2023_300_NAV

Common NAV proposal

Timeline

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2018
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2020
2021
2022
2023
2024
2025
Jan. '24OngoingDec. '28

Implementing Partners

Lufthansa Group
Leader: Lufthansa Group
Air France
Contributor: Air France
ENAIRE
Contributor: ENAIRE
Easyjet
Contributor: Easyjet
KLM
Contributor: KLM
LFV
Contributor: LFV
Oro Navigacija
Contributor: Oro Navigacija
Swedavia
Contributor: Swedavia
UkSATSE
Contributor: UkSATSE

Description

"The general objective of Work Package 5 (WP5) is to contribute to the deployment of PBN (Performance Based Navigation) in accordance with CIR (EU) 2018/1048 in EATMN, and to promote the extraction of benefits of PBN by increasing SBAS (Satellite-Based Augmentation System) and RNP (Required Navigation Performance) equipage in the airspace user segment operating in EU.

The specific objective of WP5 is to deploy PNB involving the following Airspace Users (airline companies), ANSPs and one AO (Airport Operator):

Lufthansa will equip (retro or forward fit) 14 A350-900 aircraft and 10 A350-1000 aircraft with SBAS capable avionics.
This will allow the operational use of LPV to support PBN IR requirements (CIR 2018/1048) by upgrading the Multi-Mode Receivers with SBAS capability and activating the Satellite Landing System SLS (LPV) in the Flight Management System.

AIR FRANCE will accelerate SBAS LPV (Localizer Performance with Vertical guidance) deployment, equipping 30 Air France A350, 65 Transavia A320NEO and 34 Hop! Embraer aircraft. A total of 129 aircraft with be equipped with SBAS LPV avionic function allowing the operational use of LPV procedures in Europe.

KLM will upgrade (retro/forward fit) 169 aircraft (types A320/A321 NEO, A350 and Boeing 777 / 787 / 737) with new avionics and systems for PBN (SBAS and RNP1/RNAV1) procedures, solving interoperability issues.

Easyjet Europe Airline GMBH (EEAG) will equip 98 A320 (18 aircraft in retrofit and 80 aircraft in forward fit) aircraft with SBAS LPV capabilities to realise fuel, safety, and disruption benefits in particular:
- installation of MMR (Multi-Mode Receiver) and SBAS function;
- activation of FLS (FMS Landing System);
- installation of FMS OPC (Operational Program Configuration) capable of SLS.

The critical operational importance of the LPV capability lies in minimising disruptions (i.e.: possible diversions, and flight cancellations in unfavourable weather conditions) and during outages of the ILS (Instrument Landing System) signal due to maintenance activities.

ENAIRE will implement RNAV1 Terminal routes (SID/STAR) and associated modifications of the airspace to modernise the current air navigation situation in relevant scenarios within the Spanish aerodromes network, while at the same time making possible solving specific issues allocated to each one. The relevant scenarios are LECO (A Coruña), LEAL (Alicante), LEGR (Granada), LEMI (Murcia Corvera) and LEST (Santiago). This implementation will allow for the decommissioning of radio-navigation infrastructure (i.e. removal of NDBs and VORs).

ORO NAVIGACIJA will facilitate more flexible and user efficient trajectories in Lithuania (Vilnius FIR) and with the neighbouring countries, reducing the environmental impact (including noise dispersion), and ensuring a higher level of safety, with the following specific objectives:

- optimisation of traffic flows in Vilnius and Kaunas TMAs and revision of airspace structures at Palanga and Šiauliai TMAs;
- optimisation of NAV infrastructure with the decommission of a NDB (Non-Directional Beacon) in the vicinity of Vilnius airport;
- Implementation of upgraded SID and STAR, in line with the PBN requirements and CCO (Continuous Climb Operations) and CDO (Continuous Descend Operations) concepts, in the above-mentioned TMAs;
- enhancement of and CCO (Continuous Climb Operations) and CDO (Continuous Descend Operations) procedures and upgrade of related PBN SIDs and STARs through the implementation of Cross-Border Airspace project between Lithuania and Poland.

SWEDAVIA AB (SWED) will implement PBN Terminal routes in Stockholm Arlanda (ESSA), Landvatter (ESGG), Umeå (ESNU), Kiruna (ESNQ) airports, allowing for a subsequent decommissioning of NAV infrastructure.

UKSATSE will develop a study with the purpose of selecting and further procuring the software for PBN IFPD that meets the requirements of both, the EU and Ukraine. For this study, UKSATSE’s flight procedure designers will receive On-the-Job Training (OJT) regarding their involvement in flight procedure design projects in European organisations and institutions (ANS Providers, IFPD Providers, Educational institutions, etc.).

All the beneficiaries participating in the implementation of WP5 are committed to carrying out their tasks according
to the project plan, providing inputs on technical achievements, timing, financial and administrative requirements. Lufthansa, as WP leader will ensure proper monitoring of the WP by holding regular meetings with the participants (AIR FRANCE, KLM, EEAG, ENAIRE, ORO, SWEDAVIA and UKSATSE).
These meetings will focus on coordinating reporting activities, ensuring alignment among participants, identifying issues and jointly applying mitigation actions as well as sharing experiences and best practices. SDM will also provide expertise and support to the beneficiaries on administrative, financial, or technical matters, throughout the duration of the project, and coordinate any request received from CINEA/EC.

Under WP5, the deployment of PBN is expected to contribute to ANS safety, predictability, sustainability and costeffectiveness by:
- Establishing PBN terminal routes and approach procedures with minima as low as 200ft provided that the performance of the systems upon which the respective navigation specifications are predicated, namely GNSS and SBAS, meet the respective ICAO Annex 10 performance standard, which in turn will lead to:
o unlocking potential for gradual rationalisation of some terrestrial radio navigation aids surplus to requirements;
o greater potential for avoidance of noise-sensitive areas owing to greater design flexibility of RNAV 1 and RNP 1 design criteria, including the use of RF segments;
o predictable terminal providing deterministic routing, which allows the airspace user to take advantage of the onboard flight management capabilities to optimise the flight profile for minimum fuel consumption and therefore minimum CO2-footprint in all stages of flight;
o improving the accessibility (through improved aerodrome operating minima) to aerodromes where conventional ILS equipment and procedures are technically impossible or uneconomical;
o increasing the resilience of the ATM system by enabling sustained IFR operations during outages of the
conventional landing aids;
o improving the safety of final approaches by enabling SBAS-based geometrical vertical guidance in runway ends where only 2D approaches, or 3D approaches with barometric-based vertical guidance, where possible.

WP5 includes the following tasks: (for more information go to the tasks under linked objects)
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Lufthansa Implementation
Equipping aircraft of the A350 fleet with SBAS capable avionics and software to make operational use of LPV procedures and to make operational use of RNP1/RNAV 1 SIDs and STARs.
It is planned to retro- or forward-fit approximately12 Airbus A350-900 and approximately 10 A350-1000 with SBAS capable avionics and software.

Air France Implementation
Anticipating entry into force of PBN regulation in 2030, Air France Group has decided to put all best effort to accelerate SBAS LPV deployment on its fleets.
The objective of this project is to equip 30 Air France A350, 65 Transavia A320NEO and 34 Hop! Embraer aircraft, so a total of 129 aircraft with SBAS LPV avionic function, to make operational use of LPV procedures in Europe.

KLM Implementation
Avionic upgrades for PBN (SBAS and RNP1/RNAV1) to resolve interoperability issues.
• SBAS
o KLM A320/321NEO linefit options
o KLM 777 and 787 retrofit
• RNP1
o KLM 737 fleet 2nd FMC retrofit to enable RNP1 capability

EasyJet Implementation
1. Objective
The proposal aims at upgrading the applicable easyJet aircraft with SLS to realise fuel, safety and disruption benefits
SBAS SLS enables pilots to perform precision CAT 1 approach minima (200ft) in reduced visibility conditions using satellite-based lateral and vertical positioning
SLS is a recommended due to the 2030 EU mandate, called “PBN IR” (Performance-Based Navigation - Implementing Rule).
SLS capability will be operationally critical especially in minimizing disruption i.e. possible diversions and flight cancellations in unfavourable weather conditions, and also during outage of ILS signal due to maintenance.

2. Background
Satellite-Based Augmentation System (SBAS) Landing System (SLS) Technology was first introduced to widebody A350 aircraft, however it has now been certified for the A320 family. SLS enables LPV (Localiser Performance with Vertical Guidance) minima of 200ft when no CAT 1 ILS (Instrument Landing System) is available
LPV and ILS CAT 1 approach are very similar, however the difference is that there is no equipment needed on the ground for LPV, as is it’s all satellite based. ILS CAT 1 will slowly be phased out because of maintenance and recertification associated costs
LPV is an EU mandate for airports. This means from 2024 airports must implement LPV approaches where there is appropriate EGNOS coverage. From 2030 ILS CAT 1 will become “contingency measure”, a secondary back-up

3. System Requirements
Retrofit aircraft
MMR & SBAS function
FLS activation
Forward fit aircraft
Installation of FMS OPC capable of SLS

4. Family Deployment Approach
The funding request is for 108 aircraft. 28 retrofit Austrian and Swiss aircraft and 80 forward fit (to be delivered with SLS) Austrian aircraft only.
Service implementation is carried out in a specified technology environment, following Airbus specifications. Testing and validation are integral parts of this stage.
• Filing Service: Provided by NM, consumed by AU’s
• Description:
This service implements:
• Satellite-Based Augmentation System (SBAS) Landing System (LS) required implementation of Airbus SCN as stated in the systems requirements
• SLS retrofit or linefit
• easyJet engineering to retrofit existing 28 aircraft. Airbus to carry out all work orders on new aircrafts being delivered

8. Conclusion

The total funding request is for € 1,870,640, as detailed in section 6. The information provided within this document is based on the most up to date information available to easyJet. All data and descriptions included in this document have been based on a preliminary assessment. The studies performed have been limited to general technical feasibility and solution availability. The technical scope, costs, and lead-time mentioned in the proposal are intended to support the SESAR decision-making process. Individual aircraft pricing must be kept confidential as this is easyJet commercially sensitive information.

Upon receiving notification of funding approval, easyJet will proceed to order the SBs and plan engineering work orders to commence during 2025.

SLS activation for 108 aircraft in easyJet’s fleet will benefit the network, allowing easyJet to achieve LPV minima, improve safety and enhance operational efficiency.

Ryanair Implementation
The goal of this Implementation Project is to equip the rest of the fleet (375 737NG) with the IMMR (Integrated Multi Mode Receiver) to enables SBAS capability and LPV (Localiser Performance with Vertical guidance)

ENAIRE Implementation
INTRODUCTION
The Single European Sky’s ATM Research project, ""SESAR"", is one of the most ambitious modernisation projects launched by the European Union, contributing to the implementation of the Single European Sky. SESAR’s goal is to define, develop and deploy the technological solutions needed to increase the performance and digitalisation of Europe’s ATM system in the most cost-, flight-efficient and environmentally friendly conditions.

OVERALL OBJECTIVE
Implementation of new PBN procedures and modifications of the current airspace in order to modernise current air navigation situation in five relevant scenarios within the Spanish aerodromes network, while at the same time making possible solving specific issues allocated to each one:
• Deployment of terminal procedures based in RNAV 1 specification in A Coruña, Alicante, Granada, Murcia Corvera and Santiago airports. It will combine with other projects in Spanish region, approaching to be almost ‘full PBN’ for SID/STAR operations. RNP APCH procedures in these scenarios will complement the current options and make possible future disposal of conventional navaids.
• New desing in the manoeuvres focused on obtaining global operational, environmental and connectivity improvements.
• De-commisioning of navaids in four of the five proposed scenarios: A Coruña (NDBs), Alicante (NDBs and VORs), Granada(NDBs) and Santiago (NDBs). A total of 7 navaids will be de-commisioned.


• Note: Although considered within the five scenarios design, however due to the current development and deployment of Spanish PBN plan, part of the maoeuvres do not accomplish the 2024 milestone established in the PBN regulation,
• All costs related to those PBN manoeuvres are excluded form the cost calcultation (not requesting finance to this CEF2 call) but are included as they will be accomplished together with additional improvements related to PBN Plan deployment according to CP1.

The scenarios selected are:
• A Coruña RNP APCH and RNAV1 SID/STAR
• Alicante RNP APCH and RNAV1 SID/STAR
• Granada RNP APCH and RNAV1 SID/STAR
• Murcia Corvera RNP APCH and RNAV1 SID/STAR
• Santiago RNP APCH and RNAV1 SID/STAR

The activities that will be performed will be aligned with the PBN regulation and deployed according to the schedule of CEF2 2023 call.


GENERAL DESCRIPTION AND CONTEXT
A Coruña RNP APCH and RNAV1 SID/STAR
ENAIRE proposal includes different activities focused on optimizing all airspace structure around A Coruña airport (ICAO code: LECO) through Performance-Based Navigation (PBN) according to PBN regulation and additional improvements:
• Implementation of approach instrument flight procedures based on RNP APCH (RWY21)
• Implementation of SID/STAR RNAV1 (RWY03/21)

Alicante RNP APCH and RNAV1 SID/STAR
ENAIRE proposal includes different activities focused on optimizing all airspace structure around Alicante airport (ICAO code: LEAL) through Performance-Based Navigation (PBN) according to PBN regulation and additional improvements:
• Implementation of SID/STAR RNAV Alicante (RWY10/28)
• Implementation of approach instrument flight procedures based on RNP APCH (RWY10)
• Improvements to Valencia manoeuvres (for instance, Missed Approaches)

Granada RNP APCH and RNAV1 SID/STAR
ENAIRE proposal includes different activities focused on optimizing all airspace structure around Granada airport (ICAO Code: LEGR) through Performance-Based Navigation (PBN) according to PBN regulation and additional improvements:
• Implementation of approach instrument flight procedures based on RNP APCH (RWY09/27)
• Implementation of SID/STAR RNAV1 (RWY09/27)
• Adaptation of enroute phase, if required

Murcia CORVERA RNP APCH and RNAV1 SID/STAR
ENAIRE proposal includes different activities focused on optimizing all airspace structure around Murcia Corvera airport (ICAO Code: LEMI) through Performance-Based Navigation (PBN) according to PBN regulation and additional improvements:
• Implementation of SID/STAR RNAV1 (RWY05/23)
• Implementation of approach instrument flight procedures based on RNP APCH (RWY05/23)

Santiago RNP APCH and RNAV1 SID/STAR
ENAIRE proposal includes different activities focused on optimizing all airspace structure around Santiago airport (ICAO code: LEST) through Performance-Based Navigation (PBN) according to PBN regulation and additional improvements:
• Implementation of approach instrument flight procedures based on RNP APCH (RWY17/35)
• Implementation of SID/STAR RNAV1 (RWY17/35)

LOCATION
• A Coruña, Spain (RNP APCH and RNAV1 SID/STAR)
• Alicante, Spain ( RNP APCH and RNAV1 SID/STAR)
• Granada, Spain (RNP APCH and RNAV1 SID/STAR)
• Murcia Corvera, Spain (RNP APCH and RNAV1 SID/STAR)
• Santiago, , Spain (RNP APCH and RNAV1 SID/STAR)

JUSTIFICATION
A Coruña RNP APCH and RNAV1 SID/STAR

In addition to accomplish PBN regulation, this project is focused on providing overall operational and environmental improvements to A Coruña airport.
Operation in A Coruña airport require to be improved, evolving from a full conventional combination of procedures to one that mainly counts with PBN applications.
In addition to that, the new design will take into consideration the rationalization of NAVAIDs (for instance removal of NDBs as NDB/L C and NDB COA)

Alicante RNP APCH and RNAV1 SID/STAR
In addition to accomplish PBN regulation, this project is focused on providing overall operational and environmental improvements to Alicante airport.
In articular , users have requested these improvements to attend the future foreseen demand in the mediterranean area.
Operation in Alicante airport require to be improved, evolving from a full conventional combination of procedures to one that mainly counts with PBN applications.
In addition to that, the new design will take into consideration the rationalization of NAVAIDs (for instance removal of NDBs and VORs as NDB SGO and VOR ALT)

Granada RNP APCH and RNAV1 SID/STAR
Operations in Granada airport require to be improved, evolving from a full conventional combination of procedures to one that mainly counts with PBN applications. When analysing improvement for Granada airport, users and airport operator in Granada also have been requesting RNP APCH for RWY 27 to be implemented, which is currently only used for visual approach and departures.
In addition to that, the new design will take into consideration the rationalization of NAVAIDs (for instance removal of NDBs as NDB/L GR and NDB/L GRA)

Murcia Corvera RNP APCH and RNAV1 SID/STAR
Operations in Murcia Corvera airport require to be improved, evolving from a full conventional combination of procedures to one that mainly counts with PBN applications
This airport is within a Restricted Airspace Area ( LER63 Murcia) where military aircrafts use part of the area around the airport for training pilots.
Spanish Military authority is requiring to improve several maoeuvres in order to fly in a more fluent way.

Santiago RNP APCH and RNAV1 SID/STAR
In addition to accomplish PBN regulation, this project is focused on providing overall operational and environmental improvements to Santiago airport.
Operations in Santiago airport require to be improved, evolving from a full conventional combination of procedures to one that mainly counts with PBN applications.
In addition to that, the new design will take into consideration the rationalization of NAVAIDs (for instance removal of NDBs, as NDB/L SO)


SPECIFIC OBJECTIVES
• Design and implementation of RNP APCH and RNAV1 SID/STAR for A Coruña airport (WP2)
• Design and implementation of RNP APCH and RNAV1 SID/STAR for Alicante airport (WP3)
• Design and implementation of RNP APCH and RNAV 1 SID/STAR procedures for Granada airport (WP4)
• Design and implementation of RNP APCH and RNAV1 SID/STAR for Murcia Corvera airpor (WP5)
• Design and implementation of RNP APCH and RNAV1 SID/STAR for Santiago airport (WP6)

EXPECTED OUTCOMES AND RESULTS
A Coruña RNP APCH and RNAV1 SID/STAR
This new design for A Coruña airport will benefit from overall PBN implementation improvements such as flight efficiency, predictability, improvement in trajectory dispersion or improvement in acoustic impact. Also, it will provide STAR RNAV1 to RWY03 to improve its connectivity.

Alicante RNP APCH and RNAV1 SID/STAR
This new design for Alicante airport will benefit from overall PBN implementation improvements such as flight efficiency, predictability, improvement in trajectory dispersion or improvement in acoustic impact.

Granada RNP APCH and RNAV1 SID/STAR
This new design for Granada airport will benefit from overall PBN implementation improvements such as flight efficiency, predictability, improvement in trajectory dispersion or improvement in acoustic impact. Also, it will provide instrument manoeuvres to RWY27, currently without any approach instrumental manoeuvres.

Murcia Corvera RNP APCH and RNAV1 SID/STAR
This new design for Murcia Corvera airport will benefit from overall PBN implementation improvements such as flight efficiency, predictability, improvement in trajectory dispersion or improvement in acoustic impact. Also, it will provide instrument manoeuvres to RWY05/23, currently without any approach instrumental manoeuvres.
In addition it will incorporate improvements proposed by Spanish Military authority to improve their operations.

Santiago RNP APCH and RNAV1 SID/STAR
This new design for Santiago airport will benefit from overall PBN implementation improvements such as flight efficiency, predictability, improvement in trajectory dispersion or improvement in acoustic impact. Also, it will provide instrument manoeuvres to RWY17/35, currently without any approach instrumental manoeuvres.

Oro Navigacija Implementation
Having in mind the requirements of the PBN Regulation, and Commission Implementing Regulations (EC) No 29/2009 (DLS Regulation) and (EC) No 1207/2011 (SPI Regulation), also taking into account statements of Lithuania PBN implementation Plan and ERNIP Part 2, Oro navigacija looking for optimisation of flows in Vilnius FIR, also plan to revise Vilnius and Kaunas TMA structures as well as Paaanga and Šîauliai TMAs. Thus will lead to revision and optimize of the SID and STAR network using required PBN specifications in those TMAs, creating more flexible and user efficient trajectories, with less environmental impact (including noise dispersion), and ensuring high level of safety. Besides that having in mind implementation of GNSS (LNAV, VNAV, LPV) procedures, operation of DME-DME network in Vilnius TMA area, looking for optimization of NAV infrastructure, decommissioning of NDB in vicinity of Vilnius airport is foreseen. Additionally, there ATM/ANS have established ATS routes for en-route operations, they shall implement those routes in accordance with the requirements of the RNAV 5 specification.
More over, taking into account the Cross-Border project between Lithuania and Poland the Cross-Border Airspace will ensure PBN based optimum SIDs and STARS as well as CCO and CDO procedures.

Swedavia Implementation
Implementation of PBN in Stockholm TMA and 5 regional airports.

AT ESSA:

a) 2x RNP APCH to R01R, 3 lines of minima. Note: 3x RNP APCH (AR) already published with RF-legs in accordance with the applicable environmental court decision and therefore meeting the derogation of AUR.PBN.2005(2). The 2x straight RNP APCH are needed for contingency in case of ILS U/S and the operator is not authorized for the AR procedure (~ 75% of arrivals in 2022).

b) 5 to 10 RNAV transitions (in principle RNAV 1 STARs) to connect to the existing 7x RNP APCH (AR) to 4 IREs, needed to promote a broader use of the existing approach procedures.

c) Decommissioning of 2x VOR (by LFV).

d) 2x RNAV 1 HOLD to replace the conventional holds over the decommissioned VOR's.

AT ESGG, ESMS, ESNZ, ESNQ, ESNU each:

a) Implementation of RNAV SID/STAR and decommissioning of a total of 4x NDB.

UkSATSE Implementation
Study by the mean of conducting the on-job training of UkSATSE’s flight procedure designers in and/or their involvement into flight procedure design projects in European organizations and institutions (ANS Providers, IFPD Providers, Educational institutions, etc.) with the purpose of the selection and further procurement of the software for PBN IFPD that meets the EU and Ukrainian requirements.

Additional Information

  • Project Type: Airline
  • CEF Call Year: 2023
  • Civil/Military: Military
  • Multistakeholder: Yes
  • Main AF: N.A. - Out of CP1 technical scope
  • Sub AF: N.A. - Out of CP1 technical scope
  • Progress Percentage: 13%