ICAO EUR

1. ICAO EUR/NATPBN Regional Implementation Introduction to Performance Based Navigation Seminar Baku, Azerbaijan 15 to 18 April, 2008

2. 18/04/08 NAT Region MNPS implemented 30 October 1980 Reduced track spacing from 120 to 60NM MNPS Airspace Between FL285 and FL 420 within the Oceanic Control Areas of Santa Maria, Shanwick, Reykjavik, Gander Oceanic and New York Oceanic, excluding the area west of 600W and south of 38030’N The ICAO EUR/NAT region is one of pioneers of the performance based navigation. If we look back in history , the requirement for a given standard of navigational performance was recognised long time ago. This sprung introduction of MNPS in NAT in 1976 to enable a reduction in lateral separation from 120 to 60 NM. In effect the MNPS was a forerunner of the PBN. It took into account reliability, availability as well as accuracy of navigational information into account by setting out a requirement for the carriage of spesific nav equipment, An aircraft which is approved for operations within NAT MNPS airspace shall have a nav performance capability as listed on the current slide. The ICAO EUR/NAT region is one of pioneers of the performance based navigation. If we look back in history , the requirement for a given standard of navigational performance was recognised long time ago. This sprung introduction of MNPS in NAT in 1976 to enable a reduction in lateral separation from 120 to 60 NM. In effect the MNPS was a forerunner of the PBN. It took into account reliability, availability as well as accuracy of navigational information into account by setting out a requirement for the carriage of spesific nav equipment, An aircraft which is approved for operations within NAT MNPS airspace shall have a nav performance capability as listed on the current slide.

3. 18/04/08 NAT Region the standard deviation of lateral track errors shall be less than 6.3 NM (11.7 km); the proportion of total flight time spent by the aircraft 30 NM (55.6 km) or more off the cleared track shall be less than 5.3 x 10-4; and the proportion of total flight time spent by the aircraft between 50 and 70 NM (92.6 and 129.6 km) off the cleared track shall be less than 13 x 10-5. Effectively equivalent to RNP value of 12.6 An aircraft which is approved for operations within NAT MNPS airspace shall have a nav performance capability as listed on the current slide. An aircraft which is approved for operations within NAT MNPS airspace shall have a nav performance capability as listed on the current slide.

4. 18/04/08 NAT Region Integrity maintained by: procedures for aircraft approval and operations continuous monitoring RNAV 10 (RNP 10) Planned implementation 5 June 2008 New York Oceanic control area outside the MNPSA Further harmonisation with the ICAO PBN is being considered (RNP 4, future RNP 2) Integrity- continuous monitoring by CMA(function is coupled with RVSM monitoring) Transition to PBN has commenced. SUPPs PFA is in process to ntroduce RNAV10. Further consideration is considered with two options- either RNP4 or RNP2 to meet specific separation minima requirements Integrity- continuous monitoring by CMA(function is coupled with RVSM monitoring) Transition to PBN has commenced. SUPPs PFA is in process to ntroduce RNAV10. Further consideration is considered with two options- either RNP4 or RNP2 to meet specific separation minima requirements

5. 18/04/08 EUR Region B-RNAV (Basic RNAV) implemented 23 April 1998 mandatory as the primary means of navigation in the majority of the en-route airspace Now getting closer to the area of this workshop coverage where PBn deployment is rather advanced as well. BRNAV (RNAV5) is mandatory as a primary means of navigation in the majority of the ICAO EUR airspace. It was introduced to enable capacity gains and requires aircraft conformance to a track keeping accuracy of 5NM for at least 95% of flight time. Identical to RNAV5. It should be emphasised that as a first step to harmonisation with PBN provisions, all new approvals/implementations are encouraged to be RNAV5Now getting closer to the area of this workshop coverage where PBn deployment is rather advanced as well. BRNAV (RNAV5) is mandatory as a primary means of navigation in the majority of the ICAO EUR airspace. It was introduced to enable capacity gains and requires aircraft conformance to a track keeping accuracy of 5NM for at least 95% of flight time. Identical to RNAV5. It should be emphasised that as a first step to harmonisation with PBN provisions, all new approvals/implementations are encouraged to be RNAV5

6. 18/04/08 EUR Region P-RNAV (Precision RNAV) implementation ongoing step towards RNP 1 is being considered applied whenever RNAV terminal area procedures, excluding the final and missed approach segments, are used To be implemented where RNAV operations are required in TMA P=RNAV which is similar but not exactly identical to RNAV-1 is applied whenever RNAV terminal area procedures, excluding the final approach and missed approach segments, is used. P-RNAV is not mandatory and a transition to RNP1 is being considered As a first step to harmonisation we urge that all new approvals and AIP publications should be RNAV 1P=RNAV which is similar but not exactly identical to RNAV-1 is applied whenever RNAV terminal area procedures, excluding the final approach and missed approach segments, is used. P-RNAV is not mandatory and a transition to RNP1 is being considered As a first step to harmonisation we urge that all new approvals and AIP publications should be RNAV 1

7. 18/04/08 EUR Region Doc 7030 provisions BRNAV(RNAV 5) Applicable in FIRs/UIRs: Amsterdam, Ankara, Athinai, Barcelona, Baku, Berlin, Bodø, Bordeaux, Bratislava, Bremen, Brest, Brindisi, Bruxelles, Bucuresti, Budapest, Canarias (AFI area of applicability), Casablanca, Chisinau, Düsseldorf, France, Frankfurt, Hannover, Istanbul, Kharkiv, København, Kyiv, Lisboa, Ljubljana, London, L’viv, Madrid, Malta, Marseille, Milano, München, Nicosia, Odessa, Oslo, Paris, Praha, Reims, Rhein, Riga, Roma, Rovaniemi, Scottish, Shannon, Simferopol, Skopje, Sofia, Stavanger, Sweden, Switzerland, Tallinn, Tampere, Tbilisi, Tirana, Trondheim, Tunis (FL 245 and above), Varna, Vilnius, Warszawa, Wien, Yerevan, Zagreb Relevant provisions are in Doc7030 since 1998. The latest amendment was inclusion of the Southern Caucasus FIRs. Relevant provisions are in Doc7030 since 1998. The latest amendment was inclusion of the Southern Caucasus FIRs.

8. 18/04/08 EUR Region RNP 5 applies to operations conducted under IFR on designated routes within: Amman, Beirut, Cairo, Damascus and Tel Aviv FIRs Transition to RNAV 5 is planned for MID Region Also RNP5 is applicable in the following FIRs which are not part of the ICAO EUR Region but are covered by the SUPPs provisions. Must be noted that RNP5 was sort of historical impasse and transition to PBN compliant system is envisaged in the MID region Also RNP5 is applicable in the following FIRs which are not part of the ICAO EUR Region but are covered by the SUPPs provisions. Must be noted that RNP5 was sort of historical impasse and transition to PBN compliant system is envisaged in the MID region

9. 18/04/08 EUR Region PBN is planned for implementation in other parts of the ICAO EUR region PBN should be considered by all States in the ICAO EU/NAT for implementation.PBN should be considered by all States in the ICAO EU/NAT for implementation.

10. 18/04/08 ICAO Assembly resolution A36/23 Complete Regional and State PBN Implementation plans by 2009: To achieve RNAV and/or RNP for en-route and terminal operations in line with the implementation plan; and Implement APV (BaroVNAV and/or GNSS) by 2016 30% by 2010 70% by 2014 ICAO to develop a coordinated action plan to assist States on the global and regional level Assembly resolution 36-23 provides the following accelerated timelines for PBN implementation in 2 aspects; PBN enroute&terminal and APV. It also instructs ICAO Regional offices to assist States in developing a coordinated implementation plan, devise a progress monitoring mechanism and inform Council about any deficiencies encountered in the deployment process.Assembly resolution 36-23 provides the following accelerated timelines for PBN implementation in 2 aspects; PBN enroute&terminal and APV. It also instructs ICAO Regional offices to assist States in developing a coordinated implementation plan, devise a progress monitoring mechanism and inform Council about any deficiencies encountered in the deployment process.

11. 18/04/08 ICAO EUR/NAT Action Plan EANPG to coordinate PBN implementation in the ICAO EUR Region by: addressing APV planning & implementation aspects addressing PBN implementation in the Eastern Part of the ICAO EUR Region Harmonisation of existing implementations with PBN In the NAT Region the programme is managed through existing working arrangements NAT SPG (ATMG, FIG etc) EANPG undertook the following actions in response to A36-23: AWOG takes up an initiative to review the relevant provisions of the EUR ANP/FASID with particular emphasis on APV, The AWOG also undertook a comprehensive initiative to study the current status of APV implementation, analyse existing plans, develop a coordinated implementation plan and establish a monitoring mechanism. Possible working arrangements to address PBN for enroute&terminal in the Eastern part of the EUR are examined. harmonisation of EUR/NAT implementations with PBN provisions duplication has to be avoided EANPG undertook the following actions in response to A36-23: AWOG takes up an initiative to review the relevant provisions of the EUR ANP/FASID with particular emphasis on APV, The AWOG also undertook a comprehensive initiative to study the current status of APV implementation, analyse existing plans, develop a coordinated implementation plan and establish a monitoring mechanism. Possible working arrangements to address PBN for enroute&terminal in the Eastern part of the EUR are examined. harmonisation of EUR/NAT implementations with PBN provisions duplication has to be avoided

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