CHINA GO TEAM VISIT 2014 PBN Explained
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Transcript of CHINA GO TEAM VISIT 2014 PBN Explained
CHINA GO TEAM VISIT 2014
PBN Explained
Erwin Lassooij
ICAO PBN Programme Manager
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Need for PBNNeed for PBNNeed for PBNNeed for PBN
Extract from Report of the 44th DGCA Conference …
“During the 44th Conference of Directors General of Civil Aviation, Asia and Pacific Region in October 2007, IATA expressed that implementation of Performance Based Navigation provides significant safety, efficiency and environmental benefits to operators and service providers.”
PBNPBNConventionalConventional
Efficiency and Flexibility - Improve efficiency and flexibility by reducing reliability on the locations of ground-based navigation aids
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B
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PBN Routes
Shorter Routes ….More Routes Possible ...
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Benefits to ANSPsBenefits to ANSPs
PBN benefits to ANSPs are recognized and being utilized globally. According to the FAA, PBN provides the following benefits:
Increase predictability of operations
Reduce controller/aircraft communications
Reduce fuel burn with more continuous vertical descents
Reduce miles flown in Terminal Radar Approach Control airspace
Reduce interaction between dependent flows in multiplex airspace
“RNAV and RNP specifications facilitate more efficient design of airspace and procedures which collectively result in improved safety, access, capacity, predictability, operational efficiency, and environmental effects. Specifically, improved access and flexibility for point-to-point operations help enhance reliability and reduce delays by defining more precise terminal area procedures. They also provide fuel and emissions savings.”
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Commitment from Stakeholders– ICAO– IATA– CANSO– IFATCA– IFALPA– IBAC– ICCAIA– ACI– FHA– FSF
But we need also work together with military……….
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Although Civil and Military Operations are Different…..
Civil and Military Support Each Other!
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Need for Cooperation - Aviation Growth 1990 to 2010 to 2030
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From old to new
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History
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Growing demand for solutions to airspace congestionGrowing fuel efficiency requirementsGrowing Environmental requirements Growing demand for RNAV approaches (safety, accessibility)
Most can be met with current technology, but standardization and operational requirements have to be put into place
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Are we now going the right way?
RNP
B-RNAV
P-RNAV
US-RNAV
RNP10
RNP 4
PRESENT RNP/RNAV
Boeing
EuropeUS
Australia
Canada
South America
China
Japan
Airbus
FUTURE
Not safe, not efficient, costly, confusing
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ICAO recognizes the problems
• Need for focal point in ICAO to address problems experienced with RNP Concept (GNSSP/4 recommendation 1/1)
• ICAO approves establishment of Required Navigation Performance Special Operational Requirements Study Group (RNPSORSG) as coordinating group
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Adjustment to the RNP concept required
• Clear distinction between operations that require performance monitoring and alerting and operations that don’t require performance monitoring and alerting
• Harmonization of current RNAV and RNP operations
• Development of new navigation specifications to meet operational demand.
• Need for clear operational approval requirements
• Need for clear implementation guidance
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Agreeing PBN
• PBN specifies RNAV system performance i.e. accuracy, integrity,
continuity, availability + functionality; - written up in navigation
specifications
RNP X specifications RNAV X specifications
Require on-boardperformance monitoring+ alerting
Do not require on-boardperformance monitoring+ alerting
This is different than the RNP concept, which stressed navigation accuracy and ‘stopped’ at required performance. However, PBN is anchored in detailed navigation specifications, which contain performance and functionality requirements.
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Doc 9613 Part / Chapter
Navigation Specification
Flight phase
En-route En-route
Arrival
Approach DEP
oceanic/remote continental Initial Intermediate Final Missed1
B Ch.1 RNAV 10 10
B Ch.2 RNAV 52 5 5
B Ch.3 RNAV 2 2 2 2
B Ch.3 RNAV 1 1 1 1 1 1 1
C Ch.1 RNP 4 4
C Ch.2 RNP 2 2 2
C Ch.3 RNP 13 1 1 1 1 1
C Ch.4 Advanced RNP4 25 2 or 1 1 1 1 0.3 1 1
C Ch.5 RNP APCH6 1 1 0.37 1
C Ch.6 RNP AR APCH 1-0.1 1-0.1 0.3-0.1 1-0.1
C Ch.7 RNP 0.38 0.3 0.3 0.3 0.3 0.3 0.3
Navigation Specification by Phase of Flight Navigation Specification by Phase of Flight
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Components of PBN Concept
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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Components of PBN Concept
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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Components of PBN Concept- Navaid Infrastructure -
Ground-based Navigation Aids (Navaids)Ground-based Navigation Aids (Navaids) VOR; DME; VOR; DME; ((Not Not NDB)NDB)
Space-based NavaidsSpace-based Navaids GNSSGNSS
• ABAS and SBASABAS and SBAS
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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Components of PBN Concept
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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Components of PBN Concept- Navigation Specification -
PERFORMANCEPERFORMANCE
FunctionalitiesFunctionalities
Navigation SensorsNavigation Sensors
Air crewAir crew requirements requirements
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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PreviousRNPConcept
Document used by State as basis for developing Document used by State as basis for developing Certification & Operational ApprovalCertification & Operational Approval
International Navigation Specifications published International Navigation Specifications published in Volume II of PBN Manualin Volume II of PBN Manual
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Components of PBN Concept- Navigation Specification
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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RNAVRNAV RNPRNP
On-Board performance Monitoring and AlertingOn-Board performance Monitoring and Alerting
On-board performance monitoring and alerting allows the air crew to
detect that the RNP system is not achieving the navigation
performance required of the RNP system
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RNAV Application
RNAV 1RNAV 1
1 Nautical Mile 95% of flight time
1 Nautical Mile 95% of flight time
Track Centerline
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RNP Application RNP 1RNP 1
1 Nautical Mile 95% of flight time
1 Nautical Mile 95% of flight time
Track Centerline
Alert to Pilot
The Key Difference:On-Board Performance Monitoring and Alerting
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ICAONAVIGATION
SPECIFICATIONS
RNAV SPECIFICATIONSRNP SPECIFICATIONS
Navigation SpecificationNavigation Specification
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Components of PBN Concept
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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Components of PBN Concept- Navigation Application -
The APPLICATION (use of) the The APPLICATION (use of) the Navigation Navigation
SpecificationSpecification and and Navaid InfrastructureNavaid Infrastructure - - For example:For example: Routes Routes based on based on RNAVRNAV and and
RNP SpecificationsRNP Specifications (these rely on the (these rely on the Navaid Navaid
InfrastructureInfrastructure););
For example:For example: SIDs/STARs SIDs/STARs based on based on RNAV RNAV
and and RNP SpecificationsRNP Specifications;; For example:For example: Approach procedures Approach procedures based based
on on RNP SpecificationsRNP Specifications
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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Route Spacing – ICAO 4444
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5.4.1.2.1.5 RNAV operations where RNP is specified on parallel tracks or ATS routes.
Within designated airspace or on designated routes, where RNP is specified, lateral separation between RNAV-equipped aircraft may be obtained by requiring aircraft to be established on the center lines of parallel tracks or ATS routes spaced at a distance which ensures that the protected airspace of the tracks or ATS routes does not overlap.
Route Spacing
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Route Spacing
Com munication Surveillance
ATC Procedures and ToolsNavigation
Specification
Navigation Application
Performance Based Concept
NAVIGATION INTERVENTIONEXPOSURE TO RISK
Route Configuration
Traffic Density
}Operational Error
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Generic model used to determine separation and ATS Route spacing
Lateral Separation
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•PANS OPS Doc 8168, Vol II, Part III– RNP area semi-width is determined by the formula: 1.5(XTT) + BV– Where: BV = buffer value (see PANS-OPS Vol II)
•The calculation for a RNAV 2 enroute is shown below:XTT = 2.00 NM; BV= 2.00 NMarea semi-width = 1.5(2.00) + 2.00 = 5.00 NM
= 10 NM between route centerlines
Airway vs Air RouteAirway vs Air Route
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10km 10km 10km 10km 10km10km
Offset area
• Air Route – Air Route – – integration within existing air integration within existing air
route structureroute structure
• RNAV 2 - 9.3km offsetRNAV 2 - 9.3km offset– Doc8168- (1.5 x XTT2.0nm +buffer Doc8168- (1.5 x XTT2.0nm +buffer
2.0nm)2.0nm)
PBN Route Integration
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9.3km9.3km
10km 10km 10km10km
Offset area
PBN Route Integration
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• Air Route – Air Route – – integration within existing air
route structure
• RNAV 2 – RNAV 2 – 18.6km 18.6km between2routesbetween2routes– ((doc8168- (1.5 x XTT2.0
+buffer 2.00) x 2 = 10nm)
18.6 km
10km 10km 10km10km
Offset area
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Components of PBN Concept
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NAVIGATION NAVIGATION APPLICATIONAPPLICATION
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NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
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NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
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Context of PBN in Airspace implementation
NAVIGATION NAVIGATION APPLICATIONAPPLICATION
NAVAIDNAVAIDINFRASTRUCTUREINFRASTRUCTURE
NAVIGATION NAVIGATION SPECIFICATIONSPECIFICATION
COM NAV SUR ATM
PBNPBN
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PBN Implementation ProcessesPBN Implementation Processes
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Airspace Concept Activity OverviewAirspace Concept Activity OverviewAirspace Concept Activity OverviewAirspace Concept Activity Overview
– SafetySafety– CapacityCapacity– EfficiencyEfficiency– EnvironmentEnvironment– AccessibilityAccessibility
1 - Agree on Operational Requirements1 - Agree on Operational Requirements
Objectives Objectives Implementation Example Implementation Example
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Reduce Reduce Controlled Controlled Flight Into Flight Into Terrain via Terrain via lateral & lateral &
vertical course vertical course guidance to guidance to
runwayrunway
SafetySafety CapacityCapacity
Increase Increase number of air number of air
traffic routes to traffic routes to reduce reduce
congestion; congestion; accommodate accommodate
projected projected growth growth
EfficiencyEfficiency
Reduce delays Reduce delays that result that result
from excessive from excessive “levelling off” “levelling off” flight profilesflight profiles
by by implementing implementing
CCO/CDOCCO/CDO
EnvironmentEnvironment
Reduce noise Reduce noise over sensitive over sensitive
areaarea
AccessAccess
Improve Improve airport and airport and
airspace access airspace access in all weather in all weather
conditionsconditions
RNP approach RNP approach (LNAV/VNAV) (LNAV/VNAV)
to replace to replace circling circling
approachapproach
Parallel Parallel RNAV-2 ATS RNAV-2 ATS
routes routes between citiesbetween cities
RNAV-1 SID RNAV-1 SID that allows that allows continuous continuous
climb to climb to enrouteenroute
Use of RF in Use of RF in intermediate intermediate
or missed or missed approach approach segmentsegment
RNP approach RNP approach allowing allowing
lower minimalower minima
Who develops an Airspace Concept? • A team effort by representatives of various organizations and technical
specialties• Composition of the team depends on the scale and nature of the project
– A simple airspace concept (e.g. a SID, STAR and IAP) would have experts from• ANSP (including PANS OPS procedure designer)• Military• civil aviation regulator• airport operator • operators’ representative
– A more extensive Airspace Concept ( e.g. new runway, plan for terminal and enroute airspace) could also include
• safety management system experts • simulation studies experts• environmental personnel
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• Lead by ATM/airspace Lead by ATM/airspace specialistspecialist
• ATC (Approach and ATC (Approach and Area controllers)Area controllers)
• ATM & CNS specialistATM & CNS specialist• Procedure designersProcedure designers• Technical pilotsTechnical pilots• …………
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Create Airspace Design TeamCreate Airspace Design Team
Depending on airspace structure, military are consulted first
• Arrivals Arrivals • DeparturesDepartures• TransitTransit• VFRVFR• MilitaryMilitary
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AVOID trying to fit the routes AVOID trying to fit the routes into the existing airspace volumesinto the existing airspace volumes
CONCEPT VALIDATIONCONCEPT VALIDATION
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• Have the Safety and Performance Criteria been satisfied;• Have the required changes been made to the ATM system;• Have the required changes been made to the ground
navigation systems;• Have the both Civil and military pilots and controllers received
appropriate training. • Do the assumptions and conditions upon which the Airspace
Concept has been developed still pertain. If not, re-consult, including with military
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PBN Documentation Framework• PANS Ops Volume II (Doc 8168)• PBN Manual (Doc 9613) 4th Edition• RNP AR Procedure Design Manual
(Doc 9905)• PBN Ops Approval Manual (Doc
9997)*• Manual on PBN Use in Airspace
Design (Doc 9992)*• CDO Manual (Doc 9931)• CCO Manual (Doc 9993)*• GNSS Manual (Doc 9849)• Procedure QA Manual (Vol 1 to Vol 6) (Doc 9906) * New
4 th Edition
PBN Productsto assist with implementation
• PBN related Publications and Annexes– Bundled specifically for Stakeholders– Hard and soft copies
• eLibrary Solutions
• PBN ikit
• CBT Training (iLearn)
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Available through ICAO e-store: www.store1.icao.int
PBN Products and Services• PBN Start
• PBN Training
• PBN Publication and Bundles
• PBN Workshops
• PBN Implementation Assistance
• PBN Financial Aid
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Provided through ICAO HQ, Regional Offices, FPPs, ICAO Authorized
Training Centers, On-line ICAO Store
Conclusions• Economy and Air traffic is growing in fast
speed• With conventional nav systems much extra
airspace is needed from military; PBN can reduce this requirement
• PBN allows flexible implementation, can give benefits to both
• Successful implementation requires all stake holders involvement, including military
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Thank YouThank You
So where are we today?
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Global PBN Instrument Approach Growth
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Global PBN SID & STAR Growth
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PBN Versus Conventional Routes
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…But still not implemented worldwide!
ICAO PBN Focus
Training - Formal courses and
computer-based learning packagesICAOICAO
FocusFocus
BB
EE
CC
DD
AAPBN symposia,
workshops, guidance material
Support to Regional Offices, Sub-Offices, FPP Offices
Support for the ASBU provisions enabled by PBN
Continuing PBN standards development
and amendment
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• Endorsement of Instrument procedure design organizations
• Consistent with other endorsements (training)
• To assist States with PBN Implementation
• Organizations listed on ICAO PBN Web-site:
– Airways New Zealand– ASAP s.r.o. (Slovakia)– CAAC Central-Southern Airport Design &
Research Institute (China)– GE Aviation (USA)– Hughes Aerospace (USA)– Ingegneria Dei Sistemi S.p.A (Italy)– China Aviation System technology (CAST), China
PBN Endorsement – IFP Organizations
Name of Organization
Purpose
• Increase the implementation of PBN through:
– Improved capability in the use of the PBN concept in planning / designing airspace
– Improved understanding of Stakeholder involvement in PBN implementation planning
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A37-11 PBN Global Targets• States complete a PBN Implementation Plan
to achieve:
– Approach procedures with vertical guidance (APV (Baro-VNAV) including LNAV-only minima for all instrument runway ends by 2016:
• 30% by 2010, 70% by 2014
– Straight-in LNAV only procedures as an exception to the above where there is:
• no local altimeter setting; and • no aircraft equipped for APV with max certified mass
of 5700kg or more
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Only 102 States (or 53%)
have a PBN Implementation
Plan
Global Implementation Status
PBN PlanAustraliaBangladeshCambodiaChinaDemocratic Peoples Republic of KoreaFijiIndiaIndonesiaJapanLao People’s Democratic RepublicMalaysiaMaldivesMongoliaMyanmarNepalNew ZealandPakistanPapua New GuineaPhilippinesRepublic of KoreaSingaporeSri LankaThailandTongaVietnam
NO PBN PlanAfghanistanBhutanBrunei DarussalamCook IslandsKiribatiMarshall IslandsiMicronesia (Federated States of)NauruPalauSamoaSolomon IslandsTimor-Leste Vanuatu
66% of the APAC States have a PBN
Implementation Plan
What has ICAO done to help States with implementation? . . .
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Expected Visit Outcome
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• Understand application of PBN airspace design concepts
• Apply Airspace designs from the workshop as basis for implementation
• Increased civil/military
cooperation
Flight Procedures Programme (FPP)
• Beijing, China– Now in Regional
Sub-Office
• Dakar, Senegal– FPP Office
established June 2014
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ICAO/IATA PBN GO Teams• Expert Teams Visits to address specific implementation issues
– Phase I (PBN Requirements Assessment) completed – Phase II (Airspace Design and Operations Approvals) will be completed in early
July (Last visit to China)
• Future GO Team Visits will be specific to Region and State requirements for PBN Implementation– On request basis
• Focus/Services provided will be:– PBN Assessments / Gap Analysis– PBN Plan Development– Training– Implementation Assistance
Completed Global Visits Phase (I and II)
Thailand (2) UAE (2)Mexico KenyaGermany IndiaEcuador RussiaSouth Africa USA (CAR/SAM)