Required Navigation PerformanceRequired Navigation PerformancePresented byPresented by

The Airline IndustryThe Airline Industry

Agenda Agenda

• Overview of RNPOverview of RNP

• The importance of RNP to industryThe importance of RNP to industry

• Industry progress to dateIndustry progress to date

• Industry near term visionIndustry near term vision

• Immediate FAA action requestedImmediate FAA action requested

Required Navigation PerformanceRequired Navigation Performance

• 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)

ANP containment radiusANP containment radius

ANP ANP < < 1 X RNP for 1 X RNP for continued operationcontinued operation RNP and ANP RNP and ANP

are displayed are displayed on FMC CDUon FMC CDU

Lateral boundary = 2 X RNP Lateral boundary = 2 X RNP (airspace and obstacle clearance)(airspace and obstacle clearance)

Lateral Path ConstructionLateral Path Construction

Defined airspace is 2 x RNP either side of track centerline

RW26

Centerline = track

between fixes

2 x RNP

RNP Leg TypesRNP Leg Types

WPT02WPT02WPT02WPT02

WPT01WPT01WPT01WPT01

TFTFTFTF

Great circle track Great circle track between two fixesbetween two fixesGreat circle track Great circle track between two fixesbetween two fixes

WPT02WPT02

DFDF

Computed track Computed track direct to a fixdirect to a fix

Unspecified Unspecified positionposition

Arc centerArc centerArc centerArc center

WPT02WPT02WPT02WPT02

RFRFRFRF

WPT01WPT01WPT01WPT01

Constant radius Constant radius to a fixto a fix

Constant radius Constant radius to a fixto a fix

Vertical CapabilityVertical Capability

3 parameters for each leg3 parameters for each leg

1) Waypoint altitude constraint1) Waypoint altitude constraint

2) Vertical angle2) Vertical angle

3) Waypoint speed constraint (optional)3) Waypoint speed constraint (optional)

Speed and altitude Speed and altitude constraint at waypoint constraint at waypoint (170/2460)(170/2460)

Speed and altitude Speed and altitude constraint at waypoint constraint at waypoint (170/2460)(170/2460)

Vertical flight path

Vertical flight path

WPTWPTWPTWPT

(-3.00º)(-3.00º)(-3.00º)(-3.00º)Vertical Vertical angleangle

Vertical Vertical angleangle

Topo data sources

Topo data sources

Local WXLocal WX

ATC local flowsATC local flows

Obstacle clearanceObstacle clearanceAirplane

performanceAirplane

performance

ARINC 424ARINC 424

Simulator EngineeringSimulator

Engineering

FAA process ATC and Flt

Stds

FAA process ATC and Flt

Stds

ALPAALPA

Charting and standards

Charting and standards

Pilot trainingPilot training

Dispatcher training

Dispatcher training

Flight publications

Flight publications

FARs & FAA

OrdersAIMAIM

GPS predictive

RAIM

GPS predictive

RAIM

Procedure design criteria

Procedure design criteria

Airplane systemsAirplane systems

Environmental impact

Environmental impact

Geodetic systems and calculations

Geodetic systems and calculations

Nav data base

development

Nav data base

development

OPS specifications

OPS specifications

Air Carrier RNP OperationsAir Carrier RNP Operations

RNP operations

Why is RNP Important to the Aviation SystemWhy is RNP Important to the Aviation System

• Safety EnhancementSafety Enhancement• Efficiency/Capacity ImprovementsEfficiency/Capacity Improvements

– Schedule IntegritySchedule Integrity– Delay ReductionDelay Reduction

• Noise Friendly ProceduresNoise Friendly Procedures

0

500

1000

1500

2000

2500

3000

Fatalities 2806 1932 506 371 238 178 134 121 91 78 45 28 5 259

Accidents 36 31 2 2 2 12 4 7 2 4 4 13 2 5

CFITLoss of Control (Inflight)

Midair Collision

Inflight FireFuel Tank Explosion

Landing Ice/SnowFuel

ExhaustionWindshear

Takeoff Config

Runw ay Incursion

Other RTO* Unknow n

Total Fatalities = 6,792 (6,566 onboard)

1997 fatalities = 684 (all onboard)

462

37178

Fatalities by Accident CategoriesFatalities by Accident CategoriesFatal Accidents - Worldwide Commercial Jet Fleet - 1988 through 1997Fatal Accidents - Worldwide Commercial Jet Fleet - 1988 through 1997

TAWS and RNPImproved Safety Net for Obstacle Clearance

VNAV path contained within TAWS envelopeVNAV path contained within TAWS envelope

Terrain clearance floorTerrain clearance floor

Starting width = 1/4 nmi

Starting width = 1/4 nmi

700 ft AGL 400 ft AGL

15 nmi 12 nmi 5 nmi 0.5 nmi Runway

Look-ahead distance varies with ground speed and turn rate

Look-ahead splays +/- 3 degrees

Slopes vary with flight path angle

VNAV path

RNP RNAV called for by CASTRNP RNAV called for by CAST

• ““The plan will direct or encourage the aviation community to:”The plan will direct or encourage the aviation community to:”

– ““Take advantage of existing aircraft capabilitiesTake advantage of existing aircraft capabilities to improve approach and landing to improve approach and landing safety safety to the maximum extent practicalto the maximum extent practical, and”, and”

– “ “Transition to Transition to use of new and evolving aircraft capabilitiesuse of new and evolving aircraft capabilities that can further improve that can further improve approach and landing safety approach and landing safety at the earliest practical timeat the earliest practical time””

RNP RNAV called for by CASTRNP RNAV called for by CAST

• ““The plan will direct or encourage the aviation community to:”The plan will direct or encourage the aviation community to:”

– ““Take advantage of existing aircraft capabilitiesTake advantage of existing aircraft capabilities to improve approach and landing safety to improve approach and landing safety to the to the maximum extent practicalmaximum extent practical, and”, and”

– “ “Transition to Transition to use of new and evolving aircraft capabilitiesuse of new and evolving aircraft capabilities that can further improve approach and that can further improve approach and landing safety landing safety at the earliest practical timeat the earliest practical time””

• ““In the interest of safety, the industry should discontinue the use of step-down or ‘dive-and-drive’ Non-In the interest of safety, the industry should discontinue the use of step-down or ‘dive-and-drive’ Non-Precision approach procedures Precision approach procedures as soon as, and wherever, possible . . .as soon as, and wherever, possible . . .””

– ““This would include procedures such as the constant rate descent that can be flown by all types This would include procedures such as the constant rate descent that can be flown by all types of aircraft of aircraft and use of the modern vertical navigation capability (VNAV) by some existing and most and use of the modern vertical navigation capability (VNAV) by some existing and most new aircraft typesnew aircraft types””

~ Controlled Flight Into Terrain (CFIT) Joint Safety Implementation Team (JSIT) Implementation Plan ~ Controlled Flight Into Terrain (CFIT) Joint Safety Implementation Team (JSIT) Implementation Plan For Precision-Like Approaches, “Statement of Work” (formally accepted by the CAST)For Precision-Like Approaches, “Statement of Work” (formally accepted by the CAST)

FAF (5 to 7 miles from runway)FAF (5 to 7 miles from runway)

DA(H)

LNAV, VNAV flight guidance through missed approach procedure

Missed approach

Balked landing

• Landing flaps / configurationLanding flaps / configuration• Landing check completeLanding check complete

• Lateral/vertical flight guidance to runwayLateral/vertical flight guidance to runway

• Autopilot/autothrottle fully availableAutopilot/autothrottle fully available

(as low as 250 ft above airport)

Substantial Safety EnhancementRNP Enables Stabilized Approaches

Substantial Safety EnhancementRNP Enables Stabilized Approaches

• Situational awareness improvedSituational awareness improved

• Reduces crew workload Reduces crew workload

• Eliminates Dive and Drive (Non-Precision) approachesEliminates Dive and Drive (Non-Precision) approaches

• Provided a Stabilized Approach with LNAV/VNAV guidance to runway Provided a Stabilized Approach with LNAV/VNAV guidance to runway threshold threshold

Runway

Typical Typical unstabilizedunstabilizednon-precision non-precision approachapproach

Generic TERPS Final Approach AreaGeneric TERPS Final Approach AreaRNP 0.15 Containment Zones for ComparisonRNP 0.15 Containment Zones for Comparison

RNP Versus FAA’s RNAVRNP Versus FAA’s RNAV

7:1 transitional surface7:1 transitional surface

RNP 0.15 containment zoneRNP 0.15 containment zone

DA (H) / MAPDA (H) / MAP

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”.

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”.

RNP Pilot TrainingRNP 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

• 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

Efficiency/Capacity BenefitsEfficiency/Capacity Benefits

• Improved schedule reliabilityImproved schedule reliability– New runway directions available for useNew runway directions available for use– Lower landing minimumsLower landing minimums

• Improved airport and airspace system capacity Improved airport and airspace system capacity • Fewer missed approachesFewer missed approaches• YieldingYielding

– Fuel savingsFuel savings– Time savingsTime savings– Improved customer satisfactionImproved customer satisfaction

Efficiency Improvements AchievedEfficiency Improvements Achieved

• Minima below that of ground based equipment at 4 Alaskan AirportsMinima 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 Approaches to runways that can or not be served with ground based equipment at 6

Alaskan AirportsAlaskan Airports• 65 flights to Juneau in the first 9 months of 2001 were “saved” by RNP65 flights to Juneau in the first 9 months of 2001 were “saved” by RNP

Supports FAA’s OEPSupports FAA’s OEP

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

RNP Capability TodayRNP Capability Today

• 7500 or 45 % are RNP capable globally7500 or 45 % are RNP capable globally• + 50 % in US are RNP capable+ 50 % in US are RNP capable

– 85% Continental85% Continental– 70% Alaska70% Alaska– 70% American70% American– 50% United50% United– 40% US Airways40% US Airways

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 FAA’s RNAV• Mixed equipage, but this is rapidly diminishing• Resistance to change, but FAA leadership can overcome this

Specific FAA Action Requested Specific FAA Action Requested

• Adapt Alaska’s 737 RNP criteria to create FAA approved generalized RNP Adapt Alaska’s 737 RNP criteria to create FAA approved generalized RNP

Approach Design criteria for all carriers Approach Design criteria for all carriers

• Continue DCA special procedure developmentContinue DCA special procedure development

• Document lessons learnedDocument lessons learned

• Develop public criteriaDevelop public criteria

• Develop public proceduresDevelop public procedures

SummarySummary

• Many planes are RNP capable and manufacturers continue to deliver moreMany planes are RNP capable and manufacturers continue to deliver more

- Airworthiness approval is documented in AFM for terminal/approach use- Airworthiness approval is documented in AFM for terminal/approach use

• Many airlines are ready to use this capabilityMany airlines are ready to use this capability

- Ops Specs for RNAV have been issued- Ops Specs for RNAV have been issued

• This expensive capability is already paid for, (May-96 first revenue flight)This expensive capability is already paid for, (May-96 first revenue flight)

• Air carriers already invested, equipped, trained, ready to flyAir carriers already invested, equipped, trained, ready to fly

• Immediate safety, delay reduction and economic benefits are availableImmediate safety, delay reduction and economic benefits are available

ConclusionConclusion

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

ChangeabilityChangeability

HighHigh

LowLow

LowLow HighHigh

ImpactImpact

RNPRNP

Changeability/Impact MatrixChangeability/Impact Matrix

The EndThe End