ICAO ENROUTE AND TERMINAL

PERFORMANCE-BASED NAVIGATION (PBN)

COURSE SUMMARY
REVISION 1.2

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Publication history:
Last revised ......................... August 2017

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 ICAO Enroute and
Terminal Performance-based
Navigation (PBN)
Course Summary

What is Performance-based Navigation?

Performance-based Navigation concept, or PBN, is an ICAO initiative to standardize procedures throughout the world and
requires highly accurate Long-Range Navigation Systems (LRNS). It utilizes Area Navigation (RNAV) that is based on
specific performance requirements for aircraft operating along air traffic services routes, instrument approaches, or flight
through a designated airspace.

What is PBN replacing?

(Target date 2020)
Canada: Canadian Minimum Navigation Performance
Specification (CMNPS), Required Navigation Performance
Capability (RNPC)
North Atlantic Ocean: NAT Minimum Navigation Performance
Specification (MNPS)
Europe: Basic Area Navigation (B-RNAV), Precision Area
Navigation (P-RNAV)
Australia: Australian Area Navigation (AUSEP)

NOTICE
These commodities, technology or software were exported from the United States in accordance with the
Export Administration Regulations. Diversion contrary to U.S. law is prohibited.
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Source Documents
• ICAO Doc 9613 (PBN Manual) • FAA AC 90-96A
• ICAO Doc 7030 • FAA AC 90-100A
• ICAO EUR Doc 029 • FAA AC 90-101A
• EASA AMC 20-4 • FAA AC 90-105A
• EASA AMC 20-26 • FAA AC 90-107
• EASA AMC 20-27

• EASA AMC 20-28

• JAA TGL-10

Aeronautical Information Publications (AIPs)

• Each country has their own AIP containing information that is essential to
air navigation within their country. Many are available through the internet.
• AIPs can provide information on PBN or RNAV requirements within a
country, as well as information on critical or excluded navigational aids.
• Pilots should always reference AIPs for any country where they will oper-
ate, to ensure knowledge of specific requirements of that country.
• AIPs are commonly used by navigation database and chart providers such
as Jeppesen.

Basic Standards of PBN

Oceanic or Remote Airspace Areas Continental or Domestic Airspace Areas

• RNAV 10 • RNAV 5 • Basic RNP 1*

• RNP 4* • RNAV 2* • Advanced RNP**

• RNAV 2 • RNAV 1* for Terminal Procedures • RNP APCH

• RNP 2* • RNP AR APCH

*In some areas along specific routes for suitably equipped aircraft.
**For future use.

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PBN Source Documentation

ICAO Doc 9613 Standardized PBN specifications for aircraft navigation systems, NAVAID
Performance-based Navigation Manual infrastructure, and enroute and terminal procedures.
Operating
Worldwide AIP Country-specific operating requirements. Issued by the respective civil
Aeronautical Information Publication aviation administration.

JAA TGL-10
P-RNAV aircraft and operations requirements in European regions.
Temporary Guidance Leaflet Number 10

EASA AMC 20-4 B-RNAV aircraft navigation system requirements.

Airworthiness approval to conduct Required Navigation Performance

EASA AMC 20-26
Authorisation Required (RNP-AR).

Airworthiness approval for RNAV system using GNSS to conduct RNP

EASA AMC 20-27 Approach operations such as LNAV and Baro-VNAV (LNAV/VNAV).
Operating Airworthiness approval to conduct Localiser Performance with Vertical
in Europe EASA AMC 20-28
guidance (LPV) approaches.

ICAO EUR Doc 029 European and U.S. RNAV 1 and RNAV 2 specifications. RNAV 5 approval
PBN Approvals Guidance Material requirements.

Navigation system and aircrew qualifications for U.S. operators to fly

FAA AC 90-96A Change 1
B-RNAV and P-RNAV routes in Europe.

Operational and airworthiness guidance for operations on U.S. RNAV

FAA AC 90-100A
routes, Instrument Departure Procedures, and Standard Terminal Arrivals.

FAA AC 90-101A Guidance to conduct RNP approaches that are “Authorization Required”.

Approval to conduct LPV and Localizer Performance without vertical

FAA AC 90-107 guidance (LP) approaches using the Wide Area Augmentation System
(WAAS).

Airworthiness approval for GPS installations in aircraft for navigation.

● Global Positioning System equipment including those using GPS
augmentations.
FAA AC 20-138D change 2 ● RNAV equipment integrating data from multiple navigation sensors.
Operating
● RNAV equipment intended for RNP.
in the U.S.
● Barometric Vertical Navigation (B-VNAV) equipment.

Guidance for Continuous Descent Final Approach (CDFA) during

FAA AC 120-108
non-precision approaches.

System and operational approval guidance for RNP

operations in the U.S. for:
FAA AC 90-105A * Advanced RNP (A-RNP)
* RNP Approach Procedures
* Baro-VNAV * Rotorcraft RNP 0.3
* RNP 0.3, 1, 2, 4 and 10

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FAA OpSpec, MSpec, LOA
OpSpec/MSpec/LOA Special Operations & Regulatory Guidance

A056 Data Link Communications

A353/A153 ADS-B Operations outside of U.S. designated airspace.

B034 IFR Class I Terminal and Enroute Navigation using RNAV systems.

B035 Class I Navigation in U.S. Class A Airspace using RNAV or Long-Range Navigation Systems.

B036 Oceanic and Remote Continental Navigation using Multiple Long-Range Navigation Systems.

B039 Operations in North Atlantic High Level Airspace (NAT HLA).

B046 Operations in Reduced Vertical Separation Minimum Airspace.

B054 Oceanic and Remote Airspace Navigation using a single Long-Range Navigation System.

Straight-In Non-Precision, APV and Category I Precision Approach and Landing Minima—all
airports.
C052
Please note this is not required for FAA FAR Part 91 operators, but recommended when operating
outside of the U.S.

C063 RNAV and RNP Terminal Operations.

C073 Vertical Navigation (VNAV) Instrument Approach Procedures (IAP) using Minimum Descent Altitude
(MDA) as a Decision Altitude (DA)/ Decision Height (DH).

C300 14 CFR Part 97 NDB, NDB/DME, VOR, and VOR/DME IAP using substitute means of navigation.

C384 Required Navigation Performance Procedures with authorization required.

D092 Airplanes authorized for operations in designated RVSM airspace.

B036 provides the basic requirements for RNP 10 and RNP 4 using dual Long-Range Navigation
Systems installed and operational. Additional OpSpecs are required depending on the airspace to be
flown:
Note 1 Central East Pacific (CEP): B037 North Polar: B055
North Pacific (NOPAC): B038 Other Areas: Check B050 for applicability
Areas of magnetic unreliability: B040

B054 provides the requirements for RNP 10 using a single Long-Range Navigation System in the
Note 2
limited areas defined.

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 RNAV is a method of navigation that permits
What is
RNAV?
aircraft operation on any desired flight path
within the coverage of ground or space-
based navigation aids or within the limits
of the capability of self-contained aids, or a
combination of these.

What is
RNP?
An RNP system is an area navigation system
that supports onboard performance monitoring
and alerting.

RNP Monitoring & Alerting Error Definitions

To meet RNP requirements, the aircraft’s

monitoring and alerting system must
automatically monitor its accuracy indexes
and alert the crew when the system is no
longer considered accurate.
There are 3 main errors to look for:
• PDE: Path Definition Error
• FTE: Flight Technical Error (this is
the only error that the crew has any
control over)
• NSE: Navigation System Error

All 3 of these errors combined constitute

a TSE, or Total System Error.

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Special Operations Guidance and Approval
Positional OpSpecs 1
Area of Accuracy Regulatory Flight Plan Flight Plan Flight Plan
MSpecs 2
Operation ( ≥95% Guidance Field 10a Field 10b Field 18
accuracy ) LOA3

U.S. Operators
FL 290 to FAA AC 90-85A D0921, 2
RVSM - W - -
FL 410 European Operators B0463
TGL-6

CPDLC - - FAA AC 91-70B A056 J1-J7 - -

U.S. Operators
FAA 90-114A B1 or B2, U1 SUR/260B or
ADS-B - - A353/A153 Z
European Operators or U2 SUR/282B
EASA AMC 20-24

ADS-C - - FAA AC 91-70B A056 - D1 or G1 -

NAT HLA North Atlantic ICAO NAT Doc 007

- B036 + B039 X - -
unrestricted Ocean FAA AC 91-70B

U.S. Operators
European
B-RNAV/ FAA AC 90-96A
Enroute & +/- 5 NM4 B034 R - PBN/B1-B6
RNAV 5 European Operators
Arrival
EASA AMC 20-4

European U.S. Operators

Enroute, FAA AC 90-96A PBN/O1, O2,
P-RNAV +/- 1 NM B034 R -
Arrival, European Operators or O4
and Departure JAA TGL-10

U.S Enroute,
U.S. Operators C0631, 2 PBN/D1, D2
Arrival,
RNAV 1 +/- 1 NM 4
FAA AC 90-100A Optional3 R, Z - or D4
Approach, and
NAV/RNVD1A1
Departure

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Special Operations Guidance and Approval (cont’d)
Positional
OpSpecs1
Area of Accuracy Regulatory Flight Plan Flight Plan Flight Plan
MSpecs2
Operation (≥95% Guidance Field 10a Field 10b Field 18
LOA3
accuracy)
U.S Enroute, B0351, 2 PBN/C1, C2
Arrival, U.S. Operators
RNAV 2 Approach, and +/- 2 NM 4
Not required3 R, Z - or C4
FAA AC 90-100A
Departure NAV/RNVE2

Domestic,
offshore,
oceanic, U.S. Operators
RNP 2 and remote
+/- 2 NM B036 R - NAV/RNP2
FAA AC 90-105A
continental
operations

North Atlantic U.S. Operators

RNP 4 Tracks
+/- 4 NM B036 + note 1 R - PBN/L1
FAA AC 90-105A
RNP 10, mult.
ICAO Doc 9613
Worldwide LRNS R - PBN/A1
RNP 10 Oceanic and B036 + note 1
+/- 10 NM4 U.S. Operators
Remote RNP 10, single
RNAV 104 Airspace FAA AC 90-105A
LRNS R - PBN/A1
FAA Order 8900
B054 + note 2
Worldwide
Terminal
Operations,
RNP 1.0 Standard C0631,2
(Monitoring Instrument U.S. Operators
+/- 1 NM Optional3 G,R - PBN/O1 or O2
& Departures FAA AC 90-105A
(SID) and
Alerting)
Standard
Terminal
Arrivals (STAR)

RNP 0.3
RNP AR Worldwide U.S. Operators
RNP +/- 0.3 NM
(Monitoring FAA AC 90-101A
Authorization RNP 0.15 C384 G,R - PBN/T1-T2
& Required European Operators
+/- 0.15 NM
Alerting)5 Approaches EASA AMC 20-26

U.S. Operators
LPV (APV FAA AC 90-107 C0521,2
- - B,G,R - PBN/S1
with SBAS) European Operators N/A3
AMC 20-28
C0521,2
GNSS - - - G,R - PBN/S1 or S2
N/A3
1
Parts 121, 125, 135
2
Part 91 Subpart K
3
Part 91
4
Requires Statement in AFM
5
RNP AR approaches include unique capabilities that require special aircraft and aircrew authorization similar to Category (CAT) II/III instrument landing system
(ILS) operations. All RNP AR approaches have reduced lateral obstacle evaluation areas and vertical obstacle clearance surfaces. The selected procedures may
require the capability to fly a Radius to Fix (RF) Leg. You may also need to fly a missed approach that requires an RNP less than 1.0 NM.
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Database Standards: ARINC 424

ARINC 424 is the standard for building databases for ARINC 424
aviation. The following basic standards are directly applicable to • Defines the format and content of navigation databases.
PBN and RNAV operations. ARINC 424 is built on a “Path and • Specifies “Path and Terminator Principle“.
Terminator” principle. • WGS 84 is the standard for air navigation.
• Commercial databases are compliant with ARINC 424
and quality control.
• 28 Day Update Cycle.

ARINC 424 Terminology:

NOTE: There is NO standard symbology for how waypoints are depicted.

Conditional Waypoint
This type of waypoint meets a set requirement
in terms of either altitudes or speeds or any
combination of the two.

Track to a Fix
A fixed path defines the basic enroute
RNAV flight, and consists of a great circle
track over the ground between two known
database fixes.

Course to a Fix
The term “Course to a Fix” or “CF” is associated
with a floating path. A floating path means the
aircraft will fly a specific course to a fix.

Direct to a Fix
The term “Direct to a Fix” or “DF leg” defines
an unspecified track starting from an undefined
position to a specified fix.

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 Radius to a Fix
Allows the aircraft to follow a specific radius
between two fixes. This allows the aircraft to
follow a curve on a route.

Fixed Radius Transition

Used in enroute procedures to provide a
curved flight path with a radius of 22.5 NM
(above FL 195) or 15 NM (below FL 195).

Fly-over Waypoint
• A waypoint at which a turn is initiated.

• The aircraft starts to turn onto the next route

leg as it passes over the waypoint.

• Fly-over waypoints are most often used as

the first fix in the missed approach procedure
and in depicting traditional procedures
designed around overflying radio aid fixes.

Fly-by Waypoint
• A waypoint which requires turn anticipation
(Start of turn before the waypoint) to allow
Interception of the next segment of a route
or procedure.

• The aircraft navigation system calculates the

start of the turn onto the next route leg before
the waypoint.

• This is the preferred type of waypoint for all

RNAV SIDs and STARs.

Computer Navigation Fix

A computer navigation fix is a waypoint that is not a
part of the procedure but is used by the computer to
fly the procedure correctly. Computer navigation fixes
are designated with brackets around the waypoint
name, e.g. [CF17L].

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PBN Requirements
All forms of Performance-based Navigation require some type of LRNS.
Oceanic PBN typically requires at least two LRNSes; a continental PBN normally requires only one LRNS.
The LRNS must have updates from the appropriate sensors for the airspace where the aircraft is being operated.

For PBN, the LRNS must be able to:

• Display where the aircraft is in relation to the desired ground track.
• Display the distance and bearing to the active (To) waypoint.
• Display the ground speed or time to the active (To) waypoint.
• Indicate any kind of failures of the RNAV system or the sensors
providing inputs to the system.
• Have a navigation storage function, allowing the aircraft to maintain
a current navigation database.

In order to meet RNAV 5 standards: In order to meet RNAV 2 & RNAV 1 standards:
System Components
Required NAVAID limitations Required NAVAID limitations

Only one LRNS is needed, except when flying below

LRNS must be able to hold at least
LRNS the minimum obstacle clearance altitude or in areas of
4 waypoints in the flight plan.
inadequate radar coverage for RNAV 1.

Limited to 60 NM (75 NM for

VOR/DME Limited to 40 NM.*
Doppler VOR).

Must have:
• Auto-tuning multiple facilities
• Update ability within 30 seconds of tuning
• Using only DME facilities in the State AIPs
DME/DME 30°-150° angle between stations.
• Minimum field strength (strength of signal)
• 30°-150° angle between stations
• Between 3-160 NM from the station and below 40°
above the horizon as seen from the facility

Limited to 2 hours of use without Must continuously receive updates from

INS/IRS
updates. DME/DME stations.

Must have 5 satellites, or 4 satellites with barometric

Must have 5 satellites, or 4 satellites
altimeter data, and no RAIM loss.
GNSS with barometric altimeter data, and a
Fault Detection and Exclusion is recommended and requires
maximum RAIM loss of 5 minutes.
one additional satellite.

LORAN-C** Limited by its coverage area. N/A

*Not part of ICAO standards; allowed under European P-RNAV standards. **Not part of ICAO standards; allowed under European B-RNAV standards.

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Approval & Operational Requirements

Airworthiness Requirements
Airworthiness compliance with PBN capabilities can be found in:
• The AFM, POH, or POM
• AFM Supplement for the LRNS
• Manufacturer Service Letter

Operational Requirements
It is required to have a Letter of
Authorization (or OpSpecs) on board • Must have Standard Operating Procedures that
Note! the aircraft for P-RNAV operations. It is
recommended to keep a certified copy of
includes normal procedures and contingency
procedures (for preflight, departure, in-flight, and
that document in your home office as well. arrivals).
• Incident reporting: report PBN or RNAV system
failures, crew errors, and database errors.
• Have trained flight crews operating the aircraft.
• Database integrity checking.
• The Master Minimum Equipment List should reflect
RNAV operations in both normal and contingency
procedures.

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Planning & Preflight

1 Check to see if your aircraft and crew needs to be qualified for any special
airspace requirements.

Condition Requirement

RVSM Letter of Authorization or

Flying between FL 290 & FL 410
OpSpecs required.

RNAV 1 Letter of Authorization or

RNAV 1 Departures & Arrivals
OpSpecs may be required.

P-RNAV Departures & Arrivals in P-RNAV Letter of Authorization or

European airspace OpSpecs required.

RNAV 5 (B-RNAV in European

OpSpecs may be required.
airspace)

2 Review the AIPs for the airports and countries you will be operating in.
Look for limitations and restrictions.
Does the departure or arrival require specific
navigation sensors such as GNSS, DME/DME, or dual
FMS?

U.S. AIP provides airport information only for international

airports with scheduled passenger service.

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 3 Check navigational aid capability
throughout the flight.

Resource Use to check for:

NOTAMs NAVAID availability

AUGUR or similar Satellite coverage

website. for GNSS in Europe.

The GNSS equivalent of

If GNSS is your only source of NANU report
NOTAMs. Check when using
navigation updates, check your route (Navigation Advisory
GNSS as your only source
for any RAIM gaps of 5+ minutes. to Navstar Users)
of navigation updates.
Otherwise, you must delay your flight,
Note! change your route to avoid the RAIM
gap, or cancel the flight.
RAIM coverage Check your route for any
RAIM is not required when you can (if GNSS is the only RAIM gaps of 5+ minutes.
receive Satellite-Based Augmentation NAVAID available)
System (SBAS) signals.

An example of the ICAO Flight Plan is

4Review your ICAO flight plan. on the next page.

For a full listing of all ICAO FLIGHT PLAN codes, please

refer to the link FAA_ICAO_FPL_QuickGuide.pdf in the
Resource Section.
All permitted Sensors

(or INS/IRS for B5)

Item What it specifies:
PBN Codes for Item 18 (of DME/DME/IRU

the ICAO Flight Plan)

LORAN-C*
DME/DME

VOR/DME

Item 10a Communication

GNSS

Navigation
Approach Aids & Equipment RNAV 10 A1
Special Authorizations Oceanic
RNP 4 L1
RNAV 5 B1 B2 B3 B4 B5 B6
Enroute
Item 10b Surveillance equipment RNAV 2 C1 C2 C3 C4
RNAV 1 D1 D2 D3 D4
Terminal
RNP 1 O1 O2 O3 O4
Item 18 RNP APCH S1
(remarks section) Lists PBN capabilities RNP APCH with Baro-
S2
Final VNAV
RNP AR APCH with RF T1
RNP AR APCH without RF T2
Remember: P-RNAV in Europe is filed as RNAV 1.

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ICAO Flight Plan

Item 10:
Item 10a An “R” in Item 10a indicates PBN
Item 10b
• Communication approved and requires PBN
Surveillance Equipment
• Navigation Codes to be entered into Item 18
• Approach Aids and Equipment to define PBN capabilities.
• Special Authorizations

Item 18
Other Information
Where you add additional notes about your flight, including PBN capabilities.

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Normal Operations: Preflight

1 Check the maintenance logs for

any issues. Checking the LRNS prior to departure:

2 Performance-based
Make sure all required navigation
systems are working properly for
Navigation.

3 When you arrive at the aircraft for

the flight, do the following:
• Check the PFD, autopilot, and auto-throttles (if
equipped), and all other avionics equipment.
• Check that the LRNS database is current.
• Initialize your aircraft’s position.
• Load the flight plan into the LRNS.
• Cross-check the flight plan information in the
database with the published procedures.
If an error is found in the database, notify the
appropriate authorities.

1. If the database is outdated, the flight needs to be

No changes can be made to the database postponed until a database update is completed.
Note! during an RNAV 1 procedure! 2. Check that the flight plan is set up correctly; check
for the correct waypoints in the “From” and “To”
windows.
3. If required, do a position update for your system as
you near the end of the runway (you must ensure
the runway in the LRNS is the same one that you
will be using for departure.).
4. Make another quick check of the flight plan in the
An example of a possible disparity between the Flight LRNS to make sure it matches the departure you
Plan and the published procedure. There is no standard have been cleared to fly.
for Chart or Flight Plan symbology.
5. Make another common sense check on the
routing—does the picture on the MFD look the
If required by the published procedure or if the facility is same as the published chart?
NOTAM out of service, you can exclude specific NAVAIDs.
6. If your departure requires certain navaids, make
RAIM predictions should be performed during preflight sure that the requirements are met. If required
planning using available software or online services. Prior NAVAIDs are not available, you must switch to a
to departure or arrival, you should initiate RAIM prediction different departure or revert to radar vectors.
using your aircraft’s avionics.
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Normal Operations: Departure

1 Acquire your clearance for takeoff

2 cross-check your systems:
As you climb out of the departure, Questions to ask during departure:

• Cross-check information from the LRNS with other NAVAIDs

“Is a position update needed?”
to ensure you are staying on the right course. Track where
the aircraft is on your map display. “Does the LRNS flight plan match the cleared departure?”

• INS/IRS should be set up with automatic position updating. “Does the MFD match the published chart?”

• If any discrepancies are noted: inform ATC and request a “Is there a good signal for GNSS?”
standard departure or radar vectors.

“Direct-To” Clearances / Radar Vectors

can be given by ATC, but only if they reference a waypoint
that is part of the database.

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Normal Operations: Enroute

The enroute portion of a flight will normally use Basic Area Navigation (B-RNAV) in Europe
RNAV 5 standards. (+/- 5 NM lateral deviation requirement) allows
the use of LORAN-C. As Europe changes
Some areas may use RNAV 2 for specific from B-RNAV to RNAV 5 as their standard,
route structures. Crews should always review the use of LORAN-C will no longer be
procedures for the country where they are authorized.
operating.

As the FMS changes to the enroute mode,

the scaling on the CDI needle will change.

Important Enroute Checks:

• Cross-check the flight plan in the LRNS with the enroute • There is always the possibility of human error, so it is
charts. Do the waypoints and courses match? Do they important to use other navigation sources to back up the
match the clearances you have been given by ATC? LRNS.

• Check the availability of NAVAIDs that are allowed for • Cross-check the MFD information with the values on the
RNAV 5; you can do this by checking the accuracy indexes appropriate enroute chart.
in the LRNS.

• Ensure that your FMS has transitioned to the enroute mode

of operation. Remember that as the FMS changes to the
enroute mode, the scaling on the CDI needle will change.

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Normal Operations: Arrival

Before descent, there are several things Monitoring Descent Progress/Descent

that need to be checked: requirements for RNAV 1 (or P-RNAV in
Europe) arrivals:
This is essential if weather conditions or other factors have • Throughout the procedure we should be monitoring the
changed, which may cause changes in your arrival. position of the aircraft, using both the LRNS and conventional
navigational aids as much as is practical.
1. Double-check to make sure that the correct arrival is • Any time you feel something is not correct, revert / return to
loaded into the LRNS. conventional navigation or request radar vectors.
2. Review the arrival procedure, especially for RNAV 1
• Cross-check your navigation position sensors, especially
(or P-RNAV in Europe) procedures. Are there specific
those that are required for the procedure.
navigational aids that are required for the procedure?
If specific navigational aids are required, verify that • Check the functionality of all NAVAID sensors required for
equipment is functional. the arrival, as indicated by the procedure chart.
3. Note any limitations of NAVAIDs as noted on the
e.g. if GNSS is required, RAIM coverage is required and
procedure chart.
must be checked. If DME/DME is an option, its functionality
4. Review database information with the published chart. must be checked.
• Ensure that the waypoints in the database match up
with the published data. If a discrepancy is found, we
cannot fly the procedure.
• If there was a change in procedures since takeoff,
be sure to verify that database information matches
the altitude and speed limitations in the published
procedure.
• Check the map display on the MFD to make sure it
matches the published chart.

Other areas of the arrival chart worth

reviewing:
• The altimetry block. Is there anything unusual in the
Transition Altitudes/Levels, altimeter settings, QFE vs.
QNH?

• Lost communications procedures, which may be

located on a separate chart.

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Normal Operations: Post-Flight

Once a flight is completed:

Note any malfunctions that If any errors were found in

occurred during flight in the the database, inform the
maintenance log. appropriate authorities.

Make a report, if necessary:

Reports must be made in the event any of the following occurs:

Database Errors Unexpected Course Deviations

Any significant navigational errors Any kind of deviations in either
that can be attributed to database lateral or vertical flight paths not
coding or a database error. caused by pilot input.

Problems with Ground or Navigation System

Space-Based Navigation aids. Failures
Problems with ground navigational A total loss, or the failure of,
facilities leading to significant multiple navigation systems.
navigational errors.

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Additional Operating Procedures for PBN

Discontinuities are breaks in the continuity of the flight How to Remove a

plan that are programmed when building the flight plan in the
LRNS. A discontinuity requires a conscious decision by the crew Discontinuity
to proceed past that point in the flight plan. A discontinuity is (may vary based on system)
shown in different ways depending on the system.
Highlight the line item where the discontinuity is
located, and delete that line.

The LRNS and the MFD displaying a discontinuity.

The waypoint is now connected via a direct route.
The dashed line in the MFD should now be a solid
If you do not remove the discontinuity before arriving at that line, and the discontinuity in the LRNS should be
waypoint, the aircraft will assume a straight ahead level flight gone.
until you intervene to change the process. This can be done by
entering a “Direct-To” another waypoint past the discontinuity
or by removing the discontinuity.

There may be times that discontinuities

can be beneficial in the flight plan:
When performing a departure, arrival, or approach:
Discontinuities are often built into the system at these points of
a flight. The possibility of having a change in those procedures
makes this a logical place to put the discontinuity since it forces
us to verify that we are supposed to be using that specific
procedure. It also allows us to change procedures fairly easily
in the event of a change in runways or procedures.

On an Open Termination arrival:

This type of discontinuity allows a crew to fly straight ahead
until ATC turns them to the final approach course. It is
recommended that you use Heading Mode on the autopilot
systems rather than allowing the aircraft to fly coupled into a
discontinuity.

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Specific Features of RNAV 1 Using LNAV and VNAV autopilot modes:
Operations • Use of the auto-flight systems (autopilot and auto-throttles)
• RNAV 1 operations do not allow the crew to make changes/ greatly increases precision
modifications to the procedures in any way. • Use of the auto-flight systems will also give us more
• ATC can alter the routing (e.g. radar vectors, “Direct-To” opportunities to cross-check with our navigation sources
clearances), provided that waypoints are found in the and monitor our general progress.
database.
• If you accept these new clearances from ATC, you are still
responsible for ensuring terrain and obstacle clearance.

ICAO Standard PBN or RNAV Phraseology

For “Direct-To” instructions: If the crew experiences loss of RNP approach capability:
ATC: “(Call sign), control, proceed direct FISTO.” Pilot: “Control (call sign), unable RNAV due equipment,
request amended clearance.”
For STARs/SIDs instructions:
ATC: “(Call sign), control, roger. Expect the ILS 16 Center.
ATC: “(Call sign), control, cleared PEXEN 4 Mike Arrival.”
Report when able to resume RNAV.”
If the crew experiences equipment failure that affects If ATC needs to verify ability to conduct RNP-AR approach:
compliance with RNAV operations: Pilot: “Control (call sign),
unable RNAV due equipment.” ATC: “(Call sign), advise if able the RNAV RNP Zulu Runway
16 Center approach.”
ATC: “(Call sign), control, report able to resume RNAV.”
If the aircraft and crew are qualified: “Able RNAV RNP Zulu
If a controller calls to verify that an aircraft is properly Runway 16 Center approach, (call sign).”
approved and capable of flying an RNAV procedure:
If the aircraft and crew are NOT qualified: “Unable RNAV RNP
Controller: “(Call sign), control, advise if able PEXEN 4 Mike
Zulu Runway 16 Center approach, (call sign).”
Arrival).”
If the aircraft is qualified and capable: “Able PEXEN 4 Mike
Arrival, (call sign).”
If the aircraft is not qualified and capable: “Unable PEXEN 4
Mike Arrival due RNAV type, (call sign).”

Remember; when moving from one sector to the next, the crew may need to remind the next controller that
Note! they no longer meet the RNAV requirements for the airspace in which they are operating.

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Contingency Procedures

Contingency Procedures include: Loss of equipment or navigation sensors

• Navigation sensor failures during PBN or RNAV operations:
• Equipment failures If a required navigation sensor is inoperative, then you cannot
continue that procedure unless the procedure chart provides
• Communications failures you with an alternative sensor.

In the event of a contingency, always:

• Aviate: Fly the airplane.
• Navigate: Know where you are in relation to terrain,
obstacles, and other aircraft.
• Communicate: Make sure you tell ATC what you need for
help. Make sure they understand the problem.

What constitutes the need for a

contingency procedure?

In the Event of a VOR/DME Failure

While flying an RNAV 5 procedure:

VOR/DME failure has the potential to
create a contingency procedure because
VOR/DME is one of the accepted
navaids for RNAV 5 procedures.

While flying an RNAV 1 procedure:

A VOR/DME failure is not an issue since
VOR/DME is not normally an approved
Lights on & Communicate RNAV 1 sensor.
• Lights on: Regardless if it’s daytime or night-time, turn on
all exterior lighting to make yourself as visible as possible
to other aircraft.

• Communicate: Start by talking to ATC for the airspace

where you are operating. Let them know your needs and
intentions.

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1 Failure of Navigation Position
Sensors 2 Failure of RNAV System
Components
The appropriate course of action depends on the type of navaid If the LRNS fails:
failure, as well as what procedure you are flying, and in which • Failure of 1/1 LRNS: the situation is critical.
PBN airspace. • Failure of 1/2 LRNS: depends on the procedure
requirements.
For example, if we are on an RNAV 1 procedure that requires
two approved LRNS, then we would no longer be capable and
would need to advise ATC of the failure. We would also need
to inform them of our intentions.

If the autopilot fails:

• The autopilot is not required for approval, but it can
certainly create more problems in maintaining our
course.
• Flight Technical Errors (FTE) can be a bigger problem
without the auto-flight systems.
With a GNSS system failure in RNAV 5 airspace:
• We must consider our options. Look at what will work
• If there are other navaids available to keep your LRNS well. Always keep ATC informed of our intentions and
updated, no action is necessary. work with them to ensure safe operations.
• However, if GNSS is the only sensor available to update
LRNS, notify ATC immediately about the failure, as well
as your intentions. You should expect radar vectors where
possible.

With a GNSS system failure during an RNAV 1 arrival

where GNSS or DME/DME is required:
• If you still have DME/DME capability, then no action is
necessary.
• If GNSS fails and DME/DME is not available, notify ATC
and state your intentions. In this situation, ATC would either
assign radar vectors or reassign you to a conventional
arrival procedure.

Note!
If, at any time, the crew is concerned with the ability to
navigate with any of these failures, especially if obstacles
or terrain are uncertain, they should immediately climb
to a minimum safe altitude while advising ATC of these
actions.

Declare an emergency if necessary for the circumstances.

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3 Multiple System Failures
Go back to the basics. Fly the airplane. Determine the
best course of action and contact ATC with your requests.
Remember, you need to work with ATC to ensure safe
separation of aircraft.

4 Excessive Coasting on Inertial

Sensors
With a loss of automatic updating of the INS/IRS, there is a:

During RNAV 1 (P-RNAV) or RNAV 2 procedures using INS/

IRS systems, the system must be set up for automatic DME/
2-Hour Limit with
DME updating. RNAV 5

No time limit for

RNAV 1 & 2
INS/IRS is only allowed with
automatic DME/DME updating
for RNAV 1 & 2.

Thank you for training with FlightSafety!

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