Required Navigation Performance

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Required Navigation Performance

• Presented by
• The Airline Industry

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Agenda

• Overview of RNP
• The importance of RNP to industry
• Industry progress to date
• Industry near term vision
• Immediate FAA action requested

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Required Navigation Performance
ANP containment radius
ANP lt 1 X RNP for continued operation
Lateral boundary 2 X RNP (airspace and obstacle
clearance)
RNP and ANP are displayed on FMC CDU

• RNP A statement of navigation performance
  accuracy for operation in a defined airspace
  (ICAO doc. 9613)
• RNP airspace Airspace, route(s), and leg(s)
  where minimum navigation performance requirements
  (RNP) have been established, and aircraft must
  meet or exceed that performance to fly in that
  airspace (RTCA SC181/EUROCAE WG.13)

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Lateral Path Construction
Defined airspace is 2 x RNP either side of track
centerline
2 x RNP
Centerline track between fixes
RW26
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RNP Leg Types
TF
DF
RF
WPT02
WPT02
WPT02
Arc center
Unspecified position
WPT01
WPT01
Great circle track between two fixes
Computed track direct to a fix
Constant radius to a fix
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Vertical Capability
WPT
(-3.00º)
Vertical angle
Vertical flight path
Speed and altitude constraint at waypoint
(170/2460)
3 parameters for each leg 1) Waypoint altitude
constraint 2) Vertical angle 3) Waypoint speed
constraint (optional)
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Air Carrier RNP Operations
GPS predictive RAIM
Airplane systems
FARs FAA Orders
Procedure design criteria
Obstacle clearance
Airplane performance
AIM
ATC local flows
Environmental impact
Flight publications
Local WX
RNP operations
Dispatcher training
Topo data sources
Geodetic systems and calculations
OPS specifications
Pilot training
ARINC 424
Simulator Engineering
Charting and standards
Nav data base development
ALPA
FAA process ATC and Flt Stds
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Why is RNP Important to the Aviation System

• Safety Enhancement
• Efficiency/Capacity Improvements
• Schedule Integrity
• Delay Reduction
• Noise Friendly Procedures

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Fatalities by Accident Categories Fatal Accidents
- Worldwide Commercial Jet Fleet - 1988 through
1997
Total Fatalities 6,792 (6,566 onboard)
1997 fatalities 684 (all onboard)
462
178
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TAWS and RNPImproved Safety Net for Obstacle
Clearance
VNAV path contained within TAWS envelope
Look-ahead splays /- 3 degrees
Look-ahead distance varies with ground speed and
turn rate
Starting width 1/4 nmi
Slopes vary with flight path angle
Terrain clearance floor
VNAV path
700 ft AGL
400 ft AGL
15 nmi
12 nmi
5 nmi
0.5 nmi
Runway
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RNP RNAV called for by CAST

• The plan will direct or encourage the aviation
  community to
• Take advantage of existing aircraft capabilities
  to improve approach and landing safety to the
  maximum extent practical, and
• Transition to use of new and evolving aircraft
  capabilities that can further improve approach
  and landing safety at the earliest practical
  time

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RNP RNAV called for by CAST

• The plan will direct or encourage the aviation
  community to
• Take advantage of existing aircraft capabilities
  to improve approach and landing safety to the
  maximum extent practical, and
• Transition to use of new and evolving aircraft
  capabilities that can further improve approach
  and landing safety at the earliest practical
  time
• In the interest of safety, the industry should
  discontinue the use of step-down or
  dive-and-drive Non-Precision approach
  procedures as soon as, and wherever, possible . .
  .
• This would include procedures such as the
  constant rate descent that can be flown by all
  types of aircraft and use of the modern vertical
  navigation capability (VNAV) by some existing and
  most new aircraft types
• Controlled Flight Into Terrain (CFIT) Joint
  Safety Implementation Team (JSIT) Implementation
  Plan For Precision-Like Approaches, Statement of
  Work (formally accepted by the CAST)

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Substantial Safety EnhancementRNP Enables
Stabilized Approaches
Typical unstabilizednon-precision approach
Runway

• Situational awareness improved
• Reduces crew workload
• Eliminates Dive and Drive (Non-Precision)
  approaches
• Provided a Stabilized Approach with LNAV/VNAV
  guidance to runway threshold

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RNP Versus FAAs RNAV
Generic TERPS Final Approach Area RNP 0.15
Containment Zones for Comparison
71 transitional surface
DA (H) / MAP
RNP 0.15 containment zone
RNP provides vertical and horizontal guidance to
the runway RNAV provides no vertical guidance if
an obstacle penetrates the vertical surface
resulting in dive and drive.
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RNP Pilot Training

• Objectives Safe operations andpilot confidence
• Ground school
• Flight Simulator
• 2 Approach Types- ILS or RNP RNAV- Vertical
  guidance for all approaches
• Simplification and commonality of approach
  profile increases safety

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Efficiency/Capacity Benefits

• Improved schedule reliability
• New runway directions available for use
• Lower landing minimums
• Improved airport and airspace system capacity
• Fewer missed approaches
• Yielding
• Fuel savings
• Time savings
• Improved customer satisfaction

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Efficiency Improvements Achieved

• Minima below that of ground based equipment at 4
  Alaskan Airports
• Approaches to runways that can or not be served
  with ground based equipment at 6 Alaskan
  Airports
• 65 flights to Juneau in the first 9 months of
  2001 were saved by RNP

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Supports FAAs OEP

• Less airspace needed per operation
• Independent parallel approaches possible to
  runways separated by 2500 feet.

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RNP Capability Today

• 7500 or 45 are RNP capable globally
• 50 in US are RNP capable
• 85 Continental
• 70 Alaska
• 70 American
• 50 United
• 40 US Airways

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Past Impediments to Progress Are Disappearing

• Airline perspective FAA is not sufficiently
  supporting RNP
• Lack of understanding (both government and
  industry) of RNP capability and safety
  enhancements
• Benefits not realized with FAAs RNAV
• Mixed equipage, but this is rapidly diminishing
• Resistance to change, but FAA leadership can
  overcome this

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Specific FAA Action Requested

• Adapt Alaskas 737 RNP criteria to create FAA
  approved generalized RNP Approach Design criteria
  for all carriers
• Continue DCA special procedure development
• Document lessons learned
• Develop public criteria
• Develop public procedures

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Summary

• Many planes are RNP capable and manufacturers
  continue to deliver more- Airworthiness approval
  is documented in AFM for terminal/approach use
• Many airlines are ready to use this capability-
  Ops Specs for RNAV have been issued
• This expensive capability is already paid for,
  (May-96 first revenue flight)
• Air carriers already invested, equipped, trained,
  ready to fly
• Immediate safety, delay reduction and economic
  benefits are available

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Conclusion

• Opportunity to facilitate leadership in the U.S.
  and global air transport industry
• RNP is unique in its impact (benefits) and
  changeability (ease of implementation)

Changeability/Impact Matrix
RNP
High
Changeability
Low
Low
High
Impact
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The End