RNP / RNP AR Approaches
Presented byCaptain Matthias Maeder / Director Flight Crew Training Policy
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Rome, 21-24 March 201117th Flight Safety Conference
Content
• Introduction
• Benefits of RNP AR versus Circling Approach
• Conclusion
Page 2
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Rome, 21-24 March 201117th Flight Safety Conference
Introduction
Page 3
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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
groundnavigationaids
waypoint
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Introduction
• RNP stands for Required Navigation Performance
• The RNP “X” value designates the lateral performance required associated with a procedure.
RNP =On Board
Performance Monitoring and
Alerting(OBPMA)
+• Navigation accuracy
• On board containment integrity
• Continuity of RNP capability
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Introduction
• ICAO Document 9613 – PBN Manual
Performance Based Navigation (PBN)
RNAV Navigation specifications
Without Perf. Monitoring and Alerting System
RNPNavigation specifications
With Perf. Monitoring and Alerting System
EN-ROUTE
RNAV 10RNAV 5
TERMINAL
RNAV 1RNAV 2
EN-ROUTE
RNP4
TERMINAL
RNP1
APPROACH
RNP APCHRNP AR APCH
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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 FinalApproach Fix - Radius to Fix (RF) legs
*Note: Similar to RNP SAAAR (Special Aircraft and Aircrew Authorization Required)
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Introduction
RNP APCH RNP AR APCHRNP Value 0.3RNP Value < 0.3 (down to 0.1)Straight segment between FAF and RWYCurvebetween FAF and RWYMinima DA/DH could be as low as 250ft
*
Departure and/or missed approach RNP Value < 1
* Note: MDA / MDH might be given as well (LNAV only Minima)
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Introduction – Ali (ZUAL), China - ELEV 14.022 ft
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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
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Rome, 21-24 March 201117th Flight Safety Conference
Content
Page 13
• Introduction
• Benefits of RNP AR versus Circling Approach
• Conclusion
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Rome, 21-24 March 201117th Flight Safety Conference
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
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Safety Benefits RNP AR versus Circling Approach
• Stabilized approaches – Constant Descent Final Angle (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 14.000ft – 18.000ft)
• 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 fromILS 35 to RWY 17
• Circling is not always available as itrequires a visibility of 8km and a ceilingof 1800 ft (Category C aircraft)
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Example: Quito
• RNP SAAAR created for runway 17, withRNP = 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 beforeRWY threshold
• RNP AR RWY17 is a good alternative tovisual circling for A/C and crew capableof RNP AR operations
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Content
Page 19
• Introduction
• Benefits of RNP AR versus Circling Approach
• Conclusion
© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.
Rome, 21-24 March 201117th Flight Safety Conference
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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