PBN Implementation in the UK Geoff Burtenshaw Technical Advisor, Navigation Systems Directorate of Airspace Policy UK Civil Aviation Authority 06 October 06 October PBN TF/3 1
Presentation Overview UK PBN implementation policy En-route airspace Terminal Airspace Instrument approaches Infrastructure Future technology initiatives Summary 06 October 06 October PBN TF/3 2
EUR PBN Strategy Implementation of any RNAV or RNP application shall be in compliance with ICAO PBN Manual (Doc 9613); Recognising that B-RNAV/P-RNAV can be regarded as equivalent to RNAV5/RNAV1, as defined in the ICAO PBN Manual, their use will be continued for en-route and terminal applications at least until 2015; The target date for the completion of implementation for the Approach procedures with vertical guidance (APV) (APV/Baro-VNAV and/or APV/SBAS) for all instrument runway ends is 2016; Replacement of RNAV 5/RNAV 1 (B-RNAV/P-RNAV) specification by RNP specifications (e.g. Basic RNP-1 and Advanced-RNP) for the use in the en-route and terminal airspace to commence by 2015. ICAO PBN Manual compliant terms, e.g. RNAV 1 and RNAV 5, shall be implemented for all new aeronautical information publications and as an update to existing publications until 2014. NOTE: Although APV/SBAS is currently not referenced in ICAO Doc 9613, in accordance with the General Assembly Resolution (A36-23) it is included in this Strategy as part of APV. 06 October 06 October PBN TF/3 3
UK PBN Implementation Policy UK CAA is fully supportive of the ICAO PBN concept State implementation plan under development UK is already a signatory to European Navigation Strategy which captures PBN concepts and specifications Also worth noting that the General Assembly Resolution A36-23 is not a mandate 06 October 06 October PBN TF/3 4
UK PBN Implementation Policy In the UK, provision of ATS is separate from policy and regulatory oversight NATS En-Route Ltd (NERL) has a licence to operate services in the en-route and London terminal control CAA can therefore influence PBN implementation for en-route and London terminal airspace through this mechanism Ownership of aerodromes is privatised from the State Therefore it is impracticable to assure implementation of APV at all aerodromes by 2016 Implementation of APV should be considered, not only on the grounds of safety, but also as part of wider business case i.e., operator equipage, access requirements CAA will continue to be proactive in support of APV 06 October 06 October PBN TF/3 5
En-Route Airspace Mandate in place for Basic RNAV (RNAV 5) on all ATS routes above FL95 since 1998 Proposed lowering of B-RNAV level to the base of all ATS routes Correction of an anomaly - inside terminal airspace will require B- RNAV above FL95 Legislation (UK Air Navigation Order) being amended to modify equipment carriage rules and better define what performance requirements apply to different airspace Will recognise carriage of GNSS and permit non-carriage of ADF Consultation with industry completed Publication in late 2010 06 October 06 October PBN TF/3 6
Terminal Airspace CAA recommends that future designs of SIDs and STARs and Runway Transitions should accommodate Precision RNAV (RNAV 1) and Continuous Descent Approaches (CDA) in accordance with the Government White Paper CAA policy contained in AICs 92/2003 and 125/2006 with AIP GEN Section to be updated Mix of conventional procedures and B-RNAV on STARs i.e., to facilitate connectivity with the en-route Trials of RNAV and latterly P-RNAV, on runway transitions, and SIDs No permanent procedures to date Holds still conventional 06 October 06 October PBN TF/3 7
Terminal Airspace Trials Airport Type Date Introduced Comments Luton SID 1992 and 2002 Revised Newcastle Gatwick Heathrow Gatwick Arrivals and Transition RNAV (GNSS) final approach (LNAV/VNAV) Arrivals and transition to ILS Transitions and RNAV (GNSS) final approach 1998 B737, B757 and A320 2000 US Airways A330 2004 P-RNAV compliant 2005 P-RNAV compliant Transitions 06 October 06 October PBN TF/3 8
Terminal Airspace Trials Airport Type Date Introduced Comments NEMA Transitions to ILS 2006 Shoreham, Exeter, Gloucester, Blackpool, Durham Tees Valley, Inverness RNAV (GNSS) approach 2006 NPA procedures only, targeted at General Aviation Gatwick SID 2007 P-RNAV compliant 06 October 06 October PBN TF/3 9
Terminal Airspace Trials Each trial in its own way has provided valuable data to help understand and resolve issues: Procedure design and charting, flyability Aircraft limitations ATC procedures Flight operations (the need for specific training) But trials can only go so far - an artificial environment Ultimately the ANSP has to launch an airspace change 06 October 06 October PBN TF/3 10
Terminal Airspace Original plans for large scale RNAV 1 implementation in London TCNorth for Strategic objectives were: Environmental CDA Capacity increase Numerous issues has led to a review of planning for the whole LTMA TCNorth now envisages RNAV 1 SIDs and transitions for Luton and Stansted plus new RNAV holds 06 October 06 October PBN TF/3 11
Lessons Learned When introduced as a specification in 2000, P-RNAV was not mandated for terminal airspace A voluntary adoption (remains the case today) Operators did not seek equipment changes and operational approval because P-RNAV procedures were not there ANSPs did not move forward with plans to implement P- RNAV because operators were not approved in sufficient numbers to justify change, and A mixed environment (conventional and P-RNAV procedures) in a congested airspace, was not considered viable Stalemate, until NATS proposed airspace changes to TCNorth 06 October 06 October PBN TF/3 12
Lessons Learned With the benefit of hindsight, TCNorth plans were over ambitious Consultation objections not anticipated Simulation revealed controller concerns Pilot concerns with SIDs terminating at a FL with stop at altitude (Standard Operating Procedure compatibility) Aircraft performance limitations Shear complexity of airspace a major stumbling block TCNorth not viable on the scale envisaged Insufficient airspace to account for vertical interaction of departing and arriving aircraft Location of holds too close-in Runway orientation at Stansted makes matters worse Transition altitude seen as too low 06 October 06 October PBN TF/3 13
Where RNAV 1 Works Medium density airspace Low complexity airspace i.e., optimum tracks SIDs (under certain conditions as a workload relief) Arrivals and runway transitions where track miles, capacity, throughput not impacted Remaining issues SIDs terminating in a flight level Step climbs and Mode S selected flight level 06 October 06 October PBN TF/3 14
Where RNAV 1 Doesn t Work Arrivals, runway transitions and SIDs where due to airspace complexity the track miles are increased In high throughput periods, where a controller using radar vectors is more efficient In less busy periods, where direct routings can be offered 06 October 06 October PBN TF/3 15
Future of RNAV 1 There remains a place for RNAV 1 within future implementation plans RNAV 1 alone will not deliver the solution to all of the UK s existing constraints on the use of airspace It has to be considered as one tool amongst a number of other factors affecting capacity, flight efficiency, safety and the environment Note: Systematic implementation of RNAV 1 environment in airspace as densely utilised or as complex as that in the south-east of England, not to be under-estimated 06 October 06 October PBN TF/3 16
ATM Model Capacity, Safety, Flight Efficiency, Environment Infrastructure Flight Crew Procedures ATC Procedures Aircraft Capability Airspace Tools e.g., AMAN Airspace Structure Navigation Specification e.g., RNAV 1 06 October 06 October PBN TF/3 17
APV in the UK APV Baro VNAV already implemented at LHR and LGW Text populated in AIP GEN 1.5, Paragraph 4 RNAV(GNSS) Instrument Approach Procedures APV SBAS not available until 2010 (awaiting certification and commissioning of EGNOS across ECAC 06 October 06 October PBN TF/3 18
RNAV Instrument Approaches Elsewhere in the UK APV Baro proposals for Manchester and Belfast RNAV (GNSS) NPAs at Shoreham, Lydd, Gloucester Exeter, Blackpool, Durham Tees Valley approvals all pending Possible interest in APV SBAS at Southampton, Shoreham and trial at Alderney (Channel Islands) 06 October 06 October PBN TF/3 19
RNAV Instrument Approaches Elsewhere in the UK UK will likely struggle to meet the ICAO General Assembly Resolution for APV at all (public transport) runway ends, by 2016 Criteria is available But no incentive for operators Therefore, no pressure on airport operators Consultation concerns IFP outsourcing and who pays? CAA and NATS launching an APV Implementation Initiative to better make the business case to the aerodrome operators 06 October 06 October PBN TF/3 20
RNP Authorisation Required (RNP AR) NATS researching application of AR in a concept of environmentally optimised arrivals and approaches in simultaneous operations on (parallel) runway scenario UK carriers seeking US Ops Spec approval for Public SAAAR in the U.S. 06 October 06 October PBN TF/3 21
Infrastructure With previously mentioned ANO changes, NERL plans to rationalise numbers of conventional navigation aids Withdraw en-route NDBs and reduce numbers of VOR Implications of navaid removal Dependent terminal airspace procedures Consultation Impact on low end users 06 October 06 October PBN TF/3 22
Future Technology Initiatives Possible use of RNAV 1 in the en-route with benefits through reduced route spacing APV SBAS Will provide access to GA and we could have the situation that smaller airfields are better served than regional aerodromes used by public air transport Could be a bow wave of applications in 2010 06 October 06 October PBN TF/3 23
Summary CAA commitment to PBN and development of a State Implementation Plan CAA will facilitate PBN implementation and provide policy and regulatory oversight RNAV 1 implementation likely to be piece-meal and only where absolutely necessary i.e., due to infrastructure changes UK experience so far is that RNAV 1 will not work (easily) in complex terminal airspace structures e.g., LTMA But valuable lessons learned on implementing RNAV in the UK NERL conducting another LTMA review 06 October 06 October PBN TF/3 24
Summary APV being promoted in-line with ICAO implementation goals Commitment and active involvement required from all stakeholders APV implementation will come eventually, but not in-line with the ICAO 2016 date Technology will likely be the catalyst for future change UK developments tied to SESAR and European ATM Master Plan Until then, unlikely to make any significant short term gains on capacity, efficiency and environmental benefits Costs and consultation still the issues CAA, NATS, DfT and MoD cooperating on a Future Airspace Strategy (FAS) with a roadmap to take UK towards SESAR 06 October 06 October PBN TF/3 25