBN is based on the use of Area
Navigation systems (RNAV systems).

1.0 P-B-N
1.3 Evolution of PBN
Focused upon navigation accuracy, the RNP concept resulted in diverse regional implementation,
lack of harmonization and lack of interoperability.
Benefits of PBN
✓ The PBN concept extends beyond requiring a specific
navigation accuracy, which was the case with the old RNP
concept.
✓ PBN includes identifying which flight crew procedures,
RNAV system functionalities and navigation sensors are
capable of achieving the required performance.
✓ To address the weaknesses of the RNP concept, the PBN
manual:
▪ Describes a coherent concept
▪ Provides implementation guidance
▪ Provides detailed Navigation Specifications
▪ Provides a global framework
✓ PBN clarifies ways in which RNAV systems are used.

✓ It allows more efficient use of airspace.

1.0 P-B-N
1.4 PBN Concept
Navigation Aid (NAVAID) Infrastructure: refers to
the ground, space or on-board NAVAIDs which
support or provide positioning capability.
Navigation Specification: details the aircraft and
aircrew requirements needed to support PBN
operations.
A Navigation Specification is either a ' RNP' specification
or a 'RNAV' specification.
RNP specifications include a requirement

for on-board self-contained performance
monitoring and alerting, whilst
RNAV specifications do not.
Navigation Application: the application of a

Navigation Specification and the supporting Three (3)
NAVAID Infrastructure to specific routes, PBN COMPONENT
procedures and/or defined airspace volumes.

1.0 P-B-N
1.4 PBN Concept
NAVAID INFRASTRUCTURE
The NAVAID Infrastructure comprises the NAVAIDs that support or provide the positioning capabilities.
Examples of NAVAIDS are as follows:
Ground: VOR/DME
Note: NDB is not an acceptable NAVAID for PBN.
Space: Global Navigation Satellite System (GNSS)

Global Positioning System(GPS) and
GLONASS
On-board: Inertial Reference Units
Each State will need to consider the NAVAID

Infrastructure and their NAVAID policy when
defining their PBN requirement.

1.0 P-B-N
1.4 PBN Concept
NAVAID SPECIFICATION
The Navigation Specification defines the performance required of the RNAV system together with any
aircraft and aircrew requirements to support the defined performance level.
Performance Requirements:
• Each Navigation Specification has a designator.
e.g. RNAV 5, RNP 1, RNP APCH, RNP (AR) APCH.
• The number in the designator represents the

minimum lateral navigation accuracy in
nautical miles (nm) that must be maintained for
at least 95% of the flight time.
• The required lateral accuracy limits the

combined total of all errors, the 'Total System
Error' (TSE).
It should be noted that the accuracy limit is only one of the

performance requirements for PBN procedures. Aircraft
and aircrew requirements are also defined by the State.

1.0 P-B-N
1.4 PBN Concept
NAVAID SPECIFICATION
(cont’d)
ICAO Navigation
Specifications are detailed
in Volume II of the
Performance Based
Navigation Manual.

1.0 P-B-N
1.4 PBN Concept
NAVAID APPLICATION
The Navigation Application is the application of a Navigation Specification together with a NAVAID
Infrastructure on a specific Air Traffic Services (ATS) route or procedure, or in an airspace volume.
RNAV Applications supported by RNAV Specifications
RNP Applications supported by RNP Specifications
Navigation Applications, indicating the designation of

the required Navigation Specification plus any
established limitations imposed for the particular
Navigation Application, will be detailed in charts and in
the Aeronautical Information Publications (AIP’s).

1.0 P-B-N
1.4 PBN Concept
PBN within the Airspace Concept:
• PBN is not a stand-alone concept, it is an integral

part of a particular Airspace Concept and
functions together with available Surveillance,
Communications and Air Traffic Management.
• Each state will select a published Navigation

Specification from the PBN manual based on its
own requirements.
• When a state defines its own requirements, it

must take into account not only the functionality
of their existing fleet and available NAVAID
Infrastructure, but also the capabilities of their
communications, ATS Surveillance infrastructure
and ATM system. Airspace Concept can be viewed as a master
plan or vision for a particular airspace.

Course Modules
1.2 RNAV System 2.2 Navaid Infrastructure
3.1 ATR PBN Capabilities 4.1 PBN General
3.2 HT 1000 GNSS

2.0 SYS-tem
2.1 PBN Components
Performance Based Navigation
✓ ACCURACY
✓ INTEGRITY
✓ CONTINUATION
✓ AVAILABILITY
NAV

2.0 SYS-tem
2.2 NAVAID Infrastructure
Navigation aid (NAVAID) Infrastructure refers to the ground and space-based NAVAIDs and
provides positioning capability.
For Horizontal Positioning: The primary sensors

used for AREA Navigation (laterally) are as follows:
VOR/DME: The angular error from the VOR limits the maximum
range for some navigation accuracy
GPS, GNSS: A 3D position solution is calculated by estimating the

range from 4 satellites.
DME/DME: requires a minimum of 2 DME to estimate position.
Supports all navigation application down to the Final Approach Fix
Navigation aids (NAVAIDS) primarily provide range or bearing information which is

received by the aircraft's sensors. This information is then used to estimate a
position, which can be compared to a defined flight path by a navigation computer.

2.0 SYS-tem
For Vertical Positioning: There are 2 systems identified to support vertical navigation:
Barometric Altimetry - BARO VNAV:
Barometric Altimetry provides readings based on atmospheric
pressure (temperature dependent). The approach path will
become shallower in colder temperatures and steeper in higher
temperatures.
Geometric Altimetry - BARO VNAV:

Geometric Altimetry is part of the 3D solution provided by GNSS.
Vertical accuracy is quite good but the integrity of raw GPS is
insufficient for aviation approach applications. Therefore, other
systems have been developed to overcome this, like the SBAS (Space
Based Augmented Systems ) or GBAS (Ground Based Augmented
System.
Implications for PBN:

VNAV/LNAV:
• The estimated horizontal and vertical position is
compared against the defined path created by the
navigation computer.
• Lateral and Vertical guidance from the estimated position
onto the defined path is called LNAV, VNAV respectively. ATR 72-500 with single HT-1000 is
LNAV certified only

2.0 SYS-tem
SOME SENSORS ARE
✓ ACCURACY BETTER SUITED FOR PBN
Position estimation accuracy is related to the type of
navigation sensor used; each sensor has its own error
value, called the ‘Navigation Sensor Error’ (NSE).
the accuracy of a DME/DME position estimation is too poor

when the subtended angles of the signals from a pair of
stations are less than 30° and more than 150°.
- Has the least error.

- With augmentation (integrity checking), provides a
navigation solution for every Navigation Application.
On-board autonomous navigation capability

INERTIAL REFERENCE SYSTEM (IRS)
Although not a navigation sensor, position
information can be provided by an
Inertial Reference System (IRS).
2.0 SYS-tem
✓ INTEGRITY
Integrity is the degree of confidence that can be placed on the position estimation by the RNAV
system.
For flight applications using RNP systems, failure to meet the integrity requirement should result in an
alert to the pilot. To provide integrity monitoring and required alert, ABAS were developed.
AIRCRAFT BASED AUGMENTATION SYSTEM (ABAS)

2.0 SYS-tem
✓ INTEGRITY RAIM – Receiver Autonomous Integrity Monitoring
• This is the most common form of integrity monitoring.
• RAIM is based on the availability of additional satellites in

view. Using the extra satellite signals, the RAIM algorithm
should detect a faulty satellite; this is known as Fault
Detection (FD). If the receiver has extra functionality it may
be able to perform Fault Detection and Exclusion (FDE).
• Fault Detection (FD) requires at least 5 satellites:

If the estimated positions start to spread out and exceed a preset
value, then a fault is declared.
• Fault Detection and Exclusion (FDE) requires at least 6

satellites:
The receiver can detect which satellite is faulty and exclude any
positional data received from it.
ATR RNAV System: HT 1000 has RAIM capability

2.0 SYS-tem
✓ CONTINUATION
✓ AVAILABILITY
To meet a specific navigation application
both the signals-in-space and the aircraft
systems must meet the required accuracy,
integrity, and continuity for that operation.
• PBN requires that an aircraft and its systems

should be able to perform for the whole of the
defined operation, as long as it was operating
correctly at the start of that operation.
• Equally, the signals from the NAVAIDs should
also be available for the required operation
and once the particular phase of flight has
begun and continue to function for the period
of that operation.
• The probability of failure and therefore being
unable to complete an operation must be
acceptably low.

2.0 SYS-tem
2.1 PBN Components
✓ ACCURACY
✓ INTEGRITY
✓ CONTINUATION
✓ AVAILABILITY
NAV

2.0 SYS-tem
2.3 Navigation Specifications
Each Navigation Specification defines the performance required of the RNAV system together
with any aircraft capabilities, the navigation sensors and aircrew requirements to support the
defined performance level.
Here you can see which PBN Specification relate to the different phases of flight below:
Phases of flight and PBN

2.0 SYS-tem
Performance Requirements
• Each Navigation Specification has a designator.
e.g. RNAV 5, RNP 1, RNP APCH, RNP (AR) APCH.
• 'RNP' signifies a requirement for on-board

performance monitoring and alerting. 'RNAV'
signifies no such requirement.
• The number in the designator represents the

minimum lateral navigation accuracy in nautical
miles (nm) that must be maintained for at least
95% of the flight time.
i.e. RNAV 5 = Total System Error of < 5 NM, 95% of time

2.0 SYS-tem
Monitoring and Alerting Requirements

• There are ‘RNAV’ and ‘RNP’ Specifications
• 'RNP' signifies a requirement for on-board

performance monitoring and alerting. 'RNAV' signifies
no such requirement.
• Aircraft systems that are capable of performance

monitoring and alerting are known as RNP Systems.
Note: All Approach applications are RNP

Specifications. (on-board monitoring and
alerting is required).
Due to historical reason, RNP approaches are

commonly charted as RNAV(GNSS) or RNAV(GPS)

2.0 SYS-tem
Aircraft Capability Requirements:

 Navigation Database
• Navigation Specifications will identify if the computer is
required to have a database.
• A ‘data house’ produces a global dataset using the States
Aeronautical Information Publication (AIP) as a primary
source of information.
• The data houses passes this collected information to the
equipment manufacturers, referred as ‘data packers’, to
be coded and then uploaded into the RNAV system.
• The databases are updated and validated in accordance
with the ICAO AIRAC Cycle
• The pilot is inhibited from changing any data in the

database to avoid risk of data corruption.
• Good airmanship should ensure that the flight path
extracted from the database is checked for accuracy and
consistency against chart information.

2.0 SYS-tem

 Waypoint and Turn Performance
Flyover:
• All aircraft capable of area navigation can perform a flyover.
• The aircraft starts to turn onto the the next route leg as it
passes over the waypoint.
• The disadvantage with a flyover waypoint is that the aircraft
must fly over the waypoint before the turn is initiated and
then recover on the next desired track.
• Recovery back on to the intended path after the turn initiation
may not be consistent due to different aircraft performance
Fly-by:
• The majority of aircraft capable of area navigation have this
functionality.
• The aircraft’s RNAV system anticipates the turn. The turn starts
at some distance before the waypoint to allow tangential
interception of the next segment of a route or procedure.
ATR -500 Single HT 1000 only performs FLYOVER

2.0 SYS-tem
 Waypoint and Turn Performance (cont’d)
FIXED RADIUS TURNS are used to ensure predictable and consistent track keeping in the turn.
The aircraft will fly a consistent, highly repeatable ground track. Only a limited number of aircraft have
this functionality.
FRT functionality can be used with the following

Navigation Specifications: RNP 4, RNP 2 and A-RNP.
The aircraft commences the turn at a defined point and then automatically
adjusts the Angle of Bank to maintain a constant radius from a specified point.

2.0 SYS-tem
✓ ACCURACY
If the pilot or system is unable to
The Lateral track accuracy is defined by: maintain the defined path, that is
- The path that has been defined by the RNAV System, known as the Flight Technical
- The navigation sensor used to estimate the position, and
Error (FTE).
- The ability of the pilot and/or the system to fly the defined path.
The aircraft will be certified demonstrating the ability to fly at the required Navigation
Specification’s specified lateral accuracy 95% of the flight time with all errors combined
✓ INTEGRITY ✓CONTINUATION
On-board Performance Monitoring and ✓AVAILABILITY
Alerting:
PBN requires that an aircraft and its systems should be
RNP Specifications requires on-board monitoring and
able to perform for the whole of the defined operation,
alerting to provide pilot with warnings when the
as long as it was operating correctly at the start of that
required lateral limits have been exceeded.
operation.
Some Navigation Specifications in the oceanic /remote

continental phase of flight will require a higher
continuity for these operations thru a carriage of a
second, independent RNAV system and sensor to
provide redundancy.

2.0 SYS-tem
Navigation Specifications based on ICAO
• An aircraft can be certified to a particular Navigation Specification with one or all of the required
navigation sensors identified in that Specification.
• Airspace users must ensure that their aircraft have the appropriate certification and navigation
sensors to fly in that airspace.
 Both States employs RNAV 1 Specification.
 Aircraft and Crew are RNAV 1 certified.
 But to fly the selected route, the aircraft
must have the required navigation sensors
that each State requires for their
respective RNAV 1 Specification.
RNAV 1 Certification does

not automatically qualify OTHER Performance Requirements:
the Crew/Aircraft to
perform all kinds of
RNAV 1 Specification.
For certain Navigation Specifications, a
Specific requirements State may also mandate optional
must be verified. additional functionalities such as; Fixed
Radius Turns (FRT), Parallel Offset
Capabilities, Holding Patterns, and etc.

2.0 SYS-tem
Cross Specification Qualification:
• It should be noted that, if an aircraft and

crew are certified for a particular
Navigation Specification Designator, it does
not imply automatic qualification for a
Navigation Specification requiring less
stringent accuracy. For example RNAV 5
approval does not imply RNAV 10 is
satisfied.
• Similarly, if qualified or certified for an RNP

Specification, it does not imply automatic
qualification for RNAV Specifications.

2.0 SYS-tem
ATR -500 Single HT 100 PBN Capabilities

2.0 SYS-tem
2.1 PBN Components
✓ ACCURACY
✓ INTEGRITY
✓ CONTINUATION
✓ AVAILABILITY
NAV

2.0 SYS-tem
2.4 Navigation Applications
Navigation Application refers to the application of a Navigation Specification and the supporting
NAVAID Infrastructure to specific Air Traffic Services (ATS) routes, procedures and/or defined airspace
volumes.
ATR PBN
Capabilities
RNAV 5
RNAV 2
RNAV 1
RNP 1
RNP APCH
LNAV Note that for RNP APCH, lateral accuracy (nm)

changes depending on the approach phase.

2.0 SYS-tem
NAV Application & Use of PBN:
 En-route Navigation
• Required track accuracy and system functionalities

are detailed in each Navigation Specification.
• Aircraft fly from waypoint to waypoint (sometimes referred

to as flying 'to-to-to').
• The turn performance of the aircraft is determined by the
waypoint definition (flyover, fly-by or FRT) as well as wind
and speed.
It should be noted that the FRT functionality is only available on

modern aircraft.

2.0 SYS-tem
 En-route Navigation (cont’d)
Introducing RNAV or RNP applications in en-route may

enable a reduction in spacing between routes. However,
this requires guaranteed high repeatability of track keeping,
especially in the turns. Therefore, Fixed Radius Turns is
expected to be recommended to support closely spaced
routes with turns.
MAIN BENEFITS
✓ reduced need to develop and maintain sensor-specific
routes and procedures, and their associated costs.
✓ more efficient use of airspace: additional routes and
improved route placement, reduced bottlenecks.
✓ More predictable operations
✓ Environmental mitigation: more fuel efficient and
shorter routes, noise and visual abatement.

2.0 SYS-tem
NAV Application & Use of PBN: SID
 Terminal Airspace Navigation - SID & STAR
RNAV 1 or (P-RNAV) Specifications are commonly used

to provide RNAV SIDs and RNAV STARs
STAR
When RNAV is used,

there is no need to
overfly NAVAIDs and
shorter track miles can
be provided. This will
result in more efficient
use of airspace and fuel.

2.0 SYS-tem
 Terminal Airspace Navigation - SID & STAR (cont’d)
There are 2 methods used to terminate RNAV STARs
CLOSED STARs - Characterized by the OPEN STARs - Characterized by the publication of

publication of an uninterrupted RNAV nominal an RNAV nominal track up to a waypoint, such as a
track to the final approach segment of the metering Fix or a downwind waypoint, followed by ATC
relevant instrument approach. vectors to final approach.

2.0 SYS-tem
 Terminal Airspace – Approach
Historically there were two types of approach: Precision

Approach (PA) and Non- Precision Approaches(NPA).
The pilot manually flies the vertical profile for an NPA,

descending at step-down fixes until reaching minimum
altitude for this phase of the approach. This is commonly
referred to as ‘Dive and Drive’.
With an NPA, the pilot can lose along track situational

awareness. This is particularly true of NPAs based on VOR
or NDB only where distance information is not available.
There is a danger of descending too early, leading to
potential Controlled Flight Into Terrain.
As an initial step towards improving operational safety, a

move away from ‘Dive and Drive’ to a Continuous Descent
Final Approach is being made.
PBN offers alternatives to PA and Conventional NPA, including

approaches with or without vertical guidance.

2.0 SYS-tem
NAV Application & Use of PBN: All PBN approaches are RNP Procedures (requiring on-
 Terminal Airspace – Approach (cont’d) board performance monitoring and alerting functions.)
The Approach phase of flight is covered by the following Navigation Applications:
RNP (AR) APCH RNP APCH

The standard approach specification that all
Advanced RNP
is a complex approach aircraft certified for that operation can use. (A-RNP)
requiring specific functionality
and special authorization. Advanced RNP certification
RNP APCH can be implemented with or without
and operational approval
vertical guidance. However, procedures designed
Operators will need to will allow operators to fly
with vertical guidance are expected to provide
demonstrate the appropriate RNP APCHs without
lower minima than those designed with just a
capabilities and the regulatory additional requirements.
lateral path.
authorities of the State
publishing the procedure will
certify the aircraft and crew.
ATR -500 Single HT 1000 is only certified for

RNP APCH (LNAV), to be flown thru Continuous
Descent Final Approach

2.0 SYS-tem
 Terminal Airspace – Approach (cont’d)
RNP APCH:
• The RNP APCH is loaded from the navigation
database.
• GPS with RAIM provides lateral positioning to

support +/-0.3NM track accuracy on final
approach.
Initial Intermediate Final GA
1.0 1.0 0.3 1.0
• The RNP APCH to LNAV minima is expected to be
flown as a Continuous Descent Final Approach to
Minimum Decision Altitude/Height (MDA/MDH).
• Although the procedure design criteria assumes

no vertical guidance is available, the vertical
Minima Line: LNAV
information may also be provided by the
navigation system.

2.0 SYS-tem
 Terminal Airspace – Approach (cont’d) ATR -500 Single HT 1000 is only
certified for RNP APCH (LNAV)
RNP APCH with Vertical guidance (APV)

• The vertical path of an APV final approach is loaded into the navigation database. There are two(2)
types of APV, both of which are flown to a Decision Altitude.
APV BARO VNAV – uses Barometric APV SBAS - uses SBAS augmented GPS
altimetry for vertical guidance, for both the lateral and vertical guidance.
Minima Line: LNAV/VNAV Minima Line: LPV

2.0 SYS-tem
RP (AR) APCH (Approval Required) • An RNP (AR) APCH is used where terrain or
obstacles will not permit a normal RNP APCH to
be used.
• AR procedures may also be employed for ATM

purposes (e.g. closely space tracks, or
environmental mitigation.)
• This type of approach requires specific approval

from the State's Regulator and may necessitate
additional aircraft additional aircraft equipage
i.e. dual GNSS systems and Inertial platform,
aircrew procedures and pilot training.
• The lateral track accuracy required can be as low

as 0.1nm and aircraft functionality may be used
in the final and missed approach segments.

2.0 SYS-tem
Advanced RNP (A-RNP)

Advanced RNP (A-RNP) is an over-arching Navigation Specification which has been developed to
provide a single certification to cover every phase of flight.
There are specific Aircraft capabilities that are required for if this Navigation Specification is to
be used for certain phases of flight:
➢ Radius to Fix function is required for use in terminal space.
➢ As a result above, use of Flight Director or Auto Pilot is also required in Terminal Airspace.
➢ RNAV holding is required for all phases except Oceanic/Remote and Final Approach
➢ Parallel Offset capability.

2.0 SYS-tem
Benefits of PBN in Terminal Airspace:
• Improves situational awareness and

therefore improves overall flight safety,
• Reduces the need to maintain existing and
develop new sensor-specific routes and
procedures, and their associated costs.
• Allows for more efficient use of airspace
(route placement, fuel efficiency, noise
abatement, etc.)
• Enables segregation of traffic
• Helps with access and capacity issues
• Allows continuous descent.

2.0 SYS-tem
Example of PBN within different Airspace Concepts :
ATR PBN
Capabilities
RNAV 5
RNAV 2
RNAV 1
RNP 1
RNP APCH
LNAV

Course Modules
3.1 ATR PBN Capabilities 4.1 PBN Operations
3.2 HT 1000 GNSS

3.0 ATR & PBN
3.1 ATR PBN Capabilities
ATR -500 Single HT 1000 PBN Capabilities

3.0 ATR & PBN
3.2 HT 1000 GNSS
The HT 1000 Global Navigation Management System is a lightweight state-of-the-art
navigation system that receives and processes Global Positioning System (GPS) signals to provide
worldwide navigation capability.
• The HT1000 meets or exceeds the en route,

terminal, and instrument approach navigation
standards set forth by TSO C129, AC 20-129, AC
20-138, and AC 20-130.
• The system also meets the requirements for

primary means of navigation in Oceanic/Remote
operation set forth in FAA Notice N8110.60.
• Has been demonstrated to meet the

RNAV(GNSS) non-precision approach
requirement of AC 20-138 and RNP APCH
specifications both in single or dual HT1000
configuration. ATR 72-500 RNAV System: HT 1000 GNSS

3.0 ATR & PBN
3.2 HT 1000 GNSS
System Description
Using information provided by a constellation of 24
satellites (the HT 1000 is able to track up to 12 satellites at
a time), GNSS is an automatic tridimensional (latitude,
longitude, altitude) location and navigation means. It also
uses data recorded in a data base.
The data base is stored in the NPU and is updated every 28 days
on the ground using a specific data loader. The effective date
periods are displayed on the MCDU IDENT page.
The navigation is normally performed using the GPS sensor (GPS

mode). In the case of the GPS position becomes unavailable, the
HT 1000 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.

3.0 ATR & PBN
3.2 HT 1000 GNSS
Functions
➢ Flight Planning ➢ SIDs, STARs, and Approaches.
➢ En route and Terminal area guidance. ➢ Holding Patterns
➢ Autopilot Coupling ➢ Lateral Offsets
➢ Roll Steering and Vertical Deviation(non- ➢ And other functions on the Pilot’s guide.
coupled)
Note: Only functions and features of the HT1000 relevant

to PBN Operation shall be discussed on this module.

3.0 ATR & PBN
3.2 HT 1000 GNSS
Limitations: (FCOM 2.01.07)
• The HT1000 pilot’s guide must be available on board.
• This system is approved for RNAV EN-route continental (B-RNAV/RNAV 5) and RNAV terminal area operations
like RNAV SID/STAR (P-RNAV).
Note: This system is approved in any of the following configurations: AP coupling, FD only or raw data
(HSI information).
• Both single and Dual HT1000 configurations are approved for RNAV (GNSS) non-precision approach provided:
❖ The crew respects the published MDA (without VNAV credit)
❖ Before starting the approach, crew checks that the single configuration GNSS is operating without DGR
annunciation.
❖ An APP annunciation must be displayed in cyan on EHSI for final approach.
Note: Pilots intending to conduct an RNP APCH procedure must fly the full leg starting from IAF
otherwise the system will not switch to APP mode (RNP and EHSI scale will remain at 1NM)
❖ RNAV (GNSS) non-precision approaches must be aborted in case of DGR annunciation on EHSI and/or
UNABLE RNP message on MCDU affecting the RNAV(GNSS) used.
❖ RNAV (GNSS) non-precision approaches are performed only if a non-GNSS approach procedure is
available at destination or alternate destination.
• The RNAV (GNSS) system is approved for use as advisory Baro-VNAV system.
• If GNSS must be used in B-RNAV (if DME are not available),
P-RNAV, or for approach phases the availability of the GPS integrity
(RAIM or FDE functions) must be checked by the operator using
prediction tool available in the GNSS.

3.0 ATR & PBN
3.2 HT 1000 GNSS
PROCEDURES FOLLOWING FAILURE
(FCOM 2.01.07)
SINGLE GNSS
• For RNAV (GNSS) non-precision approach, in

the event of DGR alarm illumination or if
“UNABLE RNP” message occurs, perform a go
around unless suitable visual reference is
available.
• In case of loss of navigation or navigation

degradation leading to the loss of the
required navigation performance, crew must
inform ATC and revert to alternate navigation
means.

3.0 ATR & PBN
3.2 HT 1000 GNSS
Course Deviation Indicator
As the aircraft flies towards the approach, the CDI sensitivity
increases corresponding to changes in RNP. Enroute RNP is 2.0NM
and occurs outside of 30NM from the airport. Within 30NM of the
airport the RNP changes to Terminal RNP (1.0NM) and just outside
the FAF the RNP changes to 0.3 RNP. With each change in RNP the
CDI indicator sensitivity increases. During final approach the full
scale deflection of the CDI represents 0.3NM. See reference charts
below.
Prior to reaching the IAF (Initial

Approach Fix) both Flight Crew shall
select EHSI – ARC Mode set to RNAV
with course selector. (out of MAP)
Indications on the LEG page

The FAF is identified on the LEGS page by an F displayed in inverse video adjacent to the FAF
waypoint. The Missed Approach Point (MAP) is identified with an M displayed in inverse video
adjacent to the MAP waypoint.

3.0 ATR & PBN
3.2 HT 1000 GNSS
Receiver Autonomous Integrity Monitoring (RAIM)
Used to monitor the integrity of the navigation information received from the satellites.
RAIM AT DESTINATION:
The DEST RAIM page provides access to the The crew may check PREDICTIVE RAIM at
DESTINATION RAIM PREDICTION for the active route anytime (on the ground or in the air) by
destination airport. The RAIM prediction looks at a 30 using the steps:
minute window around the aircraft's ETA for the
arrival airport and determines whether there will be
enough satellites in the proper geometry to ensure
that required navigation performance is met.
NOTE: DEST RAIM provides a prediction only. This

prediction provides the crew with a "look ahead" to
see if there will be enough satellites in the proper
geometry at the time of their ETA. Keep in mind that
real time RAIM is always provided throughout flight
including the descent and approach flight phases.
Should RAIM become invalid during any portion of
the flight phase it will be annunciated in the
scratchpad as UNABLE RNP.

3.0 ATR & PBN
3.2 HT 1000 GNSS
Receiver Autonomous Integrity Monitoring (RAIM) Cont’d
AUTOMATIC In-flight RAIM Check

3.0 ATR & PBN
3.2 HT 1000 GNSS
Aircraft Inbound to the Final Approach Course
The sensitivity of the CDI will be 1.0 NM until 2 When the HT1000 enters the approach mode at 2
NM outside the FAF. At this point the system NM from the FAF, the APProach annunciator will
transitions from terminal to approach RNP and the illuminate if the HT1000 meets the RNP
CDI sensitivity will be increased so that full-scale requirements for the approach (both predictive
deflection is now 0.3 NM. With GPS as the RAIM and current RAIM must pass
selected source and the NAV mode engaged, the integrity/accuracy checks). If the crew observes that
autopilot will capture and track the lateral path. the GREEN APPRoach light is illuminated, then all
Lateral flight director roll steering guidance will be sensors selected for the approach have passed their
displayed. integrity/accuracy checks.
If the GPS can not meet RNP requirements during the final approach segment between the FAF and MAP,
the following annunciations occur:
1. The APPRoach annunciator is turned OFF.
2. The RNP ALERT annunciator is turned ON (steady AMBER).
3. The MSG annunciator turns ON (flashing WHITE).
4. The scratchpad message UNABLE APPROACH is displayed on the MCDU.
Should this occur, the flight crew must use other means of navigation or abandon the approach.
3.0 ATR & PBN
3.2 HT 1000 GNSS
Missed Approach
Should a missed approach be necessary, the EXECUTE MISSED APPROACH function appends the
missed-approach legs to the active route.
Auto Go-Around Function. Appending the missed approach procedure to the

route may be accomplished automatically by pressing the Go Around button.
When the GA button is pressed, the missed approach procedure will be appended to
the route, activated, and executed. Once the MAP procedure is appended, the RNP
returns to 1.0 NM.

3.0 ATR & PBN
3.3 Pilot Interface
PILOT INTERFACE (GNSS System)
EHSI – Map display

8. WPT/DGR alerting
WPT illuminates amber when approaching a
waypoint
DGR illuminates amber when the “UNABLE RNP"
message is displayed on the MCDU.
15. Vertical deviation

Scale and Index
1. NAV source annunciation

Identifies the source which supplies the EHSI. This
information is blue when only one crew member
uses GNSS. It becomes amber when both Pilot
7. Waypoints and F/O use GNSS as navigation source.

3.0 ATR & PBN
3.3 Pilot Interface
1. NAV source annunciation 6. WPT/DGR alerting 9. APP/OFS
Identifies the source which supplies the WPT illuminates amber when APP illuminates cyan when
EHSI. This information is blue when only approaching a waypoint in approach phase.
one crew member uses GNSS. It becomes DGR illuminates amber when OFS illuminates cyan when
amber when both Pilot and F/O use GNSS an offset has been activated.
as navigation source.
the “UNABLE RNP" message is
displayed on the MCDU.
EHSI – Full mode EHSI – ARC display

3.0 ATR & PBN
3.3 Pilot Interface
(1) RNV MSG is triggered by one of the following
messages displayed on the MCDU:
EADI
• UNABLE RNP: message annunciated when ANP exceeds
RNP or integrity is greater than twice the selected RNP
(Once the value for approach).
• DEAD RECKONING: message annunciated when NAV
source becomes dead reckoning (GPS and DME modes
are lost).
• VERIFY RNP ENTRY: message annunciated when the
pilot entered RNP is greater than default current RNP.
• VERIFY RNP-POS REF: message annunciated when flight
phase changes and current pilot entered RNP is greater
than the default RNP for new flight mode.
• UNABLE APPROACH: message annunciated when
within 2 NM from the FAF, and RAIM prediction at
FAF/MAP fails, or navigation source is not GPS.
RNV MSG will extinguish In addition there are some advisory messages such as:
when the associated MCDU - RAIM LIMIT EXCEEDS XX NM:
message is cancelled. - CHECK DEST RAIM-POSREF:

3.0 ATR & PBN
3.3 Pilot Interface
GNSS MESSAGES (PBN OPS)
HT1000 Condition Pilot Action
Message
ALERTING MESSAGES The system has

transitioned to a flight On POS REF page,
At 30 NM from the phase (en route, verify that the
Crew must use VERIFY RNP- terminal, etc.) for which entered RNP value
CHECK GPS destination, message will
alternate means of POS REF the Required Navigation still applies for the
STATUS-POS be generated if the
navigation for the Performance (RNP) is current phase of
REF system is not using GPS
arrival and approach. more stringent than the flight.
for navigation.
pilot input.
Go to 4L on the DR
Insufficient satellites are Crew must use an
DEAD page. Manually Triggered by the system
available to support GPS alternate means to
RECKONING insert forecast winds UNABLE if RAIM prediction fails or
navigation. navigate the
for current leg. APPROACH if the current RAIM
approach or execute
Lateral and vertical FAILS.
a missed approach.
path deviations for
the approach are The current HT1000
Monitor HT1000
BITE has detected a invalid. Suitable navigation accuracy or
GNSSU FAIL position using
failure in the GNSSU. supplemental UNABLE RNP integrity does not meet
external sensors as
navigation is the current RNP
available.
required for the requirements.
approach.
Monitor HT1000
PS ANTENNA BITE has detected a position using
FAIL GPS antenna failure. external sensors as
available.

3.0 ATR & PBN
3.3 Pilot Interface
GNSS MESSAGES (PBN OPS)
HT1000 Condition Pilot Action HT1000 Condition Pilot Action

Message Message
ADVISORY MESSAGES ENTRY ERROR MESSAGES

On entering the terminal Check DEST RAIM The manual input of
area, the HT1000 via POS REF page. RNP (just performed) is Verify that the proper
VERIFY RNP
predicts that approach Be prepared for less stringent than the RNP entry was
CHECK DEST ENTRY
RNP will not be available UNABLE normal RNP for the made.
RAIM-POS REF
to support the approach APPROACH alert current flight phase.
procedure in the Active when approaching
Route. FAF.
Monitor HT1000
RAIM LIMIT The GPS RAIM
position using
EXCEEDS XX protection limit exceeds
external sensors as
NM the specified (XX) value.
available.
Monitoring of
The HT1000 navigation
HT1000 position
accuracy and integrity
RNP AVAILABLE using external
supports the current
sensors is not
RNP requirements.
required.

Course Modules
3.1 ATR PBN Capabilities 4.1 PBN General
3.2 HT 1000 GNSS

4.0 ATR & PBN
4.1 PBN General
Cebu Pacific’s Operations Manual Part-A contains the policies and procedures for
each Navigation Specifications (i.e. RNAV 5, RNP-1, RNP APCH).
The following are general summary

of the operating guidelines and
procedures applicable to all type of
Performance Based Navigation, see
OM-A 8.30.100.30 for the full details
for each Navigation Specifications.

4.0 ATR & PBN
4.1 PBN General
FLIGHT PLANNING
• Flight Crew must confirm the availability of the
NAVAID infrastructure, required for the
intended routes, including any non‐RNAV
contingencies, for the period of intended
operations.
• Flight Crew must also confirm the availability of
the on‐board navigation equipment necessary
for the operation, and must consider any
aircraft defect or MEL items that could affect
the intended PBN operation.
• Flight Crew must also be certified for the
intended PBN operations.
• The Flight Crew should ensure that sufficient
means are available to navigate and land at the
destination or at an alternate aerodrome in the
case of loss of PBN navigation capability.

4.0 ATR & PBN
4.1 PBN General
FLIGHT PLANNING
• IOCC and Flight crew must take account of any
NOTAM’s or briefing material that could adversely
affect the aircraft system operation, or the
availability or suitability of the procedures at the
airport of landing, or any alternate airport.
• Since specific RAIM levels are required for RNAV
specification, or for the case of RNP Specification,
its use for GNSS integrity (RAIM or SBAS signal), the
availability of these signals should be verified
through NOTAM’s or through prediction services (in
the absence of this information the aircraft’s
predictive GPS capability is acceptable).
• In the event of a predicted, continuous loss of
appropriate level of fault detection of more than
five minutes for any part of the planned operation,
the flight planning should be revised. (e.g. delaying
the departure, or planning a different departure
procedure.)

4.0 ATR & PBN
4.1 PBN General
PRE-FLIGHT
• Flight Crew shall check the validity of
the database of the GNSS, it should be
current and appropriate for the region
of intended operation and must include
the navigation aids, waypoints, and
appropriate procedures required for the
operation.
• The manual entry or creation of a new
waypoints by manually inserting the
latitude and longitude or rho/theta
values is prohibited.
• For each flight, Flight Crew shall

perform a Destination RAIM
Prediction using the Estimated
Time of Arrival (ETA) at the
commencement of the flight.

4.0 ATR & PBN
4.1 PBN General
PRE-FLIGHT
• Pilot should not request or file for a RNAV/RNP routes or procedures unless they satisfy all the
criteria in the relevant documents. If an aircraft not meeting these criteria receives a clearance
from ATC to conduct an RNAV/RNP route or procedure, the pilot must advice ATC that he/she is
unable to accept the clearance and must request alternate instructions.
• Flight crews should cross-check the cleared flight plan by comparing charts or other applicable
resources with the navigation system’s textual display and the aircraft map display, if applicable.
Pilots must ensure the waypoints sequence, depicted by the navigation system, matches the route
depicted on the appropriate chart(s) and their assigned route.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
• All pilots are expected to maintain route/procedure centerlines, as depicted
by on-board lateral deviation indicators and/or flight guidance during the
whole route/procedure, unless authorized to deviate by ATC or under
emergency conditions.
• For normal operations, cross-track error/deviation (the
difference between the RNAV system computed flight path and
the aircraft position relative to the path, or the ability of the
pilot/auto-pilot to fly the desired track) should be limited to +/-
(½) of the navigation accuracy associated with the procedure.
I.E. RNAV 5 = (2.5NM), RNP 1 = .5NM,
RNP APCH (Final segment .3nm) = .15nm
• For any SIDs or STARs procedure to be used, the Flight

Crew must not fly the procedure unless it is retrievable
from the onboard navigation database and conforms to
the charted route. However, the route may subsequently
be modified through the insertion or deletion of specific
waypoints in response to ATC clearance.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
TAKE-OFF / DEPARTURE
• On the departure briefing, pilot must verify the aircraft
navigation system is operating correctly and the
appropriate runway and departure procedure (including
any applicable en-route transition) are entered and
properly depicted.
• A final check of proper runway entry and correct route
depiction, shortly before take-off, is recommended.
• The pilot must be able to use RNAV/RNP equipment to
follow flight guidance for lateral RNAV no later than 500ft
(153m) above airport elevation.
ENROUTE
• IF ATC issues a heading assignment taking the aircraft off a route, the pilot should not modify the
flight plan in the RNAV system, until a clearance is received to rejoin the route or the controller
confirms a new route clearance.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
ARRIVAL
• The flight crew should verify that the correct
terminal route has been loaded. The active flight
plan should be checked by comparing the charts
with the map display (if applicable) and the MCDU.
A route must not be used if doubt exists as to the
validity of the route in the navigation database.
• Where the contingency procedures requires
reversion to a conventional arrival route, necessary
preparations must be completed before
commencing the RNAV/RNP procedure.
• Procedure modifications in the terminal area may
take the form of radar headings or “direct to”
clearances and the flight crew must be capable of
reacting in a timely fashion. This may include the
insertion of tactical waypoint loaded from the
database.
• Any published altitude and speed constraints must
• be observed.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
APPROACH
• All Approach procedures are RNP Specifications
(requires on-board monitoring and alerting).
• Flight crew must verify the correct procedures was
loaded by comparison with the approach charts. This
check must include:
1. The waypoint sequence; and
2. reasonableness of the tracks and distances of the
approach legs, and the accuracy of the inbound
course and length of the final approach segment.
3. the crew must also check using the published
charts, the map display or the control display unit
(CDU), which waypoints are fly-by and which are fly-
over.
• The lateral definition of the flight path between the FAF
and the missed approach point (MAPt) must not be
revised by the flight crew under any circumstances.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
APPROACH (during the procedure)
• Both Pilot Flying & Pilot Monitoring shall select EHSI – ARC display
prior to reaching the initial approach fix to monitor the aircraft
position relative to the path (cross-track deviation)
• Flight Crew must fly the full leg starting from IAF (Initial Approach
Fix) otherwise the system will not switch to APP mode (RNP and EHSI
scale will remain at 1NM).
• The crew must check the flight mode annunciator is properly
indicating approach mode integrity within 2NM before the FAF.
• The aircraft must be established on the final approach course no
later than the FAF before starting the descent. (to ensure terrain and
obstacle clearance)
• All flight crew are expected to maintain procedures centerlines as
depicted by on-board lateral deviation indicators and/or flight
guidance during the whole approach procedure, unless authorized to
deviate by ATC or under emergency conditions.
• Pilots must execute a missed approach if the lateral deviations
exceed the prescribed limits (+/- ½ of the navigation accuracy),
unless the pilot has in sight the visual references required to
continue a safe approach.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
MISSED APPROACH
• The procedure must be discontinued:
a. If the navigation display is flagged invalid; or
b. In case of loss of integrity alerting function; or
c. If integrity alerting function is annunciated not
available before passing FAF; or
d. If FTE (Flight Technical error) is excessive
• The missed approach must be flown in accordance

with the published procedure. Use of the RNAV
system during the missed approach is acceptable
provided that the whole procedure (including missed
approach) is loaded from the navigation database.
Pressing the GA button will automatically

append the missed approach procedure,
activated, and executed.

4.0 ATR & PBN
4.1 PBN General
FLIGHT
CONTINGENCY PROCEDURES
• The Flight Crew must notify ATC of any loss of the RNAV/RNP capability, together with the
proposed course of action. If unable to comply with the requirements of RNAV/RNP routes and/or
procedures, pilots must advice ATS as soon as possible.
• In the event of communications failure, the flight crew should continue with the RNAV/RNP route
or procedure in accordance to established lost communication procedure.
POST-FLIGHT
• Discrepancies that invalidate a SID or STAR must be reported. The company will then submit a
report to the database supplier and the affected SID or STAR shall be prohibited thru a FDCI (Flight
Deck Crew Information).

References
 Eurocontrol PBN Training

 Airbus Safety First # 16
 HT1000 GNSS Pilot’s Guide
 Cebu Pacific ATR FCOMs
 Cebu Pacific Operations
Manual – Part D Flight Crew
 Cebu Pacific Operations
Manual – Part A General/Basic

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December 19, 2014 REV.

➢ Describe Performance Based Navigation

➢ Understand the PBN concepts, components

➢ Establish ATR PBN capabilities.

➢ Acquire the knowledge required to perform

December 19, 2014 REV. 0

Maintaining Qualification / Recurrent

December 19, 2014 REV. 0

December 19, 2014 REV. 0

• Aircraft normally navigate using external

Routes are defined by the geographical

December 19, 2014 REV. 0

from ‘Conventional’ to AREA NAVIGATION.

“AREA NAVIGATION” was introduced.

Initially termed as “Basic Area Navigation”

December 19, 2014 REV. 0

'A method of navigation which permits aircraft operation on

Area navigation enables the aircraft to fly a

Area Navigation is the key enabler

December 19, 2014 REV. 0

A waypoint is identified as geographic coordinate

December 19, 2014 REV. 0

Fly By: A waypoint which

Fly Over: A waypoint at which a

December 19, 2014 REV. 0

Area Navigation Routes (RNAV Routes)

Only aircraft equipped with an on-board navigation

December 19, 2014 REV. 0

Area navigation is enabled by the use of an on-board

The aircraft’s position is calculated using positional

December 19, 2014 REV. 0

The intended flight path is then displayed to the pilot on a

The accuracy and consistency of the aircraft's ability to fly the

December 19, 2014 REV. 0

December 19, 2014 REV. 0

ATR RNAV system: HT 1000 Global Navigation Management System

Using information provided by a constellation

The navigation is normally performed using

December 19, 2014 REV. 0

The original Required Navigation Performance (RNP)

Significantly, PBN is a move from a

Area Navigation is the key enabler for PBN and,

December 19, 2014 REV. 0

✓ PBN clarifies ways in which RNAV systems are used.

December 19, 2014 REV. 0

RNP specifications include a requirement

Navigation Application: the application of a

December 19, 2014 REV. 0

Examples of NAVAIDS are as follows:

Space: Global Navigation Satellite System (GNSS)

On-board: Inertial Reference Units

Each State will need to consider the NAVAID

December 19, 2014 REV. 0

• The number in the designator represents the

• The required lateral accuracy limits the

It should be noted that the accuracy limit is only one of the

December 19, 2014 REV. 0

December 19, 2014 REV. 0

RNAV Applications supported by RNAV Specifications

RNP Applications supported by RNP Specifications

Navigation Applications, indicating the designation of

December 19, 2014 REV. 0

PBN within the Airspace Concept:

• PBN is not a stand-alone concept, it is an integral