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7/30/2019 Alaska Airlines, Smith Presentation
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Required Navigation PerformancePresented 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
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 radius
ANP < 1 X RNP for
continued operation RNP and ANP
are displayedon FMC CDU
Lateral boundary = 2 X RNP
(airspace and obstacle clearance)
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Lateral Path Construction
Defined airspace is 2
x RNP either side oftrack centerline
RW26
2 x RNP
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RNP Leg Types
WPT02
WPT01
TF
Great circle trackbetween two fixes
WPT02
DF
Computed trackdirect to a fix
Unspecified
position
Arc center
WPT02
RF
WPT01
Constant radiusto a fix
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Vertical Capability
3 parameters for each leg
1) Waypoint altitude constraint
2) Vertical angle
3) Waypoint speed constraint (optional)
Speed and altitudeconstraint at waypoint(170/2460)
WPT
(-3.00)Verticalangle
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Topo datasources
Local WX
ATC local
flows
ObstacleclearanceAirplane
performance
ARINC 424
SimulatorEngineering
FAA processATC and Flt
Stds
ALPA
Charting andstandards
Pilot training
Dispatchertraining
Flightpublications
FARs &FAA
OrdersAIM
GPSpredictiveRAIM
Proceduredesigncriteria
Airplanesystems
Environmental
impact
Geodeticsystems andcalculations
Navdata base
development
OPSspecifications
Air Carrier RNP Operations
RNPoperations
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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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0
500
1000
1500
2000
2500
3000
Fatalities 2806 1932 506 371 238 178 134 121 91 78 45 28 5 259
Acc idents36 31 2 2 2 12 4 7 2 4 4 13 2 5
CFIT
Loss of
Control
(Inflight)
Midair
CollisionInflight Fire
Fuel Tank
ExplosionLanding Ice/Snow
Fuel
ExhaustionWindshear
Takeoff
Config
Runw ay
IncursionOther RTO* Unknow n
Total Fatalities = 6,792 (6,566 onboard)
1997 fatalities = 684 (all onboard)
462
37178
Fatalities by Accident CategoriesFatal Accidents - Worldwide Commercial Jet Fleet - 1988 through 1997
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TAWS and RNP
Improved Safety Net for Obstacle Clearance
VNAV path contained within TAWS envelope
Terrain clearance floor
Starting width= 1/4 nmi
700 ft AGL 400 ft AGL
15 nmi 12 nmi 5 nmi 0.5 nmi Runway
Look-ahead distancevaries with groundspeed and turn rate
Look-ahead splays+/- 3 degrees
Slopes vary withflight path angle
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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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FAF (5 to 7 miles from runway)
DA(H)
LNAV, VNAV flight guidance
through missed approach
procedure
Missed
approachBalked
landing
Landing flaps / configuration
Landing check complete
Lateral/vertical flight guidance to runway
Autopilot/autothrottle fully available
(as low as 250 ft above
airport)
Substantial Safety EnhancementRNP Enables Stabilized Approaches
Situational awareness improved
Reduces crew workload
Eliminates Dive and Drive (Non-Precision) approaches
Provided a Stabilized Approach with LNAV/VNAV guidance to runway threshold
Runway
Typical unstabilized
non-precision
approach
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Generic TERPS Final Approach AreaRNP 0.15 Containment Zones for Comparison
RNP Versus FAAs RNAV
7:1 transitional surface
RNP 0.15 containment zone
DA (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.
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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
High
Low
Low High
Impact
RNP
Changeability/Impact Matrix
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The End