Professional Documents
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Discussion Objectives
Discuss current RNAV status US and Europe Provide safety-related background information Provide an understanding of basic RNP/ANP concepts and operations Provide an understanding of VNAV approach selection, execution and related topics
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RNP/ANP Operations
Definitions Why RNP? RNP vs ANP Airplane capability RNP/ANP displays and entries Crew Alerting summary
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Definitions
RNP Required Navigation Performance. Specified navigation accuracy for a route or departure/approach procedure in NM units Enroute RNPs usually 2.0 or greater Approach RNPs can be as low as 0.11 ANP Actual Navigation Performance The FMC calculated certainty of the airplanes position in NM units There is a 95% probability that the airplane is within the displayed ANP
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Why RNP?
Required Navigation Performance, or RNP, was developed as a method for certifying the navigation certainty for RNAV systems that can use multiple sensors for position updating RNP is used as a criteria for design of terminal area procedures and en-route segments RNP relates to obstacle clearance and/or traffic separation criteria
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ANP (NM)
RNAV route
The Boeing Company
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FMC-provided RNPs
The FMC provides the RNP for the current route segment or terminal area procedure from the navigation data base if available If no RNP is available from the navigation data base, the FMC provides a default value according to the current phase of navigation: Approach 0.5 or 0.3 NM Terminal (below 15,000) 1.0 NM En-route (domestic) 2.0 NM Oceanic 12.0 NM The operator may select different default values If no RNP is specified for a route segment or terminal area procedure, the FMC default value is normally acceptable
The Boeing Company
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RW12 MA12
170/1050 170/1190
A GP angle shown on the LEGS page for the final approach segment
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FAF
3. 0 0
RW12 50 ft.
The Boeing Company
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GP Flyoff Example
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Asia/Pacific 639/90%
Based on an informal navigation data base survey Jeppesen is in the process of recoding all non-ILS approaches
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Prior Prior to to approach approach Select Select approach approach procedure procedure Verify/enter Verify/enter RNP RNP (FAF) (FAF)
Final Final descent descent and and at at least least 300 300 below below MAP MAP Altitude Altitude Set Set missed missed approach approach altitude altitude At At DA DA (or (or MDA MDA + + 50 50 feet) feet) Disengage Disengage Autopilot/Autothrottle Autopilot/Autothrottle or or Go-Around Go-Around (RWXX (RWXX or or MXXX) MXXX)
Approx Approx 2 2 NM NM prior prior to to FAF FAF Set Set MDA/DA MDA/DA Verify/select Verify/select roll roll mode mode (LNAV, (LNAV, or or other) other) Select Select VNAV VNAV (VNAV (VNAV PTH) PTH) & & speed speed intervention intervention Autopilot Autopilot engaged engaged
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Prior Prior to to approach approach Select Select approach approach procedure procedure Verify/enter Verify/enter RNP RNP (FAF) (FAF)
Approaching Approaching MDA/DA MDA/DA Set Set missed missed approach approach altitude altitude Disengage Disengage Autopilot/Autothrottle Autopilot/Autothrottle At At DA DA (or (or MDA MDA + + 50 50 feet) feet) Continue Continue to to landing landing or or Go-Around Go-Around (RWXX (RWXX or or MXXX) MXXX)
Approx Approx 2 2 NM NM prior prior to to FAF FAF Set Set MDA/DA MDA/DA Verify/select Verify/select roll roll mode mode (LNAV, (LNAV, or or other) other) Select Select VNAV VNAV (VNAV (VNAV PTH) PTH) & & speed speed intervention intervention Autopilot Autopilot engaged engaged
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Approach Example
Autopilot Use
Autopilot use is recommended on VNAV approaches Experience has shown autopilot use on non-ILS approaches to be beneficial Better vertical and lateral path tracking Lower workload Less possibility of below path excursions
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R-
12 0
R-
0 0 2
GPS position
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On-Approach Logic
Criteria met for all airplanes using the published Boeing VNAV procedure Raises the alerting level to Caution for UNABLE RNP Causes the RNP to change to approach RNP if not manually entered Permits selection of the missed approach altitude and continued descent in VNAV PTH (except 737 classic)
Speed intervention is enabled in VNAV PTH mode
For VOR approaches, the FMC auto-tunes the VOR and automatically inserts the final approach course on the NAV RAD page and on the navigation display
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Pilot-Constructed Approaches
Navigation data base selection is required for RNAV and GPS approaches Approaches from the navigation data base are preferred for other types of approaches If no navigation data base approach is available and time permits, a manually constructed approach may be flown using LNAV provided: Navigation data base waypoints and the RW waypoint are used VOR, DME or other raw data is used as the primary navigation reference for the approach
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Correction
3. 0
50 ft. RW12
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System failures
With dual navigation systems most single navigation system failures will not result in an UNABLE RNP alert or otherwise prevent an approach from being flown Loss of a single FMC or GPS receiver will not affect ANP If operating with a single updating sensor (such as GPS or DME if GPS is not being used) or a single FMC there must be a nonFMC means of navigation available for the approach and missed approach: Radar vectors, or VOR, or NDB, etc.
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Summary
RNAV/RNP operations can be a significant operational advantage to most airlines Increased payload by creative procedure design More reliable airport access thru lower minima Possibility to eliminate problem approaches LNAV/VNAV PTH operations are becoming the best way to conduct non-ILS operations Better control of lateral and vertical path Lower minima Lower workload; easier to fly & stabilize
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