1. Performance Based Navigation at London Stansted
Duncan Smith – Flight Performance Manager
Neil Robinson – CSR Director

2. What is Performance Based Navigation (PBN) ?
UK Airspace was designed utilising ground based navigational aids
Current airspace design in the UK is over 50 years old.
It is outdated and underutilises new technology on modern aircraft.
It is stressed by increasing numbers of aircraft
Utilising technology (GPS) on-board modern aircraft is known as PBN.
Brookmans Park DVOR
PBN is an umbrella term that comprises a number of technologies, including:
PRNAV – PRecision area NAVigation
RNP1 – Required Navigation Performance of 1 nautical mile
RF – Radius to Fix
PBN can apply to all sectors of flight, Arrivals, Departures and en-route.
It is often utilised to improve safety and reduce noise impacts through the accuracy of the GPS technology
London TMA

3. PBN at London Stansted Conventional Departure Procedures (BEFORE)
London Stansted, in partnership with STACC (EIG),NTKWG, NATS, CAA and our operators have conducted a trial of RNP1 (RF) procedures for a number of years, to address some community concerns
The trial was conducted – “to improve the adherence to the current “flight path” SID / NPR Centreline through replication”
Every aircraft type has unique characteristics and will fly conventional procedures slightly differently
Conventional Departure Procedures
(BEFORE)
RNP1(RF) Departure Procedures
(AFTER)
4,000ft
4,000ft
Wide spread of tracks across corridor +/- 1,500m
ATC Vectoring above 4,000ft
Narrow spread of tracks between Hatfield Heath and Hatfield Broad Oak –avoiding direct overflight
ATC Vectoring above 4,000ft
Replication of existing centreline is possible

4. Consultation… We undertook a public consultation in 2015.
Range of consultation materials.
64% of consultation responses were supportive.
All District and County Councils were supportive
9 (out of 11) Parish Councils were supportive
Submitted report to CAA following Public Consultation
Submitted Proposal to CAA to adopt the trial permanently

5. PBN at London Stansted, what have we learnt ?
Aircraft that are appropriately (RNP1) equipped can fly low level turns very accurately and consistently
It is possible to design procedures to avoid specific areas
The proportion of appropriately (RNP1) equipped aircraft in the fleet is increasing
Aircraft usually fly slightly outside of a turn
It is possible to substantially reduce the width of the Noise Preferential Route
It is possible to design a PBN route that closely replicates the conventional/existing route
RNP1(RF) Departure Procedures
Swathe shown is +/- 500m

6. PBN at London Stansted, what next?
Locally we have 6 departure routes (which contain 14 SIDs)
EIG suggest next step is to apply new technology (PBN) to the remaining westerly routes (BZD)
Approximately 50% of departures use the BUZAD NPR’s
Select areas for noise monitoring pre and post implementation based on existing SID structure
04 Barkway
22 Barkway
04 Utava (Buzad)
22 Utava (Buzad)
04 Nugbo (Compton)
22 Nugbo (Compton)

7. THE AIRSPACE CHANGE PROCESS
The Airspace Change proposal will follow the CAA’s revised process
Follow the same partnership model
Upfront assessment of options
Full public consultation
Likely to take up to 3 years
Document Title
24/04/2017

8. Thank You