module 1&2+

Training for the Eastern Mekong new CNS/ATM Systems in Cambodia, Lao PDR, and Vietnam

Overview of RNAV/RNPSeptember 10th 2013

Mr. Masahiko Ueno

Deputy Chief Air Navigation Services EngineerTokyo International Airport

JCAB

Module 1Module 2

2The Project for the Capacity Development for Transition to the New CNS/ATM Systems in Cambodia, Lao PDR, and Vietnam http://www.newcnsatm.com

　

1. Introduction of Tokyo International Airport

2. Conventional Radio Navigations

3. Performance-Based Navigation (RNAV/RNP)

4. Actual RNAV/RNP Operation

CONTENTS


　　1. Introduction of Tokyo International Airport

Tokyo International Airport (Haneda) is located in 15km south of Tokyo downtown.Haneda handles almost all domestic flights to and from Tokyo, while Narita International Airport handles the vast majority of international flights. In 2010, a dedicated international terminal was opened at Haneda in conjunction with the completion of a fourth runway. This allowed for a dramatic increase in international flights going to Haneda and we plan to further expand Haneda's international role in the future.Haneda handled 66,795,178 passengers in 2012. By passenger throughput, it was the second busiest airport in Asia and the fourth busiest in the world.


　　Tokyo Airport Runway Operations

North wind operations South wind operations Haneda airport expansion layout

Hokkaido Area

9 cities, 93 flights / day

Wakkanai(1 flight / day)Memanbetsu(5 flights / day)Nakashibetsu(1 flight / day)Monbetsu(1 flight / day)Kushiro(7 flights / day)Obihiro(7 flights / day)Asahikawa(7 flights / day)New Chitose(56 flights / day)Hakodate(8 flights / day)

Tohoku Area


Aomori(6 flights / day)Misawa(3 flights / day)Odate Noshiro(2 flights / day)Akita(9 flights / day)Shonai(4 flights / day)Yamagata(1 flight / day)

Kanto/Hokuriku Areas


Oshima (1 flight / day) Miyake (1 flight / day) Hachijo Island (3 flights / day) Toyama (6 flights / day) Noto (2 flights / day) Komatsu (12 flights / day) Chubu (1 flight / day)

Kansai Area


Itami(31 flights / day)Kansai(11 flights / day)Kobe(8 flights / day)Nanki Shirahama(3 flights / day)Yonago(5 flights / day)

Chugoku/Shikoku Area　 11 cities, 93 flights / day

Tottori(4 flights / day)Okayama(10 flights / day)Izumo(5 flights / day)Hiroshima(16 flights / day)Hagi/Iwami(1 flight / day)Yamaguchi-Ube(9 flights / day)Iwakuni(4 flights / day)Takamatsu(12 flights / day)Tokushima(10 flights / day)Matsuyama(12 flights / day)Kochi(10 flights /day)

Kyushu Area

　 8 cities, 167 flights / day

Kitakyushu(17 flights / day)Oita(14 flights / day)Fukuoka(57 flights / day)Saga(4 flights / day)Nagasaki(14 flights / day)Kumamoto(21 flights / day)Miyazaki(18 flights / day)Kagoshima(22 flights / day)

Okinawa Area


Amami Oshima(1 flight / day)Naha(28 flights / day)Miyako(1 flight / day)Ishigaki(1 flight / day)

Domestic Flight NetworkTotal: 29 prefectures, 50 cities, 493 flights / day

Note 1: Counted by departing flights; codeshare flights counted by equipment used.Note 2: Extra flights included, but transiting flights excluded. 4

Tokyo Airport Domestic Flight Network

European destinations

3 cities, 19 flights / week

Frankfurt(7 flights / week)Paris(7 flights / week)London(5 flights / week)

Asian destinations


Kuala Lumpur(7 flights / week)Singapore(28 flights / week)Bangkok(21 flights / week)Denpasar(7 flights / week)

US destinations


New York(7 flights / week)San Francisco(7 flights / week)Los Angeles(14 flights / week)Honolulu(21 flights / week)

Asian destinations


Incheon(14 flights / week)Gimpo(84 flights / week)Beijing(28 flights / week)Shanghai(28 flights / week)Taipei(56 flights / week)Hong Kong(28 flights / week)

Note: Charter flights excludedNote: Counted by departing flights; codeshare flights counted by equipment used.

International Flight NetworkTotal: 12 countries, 16 cities, 369 flights / week

5

Tokyo Airport International Flight Network

平成２４年度末

空港安全対策官・空港における航空の安全確保に係る企画、立案及び調整

システム運用管理官・広域にわたる航空保安無線施設、電気施設、機械施設の工事、運用及び保守の調整、広域にわたる航空保安無線施設の工事、運用及び保守等

・空港の施設の検査、土木施設の工事及び保守、建築施設の工事及び保守

（５２名）施設運用管理官（広域施設管理担当） 24名・広域にわたる機械施設の運用状況監視、機械施設の工事及び保守並びに車両の保守

・航空保安無線施設の工事、運用及び保守、航空通信施設、レーダー及び管制情報処理システム施設の工事及び保守等

施設運用管理官（安全技術企画担当） 8名・土木施設、建築施設及び機械施設の工事並びに保守の企画、直轄事業の入札及び契約の技術審査、工事検査、保全計画及び安全点検

施設部長施設運用管理官（基盤施設担当） 19名

・航空機の運航監督、航空機の航行の方法、遭難航空機の捜索及び救助、航空情報、航空通信、事故調査援助等

（４１８名）航空管制官 216名81 135)（ﾀﾜｰ、ﾀｰﾐﾅﾙ

・飛行場管制業務、ターミナル・レーダー管制業務、航空機の位置通報、進入管制業務等

航空管制技術官 82名

航空灯火・電気技術官 36名・航空灯火その他電気施設の工事、運用及び保守、類似灯火の制限、昼間障害標識等

管制保安部長航空管制運航情報官 83名

・空港内の秩序の維持、空港及びその周辺における航空機事故及び災害に関すること、空港における危機管理等

空港長次長自動車交通管理課 6名・空港内の公共用通路における自動車交通の管理に関すること

・航空産業の発達、改善及び調整、空港の設置及び管理、空港の供用に関すること等

環境・地域振興課 3名・空港周辺における環境の改善に関する調整、航空機騒音対策、空港を活用した地域振興等

航空保安防災課 47名

総人員５６５名

総務部長運用調整課 8名・空港の安全運用を確保するための総合調整、制限区域内工事に係る総合調整等

（９１名）業務課 7名

総務課 10名・庁舎管理、人事、福利厚生、宿舎、文書授受、事務所内事務の総合調整、その他他の所掌に属さないもの等

会計課 9名・前渡金の経理、収入金の事務、国有財産の取得及び運用、物品の取得及び処分等

1

Total no. of personnel:

565

Airport Director

Deputy Director

General Affairs Department

(91 persons)

Air Traffic Services Department

(418 persons)

Facilities Department

(52 persons)

Airport Security Officer

System Operations Management Officer

General Affairs Division (10 persons) Accounting Division (9 persons) Flight Information Service Planning Division (8 persons) Management Division (7 persons) Environment and Regional Development Division (3 persons) Aviation Security and Disaster Prevention Division (47 persons) Automobile Traffic Management Division (6 persons) Visual Aids and Electrical Systems Officer (36) Air Traffic Control and Flight Information Officer (83) Air Traffic Controller (216 [81 : Tower 135 : Terminal] ) Air Navigation Services Engineer (82) Facility Operation and Management Officer (8) Facility Operation and Management Officer (19)

Facility Operation and Management Officer (24)

Tokyo Airport Office Organization Chart


Air Navigation Facilities


　Tokyo Airport Office, dramatized for TV series


　　2. Conventional Radio Navigations

http://en.wikipedia.org/wiki/File:D-VOR_PEK.JPG


VOR:VHF Omnidirectional radio Range VHF omnidirectional radio range (VOR), is a type of short-range radio navigation system for aircraft, enabling aircraft to determine their position and stay on course by receiving radio signals transmitted by a network of fixed ground radio beacons, with a receiver unit.

A VOR ground station sends out a master signal, and a highly directional second signal that varies in phase 30 times a second compared to the master. This signal is timed so that the phase varies as the secondary antenna spins, such that when the antenna is 90 degrees from north, the signal is 90 degrees out of phase of the master. By comparing the phase of the secondary signal to the master, the angle (bearing) to the station can be determined. This bearing is then displayed in the cockpit of the aircraft. This line of position is called the "radial" from the VOR. The intersection of two radials from different VOR stations on a chart provides the position of the aircraft.VOR and the older NDB stations were traditionally used as intersections along airways. A typical airway will hop from station to station in straight lines. As you fly in a commercial airliner you will notice that the aircraft flies in straight lines occasionally broken by a turn to a new course..

http://en.wikipedia.org/wiki/File:D-VOR_PEK.JPG


VOR:VHF omnidirectional radio range (Cont’d)

Withdrawal of VOR stations: As RNAV systems have become more common, in particular those based upon GPS, more and more airways have been defined by such waypoints, removing the need for some of the expensive ground-based VORs.In Japan, a general plan to gradually withdraw VOR stations is to be prepared, taking into account the progress of RNAV operations and the necessity for radio navigation aids (VOR). Withdrawal of VOR stations commenced beginning in fiscal year 2013 when RNAV has been well-established. The aim is to reduce the number of VORs by half by fiscal year 2023.


DME: Distance Measuring EquipmentAircraft use DME to determine their distance from a land-based transponder by sending and receiving pulse pairs.The aircraft interrogates the ground transponder with a series of pulse-pairs (interrogations) and, after a precise time delay (typically 50 microseconds), the ground station replies with an identical sequence of pulse-pairs.

The DME receiver in the aircraft searches for with the correct interval between them, which is determined by each individual aircraft's particular interrogation pattern. The aircraft interrogator locks on to the DME ground station once it recognizes a particular reply pulse sequence has the same spacing as the original interrogation sequence. The time difference between interrogation and reply, minus the 50 microsecond ground transponder delay, is measured by the interrogator's timing circuitry and converted to a distance measurement in nautical miles, then displayed on the cockpit DME display.DME operation will continue and possibly expand as an alternate navigation source to GNSS for RNAV/RNP navigation.


ILS:Instrument Landing SystemILS is a ground-based instrument approach system that provides precision guidance to an aircraft approaching and landing on a runway, using a combination of radio signals from two independent sub-systems, a Localizer (LOC) and a Glide slope (GS). The localizer provides lateral guidance; the glide slope provides vertical guidance.A localizer, located beyond the end of the runway transmits two signals, one is modulated at 90 Hz, the other at 150 Hz. The localizer receiver on the aircraft measures the difference in the depth of modulation (DDM) of the 90 Hz and 150 Hz signals. If there is a predominance of either 90 Hz or 150 Hz modulation, the aircraft is off the centerline. If the DDM is zero, the aircraft is on the LOC centerline. A glide slope station sited to one side of the runway touchdown zone transmits a carrier frequency using a technique similar to that for the LOC. The center of the glide slope signal is arranged to define a glide path of approximately 3° above horizontal ground level. The pilot controls the aircraft so that the LOC and GS indicator remains centered on the display to ensure the aircraft is following the desired approaching path.

http://en.wikipedia.org/wiki/File:ILS_illustration.jpg


ILS:Instrument Landing System (Cont’d)Weak Points

Localizer systems are sensitive to obstructions in the signal broadcast area like large buildings or hangars. Glide slope systems are also limited by the terrain in front of the glide slope antennas. If terrain is sloping or uneven, reflections can create an uneven glide path causing unwanted needle deflections. Additionally, since the ILS signals are pointed in one direction by the positioning of the arrays, glide slope supports only straight-line approaches with a constant angle of descent. Installation of an ILS can be costly because of siting criteria and the complexity of the antenna system.

Future AlternativesLocalizer Performance with Vertical guidance (LPV) is based on the SBAS (Satellite-Based Augmentation System, such as WAAS, IGNOS and MSAS.Ground-Based Augmentation System (GBAS) is a safety-critical system that augments the GNSS Standard Positioning Service and provides enhanced levels of service. GBAS is expected to play a key role in modernization and in all-weather operations capability at CATI/II and III airports, terminal area navigation, missed approach guidance and surface operations.


　　3. Performance-Based Navigation (RNAV/RNP)

What’s RNAV ?What’s RNP ?What’s PBN ?RNAV/RNP operation in JAPANJCAB RNAV RoadmapActual RNAV/RNP operation

RNAV5 : En-routeRNAV1 : Terminal (SID) RNP APCH = RNAV(GNSS) : ApproachRNP AR APCH = RNAV(RNP) : Approach


What’s RNAV?Area navigation (RNAV) is a method of instrument flight rules (IFR) navigation that allows an aircraft to choose any course within a network of navigation beacons, rather than navigating directly to and from the beacons. This can conserve flight distance, reduce congestion, and allow flights into airports without beacons. Area navigation used to be called "random navigation", hence the acronym RNAV.RNAV enables aircrafts to fly on any desired flight path within the coverage of ground-based navigation aids (VOR/DME, DME/DME) and GPS within the limits of the capability of the self-contained systems(INS/IRS), or a combination of both capabilities.

RNAV accuracy values are specified as RNAV X, (e.g. RNAV 1.)

The expression 'X' refers to the lateral navigation accuracy in nautical miles, which is expected to be achieved at least 95% of the flight time by the population of aircraft operating within the airspace.


What’s RNP ?Required navigation performance (RNP) is RNAV with the addition of a number of functional enhancements, including onboard performance monitoring and alerting capability.A defining characteristic of RNP operations is the ability of the airplane navigation system to monitor the navigation performance and inform the crew if the requirement is not met during an operation. This onboard monitoring and alerting capability enhances the pilot’s situational awareness. RNP accuracy values are specified as RNP X, (e.g. RNP 1.) The expression 'X' refers to the lateral

navigation accuracy in nautical miles, which is expected to be achieved at least 95% of the flight time by the population of aircraft operating within the airspace.

The aircraft is required to monitor the total system error (TSE), and to provide an alert if the accuracy requirement is not met or if the probability that the TSE exceeds two-times the accuracy value is larger than 10−5 .


On-board performance monitoring and alerting

RNP accuracy value×2

RNP value

ALERT!

RNP value

if the probability of the total system error exceeds two-times the accuracy value is larger than 10−5 ALERT!

if the accuracy requirement is not met the required total system error

Desired Flight Path

Error Distribution range larger than 10-5

less than 10-5


　　What’s PBN ? In the late 1990s, operators had already begun to experience the benefits of RNAV and RNP. However, the definitions and concepts associated with RNAV and RNP are inconsistent in various regions of the world. The result has been confusion among operators, manufacturers, regulators, and air navigation service providers in the implementation of RNAV and RNP applications in different areas in the world.Performance-based navigation (PBN) is the result of recent collaboration between industry, states, regulators, and service providers to understand the issues leading to this confusion, and to clarify and update the definitions and explanatory material about RNAV and RNP concepts and applications.

PBN is a framework which provides a basis for the design and implementation of automated flight paths as well as for airspace design and obstacle clearance. Once the required performance level is established, the airplane’s own capability determines whether it can safely achieve the specified performance and qualify for the operation.


Evolution of PBN Concept

Navigation Application without Onboard Monitoring and Alerting

Navigation Application with Onboard Monitoring and Alerting

RNAV RNP

PBN Concept2006

Legacy

RNP10, RNP4, B-RNAV, P-RNAV

New

RNAV2, RNAV1

RNP-x

RNP2, RNP1,RNP0.3

RNP-x/y

RNP0.3/125

RNP Concept1999

Navigation Performance and Functions

BRNAV, PRNAV, RNAV1, RNP4,

RNP1, RNP0.3 RNP0.3/125

Confusing Clear

PBN is a framework to reduce confusion and streamline RNAV and RNP specifications and standard.


RNAV/RNP Specification ListArea of operation Accuracy(95%) Navigation

SpecificationOnboard

Monitor/Alert Sensor

Oceanic / Remote10NM RNAV10 (RNP10) GNSS

INS or IRS

4NM RNP4 ○ GNSS

Continental en-route 5NM RNAV5

GNSSVOR/DMEDME/DMEINS or IRS

Oceanic / RemoteContinental en-route 2NM RNP2 ○ GNSS

Continental en-route and Terminal 2NM RNAV2

GNSSDME/DMEDME/DME/IRS

Terminal (SID/STAR)1NM RNAV1

GNSSDME/DMEDME/DME/IRS

1NM Basic RNP1 ○ GNSS

Approach0.3 ～ 1NM RNP APCH ○ GNSS

0.1 ～ 1NM RNP AR APCH ○ GNSS


RNP-X/Y Specifications


Status of PBN Operation in JAPANEn route: The domestic airspace above 29,000 feet, RNAV5 routes have established to all the en-routes (over 200) by 2012 . The Sky Highway Project has finished to separate VOR routes and RNAV5 routes operationally at 29,000 feet. Even in airspace below it, for routes connecting departure and arrival procedures and medium distance routes, RNAV routes were designed as well.

Terminal Areas: RNAV1/RNP1 departure and arrival routes have introduce all the airport. (RNAV1 SID/STAR: Radar airports, RNP1 SID/STAR: Non-radar airports)

Approach: RNP APCH has been established at remote island airports and RNP AR APCH has introduced at Haneda airport and some other airports.

RNAV1 (STAR) RNP APCH


JCAB RNAV Roadmap (Ver.2 2007)


　

RNAV5 : En-routeRNAV1 : Terminal (SID) RNAV(GNSS) = RNP APCH : ApproachRNAV(RNP) =RNP AR APCH : Approach

4. Actual RNAV/RNP Operation (sample)


eAIP (AIS JAPAN web site) URL : https://aisjapan.mlit.go.jp　　　　 User registration required

En-route RNAV

　

RNAV SID/RNP AR/RNAV GNSSAIP 　

https://aisjapan.mlit.go.jp/


RNAV5 ROUTE (Y101) Route Designator ： Y101Navigation Specification ：RNAV5Available sensor ： VOR/DME

　　　　　　　　　　　　　　　DME/DME　　　　　　　　　　　　　　　 INS or IRS　　　　　　　　　　　　　　　 GNSS

Waypoint: EATAK-MUKAWA(MKE)-TOBY

Critical DMEKSE:EATAK/59.5nm to MKEOBE:54.5nm to MKE ～ 39.5nm to MKESPE:29.5nm to MKE ～ 14.5nm to MKEMKE:9.6nm to MKE/ ～ 4.6nm to MKE

DME GAP 4.6nm to MKE ～ MKE

INS or IRS or GNSS or VOR/DME required.


Available DME for RNAV navigationConditions of available DME/DME for RNAV for updating an aircraft position;

The crossed angle of two DMEs is above 30 degree and below 150 degrees The distance from a DME is beyond 3 NM and within 160 NM

Following DME presence is to be notified in AIP DME GAP : The section where aircraft cannot measure its position by DME/DMECritical DME: When one DME halt operation and it leads DME gap, this DME is called a critical DME.

When cruising a DME gap, aircraft position is updated by IRU not by DME/DME.The section of critical DME and DME gap must be less than 7.5 minutes.For navigation relying on DME, NOTAMs should be checked to verify the condition of critical DMEs. Pilots should assess their capability to navigate in case of failure of critical DME while airborne.

DME1 DME2

GOOD150 > Angle > 30

NO GOOD150 < Angle < 30


Critical DME / DME GAPEATAK

VOR/DME（ MKE)

VOR/DME（ SPE)

VOR/DME（ OBE)

VOR/DME（ KSE)

Critical DME:KSE

Critical DME:OBECritical DME:SPE

Critical DME:MKE

DME 　 GAP

VOR/DME（ CHE)

RNAV ROUTE ：Y101

TOBBY

Critical DMEKSE : EATAK ～ 59.5nm to MKEOBE : 54.5nm to MKE ～ 39.5nm to MKESPE : 29.5nm to MKE ～ 14.5nm to MKEMKE : 9.6nm to MKE/ ～ 4.6nm to MKE

DME GAP4.6nm to MKE ～ MKE

INS or IRS or GNSS or VOR/DME required.


RJTT/TOKYO INTL RNAV SID (RNAV1)


RJFG/TANEGASHIMA RNAV (GNSS) RWY 13

IF IAFIAF

IAF

FAF

MAPt

90°90°

90°

DIRECT TO IAF

DIRE

CT T

O IA

F DIRECT TO IAF

DME/DME not authorized GNSS required

RNP0.3 requiredDefinition of FIX for RNAV(GNSS)

IAF ：（ Initial Approach Fix ）

IF ：（ Intermediate Approach Fix ）

FAF ：（ Final Approach Fix ）

MAPt ：（ Missed Approach Point ）

MATF ：（ Missed Approach Point ）

MAHF ：（ Missed Approach Holding Fix ）


RJTT/TOKYO INTL RNAV (RNP) RWY 23The aircraft must have at least dual GNSS sensors, dual flight management systems, dual air data systems, dual autopilots, and a single inertial reference unitRF leg (constant radius arc to a fix) segments may be used after precise final approach fix for a carved approach

Lateral accuracy values is as low as 0.3 NM on any segment of the approach procedure (initial, intermediate, final or missed).Require special aircraft and aircrew authorization similar to category II/III ILS operations

BA

CRF Leg

Arccentre

Next

segment

Pr e

v io u

sse

gmen

t


Path-Terminator Path Terminator is a specific way of defining a flight leg based on a set of standard components that define the flight path and terminator (end of point of the leg).Each leg type has a two letter name based on the path and terminator combination;

1st letter : I,T,C,V,D,H,A,R 2nd letter: F.A,M,C,D,I,R

ARINC424 defines 23 path-terminator types below.


Path-Terminator leg RJTT/TOKYO INTL RNAV SID (RNAV1)


Path-Terminator leg types (1/3)


Waypoint (Fly By/Fly-Over)

module 1&2+

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