International Civil Aviation Organization PBN Implementation in Brasil

International Civil Aviation Organization PBN Implementation in Brasil Flight Inspection Seminar São Jose dos Campos – Brasil 21 – 23 november 2011 Ten Cel CTA Júlio Cesar de Souza Pereira Maj Eng Alessander de Andrade Santoro (DECEA)

Flight Inspection for PBN Procedures Objective Present Brazilian experience in Performance Based Navigation and Flight Inspection.

Flight Inspection for PBN Procedures Contents ü Performance Based Navigation ü Flight Inspection

Performance Based Navigation • Area navigation based on performance requirements (accuracy, integrity, continuity, availability and functionality) for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace. • RNAV Operations does not include the requirement for performance monitoring and alerting • RNAV Operations includes the requirement for performance monitoring and alerting

Performance Based Navigation

PBN RNAV 1 1 Nautical Mile 95% of time Track Centerline 1 Nautical Mile 95% of time RNP 1 ALERT TO PILOT 1 Nautical Mile 95% of time Track Centerline 1 Nautical Mile 95% of time

Navigation Specifications Phase of flight Navigation Specification Enroute Oceanic Remote Enroute Continental ARR Approach Initial Interm. Final DEP (SID) Missed Approach RNAV-10 (RNP-10) 10 - - - - RNAV-5 - 5 5 - - - RNAV-2 - 2 2 - - 2 RNAV-1 - - 1 1 1 - 1 1 RNP-4 4 - - - RNP-1 / Básico - - 1 1 1 - 1 1 RNP APCH - - - 1 1 0, 3 1 - RNP AR APCH - - - 1 – 0, 1 0, 3 – 0, 1 1 – 0, 1 -

Enroute Implementation PBN (RNAV-5)

PBN Regional Enroute Implementation Phases : • Phase 1: Version 1 SAM ATS Route Network – implemented on 10/03/2011 • Phase 2: RNAV-5 Implementation – 20/10/2011 • Phase 3 – Version 2 SAM ATS Route Network – (October 2013)

Brazilian RNAV-5 Route Network Project (Anticipation of SAM Version 2) Limited to the ATS Routes Network attending the main Brazilian TMA – 08 March 2012 (RNAV -5): • Routes to be implemented - 27 • Routes to be canceled – 18 • Routes to be partially canceled – 10 • Routes to be realigned – 56

VT BR BH RJ CONVENTIONAL Route Network (2011) SP

VT BR BH RJ RNAV 5 Route Network March 2012 SP

TMA Implementation PBN (RNAV-1 / RNP APCH AR)

Main Regulations Instruction 100 -23 (Procedure Designer Rating) Instruction 100 -24 (Air Navigation Procedures Design) Circular 100 -54 (Air Navigation Standardization). Manual 53 -3 (Aeronautical Charts). Procedures Design

Courses and Training PANS-OPS General Criteria “Conventional” Air Navigation Procedures ILS, LLZ and PAR Approach Procedures RNAV/RNP Air Navigation Procedures. APV BARO/VNAV Procedures. Helicopters Procedures RNP AR APCH Procedures PANS-OPS Recurrent Training PANS-OPS Update Training

Procedure Designer Rating Present Situation 37 Rated Procedures Designers 16 Rated APV/Baro-VNAV 8 Rated RNP AR APCH

TMA PBN Project Main Activities 1 Airspace Concept Development 2 Performance Evaluation Plan 3 Safety Assessment 4 Collaborative Decision Making Process 5 ATC Tools 6 Rules and Procedures 7 Air Navigation Procedures Publication 8 Training 9 Aircraft and Operators Approval 10 Pos-implementation Monitoring 11 Documentation

Implementation Dates • • TMA BR and RF – Apr 2010 (implemented) TMA RJ and SP – Apr 2013 (on going) TMA BH and SV – Mar 2014 TMA CT and PA – Jun 2015

Strategic Objectives 1. Safety 2. Capacity 3. Efficiency 4. Environment Protection 5. Access

Main Traffic Flows – São Paulo TMA

DN AU – ER – 0, 5 CG. S. 0, 3 % % SR – “N AE – 1, 8 ” 0 M – 1, 0 % , 8% CY L – 0, 6 % – 1 0, 4 % , 2 % % AM % 6 6, KP USA – 2, 7% EG – 1, 4% GO – 2, 1% UL – 1, 2% RP – 1, 5% BR – 7, 7 % BE – 0, 5 % SL – 0, 3 % N EU FZ T – RO 1 P CF – 2, , 2% A – 0 A – 2 % SV R – 5, 9% M PS – , 7% RF – 4 0, 2% IL O – 0, 7 – 2 , 9% J – 1, 0 % P 0, % , BH 8% TC – 0 3% – 1 IP – – 0, , 3% , 0 0, 1% % 2% % , 3 23 17, 4% – 19, 3% SP AFRICA – 0, 7% VT – 2, 0% GL – 5, 4% RJ – 10, 9% JF – 0, 3% 1, 9% , 8% LO – 0 % , 6 FI – 0 5% 0, MG – GR , 5% 25 % , 4% 7, 2 – 6 S” CT S. “ , 8%. 5 ER A – 1, 5% AM P F – 3, 5% N – 0% FL – 1, , 3 % JV – 0 CX TMA-SP 2010

D AU N – ER – 0, 5 CG. S. 0, 3 % S – “N % AE R – 1, 7 ” 0 M – 1, 0 % , 7% CY L – 0, 6 % – 0, 4 % 1, % 0 % AM % 2 6, KP USA – 2, 1% EG – 1, 0% GO – 1, 8% UL – 1, 5% RP – 1, 5% BR – 9, 2 % BE – 0, 5 % SL – 0, 3 % N EU FZ T – RO 1 P CF – 2, , 5% A – 4 A – 2 % SV R – 7, 2% M PS – , 1% RF – 6 0, 2% IL O – 0, 6 – 3 , 4% J – 1, 0 % P 0, % , BH 6% TC – 0 2% – 1 IP – – 0, , 3% , 1 0, 1% % 2% % , 9 26 18, 0% – 18, 1% SP AFRICA – 0, 7% VT – 2, 1% GL – 3, 8% RJ – 11, 3% JF – 0, 2% 1, 7% LO – 0 % , 5 FI – 0 5% 0, MG – GR , 1% 23 % , 9% 5, 6 – 5 “S” CT S. , 8%. 5 ER A – 1, 6% AM P F – 3, 1% % N – 8 FL – 0, , 3 % JV – 0 CX TMA-SP 2015

KP Proposed TMA GR SP LEGENDA SBSP DEP SBSP ARR SBGR DEO SBGR ARR SBKP DEP SBKP ARR

T 4 T 3 KP T 9 T 5 T 7 GR T 2 T 6 SP T 8 T 1 SBSP DEP SBSP ARR SBGR DEO SBGR ARR SBKP DEP SBKP ARR

Approach and Departure Procedures Implementation PBN Approach and Departures Implementation for about 140 Public Airport, taking into consideration the A 37 -11 Resolution Milestones 640 new charts were developed Publication Schedule was established in accordance with DECEA and users need Present Situation 88 LNAV only RNAV (GNSS) Procedures 63 LNAV/VNAV RNAV (GNSS) Procedures 125 RNAV SID

Santos Dumont Airport RNP APCH AR Procedure

Flight Inspection for PBN Procedures RNAV GNSS MANINV (Manual Brasileiro de Inspeção em Voo – Brazilian Flight Inspection Manual) – section 214

Flight Inspection for PBN Procedures RNAV GNSS Procedures must be: ü Safe; ü Easy to understand; ü Minimum pilot workload / flyability. Tolerances Course error to the next WAYPOINT = ± 1° Distance error to the ext WAYPOINT = ± 0. 1 NM Obstacle Clearance

Flight Inspection for PBN Procedures RNAV GNSS RAIM (Receiver Autonomous Integrity Monitoring) Adequate horizontal precision; Electromagnetic interference; Masking angles due to obstacles; Note: In the occurrence of RAIM alarm during the flight, the inspection must be interrupted in order to evaluate the possible causes.

Flight Inspection for PBN Procedures RNAV GNSS Other causes of interruption HDOP above 4. 0 VDOP above 4. 0 Number of tracked satellites bellow 5 HFOM above 22 m Strange results in the receiver

Flight Inspection for PBN Procedures RNAV DME/DME CIRINV 121 -16 (17 NOV 2009) – Flight Inspection Circular DME / DME • Multilateration • 30° < angle < 150° • FMS (data base) Critical DME considered as indispensable to the execution of the procedure, as established by the procedure designer.

Flight Inspection for PBN Procedures

Flight Inspection for PBN Procedures RNAV DME/DME ü All segments requiring altitude variation must be inspected using minimum climbing gradients and minimum altitudes as specified in the procedure; ü Aircraft must be equiped with 02 (two) FMS. ü Flight inspection must be interrupted in case of a critical DME is out of operation ü Two fases: v Coverage and accuracy verification v Procedure verification

Flight Inspection for PBN Procedures RNAV DME/DME COVERAGE AND ACCURACY VERIFICATION q Coverage of critical DME must be evaluated, according to the required profile (SID/STAR) to identify coverage outages in minimal flight altitudes. q Navigation during flight will be based on 1 P´s FMS, which must be enabled to all sensors available. q On 2 P´s FMS, all sensor, except DME and Inertial, must be disabled. q During the flight, Flight Inspector must identify the position every time ANP (Actual Navigation Performance), displayed in 2 P´s FMS, is greater than the Required Navigation Performance to the leg of the procedure.

Flight Inspection for PBN Procedures RNAV DME/DME COVERAGE AND ACCURACY VERIFICATION (cont. ) q During comissioning flights, each critical DME of the procedure must have its coverage and signal level verified by the Flight Inspection System. q During periodic inspections, signal level may be verified in “spot check”, prioritizing critical DME.

Flight Inspection for PBN Procedures RNAV DME/DME PROCEDURE VERIFICATION The objective in this phase is to verify the procedure in the same configuration the air space users will use it. Navigation will be based on 1 P´s FMS, with all sensors disabled, except DME and INERTIAL. All sensor in 2 P´s FMS must be enabled.

QUESTIONS?