P-RNAV in a complex TMA

Available for deployment

Introducing precision area navigation (P-RNAV) procedures improves the design and organisation of the airspace allowing the aircraft’s on-board navigation system to fly optimised flight paths. P-RNAV supports more efficient continuous descent approaches and continuous climb departures in place of traditional stepped flight profiles issued by a controller. P-RNAV also supports curved approach paths which can avoid complex interaction between inbound and outbound traffic, heavily populated areas, and can reduce track miles for inbound aircraft.

SJU references: #62/Release 1


  • ƒEnhanced safety thanks to better precision ƒ
  • Reduced fuel burn and emissions ƒ
  • Improved air navigation service provision
Download solution pack: 
1_PRNAV_in_a_Complex_TMA_Contextual_note.pdf (PDF, 237.22 KB)Download View View
2_PRNAV_in_a_Complex_TMA_Regulatory_Overview.pdf (PDF, 249.91 KB)Download View View
3_PRNAV_in_a_Complex_TMA_Bus_Case_and_Transition_Feasibility_Report.pdf (PDF, 2.67 MB)Download View View
4_PRNAV_in_a_Complex_TMA_OSED.pdf (PDF, 25.44 MB)Download View View
4a_PRNAV_in_a_Complex_TMA_OSED_Benefit_Mechanisms.pdf (PDF, 1.35 MB)Download View View
4b_PRNAV_in_a_Complex_TMA_OSED_Cost_Benefit_Analysis.pdf (PDF, 892.7 KB)Download View View
4c_PRNAV_in_a_Complex_TMA_OSED_Environmental_Assessment.pdf (PDF, 1.66 MB)Download View View
4d_PRNAV_in_a_Complex_TMA_OSED_Safety_Assessment.pdf (PDF, 1.85 MB)Download View View
4e_PRNAV_in_a_Complex_TMA_OSED_Security_Assessment.pdf (PDF, 592.83 KB)Download View View
4f_PRNAV_in_a_Complex_TMA_OSED_Annex_Validation_Plan.pdf (PDF, 2.8 MB)Download View View
4g_PRNAV_in_a_Complex_TMA_OSED_annex.pdf (PDF, 12.05 MB)Download View View
Download FULL solution pack (ZIP, 18.12 MB)Download View View

Other related solutions to P-RNAV in a complex TMA

User Preferred Routing (UPR) in this solution refers to direct routing (DCT) defined between published entry and exit point inside a complex area (i.e. the complete Maastricht Upper Airspace Area). It extends the current use of DCTs in the MUAC Area of Responsibility (AoR).

Satellite-based technology, supported by constellations such as Galileo, provides approach guidance without the need for ground-based navigational aids, increasing accessibility and safety at many airports.

Introducing precision area navigation (P-RNAV) procedures improves the design and organisation of the airspace allowing the aircraft’s on-board navigation system to fly optimised flight paths.

At the extremity of the terminal airspace, arriving aircraft are vectored along an arc from where the timing of their turn towards the merge point determines the landing sequence.

The solution is composed of a point merge system coupled with an arrival management tool that provides sequencing support based on trajectory prediction.

Existing airborne collision avoidance systems (ACAS) triggers resolution advisories when a collision risk is predicted.

Ground-based safety nets are an integral part of the ATM system. Using primarily ATS surveillance data, they provide warning times of up to two minutes.

The sustained traffic growth in the 1980s prompted the launch of the en-route air traffic organiser concept, to design electronic decision-making tools to help controllers.

Advanced controller tools present an opportunity to look at managing the resources of the air traffic control workforce in new ways, especially when it comes to planning and pre-tactical tasks.

Short-term conflict alerts (STCA) provide controllers with a short-term warning of potential conflicts between aircraft in the same airspace.

Arrival management extended to en-route airspace (E-AMAN) integrates information from AMAN systems operating out to an extended distance to provide an enhanced and more consistent arrival sequence.
The SESAR Solution “Enhanced terminal operations with LPV procedures”, also called “Advanced Approach Procedure with Vertical guidance (APV)”, consists of an innovative Required Navigation Performance (RNP) approach procedure to Localiser Performance with Vertical Guidance (LPV) minima.

Building an arrival sequence in medium- and high-density environments calls on controller resources from an early phase in the approach procedure.

This SESAR solution coordinates traffic flows into multiple airports by means of a centre manager (CMAN).

Modern flight management systems have the ability to fly a repeatable curved trajectory, known as radius-to-fix (RF), which some airports are adding to their arrival and departure procedures.

New possibilities in advanced airspace design solutions and options are now possible thanks to the precision in airborne navigation using the improved navigation performance provided by required navigation performance (RNP) on board modern aircraf

Aircraft engines have become quieter but an aircraft’s flight path can also help reduce noise levels by following a smooth descent down to the runway threshold rather than a conventional stepped approach.

This solution addresses the development of tools to tactical and planner controllers assisting them on their monitoring tasks during busy periods.

Under the current network structure, aircraft fly an average of 20 km further than the most direct route between two points. This SESAR Solution represents a step forward with respect to the user-preferred routing solution.

The solution allows airspace users to plan trajectories, without reference to a fixed route or published direct route network.

This SESAR Solution enables the design of IFR routes at very low level, based on the ability of suitably-equipped rotorcraft to navigate very accurately using global navigation satellite systems (GNSS) using the European satellite-based augmentati