Preface
Integrating all of the standard and practical use of Area Navi-
gation (RNAV) and Required Navigation Performance (RNP)
operation around the world, International Civil Aviation organiza-
tion (ICAO) presents a new operational concept as Performance
Based Navigation (PBN). PBN concept represents a drift from
sensor based to performance based navigation. Utilizing ad-
vanced on-board navigation equipage with satellite navigation,
PBN promotes safer and more flexible airspace concept and air-
craft operation through all phases of flight.
As the State exits between Asian and European continents,
Mongolia has over flights from other regions and aircrafts car-
rying equipments capable of different navigation performance.
Mongolia recognizes PBN as the one of the best technology to
accommodate their safe and efficient operation. Knowing that
Mongolia has bigger airspace rational to its ground navigation
aids and lacks of space and ground based satellite system, tran-
sition to PBN is more challenging and requires greater amount
of time and careful examination. The Civil Aviation Authority of
Mongolia (MCAA) prompts any necessary actions to introduce
PBN in accordance with ICAO Asia Pacific Regional PBN Imple-
mentation Plan.
Derived from dedicated labor of PBN national implementation
team work, this document states the policies and implementa-
tion plan of Mongolia concerning PBN until 2025. As long as it is
considered guidance to stakeholders and international operators
anyone within aviation community is welcome to promote com-
ments to improve this document.
Director S. Batmunkh
Civil Aviation Authority of Mongolia
1
Contents
PBN Concept 3
Benefits of PBN 4
ICAO Requirement 5
APAC Regional Implementation Plan 6
PBN National Team 8
Conduct surveys regarding operational readiness
Formulate policy & issue implementation action plan 8
Promulgate regulation and standards
Aid communication
Current status 9
2009 traffic & ground navigation aids 9
Fleet readiness 9
En-route 10
Terminal & Approach 10
Airworthiness and operational approval 10
Survilience 10
MSSR 10
ADS-B 11
Procedure design 12
Flight validation 12
Implementation Plan 13
Short term(2010-213) 13
En-Route 13
Terminal 13
Approach 13
Medium term(2013-2016) 13
En-Route 13
Terminal 14
Approach 14
Long term (2016-2025) 14
Safety Aspect in Implementation 15
Ground Navigation Infrastructure Strategy 15
Appendix A: PBN Navigation Specification 16
Appendix B: Abbreviation 17
PBN Concept
In conventional navigation aircraft is guided by ground navigation aids and airspace concept
is bound to ground infrastructure and route is designed from one facility to another. Introduction of
Area Navigation (RNAV) enabled aircraft to fly less dependent from ground based navigation aids.
With RNAV concept, flexible airspace design became possible. As the on-board equipment advanced,
aircraft became capable of monitoring and alerting its performance, the Required Navigation Perfor-
mance (RNP) concept evolved from RNAV.
PBN emerged combining advantage of RNAV and RNP specifications and refers performance
requirements in terms of accuracy, integrity, availability, continuity and functionality for aircraft operat-
ing under instrument flight rule or in designated airspace. PBN concept represents a drift from sensor
based to performance based navigation.
As navigation is one of several enablers of airspace concept, Communications, ATS Surveillance
and ATM are also considered.
PBN operation has three core components: the navigation application, the navigation specifica-
tion and the navaid infrastructure. Choosing navigation specification regarding CNS/ATM infrastructure
and fleet readiness navigation application is derived.
Benefits of PBN
PBN concept offers more efficient design of airspace and instrument flight procedures and Imple-
mentation of PBN will:
Increase airspace capacity by reducing lateral and longitudinal separation between air-
crafts;
Reduce the risk of controlled flight into terrain through the implementation of continuous
and stabilized descent procedures using vertical guidance;
Improve airport and airspace access in all weather conditions and increase stable flight
timetable;
Increase airspace capacity in terminal area through implementation of additional parallel
routes and fixes;
Decrease controller and pilot workload by applying PBN operation and reduce needs for
air ground communication and radar vectoring;
Result in global harmonization by facilitating RNAV/RNP criteria for all stakeholders and
aviation community;
Decrease fuel consumption and greenhouse gases by straightening conventional routes,
and reduce environmental impact by avoiding populated areas;
Reduce operational cost for maintaining and flight inspection of conventional navigation
aids.
ICAO Requirement
In its 36th Session held in September 2007 the ICAO Assembly:
1. Urged all States to implement RNAV and RNP air traffic services (ATS) routes and ap-
proach procedures in accordance with the ICAO PBN concept laid down in the Performance Based
Navigation Manual (Doc 9613);
2. Resolved that:
a. States and planning and implementation regional groups (PIRGs) complete a PBN imple-
mentation plan by 2009 to achieve:
implementation of RNAV and RNP operations (where required) for en route and terminal
areas according to established timelines and intermediate milestones; and
implementation of approach procedures with vertical guidance (APV) (Baro- VNAV and/
or augmented GNSS) for all instrument runway ends, either as the primary approach or as a
back-up for precision approaches by 2016 with intermediate milestones as follows: 30 per cent
by 2010, 70 per cent by 2014; and
b. Urged that States include in their PBN implementation plan provisions for implementation
of approach procedures with vertical guidance (APV) to all runway ends serving aircraft with a maxi-
mum certificated take-off mass of 5700kg or more, according to established timelines and intermediate
milestones;
APAC Regional PBN Implementation Plan
Adopting Assembly Resolution A36/23 Asia/Pacific PBN Implementing plan Version 1.0 was pro-
duced and promulgated in September 2009 at APANPIRG20 meeting.
Summary table & Implementation targets
Short Term (2008-2013)*
Acceptable Nav.
Airspace Preferred Nav. Specifications
Specifications
Route – Oceanic RNP 4 RNAV 10
Route – Remote continental RNP 4 RNAV 10
Route – Continental
RNAV 2, RNAV 5
en-route
RNAV 1 in radar environment and
with adequate navigation
infrastructure.
TMA – Arrival
Basic-RNP 1 in non-radar
environment.
RNAV 1 in radar environment and
with adequate navigation
infrastructure.
TMA – Departure
Basic-RNP 1 in non-radar
environment
RNP APCH with Baro-VNAV in
most possible airports
Approach
RNP AR APCH in airport where
there are obvious operational
benefits.
Implementation Targets
x RNP APCH (with Baro-VNAV) in 30% of instrument runways by 2010 and 50%
by 2012 and priority should be given to airports with operational benefits
x RNAV 1 SID/STAR for 50% of international airports by 2010 and 75% by 2012
and priority should be given to airports with RNP Approach
x Re-defining existing RNAV/RNP routes into PBN navigation specification by 2012
x Implementation of additional RNAV/RNP routes
Medium Term (2013-2016)*
Acceptable Nav.
Airspace Preferred Nav. Specifications
Specifications
Route – Oceanic RNP2**, RNP4 RNAV10
RNAV2, RNP4,
Route – Remote continental RNP2
RNAV10
Route – Continental
RNAV1, RNP2 RNAV2, RNAV5
en-route
Expand RNAV1 or RNP1
Application
TMA – Arrival
Mandate RNAV1 or RNP1 approval
for aircraft operating in higher air
traffic density TMAs
Expand RNAV1 or RNP1
Application
TMA – Departure
Mandate RNAV1 or RNP1
approval for aircraft operating in
higher air traffic density TMAs
Expansion of RNP APCH (with
Baro-VNAV) and APV
Expansion of RNP AR APCH
Approach where there are operational
benefits
Introduction of landing capability
using GNSS and its augmentations
Implementation Targets
x RNP APCH with Baro-VNAV or APV in 100% of instrument runways by 2016
x RNAV1 or RNP1 SID/STAR for 100% of international airports by 2016
x RNAV1 or RNP1 SID/STAR for 70% of busy domestic airports where there are
operational benefits
x Implementation of additional RNAV/RNP routes
Conventional navigation to PBN
PBN National Team
Recognizing importance, scope and benefits of PBN implementation, the Civil Aviation Author-
ity of Mongolia (MCAA) has formed National PBN implementation team including airspace designer,
procedure designer, air traffic controller, pilot and airworthiness inspector. The team is assigned to
produce national PBN implementation plan in accordance with Asia/Pacific regional PBN Implementa-
tion Plan.
The PBN team has four main functions regarding for implementation of performance based navi-
gation procedures in Mongolian airspace. These functions are in sequence and as follows:
Conduct surveys regarding operational readiness
Formulate policy & issue implementation action plan
Promulgate regulation and standards
Aid communication
Conduct surveys regarding operational readiness
In this planning phase the team is responsible for assessing ATC workload and fleet capabilities
and CNS infrastructure operating within the designated airspace and consult stakeholders.
Formulate policy & issue implementation action plan
In this phase team is responsible for updating implementation plan and developing action plans
considering safety and efficiency, and submitting any recommendation effecting aviation policy to man-
agement for approval. The team must consider revised navigation strategy for the Asia/Pacific region.
Promulgate regulation and standards
The team is responsible for identify and establishing standard and procedures for PBN implemen-
tation activities in accordance with regional standard and practices. Studying ICAO SARP concerning
GNSS status monitoring, flight validation, RNAV/RNP separation standards, airworthiness and opera-
tional approval of PBN operation, the team is obliged to propose all necessary amendments to MCAR-
Mongolian civil aviation rules.
Aid communications
As the Implementation of PBN affects safety policy of flight operation, the team is responsible for
promoting guidance materials and information relating PBN operation to aircraft operators and gather
inputs from all stakeholders.
Current Status
2009 traffic & ground navigation aids
The main air traffic is over-flights which 14 times greater than the terminal flights.
Main trunk consists of A575, B208, M520 bearing the more than 75% of all traffic, which lies along
from northwest to southeast connecting Europe and Asia.
The implementation team has conducted the fleet
readiness survey and recognized that the most
aircrafts are RNAV-5,10 and RNP-4 compatible.
The diagram displays a high level analysis based on
fleet numbers from Ascend Online Fleets database
March 2008 and RNAV/RNP classification by IATA.
En-route
Mongolian all upper routes are conventional except M520, which is the only route that requires
navigation performance. As Mongolia has vast territory compared to ground navigation aids it has,
the most of domestic routes are defined by RNAV basic GNSS specification as a supplement to those
fewer NDB and VOR defined routes. MCAA has purchased and installed 4 new D-VOR/DME to equip
main over flight trunks as depicted in figure for support of the MSSR. The transition to radar control
would take another 2 or more years, those 4 D-VOR/DME alone are not enough to support RNAV 5
and RNAV1 & 2 operation continuously though main trunk.
Terminal & Approach
Terminal traffic is 5 to 10 ten flights a day at domestic airports, Chinggis khan, the main interna-
tional airport has 10 to 30 flights a day and its approach and tower controls are not separated yet.
Using combination of two Non Directional Beacon (NDB) for terminal and approach purpose is
common. One is for en-route and another for approach. Now MCAA is relocating one of the coupled
NDBs to other airports.
In 2001 and 2002 with the assistance of expert from ICAO and Australia MCAA has promulgated
16 RNAV GNSS non precision approach procedures (NPA). Nonetheless their specifications doesn’t
meet the improved RNP requirement, first of all, MCAA will reconstruct them with basic RNP-1 speci-
fication.
Airworthiness and operational approval
Although, operational requirements regarding GNSS and RNP are published in MCAR, some
important requirements such as governing the installation of approved RNAV and RNP equipment on-
board aircrafts are unclear, and its contents are outdated.
PBN implementation team is responsible for updating PBN related requirements and producing
guidance manual and technical standards.
Surveillance
Knowing that the Surveillance is one of the most important enabler of an airspace concept in ad-
vanced navigation, MCAA has been taking several attempts regarding Surveillance.
MSSR
MSSR does not entirely rely on GNSS while ADS and MLAT have the potential for a common
mode failure.
MCAA has installed three Secondary surveillance radar and D-VOR/DME along the main trunk
to support the increasing traffic. It is certain that the transition to radar control will take at least another
2 years.
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ADS-B
Since operational capabilities supported by ADS-B and MLAT that exceed basic “radar-like” sur-
veillance, and ADS-B could be used as a surveillance tool to achieve a five nautical mile separation
standard. MCAA is pursuing a goal regarding ADS-B.
In November 2002, MCAA conducted ADS-B demonstration successfully using 2 ADS-B stations
located near Muren and Ulaanbaatar. 2 aircraft equipped with ADS-B transponder were involved one
was Mi-8 helicopter and another was An-24.
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Procedure design
Recognizing that the instrumental flight procedure design capability is the fundamental element of
the successful transition to PBN operation. MCAA has signed to actively participate in Flight Procedure
Design Program, hoping to improve its related capability.
Participation to FPP program is deemed to be the best solution for MCAA to introduce safe and
applicable PBN procedures.
Flight validation
Finding that flight inspection is costly, and even higher to be conducted by other states, MCAA
had formed its own flight inspection team in 1999. During this time IFP has evolved into higher stage
and the members had not updated their training, it become obsolete. Regarding APANPIRG Conclu-
sion 20/49, PBN implementation team studied available Flight Inspection equipment on the market and
found AT940 portable Flight inspection equipment capable of validating PBN procedures and ADS,
Multilateration, SSR and suggested the proposal to MCAA Administrative Committee for approval.
1
Implementation Plan
The MCAA has planned to implement PBN in three phases, short term(2010-2013), medium term
(2013-2016) and long term (2016 and further). Action plans will be developed by PBN implementation
regarding actual situation by the implementation team.
Short term (2010-2013)
En-Routes
During 2010-2013, MCAA will consider RNAV(RNP)10 navigation specification for remote routes
and RNP4 for main trunk as it has ADS-C coverage. Meanwhile with implementation of adequate Sur-
veillance system (ADS-B & Multilateration) RNAV5 navigation specification should be considered. As
VOR has operational and economical disadvantage to DME/DME, RNAV 2 navigation specification
must be considered for main trunk.
Terminal
Mongolia is to upgrade Muren Choibalsan, Ulgii and “Gurvansaikhan” airports to International
airport during this period. As Muren has D-VOR/DME within its terminal area RNAV5 STAR will be
implemented to enhance safety. For the rest, those which don’t have adequate ground navigation aids,
Basic RNP1 SID/STAR will be implemented respectively.
Approach
Within this timeline RNP APCH will be implemented for all possible runways. First, RNAV GNSS
procedures will be replaced by basic RNP 1 and RNP APCH procedures as appropriate. Meanwhile
Baro-VNAV procedures will be considered after successful implementation of RNP APCH procedures
accordingly as the ILS system is expensive.
Medium term (2013-2016)
To keep pace with Regional implementation plan Mongolia need formidable CNS infrastructure
that’s what we lack today. By this time, 3 MSSR and ADS system expected to be operational, which will
let us enjoy its greatness/benefits.
En-Routes
During this period, MCAA will begin replacing RNP4 and RNAV(RNP)10 routes to RNAV2 and
RNAV1 respectively. DME will govern as the primary navigation aid.
Terminal
By this time most aerodromes will be under adequate Surveillance coverage. MCAA will mandate
RNAV 1 or RNP1 approval for aircraft operating in higher air traffic density.
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Approach
Within this period MCAA will complete implementation of Baro-VNAV procedures for all possible
runways and mandate it as a primary procedure where there is no ILS.
MCAA will consider implementing GBAS procedure at certain airports regarding operational ben-
efits.
Russian Federation has declared to improve their “GLONASS” system, and it will be used for civil
purpose by 2015. This system has coverage over Mongolian territory/airspace.
China is developing “Compass” satellite navigation system, which also has coverage over Mon-
golia although it’s operational dates unclear now.
Long term (2016-2025)
All PBN procedures will be implemented by this time. Co-existing conventional procedures would
be extricated and dissolve into PBN. GNSS is expected to be primary navigation infrastructure. And
more augmentation systems for satellite navigation are coming. DME would serve as back up for
GNSS.
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Safety Aspects in Implementation
As implementation of PBN greatly influences flight safety, several steps must be taken before es-
tablishing RNAV/RNP procedures. The action plans will be produced by PBN team concerning specific
phase of PBN implementation.
These steps include setting enough transition time for operators to equip their aircraft and keep
existing conventional navigation aids for certain period of time to allow gradual transition to PBN.
Implementation of PBN shifts balance from ground navigation to satellite navigation, having not
enough ground navigation aids and surveillance, Mongolia will rely more on GNSS. Therefore MCAA
will work closely with RASMAG to conduct GNSS assessment.
MCAA will intensify her cooperation with adjacent and regional states to increase the continuity
of PBN application.
Ground Navigation Infrastructure Strategy
Although ultimate solution of PBN concept is to use Satellite navigation entirely through all phase
of flight operation, GNSS is still expected to be primary in PBN operation beyond 2016. Besides, real
backbone of ADS-B/C and Multilateration system is GNSS, For those reason DME would serve as the
primary navigation aids until GNSS becomes primary means of navigation.
VOR – mainly supports RNAV-5 operation with DME, until sufficient DME/DME coverage
achieved;
NDB – serves conventional routes and coupled NDBs will be relocated;
ILS – stays as primary navigation facility for landing operation.
MCAA will not buy any new NDB/VOR. The main trunk will be facilitated with sufficient DME sta-
tions as soon as possible.
1
Appendix A
PBN Navigation Specification by ICAO document 9613
MCAAPBNImplementationPlan
ʗʜʔʒǦ˞ːPBNǦˋˌˆXˠ˓ˠˆˉԛԛɥɷɯ Ɍԧɥԧɜɥԧɝԧԧ
Appendix A
PBN Navigation Specification by ICAO document 9613
ICAO Application of Navigation Specification by Flight Phase Aircraft CNS capabilities by PBN Nav.Spec
PBN Nav Route
En route En route Approach
spec Primary navigation Ground navaid Communication/S spacing
oceanic contine ARR DEP
Initial Interm Final missed sensor Infrastructure urveillance
remote ntal
RNAV 10
10 GNSS, INS/IRS N/A None specified 50
(RNP10)
GNSS, DME/DME, 30
RNAV-5 5 5 DME, VOR Voice / radar
VOR/DME (18-16.5)
GNSS, DME/DME,
RNAV-2 2 2 2 DME Voice / radar At least 8
INS/IRS
GNSS, DME/DME,
RNAV-1 1 1 1 1 1 1 DME Voice / radar
INS/IRS
Voice or
RNP-4 4 GNSS N/A 30x30
CPDLC/ADS-C
No Com or Sur
RNP-1 1 1 1 1 1 GNSS, DME/DME DME (recovery)
specified
RNP VOR, DME, NDB No Com or Sur
1 1 0.3 1 GNSS
APCH (missed approach) specified
RNP AR 0.3- No Com or Sur
1-0.1 1-0.1 1-0.1 GNSS N/A
APCH 01 specified
ɏɚɜɫɪɚɥɬ A
ɂɄȺɈ-ɵɧ Ⱦɨɤɭɦɟɧɬ 9613 PBN ɇɚɜɢɝɚɰɢɣɧ Ɍɨɞɨɪɯɨɣɥɨɥɬ
16
MCAAPBNImplementationPlan
Appendix Â
Appendix B
Abbreviation
Abbreviation
ADS-B Automatic dependent surveillancebroadcast
ADS-C Automatic dependent surveillancecontract
APV Approach procedure(s) with vertical guidance
ATC Air traffic control
ATM Air traffic management
ATS Air traffic services
Baro-VNAV Barometric vertical navigation
CNS Communication, navigation, and surveillance
CPDLC Controller-pilot data link communication
DME Distance measuring equipment
FANS Future Air Navigation System
FMS Flight management system
GBAS Ground-based augmentation system
GLONASS ȽɅɈɛɚɥɶɧɚɹ ɇȺɜɢɝɚɰɢɨɧɧɚɹ ɋɩɭɬɧɢɤɨɜɚɹ ɋɢɫɬɟɦɚ
(Russian version of GNSS)
GNSS Global navigation satellite system
GPS Global positioning system
IATA International Air Transport Association
ICAO International Civil Aviation Organization
ILS Instrument landing system
INS Inertial navigation system
NDB Non directional beacon
PANS Procedures for air navigation services
17
MCAAPBNImplementationPlan
PBN Performance based navigation
RAIM Receiver autonomous integrity monitoring
RNAV Area navigation
RNP Required navigation performance
RNP AR Required navigation performance, authorization required
RNP AR APCH RNP authorization-required approach
SARP Standards and recommended practices
SBAS Space-based augmentation system
SID Standard instrument departure
MSSR Mono-pulse secondary surveillance radar
STAR Standard terminal arrival route
VOR VHF omni-range (navaid)
18
