Airbus RNP

Implementing RNP, Toulouse October 4 and 5 2005

Presented by:

Capt. Michel BRANDT Deputy Vice President Flight Operations Support & Services

Airbus RNP Operations

Contents

 RNP

Enroute and in Terminal Area

 RNAV  RNP

in approach

SAAAR

RNP<0.3 . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

Certification

Operational

 International  Conclusion

Evaluation/Approval

Standardization

RNP RNAV Enroute and in Terminal Area

RNP Enroute

Q-1 Q-7 Q-3 Q5

Q-9 Q-11

. t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

Q-13

RNP 10 in oceanic and remote area: • With time limitation in IRS ONLY for aircraft without GPS • No time limitation with GPS

RNP 4 (2) in oceanic and remote area: • GPS required RNP Enroute continental: • European B-RNAV (5 NM accuracy) • US RNAV routes (Q-routes) 2 NM accuracy

Source FAA

All Airbus with an FMS can fly these routes

RNAV in Terminal Area

RNAV Instrument procedures requiring P-RNAV Capability (1 NM accuracy) 

Compliance with JAA TGL 10

US RNAV SIDs and STARS • Type A (2 NM accuracy) . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

• Type B (1 NM accuracy) • Compliance with FAA AC 90 -100 Both

TGL 10 and AC 90-100 have

Airworthiness Operational

and

requirements

RNAV in Terminal Area


All Airbus with an FMS comply with the airworthiness requirements of TGL 10 and AC 90-100

RNAV in Terminal Area 

The radio navaid infrastructure supports the required Navigation Accuracy level – It is not the Operator’s duty to verify the adequacy of radio navaid – It coverage – Inadequate radio navaid coverage should be notified by NOTAM or – Inadequate on the instrument procedure chart GPS required 

GPS acceptable if TSO C 129A certified – All – All Airbus with GPS comply




Single or Dual RNAV system – Single – Single system acceptable, unless flight path below area MSA or/and (?) no radar coverage (TGL 10) – Should – Should be stated on the instrument procedure chart

RNAV in Terminal Area 

Operational Approval: Aircraft capability



– Stated – Stated in the AFM

Crew documentation



– OPS – OPS Manual based on FCOM – MEL – MEL

Crew training

 . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

– RNAV – RNAV system knowledge – Briefing – Briefing on RNP RNAV

Navigation database integrity



– Approved – Approved database suppliers – Operator’s – Operator’s validation

Navigation Database validation was the main challenge to deploy P-RNAV. The main database providers are now ED76/D0200A compliant

RNAV in approach

RNAV in approach



RNAV (GNSS) “Sensor related”



RNP RNAV “Performance related” – RNP – RNP 0.3, – Straight – Straight final segment



DA as as lo low as 250 ft AGL with wi th FI FINA NAL L APP APP mode mode (LNAV/VNAV ) guidance


A large part of the Airbus world fleets can fly instrument approach procedures published under ICAO PANS OPS (or TERPS) criteria. A lot of destinations could benefit from the implementation of such procedures.

The Advantages of RNAV Approaches F FACF ACF

IF

FAF

C TF

SDF

[[RW27] MAP]

C TF

[MAP] [RW27]


MDA DA -3°

• Approach on runway axis

• Final descent at a constant Flight Path Angle to a DA • Stabilized approach leading 50 ft above runway threshold • Accuracy of navigation

The Advantages of RNAV Approaches FACF

IF

FAF

TF

[RW27]

TF

[RW27]

-3°


• All Airbus with an FMS and GPS are capable to fly such RNAV Approaches Since mid-80’s, Airbus promotes a constant slope NPA rather than step-down (“dive and drive”) procedures This is in line with the CDFA concept (NPA OPS-41)

• All Airbus with FMS 2 can fly in addition RF legs

RNAV RNA V in Appr Approach oach - Oper Operatio ational nal Appr Approval oval 

Generic Approval for RNP 0.3 RNAV or RNAV(GNSS) (PANS OPS) 

Crew Procedures – FCOM – FCOM SOP

Dispatch Requirements

 

Crew Training – Briefing – Briefing on RNP RNAV – Navigation – Navigation system knowledge (known (known by all Airbus pilots) pilots)


– Use – Use of RNAV navigation system (known (known by all Airbus pilots) pilots) 

Training on FINAL APP mode

Documentation update

Navigation Database Navigation Database Integrity validation by the Operators must be clarified by EASA AMC 20 XZ 

RNAV in Approach 



It is now time to take benefit of Airbus aircraft RNAV capabilities in approach “PANS OPS” straight in RNP 0.3 RNAV or RNAV(GNSS) approaches can easily be implemented: Deletion of circling procedures



Deletion of “old style” NPAs




Access to new destinations



RNP SAAAR

RNP RN P SA SAAA AAR R - Ba Back ckgr groun ound d 

On many destinations, opportunities exist in Approach, and Missed Approach – For – For Lower RNP values – For – For Curved Approaches / Missed Approaches

Opportunities provided to Operators satisfying SAAAR (Special Aircrew and Aircraft Authorization Required)



RNP RNAV or Containment Based RNAV procedures


– Links – Links RNAV airspace design to Aircraft Performance

2 x RNP

ROC based on VEB

RNP RN P SAA SAAAR AR - Ba Backg ckgro round und



RNP SAAAR benefits: Reduce minima



More efficient and Predictable Air Traffic Management:



– De-conflicting – De-conflicting adjacent airports – Better access to simultaneous parallel runway or converging – Better runway approaches

Optimize noise abatement procedures in sensitive areas


RNP<0.3 Single Aisle Certification



To anticipate Airbus customers’ needs: Target RNP 0.1



A318, A319, A320 have been certified for RNP as low as 0.15 with Honeywell FMS 2 

Demonstrations are in progress for other aircraft types and/or FMS vendors 


RNP SAAAR constraints



RNP SAAAR constraints: Operational evaluation of each instrument procedure



Special flight crew training



Specific operational approval



National Authorities need to approve FAA SAAAR criteria or develop their own criteria




RNP SAAAR Project

AIRBUS RNAV-RNP< 0.3 Certification with EASA/FAA


• Aircraft

performance • Fly-ability checks • Flight crew procedures • Crew training • Documentation

Approach Procedure Designer

AIRLINE Operational Approval with the support of Airbus and the Procedure Designer

• Approach

design • Approach charts • Nav. Database coding • Nav. Database integrity • Procedure maintenance

Navigation Database Validation Charts

Procedure design

Data Supplier

ARINC 424 “master” file

Approved Suppliers FMS Database Processing . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

Approved Suppliers

FMS

Packed Data

Operator validation and crew check

RNP RN P SAAA SAAAR R - Air Airbus bus Del Deliver iverable ables s 

RNP 0.3 SAAAR Capability and Operational Compliance Document, or the Airworthiness Compliance Document for RNP<0.3 Aims to be used by Operators to support operational approval



Provides all relevant information for safe operation of RNP SAAAR




Summarizes:



– Airworthiness – Airworthiness Assessment – Assumptions & Limitations that should be considered in the – Assumptions operational evaluation – Assumptions & Limitations that should be considered for the – Assumptions instrument approach procedure design

International Standardisation Current Situation and Perspectives

International standardisation - Current 

situation and perspectiv perspectives es

Instrument procedures design criteria: ICAO

RNP RNAV Procedure (PANS OPS) available for RNP 0.3 - ICAO RNP SORSG meetings: Objective




: to standardize a new approach type for RNP < 0.3

Aircraft airworthiness and operational requirements: EASA

(European Aviation Safety Agency) aims at standardisation across European countries and harmonization with FAA - AMC20-XZ in progress

AIRBUS intent is to be compliant with AMC 20 XZ

International standardisation - Current



situation and perspectiv perspectives es

Area where EASA-FAA harmonisation is urgently needed: Understanding of the overall safety objectives



– ED75/DO236 – ED75/DO236 Airworthiness Criteria – Use of operational mitigation means to reach the required – Use objective

Clarification on the line of demarcation between the airworthiness approval and operational approval




Methods for the assessment of operational mitigation means



Demonstration methods for Flight Technical Error assessment



– How the engine failure needs to be taken into account in the – How performance demonstration

Conclusions  A large part of the Airbus fleet has the capacity to benefit from cost-effective RNAV(GNSS) or RNP RNAV approach implementation

 Airbus is already involved in RNP SAAAR projects with several Airlines

 Airbus will anticipate the future developments of RNP RNAV . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

Operations, and other approach and landing means, to optimize the Airbus aircraft capabilities through R&T projects such as Optimal (www.optimal.isdefe.es (www.optimal.isdefe.es))

Conclusions For authorities and airspace administrations:

 Deploy in priority P-RNAV and RNAV(GNSS) or RNP 0.3 RNAV straight-in (PAN OPS)

 RNP SAAAR (or equivalent) to be used only when an operational benefit can be achieved . t n e m u c o d y r a t e i r p o r p d n a l a i t n e d i f n o C . d e v r e s e r s t h g i r l l A . S . A . S 5 0 0 2 S U B R I A ©

 Develop ICAO standards similar to SAAAR, harmonized with FAA “Public” SAAAR

 Harmonize regulations between Europe and USA


Questions ?

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Airbus RNP

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