s Rnp Rnp Ar Approaches

RNP / RNP AR Approaches Presented by Captain Matthias Maeder / Director Flight Crew Training Policy

17th Flight Safety Conference

Content

• Introduction • Benefits of RNP AR versus Circling Approach • Conclusion

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Rome, 21-24 March 2011


Introduction

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Introduction • RNAV stands for Area Navigation • RNAV:

Capability to fly from waypoint to waypoint defined by geographic fixes (LAT/LONG) and not necessarily with ground navigation aids ground navigation aids

waypoint

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Introduction • RNP stands for Required Navigation Performance • Navigation accuracy

RNP =

• On board containment integrity • Continuity of RNP capability

+

On Board Performance Monitoring and Alerting (OBPMA)

• The RNP “X” value designates the lateral performance required associated with a procedure. Page 5



Introduction • ICA ICAO O Docum Document ent 9613 9613 – PBN Manual Manual Performance Based Navigation

(PBN)

RNAV

RNP

Navigation specifications

Navigation specifications

Without Perf. Monitoring and Alerting System

With Perf. Monitoring and Alerting System

EN-ROUTE RNAV 10 RNAV 5

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TERMINAL RNAV 1 RNAV 2

EN-ROUTE

TERMINAL

APPROACH

RNP4

RNP1

RNP APCH RNP AR APCH



Introduction RNP APCH • RNP APCH is an RNAV (GNSS) approach • The segment between Final Approach Fix (FAF) and Runway is straight

RNP APCH RWY 27 Cochin, India

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Introduction RNP AR APCH An RNP AR (Authorization Required*) procedure has one of the following characteristics:

• RNP values <= 0.3 NM (down to 0.1) in approach or < than 1 NM (down to 0.1) in missed approach and/or departure

• Reduced Obstacle Protection 2 * RNP value without buffer • Curved flight path in final approach, after Final Approach Approach Fix - Radius Radius to Fix Fix (RF) (RF) legs legs *Note: Similar to RNP SAAAR (Special Aircraft and Aircrew Authorization Required)

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Introduction

RNP APCH RNP Value 0.3 RNP Value < 0.3 0.3 (down (down to 0.1) Straight Straight segmen segmentt between between FAF and RWY Curve between FAF and RWY Minima DA/DH could be as low as 250ft

*

Departure and/or missed approach approach RNP Value < 1 * Note: MDA / MDH might be given as well (LNAV only Minima)

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RNP AR AP CH



Intr In trod oduc ucti tion on – Ali Ali (ZUA (ZUAL) L),, Chi China na - EL ELEV EV 14 14.0 .022 22 ft ft

Final Approach Point (FAP)

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Introduction • RNP AR concept provides a lot of flexibility for procedure designers, based on its ability:

• To mix straight and curved legs, including during final approach, • To fly closer to the obstacles

• RNP AR now allows IFR procedures to be designed in critical terrain environments, where previously no instrument approach could be envisaged

• Due to their characteristics, RNP-AR operations with the current generation of A/C require Specific Authorization for both Aircraft and Aircrew

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Introduction • RNP AR certifications have already be granted to most Airbus types, based on specific technical prerequisites or modifications, and on numerous simulator and Flight demonstrations to the Authorities

• Such A/C capability appears in the Airplane Flight Manual ; for in service A/C, application of a dedicated service Bulletin is required • Airbus RNP AR certified packages include a full set of operational documentation

• OPS approval is also required in addition to A/C certification • Airlines have most particularly to develop training programs dedicated to their RNP AR operations

• RNP-AR procedures must also be designed and tested consistently with the design specificities and performance of the concerned A/C Page 12


Content


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Operational Benefits of RNP AR versus Circling Approach RNP-AR brings the following advantages when compared to Visual Circling Approaches • Predictability of the trajectory

• Good preparation and briefing of the approach • Facilitates situational awareness and decision making

• Easier to manage thanks to A/C systems • Full Managed approach, lateral and vertical, including speed control

• Constant Descent angle during Final Approach down to the runway • Lower minimums generally allowing transition to Visual segment when aligned with the runway, and reducing the probability of insufficiently prepared Go Around • Reduces workload compared to a circling approach Page 14



Safety Benefits RNP AR versus Circling Approach • Stabilized Stabilized approache approaches s – Constant Constant Descent Descent Final Angle (CDFA) (CDFA) concept

Extract VOR Approach RWY 02 Kathmandu

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Example: Quito • High altitude airport (9.200ft), surrounded by even higher terrain (MSA (MSA 14. 14.00 000ft 0ft – 18 18.00 .000f 0ft) t)

• Main approach is ILS Approach RWY 35, with a significantly displaced ILS threshold due to sloping terrain on approach

• Full runway length available (and sometimes required) for landing, which implies a visual transition after passing DA, from ILS Glide Path to PAPI

• RWY 35 landings may be limitative, particularly in case of tail wind component

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Example: Quito • Circling manoeuvre is available from ILS 35 to RWY 17 • Circling is not always available as it requires a visibility of 8km and a ceiling of 1800 ft (Category C aircraft)

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Example: Quito • RNP SAAAR created for runway 17, with RNP = 0.15 • Only one turn (RF leg) on final approach (rather simple approach) • Required visibility 2.6km • Turn exit at 500ft AGL, which also corresponds to DA, 1.6 NM before RWY threshold

• RNP AR RWY17 is a good alternative to visual circling for A/C and crew capable of RNP AR operations operations Page 18



Content


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Conclusion When the required conditions are met for procedure design, aircraft and operational approvals, RNP-AR operations:

• Allow instrument procedures to runways with no approaches available • Can replace most existing visual circling approaches • Contribute to stabilized approaches ... and therefore may contribute to the global safety of Airline Operations

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s Rnp Rnp Ar Approaches

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