G

PBN specific functions

& Navigation data base

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G.1. Specific PBN system functions

The PBN is based on the ability to assure reliable, repeatable and predictable flight paths for improved capacity
and efficiency in planned operations. The implementation of PBN requires not only the functions traditionally
provided by the area navigation system, but also may require specific functions to improve procedures, and
airspace and air traffic operations. The system capabilities for established fixed radius paths, fly-by-turns,
RNAV or RNP holding, and lateral offsets fall into this latter category.

G.1.1. Fixed radius paths (FRPs)

Fixed radius paths (FRPs) take two forms:

Q One is the radius to fix (RF) leg type

The RF leg is one of the leg types described that should be used when there is a requirement for a specific
curved path radius in a terminal or approach procedure. The RF leg is defined by radius, arc length, and
fix. RNP systems supporting this leg type provide the same ability to conform to the track-keeping accuracy
during the turn as in the straight line segments.

RF leg

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The other one is the FRT (Fixed Radius Transition), is intended to be used with en-route procedures. Due
to the technicalities of how the procedure data are defined, it falls upon the RNP system to create the fixed
radius turn (also called a fixed radius transition or FRT) between two route segments.
These turns have two possible radii, 22.5 NM for high altitude routes (above FL 195) and 15 NM for low
altitude routes (below FL195). Using such path elements in a RNAV route enables improvement in airspace
usage through closely spaced parallel routes.

Fixed radius transition

ऄ The fixed radius paths (FRPs) are only available on the Thales FMS 220 (ATR-600)

G.1.2. Fly-by turns

For fly-by turns, area navigation systems use information on aircraft speed, bank angle, wind, and track angle
change, to calculate a flight path turn that smoothly transitions from one path segment to the next. However,
because the parameters affecting the turn radius can vary from one aircraft to another, as well as due to
changing conditions in speed and wind, the turn initiation point and turn area can vary.
ऄ The fly-by turns is available on the Honeywell HT 1000 and on the Thales FMS 220

Fly-by turn

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G.1.3. Holding pattern

The area navigation system facilitates the holding pattern specification by allowing the definition of the inbound
course to the holding waypoint, turn direction and leg time or distance on the straight segments, as well as
the ability to plan the exit from the hold.
ऄ This holding pattern specification is available on the Thales FMS 220

Holding pattern

G.1.4. Offset flight path

RNAV and RNP systems may provide the capability for the flight crew to specify a lateral offset from a defined
route.
Generally, lateral offsets can be specified in increments of 1 NM up to 20 NM. When a lateral offset is activated
in the RNAV or RNP system, the aircraft will leave the defined route and typically intercept the offset at an
angle of 45 degrees or less. When the offset is cancelled, the aircraft returns to the defined route in a similar
manner. Such offsets can be used both strategically, i.e. fixed offset for the length of the route, or tactically,
i.e. temporarily. Most RNAV and RNP systems automatically cancel offsets in the terminal area or at the
beginning of an approach procedure, at an RNAV hold, or during course changes of 90 degrees or greater.

ऄ The offset flight path is available on the Honeywell HT 1000 and on the Thales FMS 220

Offset flight path

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G.2. Coding of navigation data base

The GNSS navigation data base is coded in ARINC 424. ARINC 424 specifies the concept of “Waypoint” and
“Path Terminator”.

Waypoints
Identification:
Q Geographical coordinates expressed in WGS 84.
Q 5 letter unique code (e.g. BARNA). The code has to be pronounceable.
Q The ICAO 3-letter station identifier, if located with a ground-based NAVAID (e.g. BRO).
Q An alphanumerical name code (e.g. DF410) in terminal airspace.
There are two types of waypoints:

Path Terminator
A specific type of flight path along a segment of a procedure (indicated by the first letter), with a specific type
of termination (indicated by the second letter), as specified by the ICAO.
Example: CF (Course to Fix) – Path: C ¤ Course to
– Terminator: F ¤ Fix
This concept:
Q permits coding of terminal area procedures, SIDs, STARs and approaches
Q establishes “rules” of coding
Q includes a set of defined codes known as “path and terminators” or leg type

Charted procedures are translated into a sequence of ARINC 424 legs in the Navigation Database. Flight plans
are entered into the FMS by using procedures from the navigation database and chaining them together.

Available Path Terminators are defined in PBN Manual Nav Specifications

Path and terminator

Refer to M. Annex for the different Path and Terminators

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 H
ATR specifications
& limitations

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H.1. GPS standards

A GPS sensor is certified according to a certain standard. These standards are named Technical Standard
Order (TSO).
Refer to the TSO manuals provided by the FAA to obtain more informations on the following standards used
by ATR.
TSO C129 (a): The minimum performance standard that global positioning system (GPS) must meet.
Equipment approved under this TSO shall be identified with the applicable equipment class.

TSO C115 (c): The Minimum Performance Standards (MPS) using Multi-Sensor Inputs.

TSO C145 (c): Airborne navigation sensors using the Global Positioning System augmented by the Satellite
Based Augmentation System (SBAS).

TSO C146 (c): Stand-Alone Airborne Navigation Equipment using the Global Positioning System augmented
by the Satellite Based Augmentation System (SBAS).

H.2. Area navigation systems fitted

on the ATR
On ATR, the area navigation function is provided by the GNSS/GPS.
Depending on ATR version:
- Specific GNSS/GPS is fitted.
- Backup is done with ground based area navigation as DME-DME or VOR-DME

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H.2.1. Single Honeywell/Trimble GNSS HT1000

The HT1000 Global Navigation Management System (GNSS) is a navigation system that receives and processes
Global Positioning System (GPS) signals to provide worldwide navigation capability.
The navigation is normally performed using the GPS sensor (GPS mode). In the case of the GPS position
becomes unavailable, the HT1000 reverts to DME-DME mode (if installed) and radio coverage allows it. If not,
the dead reckoning mode (DR) is used as a back-up using true airspeed, heading and the last computed
wind data (cf. Chapter D5).

GNSS HT 1000 GNSS HT 1000 fitted on ATR

GNSS HT1000 architecture

The HT 1000 comply with the TSO C129 class A1 (Airborne Supplemental Navigation Equipment using the
Global Positioning System).
When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation
Equipment using Multi-Sensor Inputs).

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H.2.2. Dual Honeywell/Trimble GNSS HT1000

The dual HT 1000 consists in the installation of two system discribed on the previous chapter. With dual units,
each system is interfaced with its on-side instrumentation.
The dual installation provides an automatic transfer of the active flight plan to the second system. To confirm
the transfer, the flight plan must be executed on the receiving system.

Dual GNSS HT 1000 Dual GNSS HT 1000 fitted on ATR

Dual HT 1000 architecture

The HT 1000 comply with the TSO C 129 (Airborne Supplemental Navigation Equipment Using the Global
Positioning System).
When interfaced to a DME transceiver, the HT1000 meets the requirements of TSO C115 (Airborne Navigation
Equipment using Multi-Sensor Inputs).

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H.2.3. FMS 220 Thales

ATR -600 is equipped with 2 Flight Management Systems, real core of the aircraft management. The FMS allow
managing the aircraft during all the phases of the flight, allowing for flight plan management, flight prediction
computations, wind management, and aircraft various sensors management.

Q FMS 1 (software and database) is located inside display unit 2 (DU2).

Q FMS 2 (software and database) is located inside display unit 4 (DU4).

In normal operation, FMS 1 & 2 are achieving their own computation and there are synchronized through the
cross talk link.

FMS 220 Thales fitted on ATR -600

FMS 220 architecture

The FMS 220 comply with the TSO C 129a class C1 (Airborne Supplemental Navigation Equipment using the
Global Positioning System) and C 115b (Airborne Navigation Equipment using Multi-Sensor Inputs).

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H.3. ATR current limitations

Limitations of the system can be found, in the limitations section of the AFM. As an example, below, a page
of the limitations of GPS.

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 I
Oceanic
& Remote Area

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