Học viện Hàng Không Việt Nam – Khoa Khai thác HK

PHƯƠNG THỨC BAY

RNAV VÀ RNP
(RNAV and RNP PROCEDURE)

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1. Requirements applicable to IFR flight

 Four things are needed to utilize PBN:
 The aircraft needs to be PBN approved
 The operator needs to establish procedures for PBN
 The pilot needs to be PBN endorsed
 The airspace requires PBN

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1. Requirements applicable to IFR flight

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1. Requirements applicable to IFR flight

The aircraft
 When PBN is required for the route or procedure to be
flown, that the relevant PBN navigation specification is
stated in the AFM (Aircraft Flight Manual) or other
documents that has been approved by the certifying
authority
 The RNAV and RNP qualifications issued for an aircraft’s
equipment depends on the manufacturer, class and model
of the avionics used to satisfy the PBN requirements.

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1. Requirements applicable to IFR flight

The aircraft

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1. Requirements applicable to IFR flight

The operator
 The operator will need to establish procedures for PBN.
These procedures are established to make the use of PBN
safer. The operator should establish operating procedures
specifying normal, abnormal and contingency procedures.
The pilot
 To obtain a PBN approval you need to fulfill certain
requirements. You need to complete a course of theoretical
knowledge including PBN, complete flying training including
PBN and successfully complete a skill test applicable for
the aircraft you want to fly. In your licence the term PBN will
be added.
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1. Requirements applicable to IFR flight

The airspace
 Where the flight is intended to operate on a route or in an
area where a navigation specification is prescribed, it has
an appropriate RNP approval, and that all the conditions
applying to that approval will be satisfied.
 To ensure this you need to look at your charts and maps.

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1. Requirements applicable to IFR flight

 Because specific performance requirements are defined
for each navigation specification, an aircraft approved for
a particular navigation specification is not automatically
approved for any other navigation specification

 A pilot may not use the particular PBN navigation

specification on an IFR flight unless the pilot satisfies all
the requirements for each segment during the flight, the
flight is conducted according to those PBN navigation
specifications and the manual for the RNAV system is in
the aircraft and easily accessible to the pilot
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1. Requirements applicable to IFR flight

An example of the RNP Qualifications required for a typical IFR flight

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1. Requirements applicable to IFR flight

Requirements for use of GNSS in RNP Approach
Operations
 The operator or pilot in command needs to look at the
authorizations given to the equipment.
 The navigation database has to be valid

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2. PBN Routes and Paths

Waypoints
A waypoint is a predetermined geographical position that
is defined in terms of latitude/longitude coordinates.
Waypoints may be a simple named point in space or
associated with existing navaids, intersections, or fixes.
A waypoint is most often used to indicate a change in
direction, speed, or altitude along the desired path.

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2. PBN Routes and Paths

Waypoints

PBN Route Using Waypoints

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2. PBN Routes and Paths

PBN Leg Types
 A leg type describes the desired path proceeding,
following, or between waypoints on an RNAV
procedure.
 Leg types are identified by a two-letter code that
describes the path (e.g., heading, course, track, etc.)
and the termination point (e.g., the path terminates at
an altitude, distance, fix, etc.).

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2. PBN Routes and Paths

PBN Leg Types
 Leg types used for procedure design are included in the
aircraft navigation database, but not normally provided
on the procedure chart.
 The narrative depiction of the RNAV chart describes
how a procedure is flown.
 The “path and terminator concept” defines that every
leg of a procedure has a termination point and some
kind of path into that termination point.

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2. PBN Routes and Paths

PBN Leg Types
‘Path/ Terminator’ Concept (23) permits coding of Terminal
Procedures (no en-route segments) and includes a two-
character codes and data associated.
1. Path – logically describes how the aircraft flies the air to the
Terminator (track, course, heading);
2. Terminator – is the event or condition (fix, altitude, distance,
manual) that causes the system to switch to the next leg;
 Twelve (12) P/T acceptable for
RNAV procedure design
Smaller sub-set of four (4) used for
RNP AR applications i.e. IF, TF, RF and HM
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2. PBN Routes and Paths

PBN Leg Types

Path Terminator
Constant DME arc A A Altitude
Course to C C Distance
Direct Track D D DME distance
Track from a fix to F F Fix
Holding pattern H I Next leg
Initial
I M Manual termination
R R Radial termination
Constant radius
Track between
T
Heading to V
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2. PBN Routes and Paths

PBN Leg Types
 Initial fix (IF)
 IF leg defines a database fix as a
point in space and is only required
to define the beginning of a route
or procedure.
 Hold fix (HF)
 HF is a point where the aircraft is
expected to hold on the fix for one
circuit and then continue.

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2. PBN Routes and Paths

PBN Leg Types
 Hold for clearance (HM)
 is a point where the aircraft is expected to hold while
awaiting clearance.
 Hold to Altitude (HA)
 is a point where the aircraft is expected to hold and
climb while in the holding pattern

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2. PBN Routes and Paths

PBN Leg Types
 Track to fix (TF)
 TF leg defines a great circle track over the
ground between two known database fixes.
 Easiest to implement, database
requirements are minimal
 The preferred method for the specification
of straight legs (course or heading can be
mentioned on charts but the designer
should ensure TF leg is used for coding)

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2. PBN Routes and Paths

PBN Leg Types
 Constant Radius to Fix (RF)
 An RF leg is defined as a circular
path of a fixed radius around
some centre point. The point need
not be a fix or waypoint. An RF
starts at a fix and ends at a fix
and the radius of the turn can vary
from segment to segment
allowing for a series of fluid
curving paths between waypoints.
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2. PBN Routes and Paths

PBN Leg Types
 Constant Radius to Fix (RF)
 Does NOT require a ground
navaid as the arc origin, but
centre fix required.
 Single RF turn limited to turns
between 2° and 358°.

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2. PBN Routes and Paths

PBN Leg Types
 Course to Fix (CF)
 A CF leg is is a path that terminates at a fix with a
specified course at that fix.
 CF's used to describe a variable track to a fix
where the aircraft commences a turn and
intercepts the inbound track to the fix, no later
than the fix itself.
 CF defines a specified course to a specific
database fix. Whenever possible, TF leg should
be used instead of CF legs to avoid magnetic
variation issues.
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2. PBN Routes and Paths

PBN Leg Types
 Direct to Fix (DF)
 A DF leg is a path straight to the fix from
an aircraft’s current position in some
area where it is safe to start the DF leg.
 Described by an aircraft's track from an
initial area direct to the next waypoint.
 Its construction is essentially similar to
the TF leg.
 Over-fly flag required for CF/DF, DF/DF
and TF/DF combination.
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2. PBN Routes and Paths

PBN Leg Types
 Fix to Altitude (FA)
 FA leg defines a specified track over the ground from a
database fix to a specified altitude at an unspecified
position
 Altitude Termination is always ‘AT or ABOVE’.
 Terminator is still at an undefined position as dependent of
aircraft performance

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2. PBN Routes and Paths

PBN Leg Types
 Course to Altitude (CA)
 CA leg defines a specified course to a specific altitude at an
unspecified position.
 Altitude Termination is always ‘AT or ABOVE’.
 Terminator is still at an undefined position as dependent of
aircraft performance

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2. PBN Routes and Paths

PBN Leg Types
 Track from a fix from a distance (FC leg)
 FC leg defines a specified track over the ground from a
database fix for a specific distance

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2. PBN Routes and Paths

PBN Leg Types
 Track from a fix to a distance measuring equipment
(DME) distance (FD leg)
 FD leg defines a specified track over the ground from a
database fix to a specific DME distance that is from a
specific database DME NAVAID

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2. PBN Routes and Paths

PBN Leg Types
 Fix to a Manual Termination (FM leg)
 FM leg defines a specified track over the ground from a
database fix until manual termination of the leg.

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2. PBN Routes and Paths

PBN Leg Types
 Course to a DME distance (CD leg)
 CD leg defines a specified course to a specific DME
distance that is from a specific database DME NAVAID.

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2. PBN Routes and Paths

PBN Leg Types
 Course to an intercept (CI leg)
 CI leg defines a specified course to intercept a subsequent
leg.

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2. PBN Routes and Paths

PBN Leg Types
 Course to a radial termination (CR leg)
 CR leg defines a course to a specified radial from a specific
database VOR NAVAID.

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2. PBN Routes and Paths

PBN Leg Types
 Arc to a fix (AF leg)
 AF leg defines a track over the ground at a specified
constant distance from a database DME NAVAID.

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2. PBN Routes and Paths

PBN Leg Types
 Heading to an altitude termination (VA leg)
 VA leg defines a specified heading to a specific altitude
termination at an unspecified position.

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2. PBN Routes and Paths

PBN Leg Types
 Heading to a DME distance termination (VD leg)
 VD leg defines a specified heading terminating at a
specified DME distance from a specific database DME
NAVAID.

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2. PBN Routes and Paths

PBN Leg Types
 Heading to an intercept (VI leg)
 VI leg defines a specified heading to intercept the
subsequent leg at an unspecified position.

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2. PBN Routes and Paths

PBN Leg Types
 Heading to a manual termination (VM leg)
 VM leg defines a specified heading until a manual
termination.

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2. PBN Routes and Paths

PBN Leg Types
 Heading to a radial termination (VR leg)
 VR leg defines a specified heading to a specified radial
from a specific database VOR NAVAID.

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2. PBN Routes and Paths

PBN Leg Types
 HA, HF and HM
 Racetrack course reversal or
altitude termination (HA), single
circuit terminating at the fix (base
turn) (HF), or manual termination
(HM) leg types define racetrack
pattern or course reversals at a
specified database fix. HA - altitude termination
HF - Terminates at the fix after
one orbit
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2. PBN Routes and Paths

PBN Leg Types
 14 RNAV types
Course to an Altitude - CA
Course to a Fix - CF
Direct to a Fix - DF
Fix to an Altitude - FA
Fix to a Manual Termination - FM
Racetrack Course Reversal (Alt Term) - HA
Racetrack (Single Circuit - Fix Term) - HF

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2. PBN Routes and Paths

PBN Leg Types
 14 RNAV types
Racetrack (Manual Termination) - HM
Initial Fix - IF
Track to a Fix - TF
Constant Radius Arc - RF
Heading to an Altitude - VA
Heading to an Intercept - VI
Heading to a Manual Termination - VM

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2. PBN Routes and Paths

PBN Leg Transitions (or Waypoints)
 Fly-by waypoints
 Fly-by waypoints are used when an aircraft should begin
a turn to the next course prior to reaching the waypoint
separating the two route segments. This is known as turn
anticipation (to “cut the corner” and shorten the track
distance)

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2. PBN Routes and Paths

PBN Leg Transitions (or Waypoints)
 Fly-over waypoints
Fly-over waypoints are used when the aircraft must fly
over the point prior to starting a turn.

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2. PBN Routes and Paths

PBN Leg Transitions (or Waypoints)
 Fly-over waypoints
Fly-over waypoints are used when the aircraft must fly
over the point prior to starting a turn.

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2. PBN Routes and Paths

PBN Leg Transitions (or Waypoints)
 Fixed Radius Transition (FRT)
A Fixed Radius Transition (FRT) can be used to allow an
aircraft turning at a waypoint of an ATS route with a constant
turn radius.
Don’t confuse this with the RF leg

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2. PBN Routes and Paths

Impact of Turn Performance
 Speed Affects Turn Radius

A B

Radius:

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2. PBN Routes and Paths

Impact of Turn Performance
 Bank Angle Affects Turn Radius

A B

Radius:

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point

A B

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point
Turn Start Point ->
Turn Start Point ->

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point

Turn Start Point ->

Turn Start Point ->

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point

A
B

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2. PBN Routes and Paths

Impact of Turn Performance
 Fly-By point

Turn Start Point ->

Turn Start Point ->

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2. PBN Routes and Paths

Impact of Turn Performance

Radius
Fix

All aircraft fly assigned radius

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2. PBN Routes and Paths

Impact of Turn Performance
 Turns of more than 90 degrees may result in significant
track variation.
 Turns of 60 to 90 degrees create more manageable
track variations.
 Turns of 60 or less result in little track variation.
 RF turns result in little track variation.

✈Turn of more than ninety degrees should be closely

monitored to avoid possible overtake situations.

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2. PBN Routes and Paths

Impact of Turn Performance

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2. PBN Routes and Paths

PBN Leg Transitions (or Waypoints)
All approach procedure fixes should be designed as Fly-By
MAPt shall be defined as Fly-Over waypoint
Fixes on straight lines are fly-by fixes
TD (Turn direction) must always be indicated whenever a
turn of 90°or more exists between two consecutive legs; the
indication is carried on the leg being turned to;
TD is always required when RF leg is coded;
TD and TDV (turn direction valid) are used in combination to
force a particular turn direction whenever the track/heading
change exceeds 135;
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2. PBN Routes and Paths

Speed and Altitude Constraints
✈ Speed constraints allow tighter turns and can assist ATC
function.
✈ Altitude constraints can provide separation from
obstacles and other aircraft.

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2. PBN Routes and Paths

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2. PBN Routes and Paths

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2. PBN Routes and Paths

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2. PBN Routes and Paths

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2. PBN Routes and Paths

Use Of Path Terminators
 Available Path Terminators are defined in PBN Manual
Nav Specifications
 If the RNAV system does not have leg type
demanded by procedure, the data packers have to
select one (or combination of) available leg types to
give best approximation
 Risk incorrect execution!

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2. PBN Routes and Paths

Integrated Procedure Development

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2. PBN Routes and Paths

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3. Procedure Description for Database Providers

 RNAV procedures defined by:
 Sequence of waypoints
 Identifier
 Coordinates
 Fly-over/fly-by/fixed radius
 Path Terminators
 Altitude restrictions
 Speed restrictions
 Direction of turn
 Required navaid

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3. Procedure Description for Database Providers

 Coding of speed/altitude restrictions
 Speed/Altitude restrictions applied at the waypoint:
general situation like ‘Below FL100/IAS 250KT’ has
no procedure coding solution;
 Speed limitation depicted ‘somewhere’ during a turn
shall be associated with a waypoint.

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3. Procedure Description for Database Providers

 Coding of speed/altitude restrictions
 Altitude constraints have to be
clearly associated to a fix; no
appropriate coding solution for
minimum segment altitude or
Minimum En-route Altitude (MEA).

 ‘Expect’, “Tactical” or
“Recommended” not
appropriately code-able;

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3. Procedure Description for Database Providers

 Textual description provide formal statement of
procedure
 Often open to interpretation.
 RNAV procedures require more specific details
including path terminators
 Can result in lengthy descriptions.
 Alternative descriptive methods have been
developed by IFPP (OCP) and adopted by ICAO
 Tabular layout
 Formalised textual description
 Formalised short-hand description
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3. Procedure Description for Database Providers

Tabular Description
RNAV Approach
Bearing/
Path Waypoint Fly Course/Track/ Turn Altitude Speed Required VPA/
Range to
Terminator Name Over Heading ºM (ºT) Direction Constraint Constraint Navaid TCH
Navaid
IF SUSER - - - +5000 250 - LOM 262/29 -
TF CV023 - - - 4000 - - - -
CF CV024 - 348º (347.8º) - 2680 150 OKE - -
TF RW35L Y - - 370 - - - -3º/50
FA RW35L - 348º (347.8º) L 770 - OKE - -
DF SUSER Y - - 5000 - - - -

RNAV SID
Bearing/
Path Waypoint Course/Track/ Turn Altitude Speed Required Vertical
Fly Over Range to
Terminator Name Heading ºM (ºT) Direction Constraint Constraint Navaid Path Angle
Navaid
FA RW20 - 201º (203.3º) R 400 - - - -
DF FOKSI - - - - 250 - - -
TF PF213 Y 345º (346.8º) - +5000 250 - OKE 330/30 -

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3. Procedure Description for Database Providers

Formalised Description
Climb on track 047° M, at or above
[A800+; M047; R]- FA
800ft, turn right
Direct to ARDAG at 3000ft €ARDAG[A3000]- DF
To PF035 at or below 5000ft, turn left -PF035[A5000-;L]- TF (Fly-over)
To OTR on course 090°M at 210kts -OTR[M090; K210]- CF
From STO at or above FL100, turn left STO[F100+; L]- TF (Fly-over)
direct to WW039 at or above FL070 €WW039[F070+]- DF
to WW038 at 5000ft WW038[A5000]- TF

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3. Procedure Description for Database Providers

RNAV Procedure Description
PT118 PT119
Waypoint sequence and name 5000 113 4000
169° ARZ 29.3NM °
236° ALM 27.4NM
FAF 293 2
Fly-over/fly-by/fixed radius PT121 °
4000 PT120
Speed/Altitude Restrictions 4500

°
203
Leg distance & magnetic track

Fix information

Turn direction MAPt

RW20

350°
PT125

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4. RNAVx
RNAV 10
HISTORICALLY DESIGNATED AND AUTHORIZED AS RNP 10
 Characteristics
 ± 10 NM for 95% of the flight time
 Aircraft equipped with at least two independent long-
range navigation systems; any combinations of INS/IRU
or GNSS meet the RNAV 10 requirements.
 50 NM lateral and 50 NM longitudinal distance-based
separation minima.
 RNAV 10 (RNP 10) operational requirements are
defined in ICAO Doc 9613, Volume II, Part B, Chapter 1.
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4. RNAVx
RNAV 5
 Characteristics
 ± 5 NM for 95% of the flight time
 Types of position sensors: INS/IRS, VOR/DME,
DME/DME and GNSS
 Typically in a radar surveillance environment (en-route
navigation specification)
 Typical route spacing – Low ATC intervention rate
 16.5 NM uni-directional and 18 NM bi-directional
 Typical route spacing – High ATC intervention rate
 10 - 15 NM
 RNAV 5 operational requirements are defined in ICAO
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4. RNAVx
RNAV 2
 Characteristics
 ± 2 NM for 95% of the flight time
 Radar surveillance
 Route spacing at least 8 NM
 Typical routes (FL180 and above)
 Authorised for GNSS or DME/DME/IRU (where
the infrastructure supports such routes)
 Typical routes (Below FL180)
 GNSS required

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4. RNAVx
RNAV 1
 Characteristics
 ± 1 NM for 95% of the flight time
 Radar surveillance
 Route spacing: TBD
 Authorised for GNSS or DME/DME or DME/DME/IRU
(depending on available infrastructure)
 Implementation in Continental En-route doesn’t exist
today

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4. RNAVx
RNAV 2 and RNAV 1
 Also used in terminal airspace applications
 SIDs, STARS, runway transitions
 Greater functional capability
 Path terminators
 Display requirements
 Navigation database
 RNAV 1 and 2 operational requirements are defined
in ICAO Doc 9613, Volume II, Part B, Chapter 3

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5. RNPx
RNP 4
 Characteristics
 ± 4 NM for 95% of the flight time
 Types of position sensors: GNSS
 The aircraft must have at least two fully serviceable
independent Long Range Navigation Systems (LRNSs).
 30 NM lateral and 30 NM longitudinal distance-based
separation minima
 RNP 4 is intended for use in oceanic or remote airspace
 RNP 4 operational requirements are defined in ICAO
Doc 9613, Volume II, Part C, Chapter 1
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5. RNPx
RNP 2
 Characteristics
 ± 2 NM for 95% of the flight time
 Types of position sensors: GNSS
 ICAO sanctioned RNP 2 route spacing has not yet been
published
 RNP 2 is intended for en-route applications (where there is
sparse or no ground NAVAID infrastructure, limited or no ATS
surveillance, and low to medium density traffic)
 RNP 2 operational requirements are defined in ICAO
Doc 9613, Volume II, Part C, Chapter 2

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5. RNPx
RNP 1
 Characteristics
 ± 1 NM for 95% of the flight time
 Types of position sensors: GNSS
 For RNP 1 routes, pilots must use a lateral deviation
indicator, flight director, or autopilot in lateral navigation
mode
 Applied on SIDs and STARs within 30 NM of the
aerodrome reference point (ARP) where there is no or
limited surveillance.
 RNP 1 operational requirements are defined in ICAO
Doc 9613, Volume II, Part C, Chapter 3
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5. RNPx
RNP 0.3
 Characteristics
 ± 0.3 NM for 95% of the flight time
 Types of position sensors: GNSS
 RNP 0.3 was developed in response to the helicopter
community’s desire for narrower IFR obstacle free areas
to allow operations in obstacle rich environments and to
allow simultaneous non-interfering operations in dense
terminal airspace
 RNP 0.3 operational requirements are defined in ICAO
Doc 9613, Volume II, Part C, Chapter 7

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5. RNPx
A-RNP (Advanced Required Navigation Performance)
 A-RNP is simply a combination of several Navigation
Specifications, along with additional functions described in
detail further below.
 A-RNP encompasses all phases of flight from departure and
en route (oceanic/remote airspace and continental en-route
structure) to arrival and approach.
 The A-RNP specification is intended to provide for an
internationally harmonized standard.
 For the operator, it provides specific criteria used to qualify for
operations on RNP routes, SIDs, STARs or approaches.
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5. RNPx
A-RNP (Advanced Required Navigation Performance)
RNP encompasses the following RNP specifications:
 RNP-2 for domestic, offshore, oceanic and remote
continental en-route
 RNP-1 for departures and arrivals (ODPs, SIDs and
STARs)
 RNP Approaches (including RNAV (GPS) approaches)

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5. RNPx
A-RNP (Advanced Required Navigation Performance)
 Functional Requirements
A-RNP recognition is based on navigation systems
meeting the performance and functional criteria for RNP-
2, RNP-1 and RNP APCH to LNAV minima. Additional to
the RNP requirements, AC 90-105A and ICAO PBN Doc
9613, list the following six functional capabilities that also
define A-RNP eligibility.

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5. RNPx
A-RNP (Advanced Required Navigation Performance)
RF legs

Parallel offset

A-RNP + options Scalable RNP

RNAV holding
Fixed Radius Transition (FRT)
Time of Arrival Control

A-RNP
Optional
Performance/Functionality Continental enroute: RNP 2, 1
RNP 2 oceanic/remote Final approach: RNP 0.3
Barometric VNAV (LNAV)

RNAV 1 RNAV 5 RNPAPCH RNAV 10

RNAV 2 RNP 1 RNP 4
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5. RNPx
A-RNP (Advanced Required Navigation Performance)
 The advantage in utilizing a designation of A-RNP for a
flight operation is the combined performance and
functionality of a range of nav specs encompassing all
phases of flight.
 A-RNP operational requirements are defined in ICAO Doc
9613, Volume II, Part C, Chapter 4.

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5. RNPx
RNP APCH
 Characteristics
 They include approach operations with minima
designated as “LNAV”, “LNAV/VNAV”, and “LPV”
 Navaid infrastructure: GNSS (Missed approach segment
may be based upon conventional navaid (e.g., DME))
 Communication and ATS Surveillance: RNP APCH does
not include specific requirements
 RNP APCH operational requirements are defined in
ICAO Doc 9613, Volume II, Part C, Chapter 5.

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5. RNPx
RNP APCH
 System Performance - Accuracy
 Initial & Intermediate Approach Segments →
 Lateral Total System Error (TSE): 1.0 NM, 95%
 Along‐Track Error: 1.0 NM, 95%
 Final Approach Segment →
 Lateral TSE: 0.30 NM, 95% 1 – 1 – 0.3 ‐ 1
 Along‐Track Error: 0.3 NM, 95%
 Flight Technical Error (FTE) Limits →
 Initial, Intermediate & Missed Approach: FTE < 0.50
NM, 95%
 Final Approach Segment: FTE < 0.25 NM, 95%
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5. RNPx
RNP APCH
 System Performance - Accuracy
 May drive equipment requirements for RNP APCH
operations
 Navigation data displayed on a lateral deviation
display (CDI, (E)HSI, and/or navigation map
display)

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5. RNPx
RNP APCH
 System Performance - Integrity
 Major failure conditions can result in significant reduction in
safety and significant increase in pilot workload
 RNP APCH criteria protects for major failure conditions
 Probability of major failure condition < 1×10‐5
 System Performance - Continuity
 Protects for minor failure condition → if operator can revert
to an alternate navigation system
 If the procedure contains a conventional missed approach:
 The necessary navigation equipment must be installed &
operable
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 Required ground‐based navigation must be available
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5. RNPx
RNP APCH
 Performance Monitoring & Alerting
 During initial, intermediate and missed approach
segments, the RNP system (or RNP system and pilot
in combination) shall alert:
 When the accuracy requirement is not met, or
 When the probability that lateral TSE exceeds 2.0
NM is greater than 1×10‐5
 During the final approach segment, the RNP system (or
RNP system and pilot in combination) shall alert:
 When the accuracy requirement is not met, or
 When the probability that lateral TSE exceeds 0.6
NMHoàng
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5. RNPx
RNP APCH
 On‐Board Performance Monitoring & Alerting
Function
 On‐board performance monitoring and alerting should
comprise:
 Navigation System Error monitoring and alerting, and
 Automatic monitoring of flight technical error (FTE) or
Lateral Deviation Display enabling the flight crew to
monitor FTE

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5. RNPx
RNP AR (Authorization required) APCH
 Characteristics
 Scalability and RF turn capabilities are mandatory in
RNP AR APCH eligibility
 RNP AR APCH vertical navigation performance is based
upon barometric VNAV or SBAS
 RNP AR APCH defined in ICAO Doc 9613, Volume II,
Part C, Chapter 6.

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5. RNPx
RNP AR (Authorization required) APCH
 Characteristics
 RNP AR APCH has lateral accuracy values that can
range below 1 in the terminal and missed approach
segments and essentially scale to RNP 0.3 or lower in
the final approach
 Can have RF leg types in all segments

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5. RNPx
RNP AR (Authorization required) APCH
 Characteristics
 RNP AR APCH provides several types of procedures to
accommodate different aircraft capabilities
 Varying accuracy values (RNP 0.3, RNP 0.1)
 Straight segments only or curved segments (RF)
 RNP APCH or RNP AR APCH missed approach
 These characteristics are indicated on each published
approach

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5. RNPx
RNP AR (Authorization required) APCH
 Capabilities
 Reduced Lateral & Vertical Obstacle
Clearance
 Takes advantage of improved aircraft
performance
 Curved Paths
 Use Radius-to-Fix (RF) legs where &
when appropriate
 RNP AR Missed Approach Guidance
 Enable lower minima where
extraction requires precise guidance
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5. RNPx
RNP AR (Authorization required) APCH
 Applications
 RNP AR APCH can be used to
increase safety and access
where conventional approach
cannot be aligned to runway
 RNP AR APCH can be used to
improve safety and increase
access in mountainous terrain
 RNP AR APCH can be used to
increase access in congested
airspace
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5. RNPx
RNP AR (Authorization required) APCH

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5. RNPx
RNP AR (Authorization required) APCH
Successful RNP Implementation Requires All The
Elements Be Put In Place
Regulatory Airport & Facility Air Traffic Airline Airplane
Capability Capability Capability Capability Capability

+ + + +

= safe and efficient RNP AR operations

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5. RNPx
RNP AR (Authorization required) APCH
Key Elements of
Operational Approval: RNP AR APCH
Operational Approval

Procedure Operational
Design Criteria Procedures
and
Standards

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Equipment/
102
System Standards
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5. RNPx
RNP AR (Authorization required) APCH
 Performance Monitoring & Alerting
 Different from other Navigation Specifications:
 Unique vertical accuracy requirements (based upon
barometric VNAV or SBAS), or
 Unique monitoring and alerting due to reduced
obstacle clearance
 Lateral Accuracy:
 Range of accuracy values (0.1 to 0.3 NM)
 Vertical Accuracy:
 Defines 99.7% of system error in vertical direction

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5. RNPx
RNP AR (Authorization required) APCH
 Performance Monitoring & Alerting

Monitoring and Alerting -

Example

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5. RNPx
RNP AR (Authorization required) APCH
 Performance Monitoring & Alerting
PLAN VIEW

2 RNP 2 RNP

4 RNP Course Centerline

2 RNP 2 RNP

PROFILE VIEW
2xRNP 2xRNP

• ROC / MOC

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5. RNPx
RNP AR (Authorization required) APCH
 Performance Monitoring & Alerting

Cross Section
ROC/MOC
2RNP 2RNP

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5. RNPx
RNP AR (Authorization required) APCH
 Navigation Infrastructure
 Global Navigation Satellite System (GNSS)
 Required to begin any RNP AR APCH
 Inertial Reference Unit (IRU)
 Required for any RNP AR APCH with accuracy value < 0.3
NM or missed approach with RNP <1.0 NM)
 Distance Measuring Equipment (DME)
 DME/DME updating may serve as reversionary mode where
infrastructure and aircraft can provide required missed
approach performance
 VHF Omni-Directional Range (VOR) Stations
 Nguyễn
GVHD: TheNgọc
RNAV system may not use VOR updating
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5. RNPx
RNP AR (Authorization required) APCH
 Key Requirements for RNP AR APCH Less Than RNP-0.3
 No single point of failure can cause loss of guidance required
for the approach
 Aircraft typically require: dual GNSS sensors, dual FMS, dual
air data systems, dual autopilots and a single IRS
 Loss of display of lateral guidance is hazardous
 System performance, monitoring and alerting of vertical errors
consistent with safety objective
 Vertical obstacle clearance reduced with increased lateral
accuracy
 System crosscheck can provide operational mitigation
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5. RNPx
RNP AR (Authorization required) APCH
 Key Requirements for RNP AR (Missed Approach < RNP-1.0)
 When possible, missed approach will use RNAV or
conventional criteria
 Enables participation by more aircraft
 When missed approach requires accuracy value < 1.0 NM
 No single point of failure can cause loss of guidance → dual
equipage (same as RNP AR APCH < 0.3)
 Loss of display of lateral guidance is hazardous
 Must be able to couple Autopilot/Flight Director by 400’ AGL
 Upon loss of GNSS, aircraft must revert to another means of
navigation complying with the navigation accuracy
requirement
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6. SID, STAR & PBN approaches

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6. SID, STAR & PBN approaches

Continuous Descent Operations
 There are two methods for the design of CDO i.e. ‘closed
path’ & ‘open path’ designs.
 Closed path: is whereby the lateral flight track is
predefined up to and including FAF/FAP i.e. STAR is
terminating at a point that defines a part of an
Instrument Approach Procedure (IAP).
 Closed path permits very precise distance planning
allowing FMS to automate optimized descents.

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6. SID, STAR & PBN approaches

Continuous Descent Operations

Sample ‘Closed Path’

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6. SID, STAR & PBN approaches

Continuous Descent Operations
 Open Path: where the procedures finishes before FAF/FAP.
There are two main options for Open path design:
1. Open CDO to downwind i.e. combination of fixed route
with vectoring segment.

2. Vectored CDO i.e. aircraft is entirely vectored and the

pilot is given an estimate of distance to go to runway.
Descent is at pilot discretion.
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6. SID, STAR & PBN approaches

Continuous Descent Operations
Sample ‘Open to Downwind’ STAR
‘Trombone’ concept i.e.
more DTWs (Istanbul
Apt). Coded as common
transition to BA881 and
VM leg to Apt as
Waypoint ID field.

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6. SID, STAR & PBN approaches

Continuous Descent Operations
Sample ‘Open Vectored’ STARs

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6. SID, STAR & PBN approaches

Continuous Descent Operations
‘Point Merge’ Sequencing Method
With this technique, aircraft follow
an RNAV routing including a level
arc segment until receiving a
‘Direct To’ vector to a Merge Point.

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6. SID, STAR & PBN approaches

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6. SID, STAR & PBN approaches

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6. SID, STAR & PBN approaches

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6. SID, STAR & PBN approaches

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6. SID, STAR & PBN approaches

RNAV (GNSS) Approaches and RNAV (RNP)
Approaches
RNP Approach (RNP APCH) procedures are titled RNAV
(GNSS) and offer several lines of minima to accommodate
varying levels of aircraft equipage: either lateral navigation
(LNAV), LNAV/vertical navigation (LNAV/VNAV), Localizer
Performance with Vertical Guidance (LPV), and Localizer
Performance (LP).

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6. SID, STAR & PBN approaches

RNAV (GNSS) Approaches and RNAV (RNP)
Approaches
RNP Authorization Required Approach (RNP AR APCH):
RNP AR APCH procedures are titled RNAV (RNP). These
approaches have stringent equipage and pilot training
standards and require special FAA authorization to fly.
Scalability and RF turn capabilities are mandatory in RNP
AR APCH eligibility

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6. SID, STAR & PBN approaches

RNAV (GNSS) Approaches and RNAV (RNP)
Approaches

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6. SID, STAR & PBN approaches

RNAV (GNSS) Approaches and RNAV (RNP)
Approaches

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6. SID, STAR & PBN approaches IAF: Initial Approach Fix

FAF: Final Approach Fix
RNAV (GNSS) Approaches
IF: Intermediate Fix
T Bar Y Bar
MA: Missed Approach
RF: Radius to Fix
IAF

With RF*
IAF IAF
o
90
o
70
IAF IF IAF
IF/IAF

RF o
FAF FAF 45 FAF

IAF

MA pt MA pt MA pt

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6. SID, STAR & PBN approaches RNP-AR

RNAV (RNP) Approaches RF

FAF
 RNAV (RNP) approaches are more
flexible than RNAV (GNSS)
IAF
approaches but are also more
difficult to navigate. MA pt

 RNAV (RNP) approach referred to

as RNP-AR approaches. IAF: Initial Approach Fix
FAF: Final Approach Fix
IF: Intermediate Fix
MA: Missed Approach
RF: Radius to Fix
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6. SID, STAR & PBN approaches

RNAV (RNP) Approaches
 RNAV(GNSS) is an RNP approach

 RNAV(RNP) is an RNP-AR approach

 Letters in parenthesis are not said in clearance

 RNAV(GNSS) RWY22 and RNAV(RNP)RWY22 are

both cleared as RNAV RWY22 approach.

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6. SID, STAR & PBN approaches

RNAV (RNP) Approaches
 State Letter SP 65/4-13/24 effective 13 NOV 2014
 A one-step eight-year transition period, starting 13
November 2014, is being proposed to allow States
sufficient time to develop a transition plan and to
convert the existing RNAV approach procedures to
RNP by 2022.
 ICAO will issue a new circular (Circ 336 — Circular
on Conversion of RNAV to RNP Approach Chart
Depiction)

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6. SID, STAR & PBN approaches

RNAV (RNP) Approaches
 From 1 December 2022:
 Charts depicting procedures that meet the RNP
APCH navigation specification criteria shall include
the term RNP in the identification (e.g. RNP RWY
23).
 Charts depicting procedures that meet the RNP AR
APCH navigation specification shall include the term
RNP in the identification with a parenthetical suffix
(AR). (e.g. RNP RWY 23 (AR)).

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