rnav approaches faa experiences and future plans

1. 1 Donald P. Pate, Manager Flight Procedure Standards Branch RNAV in Terminal Area Workshop Luxembourg, Luxembourg 4-6 November 2003 RNAV ApproachesFAA Experiences and Future Plans

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3. 3 Strategy Performance-Based RNAV Approaches LNAV Minima (ICAO NPA) LNAV/VNAV Minima (ICAO APV) LPV Minima (ICAO APV) RNP Approaches Public RNP-0.3 Minima (ICAO APV) SAAAR (ICAO APV) ILS and GLS Approaches (ICAO PA)

4. 4 RNAV Benefits Improve NAS efficiency Point-to-point navigation Enhance en route flexibility Improve terminal navigation Increase utilization of currently equipped RNAV aircraft Current Air Carrier fleet: Business Aircraft: Significant RNAV Capability

5. 5 Benefits (CONTINUED) Increase 3-D Approach Capability Provide stabilized final approach Address NPA CFIT accident rate 5 Times greater than precision approach Increase IFR Service to Helicopter Operations

6. 6 Provide Alternative To Non-Precision Approach Procedures Design NPA’s with 3° final approach segments Publish vertical descent angle on existing procedures Publish new LNAV/VNAV procedures to DA Develop and publish WAAS and LAAS precision approach procedures

7. 7 RNAV (GPS) Approaches Over 700 RNAV (GPS) procedures published LNAV/VNAV Minima Supports safety objective Producing 300-350 RNAV (GPS) procedures per year Plan to implement to all eligible IFR runway ends Investigating authorizing DME/DME(/inertial) RNP-0.3 aircraft to utilize procedures Parenthetical “GPS” indicates acceptable system, not required system Performance-based approach

8. 8 DME/DME Implementation Coverage issues Baseline FMS definition Likely to require inertial integration Ensure do not use erroneous VOR signals Extended Service Volumes DME Coverage Modeling Q-Routes – Similar Issues Facility issues Coaxial collocation of VOR & DME Whenever possible, maintenance to remove signal under test

9. 9 Transition to RNAV GPS Overlays (“or GPS”) Converted thousands of procedures in 1994 Many already converted to “GPS” procedures Remaining will be converted to “RNAV (GPS)” during periodic review GPS Approaches (“GPS”) Simple design, eliminated need for computer-navigation fix Started production in 1994, ended when RNAV criteria become available Thousands of published approaches All will be converted to “RNAV (GPS)” approaches

10. 10 WAAS-Wide Area Augmentation System, FAA’s Satellite Based Augmentation Systems (SBAS) Commissioned 10 July 2003 Access to all RNAV (GPS) approaches with LNAV/VNAV Minima First LPVs Published 4 September 2003 Plan to be folded into RNAV(GPS) production Significant Safety Gain at Airports Currently Served by Nonprecision Approaches Only

11. 11 Performance Comparison

12. 12 RNP-Required Navigation Performance Terminal Procedures for RNP Instrument Approach Criteria (FAA Order 8260.51) Published in December 2002 Revision Being Developed in Coordination with the Aviation Industry (FAA Order 8260.51A) TAOARC Will Include SAAAR Mature Criteria and Initial Specials Approval- 2004 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. 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.

13. 13 RNP Approaches Proposed Path to Implementation Public procedures not requiring special authorization Public procedures requiring special authorization Similar to ILS Cat II/III (Special aircrew qualifications) Special procedures TERPS development (criteria) to support these levels. Public procedure would accommodate all RNP-certified and GPS aircraft. Other two types of procedures generally limited to RNP-certified aircraft.Public procedure would accommodate all RNP-certified and GPS aircraft. Other two types of procedures generally limited to RNP-certified aircraft.

14. 14 RNP TERPS Standard is RNP 1 for Initial, Final and MAP RNP-0.3 is Standard on Final approach obstacle clearance Smaller RNP Available under SAAAR Assessment will be based on linear areas Public (non-SAAAR) : 2x Primary plus transition surface Transition surface provides operational mitigation for extraction after alerting at 2xRNP & to meet target level of safety SAAAR : 2xRNP Primary area Applicant responsible to demonstrate aircraft stays within area after alerting and to meet target level of safety

15. 15 RNP vs Standard TERPS Primary Areas

16. 16 Example of RNP SurfacesUnder SAAAR

17. 17 Proposed RF Turn Obstacle Clearance Under SAAAR

18. 18 Tools in the Tool Box… ILS or LPV Angular TERPS Demonstrated manual control using raw CDI/VDI Very tight performance (at runway threshold) Ideal for: Manual flight Controlling obstacle close to runway end RNP Linear TERPS Large RNP demonstrated for manual control using raw data Small RNP demonstrated using autopilot Ideal for: Autopilot/flight director Controlling obstacle close to centerline & not near runway end Resolving airspace issues Need to integrate with other programs, support all users. <Ed. Note: Depending on how brave you are, a fundamental problem in the satnav transition (Harrison study) is that the air carriers are insistent that they will not equip with WAAS. FAA believes there is a business case for them to equip (at least as big as LAAS business case), and senior management dialog on this topic would be worthwhile…>Need to integrate with other programs, support all users. <Ed. Note: Depending on how brave you are, a fundamental problem in the satnav transition (Harrison study) is that the air carriers are insistent that they will not equip with WAAS. FAA believes there is a business case for them to equip (at least as big as LAAS business case), and senior management dialog on this topic would be worthwhile…>