FAA AND EASA PBN APPROACHES

CLIENT GUIDE

REVISION 0.1

FlightSafety International, Inc.

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Publication history:
Last revised .........................August 2018
Revision 0.0.........................September 2017

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 FAA and EASA PBN
Approaches
Course Summary

GNSS RNP Approaches

GNSS is a group of medium Earth orbiting satellites that are
able to reliably provide very accurate position information to
aircraft

Future ICAO naming convention

Chart naming is not consistent in all countries. To address
this problem, ICAO has introduced a naming convention
that will reduce confusion and provide a clearer method for
procedure naming.

Current Future

General approaches RNAV (GNSS) Rwy 03 or RNP RWY 03

RNAV (GPS) Rwy 03

Charts with only one type of ap- RNAV (GNSS) Rwy 25 RNP RWY 25 (LNAV ONLY)
proach minimum RNAV (GPS) Rwy 25

Authorization required approaches RNAV (RNP) Rwy 01R RNP Rwy 01R (AR)

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Benefits of GNSS GNSS Limitations
• RNP approaches can be placed in areas where tradi- • Accuracy can be reduced by changes to Earth’s upper
tional ground-based navigation facilities could not be atmosphere (Ionosphere and Troposphere), solar activ-
located (due to underground disturbances, buildings, ity, military testing, or only having a limited number of
and terrain). satellites visible above the horizon.
• Expands the options that airport and airspace planners • Receivers can only use satellites that are above the
have available to provide approaches to more runways, horizon or unobstructed by terrain.
and approaches around noise-sensitive areas and ter-
rain.
• Improves situation awareness and lowers pilot work-
load.
• Is expected to reduce Controlled Flight into Terrain—or
CFIT—because approaches are more closely aligned
with runways, with many adding vertical navigation.

GNSS Augmentation Systems

Aircraft-Based Augmentation
System (ABAS)

• ABAS is an on-board integrity monitor used to verify

navigation signals and ensure position data availability
(also known as RAIM).
• If using GNSS, RAIM must be available to ensure that
enough satellites will be in line-of-sight to provide you
with accurate position data. Alerts and messages are
provided when RAIM fails.
• RAIM availability can be predicted during preflight with
approved RAIM prediction services or with your avion-
ics system.
◦◦European operators: AUGUR.ecacnav.com
◦◦U.S. operators: sapt.FAA.gov
• Avionics systems predict RAIM availability for 60 nm
around the airport and plus/minus 15 minutes from your
ETA.

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Satellite-Based Augmentation Ground-Based Augmentation
System (SBAS) System (GBAS)
• Improves GNSS accuracy by providing compensation • Uses ground stations located within 30 nm of a runway
signals to your GNSS receiver to provide GNSS error correction signals to proper-
• U.S. = Wide Area Augmentation System (WAAS). ly-equipped aircraft.

• Europe = European Geostationary Navigation Overlay • Signals increase the accuracy of the GNSS position,
Service (EGNOS). enabling lower landing minimums and guided missed
approach procedures.
• Other SBAS regions and their names are shown on the
map.

System Accuracy
Horizontal Vertical

GNSS 10 m (33 ft) 15 m (50 ft)

SBAS 3 m (10 ft) 4 m (13 ft)

GNSS Failure
In the event of GNSS failure (such as a RAIM alert or
GNSS receiver failure), most Flight Management Systems
(or FMS) will automatically use DME/DME. However, RNP
approaches require that the GNSS be functional and have
RAIM to conduct the approach.
DME /DME not authorized (FAA) – the approach chart may
indicate that DME/DME is not authorized. Therefore, even
though your FMS is still functioning using DME/DME, you
will not be allowed to continue the approach.

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Technical service orders (TSO)

All GNSS equipment that is used for IFR navigation must meet Technical Standard Order (TSO). Check your AFM to de-
termine which standard your equipment meets.

TSO/ETSO Specification

Integrated avionics systems that utilize multi-sensor FMS that use only DME/DME, VOR/DME, and
TSO-115 INS.
Aircraft with an FMS that added GNSS sensors, or standalone GNSS navigators.
TSO-129 GNSS equipment certified under TSO-129 requires that RAIM prediction be performed before takeoff.
Similar to TSO-129 but includes fault detection and exclusion (FDE).
TSO-196 FDE equipment certified under TSO-196 requires that RAIM prediction be performed before takeoff.
TSO-145 Covers integrated multi-senson navigation systems that utilize SBAS (e.g. WAAS or EGNOS).
TSO-146 Covers navigation systems that utilize only GNSS and SBAS sensors.

**NOTE: A TSO issued by the U.S. FAA will also have a corresponding ETSO issued by EASA with the same number.

The FAA allows aircraft operated under FAR Part 91 to EASA requires non-commercial aircraft who conduct
conduct RNP approach operations without a Letter of RNAV and RNP operations to obtain a Letter of Autho-
Authorization (LOA). rization (LOA). Aircraft used in commercial operations
will require changes to their operations specifications.
When operating outside of the U.S., consider obtain-
ing an optional Part 91 GPS Approach LOA under OP-
SPEC/MSPEC/LOA C052. Aircraft operated under FAR
91 subpart K, 121, 125, and 135 will require changes to
their operations specifications.

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RNP Approaches

RNP Use GNSS as their primary source for guidance.

Non-precision Use only GNSS as their primary source for lateral guidance (approach minimums are labeled as
approaches (NPA) either LNAV or LP, and will include minimum descent altitudes).
Approach Proce- RNP approaches that include lateral and vertical guidance.
dures with Vertical APV Baro use a barometric altimeter input that adds vertical guidance to lateral guidance.
Guidance (APV)
APV Baro
• Requires crews to input an altimeter setting (QNH) prior to starting the approach.
• The minimums are listed on your approach chart under LNAV/VNAV.
(APV) APV SBAS
• Use GNSS and SBAS to derive lateral and vertical navigation guidance.
• Minimums are listed on your approach chart under LPV.
Use GNSS and GBAS to compute highly accurate lateral and vertical navigation guidance.
GBAS • Minimums are listed under GLS on your approach chart and are considered precision
approaches.

1
RNP Chart depiction
1. The title section of the chart will contain the words RNP or
RNAV (GNSS), or in the U.S., RNAV (GPS).
2
4
2. The briefing strip will list any additional requirements (unap-
proved navigation sensors, altimeter settings, transition alti- 5
tudes, speed limitations, and missed approach procedures).

3. In the plan view, available lateral paths are shown. RNP

approaches typically follow a “T” arrangement with two or
three initial approach fixes leading to an intermediate fix,
then to the final approach fix.
3

4. For some approaches that use this “T” arrangement,

the MSA has been replaced by minimum altitudes in the
terminal arrival areas (TAA). Specific sectors are depicted
relative to individual waypoints and the altitudes guarantee
obstacle clearances.

5. You can receive radar vectors to the final approach course

but your intercept angle must be less than 45°, and you
must be stabilized on the approach 2 nm prior to the final
approach segment.

6. No Procedure Turn (NoPT): On U.S. charts, when flying di-

rect to an intermediate fix labeled NoPT, the holding pattern
in lieu of procedure is not required.
Reproduced with permission of Jeppesen Sanderson, Inc. NOT FOR NAVIGATIONAL USE
© Jeppesen Sanderson, Inc. 2015. Reduced for illustrative purposes only.
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 LNAV approaches
• These approaches are non-precision approaches where only lateral navigational guidance is
Overview provided.
• RNAV will be specified on the chart and will indicate the necessary navigation equipment.
• After passing the final approach fix, your descent can be accomplished using:
◦◦Rapid descent to the minimum descent altitude using vertical speed, flight path angle, pitch
mode, or flight level change. This method is allowed by ICAO, and in U.S. and other countries.
◦◦Continuous Descent Final Approach (CDFA) using vertical speed or flightpath angle mode. This
Chart depiction
procedure is required in EASA member countries, and is recommended in the U.S. and ICAO.
• Upon reaching the MDA, you may continue your descent to the runway if you have the runway
environment in sight.
• If the runway environment is not in sight, execute the missed approach.

Performing the standard non-precision descent and level-off at the MDA destabilizes the aircraft and
increases the likelihood of a CFIT incident. In addition, some stepdown fixes that appear on your charts
may not appear in the FMS database.
• The Continuous Descent Final Approach (CDFA) allows the pilot to place the aircraft in a stabilized
descent after crossing the final approach fix, until reaching the MDA.
• CDFAs for LNAV approaches only provide advisory vertical guidance. They do not qualify you to
Descents (LNAV
descend to LNAV/VNAV or LPV minimums.
MDA minimums
• CDFA is the preferred technique by ICAO and the FAA, and a required technique in EASA member
and CDFA)
countries.
• The CDFA requires the use of a published visual descent angle on the chart or barometric vertical
guidance.
• To conduct CDFA operations, FAR Part 91, 91K, 121, 125, 129 and 135 operators require OpSpec/
MSpec/LOA C073 approval. Recommended training guidance is provided in FAA AC 120-108.

There are no European-wide procedures for dealing with adjustments due to colder than standard
temperatures. Specific airports in the U.S. have temperature limitations. These are found in the FAA
Temperature
Cold Weather NOTAM. If your aircraft avionics does not have temperature compensation, you must
limitations
calculate the additional altitude using the Cold Temperature Error Table.

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 Baro-VNAV approaches
• Adds the ability to have approved guidance down to a decision altitude (DA) rather than an MDA.
Overview • Uses GNSS for lateral navigation but adds barometric altimeter data to derive vertical guidance
(usually results in lower weather minimums).
• Notes regarding temperature compensation requirements are included in every briefing strip (not
only for specific airports).
• Approach minimums may be higher than LNAV minimums.
• Altimeter settings must be current and from the correct location.
Chart depiction ◦◦Pilots should crosscheck their radio altimeters at least once during the final descent to runways
where the terrain is relatively flat. This is important because an incorrect altimeter setting can
place you at dangerous true altitudes.
◦◦Some countries require the pilot/copilot altimeters read within 100 feet of each other during this
type of approach.
• Is not authorized when using remote altimeter settings.
Minimums • Approach minimums are listed under the LNAV/VNAV minimums.
• You will see a note in the briefing strip, indicating that if you do not have temperature compensa-
tion you cannot execute the approach above or below certain temperatures.
Temperature • Baro-VNAV temperature compensation requires an avionics system with integrated temperature
limitations compensation capability.
• There are some instances where the Baro-VNAV approach will not be authorized even if you have
temperature compensation.

LPV Approaches (Localizer performance with vertical guidance)

• Uses both GNSS satellites and SBAS satellites to provide a highly accurate position estimate.
◦◦U.S. SBAS: Wide Area Augmentation System (WAAS)
◦◦European SBAS: European Geostationary Navigation Overlay Service (EGNOS)
• Are similar to conventional ILS approaches with similar minimums.
• They are rapidly replacing ground-based approaches such as NDB, VOR, and ILS.
Overview
• Uses calculated geometric GPS altitudes and positions. The navigation system uses approach
data in the FMS database to create a three dimensional approach course for the pilot.
• RAIM check is note required to conduct LPV approach provided that the SBAS satellites are not
NOTAM’ed out of service.
• Conducting a RAIM check is considered a best practice for LPV and LP approaches.
• LPV approaches are typically charted with LNAV and LNAV/VNAV minimums (chart title remains
the same)
• Be careful to only apply briefing notes that apply to LPV approaches
Charts • GNSS sensors must be the primary sensors. Some charts will include a note to ensure that DME/
DME is not used by the FMS on this approach.
The LPV approach chart will display the ground speed and vertical speed table, along with visibility
and cloud ceiling minimums down to a DA.

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 LP Approaches (Localizer performance without vertical guidance)
• Flown much the same way as a non-precision localizer approach.
• SBAS and GNSS are used for the navigation source.
Overview • Avionics systems may have different equipment requirements than standard LPV approaches.
• If your AFM, Operations Specification, or LOA do not list LP as an approved approach type, you
are not authorized to perform this type of approach.
• Arranged similar to an LPV chart, with two important differences.
◦◦ This is a non-precision approach so it will be flown to a MDA. You may still use CDFA be-
cause we are provided with a descent angle.
Charts ◦◦ Be aware of any temperature limitations in the briefing strip. Either use the cold temperature
compensation table or enter the airport’s air temperature into the FMS.
• Pay special attention to any unusual approach requirements.

GBAS landing system (GLS)

• Utilizes ground-based GBAS to enhance the GNSS position estimate.
• GBAS systems may have their own local names, such as Local Area Augmentation System
Overview
(LAAS) in the U.S.
• Currently available GLS approaches provide Category I precision approach guidance.
• The approach type includes GBAS, a channel number, and a GBAS identifier.
• The last waypoint prior to beginning the descent to minimums is called the Final Approach Point
Charts (FAP).
• As with an ILS, the GLS approach minimums are to a DA.

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 RNP-AR Approaches (RNP Authorization Required)
• Require authorization from the state regulating authority.
• Are found where terrain limits the use of conventional approaches.
Overview • May have navigation precision down to 0.1 nm.
• May use RF Legs and enable aircraft to fly approach paths to lower minimums without sacrificing
safety.
• Required approvals to conduct RNP-AR are spelled out in FAA AC 90-101A and EASA AMC 20-26
(operator approval, pilot training and checking, and aircraft navigation performance).
Required
• FAA: all U.S. operators performing RNP-AR approaches in the U.S. must have OPSPEC/MSPEC/
approvals
LOA C384. To perform foreign RNP-AR approaches, U.S. operators must have OPSPEC/MSPEC/
LOA C358.
• RNP-AR approaches must be loaded from the FMS navigation database. Altitude constraints and
fly-by or fly-over waypoint data must not be changed.
Regulatory
• The receiver must be able to meet the required navigational performance for each leg of the ap-
requirements
proach.
• CDI Scaling and Crosstrack Deviation must also be displayed throughout the approach.
• All RNP-AR approaches are Baro-VNAV approaches using highly accurate GNSS receivers.
• In some approaches, the FMS must also be capable of navigating RF Legs.
• Because they are a Baro-VNAV approach, they may have temperature limitations.
Required • LPV-based RNP-AR approaches that use SBAS signals from WAAS and EGNOS satellites are a
equipment future-planned enhancement.
• Check your MEL prior to commencing the approach to ensure that all RNP-AR approach required
components are functioning.

• An RNP-AR approach will state RNAV (RNP) or RNP (AR) in the title and the approach type will
be listed as RNAV.
• The briefing strip will include special requirements or temperature limitations.
• There will be a note or box stating that special approval is required.
• Frequently have complex paths or RF Legs before and after the Final Approach Point. Pay close
Charts attention to speed and RNP requirements when reviewing the approach plan view.
• The profile view will note descent paths that have RF Legs by indicating LT for left turns and RT
for right turns.
• The applicable minimums will depend upon the actual navigation performance of your aircraft’s
equipment.

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Automation
Four levels of automation.
**Remember, when you encounter confusion when
Level 1 - (raw data) flying without any automation or flight using automation, it is often best to change back to
director input. a level of automation that you are familiar with or
Level 2 - flying the aircraft using the flight director and revert to Level 1 if necessary.
autothrottle.
Level 3 - flying the aircraft using the autopilot and flight
guidance system (tactical use of the autopilot, flight director,
and autothrottles).
Level 4 - strategic use of the autopilot and autothrottles,
together with FMS vertical and lateral path guidance (ex.:
the pilot couples the autopilot and flight guidance system
with an LNAV/VNAV approach).

Autosequencing and missed approach • In other cases, the chart will contain waypoints which
procedures do not appear in your flight plan.
For all RNP approaches, your FMS will automatically se- • Once you have loaded an approach procedure into your
quence—or autosequence—from one waypoint to the next, flight plan, do not add, delete, or change any waypoints
until it reaches the missed approach point. in the flight plan.
Autosequencing is suspended at the missed approach point to Annunciations
assist in a circle-to-land maneuver or landing. In most aircraft, • When using the autopilot and flight director, ensure the
initiating a missed approach by pressing the missed approach/
correct modes are engaged and armed.
go-around button, will cause autosequencing to resume with
guidance to the first waypoint in the missed approach procedure. • Confusion over the operation of the avionics is fre-
quently caused by differences between the expected
Databases and loading approaches behavior and the actual mode selected or armed.
• RNP approach procedures must be retrieved from the False captures
navigation database.
We must constantly monitor the autopilot and flight guid-
• In some cases the navigation database may contain ance system for any unwanted behavior such as a false
extra waypoints, which do not appear on your chart. captures when transitioning from the terminal environment
Those waypoints enable your FMS to provide correct onto an RNP approach.
guidance and must not be deleted from the flight plan.

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Phraseology

Using correct standard phraseology is critical to safe flight operations.

The following is standard ICAO phraseology for PBN operations.

RNAV equipment failure

When faced with a loss of RNP capability, you must report
the loss of that system by stating “call sign, unable RNAV
due equipment, request amended clearance”.
ATC will respond by providing you with an alternate routing
and instructions.

Verification of approval
The controller may need to verify that your aircraft is capa-
ble of performing a specific procedure. They may ask you
to advise if able.
After reviewing the approach chart, if you are able to accept
this procedure, you would start your transmission with able.
If you determined that you cannot accept the procedure
then you would start your transmission with unable (and
would then be given another approach).

Filing an IFR alternate – U.S.

Depending upon your operation or location, you will nor-
mally file a weather-permissible alternate when filing your
IFR flight plan. However, different rules apply when filing an
alternate where one or both airports have PBN approaches.
These rules vary with the capabilities of your aircraft.

Without FDE
Some avionics units have a feature called fault detection
and exclusion (FDE). This indicates your GPS can identify
a malfunctioning GPS satellite and stop using it for position
information.
If your equipment is certified under TSO-C129, it does not
have FDE and your alternate airport must use a ground-
based approach that is suitable for your aircraft to fly. Check
your AFM or avionics provider to determine if your equip-
ment has FDE (AIM paragraph 1-1-17 and 1-1-18).
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With FDE
If your equipment is certified under TSO-C-196, it has FDE
and you may file a GPS-based approach at either the des-
tination or alternate (provided that you have checked RAIM
at the airport where you intend to conduct the GPS-based
approach). For preflight planning of weather and alternate
airport selection, you cannot plan on conducting RNP ap-
proaches at both airports.

With WAAS
Aircraft equipped with WAAS (SBAS), which are certified
under TSO-C146 or TSO-C146, may file both airports with
GPS-based approaches. The airport must meet non-preci-
sion approach alternate weather requirements.

RNP approaches at alternate

If you are planning to conduct a GPS-based approach at
the alternate, the airport must meet non-precision approach
alternate weather requirements and you may plan for:
• LNAV
• Circling Minimum Descent Altitude, MDA
• Approaches listed as “GPS” or “or GPS”
If your aircraft is equipped with Baro-VNAV, you may plan
for:
• LNAV/VNAV if you are equipped with Baro-VNAV.
• RNP 0.3 DA, provided that you are authorized to con-
duct RNP-AR approaches.
Remember: the alternate airport must not be listed as
Alternate-NA (Not Applicable), the weather must be fore-
cast at or above the non-standard alternate minimums (or
standard minimums if none are listed), and a RAIM check
must be completed for the time of arrival if your GPS is not
equipped with WAAS (SBAS).

Filing an IFR Alternate - EASA

RNP, LNAV, or Baro-VNAV LPV
When planning to use an RNP, LNAV or Baro-VNAV ap- When planning to use an LPV approach, AMS 20-28 states
proach at the destination airport, AMS 20-27 states that that your destination or alternate may use an LPV approach.
when an alternate is required, the alternate airport must However, one airport must have a weather appropriate
have a non-RNP approach. In cases where an alternate ground-based approach available.
is not required, the destination must have a non-RNP Ap-
proach.

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Contingency procedures for PBN operations

Communication failures
Communication failures during PBN operations are essentially the same as for non-PBN operations.
As soon as you realize that your communication radios have failed, you should:
• Immediately climb to the minimum sector or safe altitude for your location.
• Navigate to an initial approach fix.
• Perform the approach on your own navigation.
• Squawk 7600 on your transponder.

Navigation position sensor failure

Since most aircraft are equipped with multiple navigation sensors, the loss of one does not typically
lead to a contingency procedure (but be aware that some approaches do require more than one GNSS
sensor).
In the case of a DME failure, GPS can replace VOR, DME, and NDB navigation aids provided you
have OpSpec/MSpec/LOA C300.
GPS is always required to conduct RNAV GPS or GNSS approaches.

Multiple systems failure

Multiple systems failure
Although rare, multiple failures do occur. If you find yourself with multiple systems failure:
• Aviate, navigate, and communicate!
• Determine the best course of action and contact ATC with your requests.
Remember, we need to work with ATC to ensure safe separation of aircraft.

Baro-VNAV failure

As long as the LNAV navigation is unaffected, we can continue with the LNAV minimums as it is a
fail-down from the LNAV/VNAV. If we were flying to LPV minimums, the loss of baro-VNAV would not
affect the final descent. Continue to LPV minimums as planned.

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Rotorcraft operations

Rotorcraft operations are similar to fixed-wing PBN opera- base. In some cases it may be necessary to create the
tions. procedure by selecting individually named fixes, provid-
ed that all fixes along the published route are inserted.
• All aircraft are expected to maintain the centerline of
the airway or segment of the procedure at all times (ex- • If ATC assigns a heading that will take you off a proce-
cept for emergency conditions or authorization by ATC dure, you should not modify the primary flight plan until
to deviate). you receive a clearance to rejoin the route or until the
controller confirms a new route clearance.
• During normal operations, the cross-track (XTK) error/
deviation should be limited to half of the RNP value (ex-
ample: RNP of 0.30, your cross-track error should not
exceed 0.15).
• RNP routes should be loaded from the navigation data-

Minimum equipment for RNP 0.3 and

MEL
Consult your rotorcraft’s minimum equipment list (MEL) to
determine that all necessary pieces of equipment are op-
erational prior to commencing a flight into IMC on an RNP
0.3 route.

Pilot selectable bank

Your rotorcraft flight manual (RFM) may require the use of
bank limiting functions under specific conditions.
Be aware that manually selecting rotorcraft bank limiting
functions may reduce your ability to maintain the desired
track and is not recommended in RNP 0.3 operations (it will
impair the flight guidance system or autopilot’s ability to stay
on the route segment and within the cross-track limit).
Always follow your RFM, but avoid selecting bank limiting
functions, except when they are needed for flight safety.

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Summary

• The primary sensor for RNP approaches is a GNSS receiver.

• ABAS, SBAS, and GBAS are augmentation systems.
• Always check EASA and FAA regulatory guidance, your country’s regulations, your flight planning service, and aviation
handler for local procedures.
• All LNAV, LNAV/VNAV, LPV and LP approaches are types of RNP approaches.
• The continuous descent final approach (CDFA) allows the pilot to place the aircraft in a stabilized descent.
• Very cold or very warm weather will cause altimeter errors and may require temperature compensation.
• All RNP-AR approaches require authorization from the controlling state agency.
• In the U.S.: Without FDE, the alternate must use a ground-based approach, and with FDE, the Destination or alternate
must use a ground-based approach. Whereas with WAAS, the destination and alternate may use the RNP approach.
• In EASA member countries: When planning to use an RNP, LNAV or Baro-VNAV approach at your destination, the alter-
nate airport must have a non-RNP approach. In cases where an alternate is not required, the destination must have a
non-RNP Approach. When using an LPV approach, your destination or alternate may use an LPV approach. However,
one airport must have a weather appropriate ground-based approach available.
• Remember, when you encounter confusion while using cockpit automation, remember to use a level of automation that
you are familiar with or revert to Level 1 automation; and
• Confusion over the operation of the avionics is frequently caused by differences between the expected behavior and
the actual mode selected or armed.

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