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Performance Based Navigation (PBN)

Normal Procedures: Airspace

Eddie Sez:
Like the Future Air Navigation System (FANS) (airspace_fans.htm), the
Performance-Based Navigation (PBN) system is a concept of how we ensure our
aircraft are where we say they are, when we say they are. The designation is
mostly consistent, but not completely. How you qualify and how you prove your
quali cation is pretty much up to the state. But that approval isn't listed as "PBN"
but as the individual levels of compliance, i.e., RNP-4.
Everything here is from the references shown below, with a few comments in
orange.

Figure: Lateral Navigation Errors, from ICAO Doc 9613, gure ii-a-2-1.
The Concept
[ICAO Doc 9613, ¶1.1.1]
The performance-based navigation (PBN) concept speci es that aircraft

RNAV system performance requirements be de ned in terms of
accuracy, integrity, availability, continuity and functionality required for
the proposed operations in the context of a particular airspace concept,
when supported by the appropriate navigation infrastructure. In that
context, the PBN concept represents a shift from sensor-based to
performance-based navigation. Performance requirements are
identi ed in navigation speci cations, which also identify the choice of
navigation sensors and equipment that may be used to meet the
performance requirements. These navigation speci cations provide
speci c implementation guidance for States and operators in order to
facilitate global harmonization.
This isn't to say PBN systems cannot use a particular type of sensor, only
that the sensor isn't the de ning characteristic of the speci cation. An
acceptable solution could be GPS-based or even DME/DME-based. But
approval for that solution for the speci cation depends on more than
just what sensor is used.
Under PBN, generic navigation requirements are rst de ned based on

the operational requirements. Operators then evaluate options in
respect of available technology and navigation services. A chosen
solution would be the most cost-e ective for the operator, as opposed
to a solution being established as part of the operational requirements.
Technology can evolve over time without requiring the operation itself to
be revisited as long as the requisite performance is provided by the
RNAV system.
The Navigation Speci cation

[ICAO Doc 9613, ¶1.2]
The navigation speci cation is used by a State as a basis for the

development of their material for airworthiness and operational
approval. A navigation speci cation details the performance required of
the RNAV system in terms of accuracy, integrity, availability and
continuity; which navigation functionalities the RNAV system must have;
which navigation sensors must be integrated into the RNAV system; and
which requirements are placed on the ight crew.
On-board performance monitoring and alerting is the main element that
determines if the navigation system complies with the necessary safety
level associated to an RNP application; it relates to both lateral and
longitudinal navigation performance; and it allows the aircrew to detect
that the navigation system is not achieving, or cannot guarantee with 10–
5 integrity, the navigation performance required for the operation.
The 10-5 integrity is the 0.9999 probability concept. The monitoring and
alerting is the key component of a PBN speci cation.
Both RNAV and RNP speci cations include requirements for certain
navigation functionalities. At the basic level, these functional
requirements may include:
a. continuous indication of aircraft position relative to track to be
displayed to the pilot ying on a navigation display situated in his
primary eld of view;
b. display of distance and bearing to the active (To) waypoint;
c. display of ground speed or time to the active (To) waypoint;
d. navigation data storage function; and
e. appropriate failure indication of the RNAV system, including the
sensors.
[ICAO Doc 9613, ¶1.2.5]
For oceanic, remote, en-route and terminal operations, an RNP

speci cation is designated as RNP X, e.g. RNP 4. An RNAV speci cation is
designated as RNAV X, e.g. RNAV 1. If two navigation speci cations share
the same value for X, they may be distinguished by use of a pre x, e.g.
Advanced-RNP 1 and Basic-RNP 1.
For both RNP and RNAV designations, the expression “X” (where stated)
refers to the lateral navigation accuracy in nautical miles, which is
expected to be achieved at least 95 per cent of the ight time by the
population of aircraft operating within the airspace, route or procedure.
Approach navigation speci cations cover all segments of the instrument
approach. RNP speci cations are designated using RNP as a pre x and
an abbreviated textual su x, e.g. RNP APCH or RNP AR APCH. There are
no RNAV approach speci cations.
Because speci c performance requirements are de ned for each
navigation speci cation, an aircraft approved for an RNP speci cation is
not automatically approved for all RNAV speci cations. Similarly, an
aircraft approved for an RNP or RNAV speci cation having a stringent
accuracy requirement (e.g. RNP 0.3 speci cation) is not automatically
approved for a navigation speci cation having a less stringent accuracy
requirement (e.g. RNP 4).
This gets messy, here are two examples:
If your airplane is approved for RNP 0.3 and RNP 10, you might
think RNP 4 is automatically included. But it isn't. RNP 0.3 does not
have the same communications requirements of RNP 4, speci cally
CPDLC and ADS-C. RNP 10 isn't a PBN speci cation at all. So you
cannot infer you are RNP 4 quali ed.
If you have an RNP 4 quali cation you are good to go for RNP 10. In
fact, if you had an LOA that said RNP 10 and got approval for RNP
4, the RNP 10 disappears.
Be careful about RNP 4. Some U.S. FSDOs are granting RNP 4 LOAs
based on the mistaken notion that aircraft with P-RNAV approval
are more accurate than RNP 4. That might be true and it will work
in the Caribbean. But it won't work in the rest of the world where
RNP 4 also requires CPDLC and ADS-C.
The existing RNP 10 designation is inconsistent with PBN RNP and RNAV
speci cations. RNP 10 does not include requirements for on-board
performance monitoring and alerting. For purposes of consistency with
the PBN concept, RNP 10 is referred to as RNAV 10 in this manual.
Renaming current RNP 10 routes, operational approvals, etc., to an
RNAV 10 designation would be an extensive and expensive task, which is
not cost-e ective. Consequently, any existing or new operational
approvals will continue to be designated RNP 10, and any charting
annotations will be depicted as RNP 10.
In the past, the United States and member States of the European Civil
Aviation Conference (ECAC) used regional RNAV speci cations with
di erent designators. The ECAC applications (P-RNAV and B-RNAV) will
continue to be used only within those States. Over time, ECAC RNAV
applications will migrate towards the international navigation
speci cations of RNAV 1 and RNAV 5. The United States migrated from
the USRNAV Types A and B to the RNAV 1 speci cation in March 2007.
Aircraft operating in the North Atlantic airspace are required to meet a
minimum navigation performance speci cation (MNPS). The MNPS
speci cation has intentionally been excluded from the above
designation scheme because of its mandatory nature and because
future MNPS implementations are not envisaged.
If you want to attach some kind of accuracy standard to MNPS, it is
about 12.6 nm. The eventual plan is to move all oceanic airspace to RNP-
4 and when that happens MNPS will no longer exist.
Airworthiness Approval
[ICAO Doc 9613, ¶3.4.2]
The airworthiness approval process assures that each item of the RNAV
equipment installed is of a type and design appropriate to its intended
function and that the installation functions properly under foreseeable
operating conditions. Additionally, the airworthiness approval process
identi es any installation limitations that need to be considered for
operational approval. Such limitations and other information relevant to
the approval of the RNAV system installation are documented in the
AFM, or AFM Supplement, as applicable. Information may also be
repeated and expanded upon in other documents such as pilot
operating handbooks or ight crew operating manuals. The
airworthiness approval process is well established among States of the
Operators and this process refers to the intended function of the
navigation speci cation to be applied.
Approval of RNAV systems for RNAV-X operations. The RNAV system
installed should be compliant with a set of basic performance
requirements as described in the navigation speci cation, which de nes
accuracy, integrity and continuity criteria. It should also be compliant
with a set of speci c functional requirements, have a navigation
database, and support each speci c path terminator as required by the
navigation speci cation.
The aircraft must be equipped with an RNAV system enabling the ight
crew to navigate in accordance with operational criteria as de ned in the
navigation speci cation. The State of the Operator is the authority
responsible for approving ight operations. The authority must be
satis ed that operational programmes are adequate. Training
programmes and operations manuals should be evaluated.
You do not get approved for PBN, rather you get approved for each
speci cation. Details here:
Basic Area Navigation (B-RNAV) (airspace_b-rnav.htm)

North Atlantic High Level Airspace (NAT HLA) (airspace_nat_hla.htm)
Precision Area Navigation (P-RNAV) (airspace_p-rnav.htm)
RNAV-1 and RNAV-2 (airspace_rnav_1_2.htm)
Required Navigation Performance-4 (RNP-4) (airspace_rnp-4.htm)
Required Navigation Performance-10 (RNP-10) (airspace_rnp-10.htm)
Book Notes
Portions of this page can be found in the book International Operations Flight
Manual (book_notes_iofm.htm), Part III, Chapter 4.
References (links.htm)
ICAO Doc 9613 - Performance Based Navigation (PBN) Manual
(pdfs/icao_doc_9613_pbn.pdf), International Civil Aviation Organization, 2008
Revision: 20150722
Always remember that Eddie, when you get right down to it, is just a pilot. He tries to give you the
facts from the source materials but maybe he got it wrong, maybe he is out of date. Sure, he
warns you when he is giving you his personal techniques, but you should always follow your
primary guidance (Aircraft manuals, government regulations, etc.) before listening to Eddie.
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Performance Based Navigation (PBN)

The performance-based navigation (PBN) concept speci es that aircraft

Under PBN, generic navigation requirements are rst de ned based on

The Navigation Speci cation

The navigation speci cation is used by a State as a basis for the

[ICAO Doc 9613, ¶1.2.5]

For oceanic, remote, en-route and terminal operations, an RNP

Basic Area Navigation (B-RNAV) (airspace_b-rnav.htm)

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