Airbus Flight Instructor Seminar Budapest 2011

RNP / RNP AR Approaches

Presented by
Capt. Matthias Maeder / Flight Crew Training Policy - Legacy
Airbus Flight Instructor Seminar Budapest 2011 June 2011

Content
• Introduction

• Benefits of RNP AR versus Circling Approach

• Conclusion

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

Airbus Flight Instructor Seminar Budapest 2011 June 2011

Content
• Introduction

• Safety Benefits RNP AR versus Circling Approach

• Conclusion

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

Airbus Flight Instructor Seminar Budapest 2011 June 2011

Introduction

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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Airbus Flight Instructor Seminar Budapest 2011 June 2011

Introduction
• RNP stands for Required Navigation Performance

• Navigation accuracy On Board

RNP = • On board containment integrity
• Continuity of RNP capability
+ Performance
Monitoring and
Alerting
(OBPMA)

• The RNP “X” value designates the lateral performance required

associated with a procedure.

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Airbus Flight Instructor Seminar Budapest 2011 June 2011

Introduction
• ICAO Document 9613 – PBN Manual
Performance Based Navigation 
(PBN)

RNAV  RNP
Navigation specifications  Navigation specifications 

Without Perf. Monitoring and Alerting System With Perf. Monitoring and Alerting System

EN-ROUTE TERMINAL
EN-ROUTE TERMINAL APPROACH
RNAV 10 RNAV 1
RNP4 RNP1 RNP APCH
RNAV 5 RNAV 2 RNP AR APCH

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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Airbus Flight Instructor Seminar Budapest 2011 June 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)

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Airbus Flight Instructor Seminar Budapest 2011 June 2011

Introduction

RNP APCH RNP AR 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)

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 Airbus Flight Instructor Seminar Budapest 2011 June 2011

Introduction – Ali (ZUAL), China - ELEV 14.022 ft

Final Approach Point (FAP)

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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

Airbus Flight Instructor Seminar Budapest 2011 June 2011

Content
• Introduction

• Benefits of RNP AR versus Circling Approach

• Conclusion

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

Airbus Flight Instructor Seminar Budapest 2011 June 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

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• Reduces workload compared to a circling approach

Airbus Flight Instructor Seminar Budapest 2011 June 2011

Safety Benefits RNP AR versus Circling Approach

• Stabilized approaches – Constant Descent Final Angle (CDFA)
concept

Extract VOR
Approach RWY 02
Kathmandu

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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Airbus Flight Instructor Seminar Budapest 2011 June 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)

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Airbus Flight Instructor Seminar Budapest 2011 June 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

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

Airbus Flight Instructor Seminar Budapest 2011 June 2011

Content
• Introduction

• Safety Benefits RNP AR versus Circling Approach

• Conclusion

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

Airbus Flight Instructor Seminar Budapest 2011 June 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

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

Airbus Flight Instructor Seminar Budapest 2011 June 2011

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