Performance Based Navigation

Ground Training Course

Welcome

2
Purpose of this Ground Training Course

To have a good understanding of the concepts and operational aspects of

Objective PBN

Conditions Based on generic information, not type or equipment specific

Reference In accordance with the contents of ICAO documentation relating to PBN

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 PBN Course Subjects

1 PBN Overview

2 PBN Concept

3 Area Navigation

4 Operational Approval

5 Flight Procedures

6 Radio Telephony Phraseology

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 PBN Overview
The Development of Performance Based Navigation

5
Background

AVIATION GROWTH
The continuing growth of aviation industries increase demands on
airspace capacity emphasizing the need for optimum utilization
of available airspace and Improved operational efficiency.

MODERN NAVIGATION SYSTEMS

With the accuracy of today modern aviation navigation systems and
the requirement for increased operational efficiency in terms of
direct routings and track-keeping accuracy, have resulted in the
concept of Performance Based Navigations (PBN).

The ICAO PBN represents a fundamental shift from sensor-based navigation to

Performance-based Navigation.

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PBN Implementation in Indonesia

In line with the ICAO Regional PBN Implementation Plan, Indonesia has developed the
PBN implementation plan consist of 3 phased approach; short-term (2009-2012), medium-
term (2013-2016) and long-term (beyond 2016).

The PBN based IAPs will be designed both for busy major airports as well as remote
airports/airfield where air navigation facility is not sufficiently provided (due to geographical
condition) and poor weather conditions are frequent.

The DGCA has already had plan to expand the area for entire Indonesian airspace.
Currently around 12 airports has been published PBN procedure and will continue to
increase to take full benefits of PBN.

PBN regulatory basis : CASR 91.147 Performance Based Navigation.

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Conventional Navigation vs Area Navigation

Conventional Navigation :
• Aircraft Position Determined by Radio Aids
• Airways connecting by ground based Nav Aids
• Concentration of aircraft over beacon/NavAid to NavAid
• Inefficient/Longer distance

Area Navigation :
• Aircraft Position determined from many Radios/Nav Aids
• Waypoints defined by Coordinate
• Direct routing possible/shorter distance
• More flexible routing and capacity

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Evolution of Navigation
Conventional Navigation

 Traditionally route were developed between the NAVAIDs.

 Routes are defined by the geographical positions of
Ground NAVAIDs or FIXES based on the intersection of radials
from two NAVAIDs or a distance and a bearing.
NavAids

 NAVAIDs used include NDB and VOR

 Not Optimum routing, aircraft are required to overfly these
NAVAIDs and FIXES

Limited Design Flexibility

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Evolution of Navigation
Conventional Navigation RNAV

• Waypoints are defined by coordinate

• Only aircraft equipped with an RNAV
system can navigate to these
Ground
NavAids Waypoint
waypoints
Coordinate
• RNAV system uses many NAVAID to
determine the aircraft’s position
using inputs from:
DME/DME or VOR/DME or GNSS or
IRS/INS

Limited Design Flexibility Increase Airspace Efficiency

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Evolution of Navigation
Conventional Navigation RNAV RNP

Narrow

Ground
NavAids Waypoint
Coordinate
Curve Path
to avoid Terrain

Limited Design Flexibility Increase Airspace Efficiency Optimize use of Airspace

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Benefit of PBN

SAFETY CAPACITY EFFICIENCY ACCESS ENVIRONMENT

Reduced Control Increase Parallel Enhanced Improved Airport Flying defined flight
Flight into Terrain Route to reduce reliability, and Airspace path means less
Delays and repeatability, access throttle activity
Lateral and Vertical
Congestion predictability
Track-keeping
Obstacle clearance Better avoidance of
more accurate & Increased air traffic
Accommodate and contraints noise-sensitive
reliable throughput
Traffic Growth optimise by PBN areas
smoother
traffic flow tracks

RNP approach Parallel Continuous RNP approach

RNP AR APCH
replaces circling ATS routes Climb/Descend allowing lower
with guided curved
approach between cities Operation Minima

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 PBN Concept
Understanding the PBN component in airspace context

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Three components of PBN

NAVAID Refers to available ground-based, space-based and onboard navigation aid

Infrastructure infrastructures which support or provide positioning capability.

Navigation
Specifications Details the Aircraft and Flight Crew requirements to support PBN operations.

Navigation The Application of a NAVAID Infrastructure and Navigation Specification to

Applications specific Routes or Instrument Flight procedures.

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Three components of PBN

GROUND-Based Navaids
NAVAID Radio Aids Navigation
Infrastructure
 VOR
 DME, (NDB not included – low accuracy)

SPACE-Based Navaids
Global Navigation Satellite System (GNSS)
Navigation
 GPS – USA GAGAN - INDIA
Specifications
 GLONASS – RUSSIA GALILEO - EUROPE

AIRCRAFT-Based Navaids
Onboard Navigation System
Navigation  INS/IRS
Applications  FMS
 GPS Receiver

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GROUND based NAVAIDs – VOR/DME

VOR/DME DME/DME
NAVAID Position Calculated by : Position Calculated by :
Infrastructure  Distance received from a DME  Distance Received from Two DMEs
 Bearing information from VOR  DME Location in NAV DATABASE
 VOR/DME location in NAV DATABASE
 Less Accuracy at long range

For DME/DME systems using DME facility effectively, geometry solutions require two
Navigation
Specifications DMEs to be ≥ 30˚ and ≤ 150˚

Navigation
Applications

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SPACE based NAVAIDs - GNSS

GNSS – Global Navigation Satellite System

NAVAID  24 Satellite constellations provide accurate position.
Infrastructure  4 satellites are required for position and navigation.
 On-board GNSS system has no built-in failure message
 GPS Satellite reception is LIMITED BY LINE OF SIGHT
 RNP is achieved through the use of RAIM
Navigation RAIM (Receiver Autonomous Integrity Monitoring)
Specifications
Onboard GNSS Receiver automatically monitor the Integrity of the Signals from
Satellites which compares a series of position estimations for internal consistency.

RECEIVER extra functionality

 Fault Detection (FD) - with 5 Satellites allow to detect the problem caused by one
Navigation satellite
Applications  Fault Detection and Exclusion (FDE) – require 6 Satellites allow to detect faulty
satellite and exclude from positional data.

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AIRCRAFT based NAVAIDs - On-Board MONITORING and ALERTING

INTEGRITY MONITORING
NAVAID Integrity defined as: A measure of the trust that can be placed in the correctness of the
Infrastructure information supplied by the total system. Integrity includes the ability of a system to
provide timely and valid warnings to the user (alerts).
N
Conventional instruments:
 Cross checks
Navigation
 Fail flags
W E
Specifications

GNSS has no inbuilt failure message

Navigation Augmentation provides the required integrity monitoring
Applications

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AIRCRAFT based NAVAIDs
AIRCRAF based NAVAIDs -- Flight
FMC Management System (FMS)

FLIGHT MANAGEMENT SYSTEM

NAVAID The FMS is an advanced aircraft navigation system. FMS
Infrastructure is capable of calculating an aircraft’s position by accepting
inputs from ground-based radio navaids, as well as
position data from space-based (GPS).

Navigation
Specifications

FMS SENSOR INPUT

• DME/DME
• VOR
Navigation • GPS
Applications • INS/IRS
• LOCALIZER

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AIRCRAFT based NAVAIDs - Flight Management System (FMS)

FMS POSITION
NAVAID During flight, the FMS uses its last know
Infrastructure position and on-board navigation
database to determine local NavAids that
will provide the next best position FIX.
The FMS then tunes the Nav Radios and
calculates a position for those selected
Navigation NavAids.
Specifications
At the same time the FMS receives a
position from the GPS.

The FMS uses a sophisticated linear quadratic estimation, commonly called a Kalman
Filter, to “blend” all “active” sensor data to determine the most likely FMS position.
Navigation
Applications Using a blended position allows the FMS to use multiple position sources and provides a
system checks and balances to validate and alert the flight crew if position error is
suspected.
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AIRCRAFT based NAVAIDs - Flight Management System (FMS)

CERTIFICATION ACCURACY LIMITS for FMS POSITION

NAVAID Sensor Accuracy Notes
Infrastructure GPS 100 meters 4 satellites required

DME / DME 0.3 nm Depending on station geometry

VOR / DME 1.0 nm Depending on distance from station

IRS (multiple) 2.0 nm/hour drift After full alignment or after last position updated
Navigation
Specifications

Navigation
Applications

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PBN Navigation Specifications

TWO TYPE NAVIGATION SPECIFICATIONS

NAVAID
Infrastructure
RNAV Specifications RNP Specifications
Does not include the requirement for Requirement for on-board performance
performance monitoring and alerting. monitoring and alerting capability.
Navigation Normally within RADAR environment Performance monitoring by PILOT
Specifications

ON-BOARD MONITORING & ALERTING

RNAV RNP
Capable Capable
Equipment Aircraft
Navigation
Applications
This system will ALERTS pilot if navigation performance requirements are NOT being met.
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PBN Navigation Specifications

ICAO NAVIGATION SPECIFICATIONS

NAVAID
Infrastructure

RNAV X RNP X

Navigation
Specifications
DESIGNATOR NUMBER
 Each Navigation Specification has a designator NUMBER (. e.g. RNAV 2, RNP 1)
 Number in the designator represent the MINIMUM Lateral Navigations accuracy in
NAUTICAL MILES (NM).
Navigation  The required accuracy must be maintained for at least 95% of the flight time.
Applications

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PBN navigation specifications

ICAO NAVIGATION SPECIFICATIONS

NAVAID
Infrastructure

RNAV X RNP X

Navigation RNAV 10 RNAV 5 RNP 4 RNP 1 RNP

Specifications RNAV 2 RNP 2 RNP 2 With
RNAV 1 ADVANCED additional
RNP requirements
Applications: Applications: Applications: RNP APCH • RF legs
Oceanic and Continental Oceanic and RNP AR APCH • Baro VNAV
Remote En-Route and Remote RNP 0.3 • LP/LPV
Application: • FRT
Navigation Continental Terminal
Applications Various phases Application:
of flight and 3D, 4D
approach

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Performance Requirements & Accuracy

REQUIRED ACCURACY/RNP BASED ON DESIGNATOR NUMBER

NAVAID RNAV 2 REQUIRED ON-BOARD MONITORING & ALERTING
Infrastructure

RNAV 1
RNP APCH
2 NM
Containment 2X RNP
1 NM 0.6 NM
Navigation Min Accuracy 95% 0.3 NM
Specifications

10
of the total flight time 0.3 NM
1 NM Maintain 99.999 % 0.6 NM

2 NM Approach
STAR
Navigation Setting an RNP value of 0.3 NM means the on-board
Applications Enroute performance monitoring will ALERT the pilot if it estimates
the error of the navigation system exceeds 0.3 NM.

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PBN ERROR

Path Definition Error (PDE) Defined Path

Total
NAVAID Flight Technical Error (FTE) System
Infrastructure Aircraft Estimate Position Error
Navigation Sensor Error (NSE)
Aircraft True Position

Desired Path – path over ground that the aircraft expected to fly
Defined Path – reference path computed by Flight Plan Management function in the RNAV system
Estimate Position – provide by NAV function of the RNAV system
Navigation
Specifications PDE – difference between desired and defined paths
– reflects error in navigation database, computational errors in the RNAV system
and display errors (usually very small)
NSE – difference between true and estimated position
– NSE is otherwise known as Position Estimation Error (PEE)

Navigation FTE – difference between estimated position and defined position

Applications – Relates to crew or autopilot’s ability to fly along defined path
– FTE is otherwise known as Path Steering Errors (PSE)
TSE approximately the difference between true position and desired path)
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Three components of PBN

NAVAID Navigation Navigation Navigation

Infrastructure Infrastructure Specifications Applications

THE APPLICATION OF NAVIGATION SPECIFICATIONS IN AIRSPACE

Navigation
Specifications
SID / STAR Application are based on RNAV or RNP Specifications

ROUTES Applications are based on RNAV or RNP Specifications

Navigation
Applications
APPROACH Application are based on RNP Specifications

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ICAO PBN Application in Phase Of Flight

NAVAID
Infrastructure

Navigation
Specifications

RNAV RNAV 5/2/1 RNAV 10 RNAV RNP APCH

1/2 RNP2 RNP4 1/2 RNP AR
RNP1 RNP2 RNP1 APCH
Navigation
Applications CONTINENTAL OCEANIC/REMOTE
SID STAR APPROACH

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Navigation Specification vs Navigation Infrastructure

GNSS IRU / INS DME / DME DME / DME / IRS VOR / DME
NAVAID
Infrastructure RNAV 10  
RNAV 5     
RNAV 1, RNAV 2   
Navigation RNP 4 
Specifications
RNP 1, RNP 2 
Advanced RNP 
RNP APCH 
Navigation RNP AR APCH 
Applications
RNP 0.3 

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PBN Concept – Review

What is the difference between RNAV and RNP specifications?

a) RNAV specifications require space based augmentation of GNSS for integrity monitoring
b) RNP specifications allow multiple navigation aids for position updating
c) RNP specifications have a requirement for on-board performance monitoring and alerting

In the PBN Specifications, the number included in the specification name refers to:
a) The required accuracy, in Km, of the navigation system
b) The separation required between aircraft operating on routes using this specification
c) The required accuracy, in Nm, of the navigation system

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PBN Concept – Review

Which of the following is NOT a basic function required in all PBN Navigation Specifications?
a) Lateral deviation indication displayed to the pilot
b) Facility to operate offset parallel tracks
c) Display of distance/bearing to active waypoint

Which Navigation aids may be used in Performance Based Navigation?

a) GNSS only
b) GNSS,VOR, DME and INS
c) GNSS, VOR, DME, INS and NDB

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PBN Concept – Review

Which of the following statements regarding the errors in the PBN model is true:
a) Navigation System Error is usually negligible
b) Flight Technical Error is usually negligible
c) Path Definition Error is usually negligible

A requirement of PBN is that the total system error

a) Is always less than 1 nm
b) Is always less than the required accuracy of the navigation specification
c) Is equal or less than the required accuracy of the navigation specification for at least 95% of
the time

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 Area Navigation
Operational Aspect and Navigation Procedures

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PBN Terminology

Correct terminology is important for clarity

 Area Navigation is the generic term used for area navigation and is never abbreviated.
 RNAV is used only in reference to RNAV specifications.
 RNP is used only in reference to RNP specifications.

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PBN Procedure

Procedure Coding
Individual legs defined by appropriate Heading, Waypoint, Waypoint Transition, Speed
Constraint, Altitude Constraint, Path terminator.

What Pilot Need to Know

 Required NavAids
 Waypoint names and sequence
 Fly-over / fly-by / fixed radius
 Turn direction
 Speed restrictions
 Altitude restrictions
 Leg distance and magnetic track for error checks
 Fixes at certain waypoints for gross error checks

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Procedure Descriptions

PT118 PT119
Waypoint sequence 5000 113 4000
169° ARZ 29.3NM °
236° ALM 27.4NM
FAF 293
°
Fly-over/fly-by/fixed radius PT121
4000 PT120
4500

°
203
Speed/Altitude Restrictions

Leg distance & magnetic track

Fix information MAPt

RW20

Turn direction

350°
PT125
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Procedure Waypoints
A waypoint is defined as a geographic coordinate, identified by:
 5 letter unique name code, e.g. GAPRI,
 3 letter ICAO code if located with a ground NavAid and named by the identifier for that station, e.g. IMU
 Approach waypoint only by an alphanumeric name code, e.g. RR403.

Two type of Waypoint

FLY BY
 Aircraft should begin a turn prior to reaching the waypoint
separating the two route segments.
 This is known as turn anticipation

FLY OVER  Aircraft must fly over the point prior to starting a turn.
 For En-route operations most waypoints are treated as 'fly-by'
although some navigation specifications may allow the option of
flying over the point.

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Waypoints Turn Functionality

RADIUS TO  RF leg is defined between 2 waypoints (start & end) and

FIX turn center.
 Only used for SID / STAR and Arrival Transitions to
Approached.

RF
ARC CENTER
 Encoded into the navigation database, allow the aircraft to
avoid terrain or conflicting airspace.
 Different Aircraft will flying the same constant radius turn.

FIX RADIUS
 The aircraft commences the turn at a defined point and
TRANSITION
then automatically adjusts the Bank Angle to maintain a
constant radius from a specified point.
 Used in the en-route phase of flight, will have a defined turn

FRT radius which may be fixed by waypoint, altitude or by

airspace.
 Usually use at higher altitudes.
ARC CENTER

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Area Navigation– Review

The Radius to Fix leg

a) Is useable in terminal airspace by all aircraft approved for PBN operations
b) Is useable in en-route airspace, by aircraft certified specifically to perform RF legs
c) Is useable in terminal airspace by aircraft certified specifically to perform RF legs

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 Approval
Certification and Operational Approval

40
General Operator Responsibilities

1. Confirming that the Aircrafts meets the PBN Specification Requirements

2. Develop the necessary Standard Operating Procedures (SOPs) for the use of the navigation
system.
3. Updating the Operations Manual (COM, OTM, MEL) to reflect the SOPs above
4. Conducting Flight Crew (Ground and Simulator) and Dispatcher Training (Ground)
5. Acquired and Develop Navigation Database (NDB) control system
6. Submitting the required Documentation to the Regulator for Operational Approval

To comply with PBN operations, Air Operator need to obtain Operational Approval

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Operational Approval

Operational Approval

Airworthiness Continued Airworthiness Flight Operations

Aircraft requirements: • Maintenance schedule • Operating procedures
• Function & Performance • Configuration management • Route Guide
• Equipment Installation • Maintenance procedures • MEL
• Design standards (AFM) • Parts • Training
• Navigation Database • Program
control • Syllabus
• Test equipment • Competency
• Training • Continued
• Syllabus competency/currency
• Competency

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Airworthiness

Compliance with airworthiness requirements must be determined.

 Approval is at the aircraft level.
 Includes equipment and the aircraft installation.

New production aircraft have airworthiness approvals identified in the AFM and / or OEM
Service Letter.
 Airworthiness approval is usually straightforward.
Legacy aircraft require more detailed analysis.
 Compliance with requirements may require detailed certification activity.
 Tier 3+ aircraft modification configuration can be a problem.
 Some approvals are addressed by OEM Service Bulletin.

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Continued Airworthiness

Each operator is responsible for ensuring that each aircraft is maintained

compliant with its type design.
Continued airworthiness elements that must be addressed:
 Maintenance schedule.
 Configuration management, particularly software & electrical load analysis.
 Maintenance procedures.
 Parts.
 Test Equipment.
 Training & competency.

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Flight Operations

Flight operations element must address:

 Operating procedures.
 Route Guide.
 Minimum Equipment List.
 Crew training.
 Training requirements.
 Includes the syllabus and delivery methods.
 Simulator exercises.
 Crew competency check.
 Continuation training and currency.

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Navigation Databases

Database Management
The PBN Manual requires operators to use current databases.
 Operators should have processes for managing navigation databases to ensure aircraft are always using
current data.

Database Integrity
The PBN Manual requires navigation data to be obtained from sources that meet the regulatory requirements.
 Operators should carry out validity checks on data and must report any defects found.

Database Validity Checks

Operators should carry out checks on databases for each cycle to meet quality assurance requirements.
 The extent and depth of checks made should reflect the criticality of the data.
 For most operators, sample comparison between the AIP charts and the FMC database are adequate.

Critical data e.g. RNP AR APCH should be checked against a standard before each cycle is released for
fleet use.
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Training and Currency
Requirements

47
Training and Currency Requirements

Ground Training
 Basic Concept of PBN, Charting, Flight planning , Flight Procedures and Contingency
Procedures

RNP 10, RNAV 5 AND RNP 4 Simulator Training

 There are no requirements for STD Training or Checking in relation to RNP 10, RNAV 5 and
RNP 4 operations, but these operations should be introduced into training scenarios (where
suitable).
 Recency for RNP 10, RNAV 5 and RNP 4 operations is satisfied by normal licensing recency
requirements

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Training and Currency Requirements

RNAV/RNP 1 or 2 Simulator Training

 Flight crews should be trained to proficiency in both PF and PM roles in flying RNAV/RNP
1/2 procedures using normal procedures.
 Initial training will include:
 At least three RNAV 1 / RNAV 2 procedures flown by each flight crew member to include
departures and arrivals;
 Failures such as map shift, sensor failure etc.
 Check will be completed consisting of arrival procedure with an abnormality.
 Recency is maintained by the inclusion in existing recurrent training program:
 PBN Departure and Arrival procedure with an abnormality

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Training and Currency Requirements

RNP APCH Simulator Training

 Flight crew should be trained to proficiency in both PF and PM roles in RNP APCH
Procedures using normal procedures. Should include the following topics:
 At least four RNP APCH procedures flown with at least one approach each as PF and
PM;
 LNAV and LNAV/VNAV
 Failures such as map shift, sensor failure etc.;
 A system failure leading to a go-around.
 Go-around from DH and/or an intermediate position.
 Check should be completed consisting of one approach with a system or sensor failure.
 Recency is maintained by the conduct of three approaches, one of which may be in the
aircraft.
 Recurrent SIM training should include two RNP APCH approaches, one with system
failure.

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Training and Currency Requirements

RNP AR APCH Simulator Training

 Flight crew should be trained to proficiency in both PF and PM roles in RNP AR APCH
Procedures using normal procedures. Should include the following topics:
 At least four RNP AR APCH procedures flown with at least one approach each as PF and
PM;
 LNAV/VNAV
 Failures such as map shift, sensor failure etc.;
 A system failure leading to a go-around.
 Go-around from DH and/or an intermediate position.
 Check should be completed consisting of one approach with a system or sensor failure.
 Recency is maintained by the conduct of three approaches, one of which may be in the aircraft.
 Recurrent SIM training should include two RNP AR APCH approaches, one with system
failure.
 Representative for the most demanding applicable procedures
 Specific Training for Category C Airport
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Certification Process
1 Pre-Application 2 Formal Application Letter Initial Meeting with Applicant
Pre-application meeting with DGCA Sub Directorate of Engineering-DAAO establish
may be needed. PBN certification team consist:
The operator: reviewing the 1. Team Leader 3 Document Evaluations
requirements, A/C, Operating 2. Team Member: POI, PMI, Avionic Specialist,
procedure etc. and Performance & Flight Test Specialist Applicant Package:
Ref to Job Aids SI 8900-4.1  Aircraft Eligibility (AFM/AFMS/
SB/Modification Approval)
 Operating Procedure
5a Temporary Approval 4 Demonstration and inspection  Maintenance Practice/Nav database
procedure
TEMPORARY Letter of Authorization  Observe operator's training program (ground  MEL
RNAV/RNP and simulator), & Procedure  Training Program
 Conformity – A/C Equipment Capability  Performance Record
 Validation-Flight Plan
 etc.
Passed Refer to SI 8900-4.1 Job Aids For Detail
Validation
Validation Flight Report
document/items requirements

Failed 5b Permanent Approval

Evaluate Permanent Letter of Authorization

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PBN in Indonesia
Published PBN Procedures
PBN Road Map in Indonesia

Short Term Medium Term Long Term

Road Map
2010 - 2013 2013 - 2016 2016+
 RNAV5 on selected  Implements RNAV5
existing route(s). airspace by 2015.
En-Route  Feasibility Study of RNAV2  Implementation of RNAV 2
Implementation. on selected Route(s).
 RNAV 1 STAR/SID on  Expands RNAV1 STAR/SID  Completes the
selected international on international airports implementation for both
Terminal airport  Introduce RNAV1 on international and
domestic airport(s) domestic airport

 RNP APCH at selected  RNP APCH at all instrument  Expands RNP APCH
instrument runways runways. and or RNP AR
Approach  RNP AR at certain airport -  RNP AR operation  Expands GBAS
Feasibility study of GBAS  Trial for GBAS application as a backup
of the ILS.

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PBN Application in Indonesia
PBN SID / STAR PBN APPROACH
AIRPORT
SPECIFICATION INFRASTRUCTURE SPECIFICATION RUNWAY
CGK – WIII RNAV 1 RNP 1 Approval - -
RNP APCH RNAV (GNSS) Rwy 10/28
SUB – WARR RNAV 1 GNSS Required • GPS or RNP 0.30 required
• Baro VNAV not authorized below 15°C (59°F)
DPS – WARR RNAV 1 RNP 1 Approval RNP APCH RNAV (GNSS) Rwy 09/27
 Authorization Required
SID RNP 0.3  GNSS Required
 RNP 0.3
AMQ – WAPP RNP AR APCH RNAV (RNP) Rwy 04/22
 Authorization Required
STAR RNAV 1  Dual GNSS and IRU Required
 RF Required
BDO – WACC RNP 1 GNSS Required RNP AR APCH RNAV (RNP) Rwy 11/29
DJJ – WAJJ - - RNP APCH RNAV (GNSS) Rwy 30
GTO – WAMG - - RNP APCH RNAV (GNSS) Rwy 27

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PBN Application in Indonesia
PBN SID / STAR PBN APPROACH
AIRPORT
SPECIFICATION INFRASTRUCTURE SPECIFICATION RUNWAY
KOE – WATT - - RNP APCH RNAV (GNSS) Rwy 07/25
LOP – WADL - - RNP APCH RNAV (GNSS) Rwy 13/31
PKU – WIBB - - RNP APCH RNAV (GNSS) Rwy 36
 Authorization Required
 GNSS Required
SID RNAV RNP AR APCH RNAV (RNP) Rwy 18/36
 Departure Required RNP less
than 1.0
 DUAL GNSS AND IRU REQUIRED
MDC – WAMM  RF REQUIRED
 Authorization Required  Baro-VNAV not authorized below 15°C (59°F) or above 38°
STAR RNAV  Dual GNSS and IRU Required (100°F)
 RF Required  Missed approach transition to missed approach RNP for
lateral guidance must not be initiated prior to the along track
position of DA/H
PKY – WAGG - - ? (RNAV) VOR DME Rwy 13

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57
58
OLD Chart Latest Chart adopt new
ICAO Naming Convention

59
 Flight Procedures
Planning and Preflight  Operating in PBN airspace  SID / STAR  Approach
Planning and Pre-Flight

1 QUALIFICATION REQUIREMENT
 Crew and Dispatcher must be TRAINED,
QUALIFIED and CURRENT with the PBN procedure
to be flown.
2 ATC FLIGHT PLAN
 Block 10 – Equipment ’R’ for PBN approved
 Block 18 – Other Information PBN/.. Coded entry for
capability
Refer to PANS ATM indicating the coding to be used
in Block 18

When the crew(s) or Aircraft is not compliance, the ATC

Flight plan must be amended by Dispatcher

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Planning and Pre-Flight

3 MAINTENANCE LOG AND MEL

 Confirmed serviceability of required ONBOARD NAVIGATION EQUIPMENT for the
procedure to be flown.
 Check MEL for navigation equipment un-serviceability affecting PBN operations.
 In certain PBN operations, this may include the availability of an AUTOPILOT and/or
FLIGHT DIRECTOR to maintain track keeping accuracy.
 For RNP AR APCH, the specification states that a single failure of a required element
should not result in a loss of guidance. This means there is a requirement for dual
systems such as GNSS receiver, FMS, Air Data and Autopilot to be carried

4 NOTAM
62
 Check any lack of availability of conventional NavAid that might effect PBN operation
and must be confirm for the period of intended use.

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Planning and Pre-Flight

5 RAIM PREDICTION
 For expected RNP AR APCH procedure, RAIM Prediction at the intended time of
approach shall be check, this is done trough RAIM Prediction tools service provider.
AirNAV RAIM Prediction Tools website: https://aimindonesia.dephub.go.id
WAPP - AMBON / Pattimura
RAIM outages (Baro aided) RAIM outages (non Baro
aided)
TSO C129 TSO C145/146 TSO C129 TSO C145/146
No outages No outages No outages No outages

 If predicated RAIM loss (outage) for more than 5 minutes for any part of the intended
flight the FPL should be amended (retiming)
 For RNP AR (Authorization Required) Approach, the specification states that a single failure of a
required element should not result in a loss of guidance. This means there is a requirement for dual 63
systems such as GNSS receiver, FMS, Air Data and Autopilot to be carried
REV 2 – FEB 2021
Planning and Pre-Flight

5 RAIM PREDICTION

A visual example of a 24 satellite

GPS constellation in motion with the
Earth rotating.
Notice how the number of satellites in
view from a given point on the Earth's
surface changes with time.

The point in this example is in Golden,

Colorado, USA (39.7469° N,
105.2108° W) 64

REV 2 – FEB 2021

Planning and Pre-Flight

1 FMC NAV DATABASE

PBN specifications require an on-board database of PBN procedure except for RNAV 10
and RNAV 5
 FMC NAV database must be current, check database validity date.
 Verify that aircraft’s initial position has been entered correctly.

2 SELECTING THE PROCEDURE

 Select by extracting the full procedure, by name, from the navigation database
The database coding contains information on the RNP value to use for alerting
purposes.

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Planning and Pre-Flight
SELECTING THE PROCEDURE
Extract the procedure in full by name from database

EADL DEPARTURES >

> MIDAL
>
>
>
>
>
>
>
>
>
>

MADDI
Confirm route with chart
DORTA AMELI

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Planning and Pre-Flight

3 FMC ROUTE CHECK

ACTIVE ROUTE and LEG should be checked by comparing with the CHARTS and MAP
DISPLAY
 Correct waypoint sequence
 Correct of track angles and distances
 Any altitude or speed constraint
 Correct waypoints identification, as fly-by or fly-over
 Correct RNP

A procedure shall not be used if doubt exists as to the validity of the procedure in the
navigation database.

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Planning and Pre-Flight

3 RNP VALUE
FMC Database provide the RNP Value for the current route segment or terminal area
procedure from the navigation database.
 Normally value comes from Procedure Database RNP / ANP
1.00 / 0.06 NM
 Verify/Enter correct RNP Value for Procedure Application

The FMC provide default RNP value according to the segment of navigation
Terminal En-Route
Oceanic Approach
(below 15,000’) (domestic)
1.0 NM 2.0 NM 12.0 NM 0.5NM or 0.3 NM

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Planning and Pre-Flight

4 FMC ROUTE MODIFICATION

Once a procedure has been extracted from the database, limited changes are permitted,
usually at the request of ATC only.
 Manually created waypoints NOT allowed

The creation of new waypoints by MANUAL INSERTION (defined by either Lat/Long

or Bearing/Distance) is NOT PERMITTED as it would invalidate the affected PBN
procedure

 Change from Fly-by to Fly-over or vice versa is NOT allowed

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Planning and Pre-Flight – Review

The navigation database:

a) Is a requirement for all PBN navigation specifications
b) Is valid for 28 days and must be confirmed valid prior to operating
c) Can be used without updating as long as NOTAMs are checked before flight

When completing a flight plan for a flight which is intended to include operations in PBN
airspace:
a) No special information needs to be included
b) Block 18 must contain all PBN capabilities of the aircraft, regardless of the intended operation
c) Block 18 contains information on the aircraft PBN capabilities relevant to the flight, and is
limited to 8 entries

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Planning and Pre-Flight – Review

When considering a notified RAIM outage that affects a planned flight, which of the
following is correct;
a) Any RAIM outage requires a re-planning of the flight
b) A RAIM outage is acceptable as long as contingency procedures are in place
c) A RAIM outage of more than 5 minutes will require a re-routing or re-timing of the flight

When planning for an RNP APCH arrival at destination, it is necessary to ensure;

a) The availability of multiple alternate airfields
b) Landing at the destination airfield can be assured using a conventional approach
c) sufficient means are available to permit landing at either the destination or alternate in the
event of a loss of the RNP capability

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Planning and Pre-Flight – Review

In order to operate on PBN routes and procedures

a) The aircraft must be certified to the required navigation specification
b) The pilot must be approved for PBN operations
c) Both a) and b) are required

When operating in PBN airspace, if a system failure results in a loss of PBN capability:
a) ATC must be notified using the phrase “Unable RNP due…”
b) It is permissible to continue without notifying ATC as they are responsible for navigation
c) The pilot must declare an emergency

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SID and STAR

1 TAKE OFF
Verify correct system operation, correct airport and runway data
 Updating of the actual departure point must be guaranteed either by manual or
automatic initialization on the runway, to avoid position shift after take-off (even with
GPS active)
 B737 CL and NG have automatic position update when TOGA is pressed, pay attention
to insert correct intersection “take-off shift” on CDU T/O page

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SID and STAR

2 FLIGHT PLAN MONITORING

 Flight progress should be monitored for navigational reasonableness, by crosschecks
with conventional navigation aids using the primary displays in conjunction with the
CDU.
 Let the system auto tune useful stations for crosscheck
 If RNAV Specifications is NOT based on GPS Requirement, transition to the RNAV
Procedure shall only be made from the point where the aircraft has entered DME/DME
coverage. This is valid when either the aircraft is not GPS equipped , or GPS position
information is U/S

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SID and STAR

3 ACTUAL NAVIGATION PERFORMANCE (ANP)

 When ANP exceeds RNP notify ATC, the airplane’s actual navigation position does not
meet the required accuracy and a crew alert is provided.
 ANP is the aircraft system’s calculated certainty of the aircraft’s position presented in
units of nautical miles.
 ANP = 1.00 nm, means a 95% chance that the FMS position is within 1.00 nm of the
actual position.

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SID and STAR

3 TRACK KEEPING MONITORING

 Use F/D and/or A/P, any available guidance system shall be used.
 When using A/P and/or F/D, Ensure in the CORRECT MODES.
 Track keeping monitoring of a RNAV procedure below MSA will also require attention in
degraded conditions such as engine failure, as both the vertical and the lateral obstacle
clearance become more critical.
 With contingencies such as engine failure the quality of the lateral navigation is best
obtained with use of A/P and correct rudder trim.

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SID and STAR

4 SYSTEM ACCURACY CHECK

For RNAV systems without GPS updating, position check is required during descent prior
reaching the Initial Approach Fix (IAF)

5 PROCEDURE MODIFICATION
 Procedure modifications in the SID/STAR may take the form of Radar Headings or
“Direct to” by ATC Request and the flight crew must react promptly.
 Modification of Altitude and Speed Restriction is NOT ALOWED unless approved by ATC.

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SID and STAR – Review

Why must a SID or STAR be selected by name from the database rather than created
manually by insertion of the waypoints?
a) The waypoints in the SID/STAR are not the same as those stored individually
b) The database coding of the procedure includes additional information such as the RNP value
for alerting
c) The aircraft will not correctly fly from one point to another if the waypoints are manually
inserted

What modifications are allowed to a SID or STAR once it has been selected from the
database?
a) Direct to.. Actions may be performed, at the request of ATC
b) A waypoint may be changed from flyby to flyover, at the pilots discretion
c) Manually created waypoints may be used to enhance the aircraft performance on the
selected SID or STAR
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Approach

1 RNP APCH
 Standard RNP Approach

2 RNP AR APCH
 Authorization Required
 Higher Accuracy requirements
 Tighter corridors, lower minima, RF Legs
 RF Legs required

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Approach

KEY DIFFERENCE RNP-APCH RNP-AR APCH

Equipment Requirements
• FMS Required YES YES
• GPS SINGLE DUAL
• IRU Required NO NO
• Coupled VNAV Required NO YES
Operational Requirements
• Approach Chart Identification RNP Rwy XX RNP (AR) Rwy XX
• Lateral Track Accuracy 0.3 0.3 - 0.1
• Curved Paths (RF) Prior to FAF YES
• Secondary Buffer for Obstacle Clearance YES NO
• Operational Approval Required NO YES
• Crew Training Requirement 1 TIME ANNUAL

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RNP APCH

1 Approach Monitoring – Lateral Lateral Deviation

 Cross-Track Error
 Normally limited to ½ RNP
 If greater than 1 x RNP (0.3nm), execute Missed Approach
 1 x RNP Indicated by Full Scale Deflection
Brief deviations up to 1 x RNP acceptable during/after turns
Vertical Deviation

Approach Monitoring – Vertical

 Vertical deviation scales vary, Need to verify how this deviation
is displayed
 Angular deviation (similar to ILS)
 Deviation should be limited to Half Scale Deflection Both Lateral
and Vertical

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RNP APCH

3 Baro VNAV Vertical Guidance

For Baro-VNAV Approaches:
 Deviation of up to +/- 22 m (75 ft) acceptable
 Baro-VNAV -> confirm correct Baro setting
 Discontinue approach for any of the following:
• Loss of Navigation
• Loss of Integrity Alerting capability (before FAF)
• Loss of Integrity
• Excessive FTE

Baro VNAV Temperature Correction

Boeing airplanes have uncompensated Baro-VNAV systems and are prohibited from using LNAV/VNAV minima on
approach charts when operating outside of published temperature restriction limits. However, if cold temperature
altitude corrections are applied as described in the Cold Temperature Operations Supplementary Procedures chapter
of the FCOM, descent to the corrected LNAV (MDA) minima is allowed. There is no procedure for hot temperature
corrections. (e.g. Boeing refer to FCOM SP Cold Temperature Altitude Corrections)

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RNP APCH

5 Approach Monitoring
 Barometric Information for Vertical Profile
Sensitive to Temperature Error
 Min Temp specified on Chart

 Below this Temp Baro-VNAV not authorized, Can still use LNAV only

 FMS with AUTOMATIC temperature correction: May continue to use procedure

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RNP AR APCH
RNP < 0.3 for Final Segment
 AR – Authorization Required
RNP < 1.0 for initial, intermediate and Missed
approach segments

 RF Legs
- AFM for aircraft certification
- Speed control essential

 Autopilot and Flight Director use Mandated

 Check of Altimeters between IAF and FAF

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RNP AR APCH

1 RNP AR Approach Monitoring - LATERAL

 Cross-Track Error
 Normally limited to ½ RNP
 If greater than 1 x RNP, execute Missed Approach
 1 x RNP Indicated by Full Scale Deflection
 Brief deviations up to 1 x RNP acceptable during/after turns

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RNP AR APCH

2 RNP AR Approach Monitoring - VERTICAL

 For Baro-VNAV Approaches:

 Deviation of up to +/- 22 m (75 ft) acceptable

 Vertical deviation scales vary:

 verify how this deviation is displayed

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CONTIGENCY Procedure

Contingency procedures are developed to address Cautions and Warnings for following conditions

3 ACTUAL NAVIGATION PERFORMANCE (ANP)

When ANP exceeds RNP notify ATC, the airplane’s actual navigation position does not
meet the required accuracy and a crew alert is provided.
 ANP is the aircraft system’s calculated certainty of the aircraft’s position presented in
units of nautical miles.
 ANP = 1.00 nm, means a 95% chance that the FMS position is within 1.00 nm of the
actual position.

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CONTIGENCY Procedure

3 ALERT MESSAGE
 If the following alert messages are displayed, check navigation accuracy with NavAid
raw data, or with the GPS Monitor page (if GPS installed):
• VERIFY POSITION
• IRS NAV ONLY
• GPS L (or R) INVALID
• UNABLE REQD NAV PERF-RNP
• VERIFY RNP
 If the accuracy check confirms that RNP is lost, or if all installed FMC’s failed: inform
ATC and revert to conventional navigation
 If the accuracy check confirms that only one FMC position is incorrect, resume
navigation with the other system.

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CONTIGENCY Procedure

3 PILOT RESPONSE TO ALERT

 Verify position using ATC radar or other available NavAids
 Notify ATC of any problem with the system that results in the loss of the RNP, together with
the proposed course of action.
 Use Appropriate RNAV Radio Telephony Phraseology.
 In the event of communication failure, the flight crew should continue with the RNAV
procedure in accordance with the published lost communication procedure.
 In the event of loss of RNAV capability, the flight crew should invoke contingency procedures
and navigate using an alternative means of navigation, which may include the use of an
inertial system and Request an amended clearance.
 Make an immediate missed approach if on an RNP approach.
 B737-CL and NG aircraft are capable of navigating on IRS navigation only; this is indicated
by a message “IRS NAV ONLY” on the MCDU; the (M)CDU Progress page will indicate the
degraded estimated navigation accuracy; navigation accuracy will then possibly degrade by
IRS
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PBN Approach– Review

Standard RNP Approaches require accuracy of at least

a) .1 NM Accuracy
b) .5 NM Accuracy
c) .3 NM Accuracy

Missed approaches based on PBN navigation specifications

a) May be used, provided the reason for the missed approach was not the loss of PBN
capability on the aircraft
b) May never be used
c) May be used following a go-around, regardless of the reason

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PBN Approach– Review

Verification of the approach procedure prior to operation

a) Is not required, if the procedure was extracted from a valid database
b) Should be performed by comparison with the appropriate chart
c) Can take the form of a basis 'reasonableness' check for gross erros

For RNP APCH approaches using Baro-VNAV, the temperature published on the chart
a) Is the recommended minimum temperature for operations and is advisory only
b) Is the minimum temperature at which use of the procedure is authorized
c) Represents the assumed temperature used in the design process

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PBN Approach– Review

Vertical deviation is displayed to the pilot using a deviation scale. These scales
a) Will be calibrated such that full scale deflection represents the maximum allowed deviation from
the vertical path
b) are for information only and do not require monitoring
c) Are not consistent between aircraft types. They correct interpretation of the scale must be
understood before operating a vertically guided appro

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Radio Telephony Phraseology
Standardized set of R/T phrases
Radiotelephony Phraseology - PILOT

If a procedure cannot be accepted by the pilot for reasons of

1
 Either the RNAV equipment status

 Or circumstances associated with its operational use

“UNABLE (designator) DEPARTURE/ARRIVAL DUE (reason)”

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Radiotelephony Phraseology - PILOT
If for any other reason the pilot is unable to comply with an
2
assigned Terminal Area Procedure, the pilot shall inform ATC
immediately by use of the phrase:

“UNABLE (designator) DEPARTURE (or Arrival) DUE (reason)”

Example:
If the RNAV SID or STAR is not in the FMC database, the phraseology would be:

SRIWIJAYA123, UNABLE GASPA ONE ALPHA DUE TO NOT AVAILABLE IN DATABASE

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Radiotelephony Phraseology - ATC

3 When the ATC FLIGHT PLAN indicates that the aircraft is not
RNAV for reasons of onboard equipment , ATC shall inform
the pilot by issue of following phrase:

“UNABLE TO ISSUE (designator) DEPARTURE (or Arrival) DUE RNAV TYPE”

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Radiotelephony Phraseology - ATC

If for any other reason ATC is unable to assign an arrival or departure

4
procedure requested by the pilot, ATC shall inform the pilot by use of
the phrase:

“UNABLE TO ISSUE (designator) DEPARTURE (or ARRIVAL) (reasons)”

5 ATC shall use following phrase:

ADVISE IF ABLE (designator) DEPARTURE (or ARRIVAL)

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Radiotelephony Phraseology - PILOT

6 Obtaining Priority from ATC when weather

deviation is required.

“WEATHER DEVIATION REQUIRED, REQUEST (Your Intention)”

Example:

SJY: UJUNG CTL SRIWIJAYA123, REQUEST

ATC: SRIWIJAYA 123 GO-AHEAD
SJY: WATHER DEVIATION REQURED, REQUEST 10 NM RIGHT OF TRACK

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Question?

99
Thank you

100