PBN

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Performance-based Navigation (PBN)
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ATPL GROUND TRAINING SERIES
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BOOK ELEVEN
EASA - FIRST EDITION
REVISED FOR NPA 29
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Customer: Flora Belle El Armali E-mail: Florancabella@hotmail.com

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Chapter
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Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3
Explanation Of Terms . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5
PBN Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
Principles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12
Scope . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13
Navigation Specifications, RNAV and RNP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14
Navigation Functional Requirements . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
Designation of RNP and RNAV Specifications . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
Use of PBN . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Airspace Planning . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
Approval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
Specific RNAV and RNP System Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 22
Fixed Radius Paths . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
Data Processes . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
PBN Operations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 25
Abnormal Situations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
Database Management . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
Requirements for Specific RNAV And RNP Specifications . . . . . . . . . . . . . . . . . . . . . . 29
RNP APCH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
Questions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 36
Answers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 38
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Performance Based Navigation (PBN)
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Performance -based Navigation (PBN)

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Abbreviations
ABAS Aircraft-based augmentation system
ADS-B/C Automatic dependent surveillance — broadcast/contract
AFM Aircraft flight manual
AIP Aeronautical information publication
AMC Acceptable means of compliance
ANSP Air navigation service provider
AOC Air operator certificate
APV Approach procedure with vertical guidance
ATM Air traffic management
ATS Air traffic service
CC(D)O Continuous climb (descent) operations
CDI Course deviation indicator
CFIT Controlled flight into terrain
CNS Communications, navigation and surveillance
CRC Cyclic redundancy check
DTED Digital terrain elevation data
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EUROCAE European Organisation for Civil Aviation Equipment

EUROCONTROL European Organisation for the Safety of Air Navigation
FGS Flight guidance system
FMS Flight management system
FRT Fixed radius transition
FTE Flight technical error
GBAS Ground-based augmentation system
GLS GBAS landing system
GNSS Global navigation satellite system
GPS Global positioning system
GRAS Ground-based regional augmentation system
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IAP Instrument approach procedure
IFP Instrument flight procedure
INS Inertial navigation system
IRS Inertial reference system
LOA Letter of authorization/letter of acceptance
MCDU Multifunction control and display unit
MEL Minimum equipment list
MLS Microwave landing system
MMEL Master minimum equipment list
MNPS Minimum navigation performance specification
MSA Minimum sector altitude
MSL Mean sea level
NAA National airworthiness authority
NSE Navigation system error
OEM Original equipment manufacturer
OM Operations manual
P(S)SR Primary (Secondary) surveillance radar

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RAIM Receiver autonomous integrity monitoring

RF Radius to fix
RNAV Area navigation
RNP Required navigation performance
SBAS Satellite-based augmentation system
SID Standard instrument departure
SIS Signal-in-space
STAR Standard instrument arrival
TLS Target level of safety
TSE Total system error
VFR Visual flight range
VNAV Vertical navigation
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Explanation Of Terms
Aircraft-based augmentation system (ABAS). An augmentation system that augments and/or
integrates the information obtained from the other GNSS elements with information available
on board the aircraft. The most common form of ABAS is receiver autonomous integrity
monitoring (RAIM).
Airspace concept. An airspace concept describes the intended operations within an airspace.
Airspace concepts are developed to satisfy explicit strategic objectives such as improved safety,
increased air traffic capacity and mitigation of environmental impact. Airspace concepts can
include details of the practical organization of the airspace and its users based on particular
CNS/ATM assumptions, e.g. ATS route structure, separation minima, route spacing and obstacle
clearance.
Approach procedure with vertical guidance (APV). An instrument procedure which utilizes
lateral and vertical guidance but does not meet the requirements established for precision
approach and landing operations.
AIRAC. Aeronautical Information Regulation and Control and stems from the Annex 15 -
Aeronautical Information Services (AIS) document and defines a series of common dates and
an associated standard aeronautical information publication procedure for States.
Area navigation. A method of navigation which permits aircraft operation on any desired
flight path within the coverage of ground or space-based navigation aids or within the limits
of the capability of self-contained aids, or a combination of these. Area navigation includes
Performance-based Navigation as well as other RNAV operations that do not meet the
definition of Performance-based Navigation.
Area navigation route. An ATS route established for the use of aircraft capable of employing
area navigation.
ATS surveillance service. A term used to indicate a service provided directly by means of an
ATS surveillance system.
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ATS surveillance system. A generic term meaning variously, ADS-B, PSR, SSR or any comparable
ground-based system that enables the identification of aircraft. A comparable ground-based
system is one that has been demonstrated, by comparative assessment or other methodology,
to have a level of safety and performance equal to or better than monopulse SSR.
Cyclic redundancy check (CRC). A mathematical algorithm applied to the digital expression of
data that provides a level of assurance against loss or alteration of data.
ECAC. European Civil Aviation Conference. Established by the International Civil Aviation
Organization and the Council of Europe.
LPV (Localiser Performance with Vertical guidance) approach is an RNAV (GPS) approach with
minimums that are typically lower than LNAV or LNAV/VNAV approaches. An LPV approach is
an approach procedure designed specifically for SBAS environments.
Mixed navigation environment. An environment where different navigation specifications

may be applied within the same airspace (e.g. RNP 10 routes and RNP 4 routes in the same
airspace) or where operations using conventional navigation are allowed in the same airspace
with RNAV or RNP applications.
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Navigation aid (NAVAID) infrastructure. NAVAID infrastructure refers to space-based and or

ground-based NAVAIDs available to meet the requirements in the navigation specification.
Navigation application. The application of a navigation specification and the supporting

NAVAID infrastructure, to routes, procedures, and/or defined airspace volume, in accordance
with the intended airspace concept. The navigation application is one element, along with
communications, ATS surveillance and ATM procedures which meet the strategic objectives in
a defined airspace concept.
Navigation function. The detailed capability of the navigation system (such as the execution
of leg transitions, parallel offset capabilities, holding patterns, navigation databases) required
to meet the airspace concept. Navigational functional requirements are one of the drivers for
the selection of a particular navigation specification.
Navigation specification. A set of aircraft and aircrew requirements needed to support

Performance-based Navigation operations within a defined airspace. There are two kinds of
navigation specification:
• R
NAV specification. A navigation specification based on area navigation that does not
include the requirement for on-board performance monitoring and alerting, designated by
the prefix RNAV, e.g. RNAV 5, RNAV 1.
• R
NP specification. A navigation specification based on area navigation that includes the
requirement for on-board performance monitoring and alerting, designated by the prefix
RNP, e.g. RNP 4, RNP APCH.
Performance-based navigation. Area navigation based on performance requirements for

aircraft operating along an ATS route, on an instrument approach procedure or in a designated
airspace. Performance requirements are expressed in navigation specifications in terms of
accuracy, integrity, continuity and functionality needed for the proposed operation in the
context of a particular airspace concept.
Availability of GNSS SIS or some other NAVAID infrastructure is considered within the airspace
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concept in order to enable the navigation application.

Procedural control. Air traffic control service provided by using information derived from
sources other than an ATS surveillance system.
Receiver autonomous integrity monitoring (RAIM). A form of ABAS whereby a GNSS receiver
processor determines the integrity of the GNSS navigation signals using only GPS signals or GPS
signals augmented with altitude (baro-aiding). This determination is achieved by a consistency
check among redundant pseudo-range measurements. At least one additional satellite needs to
be available with the correct geometry over and above that needed for the position estimation,
for the receiver to perform the RAIM function.
RNAV operations. Aircraft operations using area navigation for RNAV applications. RNAV
operations include the use of area navigation for operations which are not developed in
accordance with this manual.
RNAV system. A navigation system which permits aircraft operation on any desired flight path
within the coverage of station-referenced navigation aids or within the limits of the capability
of self-contained aids, or a combination of these. An RNAV system may be included as part of
a flight management system (FMS).
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RNP route. An ATS route established for the use of aircraft adhering to a prescribed RNP
navigation specification.
RNP system. An area navigation system which supports on-board performance monitoring
and alerting.
Satellite-based augmentation system (SBAS). A wide coverage augmentation system in which

the user receives augmentation information from a satellite-based transmitter.
Standard instrument arrival (STAR). A designated instrument flight rule (IFR) arrival route
linking a significant point, normally on an ATS route, with a point from which a published
instrument approach procedure can be commenced.
Standard instrument departure (SID). A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of the aerodrome with a specified significant
point, normally on a designated ATS route, at which the en-route phase of a flight commences.
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PBN Introduction
The continuing growth of aviation increases demands on airspace capacity therefore
emphasizing the need for optimum utilization of available airspace. Improved operational
efficiency derived from the application of area navigation techniques has resulted in the
development of navigation applications in various regions worldwide and for all phases of
flight. These applications could potentially be expanded to provide guidance for ground
movement operations.
Requirements for navigation applications on specific routes or within a specific airspace must
be defined in a clear and concise manner. This is to ensure that the flight crew and the air
traffic controllers (ATCOs) are aware of the on-board RNAV or RNP system capabilities in order
to determine whether the performance of the RNAV or RNP system is appropriate for the
specific airspace requirements.
RNAV and RNP systems evolved in a manner similar to conventional ground-based routes and
procedures. A specific RNAV or RNP system was identified and its performance was evaluated
through a combination of analysis and flight testing. For domestic operations, the initial systems
used VOR and DME for estimating their position; for oceanic operations, INS were employed.
These “new” systems were developed, evaluated and certified. Airspace and obstacle clearance
criteria were developed based on the performance of available equipment; and specifications
for requirements were based on available capabilities.
In some cases, it was necessary to identify the individual models of equipment that could be
operated within the airspace concerned. Such prescriptive requirements resulted in delays to
the introduction of new RNAV and RNP system capabilities and higher costs for maintaining
appropriate certification. To avoid such prescriptive specifications of requirements, this manual
introduces an alternative method for defining equipage requirements by specifying the
performance requirements. This is termed Performance-based Navigation (PBN).

The PBN concept specifies that aircraft RNAV and RNP system performance requirements be
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defined in terms of the accuracy, integrity, continuity and functionality, which are needed for
the proposed operations in the context of a particular airspace concept.
The PBN concept represents a shift from sensor-based to PBN. Performance requirements are
identified in navigation specifications, which also identify the choice of navigation sensors
and equipment that may be used to meet the performance requirements. These navigation
specifications are defined at a sufficient level of detail to facilitate global harmonization by
providing specific implementation guidance for States and operators.
Under PBN, generic navigation requirements are defined based on operational requirements.
Operators then evaluate options in respect of available technology and navigation services,
which could allow the requirements to be met. An operator thereby has the opportunity
to select a more cost-effective option, rather than a solution being imposed as part of the
operational requirements.
Technology can evolve over time without requiring the operation itself to be reviewed, as
long as the expected performance is provided by the RNAV or RNP system. As part of the
future work of ICAO, it is anticipated that other means for meeting the requirements of the
navigation specifications will be evaluated and may be included in the applicable navigation
specifications, as appropriate.
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Figure 19.1 PBN Concept
PBN concept;
Performance-based navigation: area navigation (RNAV) based on performance requirements
for aircraft operating along an ATS route, on an instrument approach procedure or in a
designated airspace.
PBN concept Shift from sensor-based (RNP concept in accordance with ICAO RNP manual) to
performance-based navigation in accordance with ICAO Doc 9613.
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Figure 19.2 Navigation Differences
Aircraft navigate based on direct signals Aircraft compute their latitude-longitude

from ground-based radio NAVAIDs position
Navigation relies on aircraft crossing radio Navigation relies on aircraft crossing fixes
beacons and tracking to and from them defined by name, latitude and longitude
directly
Routes are not or less dependent on the
Routes are dependent on the location of location of NAVAIDs, resulting in much more
the navigation beacons, resulting in longer flexible route designs.
routes.
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Principles
The PBN concept specifies that aircraft RNAV and RNP system performance requirements be
defined in terms of:
Accuracy
Integrity
Availability
Continuity
Performance requirements are identified in navigation specifications, which also identify

the choice of navigation sensors and equipment that may be used to meet the performance
requirements.
Accuracy
The measure of the precision of the navigation solution. ICAO Standards and Recommended
Practices (SARPS) specify the accuracy requirements for various phases of flight. Current
technology can use the GNSS constellations to meet IFR accuracy requirements for oceanic
and domestic en-route use as well as terminal area and non-precision approaches. Precision
approaches will require some form of GNSS augmentation to overcome the known limitations
of the constellation systems. The most common causes of reduced accuracy are:
Integrity
A measure of the trust that can be placed in the correctness of the information supplied. The
parameters defining the integrity are specific to navigation specifications:
Alert Limit (AL): the error tolerance not to be exceeded without issuing an alert
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• M
eans the region (horizontal and vertical) which is required to contain the indicated position
with the required probability for a particular navigation mode
• Required ALs depend on the type of operation
Time to Alert: the maximum allowable time elapsed from the onset of the navigation system
being out of tolerance until the equipment enunciates the alert (LNAV = 10 seconds, LPV APP
down to 200ft = 6 seconds).
Integrity Risk: probability that, at any moment, the position error exceeds the Alert Limit.
Protection Level (PL): statistical bound error computed so as to guarantee that the probability
of the absolute position error exceeding said number is smaller than or equal to the target
integrity risk
• M
eans the region (horizontal and vertical) assured to contain the indicated position. It
defines the region where the missed alert requirement can be met
• PLs are computed by the on board receiver
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If, during an operation the PLs exceed the required ALs, the operation cannot continue.
• VPL only used for operations with vertical guidance (e.g. LPV)
xAL: fixed value during operation
xPL: value calculated by on-board receiver (varies depending on aircraft and satellite geometry
and SBAS corrections)
The integrity of the system (or service) establishes to which degree the navigation source can
be trusted during the flight.
Availability
Percentage of time that the services of the system are usable by the navigator. (Alt: proportion
of time during which reliable navigation information is presented to the crew, autopilot, or
other system managing the flight of the aircraft)
The availability of a system (or service) establishes the percentage of time during when the
operation (for example a final approach) can be started.
Continuity
The capability of the system to perform its function without unscheduled interruptions during
the intended operation. (Alt from ICAO SARPS: It relates to the capability of the navigation
system to provide a navigation output with the specified accuracy and integrity during the
approach, assuming that it was available at the start of the operation)
The continuity of the system guarantees that once an operation (for example a final approach)
is initiated, it will not be interrupted.
The PBN concept represents a shift from sensor-based to PBN.
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Figure 19.3
Advantages of PBN over sensor-specific methods of developing airspace:
• reduces the need to maintain sensor-specific routes and procedures, and their associated
costs;
• a
voids the need for developing sensor-specific operations with each new evolution of
navigation systems, which would be cost-prohibitive;
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• a
llows for more efficient use of airspace (route placement, fuel efficiency and noise
abatement);
• clarifies how RNAV and RNP systems are used; and
• facilitates the operational approval process for operators by providing a limited set of
navigation specifications intended for global use.
Computed vs raw data
Conventional navigation
The navigation performance data used to determine the separation minima or route spacing
depend on the accuracy of the raw data from specific NAVAIDs such as VOR, DME or NDB
PBN
Requires an RNAV or RNP system that integrates raw navigation data to provide a positioning
and navigation solution. In determining separation minima and route spacing in a PBN context,
this integrated navigation performance “output” (computed data) is used.
Area navigation system will confirm the validity of the individual sensor data and, in most
systems, will also confirm the consistency of the computed data before they are used.
Components
PBN is composed of 3 constituents
Navigation Specification: set of aircraft and aircrew requirements needed to support a

navigation application within a defined airspace concept.
Navigation Infrastructure: ground based NAVAIDS or space based NAVAIDS.
Navigation Application: application

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of a navigation specification and the

supporting NAVAID infrastructure, to
routes, procedures, and/or defined

airspace volume, in accordance with
the intended airspace concept.
Figure 19.4 Components
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Example – RNAV 1
RNAV 1 refers to an RNAV navigation specification which includes a

requirement for 1 NM navigation accuracy (among other requirements).
In terms of navigation infrastructure, the following systems enable RNAV

1: GNSS, DME/DME and DME/DME/IRS
RNAV 1 can support en-route and terminal navigation applications, like

SIDs or STARs.
Scope
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Figure 19.5 Scope
For Oceanic/remote, en-route and For Approach operations, PBN

terminal operations, PBN is limited accommodates both linear and angular
to operations with linear lateral laterally guided operations.
performance requirements and time
constraints.
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Navigation Specifications, RNAV and RNP

Figure 19.6 Navigation Specifications., RNAV and RNP
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Navigation Functional Requirements

RNAV and RNP specifications include requirements for certain navigation functionalities. At
the basic level, these functional requirements may include:
1.
Continuous indication of
aircraft position relative to
track to be displayed to the
pilot flying on a navigation
display situated in his primary
field of view;
2. Display of distance and

bearing to the active (To)
waypoint;
3. Display of ground speed

or time to the active (To)
waypoint;
4. Navigation data storage

function; and
5. Appropriate failure indication

of the RNAV or RNP system,
including the sensors.
Figure 19.7 Garmin
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Designation of RNP and RNAV Specifications

RNAV X RNP X
The expression “X” means the aircraft can follow a pre-defined track (lateral navigation)
with X Nautical Miles (NM) accuracy 95% of the flight time by the population of aircraft
operating within the airspace, route or procedure.
Figure 19.8
Navigation systems are specified in terms of Navigation System Error (NSE), and therefore
hypotheses on the Flight Technical Error (FTE) and Path Definition Error (PDE) contributions to
the Total System Error (TSE) are made to qualify a system for a given navigation specification.
Path Definition Error (PDE): occurs when the path defined in the RNAV system (database) does
not correspond to the desired path, i.e. the path expected to be flown over the ground. PDE is
considered negligible if quality assurance process is applied at the navigation database level and
if correct operating procedures are applied.
Flight Technical Error (FTE): relates to the air crew or autopilot’s ability to follow the defined
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path or track.
Navigation System Error (NSE): refers to the difference between the aircraft’s estimated
position and actual position.
Because specific performance requirements are defined for each navigation specification, an
aircraft approved for a particular navigation specification is not automatically approved for any
other navigation specification. Similarly, an aircraft approved for an RNP or RNAV specification
having stringent accuracy requirements (e.g. RNP 0.3 specification) is not automatically
approved for a navigation specification having a less stringent accuracy requirement (e.g. RNP
4).
Figure 19.9
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RNAV 10
Oceanic / remote phases of flight
Without on-board performance monitoring and alerting function, even when

operationally approved as “RNP 10”
Lateral TSE must be within ±10 NM for at least 95 per cent of the total flight time
50NM lateral and 50NM longitudinal separation
Based on at least two independent LRNS comprising an INS, IRS FMS or a GNSS
Dual INS/IRS are time limited which may be extended by updating.
RNP 4
Oceanic / remote phases of flight
With on-board performance monitoring and alerting function (usually RAIM)
30 NM lateral and 30 NM longitudinal separation
Primarily based on GNSS. At least two LRNSs, capable of navigating to RNP4 and listed
in the flight manual, must be operational at the entry point of the RNP airspace.
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RNAV 5*

En-route and arrival** phases of flight
Without on-board performance monitoring and alerting function
Route spacing may vary among regional implementations
Based on VOR/DME, DME/DME, INR, IRS or GNSS . Manual data entry acceptable.
* Almost equivalent to Basic RNAV (B-RNAV) within ECAC (European Civil Aviation
Conference).
** May be used for the initial part of a STAR outside 30 NM and above MSA.
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RNAV 2
En-route continental, arrival and departure phases of flight
Based on DME/DME, DME/DME/IRU and GNSS
Pilots must not fly a SID or STAR unless it is retrievable by route name from the on-
board navigation database and conforms to the charted route
Route may be modified through the insertion (from database) or deletion of way-
points
Manual entry is not permitted
RNP 2
Oceanic, continental, en-route and airspaces considered to be remote
Based on GNSS
points
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RNAV 1*
Arrival and departure phases of flight
Based on DME/DME, DME/DME/IRU and GNSS
*Almost equivalent to Precision RNAV (P-RNAV) within ECAC
points
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RNP 1
Arrival and departure phases of flight
For terminal airspace with no or limited ATS surveillance, with low to medium density
traffic
Based on GNSS
points
RNP APCH
Approach phase of flight
With on-board performance monitoring and alerting function (usually RAIM or SBAS)
Lateral TSE varies with minima and approach segment (initial, intermediate, final,
missed)
Based on:
GNSS for LNAV minimum
GNSS + barometric VNAV for LNAV/VNAV minimum*
GNSS augmented by SBAS for LP and LPV minima
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*GNSS-based vertical guidance may be used if certified for the purpose.

RNP APCH to LNAV minima is a non-precision instrument approach procedure designed
for 2D approach operations
LPV Final Approach Segment is specially coded into a Data Block inside the on-board
navigation database. It is known as the FAS DB
RNP APCH to LPV minima requires a FAS data-block
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RNP AR (Authorisation Required)

Approach phase of flight
Cross-track error must be lower than the lateral applicable accuracy value for 95 per
cent of flight time
For terminal airspace with no or limited ATS surveillance, with low to medium density
traffic
Based on GNSS + (usually) barometric-based VNAV
Authorization Required (AR) – Increased risk, advanced aircraft capabilities and increased
aircrew training.
Containment area is 2 x RNP. Therefore, RNP 0.1 = 0.2NM (370 metres)
RNP 0.3
All phases of flight except oceanic/remote and final approach
With on-board performance monitoring and alerting function (usually RAIM or SBAS)
Lateral TSE must be within ±0.3 NM for at least 95 per cent of the total flight time
Primarily for helicopters
Based on GNSS
Use of PBN
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Generic navigation requirements are defined based on operational needs.
Operators then evaluate options in respect of available technology and navigation services.
PBN brings the opportunity to select cost-effective options.
Airspace Planning
PBN is one of several enablers of an airspace concept.
Communications, ATS surveillance and Air Traffic Management are also essential elements of
an airspace concept.
The determination of separation minima and route spacing* for use by aircraft is a major
element of airspace planning
Manual on Airspace Planning Methodology for the Determination of separation Minima (Doc
9689)
Manual on the Use of Performance-Based Navigation (PBN) in Airspace Design (Doc 9992)
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Figure 19.10
Separation minima and route spacing can generally be described as being a function of three
factors:
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Figure 19.11
Approval
The airworthiness approval process assures that each item of the area navigation equipment
installed is of a type and design appropriate to its intended function and that the installation
functions properly under foreseeable operating conditions.
Accuracy, integrity, continuity, functional requirements, on-board performance monitoring

and alerting, navigation database, path terminators…
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It also details:
Limitations
Other relevant information
Some PBN specifications require (and will require) operational approval, including:
RNP APCH, as detailed in AMC 20-27 and AMC 20-28. Requirement for operational approval
will be removed once NPA 2013-25 is adopted.
RNP AR APCH, as detailed in AMC 20-26
Advanced RNP: to be developed
The RNAV system shall enable the crew to navigate in accordance with operational criteria as
defined in the Navigation Specification
The State of the Operator is the authority responsible for approving flight operations
Specific RNAV and RNP System Functions

The standard that fixes database formats and contents is the ARINC 424 ‘Navigation System
Data Base Standard.’ Area Navigation (RNAV) involves flying between waypoints not coinciding
with ground fixes.
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Figure 19.12
Waypoints coordinates are hence loaded in the on-board aircraft’s database.
Types:
Fly-by: the navigation system anticipates the turn onto the next leg.
Fly-over: the aircraft overflies the waypoint before starting the turn onto the next route leg.
ARINC 424 also defines the Path Terminator: permits defining how to navigate to, from and
between waypoints. The Path Terminator is a two-letter code, which defines a specific type of
flight path along a segment of a procedure and a specific type of termination of that flight
path
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Path terminators are assigned to all RNAV SID, STAR and approach procedure segments in an
airborne navigation database
This allows translating into computer language (FMS) the procedures designed for clock &
compass manual flight
Charted procedures are translated into a sequence of ARINC 424 legs in the database
There are 23 different path terminators defined in ARINC 424. Those which can be expected in
RNAV or RNP charts are depicted on Figure 19.13.
Fixed Radius Paths

There are two types of FIXED RADIUS PATHS
Radius to Fix (RF)
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Figure 19.13
Is also a type of Path Terminator
Specific curved path radius in a terminal or approach procedure
Is defined by radius, arc length, and fix
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Fixed radius transition (FRT)
To be used* with en-route procedures
It falls upon the RNP system to create it

between two route segments
These turns have two possible radii, 22.5

NM for high altitude routes (above FL 195)
and 15 NM for low altitude routes. Using
such path elements in an RNAV ATS route
enables improvement in airspace usage
through closely spaced parallel routes
* The “Concept of Use” of FRT is currently

being evaluated by ICAO, who is carefully Figure 19.14
addressing promulgation, airspace design
and avionics capabilities aspects, among
others. No State has published yet any ATS Routes that require the FRT function.
FB/FO Path Terminators Fixed Radius Paths Off/Hold

Many aircraft have the capability to fly a path parallel to, but offset left or right from, the
original active route.
Offset Flight Path

The purpose of this function is to enable offsets for tactical operations authorized by ATC.
Capability for the flight crew to specify a lateral offset from a defined route (generally in
increments of 1NM to 20 NM)
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Figure 19.15
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Many aircraft have the capability to execute a holding pattern manoeuvre using their RNAV
system, which can provide flexibility to ATC in designing RNAV operations.
The RNAV system facilitates the holding pattern specification by allowing the definition of
the inbound course to the holding waypoint, turn direction and leg time or distance on the
straight segments, as well as the ability to plan the exit from the hold.
Figure 19.16
Data Processes
All RNAV and RNP applications use aeronautical data to define, inter alia, ground-based
NAVAIDs, runways, gates, waypoints and the route/procedure to be flown.
The safety of the application is contingent upon the accuracy, resolution and integrity of the
data.
Therefore:
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The accuracy of the data depends upon the processes applied during the data origination.

The integrity of the data depends upon the entire aeronautical data chain from the point of
origin to the point of use.
PBN Operations
What pilots need to know about PBN operations is whether the aircraft and flight crew are
qualified to operate in the airspace, on a procedure or along an ATS route.
The flight operations element considers:
The operator’s infrastructure for conducting PBN operations and flight crew operating
procedures, training and competency demonstrations.
The operator’s MEL, OMs, checklists, navigation database validation procedures, etc.
There are 3 main independent lateral errors in the context of on-board performance monitoring
and alerting. Together they account for the Total System Error (TSE).
Path Definition Error (PDE): occurs when the path defined in the RNAV system (database) does
not correspond to the desired path, i.e. the path expected to be flown over the ground .
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Flight Technical Error (FTE): relates to the air crew or autopilot’s ability to follow the defined
path or track
Navigation System Error (NSE): refers to the difference between the aircraft’s estimated
position and actual position
Figure 19.17
On-board Performance Monitoring And Alerting

This function allows the air crew to detect whether or not the RNP system satisfies the
navigation performance required in the navigation specification.
Relates to both lateral and longitudinal navigation performance
On-board means that the performance monitoring and alerting is effected on board the
aircraft and not elsewhere.
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Monitoring refers to the monitoring of the aircraft’s performance with regard to its ability to
determine positioning error and/or to follow the desired path.
Alerting relates to monitoring: if the aircraft’s navigation system does not perform well enough,
this will be alerted to the air crew.
RAIM (Receiver Autonomous Integrity Monitoring) - a form of ABAS.
The GPS ground stations monitor GPS satellites and detect faults.
It can take too much time to detect a fault and update the navigation messages sent to the
users to declare a particular satellite Signal in Space (SIS) erroneous. To solve this, GPS receivers
have an autonomous way of assuring the integrity of GPS pseudo-ranges: the RAIM algorithm.
GPS receivers require a minimum set of 4 satellites to compute a 3D position. With additional
satellites, the “RAIM algorithm” comes into play. A 5th satellite provides Fault Detection (FD)
capability: the receiver recognises a faulty satellite, but is not able to identify which one in
particular. A 6th satellite provides Fault Detection and Exclusion (FDE) capability: the receiver
is able to isolate the faulty satellite. RAIM prediction is required before conducting a flight
which will use a GPS approach. This prediction can be used using the GPS receiver or with an
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internet-based RAIM prediction tool. During flight, the receiver’s RAIM (FD or FDE) algorithm
monitors the position. Approach will be discontinued if fault detection detects a position failure
when integrity is provided by FDE.
LPV is based on SBAS integrity; if RAIM is unavailable the approach can be performed
anyway.
Figure 19.18
On-board performance monitoring shall not be regarded as error monitoring.
Alerts are issued when the system cannot guarantee with sufficient integrity that the position
meets the accuracy requirement.
When an alert is issued, the probable reason is the loss of capability to validate the position
19
data (insufficient satellites being a potential reason).

Abnormal Situations
Abnormal and contingency procedures are to be used in case of the loss of PBN capability.
Abnormal procedures should be available to address cautions and warnings resulting from the
following conditions:
1. Failure of the navigation system components including those affecting flight technical
error (e.g. failures of the flight director or auto pilot);
2. RAIM alert or loss of integrity function;
3. Warning flag or equivalent indicator on the lateral and/or vertical navigation display;
4. Degradation of the GNSS approach mode during a LPV approach procedure (e.g.
downgrade from LPV to LNAV);
5. Low altitude alert (if applicable)
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LPV to LNAV reversion:
1. For LPV approaches, some systems allow LPV to LNAV reversion if the vertical signal is
lost or degraded.
2. If LPV to LNAV reversion takes place before the FAF/FAP, the crew can envisage
continuing with the approach to the LNAV minima.
3. If reversion occurs after the FAF/FAP, go-around is required, unless the pilot has in sight
the visual references required to continue the approach.
In case of a complete RNAV guidance loss during the approach, the crew must follow the
operator defined contingency procedure/s.
In the event of communications failure:
a) Flight crew should continue with the 2D/3D RNAV(GNSS) procedure in accordance
with published lost communication procedures; or
b) Follow procedures stated in the chart;
The flight crew should react to TAWS warnings in accordance with approved procedures.
The flight crew should notify ATC of any problem with the navigation system that results in the
loss of the approach capability.
Database Management
The navigation database must contain all the necessary data/information to fly the published
approach procedure. Therefore, the on-board navigation data must be valid for the current
Aeronautical Information Regulation and Control (AIRAC) cycle and must include the
appropriate flight procedures. The operator should implement procedures that ensure timely
distribution and insertion of current and unaltered electronic navigation data to all aircraft
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that require it.

Unless otherwise specified in operations documentation or AMC the navigation d/b must be
valid.
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Requirements for Specific RNAV And RNP Specifications
19
Figure 19.19
RNP APCH
LNAV minima - Non Precision Approach
2D operation
Linear lateral guidance based on GNSS
Expected to be flown using the continuous descent final approach (CDFA) technique
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Integrity provided by RAIM, unless SBAS is available
LP minima
Non Precision Approach
2D operation
Angular lateral guidance based on GNSS augmented by SBAS
Expected to be flown using CDFA technique
Integrity provided by SBAS
Not published at runways with LPV minima
LNAV/VNAV minima - Approach with Vertical guidance (APV)
3D operation
Linear lateral guidance based on GNSS
Linear vertical guidance based on BaroVNAV (can also be supported by SBAS and, in any case,
the used angular vertical guidance must be certified for the purpose)
Integrity provided by RAIM, unless SBAS is available
LNAV/VNAV minima
19
Figure 19.20
LPV minima - Approach with Vertical guidance (APV)
3D operation
Angular lateral and vertical guidance based on GNSS augmented by SBAS
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Integrity provided by SBAS

LPV Final Approach Segment is specially coded into a Data Block inside the on-board
navigation database. It is known as the FAS DB.
VPA – Vertical Path Angle.
LPV minima FAS DB
“The set of parameters to identify a single precision approach or APV and define its associated
approach path” (ICAO)”
Is part of the data package of an APV SBAS procedure:
The FAS-DB contain the parameters that define the Final Approach Segment geometry
The integrity of the data in ensured by the generation of a CRC algorithm (Cyclic redundancy
check)
LPV minima FAS DB: why?
To ensure the integrity of databases

In ILS/MLS approaches, integrity is ensured by:
Proper alignment of transmitting antennas
Flight checks
Integrity monitors on the transmitted signal
LPV approaches:
A kind of approach based on on-board data
Integrity rests on the data describing the approach path
Hence the importance of having a CRC wrapping the FAS DB
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Figure 19.21
In terms of phraseology, no distinction is made between the different types of RNAV (GNSS)
approaches (no distinction according to LPV, LNAV/VNAV and LNAV minima)
The minima to which the procedure is flown is unknown to Air Traffic Controllers
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Most RNAV (GNSS) final approach procedures leading to LNAV, LNAV/VNAV or LPV minima,
may be preceded by either an initial and intermediate T-bar or Y-bar approach. In this case all
segments are published on the same chart.
A T- or Y-bar arrangement permits direct entry to the procedure from any direction, provided
entry is made from within the capture region associated with an IAF.
Where one or both offset IAFs are not provided, a direct entry will not be available from all
directions. In such cases a holding pattern may be provided at the IAF to enable entry to the
procedure via a procedure turn.
Sometimes may be preceded by an initial and intermediate RNAV 1 approach (generally

preceded by a RNAV 1 STAR) or by radar guidance
19
Figure 19.22
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A RNP APCH shall not be flown unless it is retrievable by procedure name from the on-board
navigation database and conforms to the charted procedure
Retrieving a procedure from the database:
By name: usually IAF
If LPV is available, also by SBAS Channel Number, which is a unique worldwide identifier
composed of 5 numeric characters, in the range of 40000 to 99999
Example GRAZ RNAV (GNSS) RWY 35
3 IAFs: WG832, WG834 and WG833
1 Channel Number: 48472
Pilot can select one of the 4 previous options. Selecting the channel number will load an
‘extended’ Final Approach Segment, as an ILS. In this later case, pilot is expected to intercept
the extended FAS following ATC Vectors To Final
‘Direct to’ waypoints following ATC clearances are allowed except for FAP
19
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19
Figure 19.23
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19 Questions
Questions
1. Which of the following is a 2D approach?
a. ILS
b. LPV
c. LNAV
d. LNAV/VNAV
2. Which of the following is a 3D approach?
a. LNAV
b. VOR/DME
c. LPV
d. SRA
3. Which of the following may be required for a LNAV/VNAV approach (Select 2)?
a. SBAS
b. Dual GNSS sensors
c. BaroVNAV
d. DME
4. Which of the following requires specific authorisation?
a. SRA
b. RNP APCH
c. RNP AR APCH
d. RNAV1
5. For the RNAV 5 specification, the population of aircraft operating within the
airspace, route, or procedure are expected to be:
a. Within 5nm of the desired path at least 95% of the time

19
b. Within 5nm of their displayed position at least 95% of the time

c. Within 5km of their displayed position at least 95% of the time
Questions
d. Within 5nm of the desired path at least 99% of the time
6. Which of the following sources may be used for RNAV compliance?
a. ILS
b. NDB
c. GNSS
d. RADAR
7. Which of the following may be used in the approach phase of flight?
a. RNAV1
b. RNP APCH
c. RNP4
d. P-RNAV
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ID: 5790
Questions
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8. What does the following symbol depict?
a. A waypoint which must be flown over

b. A waypoint which may be flown by
c. The Final Approach Fix
d. A VOR installation

9. What does the following symbol depict?
a. A waypoint which may be flown by

b. A VOR/DME installation
c. A waypoint which must be flown over
d. The Initial Approach Fix
10. Under which of the following circumstances may GNSS be used

as a means of primary navigation?
a. To overlay an NDB approach contained within a current equipment database

b. To fly a RNAV or RNP approach contained within the equipment’s database
c. To fly a published terminal NDB hold when the aircraft is not equipped with
ADF
d. To fly the final approach track of an ILS
11. The Time to Alert (TTA) for a LPV Approach is;
a. 6 seconds
b. 10 seconds
c. 15 minutes
d. 15 seconds
12. In terms of PBN, Accuracy is defined as;
a. The trust that can be placed in the navigation solution

b. The ability of the system to present usable information to the operator
c. The measure of the precision of the navigation solution
19
d. The ability of the system to perform its function without interruption
Questions
13. PBN consists of three elements. They are;
a. Navigation Application, Specification and Infrastructure

b. RNAV, RNP and Beacon Hopping
c. Ground, Space and Control
d. Space, User and Control
14. PBN accommodates both linear and angular laterally guided operations;
a. For en-route operations

b. For Approach operations
c. For Approach and en-route operations
d. For RNP 0.1 Approaches only
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19 Answers
15. RNP 1 is based on;
a. VOR/DME and does not require on-board performance and monitoring

b. IRS and is used for oceanic/continental airspace
c. NDB and requires on-board performance and monitoring
d. GNSS and requires on-board performance and monitoring
16. PBN Navigational functional requirements include;
a. Aircraft position relative to track and distance and bearing to the active
waypoint
b. On-board performance monitoring and alerting function
c. A requirement that TSE is bounded at zero
d. At least two LRNS, one of which must be GNSS
17. There are two types of Fixed Radius Paths. Namely;
a. Radius to Fix and Fixed Radius Transition

b. Offset flight path and Fixed Radius Transition
c. RNAV Offset flight path and RNP Offset flight path
d. Hold and Path terminators
18. Data processes applied in PBN are critical to safety because;
a. RNAV and RNP applications use the data to define procedures to be flown
b. They determine the ILS decision height
c. The accuracy needs to be checked against the VOR/NDB
d. The processes used to define RNP routes can be used without an up to date
Navigation Database
19. What is meant by the term FAS DB?
a. Final Approach Segment Database

b. Full Auto System Data Block
c. Final Approach Segment Data Block
19
d. Flight Approach System Database

Answers
20. The PBN Airspace Concept consists of;
a. COM, NAV, SUR and ATM

b. En-route, Oceanic and Terminal
c. LNAV, VNAV and LPV
d. VOR, DME and GNSS
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Questions
19
19
Questions
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19 Answers
Answers
1 2 3 4 5 6 7 8 9 10 11 12
c c a/c c a c b b c b a c
13 14 15 16 17 18 19 20
a b d a a a c a
19
Answers
40

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Performance-based Navigation (PBN)

Customer: Flora Belle El Armali E-mail: Florancabella@hotmail.com

Customer: Flora Belle El Armali E-mail: Florancabella@hotmail.com

19 Performance-based Navigation (PBN)

Performance -based Navigation (PBN)

ADS-B/C Automatic dependent surveillance — broadcast/contract

AFM Aircraft flight manual

AIP Aeronautical information publication

AMC Acceptable means of compliance

ANSP Air navigation service provider

AOC Air operator certificate

APV Approach procedure with vertical guidance

ATM Air traffic management

ATS Air traffic service

CC(D)O Continuous climb (descent) operations

CDI Course deviation indicator

CFIT Controlled flight into terrain

CNS Communications, navigation and surveillance

CRC Cyclic redundancy check

DTED Digital terrain elevation data

Performance Based Navigation (PBN)

FGS Flight guidance system

FMS Flight management system

FRT Fixed radius transition

FTE Flight technical error

GBAS Ground-based augmentation system

GLS GBAS landing system

GNSS Global navigation satellite system

GPS Global positioning system

GRAS Ground-based regional augmentation system

19 Performance-based Navigation (PBN)

IAP Instrument approach procedure

IFP Instrument flight procedure

INS Inertial navigation system

IRS Inertial reference system

LOA Letter of authorization/letter of acceptance

MCDU Multifunction control and display unit

MEL Minimum equipment list

MLS Microwave landing system

MMEL Master minimum equipment list

MNPS Minimum navigation performance specification

MSA Minimum sector altitude

MSL Mean sea level

NAA National airworthiness authority

NSE Navigation system error

OEM Original equipment manufacturer

P(S)SR Primary (Secondary) surveillance radar

RAIM Receiver autonomous integrity monitoring

RNAV Area navigation

RNP Required navigation performance

SBAS Satellite-based augmentation system

SID Standard instrument departure

STAR Standard instrument arrival

TLS Target level of safety

TSE Total system error

VFR Visual flight range

VNAV Vertical navigation

Performance -based Navigation (PBN)

Mixed navigation environment. An environment where different navigation specifications

19 Performance-based Navigation (PBN)

Navigation aid (NAVAID) infrastructure. NAVAID infrastructure refers to space-based and or

Navigation application. The application of a navigation specification and the supporting

2. Display of distance and

3. Display of ground speed

4. Navigation data storage

5. Appropriate failure indication