RNP 2

D:\NAKAMURA\RNP GENERAL

RequiredNavigation

Performance(RNP) and Area

Navigation(RNAV)

August, 2000


Required Navigation Performance•The Big Picture•Stakeholder Problems•Navigation Effects on Airspace and Operations•The RNP Solution•The RNAV Solution•ICAO RNP Concept (Airspace)•Aviation RNP RNAV Concept (Total System)•RNP Operations•RNP Airspace 1997 - 2005•RNP Applications•Route Criteria-ICAO•RNP RNAV Systems•Eurocontrol RNAV•RNP Benefits•Stakeholder Perspectives•RNP Capable Aircraft•RNP Operations Approval Support•Frequently Asked Questions

Nav


The Big Picture

RNP and RNAV are key components of the Navigation portion of CNS-ATM.

Communication Navigation

Surveillance ATM

Operations

Concept

and

Requirements

RNP

RNAV

IRSDME VOR

GNSS


1965 1975 1985 1995 2005 2015Year

50

45

40

35

30

25

20

15

10

5

0

Improvement areas:• Lessons learned• Regulations• Airplanes• Flight operations• Maintenance• Air traffic management• Infrastructure

Hull loss accidentsper year

Millions of departures

Hull loss accident rate

Airplanes in service

11,060

23,100

1996 2015

Stakeholder ProblemsImprovement needed in System Safety


Stakeholder ProblemsGrowth in World Traffic

C N S /A T M F o c u s e d T e a m


Stakeholder ProblemsForecast Growth in China Travel


Stakeholder ProblemsForecast Growth in Asia-Europe Travel


AA NAS Study ResultsAverage Air Delay Per Flight

1.4

1.6

1.7

1.9

2.2

2.5

2.8

3.3

3.7

4.3

1.2

0.9

0.70.70.70.60.60.50.50.50.50.40.4

0

0.5

1

1.5

2

2.5

3

3.5

4

4.5

1996 1998 2000 2002 2004 2006 2008 2010 2012 2014 2016 2018 2020 2022 2024 2026

Year

De

lays

in M

inu

tes

Current NAS

Future NAS

Stakeholder ProblemsIncrease in Flight Delay


Time(Traffic Growth)

Waste

Airspace Capacity Limit(Theoretical)

Operating Integrity Threshold

Critical Year

CNS/ATMBenefit

Current ATS Future ATS

Stakeholder ProblemsWaste versus Growth


SensorDisplayShort-Term IntentControllerComm: a/gPilotClosure Rate

DisplayWeatherMedium-Term IntentData ControllerComm: g/gPilotFlow RatesAirspace Complexity Required Element Performance

RxP = f (sensors, decision support, human)Required Total System Performance sets Separation Standard

RTSP = g ( RNP, RCP, RSP )

SensorDisplayControllerPilot

Theoretical Effective Resource-ConstrainedEffective

Prevention Intervention DetectionRNP, RMP, RCP RMP, RCP RMP

Resource-Constrained

Stakeholder ProblemsNavigation is just one part of the solution to improvecapacity and efficiency


5

6

5

0

8

35

Waypoint Ins ertion

Controller/ Pilot

Mis com m unication

Equipm ent Failure

Mode Control

Deliberate Pilot Action

Unres olved

Nav

Aircraft gross navigation error statistics have traditionallyhad a significant influence on airspace design.

Navigation Effects on Airspace and Operations

Gross Navigation Errors in the North Atlantic 1989-1993 Based upon Classic Aircraft (INS)


Nav

DesiredPath

Along TrackError

Route Width

ActualPath

Cross trackError

RNAV Path

EstimatedPosition

ActualPosition

One large component of airspace buffers is based uponNavigation System, Operational & Performance errors

FlightTechnicalError



60 - 100 NM = RouteWidth,Mitigates Navigation errors,Navigation Performance, Route, Traffic Density, Surveillance,Communication, ATC

RouteSemi-Width

Nav

POPP

PLWX

Airspace is inefficient by design due to overly conservativebuffers intended to mitigate operational risks



Nav

Each type of infrastructure influences the navigation system/sensor errors and RNP.

For DME/DME, factors include station sites bothhorizontally and vertically, slant range corrections,density of aids, geometry relative to flight path, associated errors, etc

Performance forRNPs from 0.2to 1.0 NM

Fix Tolerance Areas



For VOR/DME, factors include distance fromstation, altitude, station to station distance, course error, altitude error, etc

Performance forRNPs from 0.2to 2.0 NM

Nav

Different infrastructures have different characteristics.



Time In Nav (Hr)

10

20

30

5 10 15 20

95.0%

99.7%In

erti

al D

rift

Mod

el (N

m)

2 Nm

/Hr

Nav

The type of sensor allowed or required also has an effect.

Inertial navigation sensors are subject to a different set oferror characteristics including drift and cycles.



Procedures are inefficient because of conventional ground navigation aids, where access, support, application, etc determine a fixed siting.

Nav

Approx1198 nmBOS - MIA

BOS

MIA

Ground navigation aid infrastructures have been thetraditional basis for routes and procedures



Arrival/Departure Path (Ref: FMSBay SEA)

Dump areas precludedevelopment of efficient procedures

Departure path

Nav

Non-optimal design techniques propagate inefficiencies



Nav

Conservative buffers impact capacity and runway accessibility

Missed Appr Pt

Converging Approach (e.g. ORD, DFW)



Nav

RNP provides a tool to improve airspace and operations.

The RNP Solution

POPP

PLMN

PWVG

Reduction in separation


BOS

MIA

Approx1198 nmBOS - MIA

Nav

RNAV enables optimization of airspace when applied to remove dependency on routes based upon ground navigation aids.

BOS

MIA

Approx1113 nmBOS - MIA,

delta = 85 nm

Lateral Path Straightening

The RNAV Solution


Nav

RNP and RNAV are both tools to improve airspace and operations.

The RNP and RNAV Solution

•Traffic congestion •Routing design improvements to aid traffic flow

•Ground navaid based routes •Route design flexibility from Latitude/Longitude based fixes


Comprised of navigation system error,computational error, display error,course error and flight technical error.Also, known as System Use Accuracy.

RNP provides a means for improvement by establishing Navigation Performance Boundaries

NavICAO RNP Concept (Airspace)

Route Centerline

RNP

RNP

Aircraft within bounds 95%of flight time

RNP RNP = A measure of the navigation performance accuracy necessary for operation within a defined airspace *

* Reference:ICAO Document # 9613-AN/937“Manual on Required NavigationPerformance (RNP)”(WGS-84 Datum)


Defined PathRNP 95% Threshold

Legend

RNP enables reduced buffers for route spacing & with RNAV,increased traffic capacity (routes) in the same airspace

60 - 100 NM = RouteWidth,Mitigates Navigation errors,Navigation Performance, Route, Traffic Density, Surveillance,Communication, ATC


5 x RNP, 6 x RNP(20 - 24 NM)

RNP PLMN

PWVG

4.0 NMPOPP

PLWX

Pre-RNP

Navigation Performance

Mitigates Navigation Errors, Route, Traffic Density, Surveillance,Communication, ATC


Dump areas precludedevelopment of efficient procedures

Departure path

RNP enables optimization of airspace when applied with other capabilities such as RNAV for arrivals.


Repeatable, higher fidelity tracking of flight path with

Flight Management System

OriginalDeparture path

More efficientDeparture path


Missed Appr Pt

RNP enables optimization of airspace when applied with other capabilities such as RNAV for approach.

Modified surfaces &lower minimums possible due to accurate,predictable, repeatable, reliable navigation performance

Missed Appr Pt



RNP is based on the navigation performance accuracy required of the population of aircraft using the airspace

•State responsible for RNP airspace must define the requirements and ensure that adequate CNS services are available within the airspace to provide safe separation

•Aircraft must be approved by State of Registry as being able to meet the RNP



RNP has a number of unaddressed issues for airborne systems:

• What level of system performance and assurance is reallyneeded to support the 95% requirement for airspace?

• What is necessary for reliable, repeatable and predictablenavigation system performance?

• What are the operational and infrastructure requirements tosupport the airborne RNAV system?

• How can existing 95% accuracy systems be operated in RNPairspace relative to RNP designed systems?

• It provides an airspace perspective only that is not clearly correlated to aircraft systems performance.



Aviation RNP RNAV Concept (Total System)RNP RNAV establishes total system requirements to enable airspace operations that are optimized for RNP.

RNP RNAV: Aircraft Systems, Navigation Data/Procedure, and Navigation Database Process Standards

Traffic Character

AirspaceConfiguration

ATSNavigation

Communication Surveillance

AirspaceOperations


RTCASC-181NDB StdsDO-200ASep ‘98

1993 1997 1998 1999 2000

EUROCAEWG-13MASPSED-75Mar ‘97

RTCASC-181MASPSDO-236Jan ‘97

RTCASC-181Formed

Dec ‘93

RTCA SC-181 and EUROCAE WG-13 are addressingRNAV and RNP through the specification of RNP RNAV for Systems, Navigation Database, and Data Process Standards, compatible with the ICAO RNP Concept.

JoinedwithEUROCAEWG-13Feb ‘94

RTCASC-181Data StdsDO-201A1Q00

RTCASC-181

RNP VNAVMASPS 2Q00

2D MOPS 3Q00

NavAviation RNP RNAV Concept (Total System)


ICAO RNP SC-181/WG-13RNP RNAV

• Industry and Regulatory standard

• Airspace based upon Total System Error (95%), WGS-84


• Airspace Criteria

• Airspace based upon System Use Accuracy (95%), WGS-84 & Containment

Limit of 2 x RNP (99.999%)

Note: 1. Reliability, repeatability, predictability and functional/performance assurance.

• Navigation system standards based upon Estimated Position Uncertainty (EPU), Path Definition, Path Tracking, Containment Radius (Rc), Containment Continuity (99.99%), & Functionality consistent with design & certification 1

• Aeronautical data and database standards 2

2. RNP RNAV criteria for navigation data, databases, and operational procedures


NavAviation RNP RNAV Concept (Total System)RNP RNAV is referenced to the aircraft Defined PathICAO RNP is referenced to the airspace Desired Path

DesiredPath

RNP 95%

RNP

RNAVPath

ICAO

ActualPath

DesiredPath

RNP 95%

RNP

DefinedPath

Containment Limit 99.999%

Containment Limit

SC-181/WG-13 Actual

Path


DefinedPath

Design Phase

In Flight

Performance depends on Total System Errorwhere TSE =

DesiredPath

Path Error

Unknown

Unknown

Path Error

ActualPath

ActualPosition

EstimatedPosition

Pos Est Error

Unknown

Unknown

+ Pos Est Error

Aviation RNP RNAV Concept (Total System) Nav

FTE

Known

Unknown

+ FTE


ActualPosition

EstimatedPosition

EPU = radius of a circle centeredon an estimated positionsuch that the probabilitythat the actual position liesin the circle is 95%/hr

Position Estimation Error is bounded by the Estimate of Position Uncertainty (EPU)


ActualPosition

EstimatedPosition

EPU


Additional positioning assurance by Containment Radius


Rc = radius of a circle centeredon an estimated positionsuch that the probability that the actual position liesin the circle is 99.999%/hr

RcActualPosition

EstimatedPosition

ActualPosition

DesiredPath

DefinedPath

EstimatedPosition


POPP

Initial Fix (IF)

POPP PLMX

Track to Fix (TF)

Path Definition Errors made negligible by application of Reliable, Repeatable, Predictable Geodesic Flight Paths

Nav

Note: RF and RNP HX are new for RNP RNAV.

Radius to Fix (RF)

PLMX

Aviation RNP RNAV Concept (Total System)

Other path types may be used for more reliable,repeatable, & predictablenavigation by currentRNAV systems.

Holding (HX)

POPP


70ο

Sector 1 Sector 4

Sector 3Sector 2

A

C1 C2

NavAviation RNP RNAV Concept (Total System)Improved Holding through revised entry standard

There is no required entry pattern, however the entry procedures describedherein can be considered as acceptable. These examples of entry procedures satisfy the characteristic that the flight plan leg preceding the hold fix is maintained until the aircraft is within the holding area.


Sector 1 Entry Procedure


Turn along the arc of the circle centered on the line between the centers, to intercept the reverse of the inbound course of the holding pattern. Intercept and follow circle until reaching the tangent. Intercept and follow circle until reaching the holding waypoint.

After overflying the holding waypoint, tangentially intercept circle. Follow until intercepting the inbound holding course




Overfly the holding waypoint and continue on the same course as was used to approach the holding waypoint. Intercept circle or a circle centered on the line between the centers. Follow this circle until intercepting the outbound straight segment.


Continue on the course flown to the holding waypoint. Tangentially intercept a circle centered on the extended line between the centers. Follow this circle until intercepting the outbound straight segment.



Path Definition improved with application of Predictable Geodesic Flight Paths


Start PointVariableDirect to Fix (DF)

PLMX

End PointVariableFix to Altitude (FA)

POPP

Course to Fix (CF)Course atfix only

PLMX


Nav

RNP RNAV path types result in reliable, repeatable and predictable flight paths.


Downwind

Arrival

Approach Gate

EA127EA125

EA123

IFTF

RF

TF


NavAviation RNP RNAV Concept (Total System)RNP RNAV default path transition using fly-by maneuver.

Fly-by transitions for track changes of 120 degrees or less below FL195, and 70 degrees for track changes at or above FL195.

Where track change is greater for an RNP RNAV procedure, utilization of an radius to fix (RF) leg is expected.

Note: The fly-by turn radius is affected by aircraft ground speed, wind, bank angle capability, and thus is not a repeatable flight path.


Nav

Path Definition for airways is different in that the meansof specification precludes use of path types, and relies on specification of the airway fixes. However, RNP RNAV systems create a flight path that is equivalent to TFs.


P2(RNP1 TF)

X3(RNP1 IF)

P1(RNP.3 TF)

1

.3

X2(RNP1 TF)

X1(RNP.3 TF)

A1 A2(RNP2)

A3(RNP4)

A4(RNP2)

4

22

Example RNP Airway Segment


Path Definition Errors must still be considered

Path Terminators


Associated Path Definition ErrorsEarthModel

MagneticVariation

CoordinateResolution

RadiusResolution

CourseResolution

Direct to a Fix (DF)POPP PLMX

Track to a Fix (TF)

PLMX

POPP

Fix to an Altitude (FA)

Course to a Fix (CF)PLMX

Constant Radius to a Fix (RF)

PLMX

Holding (HX)

POPP


Path Definition - Associated Data and Database Standards


DO-200A: “Standards for Processing Aeronautical Data” provides guidance and criteria applicable to airborne navigation databases

DO-201A: “Standards for Aeronautical Information”provides guidance and criteria applicable to aeronautical data used in databases & charts.


AerodromeAir Traffic

Service ProviderMeteorologicalService Provider

CommunicationsService Provider

SAR ServiceProvider

Procedure &AirspaceDesigner

AeronauticalInformation

Service

End-Users

AeronauticalData Processor

Other StateSources orGeographicalInstitute orEquipment Services

Simulation DataApplication

Provider

Flight PlanningData Application

Provider

FMS DataApplication

Provider

End-User

NOTAM

AIPs

Key

= Aeronautical Data= Tailoring Requirements

DO-200A identifies all data interfaces, sources and users



DO-200A/ED76

AeronauticalData Chain

NavAviation RNP RNAV Concept (Total System)DO-200A provides guidance and criteria for the basic steps associated with transmitting and preparing aeronautical data

Receive

Assemble

Translate

Select

Format

Distribute

Originating

Transmitting

AeronauticalData Preparation

ApplicationIntegration

End Use


Aeronautical Data Element Industry(ICAO) MinimumData Accuracy (+/-)

Database Usable (ICAOPublication) Resolution

Industry (ICAO)Charting Resolution

Classification of Datafor RNP RNAV

ILS DME 3 m/10 ft 1/100 sec (1/10 sec) NTD (NR) EssentialRunway Length 1 m/1 ft 1 m/1 ft 1 ft (1m) EssentialRunways 0.5 m/1 ft 1 m/1 ft 1 m (1 ft) RoutineLDA Antenna 1 ft (NR) 1 ft (NR) NTD (NR) RoutinePrecision Approach FlightPath Angle

1/100 deg (NR) 1/100 deg (NR) 1/100 deg (NR) Critical

Threshold Crossing Height CV 0.5 m/ 1 ft 0.5 m/1 ft Critical

DO-201A establishes criteria for:


• Aeronautical data accuracy, resolution, criticality

• Calculation Standards for: • Determining tracks• Station declination and magnetic variation for true radials and bearings• Data used in calculating terminal and enroute fixes• Tracks and fixes defining instrument approaches• Positions of Markers and Compass Locators• Rounding Conventions




• Standards for Names and Identifiers • ICAO convention• When deviation from ICAO convention is necessary• Navaids• Aerodrome and Heliports• Unique radio navaids

• Requirements related to dissemination of information • AIRAC distribution schedule• Changes• Pre-scheduling maintenance on navaids supporting RNAV and RNP RNAV• Current status of published documentsD

• Supporting information for: Application of Cyclic Redundancy Checks for data integrity, Examples of calculation conventions, The “T” instrument approach concept, Variations in theapplication of the “T” and “TAA” concepts, Alternative waypoint naming in theterminal area, and Algorithms in calculating geodesic bearing/distance.




• Route segments used in design of en route, arrival, departure, and approach procedures

• Arrival and departure instrument procedures requirements

• Instrument approach procedure requirements and standards

• Airport environment requirements

This includes path terminators, route segments where RNP is specified,route segments acceptable but discouraged for RNP, route segments to beavoided for RNP, & route segments where RNP is not specified,

This includes requirements unique to either arrival or departure, or commonto both

This includes RNAV approach design standards, Terminal Arrival Areas,Final approach path angle to support VNAV, Curved path concepts, Precisionapproach procedures based upon path points, Minimizing complexity, etc

Accurate and complete aerodrome graphics


RNP RNAV allows airspace to be developed based uponairspace and operational requirements that are supported bynavigation system performance, capability and integrity

Nav

RNP capability 99.99%(Containment Continuity)

Referenced to aircraft &defined path

RNP 95%

RNP

Containment Limit 99.999%

Containment Limit

Referenced to defined path,based upon position estimationerror, path definition error andflight technical error, detectedand undetected faults

2 x RNP

DefinedPath



RNP RNAV dependency on infrastructure


RNP Values Max. Range

RNP-0.3 RNAV to RNP-0.9 RNAVRNP-1 RNAV to RNP-1.9 RNAV

25 NM55 NM

140 NMRNP-2 RNAV and above

Maximum DME Range

RNP Values Max. Range

RNP-0.3 RNAV to RNP-0.9 RNAVRNP-1 RNAV to RNP-1.9 RNAV

20 NM40 NM

100 NMRNP-2 RNAV and above

Maximum VOR Range


Nav

RNP RNAV dependency on Flight Technical Error (FTE).FTE affected by aircraft configuration/condition, environment,systems integration, and operating procedures.

FTE budget may be limited by use of Flight Director or Autopilot in lieu of Manual flight.


DefinedPath

EstimatedPosition

FlightTechnicalError

Actual Path


5 x RNP, 6 x RNP(20 - 24 NM)

RNP RNAV is a tool to facilitate further optimization (reduction) in airspace buffers

4 x RNP(16 NM)

Defined PathRNP 95% ThresholdContainment Limit

Legend

PerformanceAssuranceRegion

Nav

PLMN

4.0 NM

PWVG

RNP-(x) RNAVOptimal Application*

8.0 NM

PLMN

PWVG

4.0 NM

RNP


Mitigates Navigation Errors, Route, Traffic Density, Surveillance,Communication, ATC

* Navigation errors bounded;must still account for blunders,density, etc.


RNP

PLMN

PWVG

4.0 NM

RNP-(x) RNAV

PGKR

4.0 NM

PDAN

4 x RNP(16 NM)


8.0 NM


Legend

RNP can be implemented with other infrastructure andoperational changes to provide optimizations comparableto those available from RNP RNAV.

Safety margins for buffer reduction assured by closer siting of navaids, radar monitoring, ATCre-sectorization and tacticalcontrol, appropriate trafficlevels, crew procedures, etc.

RNP is more procedural since aircraft and crews lack information and indications for RNP capability and operations.



Status of RNP RNAV Application• Published standard for RNP RNAV as a primary determinant of separation and airspace optimization • Considered incomplete tool without data, database, Communication, Surveillance and ATM standards

POPP PLMN

PLWX PWVG

8.0 NM

4.0 NM

8.0 NM

4.0 NM

4 x RNP(16 NM)



How RNP issues were addressed:

• What level of system performance and assurance is reallyneeded to support the 95% requirement for airspace?

Nav

In order to obtain improved airspace envisaged for RNP, performance continuity of 10-4 and performance integrity of 10-5 (2 x RNP) is required.

• What is necessary for reliable, repeatable and predictablenavigation system performance?The total system error must be managed to ensure thatan RNP will be satisfied. System path definition capabilities must be limited to the path terminators that eliminate, reduce or minimize any variability. System guidance mustminimize path tracking errors




• What are the operational and infrastructure requirements tosupport the airborne RNAV system?

Nav

RNP is dependent on the navigation infrastructure. To ensure acceptable performance can be achieved, criteriafor navigation aids and operations have been established.

• How can existing 95% accuracy systems be operated in RNPairspace relative to RNP designed systems?

Non-RNP RNAV systems can be accommodated throughadditional measures including assessment of navaids, siting,radar monitoring, ATC, and appropriate procedures.




• ICAO provides an airspace perspective only that is notclearly correlated to aircraft systems performance.

Nav

The additional specification for total system performance,system functionality, navigation performance integrity,navigation continuity, path definition, path tracking, compliance, etc are all necessary to ensure that the aircraftsystem can support the airspace application of RNP.



RNP Operations

RNP, Takeoff to Landing

Nav

Departure

RNP.3 RNP.5

Enroute

RNP1

RNP2

RNP4-12...

RNP2

RNP1

RNP.5

ApproachCat I & II

FAFRNP.3

RNP.1

Cat I200’

Cat II100’ Landing Cat III

Low VisibilityTakeoff

Various RNP types based upon:• navigation environment - satellite, ground navaids, none• exposure resulting from route configuration & traffic density• intervention available from surveillance, communication and ATM

RNP Profile - Plan View


Geometric path for reliability,predictability and repeatability

Departure path

RNP Operations

Lateral and Vertical

WGS-84 Survey

RNP .X/Ye.g. .03/44

Precision Path Waypoints

Nav

Terminal Area


RNP Operations Nav

Terminal Area Performance Standards

Performance• 95% performance, normal fault free• Probability of 10-7, rare fault free• Stays within containment region with failures• Containment region 2*RNP or 3*RNP (e.g. RNP < .1)• Related to Obstacle Clearance Criteria• Airworthiness and Operational Criteria being developed by ICAO, FAA and JAA

• AWOP Manual for RNP• AC 120-29A


NavRNP Applications

Existing base provides firm foundation for initial RNPimplementations. RNP certified aircraft enable furtherimprovements and benefits.

Existing and New Capabilities

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

1999 2000 2001 2002 2003 2004 2005 2006 2007 2008

Eq

uip

pa

ge % RNAV,

RNP &Conditional

RNP% RNP

These are estimatesonly


Nav

Current Operations consistent with ICAO RNP

RNP Applications

PLMN

PWVG

BRNAV:European airspace, starting April, 1998.JAA TGL No 2 R1, FAA AC 90-97Based upon existing RNAV capabilityRequires radar and ATC environment

5 NM (BRNAV)

15 NM (BRNAV)

, 10 NM (RNP 10)

50 NM (RNP 10)

RNP 10:Pacific airspace, starting April, 1998Flight Levels 310 to 390FAA Notice 8400.12ABased upon IRS performanceProcedural airspace environment


Hawaiian Routes(CEPAC)

Central Pacific(CENPAC) Routes

Northern Pacific(NOPAC) Routes

RNP-10 in the Pacific

*Also implemented in the Tasman Sea

RNP Applications


Nav

Current Operations consistent with RNP RNAV

RNP Applications

Project Juneau:Alaska Airlines, starting 1996.Based upon 737 RNP RNAV capability

0.3 NM


DA(H)As low as 250 ftabove airport

Note: Cat 1 ILSDA(H) is 200 ftabove airport

Flaps 30/40 Landing checklist complete Flight guidance to runway Autopilot to 50 ft

Operations to lower minimums and lower visibility adds value to aircraft

Gear down, Flaps 15

MDATypically 400-2000 ftabove airport

Missed approach

0 - 3 miles

FAF (5 to 7 miles from runway)

• No flight guidance• Reconfigure to landing flaps• Slow to final approach speed• Manuever to line up and establish descent rate

Gear down,Flaps 15

Conventional Non-precision approach path

Flight director guidance and autopilot reduce FTE and enhances safety

RNP Operations

ApproachesStablized approach path enhances operational safety

M

Nav


RNP 0.15 & 0.3 Containment Region for comparison

RNP 0.15

0.3 NM containment

7:1 TRANSITIONAL SURFACE

FINAL APPROACH AREA

SECTION 1 MISSED APPROACHAREA = 1.5 NM LONG

1.45 NM

3.48 NM

8000’ wideeach side

5000’ wide

500’ wide each side

DA(H)/MAP0.5 nm wide

Runway OUTER MARKER

50,000’

GENERIC TERPS FINAL APPROACH AREA

RNP Operations Nav


0.3 NM containment

RNP 0.15

RNP 0.15 & 0.3 Containment Region for Comparison

SECTION 2 MISSED APPROACH AREALENGTH = 13.5 NM

40:1 SURFACE

4 NM wide each side

2 NM wideeach side

DA(H)/MAP

SECTION 1 MISSED APPROACHAREA=1.5 NM LONG

TERPS ILS STRAIGHT MISSED APPROACH AREA

NavRNP Operations


RNP Applications

RNP

PLMN

PWVG

4.0 NM


Legend

RNP can be implemented with through other infrastructureand operational changes to provide optimizations comparableto those available from RNP RNAV.

Safety margins for buffer reduction assured by closer siting of navaids, radar monitoring, ATCre-sectorization and tacticalcontrol, appropriate trafficlevels, crew procedures, etc.

RNP is more procedural since aircraft and crews lack information and indications for RNP capability and operations.

Nav

RNP-(x) RNAV

PGKR

4.0 NM

PDAN

4 x RNP(16 NM)


8.0 NM


MISSED APPROACH

MISSEDAPPROACHHOLD

1.0

NM

2.0

NM

TERMINAL AREA/STAR

APPROACH TRANSITION

APPROACH

1.0

NM

2.0

NM

WRT

DFT

IAF FAF RW24

ADF

EOF

1000’

3000’ 2500’

2010’

1230’

1598’

600’

0.6 NM0.3 NM

Defined PathRNP 95% ThresholdContainment Threshold

Legend

RNP vs Containment Threshold

NavRNP Applications


RNP 10 -> 4

RNP 12 -> 4 RNP 5 -> 1

RNP 4

RNP 10 -> 4

RNP 10 -> 4

RNP Airspace 1997 - 2005

RNP 4

Regional RNPs and Infrastructure Basis

Nav

VOR/DME -> DME/DMEGPS GPS VOR/DMEINS -> GPS

INS -> GPSINS -> GPS

INS -> GPS

GPS

RNP 2, 1, 0.3


Route Criteria - ICAO PANS-OPS Nav

RNP 4 Enroute Navigation

Fix Tolerance Area = RNP Value Semi-Width = 2xRNP+2 NM = 10 NMTotal Width = 4xRNP+4 NM = 20 NM

PLMN

RNP = 4.0 NM10 NM Primary Area

5 NM Secondary Area

5 NM Secondary Area

RNP RNAV System Containment = 4 NM



8 NM Primary Area

4 NM Secondary Area

VOR Enroute Navigation

4 NM Secondary Area

Fix Tolerance Area = RNP Value Semi-Width = 8 NMTotal Width = 16 NM

VOR1 VOR2

Less than 75 NM/139 km



VOR Enroute Navigation

8 NM

4 NM

4 NM

Fix Tolerance Area = RNP Value Semi-Width = 8 NMTotal Width = 16 NM

VOR1 VOR2

Greater than 75 NM/139 km

Secondary Area

2 NM

Primary Area10%16%



RNP 1 Enroute Navigation

PLMN 4 NM Primary Area

2 NM Secondary Area

2 NM Secondary Area

Fix Tolerance Area = RNP Value Semi-Width = 2xRNP+2 NM = 4 NMTotal Width = 4xRNP+4 NM = 8 NM

RNP = 1.0 NM

RNP RNAV System Containment = 1 NM


RNP = 4.0 NM10 NM

5 NM

5 NM

8 NM

4 NM

4 NM

Containment = 4.0 NM

RNP 4 versus VOR Enroute Navigation Comparison

Route Criteria - ICAO PANS-OPS

RNP 4 Airway VOR Airway

RNP 4 is not sensor specific, resulting in increases in both primary andsecondary areas.


RNP = 4.0 NM10 NM

5 NM

5 NM

8 NM

4 NM

4 NM

Containment = 4.0 NM

RNP 4 versus VOR Enroute Navigation Comparison

Route Criteria - ICAO PANS-OPS

RNP 4 Airway VOR Airway

RNP 4 provides consistent and standard primary and secondary areas end to end for airway. It also establishes implicit requirements forinfrastructure e.g. if VOR based, stations must be within ~100 NM.



RNP Enroute Obstacle Clearance

RNP +System Containment

Primary Area

SecondaryArea

SecondaryArea

Note: W = 4*RNP+4 NM= 8 NM, RNP 1= 12 NM, RNP 2= 20 NM, RNP 4

W

MOC = 300m/984ft, general = 450/1476 ft, 3K to 5Kft 600m/1969 ft, above



RNP Enroute Obstacle Clearance - Fly-by Turn

ATT(=RNP)

c

E

E1

E2

A

A/2

Wind Spiral

s

Constant width(A/W) associatedwith RNP value

30°

s = start of nominal turnr = radius of turnc = 10 sec (en-route pilot reaction time)



xs

P

J

M

OY

I

Y/2

RNP + 1 NM

RNP + 1 NM

r = Os = 15 NM at/below FL190= 22.5 NM at/above FL200

x = RNPLK = 1.414 (RNP+1 NM)OK = r + LK

P

J

K

L

M

ROY

I

Y/2



RNP Enroute Obstacle Clearance - Holding Option 1

Example for hold at 14K ft, max bank angle of 23 degrees, 230 knots airspeed

~20 NM

~32 NM

d2d4

d3 = RNP = X

Buffer Area = greater of:X+2 NM or 5 NM

d1

1.414X



RNP Holding, PANS-OPS/MASPS Comparison

Example for hold at 14K ft, max bank angle of 23 degrees, 230 knots airspeed

20 NM 12 NM

32 NM 24 NM

PANS-OPS MASPS


Route Criteria - ICAO RNP Manual+PANS-OPS Nav

RNP Enroute Separation and Obstacle Clearance

Nominal Separation Distance = ~5 - 6xRNP based upon Collision Risk (ICAO RNP Manual)

Reduction and overlap of secondaryareas possible by mitigation of risk e.g. ATC procedures, radar

MOC MOC



RNP Enroute Obstacle Clearance

Minimum ObstacleClearance

Distance beyondHold AreaBoundary

MOC

0 - 1 NM 984 ft1 - 2 492 2 - 3 3943 - 4 295 4 - 5 197

1000 ft

0 ft

500 ft

Holding Area


d4

RNP Protection

RNAV HoldEntry Protection


RNP vs RNAV Hold Protection

RNAV HoldBasic Area


RNP Type Applicability

1.0 NM Departure, normal0.5 NM: Initial Approach Only, departure0.3 NM: Initial, intermediate and final approach only, departure< 0.3 NM: Not applicable

Nav

RNP For Departure, and Approach Procedures

Departure/Approach Criteria - ICAO PANS-OPS


RNP Obstacle Clearance - Straight DepartureFirst Fix located in constant width RNP area

Departure Criteria - ICAO PANS-OPS Nav

Constant width(2A/W)associated with RNP

Primary area

Secondary area

Limit of the RNAVdeparture area

DER

± 150 m

1.9 NM

15o+ !

15o

!

track XXXo

!

2xRNP + .5 NM


RNP Obstacle Clearance - Straight DepartureFirst Fix located prior to constant width RNP area


Constant width(2A/W)associated with RNP

Primary area

Secondary area

Limit of the RNAVdeparture area

DER

± 150 m

1.9 NM

15o+ !

15o

!track XXXo

!

2xRNP + .5 NM

First Fix


RNP Obstacle Clearance - Turn at Fly-by Fix


RNP

wind spiral

Fly-ByFix

c

S

A/2

30 o

Constant Width(2A/W)

Associated with RNP

Primary Area15o

15o

± 150 m

Secondary Area2xRN

P + .5 NM


RNP Obstacle Clearance - Fly-Over Fix


Note: An RNP RNAV Systemis not required to provide2xRNP containment protectionfor the fly-over

RNP

wind spiral

Fly-OverFix

c

TP

Secondary Area

Primary AreaA/2

A15o

15o

± 150 m

dr

2xRNP + .5N

M


RNP Obstacle Clearance - Turning Departure


wind spiralc

TPPrimary Area A

± 150 m dr

15o

15o

Secondary Area

2xRN

P + .5NM

Latest TP

dr*

600m15 o

d

Secondary Area

Obstacles in this areamust be considered twice:1) in the straight segment, use ofreduced margins associated withsecondary area;2) in the turns, use of fullmargins associated with turns

Note: An RNP RNAV System is notrequired to provide 2xRNP containmentprotection for a turning departure


RNP Obstacle Clearance - Fixed Radius Turn


xs

P

J

M

OY

I

Y/2

P

J

K

L

M

ROY

I

Y/2

2xRNP + .5NM


Wid

th o

f th

e in

itia

lap

proa

ch a

rea

IAF

Wid

th o

f th

e “e

n-ro

ute”

prot

ecti

on a

rea

Beginning of the arrival route

30o

2xM + 2 NM

2xN + 1 NM

RNP “N”25 NMRNP “M”

Length of the arrival segment greater thanor equal to 25 NM

RNP Obstacle Clearance - Arrival Segment

Approach Criteria - ICAO PANS-OPS Nav


Wid

th o

f th

e in

itia

lap

proa

ch a

rea

IAF

Beginning of the arrival route

30o

RNP “N”

25 NM

RNP “M”

Length of the arrival segment less than 25 NM

2xM + 2 NM

2xN + 1 NM

RNP Obstacle Clearance - Arrival Segment



RNP Obstacle Clearance - Fly-by Turn

Approach Criteria - ICAO PANS-OPS

RNP

wind spiral

Fly-ByFix

c

S

A/2

30 o

Constant Width(2A/W)

Associated with RNP

Secondary Area

Primary Area

B = 1 NM, initial/intermediate approach .5 NM, final/missed approach

2xRNP + B

Nav


RNP Obstacle Clearance - Fly-Over Turn

RNP

wind spiral

Fly-OverFix

c

TP

Secondary Area

Primary Area

2xRNP + B

Secondary AreaA/2

A

Note: An RNP RNAV Systemis not required to provide2xRNP containment protectionfor the fly-over




RNP Obstacle Clearance - Fixed Radius Turn

xs

P

J

M

OY

I

Y/2

P

J

K

L

M

ROY

I

Y/2

2xRNP + B




Procedures Criteria - ICAO PANS-OPS

RNAV Path Terminators Guidelines

• Every route segment should proceed fix to fix• Large angle changes > 90o should be avoided• Conditional transitions e.g. “climb to XXXX feet by a XX DME” should not be used• Procedures should be developed in such a way that they can easily and properly be coded into the appropriate path terminator and route type• All details of any specific restrictions applied to a procedure shall be published• Procedure textual description should comply with the applicable path terminator

Nav


Procedures Criteria - ICAO PANS-OPS

RNAV Path Terminators

Published Procedure Description Path Terminator Used Path Terminator Meaning

From (navaid to way-point) IF Initial Fix

To (point) on track XXXo CF Course to Fix

Direct to (waypoint) DF Direct to Fix

To (waypoint) TF Track to Fix

Via (fixed radius) left/right RF Radius to Fixturn to (waypoint, centeredon lat/long, radius in NM)*

From (waypoint) to (altitude/ FA Fix to Altitudeflight level) on track XXX (climb)

* not fully implemented, expected for RNP, not RNAV procedures

Nav


Aeronautical Charts - ICAO Annex 4

RNAV and RNP Identification

Departure Procedure or: “RNAV(xxx) ” where XXX indicatesStandard Arrival or restriction to specific sensor, Instrument Approach and sensor is not part of

ATC clearance“RNP(nnn) where nnn indicates applied

RNP value of 0.5 or 0.3 NM

Note: Separate charts for eachsensor or combination whenoperationally required. Separate chart only if routesdiffer laterally or vertically.

Nav


NavRNAV/Baro-VNAV Criteria - ICAO PANS-OPS

Temp Correct

B

A

OCS

C

RDH

THR

VPA

MOC/Papp Cat D

FAP

0.3 NM

VNAV Approach Obstacle Clearance


Nav

SOCATT + d + X (A/C Category dependent)

MOCma

A/C Cat dependent)MOC/Papp

RDH

Missed Approach OAS

(MOC/Papp - RDH)/tan VPA

ApproachObstacles

Missed ApproachObstacles

OCH = max[MOC/Papp: obstacle heightof obstacles penetrating the approachsurface + MOC/Papp]Note: MOC/Papp - 75m + rad-alt margin

OCH = MOC/Papp + OCS penetration x(tan VPA + tan x) /tan VPANote: MOCma = 30m + rad-alt margin for A/C Category

RNAV/Baro-VNAV Criteria - ICAO PANS-OPS

VNAV Missed Approach Obstacle Clearance


NavNavRNAV/Baro-VNAV Criteria - ICAO PANS-OPS

System Qualifications

• Certificated performance equal to or better than 0.3NM (95%) e.g. GNSS systems certified for approach, multi-sensor RNAV systems with IRS and DME/DME or GNSS or RNP systems approved for RNP 0.3• RNAV/Baro-VNAV equipment is serviceable• Aircraft and systems certified for RNAV/Baro-VNAV operations, and aircraft equipped with integrated LNAV /VNAV system with accurate barometric altitude• VNAV altitudes and all relevant procedural and navigational information retrieved from navigation database whose integrity is supported by quality assurance


NavRNAV/Baro-VNAV Criteria - ICAO PANS-OPS

Operational Constraints

• Pilots responsible for cold temperature corrections to all published minimum altitudes/heights including initial and intermediate segments, DA/H and missed approach.• Baro-VNAV not permitted below minimum aerodrome temperature for procedure. LNAV may still be used provided a conventional RNAV procedure exists and pilot applies all temperature corrections to minimum altitudes/heights• Baro-VNAV only with local altimeter source available and QFE/QNH as appropriate.• Vertical path excursion less than +100 ft, -50 ft.


RNP Criteria - FAA Nav

Incomplete Standards

Notice 8260.48 RNAV Approach Construction Criteria

• Specifies RNP Applicability Only Enroute 2.0 NMInitial 1.0 Intermediate 0.5WAAS Final 0.0384IPV Final 0.3LNAV 0.3Missed Approach 1.0

• Obstacle criteria and minima based upon traditional angular TERPS surfaces, at this time.




Advisory Circular 120-29A, Criteria for Approval of Category I and Category II Weather Minima for Approach • Provides guidance and approval criteria for RNP RNAV based operations

Operational ConceptsAirborne System RequirementsProceduresTraining and Crew QualificationAirports, Navigation Facilities, & Meterological CriteriaContinuing Airworthiness/MaintenanceApproval of US OperatorsNumerous Appendices of Supporting Material



Notice 8260.47 Barometric VNAV Instrument ProceduresDevelopment• Only identifies RNP 0.3 systems as qualified for VNAV, no RNP based criteria at this time


Advisory Circular 20-RNP, based upon MASPS DO-236 • Publication expected early 2000• Requirements for new certifications• Will not affect previous approvals• GPS-based and DME/DME navigation systems• Other sensor combinations criteria when needed


AlertingIndications

Monitoring/Alerting System

NavigationManagementUnit


PrimaryFlight & NavigationDisplays


RNP RNAV Systems - Multi-Sensor/GPS

Sensor RNPs Supported

GPS MMR GPS MMR

GPS 0.1, 0.3, +

VOR VOR

VOR/DME 0.5, 1, +

DME

DME/DME 0.5*, 1, +

DME

Nav

IRS 20 InertialSystems


GNSSNavigationManagementUnit

Primary Flight,Navigation &Alert Displays

RNP RNAV Systems - GPS RNAV Example

VOR

Inertial orAttitude/HeadingSystem

DME

Nav

Primary Flight,Navigation &Alert Displays


Systems model and compute magnetic variation to determine True North and true referenced information, also to minimize errors in defined path computations

RNP RNAV Systems - Magnetic Variation Nav

82NN. Canada70N

80W130W

True North PoleMagnetic North Pole79N 105W

82S

60SAntarctica120E

160E

True South Pole65S 138E

Magnetic South Pole65S 138E

Note: Older systemshave less extensivecoverage, e.g. no magvar above 70Nor 60S.


RNP RNAV Systems - Earth Model Nav

World Geodetic System (WGS) - 84 used as the basis for worldwide approximations of earth surface used forsystem calculations.

Semi-major axis “a” = 6383187.0 mSemi-minor axis “b” =6356752.3142 m

a

b

Pole

EllipsoidalSurface

EquatorNote: Older systemsuse spherical earth models,previous WGS referencemodel, or other earth datumapproximations.


RNP RNAV Systems - Earth Model Nav

Geodesic/Great Circle Cross track Error

. .

0

0.5

1

1.5

2

2.5

3

3.5

4

0 1000 2000 3000 4000 5000 6000

Xtk (NM)

Leg Distance (NM)

Geodesic Path

Great Circle Path

Max CrosstrackDistance Error


NavEUROCONTROL RNAV

• Operational Requirements

• Functional Capabilities

• RNAV Equipment• Regulatory Approval• Application• WGS-84• Flight Planning• Loss of Capability• Operations Manual

• Acceptable Means of Compliance• Navigation Performance• System Performance• Minimum Requirements

European Standards for RNAV, RNP and RNP RNAV


NavEUROCONTROL RNAV

Differs from RNP RNAV MASPS by establishing RNPspecific RNP types/values for Europe (RNP 1 and 5). Also, specifies MASPS RNP RNAV as a future requirement.

PLMN

PWVG

BRNAV:European airspace, starting April, 1998.JAA TGL No 2 R1, FAA AC 90-97Based upon existing variety of RNAV capabilitiesRequires radar and ATC environment

5 NM (BRNAV), 1 NM (PRNAV)

15 NM (BRNAV), TBD PRNAV PRNAV:European TMA, starting 2001 (estimated).JAA TGL being developedBased upon DME/DME and GPS RNAV capabilityMay require radar and ATC environment


NavEUROCONTROL RNAV

Establishes RNP acceptability of navigation sources,RNAV systems architectures and equivalent RNP capability(for BRNAV only, PRNAV criteria is being developed).

AlertingIndications

Monitoring/Alerting System





MMR MMR

VOR VOR

DMEDME

InertialSystems


NavEUROCONTROL RNAV

R = 15 NM at/below FL190 = 22.5 NM at/above FL200

HIJKL

ABCDE

STUVW

R

TF leg

TF leg

Establishes specific European airspace requirement forfixed radius path transitions, that must be implemented through the airborne navigation system.

Airborne systems uses ATSRoute Designator, data flag for path terminator, and altitude to compute and insert fixed radius transitioninto flight path.


Status

•Eurocontrol RNAV Standard published 1997•European state Aeronautical Information Circulars (AICs) issued starting 1996•JAA Airworthiness requirement, Temporary Guidance Leaflet No 2, AMJ-20X2 issued 1996, Revised for GPS in 1997.•BRNAV in effect April 23, 1998•Time limited exceptions allowed for certain aircraft•New JAA Temporary Guidance Leaflet for PRNAV (RNP1) expected 2nd quarter 2000.

NavEUROCONTROL RNAV


RNP Benefits

Increased traffic capacity and operating efficiencies(time and fuel) for new, modified, and existingaircraft via:

• More flexible route systems and navigationenvironment (e.g. direct, bypass, parallel, etc)

Nav

• Reduction in airspace buffers, leading to highertraffic capacity on routes, and lower approachminima

• Transition to GNSS with reduction in groundnavaids

Efficiencies from a world-wide navigation standard


Nav

Stakeholder views of RNP differ.

Airlines: RNP means increased capacity or landing availability through improved, safe operations and airspace design, and efficient aircraft/operations solutions, all supported by cost benefits.

States: RNP is a tool to implement improved airspace and operations(ICAO) globally, while assuring safety

Regulators: RNP provides for increased system performance assurance, situational awareness, consistency of flight operations, and both aircraft and operational safety

Industry: RNP Standards should make sense for certification, provide (RTCA/ requirements that do not limit implementation, provide costEUROCAE) benefits, and support airline and airspace requirements

Stakeholder Perspectives


RNP Capable Aircraft

Production FMCs with RNP Basis Available• 737: U7/U8/U10 Software, AC20-130A 1994

• 747-400: FANS1 Software, AC90-45A 1995

• 757/767: Pegasus Hardware, FANS1 AC20-130A 1998

• 777: IGW Software, AC20-130A 1997

• 717: Cert 2, AC20-130A 2000

• MD90 -921, AC20-130A 2000

• MD10 AC20-130A TBD

• MD11 AC20-130A 2001

Note, earlier FMS versions were certified to 90-45A but specifics not detailed here

Classics• Original Certifications to AC90-45A, AC-25-4

• Retrofit of RNAV systems such as GNLU or FMS required fromvendors including Honeywell, Canadian Marconi, Smiths, Collins, &Universal, through STC.

Nav


RNP Capable Aircraft Nav

0

0.20.4

0.6

0.8

1

1.21.4

1.61.8

2

737

747

757/

767

777

737

747

757/

767

777

LNAV with AutopilotEngaged

LNAV with FlightDirector

Manual Control withMap Display

GPS non-GPS

Example of Minimum Demonstrated RNPs


0

0.2

0.4

0.6

0.8

1

1.2

737

747

757/

767

777

737

747

757/

767

777

LNAV with AutopilotEngaged

LNAV with FlightDirector

Manual Control withMap Display

Example of Flight Technical Error Components

Enroute Terminal/Approach

* ** *

* Industry standard values.

RNP Capable Aircraft Nav


The following Boeing airplanes delivered with Flight Management computer systems, along with installed sensors,navigation systems and instruments meet BRNAV:

•737-300/-400/-500/-600/-700/-800/-900•747-400, 757/767, and 777•717, MD80, MD90, MD10, MD11, DC10

The following that lack an RNAV system with DME radioupdating capability are likely not compliant. Specific case bycase examination may be necessary to determine compliance.

•707, 737-100/-200, 747-100/-200/-300•DC9, DC9, MD80

Nav

EUROCONTROL RNAV Boeing Product Compliance

RNP Capable Aircraft


RNP Operations Approval Supported Nav

Boeing Supplied Documentation and Data:

• Airplane Flight Manual

• Operations Manual

• RNP Capability Document

• Minimum Equipment Requirements for RNP

Technical Services

• Technical Services Agreements (TSAs) for RNP capability assessments, special RNP procedure development, general support for RNP implementation, RNP vs TERPS, etc.


•Navigation System Capability

•RNAV & TSO-C129

•Navigation Infrastructure

•Operations

•Training & Qualification

Frequently Asked Questions Nav


Navigation System Capability

Q: How do our installations differ in certified RNAV andRNP capability from type to type?

A: Boeing FMC systems have been certified for RNAVoperations. Additionally, some versions e.g FANS1,U7.4/U8.4, U10 have explicit RNP capability. Otherssuch as 200K, PIP, U5/U6.2 provide a conditional RNPcapability, limited by the ops approval for the type ofapplication and operating environment.

Q: Must RNP approaches only be selected from theNavDB?

A: Yes. However, it will still be possible to manuallyconstruct a procedure with RNP leg types (DF, TF) andapply a manually entered RNP to it.

Nav


Q: What typical ANPs can be achieved on each of ourairplanes using DME-DME and GPS updating?

A: For DME-DME, possible ANP minimums range from0.2 NM on the 737 to 0.24 NM on 747/757/767. ForGPS, the possible minimums are in the range of 0.04 -0.05 NM However, it should be recognized that thisposition estimation accuracy is but one factor of RNP.The total system error including position estimationerror, display errors, path errors and flight technicalerror must be determined. For the smaller RNP types,FTE has been found to be the deciding factor in theminimum RNP that can be achieved.

Navigation System Capability Nav


Q: Which Boeing airplanes are/will be certified for RNPprimary means of navigation supported by GPS?

A: 747-400 FANS1, 777 FMF 757/767 Pegasus and 737 w/GPS/RNP are allowed to perform limited RNP primarymeans operations, subject to special ops approvals.Obsolete or limited capability versions such as 200Kand U5/6.2 or earlier will not have RNP/GPS versions.

Q: How does the pilot know if a terminal procedure/approach has RNP?

A: It should be indicated in the procedure/approach chartsand reflected by the system RNP from the NavDBshown on the CDU.

Navigation System Capability Nav


Q: Is TSO-C129 approval needed for RNP or RNAVoperations?

A: No. Both the RNAV and RNP capability aredemonstrated during type certification where AC 20-130A is the basis, augmented by an RNP Capabilitydocument. AC 20-130A establishes criteria for a multi-sensor navigation system that may use GPS as an input.

Q: What TSO-C129 equipment classes, if any, could applyto the Boeing installations?

A: The applicable classes would be B1/C1 for the sensorand B3/C3 for the integrated navigation system, withsome exceptions. However, Boeing FMS w/ GPSinstallations are certified per AC 20-130A.

RNAV & TSO-C129 Nav


Q: What countries have implemented WGS-84 orequivalent? Who should an airline contact to find outabout a particular country?

A: 68 as of November, 1999:Argentina, Australia, Austria, Bahrain, Barbados, Belgium, Bermuda,Brazil, Brunei, Burundi, Canada, Canary Island, Cape Verde Islands,Croatia, Cyprus, Czech Republic, Denmark, Ecuador, Egypt, Fiji, Finland,France, French Antilles, French Guyana, French Pacific, Gambia,Germany, Guatemala, Hong Kong, Hungary, Iceland, Indonesia, Ireland,Japan, Jordan, Korea, Kuwait, Latvia, Lithuania, Luxembourg, Macau,Macedonia, Maldives, Mongolia, Myanmar, Nepal, Netherlands, NewZealand, Poland, Portugal, Romania, St Pierre and Miquelon, Sao Tomeand Principe, Singapore, Slovakia, Slovenia, Spain, Sri Lanka, Sweden,Switzerland, Taiwan, Tunisia, Turks and Caicos, United Arab Emirates,United Kingdom, United States, Uruguay, and Vietnam. Up to dateinformation can be obtained from Jeppesen or ICAO.

Navigation Infrastructure Nav


Q: How does an operator seek operational approval forRNP operations?

A: Today this is addressed through the ops authorizationfor a specific air carrier. In the future, this will bestandardized in criteria for aircraft and systemsdemonstrated for type certification.

Operations - Approval Nav


Q: What are dual/single systems requirements for approachoperations (ie capabilities & navaid monitoring)?

A: In general, dual systems are required except where it isdemonstrated that safe operations may be conductedwith a single system, considering factors such as terrain,applications and required operations. For critical RNPRNAV approaches that must rely on low ANPssupported by GPS, redundant FMC, IRU, GPS, VOR,DME, autopilot and displays are often required. Theoperating limitations and equipment requirements wouldappear in the operational authorization, MEL, and insome instances the AFM.

Operations - Systems Nav


A: continued

For approaches other than ILS, MLS & GLS, it isbusiness as usual, the underlying sensor on which it isbased must be available, as well as suitable displays(e.g. VOR & Map or RDMI). If the approach can beflown as an RNAV approach, provision may be madefor verification of suitable navigation systemperformance rather than continuous monitoring of a rawdata facility.



Q: What are the system equipment requirements for RNPprimary means of navigation using GPS?

A: This is dictated by the type of operation intended and thenecessity for performance availability. This leads torequirements for redundant FMC, CDU, IRU, GPS,VOR, DME, autopilot and display systems.



Q: What EICAS messages/Caution lights occur due to lossof RNP capability or other related malfunctions? Whatis the associated crew action during an RNP or non-RNPapproach?

A: For 747/757/767/777: “UNABLE RNP”, “L GPS”, “RGPS” messages or similar occur on EICAS.Additionally, “FMC Message” occurs when RNP based“VERIFY POSITION”, “VERIFY RNP-POS REF 2”and “VERIFY RNP ENTRY” CDU messages occur.

For 737: GPS failures are indicated by a dedicated lighton the IRS Mode Select unit. An FMC light occurs forFMC RNP conditions for: “ IRS NAV ONLY”,UNABLE REQD NAV PERF-RNP”, “VERIFY



A: continued

POSITION”, “VERIFY RNP”, “VERIFY RNPVALUE” & “NAV INVALID TUNE XXXX” GPSfailures are indicated by a dedicated light on the IRSMode Select unit. An FMC light occurs for FMC RNPconditions for: “ IRS NAV ONLY”, UNABLE REQDNAV PERF-RNP”, “VERIFY POSITION”, “VERIFYRNP”, “VERIFY RNP VALUE” & “NAV INVALIDTUNE XXXX”.



A: continued

The required crew action will vary. For example onRNP approaches, with the UNABLE RNP message, it isexpected that coordination with Air Traffic Servicesmay be required and a new approach selection or missedapproach may occur. If a required sensor such as GPSfails, the crew could be precluded from operating on anRNP procedure where the actual performance dependson GPS. For non-RNP approaches, it is expected thatthe approach operations will continue as long as theunderlying navaids and associated flight systems areavailable.



Q: Are we legal to fly RNAV approaches? If so, do wehave to monitor the associated navigation aid?

A: Yes, RNAV approaches may be flown and they aretypically specified in the operations approval of theaircraft system. Where an RNAV approach ispredicated upon a specific navaid, there may be arequirement to monitor it or ensure that there is asuitable navigation system mode (e.g. DME-DME).

Q: What are the navaid monitoring requirements for non-RNP operations?

A: The same as they are today (see above)

Operations - Approach Nav


Q: What are the lowest allowable approach minima forBoeing airplanes certified for RNP primary means ofnavigation with or without GPS?

A: This is dictated by the type of operation, approach, andintended location, including obstacle assessment. It isintended that a DA(H) of at least 250 feet can beachieved with or without GPS.

Q: Are there some approaches where use of the autopilot isrequired to meet the associated RNP?

A: Yes. The AFM provides limitations based upon theRNP that establish when the autopilot must be used.



Q: What approaches do not require RNP?A: At this time, it is anticipated that ILS, MLS & GLS

procedures will not require RNP except for the lead-intransition & initial segments of the approach andpossibly the missed approach segments. In the future,RNP may be applied for all approach segments.



Q: What pilot training requirements must be met?A: Formal criteria is under development. However, it is

expected that pilots must be familiar with the RNPinformation available, indications and alerts provided,and associated operating procedures. Simulator trainingmay be necessary where additional pilot procedures forassuring the appropriate flight plan, navigationconditions, etc are required.

Q: Has any government, ICAO or other agency establishedpilot currency and/or qualification requirements orrecommendations?

A: Not at this time but they are being developed.

Training & Qualification Nav


Questions ?

RNP 2

Documents

Transcript of RNP 2