Policy and Reference Strategic Framework for the ......Secretaría General de Transporte Dirección...

Secretaría de Estado de Infraestructuras, Transporte y ViviendaSecretaría General de Transporte

Dirección General de Aviación Civil

Policy and Reference Strategic Framework for the

Implementation in Spain of "the Performance Based

Navigation (PBN)"

Madrid, February 2014



Policy and Strategy for PBN Implementation in Spain Page i

INDEX

Preamble. ICAO and PBN..............................................................................................1

1 Executive Summary............................................................................................44

2 PBN International Framework.............................................................................77

3 Current Situation of Air Navigation in Spain........................................................99

3.1 Air Traffic Evolution ................................................................................................ 1010

3.2 Airport and Air Navigation Infrastructures ............................................................... 1111

4 Benefits of PBN Implementation in Spain .......................................................1313

5 Spanish Policy for PBN Implementation: commitments, criteria, and applicableguidelines........................................................................................................1515

6 Strategic Framework (2013-2020+) ................................................................1717

6.1 Short Term (2013-2014)......................................................................................... 1717

6.1.1 En Route......................................................................................................................... 1818

6.1.2 Terminal Area ................................................................................................................. 1818

6.1.3 Approach ........................................................................................................................ 1818

6.2 Medium Term (2015-2019)..................................................................................... 1919

6.2.1 En Route......................................................................................................................... 1919

6.2.2 Terminal Areas ............................................................................................................... 2020

6.2.3 Approach ........................................................................................................................ 2020

6.3 Long Term (2020+) ................................................................................................ 2121

7 References .....................................................................................................2222

ANNEX A: ICAO PBN Concept .................................................................................2424

ANNEX B: Use of GPS signals..................................................................................2929

ANNEX C: Abbreviations...........................................................................................3333



Policy and Strategy for PBN Implementation in Spain Page 1 of 35

Preamble. ICAO and PBN

Spain is a member of the Convention on International Civil Aviation, signed in Chicago

in 1944. This Convention is administered by the International Civil Aviation Organization

(ICAO), an agency dependent on the United Nations.

ICAO has recommended that Contracting States implement the so called

Performance-Based Navigation (PBN) in their airspace. Navigation specifications of

PBN concept define the performances and other requirements to be met by aircraft

navigating along an ATS route, or following an approach procedure to an airport in a

designated airspace.

For better understanding the PBN concept it is necessary to consider the circumstances

that led to its adoption, the benefits associated with its use and the activities that ICAO

is undertaking to promote PBN implementation in the world and which explain the need

for this document about Policy for PBN national Implementation in Spain.

The global air transport industry is facing critical challenges for its future. In a context of

difficult economic conditions, very volatile fuel prices but with upward trend, an ever

increasing environmental pressure and to the extent that the demand for air transport

services increases, the states have to find solutions to safely increase the capacity of

the airspace -airport system, the infrastructure and system efficiency, and to improve

the access to airports surrounded by complicated orography.

These limitations are to a large extent the result of the use of conventional ground-

based navigation aids (such as VOR, NDB, ILS) that limit the design of routes and

procedures because of their physical location. This navigation aids, derived from

technological concepts from the middle of the last century, have served and still

continue providing essential services to the air transport and civil aviation but are quite

limited because they do not allow the flexibility of point-to-point operations offered by

PBN to solve the challenges of the future air transport.

In the PBN concept aircraft should have minimum equipment and systems to operate

using different navigation systems for the various phases of flight, depending on their

availability, as for example, the use of a global navigation satellite system (GNSS), the

use of conventional navigation systems, or the mixed use of both systems in

approaches to airports.

The concept of Area Navigation (RNAV), precursor of PBN, has been implemented in

many parts of the world over the last twenty years using local standards and practices.

This dispersion and lack of harmonization led to the PBN proposed by ICAO, and

comes to constitute the basic international regulatory framework to standardize the

implementation of Area Navigation globally, constituting the key enabler for ATM plans

developed in technological programs: EU SESAR and NextGen in the U.S.




For this, the PBN has two families of specifications: the RNAV aimed at harmonizing

current USA/Europe Area Navigation specifications and the more capable and powerful

RNP specification currently required and, above all, for the future development of ATM

plans already mentioned.

In conclusion, ICAO has proposed to its member states, as stated in the “Global

Air Navigation Plan” and the resolutions of the 36th and 37th Assemblies later

reproduced herein, the development of plans to implement air traffic services

routes and approach procedures in accordance with performance-based

navigation PBN, with specific time goals to be achieved.

Why is needed a Policy and a strategic framework for PBN

implementation in Spain?

The current planning, developed within the Planning and Implementation Regional

Groups (PIRGs), is based on Regional Air Navigation, Communications, Navigation and

Surveillance (CNS/ATM) Plans. These plans do not contain the necessary details for

the implementation of each of the CNS and ATM elements, so each ICAO Region is

developing more concrete regional implementation plans. Despite all, national plans are

needed to develop and complement the Regional ones, as well as the associated

roadmap and to establish the strategy of the state for the national PBN implementation.

Therefore the aim of this PBN Policy and Strategic Framework document is to provide

the necessary guidance for air navigation service providers, airport managers, airspace

users, the National Aviation Safety Agency (AESA), and airlines which are operating or

planning to operate in our airspace about the planned evolution of air navigation and the

modes of implementation, as one of the key elements that supports the Air Traffic

Management (ATM). It also describes the RNAV and RNP applications that should be

implemented in the three temporal scenarios foreseen in this Plan.

In accordance with the ICAO approach, already in 2010 the General Directorate of Civil

Aviation (DGCA) supported by Aena and EASA launched the activities in this area

based on previous work and contributions from these organizations, concluding with the

Resolution of April 12, 2011 by which the PBN implementation strategy and the use of

GNSS proposed by Aena E.P.E. were "declared in accordance with the requirements of

ICAO, EUROCONTROL and EU”. It was also accepted the use of the GPS signal in the

national airspace to these effects, according to the conditions and safety requirements,

where appropriate, determined by AESA.

In the same context and with the same component of the working group, the DGAC

assumed the responsibility for the elaboration of this document with the collaboration of

AESA and Aena E.P.E. There have also been contacts with the air transport industry

which have led to confirm the interest and the need to promote the implementation of

PBN as recommended by ICAO.




From this institutional contribution this document has been prepared to define a Policy

and a Reference Strategy Framework for PBN Implementation in Spain, which takes

into account the European experience regarding the implementation of ICAO Resolution

A37-11, according to Eurocontrol communication to ICAO, for the celebration of the

38th Session of the ICAO Assembly, which points out some aspects and temporary

objectives relating to the aforementioned Resolution A37-11.

The objective is, therefore, to facilitate the deployment of PBN in Spain, taking into

account the new situation after the adoption of the Law 9/2010 and the appointment of

new air navigation service providers, the regularization of the figure of public use

aerodromes, the needs of new autonomic airports, and very important at this time,

because of the contribution of this navigation concept to the economic recovery and the

national air transport.




1 Executive Summary

The present document, as a guide, sets the criteria and guidelines to be followed for the

implementation of PBN in Spain, defines the policy and establishes the framework for its

implementation, in accordance with international strategies, so that air traffic service

providers may develop their own implementation plans.

Guiding Principles

For the design of the Implementation Policy and Strategy the following criteria,

methodology and guiding principles has been taken into account:

Spain supports and assumes the concept of performance-based navigation (PBN)

formalized by ICAO in its PBN Manual (Doc 9613) and boosted by Assembly

Resolutions A36-23 and A37-11, according to the deployment strategy and

harmonized timelines for its implementation in Europe.

GNSS will be used as the enabling technology for the implementation of PBN.

Navigation infrastructure (conventional and / or GNSS) should be able to support all

established requirements for onboard performances associated with applicable

PBN specification in a procedure or given airspace.

All new ATS routes (including SIDs and STARs) and instrument approach

procedures which are based on area navigation (RNAV) shall be defined in

accordance with applicable PBN specification, and as provided in the ICAO PBN

Manual.

Considering opportunity schedules, RNP approach procedures with vertical

guidance (APV) (Baro VNAV and / or SBAS) will be implemented as well as RNP

approach procedures with LNAV minima in all runway ends for instrumental flight,

either as a primary approach or as support for precision approaches.

Considering opportunity schedules, procedures for arrivals and departures (STAR /

SID) in terminal areas will be modernized, adapting them to the most appropriate

and feasible PBN navigation specifications in each case: RNAV1, RNP1, etc.

For the implementation of PBN maneuvers in Canary Islands airspace, the

performance level of EGNOS system at the time of entry into operation of such

maneuvers must be considered. 1

1Additionally, feasibility studies and mitigation measures that consider the performances of EGNOS may

be required.




Transition scenarios capable to support "mixed" operations (conventional and PBN)

shall be considered in order to allow a gradual transition to PBN.

During the transition, the continued availability of essential conventional air

navigation procedures shall be assured for adequate support to users who do not

meet RNAV and / or RNP requirements.

During the transition processes, the involved parties shall agree to propose

conventional flight procedures during the time agreed appropriate in each case,

based on the percentage of operators who have the equipment and hold the

appropriate PBN approval, and the relevance of concerned airspace.

In the "mixed" scenarios, PBN procedures will be optimized with the view to provide

their inherent benefits in terms of capacity, environment and safety. The use of

conventional methods may imply a reduced performance to their users.

Once significant PBN operational experience is gained and with a robustness of

GNSS suited to the needs of aviation, a rationalization plan agreed with the

aeronautical authorities can be carried out for conventional infrastructure,

optimizing it in such a way that certain capacity for reversion is ensured, as a

mitigation measure in cases of loss of RNP / RNAV on board capability, or in the

event of GNSS service disruption in a wide area.

Strategic Framework (2014-2020+)

It has been designed a reference strategic framework for the implementation of PBN

operations in Spain, in which some estimated deadlines for the introduction of

navigation procedures and airspace design are established, and in each case it must

be justified in accordance with the costs and expected global benefits, and in particular

with airspace users and service providers.

This framework consists of three stages:

Short term (2014)

Medium term (2015-2019)

Long term (2020 and beyond)

An outline of the actions envisaged in the different estimated periods of time is shownbelow.



Policy and Strategy for PBN Implementation in Spain Page 6 de 35

2014 2015 2020

Mandatory RNAV5 operational approval aboveflight level FL95

RNAV 5

RNAV5 Extension to all ATS routes where necessary

EN-ROUTE

TERMINALAREA

APPROACH

RNP

Study of the opportunity and convenience of futuretransition to advanced RNP

Consolidation of transition to RNP + FRTspecifications

Adaptation of STARs / SIDsprocedures to RNAV 1

Massive RNAV 1 deployment, prioritizing terminal areasof high traffic density

Airspace re-design: volumes ready for “mixed” operations (conventional andPBN), prioritizing PBN above conventional.

RNAV 1 Consolidation

RNP

RNAV 1

Possible implementation of RNP1RNP 1 + several functionalities of

advanced RNP specification.

Progressive implementation of RNP APCHapproach procedures (to LNAV, LNAV/VNAV

(APV Baro-VNAV) and LPV (APV SBAS)minima), in of instrument runway ends

(priority for non-precision)

Study of future deployment of RNP AR APCHoperations in more demanding operational

scenarios (complex orography, environmentalimpact)

Widespread deployment of RNP APCH approach procedures (to LNAV,LNAV/VNAV (APV Baro-VNAV) and LPV (APV SBAS) minima), in instrument

runway endsNew RNP APCH procedures in those visual aerodromes where deemed

pertinent

Initial deployment of RNP AR APCH operations in those demanding operationalscenarios whose implementation is justified Deployment of RNP AR APCH operations

RNP APCH Consolidation




2 International PBN Framework

ICAO Objectives prior to the 38th Assembly (September 2013)

This new navigation concept called "Performance Based Navigation" (PBN) allows,

among other benefits, optimum use of airspace, more flexibility in the design of

operations, as well as the beginning of a process of rationalization and optimization of

ground-based navigation aids. The transition to this new concept of navigation is mainly

supported on the extensive use of Global Navigation Satellite System (GNSS) by using

radio signals generated by the satellite constellations, which are currently the "Global

Positioning System, GPS" property of the United States, the Russian system GLONASS

and in the future Galileo system of the European Union.

In 1998, ICAO published the "Global Air Navigation Plan for CNS / ATM systems" (Doc.

9750) subsequently named "Global Air Navigation Plan", (Doc. 9750, third edition

2007), in which the strategic framework for the global harmonization of air navigation is

defined.

The aforementioned document includes the initiatives to achieve the objectives of the

Global Plan. Below there is an extract from the IPM-21 initiative "Navigation Systems":

“Enable the introduction and evolution of performance-based navigation supported by a

robust navigation infrastructure providing an accurate, reliable and seamless global

positioning capability…

… the progressive introduction of performance-based navigation must be

supported by an appropriate navigation infrastructure consisting of an

appropriate combination of global navigation satellite systems (GNSS), self-

contained navigation systems (inertial navigation system) and conventional

ground-based navigation aids.

One global navigation system will help support a standardization of procedures

and cockpit displays coupled with a minimum set of avionics, maintenance and

training requirements. Thus, the ultimate goal is a transition to GNSS that would

eliminate the requirement for ground-based aids, although the vulnerability of

GNSS to interference may require the retention of some ground aids in specific

areas.

GNSS-centered performance-based navigation enables a seamless, harmonized

and cost-effective navigational service from departure to final approach that will




provide benefits in safety, efficiency and capacity.

GNSS implementation will be carried out in an evolutionary manner, allowing

gradual system improvements to be introduced. Near-term applications of GNSS

are intended to enable the early introduction of satellite-based area navigation

without any infrastructure investment, using the core satellite constellations and

integrated multisensor airborne systems.

Medium/longer-term applications will make use of existing and future satellite

navigation systems with some type of augmentation or combination of

augmentations required for operation in a particular phase of flight.”

With this, ICAO established as a strategic long-term goal the performance based

navigation supported by GNSS as the primary means, as far as possible, and when a

robust GNSS (double GNSS, double frequency) system is available which solves the

deficiencies in the performances of the current GNSS systems.

However, a scenario of gradual transition is required in the pursuit of these objectives,

based on the coexistence of GNSS systems with conventional infrastructure.

During the 36th ICAO Assembly held in 2007 the Resolution A36-23 “Performance-

based navigation global goals" was adopted in which the states were requested for a

PBN implementation plan, and which was replaced by the Resolution A37-11 in 2010,

with the same name that incorporates the following guidelines:

“The Assembly,…

1. Urges all States to implement RNAV and RNP air traffic services (ATS) routes

and approach procedures in accordance with the ICAO PBN concept laid down

in the Performance-based Navigation (PBN) Manual (Doc 9613);

2. Resolves that:

a) States complete a PBN implementation plan as a matter of urgency to

achieve:

1) implementation of RNAV and RNP operations (where required) for en

route and terminal areas according to established timelines and

intermediate milestones




2) implementation of approach procedures with vertical guidance (APV)

(Baro-VNAV and/or augmented GNSS), including LNAV-only minima, for

all instrument runway ends, either as the primary approach or as a back-

up for precision approaches by 2016 with intermediate milestones as

follows: 30 per cent by 2010, 70 per cent by 2014; and

3) implementation of straight-in LNAV-only procedures, as an exception to 2)

above, for instrument runways at aerodromes where there is no local

altimeter setting available and where there are no aircraft suitably

equipped for APV operations with a maximum certificated take-off mass of

5 700 kg or more; …

3. Urges that States include in their PBN implementation plan provisions for

implementation of approach procedures with vertical guidance (APV) to all

runway ends serving aircraft with a maximum certificated take-off mass of 5 700

kg or more, according to established timelines and intermediate milestones;

In the Scope of the European Union

The Commission, assisted by Eurocontrol, is developing an implementing regulation

based on aforementioned A37-11, called PBN Implementing Rule (PBN IR), which will

harmonize the implementation of performance-based navigation at the community level

and therefore the application in this scope of resolution A37-11. Implementing

Regulation for interoperability PBN will not be available until 2018-2020. (Eurocontrol

plans to complete the final report for the Commission in June 2014 for approval).

The communication by Eurocontrol for the 38th ICAO Assembly exposed the

European interpretation of the said resolution A37-11 in points such as:

Objectives of Resolution A37-11 regarding the APVs

Scope of Resolution A37-11 regarding the APVs

Dates of implementation of Resolution A37-11 regarding APVs

Scope of the future implementing regulation PBN IR regarding APVs

3 Current Situation of Air Navigation in Spain

As a reference about the status of air navigation in Spain, the situation of air traffic in

Spain presently and its evolution in recent years are described, along with a brief

description of airport infrastructure and existing navigation systems in Spain.




3.1 Air Traffic Evolution

Passenger traffic in 2012 amounted 194 million. Traffic evolution in recent years shows

the effects of the economic crisis since 2008, with certain recovery in 2011 and a

subsequent decline in 2012.

Figure 1: Passenger Traffic Evolution in Spain (Source: Aena)

Regarding the number of operations, in 2012 a figure of activities which amounts to

approximately 1.95 million IFR flights was reached, according to data from Aena,

whereby Spain thus stood as the fourth country in Europe with the highest traffic.

Figure 2: Total IFR Flights Evolution in Spain

The nature of such IFR flights was distributed according to the following breakdown:




Figure 3: IFR Traffic Distribution in 2013

The near and medium term published by Eurocontrol in September 20132 estimate an

average annual growth of IFR flights in Spain until 2019 of 1.1%. In the long term,

according to forecasts from Eurocontrol published in June 20133 and considering the

time interval 2012-2035, the average annual growth of IFR flights in Spain would reach

1.5% by 2035 which would mean a total cumulative growth of approximately 40% of the

traffic in 2012.

3.2 Airport and Air Navigation Infrastructures

The Airspace managed by Spain, adding that of sovereignty and that delegated by

international agreements, comprises 2.2 square kilometers, which represents five times

the land territories of sovereignty and is the second broadest airspace managed in

Europe. It is divided into three Flight Information Regions (FIR): Madrid, Barcelona and

Canarias. Furthermore, there are two more regions, Región Sur –by delegation of FIR

Madrid- and Región Balear – within FIR Barcelona-. Throughout all of them both Air

Traffic and Information Services are provided. In turn, every FIR is subdivided in several

Sectors.

The Spanish Airport System comprises 46 Airports – Air Force Bases open to Civil

Traffic and 2 Heliports all of them managed by Aena, an autonomic airport (Lleida-

Algüaire), an autonomic aerodrome of public use (Teruel-Caudé), two commercial

airports currently under construction (Murcia and Castellón) and Ciudad Real Airport,

now closed. Likewise there are 60 restricted use aerodromes some of them being

converted to public use, 68 heliports of restricted use and 86 airfields dedicated to

ultralights.

2Source: Eurocontrol. 7-Year Forecast (2013-2019). September 2013.

3Source: Eurocontrol. Long-term Forecast 2012-2035. June 2013




The majority of airports have associated instrumental procedures.

Figure 1: Geographic Distribution of Spanish Airports

To support the airport network, as well as en-route navigation, a network of radio

navigation aids is in place all over the Spanish territory, making a total of 184 (ILS/DME:

49, VOR/DME: 74, NDB: 61)4.

Similarly, in accordance with the provisions of Law 9/2010 and with the aim of improving

the efficiency of air transport, to which air navigation services and particularly air traffic

4Source: Aena




services contribution is very relevant, new aerodrome air traffic control service providers

have been implemented in 12 airports of the state network.

Furthermore, at airports with low traffic levels and procedural complexity (La Gomera,

Burgos, El Hierro and Huesca) it has been implemented the Aerodrome Flight

Information Service (AFIS).

At February 2014 315 instrumental approach procedures to several airports exist in

Spain, which can be classified in accordance with the following table5:

TOTAL Navaid Type

Non-Precision

Approaches (NPAs)218

VOR: 84

NDB: 33

L: 5

LOC: 92

RNAV-GNSS: 4

Precision Approaches

(PAs)97 ILS: 97

Table 1: Instrumental Approach Procedures in Spain

Regarding the non-precision approaches, 34 of them are restricted to aerodrome traffic

pattern (non-straight-in).

4 Benefits of PBN Implementation in Spain

For Airspace Users, the implementation of PBN will allow the optimum use of currently

available on-board equipment, enabling the flight trough more straight, flexible and

efficient routes, particularly in terminal areas, while reducing the need for maintaining

routes and procedures based on specific sensors, as well as their associated costs.

Furthermore:

By flying more efficient and flexible routes and procedures, significant savings in

fuel are achieved. Additionally, flight altitudes and climb and descent profiles are

optimized and procedures are simplified, thus reducing low altitude overflights.

Also transitions between waypoints trough curved trajectories are enabled (RF

and FRT functionalities)

Non-Precision Approach procedures (which represent 70% of the total in Spain)

can be replaced by RNP procedures, more straight-in and with vertical guidance.

5Source: Aena. February 2014.




The flight of APV procedures involves a significant decrease in crew workload

compared to some Non-Precision Approaches (NPAs) based on conventional

navaids, and particularly to the 32 NDB procedures currently established in

Spain.

The flight paths become predictable and repetitive as a result of moving towards

a more systematic environment.

Additionally, improvements in capacity and cost efficiency are envisaged, both in

airspace and airports:

Increase in airspace capacity, as well as a more efficient use through the

extensive use of more straight-in flight paths.

Possibility of rationalization of the conventional ground based navaid

infrastructure, which could involve in a higher economic efficiency.

Better accessibility to aerodromes, through the reduction of operational minima

in those runways not served with an ILS. This brings the possibility of improving

operations in regional aerodromes of public use.

It will be easier to perform Continuous Descent Operations and Continuous

Climb Operations.

Overall enhancement in quality of service provided by air traffic services and

more generally of air transport.

From the point of view of safety, risks are significantly reduced in a critical phase of

flight as is approach. The introduction of APV manoeuvres based on GNSS will allow:

To replace gradually current Non-Precision Approach procedures, which in Spain

represent over 70% of the total? New APV-like procedures, which issue vertical

guidance, increase situational awareness in the vertical plane in such a critical

phase of flight, reducing the risk of recurrence of Controlled Flight Into Terrain

occurrences6.

To reduce the use of non-straight-in approaches, which require manoeuvres in

the aerodrome traffic pattern, by replacing them with straight-in approaches,

much safer7.

To provide with a safer alternative to surveillance radar approaches when ILS

systems are not available.

6Studies carried out on CFITs show that as APVs provide vertical guidance, they are 8 times safer than

conventional NPAs, as stated in the PBN plan issued by the Australian Aviation Authority.7

Based on an ICAO-IATA study, straight-in approaches are 25 times safer than non-straight-in.




From the environmental point of view, fuel savings, lower noise impact and emissions

reduction are achieved:

Lower noise impact at airport vicinity, as a consequence of the increased use of

continuous climb and descent operations and greater flexibility of approach

procedures, thus reducing the direct overflight of populations located on the

extended runway centerline. Moreover, the dispersion of flight paths in

departures and arrivals is reduced.

The use of straight-in procedures allows a reduction in emissions, due to the

implementation of more efficient manoeuvres and an increase in infrastructure

capacity.

5 Spanish Policy for PBN Implementation: commitments,criteria, and applicable guidelines.

Hereafter the guidelines for the implementation of PBN in Spain are issued together

with their associated framework, so that Aena E.P.E. can proceed to the update and

deployment of its own implementation plan.

1. Spain supports and takes on the concept of Performance Based Navigation as

formalized by ICAO in PBN Manual (Doc.9613) and promoted by resolutions A36-

23 and A37-11, in accordance with the implementation strategy and the

harmonized milestones for Europe.

2. Utilization of GNSS is accepted for its use in national airspace in all phases of

flight. The use of signal in space will be subject to compliance with ICAO Annex

10 provisions and if appropriate, those laid down by the Spanish Air Safety

Agency.

3. Similarly, compliance with European mandates on PBN, either present or future,

will be granted with the aim of improving harmonization of service ate European

level, in accordance with the Single European Sky initiative.

4. ICAO specifications as established in the PBN Manual will be used. Every new

ATS route (including SIDs and STARs) and instrumental approach procedures

based on RNAV shall be defined in accordance with the applicable PBN

specification, and as prescribed in ICAO PBN Manual (Doc.9613).

5. Following opportunity criteria, RNP APV, Baro VNAV, and/or SBAS approach

procedures also with LNAV minima will be implemented for all instrumental




procedures served runways, either as main approach procedure or as overlay for

precision approaches.

6. Following opportunity criteria, STAR and SID procedures in terminal areas will be

updated, by adapting them to the more appropriate and feasible PBN navigation

specifications for each case: RNAV 1, RNP 1, etc.

7. For the implementation of PBN procedures in Canarias FIR Airspace, the

EGNOS performance level will be taken into account when such procedures

come into force8.

8. Transition scenarios capable of supporting mixed operations (conventional &

PBN) will be addressed with the aim of allowing a gradual transition to the PBN.

9. In mixed scenarios PBN procedures will be optimized to provide their intrinsic

benefits regarding capacity, environment and safety. The use of conventional

procedures could involve a lower performance level for users.

10.During transition stages, the stakeholders will agree to propose conventional

flight procedures during a period of time considered appropriate, as a function of

both the percentage of operators being PBN equipped and approved and the

relevance of the portion of airspace being considered

11.The navigation infrastructure (conventional and/or GNSS) shall support all the

established requirements of PBN applicable specifications regarding on board

performance for a particular procedure or a portion of airspace.

12.Once a significant operational experience in PBN and enough GNSS system

robustness appropriate to the aviation needs are achieved, a rationalization plan

of the conventional infrastructure can be developed. Such plan will be agreed

with aeronautical authorities to rationalize the conventional infrastructure but shall

ensure at the same time a certain reversion ability as a mitigation means for

those cases of loss of onboard loss of RNP/RNAV capability, or when GNSS

service is interrupted in a wide area.

13.Hereafter the strategic framework for the implementation of PBN in Spain is

defined, in accordance with international applicable strategies. Aena E.P.E. shall

adequate its implementation plan to the following established guidelines.

8Feasibility studies and mitigation means which have into account EGNOS performance could be

required additionally.




6 Strategic Framework (2014-2020+)

Throughout this paragraph the strategic framework for the implementation of PBN

operations implementation is defined. Tentative milestones for the introduction of flight

procedures and airspace design are set out, understanding that it must be justified for

each case with regard to the expected cost and benefits, and particularly form the point

of view of airspace users and service providers. This framework consists of three

stages:

Short term (2014-2014)

Medium term (2015-2019)

Long term (2020 +)

During the defined time intervals, the objectives and means to their achievement are

specified for the different phases of flight: en-route, terminal and approach.

AirspaceShort term

(2014)Medium term(2015 - 2019)

Long term(2020 +)9

En Route RNAV 5 RNAV 5RNAV 5

Advanced RNPFRT

TMA RNAV 1RNAV 1RNP 1

RNAV 1RNP 1

RF, RNAV holdings,VNAV basic

Approach RNP APCHRNP APCH

RNP AR APCHRNP APCH

RNP AR APCH

Table 2: Strategic Reference Framework 2014-2020+

6.1 Short Term (2014)

The first stage for PBN implementation consists of a gradual transition to the new

navigation concept as defined by ICAO. Its main objective will be the implementation of

those PBN operations which may offer greater immediate benefits, such as the

deployment of RNP APCH procedures, as well as the update of terminal area

9This third time horizon will be largely influenced by the need to accommodate the required specifications

as finally agreed within the EU framework, as a consequence of the implementation of the futureCommunity Regulation PBN IR currently under development. For the drafting of this table the currentstatus of the draft IR has been taken into account and thus such specifications should be considered asbeing provisional in a certain degree until the publication of the IR (2015-2016).




procedures, particularly with the progressive introduction of new RNAV 1 SIDs and

STARs supported by GNSS.

During this first stage for the transition to PBN navigation the following navigation

specifications shall be considered for the future airspace development projects:

En-Route: RNAV 5.

Terminal area: RNAV 1.

Instrumental approaches: RNP APCH (assessment and preliminary work for the

future RNP AR APCH implementation)

6.1.1 En Route

RNAV 5 navigation specification (also known as B-RNAV in Europe) is mandatory in

the CEAC since 1998 and in Spain is applied in the en route phase of flight. Regarding

this, the possible air navigation regional agreements applicable within the ICAO and

CEAC frameworks shall be considered.

During this stage the extension of RNAV 5 above FL 95 is envisaged.

6.1.2 Terminal Area

Progress will be made in the update of arrival and departure procedures (STARs/SIDs)

in terminal areas, adapting them to the RNAV 1 specification (P-RNAV in Europe), in

accordance with current international arrangements. RNAV 1 will be therefore the

reference specification for the terminal area, thus progressing on its gradual

implementation, and particularly and more urgently in terminal areas with high traffic

density. Such new procedures shall in any case be designed to be flown with basic on

board GNSS receivers.

The benefits of new RNAV 1 procedures based on GNSS should initially be perceived

in this stage, allowing in some cases partial reorganizations of terminal areas airspace,

and removing the operational constraints set by conventional navaids.

6.1.3 Approach

RNP APCH approach procedures shall be gradually implemented (to LNAV minima

LNAV/VNAV (APV-Baro-VNAV), and LPV (APV SBAS)), for instrumental runways,

either as the main approach procedure or as an overlay for precision approach

procedures. Priority will be given as possible to the implementation for those scenarios

in which the largest benefits are obtained, such as runway ends currently not served by




precision approach procedures, those served with conventional approaches in

aerodrome traffic patterns or non-straight, overlay to precision approaches, etc.

Also, during this stage the possible future implementation of RNP AR APCH operations

at more demanding scenarios (complex orography, environmental impact, etc.) will be

assessed.

6.2 Medium Term (2015-2019)

This second stage consolidates the initial stage and reinforces the PBN activities

implemented in the short term. RNP APCH and RNAV 1 operations in terminal areas

will be massively implemented. During this stage a certain degree of rationalization of

the conventional infrastructure could be envisaged as a consequence of the

generalized implementation of PBN operations and the modernization of the onboard

equipment of the fleets. Additionally the basis for a future transition to advanced RNP

for the en-route phase in the long term will be studied and prepared, as well as the

implementation of advanced RNP functionalities, like RF and/or RNAV holding

procedures in terminal areas.

The navigation specifications to be considered during this stage are:

En-Route: RNAV 5 (assessment and preparatory work for possible advanced

RNP implementation)

Terminal Areas: Massive RNAV 1 and RNP 1 implementation (assessment and

preparatory work for possible advanced RNP functionalities implementation, like

RF and/or RNAV holding procedures)

Instrumental approach procedures: RNP APCH and RNP AR APCH.

6.2.1 En Route

RNAV 5 will be extended to all ATS Routes, and the opportunity and convenience of a

future transition towards a more demanding specification in the long term, like

advanced RNP, will be assessed, which application is currently being considered in the

European framework for such period (2020+). This being the case the basis for its

future implementation will be laid down.




6.2.2 Terminal Areas

Massive implementation of RNAV 1 at terminal areas with high traffic density is

envisaged, maintaining a minimal set of conventional departure and arrival procedures.

General update of arrival and departure procedures (STARs/SIDs) at terminal areas, by

adapting them to the RNAV 1 specification and in some cases possibly to RNP 1, with

the flexibility allowed by satellite navigation, Progress will be made in the introduction of

continuous climb and descent operations.

In accordance with the aforementioned, the airspace will be redesigned at terminal

areas, removing the operational constraints imposed by conventional navaids.

Transition scenarios will be considered with airspace volumes capable of support mixed

operations (conventional and PBN), which will allow a gradual transition to PBN. In

such scenarios the PBN procedures will be optimized to yield their intrinsic benefits

regarding capacity, environment and safety; the use of conventional procedures could

involve a lower performance level for airspace users.

Possibility of introduction of PBN mandates: assessment and possibility of introducing

restrictions on the operation of aircraft that do not ensure a minimum level of equipment

in terminal areas of high traffic density or in certain areas thereof.

Similar to the En route case, the opportunity and convenience of a future transition into

more demanding specifications, which implementation is being considered in the

European framework for the same long term (2020+), will be assessed. The future

introduction of specifications which involve a higher navigation accuracy, as well as the

gradual implementation of advanced functionalities like constant radius turn at

reference fix (RF) or RNAV holding procedures, will optimize airspace design in the

most demanding operational scenarios

6.2.3 Approach

General implementation of RNP approaches (to LNAV minima LNAV/VNAV (APV Baro-

VNAV), and LPV (APV SBAS)), at all instrumental runway ends, including those not

being provided with air traffic control service. Also implementation of new RNP

approach procedures at visual aerodromes considered appropriate, having into account

the needs and possibilities of airspace users at this respect, and the possible safety,

accessibility and operating benefits regarding the particular aerodrome.

Possible implementation of RNP AR APCH procedures at most demanding scenarios

(complex orography, environmental impact, etc.) in accordance with the overall

expected benefits of their implementation.




6.3 Long Term (2020+)

This third time horizon will be highly conditioned by the need to accommodate the

specifications required under the EU framework, as a consequence of the future

publication of the now under development European regulation regarding PBN

implementation (Implementing Rule on Performance Based Navigation, IR PBN), which

is foreseen to enter into force in the same time horizon.

Thus, during this stage a transition into more demanding specifications shall be

consolidated, both for en route as for terminal areas, being the type of advanced RNP,

RNP 1+ or various functionalities of advanced RNP (like constant radius turn at the

reference fix (RF), RNAV holding procedures or basic VNAV).

Also during this stage, the deployment of the European GNSS constellation (Galileo) is

expected to be accomplished, related in turn to the new version v3 of the European

EGNOS GNSS augmentation system, and with the modernization of the USA GPS. The

future deployment of a more robust GNSS system (double GNSS, double frequency)

which overcomes the shortcomings of the performance of currently available GNSS

systems will enable a significant progress towards the strategic long-term objective set

by ICAO on performance based navigation supported to the extent feasible in GNSS as

the primary means.

Therefore this stage should constitute a step forward in the rationalization of the

conventional navaid infrastructure. Nevertheless, even in the long term, a minimum

conventional infrastructure must be maintained to support navigation in order to ensure

a certain reversion ability to mitigate the risks associated to those cases of loss of

RNP/RNAV onboard capability, or when GNSS service is interrupted in a wide area.

The navigation specifications to be considered for this stage, awaiting the consolidation

of the future European Regulation PBN IR will be the following:

En Route: RNAV 5 and Advanced RNP + FRT.

Terminal Area: RNAV 1, RNP 1 + several functionalities of advanced RNP

specification.

Instrumental approaches: RNP APCH and RNP AR APCH.




7 References

ICAO Annex 10, Aeronautical Telecommunications.

ICAO Assembly Resolution A37-11, Performance-based navigation global goals

ICAO Doc. 9613, Performance-based Navigation (PBN) Manual

ICAO Doc. 9750, Global Air Navigation Plan

ICAO Doc. 9849, Global Navigation Satellite System (GNSS) Manual

ICAO Doc. 9854, Global Air Traffic Management Operational Concept

ICAO Doc. 9992, Manual on the Use of Performance-Based Navigation (PBN) in

Airspace Design

ICAO Doc. 8071, Manual on Testing of Radio Navigation Aids

ICAO Doc. 8168, Aircraft Operations

ICAO Doc. 9905, Required Navigation Performance Authorization Required

(RNP AR) Procedure Design Manual

ICAO 12th Air Navigation Conference. Report of the Item 6: Future Direction

ICAO AND IATA CFIT(Controlled flight into terrain) Survey

European ATM Master Plan

Commission Regulation (EU) No 965/2012 (AIR-OPS)

EASA AMC 20-26, Airworthiness Approval and Operational Criteria for RNP

Authorisation Required (RNP AR) Operations

EASA AMC 20-27, Airworthiness Approval and Operational Criteria for RNP

APPROACH (RNP APCH) Operations including APV BaroVNAV Operations

EASA AMC 20-28, Airworthiness Approval and Operational Criteria for RNAV

GNSS approach operation to LPV minima using SBAS

EUROCONTROL “Regulatory Approach for the Draft Interoperability

Implementing Rule on Performance Based Navigation”

EUROCONTROL “Introducing Performance Based Navigation (PBN) and

Advanced-RNP (A-RNP)”

EUROCONTROL “Airspace Concept Handbook for the Implementation of

Performance-based Navigation (PBN)”

EUROCONTROL “RNAV Approaches (Leaflet)”.

DGAC France: French Plan for the Implementation of Performance-based

Navigation (PBN), 2012

CAA UK: “Policy for the Application of Performance Based Navigation in UK/Irish

Airspace” 2011

FAA USA: “Roadmap for PBN”

AESA PBN Implementation Report. February 2011 DGAC: “Aena Strategy for the Implementation of PBN and use of the GNSS in

Spain”. April 2011




DGAC: Operational Circular 01/97 – Use of the global positioning system (GPS)

as an additional means of navigation, according to Instrument Flight Rules

(IFR)”.

DGAC: Operational Circular 13/97 – Use of the global positioning system (GPS)

as the primary means of navigation for operations in oceanic/remote areas.

DGAC: Operational Circular 01/98 – Operational approval and criteria for using

basic area navigation (RNAV) systems in the European airspace.

DGAC: Operational Circular 03-01 – Operational and Airworthiness approvals for

precision area navigation (P-RNAV) operations in the designated European

airspace.

DGAC: 25th February 2002 Resolution, related to the operational approval

and criteria for using basic area navigation (RNAV) systems in the European

airspace. (Circular Cir 1-1998 Rev.1).




ANNEX A: ICAO PBN Concept




PBN emerges from the concept of area navigation (RNAV), which is primarily a method

of navigation which permits aircraft operation on any desired flight trajectory within the

coverage of ground or space-based navigation aids or within the limits of the capability

of self-contained aids, or a combination of these, and this area navigation is based on

performance requirements for aircraft operating along an ATS route, on an instrument

approach procedure or in a designated airspace. This method of navigation also

incorporates the concept of Required Navigation Performance (RNP), supplementary to

the area navigation concept, which has the capability to alert in time of the navigation

data degradation.

The Performance-based navigation concept (PBN) mainly comprises three components:

- Navigation aid (NAVAID) infrastructure. It refers to space-based and or

ground-based NAVAIDs available to meet the requirements in the navigation

specification.

- Navigation specification. A set of aircraft and aircrew requirements needed to

support Performance-based Navigation operations within a defined airspace.

- Navigation application. The application of a navigation specification and the

supporting NAVAID infrastructure to routes, procedures, and/or defined airspace

volume, in accordance with the intended airspace concept.

The PBN concept specifies that aircraft RNAV system performance requirements must

be defined in terms of accuracy, integrity, continuity and functionality required for the

proposed operations in the context of a particular airspace concept. The PBN concept

represents a shift from sensor-based to PBN. Performance requirements are identified

in navigation specifications, associated to every phase of flight and based on RNAV

concept, which also identify the choice of navigation sensors and equipment that may

be used to meet the performance requirements.

These navigation specifications are defined with an adequate level of detail in ICAO

Doc. 9613 “Performance-based Navigation (PBN) Manual” providing specific

implementation guidance for States and operators in order to facilitate global

harmonization. This document addresses two types of navigation specifications:

RNP Specification: it includes the autonomous on-board performance

monitoring and alerting requirement.

RNAV Specification: it doesn´t include this requirement.




Therefore, an area navigation system which enables to fulfill the performance

requirements of a RNP specification is called RNP System, and it has the functionality

of on-board performance monitoring (accuracy, integrity, continuity and functionality)

and the functionality of alerting aircrew when such benefits are degraded below their

characteristic values. Such systems rely primarily on global navigation satellite system

(GNSS) defined by ICAO GNSS Manual (Doc. 9849).

Within the navigation specifications described, different categories called “designations”

can be distinguished depending on the value of the characteristic parameters of such

specifications.

For both RNP and RNAV designations, the parameter “X” corresponds to the navigation

accuracy requirement of +/-X NM (it refers to the lateral navigation accuracy (TSE) in




nautical miles, which is expected to be achieved at least 95 per cent of the flight time).

Although the designation RNAV X may suggest that X NM (in terms of accuracy)

navigation accuracy is the only performance criterion required, this is not the case: Like

all navigation specifications, the RNAV X specification contained in Volume II of ICAO

PBN Manual includes all flight crew and airborne navigation system requirements, not

only those related to the accuracy.

A complete classification of the navigation specifications that appear in Volume II of

ICAO Performance-based Navigation (PBN) Manual (Doc. 9613) is shown in the

following illustration.

It should be noted that because functional and performance requirements are defined

for each navigation specification, an aircraft approved for an RNP specification is not

automatically approved for all RNAV specifications. Similarly, an aircraft approved for

an RNP or RNAV specification with strict accuracy requirements (e.g. RNP 0.3

specification) is not automatically approved for a navigation specification with less strict

accuracy requirements (e.g. RNP 4).

Depending on the area of operation, the ICAO PBN Manual distinguishes between the

following airspace concepts, linked to their corresponding navigation specifications:

Oceanic and remote navigation applications, which include RNAV 10 and RNP 4.

Continental en-route navigation applications, which include RNAV 5, designated

as B-RNAV in Europe.

Terminal airspace navigation applications: RNAV 1 for departures and arrivals in

terminal airspace.




Approach: it requires RNP applications with an accuracy between 0,3 and 0,1

NM. Up to date, two categories are defined: RNP APCH y RNP AR APCH.




ANNEX B: Use of GPS signals




GPS

The Global Positioning System is a navigation system which uses satellite-based

precise distance measurements from GPS satellites to determine position and time

anywhere in the world with an accuracy of up to centimeters.

This system, developed by the government of the United States, works by a GPS space

segment comprised of 24 satellites in six orbital planes around the planet Earth at an

altitude of 20.200 km (10.900 NM), with synchronized trajectories to cover the entire

terrestrial surface. For the purpose of knowing the position of a point, the receiver tracks

down at least four satellites from which receives signals indicating the identification and

clock time of each one. Using these signals as a basis, the device synchronizes the

GPS clock and calculates the time it takes to get the signals to the computer, which

measures the distance to the satellite by "triangulation" method, based on determining

the distance of each satellite relative to the measuring point. Knowing distances and

offsets, one's relative position is easily determined for the four satellites, and also

knowing the coordinates or position of each satellite by its signal emitted, absolute

position or real coordinates of the measuring point is obtained. In addition, atomic

clocks installed on the satellites allow them to provide extremely accurate to GPS clock

device.

The GPS system provides two levels of service and precision accuracy:

The Standard Positioning Service, SPS, which uses a common acquisition code

(C/A) in the L1 frequency (1575.42 MHz), is a position and time service available

to all users of GPS (military, private, and commercial) in a global and continuous

basis, with no direct fee.

In 1994, the United States offered the GPS standard positioning service (SPS) to

support the needs of international civil aviation, and the ICAO Council accepted

the offer.

Due to the military nature of the GPS system, the Department of Defense of the

United States reserved the possibility of including a degree of random error,

called Selective Availability (S/A), which consists of degrading the signal during

periods of emergencies for safety reasons, between 15 to 100 m.

Selective Availability (S/A) was eliminated on May 2, 2000, which resulted in an

immediate improvement in the accuracy of the GPS SPS. Although such induced

error currently does not operate, the intrinsic accuracy of GPS depends on the

number of satellites in a particular time and place.

The Precise Positioning Service, PPS, which uses the precision code (P code) in

a second frequency L2 (1227.6 MHz), is a high accuracy military service for




position, velocity and time, continuously available worldwide to authorized users

by the Department of Defense of the United States. The PPS user equipment

provides a predictable accuracy. Only receivers with special equipment and

users with equipment and cryptographic keys can receive this service. The PPS

was designed primarily for military use in the United States and its allies, certain

government agencies in the United States and selected civil users specifically

approved by the government of the United States.

In order to provide corrections of the data received from satellites to GPS receivers and

facilitate therefore greater accuracy in the calculated position, the Differential GPS

System (DGPS) has become available to SPS users. DGPS bases lie in the fact that

the errors produced by the GPS system affect equally, or very similarly, to receptors

located nearby, being strongly correlated, a ground-based GPS receiver is used for this

because it knows its correct position using other techniques.

This ground-based GPS receiver receives the position given by the GPS system, and

can calculate the errors produced by the GPS system while comparing this position with

its own, known in advance, and then transmitting the error correction to receptors that

are nearby, and thus these receptors can also correct errors produced by the system

within the coverage area of signals transmission of the reference GPS equipment.

The error produced by such Selective Availability (SA) varies even faster than the speed

of data transmission. Therefore, along with the correction message sent, the validity

period of the corrections and trends are also sent. Therefore, the receiver must make

some kind of interpolation to correct errors produced.

In addition to the global positioning system (GPS), the following systems with similar

features exist or are in development:

GLONASS - Globalnaya Navigatsionnaya Sputnikovaya System – developed by

the former Soviet Union and now operated by the actual Russian Federation, it´s

the counterpart to the U.S. GPS and is comprised of a constellation of 30

satellites -24 of them active, 3 of them for replacement, 2 in maintenance, one in

service and one under test-.

In order to avoid dependence on GPS and GLONASS, European Union expects

to launch the global navigation satellite system (GNSS) called GALILEO over the

next few years -2014-, which will be for civilian use and will have 30 satellites in

Earth orbit at an altitude of 23.616 km.

The Republic of China is implementing its own navigation system called

COMPASS, or also Beidou-2, which are expected to have between 12 and 14

satellites between 2011 and 2015. This system is expected to be fully operational

in 2020, and must have 30 satellites. Currently (April 2011), there are 8 of them

in orbit.




Safe use of the GPS signal

The GPS system does not provide necessary levels of continuity, availability and

integrity to authorize its safe use as main means of navigation, so these limitations

restrict the use of it as a supplemental means of navigation. Required integrity levels

can also be obtained by using on-board equipment equipped with a function called

Receiver Autonomous Integrity Monitoring (RAIM), or by an integrated system that use

other navigation sensors in combination with GPS.

The development of the EGNOS satellite system as (regional) satellite system for signal

augmentation, providing greater accuracy and safety on signals and allowing a

precision of less than two meters, has helped to improve the accuracy and integrity of

the signal, allowing the verification of the signal degradation or interruption at short

notice (less than 6 seconds). Using this system, signals from satellite navigation will be

able to guide aircraft in the approach phase (APV).

In order to use GNSS (GPS and EGNOS) satellite navigation signals securely in Spain,

a number of conditions set by ICAO must be established, so this navigation system will

be accepted in the airspace under the jurisdiction of the Spanish State.

Data analysis of GNSS (GPS and EGNOS) signals in various locations

throughout the Spanish territory for the GNSS performance evaluation in terms of

accuracy, availability, continuity and integrity, through regular reports.

Information about the status of GNSS signals and NOTAMs provision.

The EGNOS service provision, as well as the area where the service is provided,

are clearly defined and correspond to the 'safety-of-life' (SoL) service with the

guarantees assumed by the EU in the EGNOS SoL SDD ('Service Definition

Document').

Information about the use of GNSS for PBN collected on AIP Spain.

Aena agreements with certified augmentation service providers (ESSP SAS for

EGNOS).

GNSS data registration by Aena and ESSP SAS for future research.

GNSS Interference Detection by Aena receivers. Complemented by flight tests

and ground checks before the implementation of GNSS-based maneuvers and

protocol in case of interference.




ANNEX C: Abbreviations




ABAS Aircraft-based augmentation system

AENA Spanish Airports and Air Navigation service provider

AESA Spanish State Aviation Safety Agency

AFIS Aerodrome Flight Information Service

AIC Aeronautical Information Circular

AIP Aeronautical Information Publication

AMC Acceptable Means of Compliance

ANSP Air Navigation Service Provider

APCH Approach

APV Approach procedure with vertical guidance

AR Authorization Required

A-RNP

ATC

Advanced RNP

Air Traffic Control

ATM Air Traffic Management

ATS Air Traffic Service

Baro-VNAV Barometric Vertical Navigation

B-RNAV Basic RNAV

CCO Continuous climb operations

CDO Continuous descent operations

CNS Communications, navigation and surveillance

DME Distance measuring equipment

DGAC Spanish General Civil Aviation Authority

EASA European Aviation Safety Agency

ECAC European Civil Aviation Conference

EGNOS European Geostationary Navigation Overlay Service

EUROCONTROL European Organisation for the Safety of Air Navigation

ESSIP European Single Sky Implementation Plan

FAA Federal Aviation Administration

FAB Functional Airspace Block

FRT Fixed radius transition to the point of reference in route phase

GBAS Ground-based augmentation system

GLONASS Global Orbiting Navigation Satellite System

GNSS Global Navigation Satellite System

GPS Global Positioning System

IATA International Air Transport Association

IFR Instrument flight rules

ILS Instrument Landing System

LNAV Lateral navigation




LPV Localizer Performance with Vertical Guidance

MLS Microwave landing system

NAVAID Navigation aid

NDB Non-directional radio beacon

NPA Non-Precision Approach

ICAO International Civil Aviation Organisation

PA Precision Approach

PBN Performance-based Navigation

P-RNAV Precision RNAV

RF Radius to fix

RNAV Area Navigation

RNP Required navigation performance

RWY Runway

SBAS Satellite-based augmentation system

SES Single European Sky

SESAR Single European Sky ATM Research

SID Standard Instrument Departure

STAR Standard instrument arrival

TMA Terminal control area

VFR Visual flight rules

VNAV Vertical navigation

VOR VHF Omnidirectional Radio range

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