Module 1&2+

Module 1
Module 2
Training for the Eastern Mekong new CNS/ATM Systems

in Cambodia, Lao PDR, and Vietnam
Overview of RNAV/RNP
September 10th 2013
Mr. Masahiko Ueno
Deputy Chief Air Navigation Services Engineer
Tokyo International Airport
JCAB
CONTENTS
1. Introduction of Tokyo International Airport

2. Conventional Radio Navigations
3. Performance-Based Navigation (RNAV/RNP)
4. Actual RNAV/RNP Operation
The 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
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.
T
okyo Airport Runway Operations
Haneda airport expansion layout
North wind operations
South wind operations
Tokyo Airport Domestic Flight Network

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

Total: 29 prefectures, 50 cities, 493 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)
Kyushu Area
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)
Kanto/Hokuriku Areas
Okinawa Area

Amami Oshima
(1 flight / day)
Naha
(28 flights / day)
Miyako
(1 flight / day)
Ishigaki
(1 flight / day)
Hokkaido Area
Note 1: Counted by departing flights; codeshare flights counted by equipment

used.
Note 2: Extra flights included, but transiting flights excluded.
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)
Tokyo Airport International Flight Network

European destinations
Asian destinations
3 cities, 19 flights / week
Frankfurt
(7 flights / week)
Paris
(7 flights / week)
London
(5 flights / week)
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)
US destinations
New York
(7 flights / week)
San Francisco
(7 flights / week)
Los Angeles
(14 flights / week)
Honolulu
(21 flights / week)
Asian destinations
Kuala Lumpur
(7 flights / week)
Singapore
(28 flights / week)
Bangkok
(21 flights / week)
Denpasar
(7 flights / week)
International Flight Network

Total: 12 countries, 16 cities, 369 flights / week
Note: Charter flights excluded

Note: Counted by departing flights; codeshare flights counted by equipment used.
Tokyo Airport Office

Organization Chart
Total no. of
personnel:
565
General Affairs
Department
(91 persons)
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)
Airport
Director
Deputy
Director
Automobile Traffic Management Division (6 persons)

Visual Aids and Electrical Systems Officer (36)
Air Traffic Services
Department
(418 persons)
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)
Facilities
Department
(52 persons)

Airport Security Officer

System Operations
Air Navigation Facilities
T
okyo Airport Office, dramatized for TV
series
2. Conventional Radio Navigations
10
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..
11
VOR:VHF omnidirectional radio range
(Contd)
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.
12
DME: Distance Measuring Equipment

Aircraft 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.
13
ILS:Instrument Landing System

ILS 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.
14
ILS:Instrument Landing System (Contd)

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 Alternatives
Localizer 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 allweather operations capability at CATI/II and III airports, terminal area navigation,
missed approach guidance and surface operations.
15
3. Performance-Based Navigation
(RNAV/RNP)
Whats RNAV ?
Whats RNP ?
Whats PBN ?
RNAV/RNP operation in JAPAN
JCAB RNAV Roadmap
Actual RNAV/RNP operation
RNAV5 : En-route
RNAV1 : Terminal (SID)
RNP APCH = RNAV(GNSS) : Approach
RNP AR APCH = RNAV(RNP) : Approach
16
Whats 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 groundbased 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.
17
Whats 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 pilots 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 105 .
18
On-board performance monitoring and alerting
ALERT!
less than 10
RNP
accuracy
value2
-5
Error Distribution
range
if the probability of the total system error

exceeds two-times the accuracy value is
larger than 105
larger than 10-5
Desired Flight Path
RNP value
RNP value
ALERT!
if the accuracy requirement is not met
the required total system error
19
Whats 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 airplanes own
capability determines whether it can safely achieve the specified performance
and qualify for the operation.
20
Evolution of PBN Concept

PBN is a framework to reduce confusion and streamline RNAV and RNP
specifications and standard.
Confusing
Clear
RNP Concept
1999
PBN Concept
2006
Navigation Performance and

Functions
BRNAV, PRNAV, RNAV1, RNP4,

RNP1, RNP0.3 RNP0.3/125
Navigation Application without

Onboard Monitoring and Alerting
Navigation Application with

Onboard Monitoring and Alerting
RNAV
RNP
Legacy
New
RNP-x
RNP-x/y
RNP10, RNP4,
B-RNAV, P-RNAV
RNAV2, RNAV1
RNP2,
RNP1,RNP0.3
RNP0.3/125
21
RNAV/RNP Specification List

Area of operation
Accuracy(95%)
Navigation
Specification
10NM
RNAV10 (RNP10)
4NM
RNP4
Onboard
Monitor/Alert
GNSS
INS or IRS
Oceanic / Remote
Continental en-route
5NM
RNAV5
Oceanic / Remote
2NM
RNP2
and Terminal
Sensor
GNSS
GNSS
VOR/DME
DME/DME
INS or IRS
GNSS
2NM
RNAV2
GNSS
DME/DME
DME/DME/IRS
1NM
RNAV1
GNSS
DME/DME
DME/DME/IRS
1NM
Basic RNP1
GNSS
0.3 1NM
RNP APCH
GNSS
0.1 1NM
RNP AR APCH
GNSS
Terminal (SID/STAR)
Approach
22
RNP-X/Y
Specifications
23
Status of PBN Operation in JAPAN

En 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)
RNAV1 (STAR)
RNP APCH
Approach: RNP APCH has been

established at remote island airports and
RNP AR APCH has introduced at Haneda
airport and some other airports.
24
JCAB RNAV Roadmap (Ver.2
2007)
25

4. Actual RNAV/RNP Operation (sample)
RNAV5 : En-route
RNAV1 : Terminal (SID)
RNAV(GNSS) = RNP APCH : Approach
RNAV(RNP) =RNP AR APCH : Approach
26
eAIP (AIS JAPAN web site)
URL :
https://aisjapan.mlit.go.jp
User registration
required
En-route RNAV
AIP
RNAV SID/RNP AR/RNAV

GNSS
27
RNAV5 ROUTE (Y101)

Route Designator Y101
Navigation Specification
RNAV5
Available sensor VOR/DME
DME/DME
INS or
IRS
GNSS
Waypoint:
EATAK-MUKAWA(MKE)-TOBY
Critical DME
KSE:EATAK/59.5nm to MKE
OBE:54.5nm to MKE 39.5nm to
MKE
SPE:29.5nm to MKE 14.5nm to MKE
MKE:9.6nm to MKE/ 4.6nm to MKE
DME GAP
4.6nm to MKE MKE
INS or IRS or GNSS or VOR/DME required.
28
Available DME for RNAV navigation

Conditions 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
GOOD
150 > Angle > 30
NO GOOD
150 < Angle < 30
Following DME presence is to be notified in AIP

DME GAP : The section where aircraft cannot
measure its position by DME/DME
Critical 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
29
Critical DME / DME GAP

EATAK
RNAV ROUTE
Y101
Critical DME:KSE
VOR/DME
SPE)
VOR/DME
KSE)
Critical DME:OBE
Critical DME:SPE
VOR/DME
CHE)
Critical DME:MKE
Critical DME
KSE : EATAK 59.5nm to MKE
VOR/DME
MKE)
OBE : 54.5nm to MKE 39.5nm to MKE

SPE : 29.5nm to MKE 14.5nm to MKE
MKE : 9.6nm to MKE/ 4.6nm to MKE
DME GAP
VOR/DME
OBE)
DME GAP
4.6nm to MKE MKE
INS or IRS or GNSS or VOR/DME required.
TOBBY
30
RJTT/TOKYO INTL RNAV SID (RNAV1)
31
RJFG/TANEGASHIMA
RNAV (GNSS) RWY 13

DME/DME not authorized
GNSS required
RNP0.3 required
Definition 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
DIRECT TO IAF
90
90
IAF
IF
90
IAF
DIRECT TO IAF
DIRECT TO IAF
IAF
FAF
MAPt
32
RJTT/TOKYO INTL
RNAV (RNP) RWY 23

The aircraft must have at least dual GNSS
sensors, dual flight management systems,
dual air data systems, dual autopilots, and a
single inertial reference unit
RF leg (constant radius arc to a fix)
segments may be used after precise final
approach fix for a carved approach
R F Leg
B
A
A rc
c e n tr e
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
33
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.
34
Path-Terminator leg
RJTT/TOKYO INTL RNAV SID (RNAV1)
35
Path-Terminator leg types
(1/3)
36
(2/3)
37
(3/3)
38
Waypoint
(Fly By/Fly-Over)
39

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Module 1

Training for the Eastern Mekong new CNS/ATM Systems

1. Introduction of Tokyo International Airport

1. Introduction of Tokyo International

Tokyo International Airport (Haneda) is located in 15km south of Tokyo downtown.

Haneda airport expansion layout

North wind operations

South wind operations

Tokyo Airport Domestic Flight Network

Domestic Flight Network

9 cities, 93 flights / day

4 cities, 31 flights / day

Note 1: Counted by departing flights; codeshare flights counted by equipment

Tokyo Airport International Flight Network

3 cities, 19 flights / week

5 cities, 238 flights / week

4 cities, 49 flights / week

International Flight Network

Note: Charter flights excluded

Tokyo Airport Office

General Affairs Division (10 persons)

Automobile Traffic Management Division (6 persons)

Air Traffic Control and Flight Information Officer (83)

Facility Operation and Management Officer (19)

Airport Security Officer

Air Navigation Facilities

2. Conventional Radio Navigations

VOR:VHF Omnidirectional radio Range

VOR:VHF omnidirectional radio range

Withdrawal of VOR stations:

DME: Distance Measuring Equipment

ILS:Instrument Landing System

ILS:Instrument Landing System (Contd)

On-board performance monitoring and alerting

if the probability of the total system error

Desired Flight Path

In the late 1990s, operators had already begun to

Evolution of PBN Concept

Navigation Performance and

BRNAV, PRNAV, RNAV1, RNP4,

Navigation Application without

Navigation Application with

RNAV/RNP Specification List

Status of PBN Operation in JAPAN

Terminal Areas: RNAV1/RNP1 departure

Approach: RNP APCH has been

JCAB RNAV Roadmap (Ver.2

eAIP (AIS JAPAN web site)

RNAV SID/RNP AR/RNAV

RNAV5 ROUTE (Y101)

Available DME for RNAV navigation

Following DME presence is to be notified in AIP

When cruising a DME gap, aircraft position is

Critical DME / DME GAP

OBE : 54.5nm to MKE 39.5nm to MKE

RJTT/TOKYO INTL RNAV SID (RNAV1)

RNAV (GNSS) RWY 13

RNAV (RNP) RWY 23

Lateral accuracy values is as low as 0.3 NM

ARINC424 defines 23 path-terminator types below.

RJTT/TOKYO INTL RNAV SID (RNAV1)

Path-Terminator leg types

Path-Terminator leg types

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Module 1&2+