s Rnp Rnp Ar Approaches

RNP / RNP AR Approaches

Presented byCaptain Matthias Maeder / Director Flight Crew Training Policy

© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

Rome, 21-24 March 201117th Flight Safety Conference

Content

• Introduction

• Benefits of RNP AR versus Circling Approach

• Conclusion

Page 2



Introduction

Page 3



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

Page 10

Final Approach Point (FAP)



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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Content

Page 13

• Introduction


• Conclusion



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)

Page 17



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


• Conclusion



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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© AIRBUS S.A.S. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS S.A.S. No intellectual property rights are granted by thedelivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS S.A.S. This document and its content shall not beused for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supportinggrounds for these statements are not shown, AIRBUS S.A.S. will be pleased to explain the basis thereof.AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

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