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1. London Terminal Control RNAV Trials Presentation to P-RNAV Workshop 4th November to 6th November 2003 Mark P Green (NATS)

3. What will the trial do? P-RNAV STAR LAM1Z Vertical Profile Speed constraints Conventional Hold RNAV Initial Approach Procedures BARNS, RICHY, WINSR, MARLO Lateral Profile (fly-by waypoints) Vertical Profile Speed constraints

7. Why introduce a P-RNAV trial? Operator benefits Improved pilot Situational Awareness Pre-determined Distance from Touchdown Reduced fuel burn / Less engine cycling Environmental benefits Avoidance of Noise Sensitive Areas Continuous Descent Approaches Less Noise, Less Fuel Burn, Less Emissions Air Traffic Services Provider benefits Reduced vectoring => reduction in R/T workload Flexibility of design Infrastructure Cost Savings (long-term)

9. When will the trial run? Trial commenced on 24th July 2003 Only available between 2330 - 0600 local Trial will run initially for 6 months

10. Regulatory Approval Airworthiness Issues Joint Aviation Authority; Temporary Guidance Leaflet (TGL-10) Certification required by CAA SRG Airspace Issues TGL-10 specifies that the Eurocontrol Guidance Material be utilised Approval of proposed design required from CAA DAP Approval of Operators Flight manuals & crew operation Approval required from Flight Operations Department, CAA

11. Regulatory Approval (2) ATS Issues Approval of ATS procedures Approval of navigation infrastructure CAA’s “Magic Roundabout” Approval of all stakeholders within the CAA was required prior to authorisation for the trial to commence Trial Approval issued by ATSSD, SRG Draft UK AIC P-RNAV Operations UK Terminal Airspace

12. Project documentation Project Plan Procedure Plates Safety Assessment TC Temporary Operating Instruction Eurocontrol ‘Common Methodology for Implementing in ECAC Terminal Airspace’ Eurocontrol ‘Guidance Material for the Design of Terminal Procedures for Area Navigation’

13. Results to date (up to 29/10/03) 61 comment sheets received from ATCOs Additional flights have flown the procedures, but have not been recorded Flight Progress Strips are being checked Believed that more than 85 aircraft have flown the P-RNAV procedures

15. RIAP Vertical Profiles

19. High on the procedure - some controllers have commented that the aircraft appear to be too high. Investigations have shown that the aircraft are adhering to the procedure, which is designed to enable aircraft to fly Continuous Descent Approaches, based on an approximate 3 degree glideslope. Traditional radar vectoring techniques result in aircraft being descended earlier than the optimum point.

20. Issues 2 Localiser capture - it has been noted that some aircraft are flying through the localiser, before becoming established. It is appreciated that the intercept angle is steeper than that used for traditional radar vectoring. However, the intercept angle is within the P-RNAV design criteria. Location of MARIL - some controllers have queried why MARIL is so far to the north, resulting in aircraft flying a wider baseleg on easterlies than that which would be expected under radar vectors. The procedure is designed to avoid overflying conurbations where possible, hence the position of MARIL.

21. Anticipated modifications Easterlies Two additional waypoints are planned to be introduced to enable the easterly procedures to be used when the pressure is less than 1013hPa to ensure separation from traffic on the A2 Intercept angle Minor modifications to procedures to reduce the intercept angle LAM Release level Revision to procedures for the release level MSL plus 1 has been changed to FL90 at LAM

22. Future procedures Thames Estuary approach Heathrow westerly arrivals RNP 0.3 Approaches & RIAPs Gatwick Ockham RIAPs Heathrow P-RNAV STARS & RIAPs Luton / Stansted

29. Questions?