Flight Operations Support & Services - The Airline …

1 Flight Operations Support & Services N NE. NW. E. W. SE. SW S. airbus 31707 BLAGNAC CEDEX, FRANCE. CONCEPT DESIGN GDIC. getting to grips with PHOTOS BY airbus . MARCH 2008. PRINTED IN FRANCE. RNP AR. REFERENCE AF071/08. airbus 2008. ALL RIGHTS RESERVED. airbus , ITS LOGO, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M ARE REGISTERED TRADEMARKS. Required Navigation Performance No other intellectual property rights are granted by the delivery of this Publication (hereafter Publication ). than the right to read it, for the sole purpose of with Autorization Required information. This Publication and its content shall not be modified and its images shall not be reproduced without prior written consent of airbus . This Publication and the material it contains shall not, in whole or in part, be sold, rented, distributed or FEBRUARY 2009.

2 Licensed to any third party. The information contained in this Publication may vary over time because of future factors that may affect the accuracy of information herein airbus assumes no obligation to update any information contained in this Publication. When additional information is required, airbus can be contacted to provide further details. airbus , its logo and product names are registered trademarks. airbus shall assume no liability for any damage in connection with the use of this Publication and of the materials it contains, even if airbus has been advised of the likelihood of such damages Foreword Getting to grips with RNP AR. FOREWORD. The purpose of this brochure is to provide airbus aircraft operators with the agreed interpretations of the currently applicable RNP AR regulations.

3 Should any deviation appear between the information provided in this brochure and that published in the applicable AFM, MMEL, FCOM and SB, the information given in above publications shall prevail unless agreement is obtained from the local operational authorities. The brochure's objective is to provide recommendations, which satisfy RNP AR operational and certification requirements in order for an Airline to obtain operational approval from the national operational authorities. All recommendations conform to the current regulatory requirements and are intended to assist the operators in maximizing the cost effectiveness of their Operations . All brochure holders and users are encouraged to forward their questions and suggestions regarding this brochure.

4 Any questions with respect to information contained herein should be directed to: Any questions with respect to information contained herein should be directed to: Main changes from previous edition are highlighted this way: new wording airbus SAS. Flight Operations Support & Services Customer Services Directorate 1, Rond Point Maurice Bellonte, BP 33. 31707 BLAGNAC Cedex FRANCE. Fax: 33 5 61 93 29 68. E-mail: EDITION FEBRUARY 2009. Page 1 of 56. Table of content Getting to grips with RNP AR. TABLE OF CONTENT. 1. Introduction .. 4. 2. Background .. 5. 6. 3. The RNP concept .. 7. Definitions .. 7. The lateral navigation requirements of MASPS ED-75/DO-236 .. 8. The vertical navigation requirements of MASPS ED-75/DO-236 .. 9. Instrument approach procedure design 9.

5 Additional navigation requirements for RNP 11. 4. Certified RNP 15. The basic RNP certification based on MASPS ED75/DO236 .. 15. Limited RNP AR with the basic RNP certification .. 16. Unlimited RNP AR with full RNP AR 16. The demonstrated RNP performance during certification .. 17. Aircraft performance under failure conditions .. 18. 5. The navigation and guidance system design .. 20. Navigation 20. Availability of GPS 20. A/C Position Computation .. 21. GPS PRIMARY and required accuracy .. 22. GPS 24. Navigation alerts .. 24. Flight 25. APP NAV engagement conditions :.. 25. FINAL APP mode engagement conditions (except FMS HWI R1A): .. 26. Managed speed versus selected speed .. 27. Bank angle limitations .. 28. L/DEV and V/DEV monitoring.

6 28. 6. RNP AR Instrument procedures .. 30. RNP AR instrument procedure design .. 30. Page 2 of 56. Table of content Getting to grips with RNP AR. RNP AR procedure charting ..32. 7. RNP AR Operations and 36. RNP AR (SAAAR) instrument procedure evaluation ..36. Normal conditions (no failure) ..36. Go around AP/FD mode ..37. Abnormal conditions ..37. Engine failure ..37. Aircraft OEI climb performance ..38. Aircraft System Navigation Database coding Navigation Database control ..39. TAWS terrain database and Flight path adequacy ..40. RNP AR (SAAAR) operational procedures ..40. Flight Required Equipment ..40. GPS PRIMARY RNP AR Departure ..41. Cockpit preparation ..41. Before takeoff ..42. Takeoff and climb out ..42. Lateral and vertical deviation monitoring.

7 42. RNP AR Approach and Missed Approach ..44. Approach Flying the Missed Approach procedure ..46. Abnormal procedures ..46. Engine failure ..47. Navigation and guidance system failure ..47. RNP Monitoring Program ..48. Maintenance ..48. Flight Crew and Dispatcher Flight crew recurrent training ..50. 8 Operational approval .. 51. airbus operational Support ..53. airbus deliverable ..53. 9 List of 54. Page 3 of 56. 1 - Introduction Getting to grips with RNP AR. 1. INTRODUCTION. The Performance Based Navigation concept allows to optimize the instrument procedure design with the aircraft navigation performance. This concept is used en route, to reduce aircraft separation, and in terminal area to optimize arrival and departure procedures. The utmost development of Performance Based Navigation for approach, missed approach and departure is known under different names.

8 FAA initially referred to RNP SAAAR Operations , SAAAR standing for Special Aircraft and Aircrew Authorization Required. ICAO now refers to RNP Operations with Authorization Required (RNP AR). In this document we will use preferably the acronym RNP AR, instead of RNP SAAAR, which has an equivalent meaning. Compared to standard RNAV approach procedures, the RNP AR approach procedures are characterized by: RNP values NM and/or Curved Flight path before and after the Final Approach Fix (FAF) or Final Approach Point. Protections areas laterally limited to 2xRNP value without any additional buffer. These approach procedures are always designed to be flown with baro-VNAV capability. RNP AR Operations may include missed approach procedures and instrument departures with reduced RNP (<1NM).

9 The RNP AR Operations are accessible to aircraft and operators complying with specific airworthiness and operational requirements. This brochure aims at providing airbus customers with the background information necessary to launch an RNP AR project. Page 4 of 56. Getting to grips with RNP AR 2 - Background 2. BACKGROUND. The RNP concept has already a long history. It has been developed by different organizations (ICAO, FAA, JAA/EASA, RTCA, ) for different types of use. This multi-path history had the unfortunate effect that the acronym RNP (Required Navigation Performance) is related to different definitions with different levels of performance for different uses. To illustrate this situation, we can mention the following uses of the RNP acronym: For enroute and in terminal area, we can see reference to an RNP, which is only a level of navigation accuracy, for example: o RNP 10 in oceanic area o RNP 1 or 2 in terminal area Note: ICAO proposes now to use terms such as RNAV-1, or RNAV-2 for Operations in terminal area with navigation accuracy requirements.

10 RNP definition of the Minimum Aviation System Performance Standards (MASPS). EUROCAE/RTCA ED-75/DO-236. o This definition includes requirements for: Accuracy of navigation, Integrity of containment, Continuity of containment. o Equipment complying with this standard can fly RNP RNAV approach procedures sometimes called RNP RNAV or RNP APCH, or basic RNP. Note: The terminology for this type of approach is still under discussion (early 2008). RNP definition of the FAA SAAAR requirements or ICAO Performance Based Navigation Manual (PBN Manual). o The level of performance goes beyond the requirements of EUROCAE/RTCA. ED75/DO-236 MASPS. o The operational requirements contribute to the overall Target Level of Safety (TLS). The interpretation of this contribution is not harmonized between FAA and EASA.