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Norwegian PBN Implementation Plan

This plan outlines the implementation of Performance Based Navigation (PBN) in Norway, including the use of GNSS as the primary means of navigation. It covers policy, approach procedures, and helicopter operations.

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Norwegian PBN Implementation Plan

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  1. The Norwegian PBN Implementation Plan Arne Lindberg Inspector ANS

  2. PBN Implementation Plan - Agenda ICAO Background Plan History and National regulation Scope of the Plan Content and newStructure of the latest Version of the Plan National PBN achievements

  3. Background The ICAO Assembly Resolution A37-11, Performance based navigation Global goals. Urged States to implementapproachprocedureswithverticalguiadance – APV. With either Baro-VNAV and/or augmented GNSS. Either as theprimaryapproach or as a back-up for precisionapproaches Including LNAV minima only as an exeption for RWYswith no local altimeter settings and no A/C > 5700kg ICAO PBN Timeline: Alsoreflected in theNational Airspace Regulation BSL G 4-1 § 7a. 30% 70% 100% 2010 2014 2016

  4. Plan Version 1.0 by Dec 2009 Amongseveralother States..

  5. Plan Versions Version 1.0 by December 2009 Version 2.0 by September 2012 Version 3.0 by May 2013 Version 4.0 by August 2016 (?) - Draft versionreadyawaiting an externalhearing

  6. Participants in the Plan Process Avinor:- PBN Project manager - CNS Nav expert - IFPD (Instrument Flight Procedure Designer) - ASD (Airspace Design) - Aerodrome CAA: - Flight Ops - ANS CNS Engineer (GNSS expert) - ANS Pans-Ops - ANS Airspace (occasionally) Operators: - BothFixeswing and helicoper during 2 – 3 workshops

  7. The Scope of the PBN Implementation plan Norway Norway FIR & Bodø Oceanic The concurrentdecommissioning of ground based nav infrastructure is NOT covered Only covers PBN Appscovered by ICAO A 37-11, ICAO EUR PBN ImplRoadmap and Doc 9613 - Nav applicationsotherthanthese is not covered - hence – conventionalops and SCAT-I areoutsidethescope In this plan: an «Instrument runway end for APV» is defined as a runway end where an APV-procedurecan be designed in accordancewith ICAO Pans Ops criteria

  8. PBN Plan version 4.0 The latest Plan version is rationalized to Three Chapters: Capter I: Introduction Chapter II: Policy for application of PBN in airspace where Norway is providing ATS Chapter III: Status and plannedimplementation of RNP approach and RNP AR Following a previousanalyze of each IRE.

  9. Chapter I Introduction ICAO EUR PBN Roadmap, EU and National Regulations Performance and Safety relatedIssues PBNscontribution to Improvements on Performance & Safety The use of GNSS as Primarymeans of Navigation The Scope of the PBN Implementation Plan in Norway EGNOS Service Area and Galileo Oceanic Operations in Bodø OFIR/OCA Helicopter Operations Principles Applied in the development of the PBN Plan Norway PBN Implementation and monitoring Progress Alternate NAV Applications and NAVAID Infrastructure

  10. Alternate NAV Applications and Infrastructure

  11. Chapter II Policy for application of PBN in Airspace where Norway is providing ATS – and related PBN Masterplan En-Route Continental (Norway FIR) and Oceanic (Bodø OCA) Continental RNAV5, Oceanic RNP10 2016/2017 & 2018/2019 TMA Ops SIDs/STARs RNAV1 2016/2017 & 2018/2019

  12. Chapter II Cont. Policy approach (APCH) operations Establish instrument approach procedures (IAP) with vertical guidance (APV) including LNAV only minima for all APV suitable instrument runway ends (IRE), either as primary approaches or as a back-up for precision approaches by 2016. IRE that is not APV suitable shall as a minimum have LNAV procedures. Consider establishment of RNP AR approaches at instrument RWY ends where relevant operators are fitted and where APV procedures are not possible and/or environmentally beneficial. LNAV/VNAV procedures with VPA 3,9 degrees will be assessed at airports where RWY length so require. At these airports landing distance available is the limiting factor, while terrain might allow lower VPA

  13. Chapter II: APCH Cont 2016 Implement APV procedures including LNAV at remaining APV capable IRE. LNAV procedures are planned at remaining IRE that are not APV capable. We also expect LNAV procedures to replace circling procedures based on conventional VOR procedures to circling minima. 2017/2019 RNP APCH and RNP AR APCH procedures will be developed based upon operational requirements, the EU regulation on PBN, valid EGNOS service area and valid PANS-OPS criteria.

  14. Chapter II: APCH Cont RNP AR RNP AR procedures are in process to be implemented at three Norwegian airports: ENGM, Oslo/ Gardermoen airport ENHD, Haugesund/ Karmøy airport ENEV, Harstad/Narvik/Evenes airport Implementation of RNP AR APCH procedures will be considered at other instrument RWY ends where APV procedures are not possible and/or it is operational or environmentally beneficial.

  15. Chapter II: APCH Helicopter Operations 2016 - 2019 The main traffic flows between Stavanger/Sola (ENZV), Bergen/Flesland (ENBR) and the Ekofisk/ Statfjord oil rig area are operating on ATS-routes based upon RNAV 5 specification. The helicopter traffic flows are integrated in the airport TFC via a helicopter STAR system based on RNAV 1 specification RNAV approach procedures based on the Point In Space (PinS) concept are expected to be further implemented at airports and hospital heliports. It`s also ongoing work with low level routes based on PBN to support specific needs of helicopter operations in constraining environments

  16. Chapter III: Status and planned implementation of RNP APCH and RNP AR APCH In 2013 - an Assessment of Norwegian AIP Airport RWY ends, suitable for implementing of APV procedures. The Analysis consists of an assessment of theindividual Airport in the Norwegian AIP, and an evaluation to determinehowmany instrument RWY endsmeettherequirements for the establishment of APV procedures and the type of APV proceduresthatare best suited for theparticular Runway.

  17. Chapter III: The Airport list

  18. What have we achieved? APV Coverage to day: 63 % Number of IRE with APV: 41 – present TGT 65 LNAV/VNAV: 37 LPV: 23 LNAV: 79 SCAT-I: 30

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