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Performance Based Navigation

4 juillet 2016 - Transports
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PBN approaches with vertical guidance : improving safety on arrival

4 juillet 2016 (mis à jour le 25 juillet 2016)


PBN@DSNA, an alternative to circling procedures and non-precision approaches

The extensive publication of PBN approach procedures with vertical guidance, with either LPV (Localizer performance with Vertical guidance) or LNAV/VNAV (Lateral NAVigation & Vertical NAVigation) minima on nearly all of DSNA runway ends provides aircraft operators with new accessibility possibilities, especially over a number of runway ends where precision approaches could not have been implemented leaving airport access pending on visual approach operating minima.

Runway ends for which non-precision approaches or circling/VPT (Visual pattern with Prescribed Track) are the only available procedures will see PBN approach with vertical guidance being published, until full coverage is achieved.

When weather conditions preclude the use of non-precision or circling approaches, or when confronted to ILS failures, PBN approaches with vertical guidance are reliable accessibility alternatives.

  • CDG runway 08R, PBN with LPV CAT I or LNAV/VNAV minima published in 2016, as an efficient back-up solution in case of an ILS failure.
  ILS CAT I
RWY 1808R
RNAV (GNSS) RWY 08R
LPV minima
RNAV (GNSS)
RWY 08R
LNAV/VNAV minima
(Minimum) Decision Altitude 540ft 540ft 750/780ft
Runway Visual Range 550m 550m 1200/1300m

 

  • MARSEILLE runway 31L, PBN with LPV or LNAV/VNAV minima, as an alternative to VPT
  VPT
RWY 31L
RNAV (GNSS)
RWY 31L
LNAV/VNAV minima
(Minimum) Decision Altitude 1680ft 500/550ft
Runway Visual Range 1500/3600m 2000/2300m

 

  • GRENOBLE runway 27, PBN with LPV or LNAV minima, published in 2011, for a runway that used to be only accessible by following a circling approach.
  CIRCLING
RWY 27
RNAV (GNSS)
RWY 27

LPV minima
RNAV (GNSS)
RWY 27

LNAV minima
(Minimum) Decision Altitude 2140/3040ft 1610ft 1850ft
Runway Visual Range 1500/3600m 1400m 1500/2400m

In the particular case of runway 27 at Grenoble Isère (LFLS/GNB), even a PBN procedure with LNAV (Lateral NAVigation) minima improves accessibility as regards operating minima.

PBN approaches with vertical guidance reduce the risk of CFIT (Controlled Flight Into Terrain)

Erroneous vertical profile management recorded over several CFIT accidents
Situational awareness needs to be improved.
 

In the case of PBN approaches with vertical guidance, stabilized approaches and improved crews ’situational awareness are achieved by the provision of the vertical guidance thus allowing more standardized flying procedures to be followed, especially on secondary IFR airfields

      
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