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Performance-Based Navigation (PBN)

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Performance-Based Navigation (PBN) What Is PBN? Evolution to PBN Performance-Based Navigation (PBN) is comprised Current Ground NAVAIDs RNAV RNP Federal Aviation of Area Navigation (RNAV) and Required Navigation Waypoints Administration Performance (RNP) and describes an aircraft’s capa- Seamless Vertical bility to navigate using performance standards. Path What Is RNAV? “Curved” Paths RNAV enables aircraft to fly on any desired flight path within the coverage of ground- or spaced-based navigation aids, within the limits of the capability of Limited Design Increased Airspace Highly Optimized the self-contained systems, or a combination of both Flexibility Efficiency Use of Airspace Performance-Based capabilities. RNAV aircraft have better access and flexibility for point-to-point operations. Navigation (PBN) Resources What Is OPD? FAA RNAV/RNP Group Web Site Optimized Profile Descent (OPD) is designed to http://faa.gov/ato?k=pbn reduce fuel consumption, emissions, and noise dur- ing descent by allowing pilots to set aircraft engines FAA Next Generation Air Transportation System near idle throttle while they descend. OPDs use the http://www.faa.gov/about/initiatives/nextgen capabilities of the aircraft Flight Management System to fly a continuous, descending path without level seg- ICAO PBN Programme Office ments. Where possible, we are implementing OPDs www.icao.int/pbn with RNAV to make them environmentally-friendly or “green.” Contact us at: [email protected] What Is RNP? RNP is RNAV with the addition of an onboard perfor- mance monitoring and alerting capability. A defining characteristic of RNP operations is the ability of the aircraft navigation system to monitor the navigation performance it achieves and inform the crew if the requirement is not met during an operation. This on- board monitoring and alerting capability enhances the pilot’s situation awareness and can enable reduced obstacle clearance. Certain RNP operations require advanced features of the onboard navigation function and approved training and crew procedures. These operations must receive approvals that are characterized as Authorization Re- quired (AR), similar to approvals required for opera- tions to conduct Instrument Landing System Category II and III approaches. HQ-09950 PBN Implementation in the U.S. Benefits of Performance-Based Navigation Atlanta (ATL) OPD RNAV Arrivals New York (JFK) Traffic Decoupling Using RNP AR Atlanta designed RNAV Standard Terminal Arrival (STAR) RNP AR approaches to Runway 13L at JFK would procedures with OPD to reduce emissions and environ- eliminate conflicts with traffic using the Instrument mental impact. Eventually, these RNAV OPD procedures Landing System (ILS) on Runway 4 at LaGuardia. could generate approximate benefits of: Purple – RNAV SIDs/STARs u 700,000 gallons of fuel savings per year Yellow – RNAV En route JFK ILS Green – Airports with RNAV or u 4,500 metric tons of carbon dioxide emissions RNP approaches RWY 13L La Guardia saved per year Airport (LGA) RNAV and RNP procedures in the terminal and en route domains have demonstrated benefits by: u Reducing miles flown, saving fuel and time John F. Kennedy u Reducing fuel burn and emissions with more Airport (JFK) continuous climbs and descents u De-coupling traffic flows in complex airspaces u Decreasing required air/ground voice LGA ILS Approaches communications PBN Implementation Challenges JFK RNP ATL NOTRE OPD STAR arrival Approaches Takeoff and Departure Challenges . Complex flows include satellite airport traffic . Terrain avoidance Fuel Efficient Operations in the Terminal Environment Dallas-Fort Worth (DFW) RNAV Departures . Environmental and noise restrictions . Operator readiness and approvals Complete implementation of OPDs and uninterrupted RNAV allowed DFW to implement initially diverging, . Training . Avionics equipage variations climb operations at some of the busiest airports would fanned routes in September 2005. These new RNAV En Route Challenges generate benefits of approximately: Standard Instrument Departures (SIDs) resulted in . Multi-facility coordination . Terminal transitions to/from en-route benefits of: . Avoiding restricted airspace . Integrating with automation u 45% reduction in delay during peak demand 4 u 4 $25 million in operator benefits through 2008 3 u 10 additional departures per hour per runway 3 Arrival and Approach Challenges Potential Time Benefit . Adjacent airport flow interactions 2 (reduced flight crew and Conventional Diverging RNAV . Environmental and noise restrictions maintenance costs for the Departures . Controlling and managing a mixed 2 airlines) Departures equipage environment . Availability of controller decision 1 Potential Fuel Benefit support tools 1 Potential Annual Benefit ($ Millions) $ $ EWR IAH MDW JFK PHX BOS MCO DEN PIT EWR IAH MDW JFK PHX BOS MCO DEN PIT ORD ATL PHL LGA IAD DFW DTW MSP CVG CLT SFO LAS MEM BWI CLE FLL LAX DCA MIA STL ORD ATL PHL LGA IAD DFW DTW MSP CVG CLT SFO LAS MEM BWI CLE FLL LAX DCA MIA STL SLC TPA SAN SEA PDX SLC TPA SAN SEA PDX Benefit analyses conducted by The MITRE Corporation/Center DFW DFW RNAV Route Divergence for Advanced Aviation System Development.
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