UK Implementation of PBN Geoff Burtenshaw Directorate of Airspace Policy UK Civil Aviation Authority 1
UK airspace context Presentation Overview Future Airspace Strategy (FAS) (FAS) Industry Implementation Group Regulatory policies as enablers to FAS Policy for the application of Performance Based Navigation in UK/Irish airspace Status of UK PBN implementation En-route Terminal airspace Approach operations Navigation infrastructure PBN capability survey Summary 2
The Future Airspace Strategy (FAS) UK is fully supportive of the ICAO PBN concept As a National Supervisory Authority, the UK CAA is not producing a PBN Implementation Plan Implementation plans are the responsibility of the ANSPs/airports and not the State/regulator CAA in conjunction with major stakeholders (NATS, Military and Government Department) is putting in place a high level Future Airspace Strategy Reflects the requirements of the Air Navigation Service Providers (ANSPs) i.e., those responsible for the management of UK airspace 3
The FAS sets out the strategy for modernising the UK airspace system answering the question " "How can we make the most efficient use of airspace, to meet users requirements, within future constraints?" In scope for the FAS Areas not in scope but key to delivering overall improvements Maximising efficiency of the system within safety and environmental constraints Integration with SES II and SESAR Balancing demand for airspace capacity with supply - when and where it occurs Setting out the characteristics and benefits of the future airspace system Roadmap for implementation of changes. The efficiency of airports operations (scheduling, ground movements etc.) Government policy on airport development A detailed plan for implementation of the proposed changes Alignment of industry investment plans to implement changes Mechanisms to track the overall performance of the system as changes are implemented. 4
UK Airspace requirements for the future and the FAS Vision UK Airspace Requires Modernisation to: FAS Vision Deal with current hotspots of congestion Enable and facilitate continuous improvement in safety Implement SES proposals Take advantage of technological developments to improve efficiency Be responsive to Government policy and decision-making Ensure access to sufficient airspace for non CAT users Provide flexibility within the system to enable future development and advancements Safe, efficient airspace, that has the capacity to meet reasonable demand, balances the needs of all users and mitigates the impact of aviation on the environment 5
FAS Industry Implementation Group (FASIIG) Strategy drafted and consultation with industry concluded in February 2011 Final document to be published during the summer of 2011 Moving on to the next step FAS Industry Implementation Group (FASIIG) 6
The FASIIG Objective To work collaboratively across the aviation industry (NATS, CAA, Airports, Airlines, Military, GA) to develop and agree an implementation plan to deliver the CAA s Future Airspace Strategy for the 2015-2020 timescale. The FASIIG will work within a fixed two year timescale in order to deliver an implementation plan which delivers a set of tangible benefits within the 2015-2020 timescale or earlier where possible. 7
Methodology How are we operating in 2020? What has changed since 2011 to get here? Airport Infrastructure ANSP Airborne equipage/operational approvals Regulatory/Government policy What challenges, dependencies and constraints were overcome? What were the priorities? Interim steps What had we achieved by 2015? What did we achieve by December 2012? 8
Scope Develop an implementation plan aligned to near and longer term SESAR objectives Monitor & manage the action plan to ensure timely progress The FASIIG will provide the opportunity to develop cross industry positions for input to key government and regulatory policy making (for example Aviation Policy Framework) Identify key airspace, technical and policy constraints to realisation of the FAS 9
Regulatory Policies as Enablers to FAS A number of regulatory policy statements envisaged Policy for the Application of PBN in UK/Irish Airspace CAP 778, Policy and Guidance for the Design and Operation of Departure Procedures in UK Airspace Introduction of B-RNAV in UK en-route airspace below FL 95 Changes to the UK Ground Navigation Infrastructure P-RNAV Route Spacing RNAV Holding (in work) Proposed Change to UK and Irish Airspace Transition Altitude An adapted environmental consultation policy (CAP 725) (in work) Defining Routes Outside Controlled Airspace and Additional Protection at Aerodromes for Public Transport Flights (policy proposals) Instrument Approaches To Aerodromes Without An Instrument Runway and/or Approach Control (policy proposal) 11
Policy for the Application of PBN in UK/Irish Airspace The Future Airspace Strategy (FAS) sets out the roadmap for development of UK airspace UK and Irish have jointly developed a FAB aligned PBN Policy as an enabler to FAS Comprises 12 high-level policy statements Reflects the requirements of the Air Navigation Service Providers (ANSPs) i.e., those responsible for the management of UK airspace The PBN Policy sets out a specific framework with guidance and support to ANSPs and operators to help facilitate that development 12
Objectives of PBN Policy The PBN Policy takes due account of: The current status of development of RNAV and RNP airspace, routes and procedures within the UK The desire from operators to take greater advantage of on board aircraft capability The desire of ANSPs to have a clearer framework for PBN The UK model for service provision, separate from State control The future direction of the European ATM Master Plan and the introduction of a PBN Implementing Rule circa 2018-2020 Costs/business case involved in making any form of airspace change 13
Scope and Assumptions What s in scope What s out of scope Environmental considerations Precision Approach and Landing Systems Overlay procedures Assumptions Medium term availability of Advanced RNP navigation specification and its adoption within the PBN IR Early application of Advanced RNP in notified airspace 14
Policy Statements General Endorsement of the ICAO PBN Concept Application of PBN navigation specifications PBN mandates En-route Navigation specifications applied in the FAB Terminal Airspace Arrivals, Holding, Departures Instrument Approach Procedures Aerodromes encouraged to implement RNP APCH IAPs i.a.w. Resolution 37-11 Runway classification Navigation Infrastructure Route spacing 15
Implementation Considerations Enablers General enablers Political commitment necessary to realise FAS Specific enablers Human, procedural or institutional and system enablers System enablers Ground and airborne The interdependence of these enablers will necessitate synchronised implementation 16
Selecting the Appropriate PBN Application Nav Infrastructure ATC Procedures + Training Airspace Concept of Operation Target Capacity, Safety, Flight Efficiency, Environment Flight Ops Approvals Aircraft Certification ATM Tools Airspace Structure and Design PBN Navigation Specification 19 January 2011 CAA Board Meeting 17
Implementation Considerations Implementation Options Phased (leading to mixed operations) versus mandated airborne enabler The Inter-relationship between navigation applications and navigation infrastructure Aircraft considerations Regulatory oversight Safety assessment considerations State aircraft compliance Managing risk (safety and business) 18
Annex Material PBN benefits What it can offer From an airspace and airports perspective From an ATM service provider perspective PBN Specifications and their application in UK and Irish Airspace Description of the current PBN specifications and how they might be used Planned PBN specifications Advanced RNP functionality Aircraft certification guidance material references 19
UK PBN Policy Consultation The document can be found on the CAA s National Air Traffic Management Advisory Committee (NATMAC) home page at: www.caa.co.uk/natmac Consultation launched Friday 15 April 2011 14 weeks until 21 July 2011 Point of Contact: geoff.burtenshaw@caa.co.uk 20
Status of UK PBN Implementation En-route From 7 April 2011, B-RNAV (RNAV 5) became applicable on all UK ATS routes at all levels/altitudes in controlled airspace as promulgated in the UK AIP 3 temporary exemptions issued so far NATS planning use of P-RNAV (RNAV 1) on trunk routes Terminal Airspace Still no P-RNAV (RNAV 1) SIDs or STARs implemented although STARs are largely covered by the extension of the B-RNAV mandate Trials of P-RNAV SIDs at Gatwick ongoing and likely to result in permanent procedures 21
Status of UK PBN Implementation Terminal Airspace continued.. In October 2010, the London TC North project postponed due to downturn in traffic levels since the first consultation held in 2008 TCN proposals to be incorporated into a wider review of airspace over much of southern England Work is already under way in the London Airspace Management Programme (LAMP) see FASIIG initiative Changes in Manchester and Glasgow airspace also planned based on a common template 22
Status of UK PBN Implementation Approach Operations Within the UK a high reliance on ILS ICAO General Assembly Resolution A37-11 covering APV not realisable in timescales Gradual uptake of GPS NPA APV Baro-VNAV at London Heathrow, Gatwick (Manchester, Belfast, Cambridge, Manston) Interest in APV SBAS at Alderney, Southampton, HIAL and elsewhere CAA/NATS proactively supporting APV stressing the safety and business benefits Brochure published ( see opposite) 23
Status of UK PBN Implementation Approach Operations continued.. IFP Design outsourced from CAA since April 2010 and two organisations approved with two approvals pending Internal CAA processes being reviewed Communications being improved (web site) Navigation Infrastructure GNSS (GPS), with VOR/DME, DME/DME EGNOS available from March 2011 NATS plans for decommissioning of all 10 en-route NDBs Rationalisation of VORs in three phases extending out to 2017, with a reduction from 47 to 19 facilities 24
PBN Capability Survey Plans for London Airspace Management Plan (LAMP) for 2014, 2016 and 2018 being developed CAA/NATS recognise that aircraft fleet mix is key to any change Alignment of operator fleet investment plans with airspace development Current fleet capability data is therefore required in order to inform the airspace development process Ensure timely notification of technical requirements Ensure that the selected design standards can yield meaningful benefits i.e., cost benefits can be shown Use previous surveys to inform this assessment EUROCONTROL 2007 IATA 2008 EUROCONTROL/IATA 2010 Identify the knowledge gap for the UK fleet and how this might be addressed Will feed into FASIIG 25
Summary PBN is one of the key components of FAS From a navigation and infrastructure perspective that means embracing the concept of PBN and moving the UK controlled airspace environment towards RNP PBN will only deliver benefits in conjunction with other airspace changes Improvements in structure e.g., Transition Altitude and new departure and arrival tracks ATM tools e.g., arrival and departure managers Aircraft fleet capability and approval status is a key factor Having the necessary regulatory and implementation framework, policy and guidance is critical PBN Policy will be put to the test by LAMP for 2014, 2016 and 2018 26
Questions? 27