1. RNAV – process in Tartu How EAVA can co-operate with service providers ONE example - still in progress,,

2. RNAV – process in Tartu How EAVA can co-operate with service providers
Tapani Keskikuru
EAVA ATSTO

3. Backround
European Nav strategy …NDB, VOR will be history ( target 2016)
PRNAV approaches, replacing conventional Non-Precision approaches (VOR, NDB) and even CAT I ILS – with VNAV/BARO

4. Background

5. Background
What are the near future nav. requirements from service providers
RNAV approaches with VNAV – CAT I minima, without any ground equipment
(not to forget lights !!,, )
WAM ,no need for SSR antennas, less expensive, surveillance can be built wherever, spread wherever

6. Backround

7. EAVA and Tartu PRNAV
Tartu case : ATCOs Marika, Piret and Martin, local knowledge
not much tools for ATC to separate IFR / IFR flights in TMA, no equipment for operators
Tartu speciality : IFR (and VFR) training flights

8. Requirements:
Update approaches, started before EAVA joined ( operational in 2013)
for operators
for students, future pilots
Need to have tools for ATCOs to separate IFR traffic in TMA, present NDB surroundings is for one IFR, if levels crossed
Up to date approaches, for students !

9. EAVA and Tartu PRNAV
from pilot/ operator point of view benefits are obvious
from airport point of view benefits are obvious,
from ATC point of view benefits are obvious

10. EAVA and Tartu PRNAV
from safety point of view benefits are obvious ( one example - no circling)
from environmental side
shorter routes
in many cases continuous climb/ descend
in many cases shorter holding time on ground/ in air or no delay at all
noise can be taken account

11. EAVA and Tartu PRNAV
No ICAO procedures for RNAV separations are published !
PANS-ATM ICAO DOC 4444
„Lateral separation of aircraft on published adjacent instrument flight procedures for arrivals and departures
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for navigational
inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the
lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation
(RNAV) equipment.

12. EAVA and Tartu PRNAV
Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist:
a) where the distance between RNAV 1, Basic RNP 1, RNP APCH and/or RNP AR APCH tracks is not less than 13 km (7 NM); or
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for navigational
inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the
lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation
(RNAV) equipment.

13. EAVA and Tartu PRNAV
Lateral separation of departing and/or arriving aircraft, using instrument flight procedures, will exist:
b) where the protected areas of tracks designed using obstacle clearance criteria do not overlap and provided:
operational error is considered.
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for navigational
inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the
lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation
(RNAV) equipment.

14. EAVA and Tartu Rnav
Note 1.— The 13 km (7 NM) value was determined by collision risk analysis using multiple navigation
specifications. Information on this analysis is contained in Circular 324, Guidelines for Lateral Separation of Arriving and Departing Aircraft on Published Adjacent Instrument Flight Procedures.
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for navigational
inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the
lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation
(RNAV) equipment.

15. EAVA and Tartu Rnav
PANS-OPS (ICAO 8168) guidelines for obstacle clearance criteria
Lateral separation shall be applied so that the distance between those portions of the intended routes for
which the aircraft are to be laterally separated is never less than an established distance to account for navigational
inaccuracies plus a specified buffer. This buffer shall be determined by the appropriate authority and included in the
lateral separation minima as an integral part thereof.
Lateral separation of aircraft is obtained by requiring operation on different routes or in different
geographical locations as determined by visual observation, by the use of navigation aids or by the use of area navigation
(RNAV) equipment.

16. EAVA and Tartu PRNAV
-Plan is to create SID/STAR for Tartu linking TMA EXIT/ENTRY points to RNAV approaches with “designated points” where safety buffers are not overlapping ( ICAO DOC 4444)
-Make easy tool for ATC to give clearances for IFR aircraft keeping them on arrival/departure segments which are not overlapping, while no vertical separation exists.

18. EAVA and Tartu Rnavs

19. EAVA and Tartu PRNAV

20. EAVA and Tartu PRNAV How to continue;
AIS to create maps, data into EAVA simu and drive first simulations
Make first changes if needed , create ATC documentation
In parallel, to create data for SMS

21. EAVA and Tartu PRNAV End result: Tartu PRNAV SIDs and STARs
get CAA approval for Tartu ATC procedures for PRNAV SID/STAR in non –radar environment
give a tool for ATC to have more than one IFR a/c in TMA on crossing levels

22. EAVA and Tartu Rnavs End result: procedures ready
ATC has necessary “tools” and uses them to provide user friendly service
SMS ready
training material ready

23. EAVA envolvement - previous knowledge
Synthetic Training Device ( simulator)
easy to make changes and run tests
- up to date training facilities
- If needed, capability to show CAA the procedures in SIMU environment during acceptance period
- capability to train TARTU ATC instructors ( or all staff)

24. Our goal

25. Not to confuse

26. End result -

27. All happy !