Required Navigation Performance

1. Required Navigation Performance Presented by The Airline Industry

2. Agenda • Overview of RNP • The importance of RNP to industry • Industry progress to date • Industry near term vision • Immediate FAA action requested

3. Required Navigation Performance ANP containment radius • RNP: A statement of navigation performance accuracy for operation in a defined airspace (ICAO doc. 9613) • RNP airspace: Airspace, route(s), and leg(s) where minimum navigation performance requirements (RNP) have been established, and aircraft must meet or exceed that performance to fly in that airspace (RTCA SC181/EUROCAE WG.13) Lateral boundary = 2 X RNP (airspace and obstacle clearance) ANP < 1 X RNP for continued operation RNP and ANP are displayed on FMC CDU

4. Lateral Path Construction Defined airspace is 2 x RNP either side of track centerline 2 x RNP Centerline = track between fixes RW26

5. RNP Leg Types TF DF RF WPT02 WPT02 WPT02 Arc center Unspecified position WPT01 WPT01 Great circle track between two fixes Computed track direct to a fix Constant radius to a fix

6. Vertical Capability WPT Vertical angle (-3.00º) Vertical flight path Speed and altitude constraint at waypoint (170/2460) • 3 parameters for each leg • 1) Waypoint altitude constraint • 2) Vertical angle • 3) Waypoint speed constraint (optional)

7. Air Carrier RNP Operations GPS predictive RAIM Airplane systems FARs & FAA Orders Procedure design criteria Obstacle clearance Airplane performance AIM ATC local flows Environmental impact Flight publications Local WX RNP operations Dispatcher training Topo data sources Geodetic systems and calculations OPS specifications Pilot training ARINC 424 Simulator Engineering Charting and standards Nav data base development ALPA FAA process ATC and Flt Stds

8. Why is RNP Important to the Aviation System • Safety Enhancement • Efficiency/Capacity Improvements • Schedule Integrity • Delay Reduction • Noise Friendly Procedures

9. Fatalities by Accident Categories Fatal Accidents - Worldwide Commercial Jet Fleet - 1988 through 1997 Total Fatalities = 6,792 (6,566 onboard) 1997 fatalities = 684 (all onboard) 462 178 37

10. TAWS and RNPImproved Safety Net for Obstacle Clearance VNAV path contained within TAWS envelope Look-ahead splays +/- 3 degrees Look-ahead distance varies with ground speed and turn rate Starting width = 1/4 nmi Slopes vary with flight path angle Terrain clearance floor VNAV path 700 ft AGL 400 ft AGL 15 nmi 12 nmi 5 nmi 0.5 nmi Runway

11. RNP RNAV called for by CAST • “The plan will direct or encourage the aviation community to:” • “Take advantage of existing aircraft capabilities to improve approach and landing safety to the maximum extent practical, and” • “Transition to use of new and evolving aircraft capabilities that can further improve approach and landing safety at the earliest practical time”

12. RNP RNAV called for by CAST • “The plan will direct or encourage the aviation community to:” • “Take advantage of existing aircraft capabilities to improve approach and landing safety to the maximum extent practical, and” • “Transition to use of new and evolving aircraft capabilities that can further improve approach and landing safety at the earliest practical time” • “In the interest of safety, the industry should discontinue the use of step-down or ‘dive-and-drive’ Non-Precision approach procedures as soon as, and wherever, possible . . .” • “This would include procedures such as the constant rate descent that can be flown by all types of aircraft and use of the modern vertical navigation capability (VNAV) by some existing and most new aircraft types” ~ Controlled Flight Into Terrain (CFIT) Joint Safety Implementation Team (JSIT) Implementation Plan For Precision-Like Approaches, “Statement of Work” (formally accepted by the CAST)

13. FAF (5 to 7 miles from runway) • Landing flaps / configuration LNAV, VNAV flight guidance through missed approach procedure • Landing check complete • Lateral/vertical flight guidance to runway • Autopilot/autothrottle fully available Missed approach Balked landing DA(H) (as low as 250 ft above airport) Substantial Safety EnhancementRNP Enables Stabilized Approaches • Situational awareness improved • Reduces crew workload • Eliminates Dive and Drive (Non-Precision) approaches • Provided a Stabilized Approach with LNAV/VNAV guidance to runway threshold Typical unstabilizednon-precision approach Runway

14. RNP Versus FAA’s RNAV Generic TERPS Final Approach Area RNP 0.15 Containment Zones for Comparison 7:1 transitional surface DA (H) / MAP RNP 0.15 containment zone RNP provides vertical and horizontal guidance to the runway RNAV provides no vertical guidance if an obstacle penetrates the vertical surface resulting in “dive and drive”.

15. RNP Pilot Training • Objectives: Safe operations andpilot confidence • Ground school • Flight Simulator • 2 Approach Types:- ILS or RNP RNAV- Vertical guidance for all approaches • Simplification and commonality of approach profile increases safety

16. Improved schedule reliability New runway directions available for use Lower landing minimums Improved airport and airspace system capacity Fewer missed approaches Yielding Fuel savings Time savings Improved customer satisfaction Efficiency/Capacity Benefits

17. Efficiency Improvements Achieved • Minima below that of ground based equipment at 4 Alaskan Airports • Approaches to runways that can or not be served with ground based equipment at 6 Alaskan Airports • 65 flights to Juneau in the first 9 months of 2001 were “saved” by RNP

18. Supports FAA’s OEP • Less airspace needed per operation • Independent parallel approaches possible to runways separated by 2500 feet.

25. RNP Capability Today • 7500 or 45 % are RNP capable globally • + 50 % in US are RNP capable • 85% Continental • 70% Alaska • 70% American • 50% United • 40% US Airways

26. Past Impediments to Progress Are Disappearing • Airline perspective: FAA is not sufficiently supporting RNP • Lack of understanding (both government and industry) of RNP capability and safety enhancements • Benefits not realized with FAA’s RNAV • Mixed equipage, but this is rapidly diminishing • Resistance to change, but FAA leadership can overcome this

27. Specific FAA Action Requested • Adapt Alaska’s 737 RNP criteria to create FAA approved generalized RNP Approach Design criteria for all carriers • Continue DCA special procedure development • Document lessons learned • Develop public criteria • Develop public procedures

28. Summary • Many planes are RNP capable and manufacturers continue to deliver more- Airworthiness approval is documented in AFM for terminal/approach use • Many airlines are ready to use this capability- Ops Specs for RNAV have been issued • This expensive capability is already paid for, (May-96 first revenue flight) • Air carriers already invested, equipped, trained, ready to fly • Immediate safety, delay reduction and economic benefits are available

29. Conclusion • Opportunity to facilitate leadership in the U.S. and global air transport industry • RNP is unique in its impact (benefits) and changeability (ease of implementation) Changeability/Impact Matrix RNP High Changeability Low Low High Impact

30. The End