0.0 - GNSS and PBN Generalities

GNSS and PBN Generalities 03/11/2015
Airbus Prosky
Thomas Bernstein
GNSS and PBN

Generalities
ICAO AFPP Workshop
Nairobi
3rd – 6th November 2015
GNSS and PBN Generalities
Why GNSS ?
How does it work ?
GNSS augmentation means and associated approach

types
PBN Generalities
Conclusion
© AIRBUS ProSky S.A.S. All rights reserved. Confidential and proprietary document.
Why GNSS
Navigation & GNSS History and
Concept
Navigation History
© Airbus Prosky. All rights reserved. Confidential and proprietary document.

© AIRBUS ProSky S.A.S. All rights reserved. Confidential and proprietary document. 4
Navigation History
Visual References (Stars…)
Instrument landing System: 1938
VOR (Airways): 1960s
Introduction of 2D RNAV VOR/DME: 1975
GPS navigation: 1994 RNP: 1996
PBN ICAO mandate: 2016
Navaids not always suitable in terrain challenging environment

and expensive to maintain
Some History
Sputnik - 1957
First GPS (Block 1) launch - 1978
Copyright 2009 © Quovadis S.A.S. All rights reserved

USA President Reagan makes GPS
widely available - 1983
GPS SA turned off – 2000
PBN ICAO mandate: 2016
Ground based Navaids do not provide coverage and accuracy

needed for todays airspace.
Some History
Sputnik - 1957
First GPS (Block 1) launch - 1978
Copyright 2009 © Quovadis S.A.S. All rights reserved

 Selective Availability (SA) was an intentional
USA President Reagan
degradation makes
of public GPSGPS
widely reasons.
signals implemented for US national security available - 1983
GPS SA turned off – 2000
 In May 2000, at the direction of President Bill Clinton, the U.S government
discontinued its use of Selective Availability in order to make GPS more
responsive to civil and commercial usersPBNworldwide.
ICAO mandate: 2016
 The United States has no intent to ever use Selective Availability again
ICAO Annex 10 definitions
ICAO ANNEX 10
GNSS: Global Navigation Satellite System

A worldwide position and time determination system that includes
one or more satellite constellations, aircraft receivers and
system integrity monitoring, augmented as necessary to support
the required navigation performance for the intended operation.
GPS: Global positioning system

The satellite navigation system operated by the United States.
GPS (Global Positioning System)

Worldwide
Accuracy coverage
of 10
meters or
better
Usable all
phases of
flight
 Position computed in WGS84

 A 24* minimum satellite constellation into 6 orbital planes
 Mass market GPS receiver are not expensive
* USA engagement on the minimal GPS constellation
More GNSS

• GPS - 31 satellites
• BeiDou-2 (COMPASS) – 2020 with 30 satellites
• Galileo – 10 in orbit (2020 full operation (30))
• India – IRNSS regional first launch 1 JUL 2013
• GLONASS – 24 satellites 1995 / 26 APR 2013
How it works?
GNSS concept
PVT computation
GPS SUPPLIED DATA:

The GPS is a system combining space, ground based and airborne segments which provides,
with a worldwide coverage, 3D position (with respect to an Earth Centered Earth Fixed
referential), velocity, and time
 Space (Satellites)
 Ground (Control Stations)
 Airborne (Receiver)
PVT (Position Velocity Time) determination by

triangulation after propagation delay measurement
Basic Principles
 GPS is available worldwide

 GPS basis is the triangulation by satellites
 4 satellites necessary to compute a position
(x,y,z position and time solution)
 Precise position and time of each received satellite
has to be known by the receiver
Positioning : GNSS
A, B & C are satellites
• 3 unknowns: Position (x, y, z)

• Intersection of 3 spheres : Gives 2 positions
• 1 uncertainty (2 intersection points)  need 4 satellites to solve the
equation
• Can be resolved with 4 equations, using Pseudoranges (distance
satellite to antenna)
GPS Positioning
2 points at the intersection

of the three circles SVk : xk, yk, zk
SVi : xi, yi, zi
SVj : xj, yj, zj
GPS receiver
location
Ground segment: CONTROL SEGMENT
Kwajalein
Shriever Atoll
Air Force
Station
Hawai
Ascension
Island
Diego
Garcia
5 Monitor Stations 3 Ground Antennas 1 Master Control Station
Requirements
In order to guarantee Signal In Space (SIS) for safe

and reliable operations, four parameters are used:
Integrity
Accuracy
Availability
Continuity
ICAO Annex 10 Definitions
Integrity:
A measure of the trust that can be placed in the correctness of the information
supplied by the total system.
Includes the ability of a system to provide timely and valid warnings to the
user (alerts).
Accuracy:
GNSS position error is the difference between the estimated position and the
actual position. For an estimated position at a specific location, the probability
should be at least 95 per cent that the position error is within the accuracy
requirement.
ICAO annex 10 Definitions
Continuity :
Continuity of service of a system is the capability of the system to perform its
function without unscheduled interruptions during the intended operation.
Availability :
Availability of GNSS is characterized by the portion of time the system is to
be used for navigation during which reliable navigation information is
presented to the crew, autopilot, or other system managing the flight of the
aircraft.
GNSS Augmentation Means and

Signal prediction
Can I trust this position ?
03/11/2015
A need to trust “SIS” for safe operation
Satellites may broadcast

GPS
 Erroneous signal for hours
 Distance errors
Erroneous clock or ephemeris data

 Positioning errors
Users needs
 To know quality of computed
position
 To be warned if anything goes
wrong
This is checking integrity of SIS

03/11/2015
A need to trust “SIS” for safe operation

 4 satellites to determine 3D
GPS position and time
 Usually more satellite are available

(6 to 12)
 RAIM uses
 5 satellites for fault detection
(FD)
 6 satellites for fault detection
and exclusion (FDE)
RAIM
 RAIM provides integrity and
warning
RAIM on board function to guarantee integrity

03/11/2015
GNSS integrity monitoring
GNSS integrity monitoring techniques aim at monitoring the quality of

GNSS positioning
Large variety of techniques:

In an autonomous manner (ABAS) :
Using the redundancy of GNSS measurements only (RAIM )
Using a ground station (GBAS)
Using a network of ground stations (SBAS)
All these systems can include Fault Detection (FD) or Fault Detection and
Exclusion (FDE)
03/11/2015
Other Augmentations
 Complements the core satellite constellation(s) by increasing

quality of positioning
 Through space segment and ground segment : SBAS

• WAAS, EGNOS, MSAS, GAGAN, COMPASS
• Area service including multiple aerodrome
 Through ground segment : GBAS

• Multiple companies develop versions of GBAS
03/11/2015
Availability of Autonomous Integrity
 Depends on phase of flight

• Better in En Route than in Approach
 Can be predicted based on satellite almanac data at a specific location

and time
• Predictions tools
 RAIM/ABAS is not sufficient for APV (Except Baro VNAV) or Precision

Approach operations
AICSAM - GNSS Concept and GNSS Based Operations - GXP - Ref. PR1414183 - Issue 1 03/11/2015
GNSS based Approach types

SLS (SBAS)
• Approach with Vertical Guidance based on augmented GPS
• Significant investment in ground & space infrastructure required :
WAAS in the US, EGNOS in Europe, GAGAN…
• Airbus (except A350 XWB) and Boeing fleet not yet capable
• Minima down to 200ft AGL, Straight-in approaches (ILS like)
GLS (GBAS)
• Precision Approach (currently CAT I, CAT II/III under study, not before
2017)
• Lateral and vertical guidance to a Decision Altitude
• Ground station required
• Straight-in approaches (ILS like)
RNP (ABAS)
• Non Precision Approach : RNP APCH & RNP AR APCH
• Based on GNSS (Lateral) & Baro VNAV (Vertical Guidance)
• No ground infrastructure required
• Most aircraft capable
• Minima down to 250ft AGL, down to a Decision Altitude with Baro
VNAV
SBAS COVERAGE

SBAS - WAAS

GBAS Architecture
SPACE
SEGMENT
GPS
USER
SEGMENT
(aircraft)
GROUND SEGMENT
USER SEGMENT (Ground vehicle) (Reference station)
30
03/11/2015
Positioning Error and Errors Analysis
Unlike ILS and VOR, GNSS errors change over time :

 The orbiting of satellites
 The error characteristics of GNSS
 The satellite geometry
For GNSS
 Position errors can change over a period of hours
 But high level of reliance on analysis and characterization
of errors.
03/11/2015
GPS Prediction Tools
 Based on constellation status information issued by US Coast

Guard
 Assessment of availability and continuity
 Based on RAIM concept
 More or less sophisticated

Include one or more points (2D or 3D)
Include or not mask due to terrain
PBN Generalities
WHY PBN

Conventional Route Following VOR’s
WHY PBN

PBN Route Using Waypoints
11/3/2015
Conventional routes
• Defined based on old aircraft capabilities and use of

conventional navigation means
 Large protection areas and separation criteria to cope with limited
accuracy of position estimation
• Based on Ground Navigation Aids

 Overfly
 Relative position
• Limited design flexibility Ground

 Leading to traffic saturation NAVAIDs
Eg: VOR/NDB
Widely used but no more suitable due to traffic increase

and high fuel cost
11/3/2015
RNAV Definition
RNAV stands for Area Navigation
RNAV: Capability to fly any desired flight path, defined by waypoints such as
geographic fixes (LAT/LONG) and not necessarily by ground navaids
Ground
navaids
Waypoint
RNAV capability is linked to aircraft on-board equipment (RNAV systems)

“RNAV X” capability represents the linear lateral Accuracy of the Navigation system
expected to be achieved 95% of the flight time
RNAV is a method of navigation allowing for the definition of

more direct routes
03/11/2015
RNAV SYSTEM: A/C Position
NAV mode
Available
positions
IRS drift
PBN Predictability
KATL (Atlanta) Before RNAV Departures
Four departure fixes
PBN Predictability
KATL After RNAV Departures
Eight departure fixes
03/11/2015
RNAV SYSTEM
IRS 1, 2, 3
Inertial
DME
VOR Radio
Filter
FMS position
GP(IR)S
GPS
LOC
03/11/2015
RNAV Operations
EN-ROUTE TERMINAL APPROACH
AIRWAYS SID/STAR
NPA APV PA
PDR INITIAL
BaroVNAV APVI CAT I
APVII CAT II
ABAS
GBAS mandate CAT III
SBAS mandate
No procedure design criteria
03/11/2015
Performance Based Navigation implementation is strongly

promoted by ICAO
ICAO Resolution A36-11, urges States to implement by 2016 :

 Performance-Based Navigation (PBN)
 Approaches with Vertical Guidance (APV)
03/11/2015
RNP ensures trajectory containment

 Navigation accuracy On Board Performance
RNP =  On board containment integrity

 Continuity of RNP capability
+ Monitoring and
Alerting (OBPMA)
RNP = RNAV + OBPMA
RNP X = +/- X NM corridor for the accuracy limit,

+/- 2*X NM corridor for the containment limit
PBN concept
RNAV 1 No ALERT on board
1 NM 95%
Track Centerline
1 NM 95%
PBN concept
RNP 1 ALERT and Crew procedure
Track Centerline 1 Nautical Mile 95% of flight time
1 Nautical Mile 95% of flight time
The Key difference

On-board performance Monitoring and alerting function
On-Board performance monitoring and alerting function
What is an On-board Performance Monitoring and

Alerting (OBPMA) function ?
• A function on board the aircraft detecting and informing the crew

when the RNAV system is unable to satisfy the performance
prescribed in the navigation specification
• This function should monitor all type of errors which may affect
the aircraft ability to follow the desired flight path
• The required level of on board monitoring and alerting is

stipulated in each RNP navigation specification.
RNP

RNP is RNAV with the additional requirement of On Board Performance
Monitoring and Alerting
PBN Concept : Definitions
To NAVIGATE you need :
• A MAP, to define your

trajectory
Waypoints in NDB
• To know where you are

 Position at A/C level
thanks to IRS and GPS
• To be Guided along the

trajectory
 Guidance by FMS/AP or FD
order provide to the crew
PBN Concept: Positioning
Position error
from:
• Path
Computation
+ Position Error
• Guidance : XTK Total

error System XTK Error
Error
+
• Position Path Definition Error
computation
=
Total System
Error
XTK : Cross Track
Page 50
PBN Concept: Design of a RNP or RNAV procedure
A/C 100% of the

2 RNP value flight time in this
zone
1 RNP value
A/C 95% of the

flight time in
this zone
4 x RNP value
Page 51
PBN Concept: Design of a RNP or RNAV procedure
• Corridor of 2 RNP each

side of the A/C
• Buffers Buffers
4 x RNP value
• Outside this zone RNP value

obstacle or other
airspace are not taken
into account
Page 52
PBN Concept: RNP
• To be RNP capable, the FMS must

monitors its navigation performance
regarding the RNP value.
• It requests an On-Board Performance

Monitoring and Alerting System.
• All Airbus A/C have an OBPMA
Page 53
Navigation System Error (NSE)
• Difference between the actual position and the calculated

position
• Takes into account:

• Transmitted Signal error
• Position calculation error
Flight Technical Error (FTE)
• Ability to follow the defined path

• FTE in manual mode
• FTE with the FD
• FTE of the Autopilot
• Error depends on the flight phase (sensibility of the deviation indicator, AP

….)
Coupled
Flight Phase Manual (nm) Flight Director (nm) Autopilot (nm)
Oceanic 2.0 0.5 0.25
En Route 1.0 0.5 0.25
Terminal 1.0 0.5 0.25
Approach 0.5 0.25 0.125
FTE assumptions from RTCA DO 208 Appendix E
Path Definition Error (PDE)
• Errors between the desired path and the defined path

• WPTs coordinates in WGS 84
• Possible Error Source:
• Errors in the defined coordinates of the WPt
• Mis interpretation of the source by the data base encoder
• ….
• PDE is managed through a quality process and development methodology in
data processing
• DO 200A
• LOA Type 1 and 2
• ….
• The end user is the operator

• He has to assess that adequate development methodology has been applied
• Crew procedures to check that what is encoded is what is published.
PBN Concept: Airbus A/C performances
• PDE: considered null (NDB well coded and verified)
• XTK: MONITOR BY THE CREW

upon AP less than 0.1NM most of the time
• EPE: MONITOR BY THE SYSTEM (OBPMA)

less than 0.08NM most of the time
4 RNP corridor to cover major critical failures
PDE : Path Definition Error

Page 57 EPU : Estimated Position Uncertainty
03/11/2015
PBN – Flight Operations
PBN – Procedure Design
The new design criteria

2 x RNP
need adapted SOPs*
* Standard Operating Procedures
MINIMUM LATERAL 1 RNP

OBSTACLE
CLEARANCE LIMIT
A 2xRNP corridor represents the Containment limit

for escape, free of obstacles.
EPE
XTK
OPERATIONAL
LIMIT
If LDEV or XTK reaches 1xRNP (the Operational

limit) an approach will be interrupted.
58
03/11/2015
PBN Standard Operating Procedures
PBN – Trajectory Control

Main parameters controlled and monitored by the Flight Crew
It is the responsibility of the

Crew to keep LDEV & VDEV
inside the operational limits
59
03/11/2015
03/11/2015
PBN - Parameters to be monitored

Lateral deviation
Deviation from the

lateral flight path
RATAN
LATERAL FLIGHT PLAN
0.08 R
+/- 0.2 NM
L/DEV XTK
60
03/11/2015

Vertical deviation
Deviation from the

vertical flight path
VERTICAL
FLIGHT PLAN
V/DEV
INDICATED
VERTICAL DEVIATION
61
03/11/2015

Navigation system
Accuracy level of the

navigation system
ESTIMATED RATAN
POSITION
ERROR 0.08 R
ESTIMATED
POSITION
62
03/11/2015

Navigation system
GPS PRIMARY:
No need for Navigation
gross error checking by
the crew
ESTIMATED
RATAN
POSITION
ERROR
0.08 R
ESTIMATED
POSITION
63
03/11/2015

Altimeter setting
The correct
Altimeter Setting is
ONLY crew
monitored
03/11/2015
PBN – Standard Operating Procedures

Example: Call-outs for different situations
"CROSSTRACK" "V/DEV"
When the vertical deviation
+/- 200 ft
+/- 0.2 NM
reaches half a dot (50ft)
When the lateral deviation

reaches 1dot (0.1NM) or ½
RNP.
"BANK" "SINK RATE"
When the vertical speed

exceeds1200 fpm.
When the bank angle exceeds 30 o.
65
03/11/2015

Final approach corridor of an RNP-AR approach, using Baro-VNAV
LATERAL OBSTACLE OPERATIONAL

CLEARANCE LIMIT LIMITS
Analysis Extraction zone
Takeover zone
Normal zone
2 x RNP 75 ft ½ dot 1 x RNP

1 dot
VEB
OBSTACLE CLEARANCE
SURFACE
66
03/11/2015
RNP Approaches: RNAV (GNSS)
RNP APCH (with or without Baro-VNAV) characteristics:
 Straight-in approach on runway axis: 7-10Nm straight final segment

 Based on 0.3NM (in Final segment)
 Large obstacle clearance area with buffers
 ICAO Charting: RNAV (GNSS)
 With Baro VNAV
I. Decision Altitude instead of MDA
II. Stabilized approach coded in the FMS down to
50ft above runway threshold
I. Final path with constant descent angle
03/11/2015
RNP AR Definition
RNP AR stands for Authorization Required (ICAO wording), equivalent to RNP

SAAAR (ex-FAA wording)
An RNP AR procedure has one of the following characteristics:
 Reduced RNP values lower than 0.3 NM in approach (down to 0.1 NM) or
lower than 1 NM in missed approach and/or departure;
 Curved flight path after FAF ( RF legs);
ARC CENTER FIX
 Reduced obstacle protections, at 2xRNP,

without buffers laterally and using a VEB
vertically
So why and where RNP AR instead of RNP APCH ?
© AIRBUS ProSky SAS. All rights reserved. Confidential and proprietary document.
Challenging Terrain
• Enhanced safety
• Increased airport access and operations reliability
Air Traffic Challenges

• Proximity of airports
• Complex airspace with military / prohibited / restricted areas
• Noise restrictions
Conventional Non-precision approach

• High MD(H)
• Long procedures
• Unreliable ground infrastructure
Business Case / Environmental friendly initiative

Page 69
• Track Mile savings
• Lower fuel consumption
• Reduced CO2 emissions
© QUOVADIS. All rights reserved. Confidential and proprietary document.
RNP and RNP AR Benefits
TMA boundary CERE
Min ALT: FL145 S
 Airport:
Airport:
Shorter approaches Shorter approaches
Better access
Better access Overlay ofAutomated approaches
Automated approaches the visual Lower minima
approach
Lower minima
Track of Conventional procedure

Track of Visual Approach procedure
Track of RNP AR procedure
Cape Town RWY 19 RNP AR procedure
70 from CERES
• Repeatable Trajectory
• Fully Managed Approach and Missed Approach
• Less risk of unstabilized approaches
Flexible paths
Cape Town RNP AR:

15NM shorter than conventional
VMC tracks flown in IMC
RWY 16 now fitted with Instrument Flight Procedure
71
 Airport: Curved Paths - runway alignment in final
Shorter approaches  Conventional app in Vagar : not aligned with runway axis
Better access  In poor weather conditions, difficult visual maneuver for pilots
Automated approaches
Lower minima
Antenna
Approach Tricky manual

beam manoeuver required
= pilot
workload
Visual
acquisition
Curved Paths - runway alignment in final
 RNP AR approach final is aligned with runway axis.

 In poor weather conditions better position for visual final
Visual
acquisition
RNP AR
approach
Enhanced
Safety
© AIRBUS ProSky S.A.S. All rights reserved. Confidential and proprietary document. An Airbus company
Conclusion
GNSS concept
03/11/2015
Summary
 GNSS provide global navigation coverage

 RNP = RNAV + Onboard monitoring and alerting
 Different methods to compute aircraft position
 ABAS already provide huge operational benefits (Baro VNAV
down to 250ft DH).
 Most of the > 100 seats aircraft do not have SBAS capabilities
 Appropriate predictions means should be available before
starting the operations.
Performance Based Navigation (PBN) Solution
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GNSS and PBN Generalities 03/11/2015

GNSS and PBN

GNSS and PBN Generalities

How does it work ?

GNSS augmentation means and associated approach

© Airbus Prosky. All rights reserved. Confidential and proprietary document.

Visual References (Stars…)

Instrument landing System: 1938

VOR (Airways): 1960s

Introduction of 2D RNAV VOR/DME: 1975

GPS navigation: 1994 RNP: 1996

PBN ICAO mandate: 2016

Navaids not always suitable in terrain challenging environment

First GPS (Block 1) launch - 1978

Copyright 2009 © Quovadis S.A.S. All rights reserved

PBN ICAO mandate: 2016

Ground based Navaids do not provide coverage and accuracy

First GPS (Block 1) launch - 1978

Copyright 2009 © Quovadis S.A.S. All rights reserved

ICAO Annex 10 definitions

GNSS: Global Navigation Satellite System

GPS: Global positioning system

GPS (Global Positioning System)

 Position computed in WGS84

© Airbus Prosky. All rights reserved. Confidential and proprietary document.

GPS SUPPLIED DATA:

PVT (Position Velocity Time) determination by

 GPS is available worldwide

A, B & C are satellites

• 3 unknowns: Position (x, y, z)

2 points at the intersection

SVi : xi, yi, zi

SVj : xj, yj, zj

Ground segment: CONTROL SEGMENT

5 Monitor Stations 3 Ground Antennas 1 Master Control Station

In order to guarantee Signal In Space (SIS) for safe

ICAO Annex 10 Definitions

ICAO annex 10 Definitions

GNSS Augmentation Means and

Can I trust this position ?

A need to trust “SIS” for safe operation

Satellites may broadcast

Erroneous clock or ephemeris data

This is checking integrity of SIS

A need to trust “SIS” for safe operation

 Usually more satellite are available

RAIM on board function to guarantee integrity

GNSS integrity monitoring

GNSS integrity monitoring techniques aim at monitoring the quality of

Large variety of techniques:

 Complements the core satellite constellation(s) by increasing

 Through space segment and ground segment : SBAS

 Through ground segment : GBAS

Availability of Autonomous Integrity

 Depends on phase of flight

 Can be predicted based on satellite almanac data at a specific location

 RAIM/ABAS is not sufficient for APV (Except Baro VNAV) or Precision

GNSS based Approach types

© Airbus Prosky. All rights reserved. Confidential and proprietary document.