RNAV ApproachesFAA Experiences and Future PlansDonald P. Pate, ManagerFlight Procedure Standards BranchRNAV in Terminal Area WorkshopLuxembourg, Luxembourg4-6 November 2003

Vision Statement: Navigation in the NAS will Transition to a Performance-Based System Navigation based on Multi-Sensor RNAV Systems:GPS, GPS/WAAS, GPS/LAASMulti-Sensor FMS RNAV, RNP-RNAV

Multi-Sensor Based Navigable Airspace Designated by: Required Navigation Performance (RNP)

GoalRNAV Wherever PossibleRNP Where Additional Benefits Exist

StrategyPerformance-Based RNAV ApproachesLNAV Minima (ICAO NPA)LNAV/VNAV Minima (ICAO APV)LPV Minima (ICAO APV)RNP ApproachesPublic RNP-0.3 Minima (ICAO APV)SAAAR (ICAO APV)ILS and GLS Approaches (ICAO PA)

RNAV BenefitsImprove NAS efficiencyPoint-to-point navigationEnhance en route flexibilityImprove terminal navigationIncrease utilization of currently equipped RNAV aircraftCurrent Air Carrier fleet:Business Aircraft: Significant RNAV Capability

Benefits (CONTINUED)Increase 3-D Approach CapabilityProvide stabilized final approachAddress NPA CFIT accident rate5 Times greater than precision approach

Increase IFR Service to Helicopter Operations

Provide Alternative To Non-Precision Approach ProceduresDesign NPAs with 3 final approach segmentsPublish vertical descent angle on existing proceduresPublish new LNAV/VNAV procedures to DADevelop and publish WAAS and LAAS precision approach procedures

RNAV (GPS) ApproachesOver 700 RNAV (GPS) procedures publishedLNAV/VNAV MinimaSupports safety objectiveProducing 300-350 RNAV (GPS) procedures per yearPlan to implement to all eligible IFR runway endsInvestigating authorizing DME/DME(/inertial) RNP-0.3 aircraft to utilize proceduresParenthetical GPS indicates acceptable system, not required systemPerformance-based approach

DME/DME ImplementationCoverage issues Baseline FMS definitionLikely to require inertial integrationEnsure do not use erroneous VOR signalsExtended Service VolumesDME Coverage ModelingQ-Routes Similar IssuesFacility issuesCoaxial collocation of VOR & DMEWhenever possible, maintenance to remove signal under test

Transition to RNAVGPS Overlays (or GPS)Converted thousands of procedures in 1994Many already converted to GPS proceduresRemaining will be converted to RNAV (GPS) during periodic reviewGPS Approaches (GPS)Simple design, eliminated need for computer-navigation fixStarted production in 1994, ended when RNAV criteria become availableThousands of published approachesAll will be converted to RNAV (GPS) approaches

WAAS-Wide Area Augmentation System, FAAs Satellite Based Augmentation Systems (SBAS) Commissioned 10 July 2003Access to all RNAV (GPS) approaches with LNAV/VNAV MinimaFirst LPVs Published 4 September 2003 Plan to be folded into RNAV(GPS) productionSignificant Safety Gain at Airports Currently Served by Nonprecision Approaches OnlyWAAS / APVs

Performance ComparisonLNAV/VNAV (556 m by 50 m)LPV (40 m by 50 m)GLS (40 m by 12 m)

RNP-Required Navigation PerformanceTerminal Procedures for RNP Instrument Approach Criteria (FAA Order 8260.51) Published in December 2002Revision Being Developed in Coordination with the Aviation Industry (FAA Order 8260.51A)TAOARCWill Include SAAARMature Criteria and Initial Specials Approval- 2004

Required Navigation Performance (RNP)

RNP ApproachesProposed Path to ImplementationPublic procedures not requiring special authorizationPublic procedures requiring special authorizationSimilar to ILS Cat II/III (Special aircrew qualifications)Special proceduresTERPS development (criteria) to support these levels.

RNP TERPSStandard is RNP 1 for Initial, Final and MAPRNP-0.3 is Standard on Final approach obstacle clearance Smaller RNP Available under SAAARAssessment will be based on linear areasPublic (non-SAAAR) : 2x Primary plus transition surfaceTransition surface provides operational mitigation for extraction after alerting at 2xRNP & to meet target level of safetySAAAR : 2xRNP Primary areaApplicant responsible to demonstrate aircraft stays within area after alerting and to meet target level of safety

RNP vs Standard TERPS Primary Areas

Blue Line - Standard AreaRed Line - RNP Area(SAAAR RNP-0.3)

Example of RNP SurfacesUnder SAAAR

6 RNP

1 RNP

CROSS SECTION

Course

Centerline

2 RNP

2 RNP

1 RNP

1RNP

2RNP

1RNP

ROC

Scale exaggerated for emphasis

2RNP

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Proposed RF Turn Obstacle Clearance Under SAAAR

CROSS SECTION

2RNP

2RNP

ROC

Tools in the Tool BoxILS or LPVAngular TERPSDemonstrated manual control using raw CDI/VDIVery tight performance (at runway threshold)Ideal for:Manual flightControlling obstacle close to runway endRNPLinear TERPSLarge RNP demonstrated for manual control using raw dataSmall RNP demonstrated using autopilotIdeal for:Autopilot/flight directorControlling obstacle close to centerline & not near runway endResolving airspace issues

The agency will implement within the next year a plan to establish public use of Required Navigation Performance (RNP) that will significantly increase capacity and efficiency in the U.S. airways.

RNP will change the U.S. National Airspace System from a ground-based design to one where aircraft can use advanced technologies for precision guidance in the enroute (high altitude) and terminal (about a 40-mile radius of the airport) areas. Potential benefits include allowing more precision approach and departure paths at airports and keeping aircraft clear of obstacles and terrain.

Using this new air navigation concept, flight paths can be developed to meet operator preferred routes and environmental requirements. Parallel paths can be developed to increase airspace capactiy in both en route and terminal operations. Public procedure would accommodate all RNP-certified and GPS aircraft.Other two types of procedures generally limited to RNP-certified aircraft.Need to integrate with other programs, support all users.