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Donald P. Pate, Manager

Flight Procedure Standards Branch
RNAV in Terminal Area Workshop
Luxembourg, Luxembourg
4-6 November 2003
RNAV Approaches
FAA Experiences and Future Plans
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Vision Statement: Navigation
in the NAS will Transition to
a Performance-Based System
Navigation based on Multi-Sensor RNAV
Systems:
GPS, GPS/WAAS, GPS/LAAS
Multi-Sensor FMS RNAV, RNP-RNAV

Multi-Sensor Based Navigable Airspace Designated
by: Required Navigation Performance (RNP)

Goal
RNAV Wherever Possible
RNP Where Additional Benefits Exist
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Strategy
Performance-Based RNAV Approaches
LNAV Minima (ICAO NPA)
LNAV/VNAV Minima (ICAO APV)
LPV Minima (ICAO APV)
RNP Approaches
Public RNP-0.3 Minima (ICAO APV)
SAAAR (ICAO APV)
ILS and GLS Approaches (ICAO PA)

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RNAV Benefits
Improve NAS efficiency
Point-to-point navigation
Enhance en route flexibility
Improve terminal navigation
Increase utilization of currently equipped
RNAV aircraft
Current Air Carrier fleet:
Business Aircraft: Significant RNAV
Capability
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Benefits (CONTINUED)
Increase 3-D Approach Capability
Provide stabilized final approach
Address NPA CFIT accident rate
5 Times greater than precision approach

Increase IFR Service to Helicopter
Operations
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Provide Alternative To
Non-Precision Approach Procedures
Design NPAs with 3 final approach segments
Publish vertical descent angle on existing
procedures
Publish new LNAV/VNAV procedures to DA
Develop and publish WAAS and LAAS precision
approach procedures

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RNAV (GPS) Approaches
Over 700 RNAV (GPS) procedures published
LNAV/VNAV Minima
Supports safety objective
Producing 300-350 RNAV (GPS) procedures per
year
Plan to implement to all eligible IFR runway ends
Investigating authorizing DME/DME(/inertial)
RNP-0.3 aircraft to utilize procedures
Parenthetical GPS indicates acceptable system, not
required system
Performance-based approach
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DME/DME
Implementation
Coverage issues
Baseline FMS definition
Likely to require inertial integration
Ensure do not use erroneous VOR signals
Extended Service Volumes
DME Coverage Modeling
Q-Routes Similar Issues
Facility issues
Coaxial collocation of VOR & DME
Whenever possible, maintenance to remove signal
under test

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Transition to RNAV
GPS Overlays (or GPS)
Converted thousands of procedures in 1994
Many already converted to GPS procedures
Remaining will be converted to RNAV (GPS) during
periodic review
GPS Approaches (GPS)
Simple design, eliminated need for computer-
navigation fix
Started production in 1994, ended when RNAV
criteria become available
Thousands of published approaches
All will be converted to RNAV (GPS) approaches


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WAAS-Wide Area Augmentation
System, FAAs Satellite Based
Augmentation Systems (SBAS)
Commissioned 10 July 2003
Access to all RNAV (GPS)
approaches with LNAV/VNAV
Minima
First LPVs Published 4 September
2003
Plan to be folded into RNAV(GPS)
production
Significant Safety Gain at Airports
Currently Served by Nonprecision
Approaches Only
WAAS / APVs
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Performance Comparison
LNAV/VNAV (556 m by 50 m)
LPV (40 m by 50 m)
GLS (40 m by 12 m)
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RNP-Required Navigation Performance
Terminal Procedures for RNP Instrument
Approach Criteria (FAA Order 8260.51)
Published in December 2002
Revision Being Developed in Coordination
with the Aviation Industry (FAA Order
8260.51A)
TAOARC
Will Include SAAAR
Mature Criteria and Initial Specials Approval- 2004

Required Navigation
Performance (RNP)
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RNP Approaches
Proposed Path to Implementation
Public procedures not requiring special authorization
Public procedures requiring special authorization
Similar to ILS Cat II/III (Special aircrew qualifications)
Special procedures
TERPS development (criteria) to support these
levels.
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RNP TERPS
Standard is RNP 1 for Initial, Final and MAP
RNP-0.3 is Standard on Final approach obstacle
clearance
Smaller RNP Available under SAAAR
Assessment will be based on linear areas
Public (non-SAAAR) : 2x Primary plus transition
surface
Transition surface provides operational mitigation for
extraction after alerting at 2xRNP & to meet target level of
safety
SAAAR : 2xRNP Primary area
Applicant responsible to demonstrate aircraft stays within
area after alerting and to meet target level of safety
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RNP vs Standard TERPS
Primary Areas

Blue Line - Standard Area
Red Line - RNP Area
(SAAAR RNP-0.3)
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Example of RNP Surfaces
Under SAAAR
Course
Centerline
2 RNP
6 RNP
Scale exaggerated
for emphasis
2 RNP
1 RNP
1 RNP
ROC
2RNP 2RNP
CROSS SECTION
1RNP 1RNP
Course
Centerline
2 RNP
2 RNP
4 RNP
ROC
2RNP 2RNP
CROSS SECTION
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Proposed RF Turn Obstacle
Clearance Under SAAAR
ROC
2RNP 2RNP
CROSS SECTION
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Tools in the Tool Box
ILS or LPV
Angular TERPS
Demonstrated manual
control using raw CDI/VDI
Very tight performance (at
runway threshold)
Ideal for:
Manual flight
Controlling obstacle close
to runway end
RNP
Linear TERPS
Large RNP demonstrated
for manual control using
raw data
Small RNP demonstrated
using autopilot
Ideal for:
Autopilot/flight director
Controlling obstacle close
to centerline & not near
runway end
Resolving airspace issues