Sie sind auf Seite 1von 21

RNP / RNP AR Approaches

Presented by Captain Matthias Maeder / Director Flight Crew Training Policy

17th Flight Safety Conference

Rome, 21-24 March 2011

Content
Introduction Benefits of RNP AR versus Circling Approach Conclusion

Page 2
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Introduction

Page 3
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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
ground navigation aids

waypoint

Page 4
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Introduction
RNP stands for Required Navigation Performance
Navigation accuracy

RNP =

On board containment integrity Continuity of RNP capability

On Board
Performance Monitoring and Alerting (OBPMA)

The RNP X value designates the lateral performance required


associated with a procedure.
Page 5
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Introduction
ICAO Document 9613 PBN Manual
PerformanceBasedNavigation

(PBN)

RNAV
Navigationspecifications WithoutPerf.MonitoringandAlertingSystem

RNP
Navigationspecifications WithPerf.MonitoringandAlertingSystem

EN-ROUTE RNAV 10 RNAV 5

TERMINAL RNAV 1 RNAV 2

EN-ROUTE RNP4

TERMINAL RNP1

APPROACH RNP APCH RNP AR APCH

Page 6
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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

Page 7
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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 Final
Approach Fix - Radius to Fix (RF) legs
*Note: Similar to RNP SAAAR (Special Aircraft and Aircrew Authorization Required)

Page 8
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Introduction

RNP APCH RNP Value 0.3 RNP Value < 0.3 (down to 0.1) Straight segment between FAF and RWY Curve between FAF and RWY Minima 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)

RNP AR APCH

Page 9
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Introduction Ali (ZUAL), China - ELEV 14.022 ft

Final Approach Point (FAP)

Page 10
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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

Page 11
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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
Page 12
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Content
Introduction Benefits of RNP AR versus Circling Approach Conclusion

Page 13
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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
Page 14
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Safety Benefits RNP AR versus Circling Approach


Stabilized approaches Constant Descent Final Angle (CDFA)
concept

Extract VOR Approach RWY 02 Kathmandu

Page 15
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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

Page 16
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Example: Quito
Circling manoeuvre is available from
ILS 35 to RWY 17 Circling is not always available as it requires a visibility of 8km and a ceiling of 1800 ft (Category C aircraft)

Page 17
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Example: Quito
RNP SAAAR created for runway 17, with
RNP = 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 before RWY threshold

RNP AR RWY17 is a good alternative to


visual circling for A/C and crew capable of RNP AR operations
Page 18
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

Content
Introduction Benefits of RNP AR versus Circling Approach Conclusion

Page 19
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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

Page 20
AIRBUS S.A.S. All rights reserved. Confidential and proprietary document.

17th Flight Safety Conference

Rome, 21-24 March 2011

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 the delivery 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 be used 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 supporting grounds 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.

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