Performance-Based Navigation for ANSPs: Concept 2030 PDF

civil air navigation services organisation Performance-Based Navigation for ANSPs: Concept 2030 Acknowledgements This publication was produced by the Performance-Based Navigation Workgroup (PBN WG) of CANSO’s Operations Standing Committee. CANSO would like to thank Jeff Cochrane (NAV CANADA)...

civil air navigation services organisation Performance-Based Navigation for ANSPs: Concept 2030 Acknowledgements This publication was produced by the Performance-Based Navigation Workgroup (PBN WG) of CANSO’s Operations Standing Committee. CANSO would like to thank Jeff Cochrane (NAV CANADA), Brendan Kelly (NATS), Phil Rakena (Airways New Zealand), and Jeff Williams (Tetratech AMT) for their leadership in producing Performance-Based Navigation for ANSPs: Concept 2030. We also acknowledge the valuable input provided by Scott Blum (Jeppesen), Dave Joubert (ATNS), Simon Young (Airservices Australia), Robert Novia (FAA), Mike Sammartino (CGH Technologies), and the many other contributing CANSO PBN WG Members. © Copyright CANSO 2017 All rights reserved. No part of this publication may be reproduced, or transmitted in any form, without the prior permission of CANSO. This paper is for information purposes only. While every effort has been made to ensure the quality and accuracy of information in this publication, it is made available without any warranty of any kind. canso.org  Published February 2017 Contents 3 Acknowledgements_______________________________________________________________________page 2 Foreword _______________________________________________________________________________page 4 Executive Summary______________________________________________________________________ page 5 Introduction __________________________________________________________________________ page 6 1 Operational Vision ____________________________________________________________________page 7 2 PBN Navigational Infrastructure _________________________________________________________ page 12 3 Safety ________________________________________________________________________________ page 15 4 Environmental and Community Considerations __________________________________________page 16 5 RPAS and UAS ________________________________________________________________________page 17 6 Conclusions ___________________________________________________________________________ page 18 Acronyms _____________________________________________________________________________ page 19 References ____________________________________________________________________________page 22 4 Performance-Based Navigation for ANSPs: Concept 2030 Foreword Performance-based navigation (PBN) is, these deal with the implementation of PBN today, rightly, the highest air navigation priority of the CANSO ANSPs have highlighted the need for International Civil Aviation Organization and is a greater support to plan for the future, looking key element of the ICAO Aviation System Block ahead across the 15 year replacement life cycle. Upgrades (ASBU). PBN has been instrumental ANSPs also want to address ANSP-specific PBN in improving the efficiency of airspace across implementation issues, such as knowledge and the globe for many years. Nevertheless, resourcing. implementation has fallen behind ICAO targets. CANSO has therefore produced this PBN is an important priority for CANSO document, Performance-Based Navigation for Members and this is reflected in the specific ANSPs: Concept 2030, to support Member activities and deliverables on PBN in the ANSPs as they prepare for, or continue with, PBN Work Plan of Vision 2020, CANSO’s strategic implementation. This document identifies current framework for the air traffic management and future PBN-related technologies and services industry. These include training, seminars and that are expected to impact ANSPs, and then guidance in publications such as Performance- identifies potential impediments to successfully Based Navigation Best Practice Guide for ANSPs. implementing PBN, highlighting capabilities and That document provides practical guidance resources which ANSPs might consider. on performance-based navigation (PBN) as it applies primarily to the terminal and approach By determining the future state of PBN, environments. this document will assist CANSO Members with their strategic planning, helping them prepare for CANSO’s efforts on PBN are complemented the PBN environment of 2030. It will help them by a wide range of PBN material and training make the right decisions; earmark the appropriate that is available publicly, particularly from the resources; identify requirements for collaboration; International Civil Aviation Organization (ICAO), target areas to exert influence; and allocate and Airports Council International (ACI). While funding now to prepare for the future. Source: Boeing  5 Executive Summary This report provides a vision of performance- International Air Transport Association (IATA) based navigation (PBN), from an air navigation and airline feedback, and Single European Sky service provider’s (ANSP) perspective, to the year ATM Research (SESAR) and NextGen papers all 2030. The CANSO ANSP’s outlook for PBN is provide strong leads as to where PBN should be important because PBN is an integral component of heading. the ‘perfect flight’ concept and is closely linked to associated communication, navigation, surveillance The document considers inter-related and air traffic management (CNS/ATM) elements. and individual CNS/ATM components, existing In determining the likely direction, rate of progress and future infrastructure, air traffic control (ATC) and future state of PBN, we aim to assist CANSO and fleet technologies and processes, and Members with their own strategic planning, anticipated levels of ANSP service. helping to identify potential impediments to the successful implementation of PBN, and highlighting It should be noted that many technologies capabilities and resources that may benefit from require considerable investment from ANSPs ANSP investment. and operators, and that a 15-year replacement life cycle is common in the aviation industry. PBN provides numerous safety and efficiency Hence, the time horizon for this vision benefits, and is an enabler for other techniques document; while some legacy equipment will and operations such as continuous climb/descent still be in use, a large percentage of technology operations (CCO/CDO) and flow management. will require replacement before 2030. It should Optimised ATM routings combined with efficient also be noted that there are a wide range of air traffic flow management (ATFM) contribute to ANSP needs and capabilities; some ANSPs have the whole system – from curb to curb – operating been on the PBN path for many years, and are to plan, giving all stakeholders the opportunity to well ahead of ASBU targets; others have not optimise their operations. For this reason, PBN been in a position to complete a State PBN is the International Civil Aviation Organization’s implementation plan or strategy, let alone to (ICAO) highest air navigation priority and is a commence PBN implementation. key element of ICAO’s Aviation System Block Upgrades (ASBUs). However, the global rate of PBN CANSO Members are invited to implementation has slipped behind ICAO targets, contribute their own perspectives and even though these targets have been beneficial suggestions relating to the vision, to the CANSO to implementation progress. Performance-Based PBN Workgroup. Given the long-term ‘white Navigation for ANSPs: Concept 2030 will provide paper’ nature of this document, a full review some confidence to ANSPs that their planning should not be required for several years. and investment strategies are sound, and may encourage investment in people, technologies and processes to further progress PBN implementation rates. A range of resources has been drawn on to develop Performance-Based Navigation for ANSPs: Concept 2030. ICAO’s Global Air Navigation Plan (GANP) and regional navigation strategies, 6 Performance-Based Navigation for ANSPs: Concept 2030 Introduction CANSO provides value to its Members by traffic control to performance-based air traffic demonstrating thought leadership about future management. operational concepts of the global air traffic management (ATM) system. ANSPs will better serve CANSO’s Performance-Based Navigation their customers by looking to future technological for ANSPs: Concept 2030 will also help to drive improvements that enhance operational efficiency and alignment in current and future development of capacity while maintaining the highest level of safety. industry standards through organisations such as; ICAO, RTCA, and European Organisation for Civil The purpose of this document is to present the Aviation Equipment (EUROCAE). Harmonisation CANSO performance -based navigation (PBN) vision of standards is essential to globally interoperable for the year 2030. The content will provide ANSPs solutions that need to be supported by responsive with a projected 2030 state of PBN operations. This regulatory environments meeting industry needs information will be helpful in considering coordinated and objectives. Coordinated efforts in these areas investment opportunities and potential improvements will better prepare our industry and its partners for in infrastructure to realise operational cost benefits. the future and ensure that operational benefits are This document is not a detailed PBN implementation realised in the most cost effective manner possible. guide, but rather a vision of strategic possibilities This vision must be driven by operational needs that provide opportunities for systemic operational through processes that will withstand a rigorous improvements. cost benefit analysis. The information provided is aligned with There are many challenges facing our the ICAO Global Air Navigation Plan (GANP) and industry as we move into the next decade and uses concepts contained in the ICAO Aviation beyond. Constrained resources, increasing cost System Block Upgrades (ASBU) relating to PBN as of improvements, varying stakeholder priorities, a general guide. CANSO has also used information and most importantly, environmental issues, provided by other industry partners, such as must be handled in ways that promote robust IATA, International Federation of Air Line Pilots’ integrated solutions. An ANSP’s success will Associations (IFALPA), and ACI. CANSO will regularly depend on addressing and investing in a common review and evaluate the plans and progress of understanding of the needs and expectations current regional programmes like SESAR, NextGen, of all public and industry stakeholders. A shared and others to ensure alignment of high-level vision and a dedication to intense collaboration aspirations to exploit PBN capabilities. The vision will ensure that we make the right decisions at the that this document provides is primarily focused on appropriate times. We believe that this document PBN but it also includes other interrelated aspects will be beneficial in helping to shape our collective in the consideration of the evolutionary benefits future and progress PBN as a major driving force in of our industry’s global transition from tactical air operational safety, efficiency, and capacity. 1 Hyperlinks have been included to provide quick and easy access to relevant PBN information when viewed online. The information in this document focusses on the ANSP perspective and is intended to supplement, not replace, the excellent PBN guidance material that is already provided by CANSO partner organisations—ICAO, IATA, and ACI. Sources for the information used in this publication have been referenced where possible, but some of the guidance material provided originates from CANSO Member organisations and so may not be publicly available. Every effort has been made to acknowledge the original author and to confirm the validity of the content of this document.  7 1 Operational Vision The use of navigation performance as and communication technology to mitigate risks. an enabler of improved airspace efficiency and User-preferred trajectories will be commonly used, capacity will be commonly applied across flight in addition to structured flightpaths between information region (FIR) boundaries. In all cases, specific waypoints or navaids. The minimum navigation performance in lateral, vertical or time defined performance requirements for the will complement the required communication, navigation specification will be required navigation surveillance and air traffic infrastructure to support performance (RNP) 2 and will enable the removal the desired airspace concept. Aircraft separation of RNP 4 and area navigation (RNAV) 10 subject standards will evolve in a systemised manner, to separation, dependent on communication and influenced by new design separation criteria. surveillance requirements, and the need to cater for legacy traffic. It is expected that airspace capacity in At its core, the transition to performance- oceanic and remote regions will be transitioning to based navigation reduces dependence on match that available in today’s continental airspace. conventional ground-based navigation aid systems Space-based surveillance and communications will and represents a move from traditional structured be in place and, where used, will improve trajectory route navigation utilising ground-based navigation modelling, conflict prediction and probing, and aids to more flexible point-to-point area navigation. provide potential for surveillance based separation to be applied in oceanic or remote airspace. The target operational navigation environment and associated navigation En Route specifications will include Upper airspace structures will be —— Oceanic/Remote Continental – RNP 2 unconstrained by ground infrastructure. Defined —— En route – RNP 2 or RNP 1 and/or A-RNP PBN ATS route structures will exist only where —— Terminal – RNP 1 or RNP AR DP2 and/or necessary, and it is assumed that user-preferred A-RNP —— Approach – RNP APCH, RNP AR APCH, or A-RNP The application of these ICAO Navigation Specifications will be applied against both individual route segments and/or within volumes of en route or terminal airspace. Oceanic/Remote Continental Navigation in oceanic and remote regions will take advantage of the high availability of en route integrity and accuracy from multiple satellite constellations. Navigation performance will enable less restrictive separation standards to be applied with the availability of enhanced surveillance Source: canaryluc/shutterstock.com 2 RNP AR departure procedures expected to be added to ICAO PANS OPS. 8 Performance-Based Navigation for ANSPs: Concept 2030 trajectory will be the baseline capability where optional fixed radius transition (FRT) capability a structured route network is not required. will permit more closely spaced parallel route Determinations for route structure should be structures. data-driven and based on factors such as traffic demand, airspace utilisation and constraints, ATC Terminal task complexity, and potential operational efficiency All terminal operations will be based on PBN, gains that benefit aviation users. and largely on satellite-based navigation. Standard arrival routings (STARs), standard instrument Given the lateral precision associated departures (SIDs), and transitions to and from the with PBN, and where published route structures en route airspace will have defined vertical and are needed to increase airspace capacity, RNP lateral paths taking advantage of RNP performance assurance should provide optimised separation to provide both precise trajectories as well as standards between routes with less than opportunities for increased airspace and airport today’s procedural separation requirements. capacity through reduced aircraft separation. Furthermore, predictable flight paths encourage the development of ATM solutions and automation RNP 1 will be the basic design standard for aids, and support the migration from tactical ATC to STARs and SIDs, with the possibility of reverting strategic ATM. to a contingency or fail-down mode that allows the continued operation of non-global navigation User-preferred trajectories will be utilised as satellite system (GNSS) aircraft flying the same the primary method of navigation. The transition to procedures but using RNAV 1. Scalable A-RNP PBN provides airspace users with increased options capabilities may be required on some segments. for flight planning to take advantage of optimised routing. ATC will retain the ability to collaboratively SIDs will utilise RNP performance and allow develop and disseminate trajectory options to for more design options for departures with parallel organise traffic - when required or at the request RF (constant radius arc to a fix) turns, particularly of airspace users in flight (e.g. Dynamic Airborne applicable for multiple runway operations. Vertical Reroute Procedure3). path constraints on both arrival and departure will be utilised to provide separation assurance Advanced-RNP4 (A-RNP), with an RNP 2 or between multiple traffic streams. RNP 1 navigational specification in upper airspace, will be in use for continental PBN route structures The use of geometric path5 adherence rather outside terminal control areas (TMA). Predictable than barometric vertical navigation (Baro-VNAV) turn performance inherent to A-RNP through the between vertical crossing points may be required 3 Dynamic Airborne Reroute Procedure is a regional initiative, used by ASPIRE members. 4 A-RNP navigation specification provides for a single assessment of aircraft eligibility applied to ore than one navigation accuracy requirement and across multiple applications and all phases of flight. Doc9613 4.1.2.1 5 Geometric path refers to a point-to-point vertical path with a defined flight path angle as determined by two three- dimensional waypoints with a common reference system, and their associated altitude constraints. Currently applied only to final approach, but may also be applied to climb and descent segments of flight and may enable closer separations.  9 in high-density terminal operations. Where high accuracy and integrity is needed in these path definitions there may be a requirement for GNSS augmentation (satellite-based augmentation system (SBAS), ground-based augmentation system (GBAS) or horizontal advanced receiver autonomous integrity monitoring (H-ARAIM )). Effective use of airspace utilising precise lateral paths will require broad use of RF leg type construction. Time of arrival control (TOAC) and time-based separation will be available to support arrival sequencing (flow control management) with a resolution that Source: shutterstock.com matches current terminal spacing as achieved by ATC vectoring. example, airport XXXX may specify RNP AR-only operations during peak periods of demand – with Improved airport and airspace access in peak times and applicable procedures advertised all weather conditions and the ability to meet on the ATIS and specified in the AIP (similar to environmental and obstacle clearance constraints today’s poor-weather operations, where a NOTAM is expected. RNP 1 will ensure the necessary may be issued advising that only Category III throughput and access, as well as reduced controller capable aircraft can be accommodated for a workload, while maintaining safety standards. period). Approach Three classes of approach capability will be Approach operations will take into available: Non Precision Approach (NPA), Approach consideration the requirements for the safety and with vertical Guidance (APV) and Precision efficiency of both airborne and surface movements Approach (PA). while balancing the demands for delivery of environmental and community outcomes (refer to Non-Precision Approach Environmental section). The use of RNP as a means Two-dimensional non-precision approaches to manoeuvre to the final approach segment will (NPA), such as conventional VOR/DME or RNP be the common practice. A specific procedure and APCH (2D), will remain available but are not RNP value will be driven by the obstacle and traffic preferred. They are expected to be retained environments, but will be one nautical mile (NM) or for recovery purposes only in the event of the less. unavailability of the RNP based approach and based on a resilience business case. The use of During times of high capacity, demand or circling approaches is highly discouraged and complex operations at an airport there may be wherever possible final approach segments will be elevated terminal entry requirements either for the runway aligned. entire terminal or for specific runways. At these times, there would be an advertised requirement Typical applications of NPA will be at for capabilities. States would have facilitated this locations without suitable GNSS augmentation requirement through appropriate mandates. For 6 H-ARAIM may be available in 2025 with improved receiver performance; V-ARAIM will be available post-2030. 7 Comparative analysis presented to Institute of Navigation (ION) as far back as 2000 shows vertical accuracy/integrity of un-augmented GPS is almost as good as Baro-VNAV. By 2030 the case may be made, even when not MCDF. 10 Performance-Based Navigation for ANSPs: Concept 2030 to enable the use of APV, or to accommodate contingency navigation/aircraft equipment for increasing capacity during parallel runway capability. operations. Increasingly RNP AR APCH will be used for environmental reasons. Approach with Vertical Guidance By 2030 full implementation of APV, APV enhances safety levels by providing consistent with ICAO Resolution A37-11, will be in three-dimensional (3D) approach operations place with APV the baseline approach capability with lateral and vertical guidance to the runway, wherever suitable GNSS augmentation (SBAS, reducing the risk of controlled flight into terrain GBAS or ABAS/Baro-VNAV) is available. SBAS (CFIT). The inclusion of vertical guidance is not localizer performance with vertical guidance necessarily intended to improve the landing (LPV) 200 (decision height) capability will be minima, although it may in some cases. Safety is widely available8. The optional use of RF legs in the fundamental driver, and mitigation of the CFIT combination with RNP APCH (APV) will enable threat is improved through the significant gains in more accurate positioning of flight paths and pilot situational awareness and cockpit workload containment of turns. RNP AR APCH will be reduction resulting from a runway aligned, vertically deployed where the specific outcomes desired guided, stabilised approach. at the location cannot be achieved using the less onerous RNP APCH (APV) specifications. Some Precision Approach examples of RNP AR APCH necessity would include Instrument landing system (ILS) remains the use in obstacle rich environments, and application dominant precision approach capability although, in multi-runway operations at the same or close following cost benefit analysis, many airports proximity airports with specific opportunities Source: FAA 8 More satellites will be available globally, and correction signals will be broadcast from positioning satellites within the core constellation, not just from geo-stationary SBAS-specific satellites.  11 will deploy GBAS/GLS (GBAS landing system) installations are deployed or ageing systems approaches and / or RNP AR with equal or better renewed. minima. Although ILS is not identified as a PBN component, the hybrid approach construction of SBAS today is able to provide equivalent to using radius-to-fix (RF) or track-to-fix (TF) legs as CAT I Precision Approach capabilities, and SBAS transitions to an ILS final will be commonplace. multi constellation dual frequency (MCDF) in the Missed approach paths from ILS approaches using future will enhance system robustness, and may fill RNP application will be the norm. some of the SBAS space for positioning accuracy, integrity and continuity requirements. Airliner and business jet fleets will be equipped with satellite precision approach Surface receivers as part of the baseline avionics capability. With significant traffic using RNP AR, GLS GBAS applications will extend beyond the simple or LPV for final approach guidance there will be replication of straight-in CAT I ILS procedures reduced need to manage the surface to protect ILS to ‘value added’ GLS applications. Aerodrome LOC and GP areas. Spacing will improve between authorities will identify unique satellite precision arrivals and departures, and decisions regarding approach versus ILS benefits in operational dedicated arrival or departure runways may change. applications. Pros and cons such as reduction of ILS critical and sensitive areas versus GLS RNP operations will cover the full gate- signal interference risk will be among the issues to-gate cycle. Existing PBN-related avionics considered. capabilities will be used to provide uninterrupted safe and accurate movements on runways and Shifts in equipage levels by customers will airport manoeuvring areas. GNSS augmentation result in new demands and will affect investment may be needed to support advanced surface decisions about where, when or if new ILS movement capabilities. Source: FAA 12 Performance-Based Navigation for ANSPs: Concept 2030 2 Continued development of new contingency PBN Navigational Infrastructure solutions and improved resilience of the GNSS Navigational infrastructure includes items that signal in space mean that, in time, terrestrial are applicable to all phases of flight, as described navigation infrastructure may be eliminated. SBAS in the Operational Vision section. Specific PBN and GBAS will take advantage of the MCDF signals infrastructure requirements are dealt with above. and continue providing services beyond 2030. (Source: Federal Aviation Administration) SBAS GNSS Core Satellite Constellations Satellite-Based Augmentation System There will be at least four core Global (SBAS)10 is viewed as regional infrastructure; Navigation Satellite System constellations in use – implementation is a decision made by individual GPS, GLONASS, Galileo and BeiDou9. States with benefits extending beyond aviation. SBAS represents a valid safe and economic option MCDF for airports where up to ILS Cat I performance is To achieve maximum benefits from GNSS and required, enabling also airport accessibility and provide a sustainable level of availability for worldwide reduction of CFIT. One of the key advantages GNSS, MCDF capabilities will be available for PBN of SBAS (particularly in the approach domain) services. To mitigate errors introduced by ionospheric is geometric vertical guidance, which mitigates delays and take maximum advantage of this improved extreme temperature conditions. Source: FAA resilience, ANSPs will work with regulators to ensure that state approvals are in place as MCDF systems By 2030, dual frequency (DF) SBASs should become available. be achieving initial operational capability in North Source: FAA WAAS Architecture – Global View 9 There will also be regional constellations, e.g. Japan’s QZSS, and India’s IRNSS. 10 For example, US WAAS, European EGNOS, Indian GAGAN, Japanese MSAS, and Russian SDCM.  13 America and Europe. Aircraft should be in the Data Management process of transitioning to DF SBAS capability. Data accuracy and integrity issues will DF SBAS will enable expansion of existing SBASs have been improved. System Wide Information (i.e., wide area augmentation and European Management (SWIM) will be in place whereby geostationary navigation overlay service) into systems globally will share data in near real-time South America and Africa, respectively, utilising using open data standards such as the aeronautical the same geostationary satellites if agreements information exchange model (AIXM), flight can be reached to design the new MCDF SBAS information exchange model (FIXM), and weather standards and install a limited number of reference information exchange model (WXXM) to reduce stations. DF SBAS will improve accuracy/integrity compatibility errors and give assurance of database performance enabling CAT I minima to be extended integrity. Harmonisation of flight procedure beyond single frequency coverage areas. coding by data-house aggregators and data- flight management system (FMS) suppliers will be GBAS progressing. Legacy FMS applications are able to Ground-Based Augmentation System (GBAS) operate with a wider variance in existing waypoint and GLS approach criteria will be available for data standards; however, newer avionics require CAT I, II, and III operations. The availability of more up to date accuracy standards. GBAS systems will be based on airport investment decisions. Widespread GBAS service will available Frequency Interference and Protection with extended service volume. We can expect DF ANSPs have observed an increasing and multi-constellation GBAS to be available in number of electromagnetic signals interfering 2030. with the aviation-protected spectrum. These include portions dedicated to aeronautical mobile ABAS and fixed services, as well as GNSS-dedicated Aircraft-Based Augmentation System (ABAS), bands. Interference is caused by the increasing in the form of RAIM and Baro-VNAV11, will continue demand from mobile phone and mobile network to be used in areas where SBAS or GBAS is providers, for whom mobile internet connectivity unavailable. H-ARAIM may also be available in this is an increasingly important business. Intentional timeframe. or inadvertent interference is also an issue, for example from personal privacy devices, such as GNSS jammers. The International Telecommunications Union (ITU) protects aeronautical radio navigation services (ARNS) aviation bands, and it is assumed that neighbouring band interference will have been addressed by 2030. Contingency Navigation Network States set the level of network capacity and contingency capability required in the event of Source: FAA GNSS disruption, and will determine the complexity and appropriate level of contingency network that GBAS Antennas - Newark Liberty must be provided. States may require that some International Airport (EWR) terrestrial infrastructure, route networks and terminal procedures are maintained or developed specifically 11 LNAV/VNAV minima may be flown using SBAS receivers in some States. 14 Performance-Based Navigation for ANSPs: Concept 2030 for contingency operations12. Some ANSPs will not have access to a robust ground-based infrastructure, and subject to individual States’ business case for continuity of service, will use other means13 to address GNSS service disruptions. Communication, Surveillance and ATMS Communication - will be primarily via controller-pilot data link communication (CPDLC) in oceanic airspace, and there will be reduced reliance on voice communication in domestic environments. Enhanced-Mode S will reduce ATC VHF omnidirectional radio range (VOR) workload in areas where voice remains in use. Oceanic navigation specifications will be tied to communication capabilities. Surveillance - will be via an appropriate mix of automatic dependent surveillance broadcast (ADS-B), with Mode S secondary surveillance radar (SSR) and multilateration (MLat). States and ANSPs will have surveillance strategies that address State needs and appropriate levels of surveillance and resilience. Primary Surveillance Radar (PSR) will also provide support and intruder protection at major aerodromes. However, in the event of a loss of GNSS positioning capability by aircraft, ATC will Source: shutterstock.com lose ADS-B position reporting with the integrity required for ATC surveillance separation. Air traffic management systems (ATMS) will detection and resolution; in-trail procedures (ITP); trajectory- provide auto-allocation of flight procedures based on based operations (TBO); and CCO/CDO. flight-planned PBN capabilities. ICAO flight planning will be via FIXM standards. Flight plan suffixes will Regulations be harmonised and minimised14 to support ATC/ Regulatory support and guidance relating to PBN pilot PBN needs. ATMS will provide trajectory will cover PBN mandates, operator approvals, noise and management and conflict resolution capabilities. environmental requirements, community engagement, contingency, security and resilience and GNSS elements Air Traffic Flow Management approval by States. Aircraft position and intent information directed to automated, ground-based ATMS will enable strategic and tactical flight deck-based separation assurance in selected situations, such as conflict 12 Some states are considering DME as the backup to GNSS, as this navigation service is currently capable of supporting RNAV routes/procedures (and aircraft equipment failures), and may be capable of supporting RNP services in 2030. 13 Surveillance ATC vectoring, or Dead Reckoning extraction to alternate aerodrome with ground-based navaid. 14 Retire unused Navigation Specifications, e.g. RNP 4, RNAV 10, RNAV 5.  15 3 Safety States are implementing PBN approach (RNP by a RNP approach can allow aircraft to land at APCH) procedures with vertical guidance (APV) to an airport where they would otherwise encounter all runway ends serving aircraft with a maximum a disruption. Disruptions typically occur when a certificated take-off mass of 5,700 kilograms (kg) combination of low cloud ceiling or reduced runway or more, as far as practicable, in accordance with visibility and current published minima result in a Assembly Resolution A37-11. RNP approaches failure by the pilot to see the runway in advance of support a reduction in the number of operational the missed approach point. disruptions during periods of bad weather, or where ILS is unavailable. An operational disruption PBN continues to be an enabler for straight- is an event affecting the movements of an airport in and 3-dimensional approaches at all aerodromes, and can include delay, diversion or cancellation of providing significant safety benefits15. aircraft landings. This may occur at airports without ILS capability or where the ILS is out of service. Navigation specifications, flight procedures The improvement in operational minima enabled design criteria, new separation standards, new ATM procedures, contingency and emergency procedures (etc.) have led to developments in safety processes, such as safety initiatives across sovereign borders or across FIR boundaries. Safety management system (SMS) processes between regulators, ANSPs and operators are more collaborative, and include sharing safety case analyses that enable timely approvals and reduce duplication. Unique safety cases will not be required for many new operations; performance-based regulation will be the standard. The combination of aircraft certifications, ICAO navigation specifications, approved procedure design criteria, separation standards should allow “select from menu” for operations to enable use. Source: potowizard/shutterstock.com 15 ICAO CFIT data: straight-in approaches are 25 times safer than circling approaches. Approaches with vertical guidance are 8 times safer than step-down final approach segment approaches. 16 Performance-Based Navigation for ANSPs: Concept 2030 4 Environmental and Community Considerations Delivering environmentally responsible PBN Community involvement will be part of flight procedures requires consideration of the the standard change management processes impact of aircraft noise in specific noise-sensitive established to ensure noise-sensitive areas are locations. Such locations may include residential, identified and appropriately accounted for in educational, health facilities, religious sites, historic procedure design to the degree that this is locations, parks, recreational areas and wilderness practical. ANSPs should strive to establish a sites among others. As part of an ANSP’s (and standard, repeatable process to ensure productive airport authority’s) accountability to the general and effective community involvement when public and all stakeholders, the importance of proposing PBN flight procedures. The outcome developing and maintaining a strong strategy for of such processes will inform and influence supporting and promoting community involvement ANSP decision-making beyond that required by in developing and deploying new routes is the key regulation. to successful PBN implementation. ANSPs and airport operators will have State level guidance on the appropriate level of public consultation and engagement for PBN deployment differentiating between the level of engagement needed at lower, for example SID, altitudes, and other TMA and en-route deployments. Aircraft noise impacts associated with creating or modifying PBN flight procedures is expected primarily to focus on concentrated flight paths resulting from the accuracy of PBN procedures. Addressing public concerns will involve countering misinformation, demonstrating how community input improved decision-making and a willingness to accept trade-offs between efficiency and environmental impact. It must be highlighted that civil aviation is an integral part of everyday life and commerce, and that it will continue to provide an essential foundation for the economic growth and vitality of the community. In common practice, ANSPs will use guiding principles to ensure community involvement in instrument flight procedure projects. There will be early engagement with the community and clear and transparent communication between all parties.  17 5 RPAS and UAS Integration of remotely piloted aircraft systems (RPAS) and unmanned aircraft systems (UAS)16 into controlled airspace will have reached a varying level of maturity for individual States, but the presence of these vehicles is certain. It is expected that very low-level operations, those below 500 feet above ground level (AGL) and operations not in the vicinity of aerodromes, by smaller RPAS will be discounted from consideration within the ATM system. Instead they will potentially be managed by UAS traffic management (UTM) system, which interfaces with the ‘conventional’ ATM system as appropriate. The nature of small to medium and military RPAS means that their navigation capability is unlikely to be capable of achieving technical standard order (TSO) certification by 2030 and will struggle to demonstrate the required performance to satisfy PBN approval criteria. Larger RPAS may have the ability to accommodate TSO certified equipment, but they still face the same size, weight and power (SWaP) trade-offs as smaller vehicles. One particular challenge is the use of barometric altimetry used for vertical separation by ATC today, which is an equipage issue for smaller vehicles. ANSPs and regulators will exclude non-compliant vehicles from certain airspaces or utilise tools that accept lower integrity data and accommodate them within controlled airspace. 16 Remotely-piloted aircraft systems (RPAS) are a set of configurable elements consisting of a remotely-piloted aircraft, its associated remote pilot station(s), the required command and control links and any other system elements as may be required, at any point during flight operation. Unmanned aircraft systems (UAS) are an aircraft and its associated elements, which are operated with no pilot on board. 18 Performance-Based Navigation for ANSPs: Concept 2030 6 Conclusions As ANSPs look to the future, it is clear that As we continue to progress PBN with our PBN will make continued progress and impact on ICAO, IATA, and ACI partners, updates to this vision airspace efficiencies, capacity and safety. This vision may occur. We invite our Members to consider this document is intended to be a source of information document as a supplementary publication, not a to assist Members in their strategic planning, replacement, for the excellent PBN material already investment decisions and operational benefits provided by our partner organisations. that may be realised. This projected state of PBN operations in 2030 will help ANSPs who may be struggling with PBN planning, implementation and decisions to gain insight into the potential capabilities they may secure for their stakeholders. Source: Antonio Guillem/shutterstock.com  19 Acronyms AC Advisory circular ACC Area control centre or area control ACI Airports Council International ADS-B Automatic dependent surveillance - broadcast AGL Above ground level AIC Aeronautical information circular AIM Aeronautical information management AIRAC Aeronautical information regulation and control ANSP Air navigation service provider APCH Approach APV Approach procedures with vertical guidance A-RNP Advanced RNP (PBN navigation specification) ATC Air traffic control ATCO Air traffic control officer ATFM Air traffic flow management ATM Air traffic management ATS Air traffic services BARO-VNAV Barometric vertical navigation CAA Civil aviation authority (regulator) CANSO Civil Air Navigation Services Organisation CCO Continuous climb operations CDO Continuous descent operations CFIT Controlled flight into terrain CNS/ATM Communications, navigation and surveillance / air traffic management CPDLC Controller-pilot data link communication DH Decision height DME Distance measuring equipment EUROCAE European Organisation for Civil Aviation Equipment FDR Flight data recorder FMC Flight management computer FMS Flight management system FRP Fixed radius path FRT Fixed radius transition FTE Flight technical error GBAS Ground-based augmentation system GLS Ground-based augmentation landing system GNSS Global navigation satellite system (e.g. GPS, GLONASS) 20 Performance-Based Navigation for ANSPs: Concept 2030 GPS Global positioning system H-ARAIM Horizontal advanced receiver autonomous integrity monitoring IATA International Air Transport Association ICAO International Civil Aviation Organization IAP Instrument approach procedure IAS Indicated airspeed IFP Instrument flight procedure ILS Instrument landing system IMC Instrument meteorological conditions IRS Inertial reference system ITP In trail procedures KT Knots LNAV Lateral navigation LPV Localizer performance with vertical guidance MAPT Missed approach point MASPS Minimum aviation system performance standards MCDF Multi constellation dual frequency MDH Minimum decision height MLAT Multilateration MOPS Minimum Operational Performance Standards NAVAID Navigation(al) aid Nav-spec Navigation specification NextGen Next generation Air Transportation System (United States) NDB Non-directional radio beacon NM Nautical mile NSE Navigation system error PBN Performance-based navigation PDE Path definition error PSR Primary Surveillance Radar RF Constant radius arc to a fix RNAV Area navigation RNP Required navigation performance RNP AR RNP authorisation required (approach) RPAS Remotely piloted aircraft systems RTF Radiotelephone SBAS Satellite-based augmentation system (GNSS augmentation) SESAR Single European Sky ATM Research  21 SID Standard instrument departure SME Subject matter expert SMS Safety management system SSR Secondary surveillance radar STAR Standard instrument arrival SWaP Size, weight and power TBO Trajectory based operations TF Track-to-fix TMA Terminal control area TOAC Time of arrival control TSO Technical standard order (minimum performance standard) UAS Unmanned aircraft systems UTM UAS traffic management VOR/DME VHF omnidirectional range / distance measuring equipment VNAV Vertical navigation 22 Performance-Based Navigation for ANSPs: Concept 2030 References Federal Aviation Administration, United States Standard for Terminal Instrument Procedures (Doc 8260) International Civil Aviation Organization (2012), EUR RNP APCH Guidance Material (EUD Doc 025) http://www.icao.int/EURNAT/EUR%20and%20NAT%20Documents/EUR%20Documents/025%20-%20 EUR%20RNP%20APCH%20Guidance%20Material/EUD%20Doc%20025%20RNP%20APCH.pdf International Civil Aviation Organization, Procedures for Air Navigation Services – ICAO Abbreviations and Codes (Doc 8400) International Civil Aviation Organization, Procedures for Air Navigation Services – Aircraft Operations (Doc 8168) International Civil Aviation Organization, Performance Based Navigation (PBN) Manual (4th Edition) (Doc 9613) International Civil Aviation Organization, Global Air Navigation Plan (Doc 9750) http://www.icao.int/publications/Documents/9750_cons_en.pdf 23 CANSO Members CANSO – the Civil Air Navigation Services Organisation – is the global voice of air traffic management (ATM) worldwide. CANSO Members support over 85% of world air traffic. Members share information and develop new policies, with the ultimate aim of improving air navigation services (ANS) on the ground and in the air. CANSO represents its Members’ views to a wide range of aviation stakeholders, including the International Civil Aviation Organization, where it has official Observer status. CANSO has an extensive network of Associate Members drawn from across the aviation industry. For more information on joining CANSO, visit canso.org/join-canso civil air navigation services organisation Full Members - 87 — Aeronautical Radio of Thailand (AEROTHAI) — Kenya Civil Aviation Authority (KCAA) — Air Traffic Control Association (ATCA) — Aeroportos de Moçambique — Latvijas Gaisa Satiksme (LGS) — Airbus Defence and Space — Letové prevádzkové Služby Slovenskej Republiky, — Association Group of Industrial Companies — Air Navigation and Weather Services, Štátny Podnik “TIRA” Corporation CAA (ANWS) — ATAC — Air Navigation Services Agency of Kosovo — Luchtverkeersleiding Nederland (LVNL) — ATCA – Japan — Air Navigation Services of the Czech Republic — Luxembourg ANA — ATECH Negócios em Tecnologia S/A (ANS Czech Republic) — Maldives Airports Company Limited (MACL) — Aviation Advocacy Sarl — AirNav Indonesia — Malta Air Traffic Services (MATS) — Aviation Data Communication Corp (ADCC) — Air Traffic & Navigation Services (ATNS) — National Airports Corporation Ltd. — ADB SAFEGATE — Airports and Aviation Services Limited (AASL) — National Air Navigation Services Company — Avitech GmbH — Airports Authority of India (AAI) (NANSC) — Bayanat Engineering Group — Airports Fiji Limited — NATS UK — Brüel & Kjaer EMS — NAV CANADA — CGH Technologies, Inc. — Airservices Australia — NAV Portugal — Comsoft GmbH — Airways New Zealand — CSSI, Inc. — Albcontrol — Naviair — EIZO Technologies GmbH — Austro Control — Nigerian Airspace Management Agency (NAMA) — European Satellite Services Provider (ESSP SAS) — Avinor AS — Office National de LÁviation Civile (OFNAC) — Emirates — AZANS Azerbaijan — Office National Des Aéroports (ONDA) — ENAC — Belgocontrol — ORO NAVIGACIJA, Lithuania — Entry Point North — Bulgarian Air Traffic Services Authority — PNG Air Services Limited (PNGASL) — Era Corporation (BULATSA) — Polish Air Navigation Services Agency (PANSA) — Esterline — CAA Uganda — Public Authority for Civil Aviation - Oman (PACA) — EvBase Technologies Inc. — ROMATSA — Guntermann & Drunck GmbH — Cambodia Air Traffic Services Co., Ltd. (CATS) — Sakaeronavigatsia Ltd — Helios — Civil Aviation Authority of Bangladesh (CAAB) — SENEAM — Honeywell International Inc. / Aerospace — Civil Aviation Authority of Botswana — IDS – Ingegneria Dei Sistemi S.p.A. — Civil Aviation Authority of Mongolia — Serbia and Montenegro Air Traffic Services — Indra Navia AS — Civil Aviation Authority of Nepal (CAAN) Agency (SMATSA) — Indra Sistemas — Civil Aviation Authority of Singapore (CAAS) — Serco — Integra A/S — Civil Aviation Authority of the Philippines — skyguide — Intelcan Technosystems Inc. — Civil Aviation Department (CAD Hong Kong) — Slovenia Control — Jeppesen — COCESNA — State Airports Authority & ANSP (DHMI) — JMA Solutions — Croatia Control Ltd — Sudan Air Navigation Services Department — Jotron AS — Swaziland Civil Aviation Authority — Kongsberg Defence & Aerospace AS — DCA Myanmar — Tanzania Civil Aviation Authority — LAIC Aktiengesellschaft — Department of Airspace Control (DECEA) — Trinidad and Tobago CAA — LEMZ R&P Corporation — Department of Civil Aviation, Republic of Cyprus — Lufthansa Systems FlightNav AG — DFS Deutsche Flugsicherung GmbH (DFS) — The LFV Group — Metron Aviation — Dirección General de Control de Tránsito Aéreo — Ukrainian Air Traffic Service Enterprise (UkSATSE) — Micro Nav Ltd (DGCTA) — Viet Nam Air Traffic Management Corporation — The MITRE Corporation – CAASD — DSNA France (VATM) — MovingDot — Dubai Air Navigation Services (DANS) — NEC Corporation — Dutch Caribbean Air Navigation Service Provider Gold Associate Members - 10 — NLR (DC-ANSP) — Northrop Grumman — Boeing — ENAV S.p.A: Società Nazionale per l’Assistenza — NTT Data Corporation — FREQUENTIS AG — Project Loon al Volo — GroupEAD Europe S.L. — Rockwell Collins, Inc. — Empresa Argentina de Navegación (EANA) — Harris Corporation — Rohde & Schwarz GmbH & Co. KG — ENAIRE — Inmarsat Plc — Saab AB — Estonian Air Navigation Services (EANS) — Leidos — Saab Sensis Corporation — Federal Aviation Administration (FAA) — Leonardo S.p.a. — Saudi Arabian Airlines — Finavia Corporation — NAVBLUE — SENASA — General Authority of Civil Aviation (GACA) — Raytheon — SITA — Ghana Civil Aviation Authority (GCAA) — Thales — SkySoft-ATM — HungaroControl Pte. Ltd. Co. — Snowflake Software Ltd — Instituto Dominicano de Aviacion Civil (IDAC) — STR-SpeechTech Ltd. Silver Associate Members - 64 — Tetra Tech AMT — Israel Airports Authority (IAA) — 42 Solutions B.V. — Think Research Limited — Irish Aviation Authority (IAA) — Adacel Inc. — Unifly — ISAVIA Ltd — Aeronav Inc. — Japan Air Navigation Service (JANS) — Aireon — Kazaeronavigatsia Membership list correct as of 17 February 2017. For the most up-to-date list and organisation profiles go to canso.org/canso-members