1. The Norwegian PBN Implementation Plan Arne Lindberg Inspector ANS
Arne Lindberg Inspector CAA ANS section from Sept 2008, responsibility for Pans-Ops & AIM

2. PBN Implementation Plan - Agenda
ICAO Background
Plan History and National regulation
Scope of the Plan
Content and new Structure of the latest Version of the Plan
National PBN achievements

3. Background
The ICAO Assembly Resolution A37-11, Performance based navigation Global goals.
Urged States to implement approach procedures with vertical guiadance – APV. With either Baro-VNAV and/or augmented GNSS. Either as the primary approach or as a back-up for precision approaches
Including LNAV minima only as an exeption for RWYs with no local altimeter settings and no A/C > 5700kg
ICAO PBN Timeline: Also reflected in theNational Airspace Regulation BSL G 4-1 § 7a.
30%
70%
100%
2010
2014
2016

4. Among several other States..
Plan Version 1.0 by Dec 2009
Among several other States..

5. Plan Versions Version 1.0 by December 2009
Version 2.0 by September 2012
Version 3.0 by May 2013
Version 4.0 by August 2016 (?)
- Draft version ready awaiting an external hearing

6. Participants in the Plan Process
Avinor: - PBN Project manager
- CNS Nav expert
- IFPD (Instrument Flight Procedure Designer)
- ASD (Airspace Design)
- Aerodrome
CAA:
- Flight Ops
- ANS CNS Engineer (GNSS expert)
- ANS Pans-Ops
- ANS Airspace (occasionally)
Operators:
- Both Fixes wing and helicoper during 2 – 3 workshops

7. The Scope of the PBN Implementation plan Norway
Norway FIR & Bodø Oceanic
The concurrent decommissioning of ground based nav infrastructure is NOT covered
Only covers PBN Apps covered by ICAO A 37-11, ICAO EUR PBN Impl Roadmap and Doc 9613
- Nav applications other than these is not covered
- hence – conventional ops and SCAT-I are outside the scope
In this plan: an «Instrument runway end for APV» is defined as a runway end where an APV-procedure can be designed in accordance with ICAO Pans Ops criteria
Last point, a Policy that defines PBN IRE in Norway

8. PBN Plan version 4.0
The latest Plan version is rationalized to Three Chapters:
Capter I: Introduction
Chapter II: Policy for application of PBN in airspace where Norway is providing ATS
Chapter III: Status and planned implementation of RNP approach and RNP AR
Following a previous analyze of each IRE.

9. Chapter I Introduction
ICAO EUR PBN Roadmap, EU and National Regulations
Performance and Safety related Issues
PBNs contribution to Improvements on Performance & Safety
The use of GNSS as Primary means of Navigation
The Scope of the PBN Implementation Plan in Norway
EGNOS Service Area and Galileo
Oceanic Operations in Bodø OFIR/OCA
Helicopter Operations
Principles Applied in the development of the PBN Plan Norway
PBN Implementation and monitoring Progress
Alternate NAV Applications and NAVAID Infrastructure

10. Alternate NAV Applications and Infrastructure
The Table shows the planned Nav Applications according to Flight Phases, the Back-up infrastructure and fall-back procedures.

11. Chapter II Policy for application of PBN in Airspace where Norway is providing ATS – and related PBN Masterplan
En-Route Continental (Norway FIR) and Oceanic (Bodø OCA)
Continental RNAV5, Oceanic RNP10
2016/2017 & 2018/2019
TMA Ops
SIDs/STARs RNAV1

12. Chapter II Cont. Policy approach (APCH) operations
Establish instrument approach procedures (IAP) with vertical guidance (APV) including LNAV only minima for all APV suitable instrument runway ends (IRE), either as primary approaches or as a back-up for precision approaches by IRE that is not APV suitable shall as a minimum have LNAV procedures.
Consider establishment of RNP AR approaches at instrument RWY ends where relevant operators are fitted and where APV procedures are not possible and/or environmentally beneficial.
LNAV/VNAV procedures with VPA 3,9 degrees will be assessed at airports where RWY length so require. At these airports landing distance available is the limiting factor, while terrain might allow lower VPA

13. Chapter II: APCH Cont
2016
Implement APV procedures including LNAV at remaining APV capable IRE.
LNAV procedures are planned at remaining IRE that are not APV capable. We also expect LNAV procedures to replace circling procedures based on conventional VOR procedures to circling minima.
2017/2019
RNP APCH and RNP AR APCH procedures will be developed based upon operational requirements, the EU regulation on PBN, valid EGNOS service area and valid PANS-OPS criteria.

14. Chapter II: APCH Cont RNP AR
RNP AR procedures are in process to be implemented at three Norwegian airports:
ENGM, Oslo/ Gardermoen airport
ENHD, Haugesund/ Karmøy airport
ENEV, Harstad/Narvik/Evenes airport
Implementation of RNP AR APCH procedures will be considered at other instrument RWY ends where APV procedures are not possible and/or it is operational or environmentally beneficial.

15. Chapter II: APCH Helicopter Operations 2016 - 2019
The main traffic flows between Stavanger/Sola (ENZV), Bergen/Flesland (ENBR) and the Ekofisk/ Statfjord oil rig area are operating on ATS-routes based upon RNAV 5 specification.
The helicopter traffic flows are integrated in the airport TFC via a helicopter STAR system based on RNAV 1 specification
RNAV approach procedures based on the Point In Space (PinS) concept are expected to be further implemented at airports and hospital heliports.
It`s also ongoing work with low level routes based on PBN to support specific needs of helicopter operations in constraining environments

16. Chapter III: Status and planned implementation of RNP APCH and RNP AR APCH
In an Assessment of Norwegian AIP Airport RWY ends, suitable for implementing of APV procedures.
The Analysis consists of an assessment of the individual Airport in the Norwegian AIP, and an evaluation to determine how many instrument RWY ends meet the requirements for the establishment of APV procedures and the type of APV procedures that are best suited for the particular Runway.

17. Chapter III: The Airport list

18. What have we achieved? APV Coverage to day: 63 %
Number of IRE with APV: 41 – present TGT 65
LNAV/VNAV: 37
LPV: 23
LNAV: 79
SCAT-I: 30