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#1
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RNP .3 Without GPS
Most RNAV approaches have the notations:
"GPS or RNP - 0.3 required", and "DME/DME RNP - 0.3 not authorized" 1. The "or RNP .3" seems to imply some navigation unit other than gps can have rnp .3 Any idea what? 2. If an FMS with rnp .3 is able to conduct this approach, wouldn't it need a gps input to be that accurate? Surely IRS with dme updating can't be used for any non prec approach? 2. Any approaches where dme/dme rnp .3 IS authorized? Stan |
#2
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#3
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Y'All,
The following is just a small sample of a mix of need to know, nice to know and what to know. The fact that there is also a diagram in the book makes it more understandable. I believe that the .3 RNP level and lower can only be reached with WAAS or LAAS still in the works. RNP stands for Required Navigational Performance. This is described and illustrated on Page 1-13 of the 2004 FAA-H8261-1 Instrrument Procedures Handbook. What follows is just the INTRODUCTION. Test questions will be based on material from subsequent chapters. ---.3RPN is the 3/10 of a nautical mile to each side of the final approach course center line required for aircraft and equipment certification. This is both a performance and functional requirement.for IFR certification ---The total system error (TSE) allowed in the final approach airspace due to navigational system errors (NSE) includes computation errors, display errors and flight technical errors (FTE) must not exceed .3 of a nautical mile to either side of the final approach course center line.as laid out in the ICAO Manual (Doc 9613). These .3 RNP on the final approach course (FAC) and for the following air route areas must be both repeatable and predictable to the declared levels of accuracy. For departure (1.0 RNP), RNP 2.0.enroute, RNP 1.0 termina arrival and RNP 0.3 approach. ---The International Civil Aviation Organization (ICAO) uses RNP type for airspace known as RNP-.0, RNP-4.0, RPN-5.0 and RNP-10.0 The required performance is obtained through a combination of aircraft capability and level of service provided by the navigation infrastructor ---The following equation applies: Aircraft Capability + Level of Service = Access ---RPN 0.3 is the lowest U.S. normal RNAV operation but special procedures procedures use lower RNP levels. Sample questions 1.What parts of the NAS have the same RPN? 2. What factors are included in finding the TSE due to NSE besidesFTE? 3. What part does the air route play in RNAV RNP levels? 4. Where do the ICAO and NAS have common RNPs? 5. How does the RNP 2.0 relate to airway width? |
#4
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Why do you think that .3nm RNP can only be achieved with WAAS or LAAS?
MIke MU-2 "Gene Whitt" wrote in message nk.net... Y'All, The following is just a small sample of a mix of need to know, nice to know and what to know. The fact that there is also a diagram in the book makes it more understandable. I believe that the .3 RNP level and lower can only be reached with WAAS or LAAS still in the works. RNP stands for Required Navigational Performance. This is described and illustrated on Page 1-13 of the 2004 FAA-H8261-1 Instrrument Procedures Handbook. What follows is just the INTRODUCTION. Test questions will be based on material from subsequent chapters. ---.3RPN is the 3/10 of a nautical mile to each side of the final approach course center line required for aircraft and equipment certification. This is both a performance and functional requirement.for IFR certification ---The total system error (TSE) allowed in the final approach airspace due to navigational system errors (NSE) includes computation errors, display errors and flight technical errors (FTE) must not exceed .3 of a nautical mile to either side of the final approach course center line.as laid out in the ICAO Manual (Doc 9613). These .3 RNP on the final approach course (FAC) and for the following air route areas must be both repeatable and predictable to the declared levels of accuracy. For departure (1.0 RNP), RNP 2.0.enroute, RNP 1.0 termina arrival and RNP 0.3 approach. ---The International Civil Aviation Organization (ICAO) uses RNP type for airspace known as RNP-.0, RNP-4.0, RPN-5.0 and RNP-10.0 The required performance is obtained through a combination of aircraft capability and level of service provided by the navigation infrastructor ---The following equation applies: Aircraft Capability + Level of Service = Access ---RPN 0.3 is the lowest U.S. normal RNAV operation but special procedures procedures use lower RNP levels. Sample questions 1.What parts of the NAS have the same RPN? 2. What factors are included in finding the TSE due to NSE besidesFTE? 3. What part does the air route play in RNAV RNP levels? 4. Where do the ICAO and NAS have common RNPs? 5. How does the RNP 2.0 relate to airway width? |
#5
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Gene Whitt wrote: Y'All, The following is just a small sample of a mix of need to know, nice to know and what to know. The fact that there is also a diagram in the book makes it more understandable. I believe that the .3 RNP level and lower can only be reached with WAAS or LAAS still in the works. That is incorrect. Today's RNAV IAPs are considered RNP 0.3 procedures but they don't use linear containment areas. Draft criteria for linear RNP containment area procedures to values as low as 0.10 and optionally using RF/TF legs has been completed by the FAA/Industry PARC (performance-based advanced procedures group) and is awaiting signature from the head shed. WAAS will be required on these procedures only if an LPV glide path is to be designed into the procedure. With BARO VNAV, no WAAS requirement. |
#6
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Y'All,
Tim and Mike are correct in that I was making an assumption as to the accuracy of the GPS RNP-0.3 Minimum Aviation System Performance Specifications (MASPS). As with practically all FAA standards they only establish minimums. The .3 minimums need exist only 95% of the time and they may not be linear but the diagrams used to illustrate the RNPs use lises. (Figure 1-11 on page 1-13) I am not a great believer in the validity of FAA minimums when my flying life is at risk. Gene Whitt |
#7
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Gene Whitt wrote: I am not a great believer in the validity of FAA minimums when my flying life is at risk. Gene Whitt Minimum standards are minimums, such as MDAs and DAs? RNP takes a lot of the determination of system performance away from the FAA and into the hands of the operator. With a well-trained crew in the latest Falcons or Gulfstreams, for instance, it's accurate, has abundant integrety, and far better than anything the FAA has ever offered, except for the better instrument landing systems. |
#9
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wrote: Thanks Tim and Gene for you insights. I'm told Alaska Airlines has rnp .1 approval for some approaches up there. I presume this must be IRS (for smoothing) with gps feed for accuracy. Stan Not sure if this helps but the FAA stood up a site from a 2003 conference at: http://www.faa.gov/arp/aal/2003%20AA...Conference.cfm Note the following two presentations are 50+ and 100+ MB respectively, so d/l-er beware http://www.faa.gov/arp/aal/2003%20FA...ce/NAS/NAS.ppt http://www.faa.gov/arp/aal/2003%20FA...erence/AVN.ppt Regards, Jon |
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