Use of RNAV (GNSS) for Non Precision Approach.

Paul Willis, Managing Partner, Cyrrus Associates,

Dr. E. Matsoukis, Assoc. Prof., University of Patras, and

S. Poulimenakos, Air Traffic Controller.

Introduction.
The use of RNAV (GNSS) as an alternative to traditional ground based radio navigational
guidance is an exciting development within the aviation and airline industry. The use RNAV
represents a significant development towards the use of GNSS technologies as a replacement
to traditional ILS / MLS precision approaches. Although the use of GNSS for precision
approach has still to be accepted by the International community for many reasons, the likely
date being not until the year 2015. However, the use of RNAV for non-precision approaches
still represents an important milestone in the transition from traditional navigational techniques
to satellite based technology. The use of RNAV for non-precision approaches has significant
benefits as it provides a cost effective navigation solution to runways that have no traditional
navigational infrastructure.

What is RNAV GNSS.

RNAV GNSS non-precision approach techniques make use of Global Positioning Satellites
(GPS) to determine the aircrafts position on the final approach to an airport. RNAV / GNSS
procedures are predicted on continuous descent approach (CDA) rather than stepped descent.
This offers environmental advantages in addition to reduced pilot workload together with a
stabilised approach with associated safety benefits.

Operational Considerations.
A non - precision approach traditionally uses a ground based navigation facility providing the
aircraft with a bearing and distance to a fixed point, usually on the airport. The aircraft uses
this guidance information along with a published procedure (national AIP and / or Jeppeson) to
fly to an altitude on the approach to the airport, this will normally be to a minimum decision
height (MDH) of between 300ft 400ft. This is however dependent on the surrounding terrain.
This type of approach is reliant on ground base infrastructure being available and to an
acceptable signal quality to provide aircraft guidance within a declared tolerance.

The use of RNAV for non-precision approach requires an aircraft to be fitted with a GNSS
airborne receiver that is certified to FAA TSO C129a Class A1 (standalone) standards or
B1/B3 for Flight Management System (FMS) integrated equipment. RNAV (GNSS) approach
mode can only be selected when using a certified (ie Jeppeson) database. It is not possible to
use manually inputted waypoints, except for flight inspection.
The tolerances applied to an aircraft making a NPA are an alarm limit of 550m, with 10
seconds to alarm at the declared MDH. GNSS position fixing will achieve a horizontal position
accuracy of 100m of 0.05NM with a 95% probability. Compare this with a Non Directional
Beacon that has a bearing uncertainty of 5 degrees, this equates to a horizontal error of +/0.5NM at a range of 6NM. It should be noted that the position error of GNSS is uniform where
a ground based navigational facility achieves greater accuracy as the aircraft approaches the
beacon.

Considerations.
In order for RNAV GNSS non-precision approaches to be Internationally acceptably to the
aviation industry more investigation and analysis is still required by manufactures, airlines,
national regulators and technical institutions. One of the main problems is that RNAV
equipment contains proprietary algorithms and therefore there is insufficient data available at
present to validate target levels of safety. Furthermore database integrity is a further problem
that has not been sufficiently addressed to the satisfaction of many national regulatory
authorities. In addition RNAV/GNSS NPA does not form part of a pilots instrument rating
training and testing in most (if any) countries. Training and testing is the responsibility of the
operator. This will probably change as GNSS NPA becomes more widely accepted. Most pilots
have heard of it, but very few have done it.

Future Activities.
Cyrrus Associates Limited with Flight Precision Limited has recently developed a RNAV NPA
procedure for a UK Civil Airport. This procedure will be published within the UK AIP and has
been subject to rigorous review by the UK CAA Safety Regulation Group. Having published
the procedure, Cyrrus Associates Limited along with their partner Flight Precision Limited will
conduct regular flight tests and gather flight data to evaluate the published procedure. This will
enable further analysis and investigation to be carried out with the goal to develop additional
IFR procedures using GNSS in the future.

RNAV (GNSS)
for
Non Precision Approach
By Paul Willis Cyrrus Associates
&
Sarandis Poulimenakos University of Patra

Cyrrus Associates
Limited

Overview

What is BRAV
Operational Considerations
C o s t benefits & advantages
C o n s traints
Next Steps

Cyrrus Associates
Limited

3810'10" N
02344'08" E

ATHINAI
VOR / DME 114.4
ATH
* 3754'03.15" N
02325'25.81" E

NEVR
A1J
11

303

RILIN 1J
PIKAD 1J
35
R 271 ATH

R 266 KRO

T
SA
48
0
745
R

EK

5000 FT

6000 FT

Traditional Area Navigation is based on.

KORINTHOS
NDB 392
KOR
* 3755'56.14" N
02255'57.82" E

NOTE 2

6000 FT

SPA

6000 FT

V O R / DME or NDB ground based radio beacons.

EGN

1J

T h e V O R /D M E a n d / or NDB provides the aircraft with

a guidance signal that allows navigation by means of
flying a bearing or radial to fixed point. This is
normally to the overhead of the ground radio beacon.
These beacons are positioned so that an aircraft can
fly declared routes within the national airspace.

SOREV

KVR

0006

NEMES
3742'05" N
02234'43" E

277

A
NE STO
VE ME V 1
LO S 1 J
P J
35
1J
R
22
1A
TH

13
RILIN 1J

SAT
VOR / DME 109.6
SAT
3755'00.48" N
02354'51.84" E

5 DM

61

1J

O
A
B
LN

AD

FT
00
11

14

A rea Navigatio n
4 0 0 0 FT

PIK

SUN

9000 FT

ASTOV
3725'03" N
02232'06" E

NOTES:

An example of this is the Standard Instrument

D e p a r t u r e f o r 0 3 R S p a ta A irport.
1. THE RESTRICTION IN CLIMB TO A MAXIMUM ALTITUDE
( E.G. 6000 ft ) IS APPLIED IN CASE OF RADAR FAILURE AND
IF NOT OTHERWISE INSTRUCTED BY ATC.

VELOP 1J

1J
SOREV
28
KEA
R 165

20
DDM
R 168

2. RADAR ANTENNA TOWER AT 745 FT ( 227 M ) LOCATED

1400 M TO THE EAST OF 21 L THRESHOLD.

SCALE 1:650'000
NM 0
Cyrrus Associates
Limited

T
6000 F

ASTOV 1J
33
R 261 DDM

DIDIMON
VOR/ DME 117.2
DDM
* 3728'40.08" N
02313'01.77" E

KEA
VOR / DME 115.0
KEA
* 3733'26.13" N
02417'55.99" E

TF

NEM
ES 1
J
R 2 33
92 D
DM

VELOP

KM 0

5
5

10

10
15

20

BADEL

R 013
KRO
R0
27
KRO

PIKAD
3803'47" N
02241'57" E

3810'10" N
02433'20" E

A rea Navigatio n
What is RNAV?
B R N A V i s B a s i c A rea N a v igation.
Makes use of Global Position Satellites
(G P S ) to determine the aircrafts position in
3 d i m e n s i o n s (x,y,z). If way points gave
been predetermined then an aircraft track
can be established enabling the aircraft to
navigate between any 2 fixed points.

Cyrrus Associates
Limited

A rea Navigatio n
Way Point 1

Intermediate Fix

Intermediate Fix

RNAV aircraft position fixing,

showing an aircraft navigating
between two Way Points

Cyrrus Associates
Limited

Way Point 2

Operational C o n s traints
A irborne GNSS Receiver.

Aircraft R e c e i v e r h a s t o b e c e r t i f i e d t o F A A
T S O C 1 2 9 a C l a s s A 1 ( s ta n d a l o n e ) o r B 1 /B 3
for Flight M a n a g e m e n t S y s t e m ( F M S )
integrated equipment.

R N A V (G N S S ) a p p r o a c h m o d e c a n o n l y b e
selected when using a certified (J e p p e s o n )
database.

Cyrrus Associates
Limited

A rea Navigatio n
Traditional Area Navigation is based on.
V O R /D M E o r NDB ground based radio beacons.
T h e V O R /D M E a n d / or NDB provides the aircraft
with a guidance signal that allows navigation by
means of flying a bearing or radial to fixed point.
This is normally to the overhead of the ground
radio beacon. These beacons are positioned so
that an aircraft can fly declared routes within the
national airspace.

Cyrrus Associates
Limited

P o s itio n A c c u r a c y (R a d i o B e a c o n )
A c c u r a c y R e q u i r e m e n t s (NDB).

0.5nm

NDB Beacon
Range 6 nm
Assuming the NDB has a
bearing error of +/- 5 degrees.
A t 6nm this equals a horizontal
error of 0.5NM.

Cyrrus Associates
Limited

P o s itio n A c c u r a c y R N A V
A c c u r a c y R e q u i r e m e n t s (R N A V ).
Position Error Boundary 95% Probability

100m
A ircraft track

Position accuracy factor of 10 times

better than NDB at 6NM.

Cyrrus Associates
Limited

C o s t Benefits & Advantages

RNAV is not reliant on any ground infrastructure,

this is of particular benefit to those airports that
operate without any navigational facilities on one
or both runways.

Given the challenging terrain and number of

airports in Greece RNAV Non Precision
Approach can offer real benefits to the airline
operator, approach minima of 300-400 ft.

In the future both Standard Instrument

Departures and Arrivals can be based on RNAV
making better use of airspace.

Design missed approaches using RNAV, shorter

routings, therefore greater fuel savings.

Cyrrus Associates
Limited

001 40'W

400

5440'N

001 30'W

001 20'W

MNM SECT ALT

293 - 088 SPA VOR
6000 - 25 NM

001 10'W

NVE11
5437'58.44" N
00111'49.89" W

10 NM
ATHINAI
IA W PGP/DME
1 111.10
N V N 1 1 I-ATR
CH 480X
5440'50.00"
N
3755'40.08"
N
02356'56.40"
E
00119'09.03"
W

293

5440'N

C o s t Benefits & Advantages

400
MNM SECT ALT
206 - 293 SPA VOR
4500 - 25 NM

23

LLZ 111.10

03L
SAT

NVW04
5431'13.19" N
00132'41.68" W

IA W P 2
NVE13
5439'19.09" N
00109'17.97"
W
KRO

16

ATHINAI
VOR/DME 114.4
ATH
* 3754'03.15" N
02343'42.76" E

SPA
VOR/DME 117.5
SPA

3755'04.80" N
32
02356'16.80" E 2

FAWP
NVE04
03R
5433'20.30" N
00120'32.52" W

088

30

KVR

NM
10

034

12
NM
E
118 GN

D408 / 2.5
O C N L / 5.6

FAF
9 DME I - ATR
3748'20.30"
M A X NIAS
02349'54.75" E

MNM ALT
IF 2 5 0 0 F T
19 DME I - ATR

5433'28.05" N
00107'33.99" W

9 10

MNM
A
5000 LT
FT

0 1

* 3733'26.13" N
4
5
02417'55.99" E

R 197

KM

SCALE 1:500'000
NM 0 1 2 3 4 5
KM 0 1 2 3 4 5 6 7 8 9 10

00

00133'43.43" W

KEA
VOR/DME 115.0

SCALE 1:350'000KEA

100

5420'N

001 40'W
benefits.

DDM 13 DME DDM

VOR/DME
5000 FT
4000 FT
PERES
EGN NDB

001 30'W
IF
19 DME I - ATR

5 DME
I - ATR

GP 3

3200 FT

70

SPA
VOR / DME

001 10'W

3 DME
I - ATR

MISSED APPROACH:
Climb straight ahead. At 3
DME (passed the station)
I - ATR turn right. Intercept
R 331 KEA, proceed to
KEA VOR/DME and hold.
Climb to 5000 FT, climb
gradient 3 % until passing
1200 FT. (SEE NOTE)

1917 FT

034

TRANSITION ALTITUDE
9000 FT

Nautical Miles from THR

35

30

5420'N

001 20'W
FAF
9 DME I - ATR

4000 FT

ILS RDH
54.1 FT

Cyrrus Associates
Limited

LEEMING CMATZ
127.750

S tabilised approach & Safety

PERES
30 DME ATH
3724'13.36" N
02339'10.74" E

D409 / 3.4

(THR RWY 03 R)
25

20

15

10

13

DIDIMON
VOR/DME 117.20
DDM
* 3728'40.08" N
02313'01.77" E

BEARINGS ARE MAGNETIC

ALTITUDE AND ELEVATIONS
ARE IN FEET
DISTANCES ARE IN NM
0
1
LATITUDE ANDNM
LONGITUDE
IN WGS 84

KEA

DM
62 D
R 0 25 NM

5430'N

MAWP
NVE01
18.67" N
SUN5431'
00124'21.34" W

32

Now for a RNAV approach.

Reduced Pilot workload during final
NVW06
a p p r o5426'
a c17.68"
h N.
400
3740'19.00" N
02342'21.70" E

R 185 ATH
15
NM

R2
20
SP
A

In s trument
Approach
2
(less noise).
5
210 KT
0

5430'N

MNM SECT ALT

088 - 206 SPA VOR
3500 - 25 NM

A
1 KE
R 33 6 NM
2

AIGINA
NDB 382
EGN
* 3745'51.06" N
02325'25.81" E

034

IW P
RNAV Non Precision Approach Procedures
are
NVN08
5436'02.69" N
400
designed on a continuous decent
approach
00115'27.46" W
Firstly
lets
look
at
a
traditional
IL SIA W P 3
D A ) rather
than a traditionalbenefits
steppedN Vdescent.
(CThis
has Environmental
E12

0 NM

ELEV 271 FT (THR RWY 03 R)

5

10

15

C o n s traints

All survey data, terrain, runways, reference d a t u m s

and obstacle data must be surveyed to the
International standard WGS-84. This has not yet
been completed in G reece.

R N A V G N N S R e c e ivers contain proprietary software

& algorithms. G r e a t e r a n a l y s i s b y m a n u f a c t u r e s a n d
technical institutions is still required to ensure that
Target Levels of Safety are achieved (better than
1 x 1 0 -7 )
R N A V is reliant on the aircrafts certified data base,
proving the integrity of the database to the national
regulator maybe difficult.

Cyrrus Associates
Limited

R N A V N P A d o e s n o t form part of a pilots

instrument rating in many countries.

Next S teps

Cyrrus Associates
Limited

C y r r u s Associates along with their strategic partner

F light P recision Limited has designed the first
published RNAV Non Precision Approach in the
United Kingdom.

F light P r e c i s i o n L i m i t e d , b e i n g t h e U K l i c e n s e d f l i g h t
inspector will undertake pilot training and extensive
flight inspection of the promulgated procedure to
gather more data for future analysis & validation.

W ith the UK regulator develop procedures and

methods to enable additional IFR procedures to
developed using RNAV principals.

Participate with industry and technical

institutions to develop robust safety analysis and
validation of aircraft equipment.