Performance Based Navigation (PBN) : ROADMAP For The Kingdom of The Netherlands 2010-2020

Ministry of Transport, Public Works
and Water Management
Performance Based Navigation (PBN)

ROADMAP for the Kingdom of the Netherlands 2010-2020
Ministry of Transport, Public Works
and Water Management
Performance Based Navigation (PBN)

ROADMAP for the Kingdom of the Netherlands 2010-2020
Ministry of Transport, Public Works and Water Management

Directorate General of Civil Aviation and Maritime Affairs
The Hague, Netherlands
&
Directorate of Civil Aviation

Netherlands Antilles
&
Department of Civil Aviation Aruba
Version 1.0, 29 May 2010

May 2010
Dear Members of the Aviation Community,
We have come a long way from the earliest radio navigation aid which was conceived in
1929. The next breakthrough was the Instrument Landing System (ILS) originating from as
early as the late Thirties to safely and reliably guide aircraft towards the runway and its prin-
ciple is still applied today. With the advent of GPS in the early Eighties for civil use, a myriad
of potential navigation applications became available which changed the way we navigate
today and will fundamentally change future navigation. Due to the continued efforts of
ICAO a globalised definition and implementation guidance for Performance Based
Navigation (PBN), which is foreseen to ultimately rely on GNSS only, has been made avail-
able. I am keen to implement PBN in the Kingdom of the Netherlands which we have
already formalised by agreeing to ICAO’s Resolution 36-23 where States amongst others are
requested to produce a PBN plan.
Benefits of applying PBN can already be seen in present day operations in the Netherlands.
For example, the use of night-time transitions at Schiphol during which aircraft perform
low noise arrivals over the North Sea, and the ongoing trials to facilitate more accurate
departure routes to avoid populated areas near the airport. But more is needed to achieve
the goals we have set out in the Luchtvaartnota where we strive to excel in a sustainable and
competitive air transportation system in the Kingdom of the Netherlands.
I am proud to present to you the PBN Roadmap of the Kingdom of the Netherlands with
regard to Performance Based Navigation (PBN) up to 2020. This roadmap was prepared by
the Netherlands Task Force (TF) PBN set up in 2008. Civil and military aviation stakeholders
participated in the TF PBN as well as expert groups in the Caribbean part of the Kingdom of
the Netherlands. The large variety of airspace users poses a challenging environment since
civil and military operations, needs and requirements differ indeed as well as differences in
operations between commercial airliners and recreational airspace users. Despite this
variety, a consolidated roadmap was produced which has the potential to facilitate all air-
space users.
2 | Performance Based Navigation

The PBN Roadmap describes the rationale for PBN, the potential benefits of applying PBN and it
defines proposed milestones within the navigation domain.
The road ahead is paved but to keep a straight track, the continued commitment of the aviation
community in the Netherlands will be essential. Additionally, specific navigation mandates need
to be set at European level to assure a smooth transition between the individual ECAC States.
Already the ongoing SESAR programme addresses these important steps but actions at national
level are required. It goes without saying that the PBN Roadmap is aligned with the SESAR targets
as well as ICAO’s vision on the Caribbean and South America (CAR/SAM) region.
Last but not least, merely fulfilling navigation needs is not enough to realise the anticipated
benefits of PBN; also communication, surveillance and ATM systems and tools will be equally
important and need to be addressed in parallel.
Thank you for your continued support and active participation in setting the scene for the imple-
mentation of PBN in the Kingdom of the Netherlands and I look forward to welcoming initial
PBN initiatives in the very near future.
THE DIRECTOR GENERAL FOR CIVIL AVIATION AND MARITIME AFFAIRS,
Mark Dierikx
Performance Based Navigation |3

Executive summary
In future aviation concepts developed within SESAR and NextGen, the use of Performance
Based Navigation (PBN) is considered to be a major ATM concept element. ICAO has drafted
standards and implementation guidance for PBN in the ICAO Doc 9613 “PBN Manual”. The
PBN concept represents a shift from sensor-based to performance based navigation based
on criteria for navigation accuracy, integrity, availability, continuity and functionality.
Through PBN and changes in the communication, surveillance and ATM domain, many
advanced navigation applications are possible to improve airspace efficiency, improve
airport sustainability, reduce the environmental impact of air transport in terms of noise
and emission, increase safety and to improve flight efficiency.
It is evident that the application of GNSS will become even more common within the next
decade. This calls for a preparation of the corresponding navigation infrastructure as well as
(inter)national regulation and policy to facilitate the use of (augmented) GNSS during all
phases of flight.
At the 36th General Assembly of ICAO held in 2007, the Kingdom of the Netherlands agreed
to ICAO resolution A36-23 which urges all States to implement PBN. States are therefore
requested to produce a PBN plan by the end of 2009. The second part of the ICAO resolution
calls for specific navigation applications, referred to as Approach Procedures with Vertical
guidance (APV), to be implemented at relevant instrument runways by 2016.
To achieve the ICAO resolutions as well as formulate a national vision for PBN, a Task Force
(TF) PBN was established in 2008 within the Netherlands in which civil-military aviation
stakeholders participated. It was the remit of the TF PBN to provide a vision and roadmap up
to 2020 for PBN operations in the Kingdom of the Netherlands. In parallel, expert meetings
have taken place to address PBN for the airport and airspace infrastructure in the Caribbean
part of the Kingdom of the Netherlands. Also an initial consultation of the general aviation
community has taken place.
The PBN Roadmap describes the rationale for PBN, the potential benefits of applying PBN
and it defines milestones within the navigation domain taking into account all airspace
users.
It is foreseen by the TF PBN that the first step will be to mandate RNAV1 for all IFR traffic in
all TMAs in the Netherlands in 2012. With RNAV1, a common navigation infrastructure will
become available which aids in defining a more optimised airspace, route structure and
low-noise arrival/departure procedure definition to start implementing the objectives
stated in the “Luchtvaartnota”.
Between 2010 and 2016, conventional non-precision approach (NPA) procedures for all
instrument runways are supplemented with approaches that provide vertical guidance by
means of barometric altimetry (APV based on Baro-VNAV), and where beneficial also by
means of GNSS (APV based on SBAS). By 2016 all conventional NPAs will be replaced by APV
Baro-VNAV and/or APV SBAS. The rationale to replace the conventional NPA procedures by
APV based on Baro-VNAV and/or SBAS is to further enhance safety during the approach and
can potentially reduce landing minima. Airliners will need to hold an operational approval
to conduct RNP APCH operations which is currently already required to perform e.g. RNAV
(GNSS) approach procedures.

Rationalisation of ground based navaids such as VOR and NDB will take place during 2010-2020.
Gradually, VORs and NDBs can be decommissioned provided that aircraft entering the FIR AMS
have obtained sufficient equipage levels. This will require RNAV1 and RNP APCH mandates to be
set by the Dutch Ministry of Transport. The current DME/DME infrastructure will be maintained
and may even require extension in order to serve all parts of the Netherlands. When a multi-
GNSS constellation (e.g. GPS & Galileo) is fully operational and aircraft fleet readiness reaches a
particular level, then sole GNSS operations without a corresponding DME/DME infrastructure
becomes possible. This is however foreseen for the timeframe 2020+.
Although the navigation specification for Advanced RNP-1 (A-RNP1) is not yet developed by
ICAO, the TF PBN and Eurocontrol believe that this is the ultimate navigation requirement from
en-route up to the intermediate approach segment.
With A-RNP1, on-board monitoring and alerting combined with accurate navigation will pave
the way for advanced ATM concepts foreseen in SESAR such as 4-D business trajectories. The TF
PBN aims to mandate A-RNP1 in 2018, but timescales will be in line with international
developments.
Finally, application of the most stringent navigation specification, i.e. RNP AR APCH is currently
not foreseen at airports in the Netherlands.
ILS will remain, up to 2020 and beyond, the prime source of guidance for precision approaches
and landings since augmented GNSS (GBAS) has not yet been defined for Cat II/III operations
and GNSS is expected to follow up ILS instead of MLS.
In a formal sense, State1 Aircraft are exempt from any mandates and/or requirements proposed
in the PBN Roadmap, however the military airspace user strives towards implementing
navigation equipment in line with the PBN Roadmap where it benefits the military, albeit may
lag behind the civil airspace users.
General aviation users conducting VFR flights are not affected by the milestones in the PBN
Roadmap.
With the exception of RNAV1, mandates formulated in this PBN Roadmap are currently in line
with the mandates proposed by Eurocontrol and ICAO EUR PBN. National mandates therefore
depend on the European regulatory and certification process (EASA).
The ATM environment in the Caribbean part of the Kingdom of the Netherlands differs from the
situation in the Netherlands due to the use of oceanic and remote continental routes where the
application of PBN is more common. GNSS-based arrival and departure routes are to be
published onwards from 2011 and a gradual replacement of conventional NPA procedures by
APV Baro-VNAV procedures will take place from 2010-2016 in line with the ICAO resolution
36-23. In the long-term (2016+), GNSS is expected to be the primary navigation infrastructure
for the en-route, terminal and approach/landing flight phase. During 2013-2016 TMAs with high
traffic complexity and movements will consider mandating the use of RNAV1 or Basic/Advanced
RNP-1.
In the PBN Roadmap a general vision and major milestones with regard to navigation have
been formulated. The next step will be to prepare an action plan for the aviation community for
each navigation milestone.
1
Aircraft used in military, customs and police services qualify as State Aircraft. Aircraft on a military register,
or identified as such within a civil register, shall be considered to be used in military service and hence qualify as State
Aircraft. Civil registered aircraft used in military, customs and police service shall qualify as State Aircraft.

Table of contents
Executive summary 4
Foreword 7
1 Introduction 8
2 Rationale and scope 12
3 The PBN Concept 14
4 PBN and the Dutch Aviation Policy 20
4.1 Dutch Aviation Policy 21
4.2 Expected benefits of PBN in the Kingdom of the Netherlands 22
5 PBN developments for the Netherlands 24

5.1 En-route 25
5.2 Terminal Area 26
5.3 Approach and Landing 28
5.4 Ground 32
5.5 Navaid Infrastructure 33
6 PBN developments for Aruba and Netherlands Antilles 36

6.1 En-route 37
6.2 Terminal Area 38
6.3 Approach & Landing 38
6.4 Ground 39
6.5 Navaid infrastructure 39
References and Guidance Material 41
Annex I ICAO Resolution 36-23 on PBN 42
Abbreviations 45

Foreword
The PBN Roadmap was produced mainly during 2009 by the Task Force PBN under the leadership of the Directorate
General of Civil Aviation and Maritime Affairs of the Ministry of Transport, Public Works and Water Management.
The scope of the PBN Roadmap is the Kingdom of the Netherlands and comprises the Netherlands and the Caribbean
part of the Kingdom of the Netherlands.
Through the dedicated commitment of the organisations that participated in the TF PBN* and the ATM Expert Group
for the Caribbean**, a consolidated vision and a roadmap towards PBN implementation in the Kingdom of the
Netherlands was established. The support of the military organizations to the TF PBN has been provided by the
military subject matters experts. The Ministry of Defence and the Military Aviation Authority support the general
vision laid down in this roadmap, but will keep the right to concur to the military frame of reference when necessary.
The General Aviation community in the Netherlands represented by KNVvL and AOPA Europe have been consulted
and results have been incorporated in this document.
Regardless of the inevitable changes due to developments in regulations, legislation and CNS/ATM development
(e.g. SESAR and NextGen), the TF PBN is convinced that a firm basis for PBN implementation in the Kingdom of the
Netherlands has been achieved.
Robin Valkenburcht,
Chairman Taskforce PBN
* Members of the TF PBN: Ministry of Transport NL, LVNL, Royal Netherlands Air Force, Military Aviation Authority, CAA-NL, Amsterdam Airport
Schiphol, KLM Royal Dutch Airlines, Eurocontrol MUAC, NLR.
** Members of the PBN expert group: Ministry of Transport NL, CAA-NL, Directorate of Civil Aviation Netherlands Antilles, Department of Civil Aviation
Aruba, Netherlands Antilles ATC, Aruba Airport Authority, Princess Juliana International Airport Enterprise NV, Curaçao Airport Holding.
DISCLAIMER
The contents of this document represent the vision at the moment of writing of the organisations that participated in the TF PBN and organisations that have been consulted.
The PBN roadmap is inextricably linked to international visions and roadmaps set out by e.g. ICAO EUR TF PBN (WP/04), EUROCONTROL, FABEC, SESAR and NextGen which in
turn rely on developments in the air transportation sector.
All formal mandates will be communicated via aeronautical information publications (AIP/AIC).
No rights can be derived from this document.

1 Introduction

The ATM system for the Kingdom of the Netherlands faces
major changes instigated by international developments such
as SESAR, FABEC and NextGen, the continued global harmoni-
sation as pursued by ICAO and national priorities and needs.
Enabling technology, such as Communication, Navigation and
Surveillance (CNS), is required to establish a novel way of
performing ATS. Also new requirements for Airspace
Organisation and Flow Management will be needed. In this
document the focus is on the navigation domain whilst
recognising the interdependence with other domains such as
Communication and Surveillance. This document sets out a
roadmap for Performance Based Navigation (PBN) for the
Kingdom of the Netherlands. The scope of this roadmap covers
the Kingdom of the Netherlands which comprises:
• The Netherlands
• Aruba and Netherlands Antilles (the five islands of Bonaire,
Curaçao, Saba, St. Eustatius and St. Maarten (Dutch part)
Developments that impact the Dutch ATM system include

international developments such as SESAR (Single European
Sky Aviation Research) and FABEC (Functional Airspace Blocks
Europe Central) as well as national priorities with regard to e.g.
sustainable airport development by means of Table of Alders1,
revised national aviation policy2, further strengthening
Mainport Schiphol and intensifying civil-military co-operation.
One of the fundamental changes as foreseen in SESAR is the
gradual move towards a system that is based on 4D Business
Military Aerodrome
Trajectories and the extensive deployment of satellite-based
Military Aerodrome with civil use
navigation.
Civil Aerodrome
Developments that impact the Caribbean ATM system include

international developments such as NextGen and the ICAO The previously mentioned developments intensify the need
PBN Roadmap for the CAR/SAM region. Currently the annual for changes in the navigation domain and consequently
rate of traffic growth in Curaçao FIR is at an average of 3.3% targets have to be set by the involved stakeholders.
with the advent of new routes and airlines increasing Stakeholders include the Civil and Military Regulatory
operations as Caribbean destinations have become more Authorities, ANSP organisations, Airspace Users and Airport
popular. Due to the large influence of American carriers, Operators. Inherent to changes in CNS/ATM are the
airlines and ATC are familiar with PBN operations. For relatively long lead-in times to achieve these targets. The
example: the LATAM/CAR RNAV Route program (2006) led to aim of this document is therefore to provide a consolidated
the shortening of routes in the WATRS (West Atlantic Route vision of stakeholders and a rationale for these targets to
System) area which includes the San Juan CTA/FIR and has expedite the implementation process. Ultimately, the
reduced lateral separation criteria. Application of 50 NM lateral roadmap leads to a seamless transition towards the SESAR
separation between aircraft either authorized RNP-10 or RNP-4 and NextGen concept and ultimately the global harmonisa-
has been introduced and a redesigned route structure has been tion of the ATM system.
implemented in 2008.
An important step in the navigation domain has been made
On the other hand, traffic is diversified and large range of by ICAO by asking States for commitment to implement the
navigational capabilities to operate in airspace that may also PBN concept. This commitment has been confirmed by the
comprise non-radar environment. In comparison with the Kingdom of the Netherlands. The PBN concept describes the
European situation, capacity bottlenecks are a lesser problem various navigation applications and how such applications
in the Caribbean part of the Kingdom but there is a need for can be implemented.
improved airport access.
1
Table of Alders - Short- and Medium term vision Schiphol (Dutch:
Alderstafel, 2007/2008)
2 Dutch Aviation Policy (Dutch: Luchtvaartnota, 2009)

Military Aerodrome Particular attention is given to State aircraft3 which for
Military Aerodrome with civil use technical or operational reasons, can not always comply
Civil Aerodrome with specific equipage requirements and operate as
Operational Air Traffic (OAT). Situations may therefore exist
At the 36th General Assembly of ICAO held in 2007, the where State aircraft require access to airspace to fly as
Kingdom of the Netherlands agreed to resolution A36-23 General Air Traffic (GAT) despite not being equipped in
(see Annex I) which urges all States to implement PBN. accordance with the civil requirements. On the other hand,
States are therefore requested to produce a PBN plan by the it is recognised by the military that it is best interests of all
end of 2009. airspace users when this situation is minimised as far as
possible. For this reason the Eurocontrol Civil/Military
The second part of the ICAO resolution calls for specific Interface Standing Committee (CMIC) has defined guidance
navigation applications, referred to as Approach Procedures with regard to State aircraft equipage requirements and
with Vertical guidance (APV), to be implemented at relevant associated exemptions4.
runways by 2016. Finally, to illustrate that the global aviation community fully
supports the transition to PBN, an Industry PBN Declaration
To achieve the ICAO resolutions, a Task Force (TF) PBN was that complements resolution A36-23 was issued.
established in 2008 within the Netherlands in which
civil-military aviation stakeholders participate. It is the
remit of the TF PBN to provide a vision and roadmap for
PBN operations in the Kingdom of the Netherlands. In
parallel, expert meetings have taken place to address PBN
for the airport and airspace infrastructure in the Caribbean 3
Aircraft used in military, customs and police services qualify as State
part of the Kingdom of the Netherlands. Aircraft. Aircraft on a military register, or identified as such within a civil
The PBN Roadmap is intended to assist the main stake- register, shall be considered to be used in military service and hence
holders of the aviation community in planning future qualify as State Aircraft. Civil registered aircraft used in military, customs
transition and their investment strategies. and police service shall qualify as State Aircraft
4 Eurocontrol CMIC, “Policy Guidance For The Exemption Of State Aircraft
From Compliance With Specific Aircraft Equipage Requirements”. 4

March 2003

Performance Based Navigation | 11
2 Rationale and scope

The growth of the air transportation system is currently guidance. By accepting ICAO resolution 36-23, the Kingdom
(2009) decreasing, however expectations point towards of the Netherlands is committed to drafting a PBN roadmap
regaining its growth potential in the next decade. A positive by the end of 2009 and to gradually implement APV
side-effect of the current stand-still does pose an ideal point procedures for relevant instrument runways by 2016. ICAO
in time to re-evaluate goals and ambitions and to initiate sets the following targets: 30% by 2010, 70% by 2014 and
changes to the ATM system. 100% by 2016.
Besides the expected growth of air traffic, air transportation The [Ref. 7, SESAR ATM target concept ] was developed in
is also becoming more diversified by the introduction of line with the recommendations set out in the ICAO Global
VLJs (Very Light Jets), VLA (Very Large Aircraft; e.g. Airbus ATM Concept. It is SESAR’s ultimate goal to allocate to each
A380) and UAS (Unmanned Aerial Systems). flight in the ECAC area a 4D Business Trajectory which is
defined by position and time. In parallel, the [Ref. 6,
Airspace is available to all airspace users including commer- Eurocontrol Navigation Strategy] calls for GNSS as the
cial civil airline operators, military airspace users, general primary positioning sensor and ultimately as the sole
and business aviation. A future ATM system needs to cater positioning sensor. For the Caribbean area, the develop-
for this large array of aircraft capabilities which can range ments foreseen in FAA’s NextGen programme are more
from basic VOR/DME navigation to state-of-the art FMS and appropriate but do not differ significantly with regard to
GNSS avionics. The complexity of military operations also navigation from the SESAR vision.
has its bearing on the use and management of airspace.
Military objectives are not driven by economic transporta-
tion motives but by operational needs such as training and
executing military missions.
With regard to operations in the Netherlands, the SESAR

concept addresses these issues and has proposed the steps
needed to satisfy all airspace users.
The ATM situation in the Caribbean (i.e. Aruba and
Netherlands Antilles) is more linked to NextGen since it is
partially located in the NAM and CAR/SAM area. Due to the
geographical location, the ATM environment comprises
areas in which no radar coverage is currently available and
poses other navigational requirements than in Europe.
For the Kingdom of the Netherlands as a whole, it is evident

that an increase in capacity of the ATM system is needed to
accommodate future traffic flows as well as increasing flight
efficiency. A fundamental change lies within environmental
objectives which are becoming increasingly more
important.
Aviation history has shown that the introduction of new

navigation requirements from definition to implementa-
tion can take up to 20 years. Examples include amongst
others RNAV, MLS and GNSS. The development of a vision
for future navigation requirements and associated actions
needed, can shorten the introduction. The Roadmap
contained in this document describes the vision and action
plan.
The [Ref. 19, ICAO Global ATM operational concept]

provided the basis for the introduction of PBN and outlines
the technical recommendations regarding navigation,
harmonisation and transitioning towards satellite naviga-
tion, curved RNAV approaches and implementation of APV
to replace NPA (Non-Precision Approach) which lack vertical

3 The PBN Concept

Introduction Performance requirements are identified in navigation
As demand for air transportation services increases, States specifications, which also identify the choice of navigation
are faced with finding solutions to safely increase capacity, sensors and equipment that may be used to meet the
efficiency, and access, e.g. to terrain challenged airports. performance requirements. These navigation specifications
These constraints are largely a result of reliance upon provide specific implementation guidance for States and
conventional ground based navigation aids (e.g., VOR, DME, operators in order to facilitate global harmonization.
NDB, ILS), which limit routes and procedures to the physical
locations of ground-based navigation aids. These ground-
based systems have served the aviation community well
since inception; however, they do not permit the flexibility
of point-to-point operations available with PBN to meet the
challenges of today and the future.
The illustrations depict the constraints associated with

conventional, ground-based sensor specific routes/
procedures and the flexibility and benefits of performance
based, non-sensor specific navigation (both RNAV and RNP).
Figure 3-1 Comparison between conventional navigation via ground-based navaids, RNAV to RNP to PBN.
RNAV RNP
The [Ref.18, ICAO PBN Concept] specifies that aircraft RNP/

RNAV system performance requirements be defined in terms
of accuracy, integrity, availability, continuity and function-
ality required for the proposed operations in the context of
a particular airspace concept, when supported by the
appropriate navigation infrastructure. In that context, the
PBN concept represents a shift from sensor-based to
performance based navigation based on criteria for
navigation accuracy, integrity, availability, continuity and
functionality.

Figure 3-2 Context of PBN as technological enabler for achieving strategic ATM objectives [Source: ICAO PBN Manual].
Strategic objects
Safety Capacity Efficiency Environment Access
Airspace concept
COMM SUR
Navigation
Performance-based concept ATC TOOLS Procedures: PANS-ATM,
Navigation PANS-OPS, flight crew
application
Navigation Navaid
specification infrastructure
Context of PBN
Strategic objectives drive the general vision of the airspace 1 The navaid infrastructure
concept. These objectives are identified by civil and • VOR, NDB, DME, TACAN, ILS, MLS and GNSS
military airspace users, civil and military ANSPs, airports as
well as environmental and government policy. Strategic 2 The navigation specification
objectives put requirements on various enablers of an • RNAV specifications: RNAV 10, RNAV5, RNAV2, RNAV 1
airspace concept such as Communications, ATS
surveillance, ATM (see Figure 3-2). • RNP specifications: RNP4, Basic-RNP 1, RNP APCH, RNP
AR APCH
For the future Dutch ATM system strategic objectives have • The navigation specification is used by a State as a basis
been formulated by the Ministry of Transport, Public Works for the development of their material for airworthiness
and Water Management in the [Ref. 21, “Luchtvaartnota”]1. and operational approval. A navigation specification
Chapter 4 elaborates on this document in relation to PBN. details the performance required of the RNAV system in
terms of accuracy, integrity, availability and continuity;
Focussing on the enabler NAVIGATION in the figure above, which navigation functionalities the RNAV system must
there are three components for the application of PBN: have; which navigation sensors must be integrated into
the RNAV system; and which requirements are placed on
1
The scope of the “Luchtvaartnota” is the development of civil aviation,
the flight crew.
however, where relevant, developments with regard to military aviation
are also included.

• With regard to RNAV and RNP specifications it is
essential to understand the difference. On-board
performance monitoring and alerting is the main
element that determines if the navigation system
complies with the necessary safety level associated to
an RNP application; it relates to both lateral and
longitudinal navigation performance; and it allows the
aircrew to detect that the navigation system is not
achieving or cannot guarantee with a certain level of
integrity, the navigation performance required for the
operation. RNP systems provide improvements on the
integrity of operations and this may permit closer route
spacing. This allows only RNP systems to be used for
navigation in a specific airspace. The use of RNP
systems may therefore offer significant safety,
operational and efficiency benefits.
Applying the above components in the context of the

airspace concept to ATS routes and instrument procedures
results in the navigation application shown below. Note
that the current Basic-RNP 1 navigation specification is not
allowed for the final approach. The final approach segment
can only be flown when the aircraft is either certified for
RNP APCH or RNP AR APCH operations.

Table 3‑1 Overview of the navigation application as defined in the ICAO PBN Manual. The figures shown represent the 95% total system accuracy requirement in NM.
NAVIGATION FLIGHT PHASE

SPECIFICATION
En Route APPROACH
Oceanic / En Route
Remote Continental ARR Initial Intermed Final Missed DEP
RNAV 10 (RNP 10) 10
RNAV 5 5 5
RNAV 2 2 2 2
RNAV 1 1 1 1 1 1 1
RNP 4 4
Basic-RNP 1 1 1 1 1 1
RNP APCH 1 1 1
RNP AR APCH 1 - 0.1 1 - 0.1 0.3 - 0.1 1 - 0.1
Summary of PBN Navigation Specifications The table below shows the main characteristics of the
With regard to PBN, EASA is responsible for drafting and currently defined PBN Navigation Specifications. For details
formalising European standards with regard to navigation refer to [Ref. 18, ICAO PBN Manual].
[Ref. 3-5, EASA AMC 20-26/27/28].
Table 3‑2 Details for each PBN navigation specification.
PBN On board RF path terminator Navigation EASA regulation/ Remarks

Navigation performance in functional accuracy standard
specification monitoring & requirements (on final approach)
alerting
RNAV 10 10 NM AMC 20-12
RNP 4 ✓ 4 NM No doc GNSS required
RNAV 5 5 NM AMC 20-4 B-RNAV

1
RNAV 1 1 NM AMC 20-16 P-RNAV
B-RNP 1 ✓ not defined No doc GNSS required
A-RNP 1 ✓ ICAO PBN not defined No doc ICAO PBN “to be

“to be developed” developed”
RNP APCH AMC 20-272 - GNSS required
- RNAV (GNSS)
- NPA ✓
- APV Baro-VNAV
0.3 NM AMC 20-283 LPV using SBAS (e.g.
- APV SBAS I (currently in review EGNOS for EUR region,
- APV SBAS II phase) WAAS for US region)
4
RNP AR APCH AMC 20-26 - GNSS required
- APV Baro-VNAV ✓ ✓ - RNP SAAAR (USA)
0.3 – 0.1 NM
1 3
AMC (Acceptable Means of Compliance) 20-16 replacement of JAA TGL10 AMC 20-28 containing the AMC for the Airworthiness Approval and
(PRNAV). Under development Operational Criteria for Area Navigation (RNAV) for Global Navigation Satellite
2 AMC 20-27 containing the AMC for the Airworthiness Approval and
System (GNSS) approach operation to Localiser Precision with Vertical
Operational Criteria for RNP APPROACH (RNP APCH) Operations Including APV/ Guidance (LPV) minima using a Satellite Based Augmentation System (SBAS).
4 AMC 20-26 containing the AMC for the Airworthiness Approval and
Baro-VNAV Operations.
Operational Criteria for Required Navigation Performance (RNP) Authorisation
Required (RNP AR) Operations.

INTENTIONALLY LEFT BLANK

4 PBN and the Dutch Aviation
Policy

4.1 Dutch Aviation Policy and communication equipment
- Realisation of procedures and technical support for
For the future Dutch ATM system strategic objectives have all weather operations
been formulated by the Ministry of Transport, Public Works - Introduce CDAs using fixed routes
and Water Management in the “Luchtvaartnota”. This
document contains a vision on aviation for the next twenty • Objectives for the Mid-term (up to 2020):
years as well as objectives and required developments in the - In general, the goal is simplification of the route
ATM domain. The “Luchtvaartnota” is based on three pillars: structure, concentration of routes and to introduce
to compete, to accommodate and to excel. fixed routes for Schiphol, Eindhoven, Lelystad and
Rotterdam to enable optimised climb and descent
Since these objectives have an impact on the airspace profiles (CDAs)
concept, of which navigation (PBN) is one of the techno- - Implementation of optimal CDAs for the majority of
logical enablers, a summary of the three main objectives of arrivals during night-time as well as day-time
this vision is given below: operations and may include an increase of the
transition altitude
1 Objectives for “Accommodation by means of airspace access”
• Development of ATM concept of operations that can • Objectives for the long-term (2025+):
accommodate the high traffic density at Schiphol to - ATM concept based on planned 4D-trajectories as
further strengthen mainport Schiphol’s network foreseen in SESAR which are supported by e.g.
function reliable (satellite-based) navigation systems and
• Accommodation of traffic that does not directly advanced aircraft separation systems
contribute to strengthening Schiphol’s hub function at
airports of national importance (e.g. Lelystad, 2 Objectives for “Excel in the reduction of emission and noise
Eindhoven) hindrance”
• Accommodation of military mission and exercises In the Covenant “Geluidshinder” a number of ATM
• Accommodation of general aviation developments are currently being considered for
• Cost reduction for airlines through efficient routing and implementation and are directly related to PBN:
optimal flight profiles • Fixed arrival routes
• Minimise CO2 emission and noise hindrance • CDAs
• Improvement of the predictability of traffic flows
The required ATM developments for this objective • Route optimisation by e.g. arrivals via North-sea and
include: parallel SIDs
• Fixed radius turns during arrival/departures to ensure
Redesign airspace and route network minimal track dispersion and to define arrival/
• Advanced application of flexible use of airspace by departure routes to avoid overflying populated areas
means of dynamic airspace sectorisation. Airspace
segments are temporarily allocated based on the civil 3 Objectives for “Accommodation of General aviation”
demand and need for airspace to accommodate military It is the government’s aim to ensure that general
missions and/or exercises aviation users are accommodated. Specific ATM
• Definition of an additional (civil) route to South-east requirements from the “Luchtvaartnota” include:
and military Cross Border Area (CBA) in the East of the • Business aviation: improve navigational support by e.g.
Netherlands GPS-based approaches to increase airport access
• Simplified route structure for accommodating flight to/ • General aviation: development of avionics to increase
from Schiphol in combination with improved traffic situational awareness of pilots
flows from/to Lelystad and Eindhoven airport. This
requires airspace and route modification as well as In addition to the “Luchtvaartnota”, the Kingdom of the
optimisation of airspace planning and allocation Netherlands agreed to ICAO resolution A36-23 to gradually
process replace NPA by APV procedures (30% by 2010, 70% by 2014
and 100% by 2016).
Redesign of the ATM concept of operations
• Current objectives:
- Operational concept based on the most efficient
route, i.e. shortest route with minimal emission
and noise. This can only be achieved by means of an
international mandate for the required navigation

4.2 Expected benefits of PBN in the • Nearly all runways in the Netherlands have a conventional
NPA procedure either as back-up or primary approach.
Kingdom of the Netherlands The APV procedures with vertical guidance may lead to
lower landing minima, thus increasing the use of a
PBN defines both lateral and vertical navigation for both runway during lower visibility operations or in the event
straight and curved flight paths, and will be used for the of an unserviceable ILS. In turn this can reduce the
next generation air traffic systems. number of diversions
• PBN is an enabler for independent parallel approaches
The extend of actual benefits listed below that can be and/or departures at Schiphol
achieved depend on the airspace configuration, type of • Enables closely spaced parallel tracks in the en-route
airport and traffic mix and the implementation of other segment as well as Fixed Radius Transitions (FRT) for
enablers in the CNS/ATM domain. increased fuel efficiency, increased airspace capacity and
reduced flight time variance
Safety • PBN poses more flexibility for route design in view of the
• PBN reduces the risk of Controlled Flight Into Terrain redesign of the airspace in the Netherlands. PBN may
(CFIT) accidents by providing a very precise lateral and reduce airspace conflicts between adjacent airports and
vertical flight path according to [Ref. 16, Eurocontrol APV some cases between civil routes and airspace used by the
Baro Safety Assessment] military
• PBN provides consistent, stabilised approaches to all • Reduction of controller workload due to predictable
runway ends, which is a significant benefit for smaller traffic flows and potential for less dependencies in
airports that lack the capability for precision approaches inbound-outbound traffic flows and less need for radio
• The increased pilot situational awareness further communication
enhances the safety level of operations • RNAV or RNP-based holdings may require a smaller
amount of airspace
Environment • The final approach segment can be designed closer to the
• PBN routes may be more direct, reducing the track miles airport through usage of RF-legs
flown, which means lower fuel use and lower emissions. • GNSS-based final approaches (e.g. GBAS or SBAS LPV)
This benefit is generally easier to realise for the en-route eliminates the need to safeguard ILS protection areas.
phase however possibilities do exist for the terminal area When the ILS protection areas do no longer exist then the
• PBN is an enabler for Continuous Descent Operations runway can be declared vacated earlier. This reduces the
(CDO1) since a fixed lateral path is needed. CDOs reduce runway occupancy time which in turn may lead to an
noise hindrance, fuel burn and emission levels. At increase in landing capacity
Schiphol, the period in which CDAs are flown is planned
to be extended and other airports may start imple- Infrastructure cost and maintenance
menting CDAs as well • In view of the replacement of conventional NPAs by APV
• PBN-based procedures offer more flexibility to define Baro-VNAV procedures, PBN enables a gradual decommis-
approach and departure routes in order to avoid populated sioning of conventional navaids such as NDB and VOR.
areas and reduces track dispersion. This is of particular This leads to cost reduction for the users due to elimi-
importance for Schiphol but also for all other airports nating costs for procurement and maintenance.
• Indirectly, the reduction in emission through enhanced • In case of GBAS: installation does not need to be installed
route design and usage provides a path for airline growth near runway, one GBAS installation can replace several
when the Emission Trading Scheme (ETS) for aviation is ILSs and GBAS facilitates flexible procedures for approach
implemented and departure. This can benefit smaller airports with little
or no conventional navaid infrastructure.
Capacity and efficiency
• APV procedures facilitate approaches to runways that Interoperability
currently do not have a straight-in approach, e.g. • PBN and the gradual transition towards GNSS-based RNAV
Schiphol runway 24 environment is one of the main pillars of the SESAR/
NextGen concept which in turn aids in achieving ICAO’s
1
ICAO has formalised the terminology for procedures that facilitate an Global ATM Concept.
idle descent in [Ref. 20, ICAO Manual for Continuous Descent
Operations]. Although the terminology commonly used in the
Netherlands (CDA) is not used in the manual, CDO can be considered to
be the same as CDA. ICAO decided to replace the terminology to avoid
confusion with CDFA (Continuous Descent Final Approach) which only
applies to the final approach segment.

Military mission Effectiveness
• The KPA “Mission effectiveness” requires flexibility to
enable last minute airspace changes, unhindered use of
training airspace and maximum flying distances of 100
NM between training area and the airbase concerned.
PBN may be able to facilitate a more flexible and/or
optimal routing.

5 PBN developments for
The Netherlands

5.1 En-route are already capable of flying RNAV1. By adding airborne
performance monitoring and alerting functionality to RNAV
Current situation 1, Basic RNP-1 capability will be achieved. Ultimately,
In 1998, B-RNAV became mandatory as the primary means of A-RNP1 with RF leg capability within the TMA, Fixed Radius
navigation in all ECAC en-route airspace from FL95 and Transition in the en-route segment and Required Time of
above; VOR/DME remained available for reversionary Arrival (RTA) functionality is needed to cater for 4D Business
navigation and for use on some Domestic ATS routes in the Trajectories.
lower airspace.
SESAR concept: Business Trajectory
Future vision Roadmap

The development of the en-route segment in the FIR AMS The figure below represents the proposed schedule for
above FL245 should be in line with European developments. mandates for navigation specifications pertaining to the
[Ref.22, ICAO EUR PBN TF] states that due to the large en-route phase.
diversity of the EUR region it is expected that a single RNAV
or RNP navigation specification will not be applicable Referring to the roadmap below:
throughout the region. Therefore different implementa- 1 RNAV5 will be gradually phased out since it will be
tions of RNAV and RNP navigation applications and followed-up by RNAV 1
associated specifications may be applied by different
homogeneous ATM areas. 2 In 2015 RNAV 1 is expected to become mandatory for all
Below FL245, the NL TF PBN anticipates that RNAV5 (current IFR flights in the FIR AMS. This applies to IFR flights at
B-RNAV) is gradually being replaced by RNAV 1 due to and above FL95 since this is already regulated at European
developments in the TMA and the fact that the many aircraft level (B-RNAV) and to exempt recreational GA IFR flights.
The requirement for the en-route is based on the PBN
specification for the terminal area to allow a seamless
transition. Refer to Section 5.2 where from 2012 onwards,
RNAV 1 is mandated in all TMAs for all IFR flights with a
temporary exemption for propeller aircraft.
Mandates for NAV specification
1 RNAV 5
EN ROUTE
2 RNAV 1
3 A/B-RNP 1
2010 2015 2020

3 In 2018 B-RNP1 or A-RNP1 (pending the definition of the At least 5% is unknown, but estimated to be capable. For 7%
navigation specification) is expected to become manda- the capability is unknown. This suggests that the current
tory for all IFR flights. This applies to IFR flights at and aircraft fleet operating at Schiphol that is capable of
above FL95 to exempt recreational GA IFR flights. performing RNAV 1 nears 90%. In order to minimise
operations with aircraft that have mixed navigational
Notes: capabilities, ATC requires a specific minimum aircraft
- The above timeline sets targets for the regulatory framework to facilitate equipage level.
the foreseen changes to the ATM system. Dates for the actual
implementation of e.g. parallel en-route airways remain yet to be
With respect to GA terminal operations, a distinction is
determined.
made between:
- State Aircraft are exempt from any mandates and/or requirements - GA VFR: Visual navigation using a VFR flight chart. The
proposed in this Roadmap. However, the military strives towards introduction of PBN does not change this since
implementing navigation equipment in line with the Roadmap where it
the PBN Roadmap only addresses IFR operations.
benefits the militaries albeit with some years delay.
Occasionally an ADF is used for orientation
purposes but in most cases a (hand-held)
non-TSO compliant GPS unit is used. Due to the
5.2 Terminal Area gradual phasing-out of NDBs the ADF will
become obsolete.
Current situation
From 26 October 2006, P-RNAV approval requirements - GA IFR: The majority of aircraft will fly an (ATS) route
during night-time became effective in the Schiphol TMA. from one navaid to another and aircraft may not
Currently, during night-time (23.00–06.30 LT) P-RNAV (cf. be RNAV capable.
RNAV 1 in PBN terminology) transitions are compulsory for
all jet aircraft. - Business aviation: Business aviation generally operate IFR
The P-RNAV transitions contain a short CDA segment which flights and are equipped FMS LNAV/VNAV
reduces noise footprint and reduces fuel consumption for functionality and are able to comply with PBN
airlines. standards.
The above illustrates that the avionics suite of GA airspace
During daytime operations RNAV 1 is not mandatory users varies and this has to be taken into account when
although according to [Ref. 15, ADSE Survey of EHAM setting dates for mandates and decommissioning navaids.
operators] approximately 81% of traffic to/from Schiphol
holds an operational approval for P-RNAV operations in the Future vision
TMA. At least 7% is not capable and includes 6% turboprops. Due to the high level of P-RNAV (RNAV1) capability, the
mandatory use of RNAV 1 in most TMAs (at least in the
Schiphol TMA) will be the first step towards more accurate,
reliable navigation and more flexibility in route design.
Case: P-RNAV transitions in TMA
• Case: P-RNAV transitions in TMA

Schiphol TMA during 2300-0630 LT
• Noise reduction
• Less fuel burn
• Predictable traffic flows

Case: fixed radius turn during SID SPL RWY 24
• Experimental Phase
• Reduction of noise
• Predictable traffic flows
• Less track dispersion
Regarding approach operations during daytime, no routes Schiphol TMA will be extended on an experimental basis2
are defined as radar vectoring is applied when arriving at the from 23.00-06.30 to 22.00-06.30 LT. RNAV 1 transitions
Schiphol IAFs. facilitate CDA operations at Schiphol.
The use of Required Time of Arrival (RTA) is expected to be 2 In 2012 RNAV 1 is mandatory for all IFR traffic in all TMAs
introduced from 2015 onwards to facilitate 4D Business with a temporary exemption for propeller aircraft. RNAV 1
Trajectories foreseen in SESAR. facilitates the development of e.g. RNAV-based arrival and
In the longer term, A-RNP11 with RF leg capability is approach paths as well as RNAV SIDs.
expected to be required to perform independent parallel
CDA operations as well as closely spaced independent 3 In 2015 RNAV 1 is mandatory for all IFR traffic in all TMAs.
parallel SIDs.
4 In 2018 A-RNP13 is mandatory for all IFR traffic in all TMAs
With regard to GA IFR operations; it is anticipated that the and en-route. This also implies that mandatory carriage of
introduction of PBN will gradually replace conventional GNSS is needed.
routes by RNAV routes. Potentially this may lead to more The navigation specification for A-RNP1 is not yet drafted by
efficient routing which in turn may lead to cost reductions. ICAO. Alternatively, instead of A-RNP1, the use of RNAV 1
At an international level, new requirements based on GNSS with RF-legs may also be able to cover most operational
and/or DME/DME may become available for GA IFR users. needs. This alternative will be pursued by the Netherlands
This will most likely require investments by the GA IFR for noise abatement purposes.
community. Furthermore, as long as IFR training require- From 2020 onwards A-RNP1 with RTA will facilitate 4D
ments include navigation using conventional navaids a Business Trajectories. Besides navigation, also Arrival
number of navaids will be maintained at selected airports. Management and planning tools for ATC will be required to
efficiently utilise fixed routes.
Roadmap
The figure below represents the proposed schedule for Notes:
mandates for navigation specifications pertaining to the - The above timeline sets targets for the regulatory framework to facilitate the
foreseen changes to the ATM system. Dates for the actual implementation of
terminal area. e.g. fixed inbound routes remain yet to be determined.
Referring to the roadmap above: - State Aircraft are exempt from any mandates and/or requirements proposed
in this Roadmap. However, the military strives towards implementing
1 RNAV 1 is currently mandatory during night-time navigation equipment in line with the Roadmap where it benefits the
operations at Schiphol. In 2010 the mandatory period for militaries albeit with some years delay.
RNAV 1 (current P-RNAV) for approach operations in the
2
Following Advice of Table of Alders for medium term development of
Schiphol (Oct 2008).
1 3 Although no navigation specification is yet available, it is anticipated that the
The ICAO PBN manual currently does not contain navigation
specification for A-RNP1. A-RNP1 specification includes RF-leg capability.

5.3 Approach and Landing
Current situation With respect to GA approach and landing operations, a
The survey [Ref. 15, ADSE Survey of EHAM operators] showed distinction is made between:
that 46% of traffic to/from Schiphol holds an operational - GA VFR: the PBN roadmap addresses IFR operations and
approval for RNAV (GNSS) approaches. This is equivalent to therefore does not impact GA VFR operations.
RNP APCH4. Currently only RNAV transitions are published
for Schiphol and Maastricht-Aachen Airport. - GA IFR: A mix of capabilities exists. The majority will be
able to conduct either VOR/DME/NDB
These figures are expected to rise to 53% in 2010 due to fleet approaches, some will have ILS installed, some
replacements and aircraft that already having airworthiness will have a TSO-129 certified GPS receiver with
approval also receiving operational approval. waypoint functionality to conduct RNAV (GNSS)
Approximately 10% of traffic currently has airworthiness NPA approaches and a large amount will have a
approval but no operational approval. Approximately 26% non-TSO compliant (hand-held) GPS unit
of the traffic is presently not capable of RNAV (GNSS) installed which cannot be used for IFR
approaches. This percentage is decreasing and is expected to approaches.
fall to 23% in 2010. For 6% of the aircraft, their capabilities
are unknown but they are estimated to be capable. - Business
Nearly all the traffic approved of carrying out RNAV (GNSS) aviation: Business aviation generally operate IFR flights
approaches also has approval for APV Baro-VNAV. Only and are equipped with ILS, FMS LNAV/VNAV (APV
around 3% of the total traffic is approved for RNAV (GNSS) Baro-VNAV) and/or FMS LPV (APV SBAS)
approaches but not for Baro-VNAV. functionality to conduct approaches. Significant
This is to show that a gradual increase in RNP APCH investments are therefore not expected. It is
capability can be expected, although for a viable implemen- however possible that additional requirements
tation higher equipage levels are required. apply to training of flight crew and
documentation.
In total approximately 43 NPA procedures are published in
the AIP Netherlands. These conventional NPAs serve either
as a back-up procedure in case of an unserviceable ILS or as
a primary approach procedure for non-ILS equipped
runways.
Case: continuous descent approach (CDA)
• Implemented at Schiphol since 2006

during night-time operations
• Reduction of fuel burn,

emission and noise
• Predictable traffic flows and less R/T

for ATC / pilots
4
RNAV (GNSS) procedures require a TSO-C129 compliant GPS receiver
which has an alarm limit of 0.3 NM. This is in line with on-board
monitoring and alert (RNP) requirements although approach charts
continue to use RNAV (GNSS).

Case: Applications RNAV /RNP in approach phase
Future vision II/III operations. In cases where ILS can not be installed or is
In general, the safety of approaches to airports without ILS not available the use of GBAS may be considered. Initially
(or as back-up procedure for unserviceable ILS) is enhanced for CAT I operations and in a later stage for CAT II/III
by replacing conventional non-precision approaches (NPAs) operations. In the long-term, aviation will rely on GNSS
with APV procedures that offer vertical guidance according only. However, this requires a complete mitigation of GNSS
to [Ref. 16, Eurocontrol APV Baro Safety Assessment]. In line vulnerability issues. One can distinguish between GNSS as
with the ICAO resolution it is foreseen that for all relevant primary means of navigation and GNSS as sole means of
instrument runway ends APV Baro-VNAV and/or additionally navigation.
APV SBAS procedure are available by 2016.
Airport access, particularly during low visibility conditions, GNSS as primary (but not the only) means of
may be further increased by using technology such as navigation
enhanced ILS or MLS or GLS (GBAS). GNSS is currently used as a primary means of navigation.
Like any radio navigation system, GNSS signals are vulner-
ILS remains the prime source of guidance for precision able to (intentional) electromagnetic interference.
approaches and landings. FAA commissioned several studies including John Hopkins
Moreover, ILS is currently the only system available for CAT University and John A. Volpe National Transportation
Case: SBAS (EGNOS)
• Improved horizontal and vertical

accuracy
• Potential for near Cat I performance

and curved approaches
• Solution for airports with no, or

limited, navaid infrastructure
• Equipment:
- ground: none
- airborne: SBAS rx

Example: certified GPS receiver for GA IFR
• GPS 155XL TSO

• TSO C-129 certified
• NO SBAS
• Unit cost: ≈ €2500,-
• GNS 430W
• TSO C-146a certified
• NAV / COM
• SBAS
• Unit cost: ≈ €6000,-
Systems Center to assess the vulnerability of GPS. It was

concluded in 2001 that the vulnerability of GPS can be
mitigated by a number of measures. These include
operating procedures, pilot and ATC training, awareness of
GPS characteristics and the availability of additional
airborne equipment such as IRS and ABAS, augmentations
such as SBAS, the on-board monitoring and alerting
provided by RNP systems as well as a fall-back to a ground-
based navigation infrastructure such as DME/DME.
GNSS as sole (only) means of navigation:

The previously mentioned vulnerability currently may prevent
the sole use of GNSS for critical applications such as final
approach. With the advent of GALILEO, multi-constellation
GNSS will be available which may reduce the probability that
both systems fail due to (intentional) interference. Since
GALILEO signal characteristiscs are similar to GPS, the
vulnerabiltiy of each system continues to exist. As long as
GNSS vulnerability issues have not been mitigated satisfac-
tory, sole means GNSS navigation is not feasible.
The approach phase and landing aids are separately detailed
below.

Roadmap for the approach phase
The approach phase of flight covers the route from the
Initial Approach Fix (IAF) to the FAP/FAF or runway
threshold depending on the approach type. Landing aids for
Cat I/II/III operations (i.e. ILS, MLS, and GLS) are described
following the approach phase.
NAV procedures
1 NPA conv.
APPROACH
2 RNAV NPA
3 APV Baro-VNAV
4 APV SBAS

APPROACH
1 RNP APCH
2 A-RNP 1
2010 2015 2020
The figure above represents the timeline for proposed 4 From 2010 onwards, the EGNOS infrastructure is expected
navigation procedures and the mandates for navigation to be fully available6 to support SBAS operations, however
specifications. to benefit from EGNOS a dedicated SBAS receiver is
Referring to the two roadmaps below: required. Actual timescale for SBAS introduction depend
1 Gradual phase-out during 2010-2016 of conventional on cost-benefit analysis for airlines and GA IFR user
NPAs such as VOR and NDB without vertical guidance. To community. These results are currently not known.
be replaced by APV Baro-VNAV (and/or additionally APV However, to cater for aircraft (airlines as well as GA IFR)
SBAS) to include vertical guidance. which are equipped with SBAS avionics, APV I procedures
on SBAS (EGNOS) are published from 2012 onwards for
2 RNAV NPA will be maintained as a fall-back for LNAV/VNAV, dedicated instrument runway ends (to be determined) at
for example in case of VNAV failure or cold temperature. Schiphol and other airports. The Cat I functionality which
is to be provided by EGNOS APV II (200 ft DH) is still under
3 From 2010 to 2016 publication5 of APV Baro-VNAV development and may prove to be advantageous for
procedures for relevant instrument runway ends at specific airports (to be determined).
Schiphol and other airports.
Airlines will require an approval for RNP APCH operations
to conduct APV Baro-VNAV and/or APV SBAS approaches,
hence a mandate for RNP APCH is foreseen for 2016 (see
roadmap “Mandates for NAV specification”).
Notes:
- The operational consequences due to the availability of both conventional NPA
(NDB or VOR) and APV Baro-VNAV are currently assessed by LVNL. Results are
expected early 2010.
5 Publications should be in-line with ICAO APV resolution; 30% by 2010, 6 Pending certification against SES criteria of the EGNOS Service Provider.
70% by 2014 and 100% by 2016. Note: the percentages apply to the The Declaration of Verification of EGNOS is expected in June 2010.
Kingdom of the Netherlands.

Roadmap for the landing phase
Regarding landing aids, the following timeline is foreseen:
Referring to the roadmap below:
Timeline for landing aids
1 ILS
LANDING
2 GBAS Cat I
3 GBAS Cat II - III
2010 2015 2020
1 ILS will remain the primary precision (Cat I-III) landing aid. Notes:
-The application of MLS is not foreseen in the Netherlands because ILS
2 GLS Cat I applications are expected to be gradually is expected to be replaced by GLS in the long-term.
introduced onwards from 2015. If e.g. curved final
approaches during LVP (Low Visibility Procedures) are
required then GBAS could be considered, but this currently
requires RNP AR APCH approval. GBAS Cat I installations
are commercially available and have been installed at some
airports (e.g. Bremen and Toulouse airport) and are 5.4 Ground
awaiting operational approval for airlines.
Current situation
3 The application of GLS as Cat II/III landing system can During most low visibility conditions, the ATC ground
become relevant in case the ILS Cat II/III status of capacity is a bottleneck in the total airport capacity.
particular runways can no longer be upheld. It is the view Deploying Transponder Multilateration with ground
of the TF PBN that certified GLS Cat II/III installations and labeling has already proven to increase ground capacity at
operational experience is not available before 2020. GLS Schiphol under low visibility conditions.
Cat I/II/III will be considered when a multi-constellation During Low Visibility Conditions (LVC) Phase A the ground
(GPS & Galileo) is available to reduce the risk of failure of capacity increased from 70 to 80 movements per hour and
one of the two failing GNSS constellations. This is also during LVC Phase B from 70 to 74 [Ref. 17, LVNL Concept of
expected 2020+. Operations]
Case: GBAS
• Solution for airports with no,

or limited, navaid infrastructure

Due to characteristics of ILS, operational measures need to 5.5 Navaid Infrastructure
be taken to assure that the ILS localiser/glide slope signals
are not disturbed by aircraft and/or vehicles. This leads to Current situation
an increased separation on final which in turn reduces the The ground-based navaid infrastructure consists of NDB,
landing capacity. (D)VOR, DME and TACAN and serves the following
functions:
Future situation • Holding fixes
Improving the pilot’s and controller’s situational aware- • En-route ATS structure
ness of aircraft and/or vehicles on the ground can be • Conventional Non-Precision Approach (NPA) procedures
achieved by e.g. a multilateration system using SSR mode as primary IFR capability of non-ILS equipped airports
A/C/S transponder transmissions or ultimately ADS-B • Back-up procedure for unserviceable ILS
using GBAS as a positional sensor. On the other hand, • Definition of departure and arrival routes
given the significant requirements for both ground-based
as well as airborne-based equipment needed to conduct Future situation
ADS-B with GBAS sensory input, it is not expected to be In the table below a summary is given per phase of flight of
available at airports and aircraft before 2020. applicable criteria for decommissioning navaid beacons:
An intermediate step is to use GBAS positional input in EFB
(Electronic Flight Bag) functions to allow for extremely In general, each navaid beacon needs to be evaluated for
accurate navigation on taxiways as a means of guidance. its function in the approach/departure procedures and
This will depend on a Cost-Benefit Analysis of whether an alternative procedure is possible.
stakeholders. Following this evaluation, the above criteria determine
whether or not a navaid beacon can be decommissioned.
In the previous sections the PBN objectives were defined.

These objectives need to be supported by a corresponding
navaid infrastructure.
Conventional Procedures Replacement Procedures Withdraw of the Decommissioning of VOR

conventional procedures and NDB if:
possible if:
En-route Conventional ATS routes RNAV routes Now possible. Now possible
Terminal Standard Instrument Departures RNAV departures RNAV 1 mandatory RNAV 1 mandatory
(SID)
Approach Conventional Non-precision APV/Baro-VNAV approach RNP APCH mandatory RNP APCH mandatory
& landing approach procedures (NPA) procedures or A-RNP1 mandatory or A-RNP1 mandatory
or Fall back RNAV(GNSS) NPA (not before 2018-2020) (not before 2018-2020)

Roadmap
Regarding the availability of navaids, the following
timeline is foreseen:
Timeline for NAVAID availability
1 VOR
2 NDB
3 DME
4 DME +
5 TACAN
6 ILS
7 GBAS
2010 2015 2020
Referring to the roadmap above: 3+4 Relates to PBN objective: 2012 RNAV 1 mandatory (§5.2)
1+2 Relates to PBN Objective 2010-2016 replacement of
conventional NPA procedures by APV procedures (§5.3) GNSS and DME/DME are both candidate technologies
providing sufficient accuracy in order to meet the RNAV
Eurocontrol’s vision is that, in the existing B-RNAV 1 requirements.
environment in ECAC, the retention of conventional This requires sufficient DME/DME coverage. Based on an
routes/navigation aids is necessary to provide a assessment by LVNL it was concluded that the current
reversionary capability for those aircraft equipped with DME/DME infrastructure is insufficient to provide the
a single RNAV system. When all aircraft are equipped RNAV 1 down to 2000 ft over the entire EHAA FIR.
with dual RNAV systems and are operating in a P-RNAV, Currently, sufficient coverage is provided in the
or better, environment, it will be possible to withdraw Schiphol area but no RNAV 1 coverage is available in the
all of the conventional route structure. The PBN North-East/East part, and the South part of the
believes that the above statement does not warrant Netherlands. To provide full-redundant coverage in the
maintaining a navaid (VOR/NDB) beacon which only Netherlands, an extension of the DME/DME infrastruc-
serves en-route procedures. Therefore, such beacons ture (as indicated by “DME+” in the roadmap above)
can be phased-out now. with approximately 11 DMEs is foreseen. Ultimately, the
A navaid (VOR/NDB) beacon which serves a conven- number of extra DMEs could be reduced to 3 provided
tional non-precision approach can be phased-out TACANs and/or DMEs in Belgium and Germany could be
provided that at least RNP APCH is mandatory. A-RNP1 used.
mandate for all IFR traffic in all TMAs is expected in
2017. Relates to PBN Objective: 2018 A-RNP1 mandatory (§5.2)
The primary positioning sensor for A-RNP1 operations is
A navaid (VOR/NDB) beacon which serves en-route GNSS. It is expected that in 2018 the GNSS infrastructure
procedures and also serves SID procedures can be will be based on the US GPS constellation. Galileo is not
phased-out provided that RNAV 1 is mandatory. An RNAV 1 foreseen to be available as a fall-back GNSS infrastruc-
mandate for all IFR traffic in all TMAs is expected in 2015. ture before 2018. Therefore, a full-redundant DME/DME
infrastructure needs to be available. When a multi-GNSS
Notes: constellation (e.g. GPS & Galileo) is fully operational
- Similar to civil aircraft, State Aircraft (i.e. NL military as well as NATO) and aircraft fleet readiness reaches a particular level
may only be able to conduct approaches using VOR/DME as a then sole GNSS operations without a corresponding
back-up procedure for ILS and may not be able to conduct APV
DME/DME infrastructure becomes possible. This is
Baro-VNAV procedures. This shall be taken into account when
setting decommissioning dates for VOR/NDB navaids.
however foreseen for the timeframe 2020+.
9 All mandates to be co-ordinated at European level and pending

European mandates.

5 There are no plans to decommission or replace the Notes:
existing TACANs in the near future, so specific dates are • Eurocontrol is in the process of preparing Guidance Material on
not available. Rationalisation of Navigation infrastructure. This document may assist
stakeholders in drafting their strategy. A first version of the guidance
material will be available in 2010 for consultation at NSG level.
6 Existing ILS installations are maintained up to 2020+
• Regarding the monitoring and status of GNSS coverage and DME/DME
7 Relates to PBN Objective: >2015 GBAS Cat I infrastructure the following requirements are contained in the ICAO PBN
Manual”:
applications (§5.3/5.4)
- GNSS coverage
For Schiphol only GBAS Cat III functionality is currently ANSPs should ensure that operators of GNSS-equipped aircraft and,
seen as the only potential candidate for a replacement where applicable, SBAS-equipped aircraft, have access to a means of
predicting the availability of fault detection using ABAS (e.g. RAIM). This
of the ILS7. However implementation is not expected
prediction service may be provided by the ANSP, airborne equipment
before 2020. Pending further investigation GBAS manufacturers or other entities [Ref. 18, ICAO PBN Manual, Part B,
positioning may provide benefits during LVP while Chapter 3, §3.2.1.7]. As a result of the last RNAV Approach Task Force
taxiing. For other airports, where e.g. an ILS is not meeting (RATF7), Eurocontrol is now planning to make available RAIM
installed, GBAS Cat I will be considered. and EGNOS predictions via both NOTAMs and a web-based interface.
GBAS Cat I applications requires ground-based - DME-DME coverage: for navigation relying on DME, NOTAMs should
equipment8 to be installed at an airport to cater for e.g. be checked to verify the health of critical DMEs if required by the design
of the routes. Pilots should assess their capability to navigate
local corrections the GPS positioning and final
(potentially to an alternate destination) in case of failure of critical DME
approach segment upload. while airborne [Ref. 18, ICAO PBN Manual, Part B, Chapter 3, §3.3.4.1]
A summary of the proposed PBN implementations steps is

given in the figure below:
Phase Period Proposed implementation objectives Navaid infrastructure

En-route Short term § gradual phase-out of RNAV5 § VOR/NDB beacons which are only used for
2010-2015 en-route can be phased-out as of today.
Medium term § 2015 RNAV 1 mandate9 (B-RNAV mandate applies above FL95)
2015-2020 § 2018 A-RNP1 mandate
Long term
2020+ None currently defined
Terminal Short term § 2010 RNAV 1 compulsory (2200-0630 LT) at Schiphol airport § A VOR/NDB beacon which serves an en-route
procedure and also serves a SID procedure can be
§ 2012 RNAV 1 mandate for IFR traffic in all TMAs with temporary phased-out provided that RNAV 1 is mandatory.
exemption propeller aircraft DME navaids maintained and extended where
necessary to serve as back-up infra.
Medium term § 2015 RNAV 1 mandate all IFR traffic in all TMAs (no exemptions
propeller aircraft)
§ 2018 A-RNP1 mandate
Long term None currently defined
Approach & Short term § gradual replacement of conventional NPA procedures based on § VOR/NDB beacon which serves a conventional
landing VOR/NDB/DME by APV Baro-VNAV procedures NPA can be phased-out provided that at least RNP
APCH is mandatory.
§ DME navaids maintained and extended where

necessary to serve as back-up infra
Medium term § 2016 RNP APCH mandate
§ 2018 A-RNP1 mandate
§ continued replacement of conventional NPA procedures based
on VOR/NDB/DME by APV Baro-VNAV procedures
Long term None currently defined
7
Only in case of a sudden fundamental ILS downgrading prior to GBAS Cat
III availability, MLS would be the only viable CAT II/III candidate. As long
as ILS capability is maintained at CAT II/III level, MLS is not seen as
required..
8 GBAS ground equipment includes: DGPS receiver and VHF datalink to
transmit e.g. final approach segment data to the aircraft.

6 PBN developments for Aruba
and the Netherlands Antilles

6.1 En-route will be applied. In the continental en-route areas of
operation, States/territories may choose to implement
Current RNAV-2 routes to enhance efficiency of airspace usage and
The existing RNAV/RNP routes are already expected to be support closer route spacing, noting that appropriate
consistent with the PBN standards. Drivers for change communication and surveillance coverage must be
include: provided. The RNAV-2 navigation specification can also be
• Standardisation (e.g. WGS84 compliance for Bonaire and used in certain airspace, where sufficient CNS capability is
application of PANS-OPS criteria instead of TERPS) provided and there are operational benefits.
• Improved airport access and increased reliability since the
conventional navaid infrastructure is subject to outages. Medium-term (2013-2016): RNP-2 for remote continental is
Through PBN, the lateral separation has been reduced from preferred and RNAV 1/RNP-2 for continental en-route.
90 NM to 50 NM in most oceanic airspace including the
West Atlantic Route System (WATRS).
WATRS: route redesign
• RNAV route structure (2006)
• Reduced separation 90 NM-50 NM
• RNP-10 criteria
• >40% increased airspace capacity
Future vision and roadmap

The en-route operations can be classified as:
• oceanic
• remote continental
• continental en-route
Short-term (2008-2012)1: oceanic and remote continental
routes are expected to be facilitated by RNAV-10 and RNP-4
navigation specification. For the continental routes it is
expected that RNAV-5 and RNAV-2 navigation specification
1 RNAV 10 / RNP 4
oceanic & remote
EN ROUTE
2 RNAV5/RNAV2
continental
3 RNAV 1/RNP 2
2010 2015 2020

1
The roadmap shown below is based on [Ref. 10, Draft version of the
Curaçao FIR PBN Implementation Plan]. In most cases, no specific
mandates have been mentioned in [Ref.10]. Therefore, for indication
purposes only, the timeframe is indicated in the roadmap figures in this
document during which a mandate may be issued.

6.2 Terminal Area 6.3 Approach & Landing
Current Current
Most SIDs and STARs are based on conventional navaids All islands support conventional VOR/DME/NDB approaches
although some RNAV SIDs are published (e.g. for Juliana TMA). and in one case (Saba) only published visual approach
procedures.
Future vision and roadmap For the airports of Curaçao and Bonaire the development of
1 RNAV 1
radar environment
TMA
2 B-RNP 1
non-radar environment
3 RNAV1/RNP1
2010 2015 2020
Short-term (2008-2012): regarding terminal operations, a APV procedures has started and are expected to be pub-
radar environment and non-radar environment need to be lished in 2010.
considered. In a radar environment the application of RNAV Aruba and St Maarten have started the development and
1 is supported through the use of GNSS or ground-based publication of APVs.
navaids such as DME/DME. Note that due to geographical RNAV (GNSS) SIDS are published for St Maarten and RNAV
constraints, the use of DME poses limitations in the (GNSS) approach procedures are published for St Maarten
Caribbean region. Mixed operations (RNAV 1 equipped and and Aruba.
non-RNAV 1 equipped) are permitted. RNAV (GNSS) arrival The availability of the ILS Cat I at Aruba and Curaçao airport
and departure procedures are expected to be published is operationally limited.
onwards from 2011.
In a non-radar environment, the use of Basic-RNP1 is

expected to be implemented and relies on GNSS as the main
sensor.
Medium-term (2013-2016): in TMAs with high traffic

complexity and movements the use of RNAV 1 or RNP-1 will
be mandatory. In TMAs with less air traffic complexity,
mixed operations (equipped and non-equipped) will be
allowed.

Future vision and roadmap
NAV procedures
1 NPA conv.
APPROACH
2 APV BARO-VNAV
3 APV SBAS

1 RNP APCH
APPROACH
2010 2015 2020
Short-term (2008-2012): at primarily the international

airports, the application of RNP APCH with Baro-VNAV
procedures is expected to be implemented in line with the
ICAO resolution of 30% of instrument runways by 2010 and
50% by 2012. Targets for SIDs/STARs based on RNAV 1 are set
to 50% of international airports by 2010 and 75% by 2012.
RNP AR APCH will be considered for airports where
operational benefits are obvious.
Medium-term (2013-2016): extended application of RNP

APCH with Baro-VNAV or APV at most airports. These
applications may also serve as a back-up for precision
approaches and provide vertical guidance at runway with
precision approach capability. Initial introduction of
landing systems based on augmented GNSS. Expansion of
RNP AR APCH where there are operational benefits.
6.4 Ground
No PBN developments are currently foreseen.
6.5 Navaid infrastructure

Gradual decommissioning of navaids is expected to take
place:
- Aruba : not foreseen
- Bonaire : phase-out of NDB
- Curaçao : not foreseen
- St Maarten : phase-out of VOR and NDB
- St Eustatius : phase-out of NDB
- Saba : not applicable (visual procedures)

References and Guidance Material
[1] IATA, General Guidelines for Obtaining Airworthiness [12] NATO, STANAG 5034 TACAN POLICY
and Operational Approvals for PBN Navigation [13] DGLM, Minutes of Meeting Expertgroup ATM
Specifications, Version 1.0, 8/8/08 “Benedenwinden”, 13-14 October 2009
[2] FAA, Roadmap for Performance Based Navigation, [14] Eurocontrol CMIC, “Policy Guidance For The Exemption
Evolution for Area Navigation (RNAV) and Required Of State Aircraft From Compliance With Specific
Performance (RNP) Capabilities 2006-2025 Aircraft Equipage Requirements”. 4 March 2003
[3] EASA, AMC 20-26, 23 December 2009 [15] ADSE, Survey of EHAM operators RNAV departure and
final approach capabilities, Volume 1: Overview, 3 Feb
[4] EASA, AMC 20-27, 23 December 2009 2009
[5] EASA, AMC 20-28 in NPA 2009-4, 19 March 2009 [16] Eurocontrol, APV BARO SAFETY ASSESSMENT, Edition
Number v1.0, Edition Date 22/09/2009, Status Draft,
[6] Eurocontrol, Navigation Application & Navaid General Public
Infrastructure Strategy for the ECAC Area up to 2020, 15
May 2008 [17] LVNL, Concept of Operation “Werken zonder
grondlabels”, 26-02-2009]
[7] SESAR Deliverable D3, Target ATM Concept
[18] ICAO Doc 9613, PBN Manual
[8] ICAO Doc 8168 PANS OPS (Procedures for Air
Navigation Services-Aircraft Operations) [19] ICAO Doc 9854, Global ATM Operational Concept
[9] Table of Alders, Advice Mid-Term Development [20] ICAO, Manual for Continuous Descent Operations,
Schiphol, 2008 April 2009
[10] Directorate of Civil Aviation Netherlands Antilles,
Curaçao FIR Performance Based Navigation [21] DGLM, Luchtvaartnota, 2009
Implementation Plan, Draft #1, St. Maarten, 13-10-2009
[22] ICAO, EUROPEAN PROGRAMME COORDINATING
[11] ICAO, CAR/SAM Roadmap for Performance Based GROUP (COG)
Navigation, Version 1.4, July 2008 PERFORMANCE BASED NAVIGATION IMPLEMENTATION
TASK FORCE (PBN TF), PBN TF/3 - WP/04, Paris, France,
06 October 2009

Annex I ICAO Resolution 36-23 on PBN
A36-23: Performance based navigation global goals Recognizing that the Global Air Navigation Plan has identified
Global Plan Initiatives (GPIs) to concentrate on the
Whereas a primary objective of ICAO is that of ensuring the incorporation of advanced aircraft navigation capabilities
safe and efficient performance of the global Air Navigation into the air navigation system infrastructure, the optimiza-
System; tion of the terminal control area through improved design
and management techniques, the optimization of the
Whereas the improvement of the performance of the Air terminal control area through implementation of RNP and
Navigation System on a harmonized, RNAV SIDs and STARs and the optimization of terminal
worldwide basis requires the active collaboration of all control area to provide for more fuel efficient aircraft
stakeholders; operations through FMS-based arrival procedures; and
Whereas the Eleventh Air Navigation Conference recom- Recognizing that the continuing development of diverging
mended that ICAO, as a matter of navigation specifications would result in safety and
urgency, address and progress the issues associated with the efficiency impacts and penalties to States and industry;
introduction of area navigation (RNAV) and required
navigation performance (RNP); The Assembly:
Whereas the Eleventh Air Navigation Conference recom- 1. Urges all States to implement RNAV and RNP air traffic
mended that ICAO develop RNAV services (ATS) routes and approach procedures in
procedures supported by global navigation satellite system accordance with the ICAO PBN concept laid down in the
(GNSS) for fixed wing aircraft, providing high track and Performance Based Navigation Manual (Doc 9613);
velocity-keeping accuracy to maintain separation through
curves and enable flexible approach line-ups; 2. Resolves that:
a) States and planning and implementation regional
Whereas the Eleventh Air Navigation Conference recom- groups (PIRGs) complete a PBN
mended that ICAO develop RNAV implementation plan by 2009 to achieve:
procedures supported by GNSS for both fixed and rotary
wing aircraft, enabling lower operating minima in obstacle 1) implementation of RNAV and RNP operations
rich or otherwise constrained environments; (where required) for en route and terminal areas
according to established timelines and intermediate
Whereas Resolution A33-16 requested the Council to develop milestones; and
a programme to encourage States to implement approach 2) implementation of approach procedures with
procedures with vertical guidance (APV) utilizing such vertical guidance (APV) (Baro-VNAV and/or aug-
inputs as GNSS or distance measuring equipment (DME)/ mented GNSS) for all instrument runway ends, either
DME, in accordance with ICAO provisions; as the primary approach or as a back-up for precision
approaches by 2016 with intermediate milestones as
Recognizing that implementation of approach with vertical follows: 30 per cent by 2010, 70 per cent by 2014; and
guidance (APV) is still not
widespread; b) ICAO develop a coordinated action plan to assist States
in the implementation of PBN
Recognizing that the Global Aviation Safety Plan has and to ensure development and/or maintenance of
identified Global Safety Initiatives (GSIs) to concentrate on globally harmonized SARPs,
developing a safety strategy for the future that includes the Procedures for Air Navigation Services (PANS) and
effective use of technology to enhance safety, consistent guidance material including a global
adoption of industry best practices, alignment of global harmonized safety assessment methodology to keep
industry safety strategies and consistent regulatory pace with operational demands;
oversight;

3. Urges that States include in their PBN implementation
plan provisions for implementation of approach
procedures with vertical guidance (APV) to all runway
ends serving aircraft with a maximum certificated take-off
mass of 5700 kg or more, according to established
timelines and intermediate milestones.
4. Instructs the Council to provide a progress report on PBN

implementation to the next
ordinary session of the Assembly; and
5. Requests the Planning and Implementation Regional

Groups (PIRG) to include in their work programme the
review of status of implementation of PBN by States
according to the defined implementation plans and
report to ICAO any deficiencies that may occur.

INTENTIONALLY LEFT BLANK

Abbreviations
4D 4 dimensions KNVvL Koninklijke Nederlandse Vereniging voor Luchtvaart

(lateral, longitudinal vertical and time) LATAM Latin America
ADF Automatic Direction Finder LNAV Lateral Navigation
ADS-B Automated Dependent Surveillance-Broadcast LPV Lateral precision with Vertical guidance (APV SBAS I/II)
AIC Aeronautical Information Circular LVC Low Visibility Conditions
AIP Aeronautical Information Publication LVP Low Visibility Procedures
AMAN Arrival Manager LPV Lateral precision with vertical guidance (APV SBAS I/II)
ANSP Air Navigation Service Provider MLS Microwave Landing System
ANT (EUROCONTROL) Airspace Management and MTSAT MTSAT Satellite Augmentation System (Japan SBAS)
Navigation Team NAM North America
AOPA Aircraft Owners & Pilot Association NATO North Atlantic Treaty Organisation
APV Approach Procedure with Vertical Guidance Navaid(s) Navigation Aid(s)
A-RNP1 Advanced RNP1 NextGen Next Generation (USA ATM system)
ASM Airspace Management NDB Non-Directional Beacon
ATC Air Traffic Control NPA Non-Precision Approach
ATM Air Traffic Management OAT Operational Air Traffic
ATS Air Traffic Services OPD Optimised Profile Descent
B-RNAV Basic RNAV PA Precision Approach
B-RNP1 Basic RNP1 PANS-OPS (ICAO) Procedures for Air Navigation –
Baro-VNAV Barometric Vertical Navigation Aircraft Operations
CAR/SAM Caribbean / South America PBN Performance Based Navigation
CBA Cost Benefit Analysis PIRG Planning and Implementation Regional Groups
CDA Continuous Descent Approach P-RNAV Precision RNAV (= RNAV1)
CDO Continuous Descent Operations (=CDA) R&D Research and Development
CDFA Continuous Descent Final Approach RAIM Receiver Autonomous Integrity Monitoring
CFIT Controlled Flight Into Terrain RF Radius to Fix
CNS Communications, Navigation, RNAV Area Navigation
Surveillance RNP Required Navigation Performance
CTA Control Area RNP APCH RNP Approach
CTR Control Zone RNP AR APCH RNP Approach with Authorisation Required
DME Distance Measuring Equipment RTA Required Time of Arrival
EASA European Aviation Safety Agency SAAAR Special Aircraft and Aircrew Authorisation Required
EC European Commission SARPS (ICAO) Standards and Recommended Practices
ECAC European Civil Aviation Conference SBAS Satellite-based Augmentation System
EGNOS European Geostationary Navigation Overlay System SESAR Single European Sky ATM Research and
(this is the EU SBAS equivalent) Development Programme
EU European Union State aircraft Aircraft used in military, customs and police services.
EUROCONTROL European Organisation for the Safety of Aircraft on a military register, or identified as such
Air Navigation within a civil register, shall be considered to be used
FMS Flight Management System in military service and hence qualify as State Aircraft.
FPL Flight Plan Civil registered aircraft used in military, customs and
FRT Fixed Radius Transition police service shall qualify as State Aircraft.
GAGAN GPS and Geo Augmented Navigation (Indian SBAS) SID Standard Instrument Departure
GAT General Air Traffic SSR Secondary Surveillance Radar
GALILEO European satellite based radio navigation system STAR Standard Arrival Route
GBAS Ground-based Augmentation System TACAN TACtical Air Navigation
GLONASS Russian satellite based radio navigation system TERPS Terminal Instrument Procedure
GLS GNSSLanding System TMA Terminal Control Area
GNSS Global Navigation Satellite System. The GNSS is a TSO Technical Standard Order
generic term for satellite-based navigation, UAS Unmanned Aerial Systems
including GPS, SBAS, GBAS, GLONASS, and any VFR Visual Flight Rules
other satellite navigation system [FAA AC 20-138A]. VLA Very Light Aircraft
GPS Global Positioning System (GPS is a U.S. satellite VNAV Vertical Navigation
based radio navigation system) VOR Very High Frequency Omnidirectional Radio Range
IAF Initial Approach Fix WAAS Wide Area Augmentation System (US SBAS)
IATA International Air Transport Association WATRS West Atlantic Route System
ICAO International Civil Aviation Organisation
IFR Instrument Flight Rules
ILS Instrument Landing System
INS Inertial Navigation System
IRS Inertial Reference System

Colophon
Performance Based Navigation is a publication of Ministry of Transport,
Public Works and Watermanagement
Plesmanweg 1-6
Postbus 20906 | 2500 ex Den Haag
www.verkeerenwaterstaat.nl/english
Published by Ministerie van Verkeer en Waterstaat
Design Mijs Cartografie en Vormgeving, Rotterdam
Print vijfkeerblauw/Servicepunt VenW

Date May 2010

Performance Based Navigation is a publication of Ministry of
Transport, Public Works and Watermanagement
Plesmanweg 1-6
Postbus 20906 | 2500 ex Den Haag
www.verkeerenwaterstaat.nl/english
© May 2010

Performance Based Navigation (PBN) : ROADMAP For The Kingdom of The Netherlands 2010-2020

Uploaded by

Copyright:

Available Formats

Performance Based Navigation (PBN) : ROADMAP For The Kingdom of The Netherlands 2010-2020

Uploaded by

Document Information

Original Title

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Performance Based Navigation (PBN) : ROADMAP For The Kingdom of The Netherlands 2010-2020

Uploaded by

Copyright:

Available Formats

Ministry of Transport, Public Works

and Water Management

Performance Based Navigation (PBN)

Performance Based Navigation (PBN)

Ministry of Transport, Public Works and Water Management

Directorate of Civil Aviation

Department of Civil Aviation Aruba

Version 1.0, 29 May 2010

Dear Members of the Aviation Community,

2 | Performance Based Navigation

THE DIRECTOR GENERAL FOR CIVIL AVIATION AND MARITIME AFFAIRS,

Performance Based Navigation |3

4 | Performance Based Navigation

Performance Based Navigation |5

5 PBN developments for the Netherlands 24

6 PBN developments for Aruba and Netherlands Antilles 36

References and Guidance Material 41

Annex I ICAO Resolution 36-23 on PBN 42

6 | Performance Based Navigation

turn rely on developments in the air transportation sector.

No rights can be derived from this document.

Performance Based Navigation |7

8 | Performance Based Navigation

Developments that impact the Dutch ATM system include

Developments that impact the Caribbean ATM system include

Performance Based Navigation |9

From Compliance With Specific Aircraft Equipage Requirements”. 4

10 | Performance Based Navigation

12 | Performance Based Navigation

With regard to operations in the Netherlands, the SESAR

For the Kingdom of the Netherlands as a whole, it is evident

Aviation history has shown that the introduction of new

The [Ref. 19, ICAO Global ATM operational concept]

Performance Based Navigation | 13

14 | Performance Based Navigation

The illustrations depict the constraints associated with

The [Ref.18, ICAO PBN Concept] specifies that aircraft RNP/

Performance Based Navigation | 15

16 | Performance Based Navigation

Applying the above components in the context of the

Performance Based Navigation | 17

NAVIGATION FLIGHT PHASE

Table 3‑2 Details for each PBN navigation specification.

PBN On board RF path terminator Navigation EASA regulation/ Remarks

RNP 4 ✓ 4 NM No doc GNSS required

RNAV 5 5 NM AMC 20-4 B-RNAV

B-RNP 1 ✓ not defined No doc GNSS required

A-RNP 1 ✓ ICAO PBN not defined No doc ICAO PBN “to be

18 | Performance Based Navigation

Performance Based Navigation | 19

20 | Performance Based Navigation

Performance Based Navigation | 21

22 | Performance Based Navigation

Performance Based Navigation | 23

24 | Performance Based Navigation

SESAR concept: Business Trajectory

Future vision Roadmap

Mandates for NAV specification

2010 2015 2020