Matthias MAEDER

Senior Director Flight Operations Support

Airbus Training India Pvt. Ltd.

Performance Based
Navigation: RNP and
RNP AR Approaches

1. Introduction
Performance Based Navigation procedures similar to those used on
(PBN) is becoming more estab-
lished in worldwide operations. It
precision approaches.
2. Evolution of
includes approaches called RNP
This article first describes how the
performance of non-precision ap- Non-Precision
APCH and RNP AR APCH, where
RNP stands for Required Navigation
proaches has evolved over time; Approaches
from the step down procedures to the
Performance, APCH is simply an ab- Constant Descent Final Approach Advances in technology have
breviation for Approach and AR for (CDFA) concept and finally how this modified the way non-precision ap-
Authorization Required. evolution has led to RNP solutions proaches can be flown:
and associated benefits. q The first technological step in-
RNP and RNP AR procedures al- volved the move from the traditional
low crews to fly approaches using step down approaches (also known
All Airbus Fly-By-Wire (FBW) air-
internal and very accurate navigation as “dive-and-drive” approaches)
craft equipped with GPS are currently
tools, instead of traditionally using to the CDFA concept, and the use
certified for RNP approaches, which
external guidance aids. They also of FMS systems to compute, then
will constitute the majority of cases.
allow the replacement of visual and guide on the lateral and vertical ap-
RNP AR capability will usually be
circling approaches by instrument proach paths.
necessary in marginal cases, where
approaches, thereby enhancing the extra flexibility in approach design q 
The second step implied the
safety of airline operations. They are is needed. This will be illustrated by change over to RNAV/RNP ap-
non-precision approaches although the following article in this magazine, proaches, primarily thanks to the in-
they provide the crews with cues and dedicated to RNP AR operation. troduction of GPS to civil aviation.

Safety first #16 July 2013 - 1/5

Safety

2.1 Step Down Non-Precision q The aircraft reaches MDA(H) in 2.2 Constant Angle Non-Precision
Approaches quasi-level flight either before or af- Approaches (CDFA) concept
The non-precision nature of the ap- ter the Visual Descent Point (VDP). The CDFA concept addresses the
proach is characterized by the poor Consequently, the acquisition of vis- key drawbacks of the step down
embodiment of the vertical path of ual references is affected by the pitch procedure, mainly because the de-
the final approach. At the Final Ap- attitude of the aircraft. This pitch is scent angle is constant throughout
proach Fix (FAF), the crew might significantly greater than the nomi- the final approach (fig. 2), allowing:
be provided only with an assigned nal pitch attitude observed when the
aircraft is established on an e.g. -3° q A stabilized final approach: pitch
altitude and a distance to the Missed
Approach Point (MAP). Thus, the approach descent angle. This affects attitude, speed, thrust and pitch trim
crew awareness of the aircraft po- the perspective view of the runway. remain constant. The monitoring of
sition versus the intended vertical the vertical flight path during the ap-
q When acquiring visual references
flight path of the final approach is proach is simple and continuous.
beyond the VDP, the pilot might be
quite low (fig. 1). tempted to continue the final ap- q A smooth transition from instru-
This traditional step-down approach proach visually, which will result in ment to visual flying, as the aircraft
technique has the following draw- a high descent rate during the visual is established on a descent angle (e.g.
backs: segment of the approach. 3°) and the crew keeps a constant
perspective view of the runway.
q The aircraft never stabilizes during q The monitoring/advising task in
the final approach. The pitch attitude these approaches is also very high q A safe approach up to the landing
needs to be changed even at low alti- but remains a critical element of a as the go-around decision is taken at
tudes, thus the thrust and pitch have successful approach. the VDP, which is on the flight plan.
to be continuously adjusted. and therefore minimizes the risk of:
q 
Controlled Flight Into Terrain
(CFIT)
Decision at Visual Descent Point (VDP): q Landing short
- Descent from VDP q Runway Excursion due to land-
or ing long
- Go-Around The move from the step down to
the CDFA concept was made pos-
sible thanks to Flight Management
V M System (FMS) features, which are
currently available on all Airbus air-
MDA(H) craft by the use of TRK/V/S, TRK/
FPA, FINAL APP or FLS modes,
when applicable.
FAF VDP MAP
3. RNP AND RNP AR
Figure 1
Traditional step down NPA
APPROACHES
The CDFA concept was further
adapted by RNAV (aRea NAVi-
2500’ Decision before MDA (H) / VDP or DA(H)/VDP: gation) approaches, which are
- Descent from VDP described by a series of point-to-
or point trajectories where each point
- Go-Around may be defined either by a bear-
1670’ ing / distance to reference ground
navigation aids (VOR – DME) or
V M by a geographic position defined
MDA(H) as a latitude / longitude. An alti-
or DA(H) tude constraint is assigned to each
waypoint. Therefore, RNAV ap-
proaches define both a lateral and
FAF D5.0 VDP MAP a vertical trajectory.
The ICAO Document n° 9613 – PBN
Figure 2 Manual - describes the navigation
NPA flown using the CDFA concept specifications for RNAV and RNP.

Safety first #16 July 2013 - 2/5

33 3

3° 6.6
CAT. A B C D CI512

- © 2010for QU
°
5500APPROACH-RWY27
9000
10° AD GNSS
ELEVHolding
: 30, THR ELEV : 30 (1 hPa) RNAV(GNSS)-
30' Max IAS : 240 kt GNSS Holding
ATIS:
Max Cochin Information
Protection Altitude: 126.2

in SYS-Proc
Max IAS : 220
Forktuncompensated BARO-VNAV system :

14
APP: Cochin
14000' Approach
(1013 hPa) 119.75 - 121.5 CI510 VAR 3°W (10)
Max Protection Altitude:

3° 7
Minimum Temperature +5°C
TWR: Cochin TowerIAF118.8 - 121.5 5500
11000' (1013hPa) IAF

.3

for QUOVADIS/AIRBUS
CI540 CI538 CI516
4700 IAF 30

153
6500

870
4700 NM CI514 2000 FT

: by ENAC/CGx-AERO
For CTR (D) COCHIN CI520
095 ° regulation,09
Max IAS 220kt during the

0
°
5° CI5200 4000 FT

14
FL 145 A
CAT. : A B C D 100° 8700
4700approach except other ATC clearance.

3° 5.6
17.8

1m
SFC

in
18.6

3.3207°
14
33 3

3° 6.6
CI512
AD ELEV
10° : 4395, THR ELEV : 4318 (148
CIA 113hPa)
1 min
RNAV (RN

°
GNSS Holding 9000
CI508 CI506

158 5.0
275° 5500 4700

3.2207°
Max IAS : 240 kt Ch 77 Y
GNSS Holding 4700

°
30'
APP : 120.6 31
Max Protection Altitude: AUTHORIZATION Max IASREQUIRED

in SYS-Proc
2 Max IAS : 220 kt Max IAS

14
20 °

TWR : 118.1 14000' (1013 hPa) Max Protection 
Altitude: 220ktCI510 220kt

3° 7
.5
FAF -10°C AR

207
RNP and RNP AR approaches are 5500

5.0 201°
Minimum Temperature:

design and charting

GND : 121.9 IAF 11000' (1013hPa) IFIAF

.3
CI540 (177) CI502 CI516
CI538 187 CI504
basically defined as RNAV ap- 4700 4700 (157) 3000
CI514 3800 6500
5 NM 25CN I504M

: by ENAC/CGx-AERO
A 2S A 905°KT 10°
proaches within a performance S 09 5°

14
5200
M M M 271° 100° Max IAS

3° 5.6
4700 17.8 5.2
13 10' 9.2 271° 220kt
based navigation concept. The 5° 21100 6.6 18.6271°

3.3207°
°
240
55 ° 1 min
8500' 210 IAF
main difference is that they do not 3000 5300 2 CIA 113 MAPT (180) CI508 CI506
CI530

158 5.0
10500 22907°5°
CI5506500' 4700

3.2207°
require ground facilities for navi- Ch 77 Y RW27 4700

°
5800
31 Max IAS

10.0
Max IAS

Procedure
2 Max IAS Max
20 ° 4500' 220ktIAS


gation as they use the navigation 240kt

0° 220kt


0 5 11600 .5 
207 FAF 220kt

5.0 201°

337

Procedure design and charting

VO D-172A (177) CI502 IF
performance of the aircraft. This 5 N M VOR 40000 187

°
2 3000 CI504
10° SA 2C5I N M CI5 SFC (157)
3800 DARKE 5.9
means that the aircraft is able to SA 10° 10 NM ARP

180°
40

A
00' 3600 M 271° Max IAS
5.2
fly the RNAV approach trajectory 6500 10' 9.2 27 1° 220kt

337
11 ° 6.6 27 1 °
240

580
GNSS 210 Holding IAF

°
meeting a required navigation per- 270°

NM
090°

1m

0
3000 5300 6312 VO R-191A 2000 MAPT (180) CI530

157
in
CI550 SFC Max IAS : 220 kt
formance, where the RNP value, 5600 290° RW27 5800

°
Max IAS Max Protection °

10.0
2500 PIPRA 30 Max IAS
e.g. RNP 0.3, designates the lateral 076° 00'18.2
240kt Altitude: 12000' (1013 hPa) 076°2 40'.0
360°
27° 076° 20' 220kt
4100 12

337
VO D-172A
navigational performance required 5ftN M V OR 40000 KTM 11

°
Trans. Alt. : 11000 2 IF
40' 10° SA CI SFC 6801 6772 CI504 3800
associated with a procedure (in 30 10 NM ARP
180°
MAPT 6 FAF Ch 79
M

A
00' 3600 6500 6.6 ° SDF 271°
CAT. : A B C D - VNKT (3770)

337 00
Missed Approach: RW27 5322CI502 3000
nautical miles). 11
Kathmandu

58
 
GNSS(2970)Holding

°
270° NM
090° KT614

1m
2000
ADtheELEV fol-: 4395, THR ELEV Climb up:to4318 (148 hPa) VO R-191A
- APPROACH 8530- RWY02

157
Holding entry protected

in
This is achieved by adding CI550 (Mag track 271°), KT613 Max IAS : 220 kt
5600 1030 271° SFC RNAV (RNP)

°
then turn alongright2500tothe
CI540RNP AR trajectory (1000) % Max Protection
lowing systems to the aircraft:
APP : 120.6 AUTHORIZATION ° - 5.2REQUIRED Altitude: 0.3 ->VAR
RNP12000' (1013: 0°W
hPa) (10) APP 1
360°

076° 00' 076° 20' 3 1.0 2300 076° 40'

climbing up to 4700ft. 4100
TWR : 118.1 8.0 (2270)
q  A Global Navigation Satellite
GND : 121.9
Do not exceed Trans.240kt.
Figure
1 m ft
Alt. 3: 11000
063 in 27 1° MDA Minimum Temperature:
740 -10°C ARP: 27°41'50"N 085°21'29"E
IF
CI504 3800
10 ° 30 MAPTMDA (H)

& AIP-GIS Charting®

DA (710) FAF
System (GNSS), of which the SUS A 25 NM KT
Example
Next WPt Missed
of RNP 50
(NM) Approach:
0
RDH: 50
RW27 3.0 SDF 6.2 CI502 3000 5.2
271° (3770)
32

Global Positioning System (GPS) M M THRapproach (NM) chart 0.0 3.0 9.2 (2970) 14.4
0°

13
BH

5° 21100 AD MINIMA Climb up to CI550

: Altitude (Mag in
and height track
feet271°),
- VIS in meters. 1030 271° REF HGT : THR ELEV
P

is currently the world's most uti- 255

° KT619
C
then8500'
LNAV/VNAV
turn right to CI540
LNAV (with KTM
075°SDF)
(1000)
3° - 5
.2%
climbing up to 4700ft. 2300 8287
lized type. 10500 6500'
A OCA (OCH): 433 (403) OCA (OCH): 457 (427) CIRCLING (1) (2270)
12 3.0 4500'
Do not exceed 240kt. 27MDA MDA KT604 Max IAS
T DA (DH) RVR MDA (MDH) RVR 1° (MDH) VIS DIST NM 740 FA
05
0° 11600 6° DA MDA (H) 2 3 4 KT606 5 272°6 5538 7 8 kt 9
q An On Board Performance Mon-

Charting®
(710) 180

25
A Max RDH:(480)
510
IAS 50
: 230 1900
kt
3.0
RW27
6.2 5.2
Max IAS KT5

GéoTITAN®
Next WPt (NM)

NM
ALT DARKE 720 1030 1350 1670 5.9 1990 2310 14.42630 2950 2.8° 170 kt 870
itoring and Alerting system (OBP- B
C
440 (410) THR (NM) 460 (430) Max
570 (540)
Protection 0.0
740 (710)
2800
Altitude:
3700
3.0
(HGT)
5 .9
(690) (1000) (1320) (1640)
9.2
5466(1960) (2280) (2600) (2920)
MANRI Max IAS and height in feet

AR
AD MINIMA : Altitude - VIS (1013
in meters. REF HGT : THR ELEV
MA). The OBPMA is required

5.4
15000' hPa)4600
D 10500 740 (710) 4938 I

GéoTITAN® & AIP-GIS

C 250 kt
LNAV/VNAV LNAV (with SDF)
CIRCLING (1)
to monitor the navigation system 6312 (1) Visual manoeuvring
A OCA (OCH):(circling)
T
433 (403) prohibited
OCA (OCH):to457
the south of the
(427) runway. THR20 KT5
DA (DH) RVR MDA (MDH) RVR MDA (MDH) VIS DIST NM
and will alert the crew in case of 18.2 NOT
PIPRA FOR A OPERATIONAL USE 510 (480) V1R2 3 0
21900
°
RW27
2 3 4 5 6MAPT 74535 8
RW02
9

022°
1.6
27° .0
malfunction, e.g. GPS PRIMARY This procedureBneeds flight check before operational approval.
440 (410) 460 (430) 08 SEP 570 (540)
2011 CHG: 280012WP name ALT
(HGT)
720
(690) KTM
1030
(1000)113.20
1350 1670 1990 2310
(1320) (1640) (1960) (2280) (2600) (2920)
2630 2950
40' C 6801
740 (710)
6772
3700 GURAS
LOST and, therefore, allows the 3D0

022°
740 (710) 4600 Ch 79 X
6
6.6 (1)°Visual manoeuvring (circling) prohibited

3.1
flight crew to determine whether 5322 to the south of the runway.    KT520

the RNP system satisfies the navi- Holding entry protected 27° NOT FORKT614 OPERATIONAL KT613 USE V1R2
along the RNP AR trajectory This procedure needs flight check before operational approval. 8530 KT522
08 SEP 2011 CHG: WP name KT524
gation performance required.

3.3
RNP 0.3 -> 1.0
20' 8.0 5154
30 1 min 1.6
0°
10 °
6 30 04

105 °
00
202
50
RF required DOVAN

0
0
1.2

in 3
3.1 RNP approches
32
0°

1m
Dual GNSS required
B
HP

3.8

KT619 R
The first approaches using RNAV 075° K
TM
8287 10 NM ARP

022°
KT528
equipment have been developed 12 3.0 FAP
345°

6°
1.4
25

Max IAS : 230 kt Max IAS KT530

before the definition of RNP. For
NM

Max Protection Altitude: 2.8° 170 kt 8700

this historical reason RNP MANRI ap- Max IAS
AR

15000' (1013 hPa)

IF Max IAS : 230 kt
2.5

proaches are commonly charted10500

P

250 kt
as KT532
Max Protection Altitude:
022°

4610
RNAV (GNSS) or RNAV (GPS). 19000' (1013 hPa)
1.9

These RNP approaches are charac- ALT/(HGT): ft

GURAS

terized by straight segments between Distances : NM

°

the FAF and the runway (fig.27°3).

022
7.0

084° 40' 085° 00'

20'
IAF
°
00
202

RATAN Max IAS

3.2 RNP AR Approaches RF required
0
105
in 3

10500 230 kt
1m

Dual GNSS required

design and charting : by ENAC/CGX AERO for QUOVADIS - © 2012

RNP 1.0 -> 0.3

Compared to RNP approaches,
022°

where the segment between the

FAF and the runway is straight,
RNP with Authorization Required Max IAS : 230 kt
Max Protection Altitude:
approaches might have “curved” Trans Alt : 13500’ 19000' (1013 hPa)
final segments. These approaches
ALT/(HGT): ft IF FAP
are therefore colloquially called
Distances : NM KT532 KT530 KT528 DOVAN KT524 KT522 KT520 RW02
“curved approaches”. Further- 084° 40' 085° 00' 085° 20'
8240 7100
more, RNP AR approaches allow 8700 Missed App
6740
2.8° 6260
reduced obstacle clearance com- RF RNP 0.3 unt


(4382) 345° 5280

RF
pared to RNP approaches (fig. 4) 6500
040°
RF 022° DA Climb to 105
RNP AR* approaches are charted as RF
(2182) approach to
RDH
C : 50 THR: RNP
4318 0.3
RNAV (RNP). Figure 42.5 A (m) At MANRI h
1.4 3.8 1.2 1.6 3.3 3.1 DA (H)
VIS (m) WPt
Next VIS(NM)
* FAA terminology: RNP SAAAR (Special Example of RNP T ALS no ALS
Aircrew and Aircraft AuthorisationTrans Alt : 13500’
Required)
16.9
AR approach chart.
14.4 13.0 9.2 8.0 6.4 3.1 0.0
A 4600 (290) 650
RW02 (NM)
1400
MANRI1R tr
QUOVADIS®
IF
KT532
NOT FOR OPERATIONAL USE
FAP
KT530 KT528 DOVAN KT524 KT522 KT520 RW02
V2.0 04 APR 2012 CHG
B : AD
4630 (320)coord
(340)
C 4650MAPt
700
800
FO
1400
1500
D 4670 (360) 900 1600
8240 7100
8700 Missed Approach
RF 2.8° 6740
6260 Safety first #16 July 2013 - 3/5
RNP 0.3 until KT613


(4382) 345° 5280

RF
040° 022° DA
6500 RF Climb to 10500' via the RNAV (RNP) missed
Safety

RNP RNP AR
Operation Operation 4. SAFETY BENEFITS
RNP Value 0.3 P P
4.1 RNP Approaches aligned with the runway, thereby re-
RNP Value < 0.3 (down to 0.1) P
q Replacement of visual ducing the probability of having to
Straight segment between FAp and RWY P P go-around.
and circling approaches
Curve between FAP and RWY P
RNP allows IFR procedures to be q Less communication needs
Minima DA/DH could be as low as 250 ft P* P The pilot workload is reduced as
Departure and/or missed approach RNP Value < 1 P designed in environments, where
previously no instrument approach there is less need for communi-
* MDA/MDH might be given as well (LNAV only Minima).
could be envisaged. RNP approach- cation.
Figure 5
Respective characteristics of RNP es are particularly suited for (but not q Assessment of Terrain
and RNP AR approaches limited to) approaches in challeng- Avoidance Warning System
ing areas (e.g. mountainous areas) (TAWS) warnings
and as a replacement for most exist- The required procedure validation for
Non-Precision Approach (NPA)
ing circling approaches. RNP approaches will assess the ab-
GPS/GNSS used as navigation means Compared to visual and circling sence of TAWS warnings.
RNP
FMS computes final approach path approaches, the trajectory of the
RNP AR RNP approach is predictable. This
DA/DH minima(RNP AR)
enhances the preparation and brief- 4.2 RNP AR Approaches
Similar approach monitoring
ing of the approach. Moreover, it in addition to RNP Approaches
Figure 6 facilitates the situational awareness q Improved flexibility
Summary of some key elements for
RNP and RNP AR approaches and decision making. Flying these RNP AR approaches are expected
approaches fully managed in a lat- to cover those cases where the
eral and vertical sense and in speed procedure design limitations of
control makes energy management RNP approaches do not allow to
3.2.1 RNP AR Implementation easy throughout the approach. replace visual and circle to land
Requirements RNP approaches also ensure a sim- procedures.
The specific nature of RNP AR opera- pler entry into a planned Go Around q Implementation of safety criteria
tions call for the following additional re- trajectory profile should one be The completion of a FOSA will
quirements compared to RNP operations: required. This has always been a ensure that for each specific set of
q Aircraft Certification somewhat “difficult” aspect of cir- operating conditions, aircraft and
Some RNP AR operations will require cling approaches. environment, all failure conditions
specific aircraft configurations. RNP q Lower weather minima are appraised and, where necessary,
certification have been granted to most Lower minima allow a better tran- mitigations are implemented to
Airbus types (A320 Family, A330 and sition to the visual segment when meet the safety criteria.
A345/6). The aircraft capability ap-
pears in the AFM. For in service air-
craft, application of a dedicated Service
Bulletin is required.
q Flight Operational Safety 5. CONCLUSION
Assessment (FOSA)
RNP AR operations generally require The Constant Angle Non-Precision FBW aircraft with GPS are current-
a FOSA. The assessment should give Approach (CDFA) concept has re- ly certified to fly RNP approaches,
proper attention to the inter-dependence placed the non-stabilized final seg- which are suitable for the vast ma-
of the elements of procedure design, ments associated with the old step jority of airports.
aircraft capability, crew procedures and down Non-Precision Approaches
operating environment. (NPA). In specific cases the added flex-
RNP AR procedures must be designed ibility of RNP AR will be needed
RNP and RNP AR approaches are under certain terrain/approach and
and tested in accordance with the de- basically defined as RNAV ap-
sign specificities and performance of airfield situations.
proaches within a performance
the concerned aircraft. based navigation concept. The Compared to visual and circling
q Training Programs main difference is that they do not approaches the trajectory of the
Airlines have to develop training programs require ground facilities for navi- RNP/RNP AR approach is predict-
dedicated to their RNP AR operations. gation as they use the navigation able, therefore facilitating situa-
q Operational Approval performance of the aircraft. tional awareness and decision mak-
RNP AR application packages include For suitably equipped aircraft, RNP ing. The replacement of visual and
a full set of operational documentation, and RNP AR approaches provide circling approaches by RNP/RNP
procedures and training programs, which an alternative “precision like” ap- AR approaches is therefore a safety
need to be approved by the local Authority. proach option for NPAs. All Airbus enhancement.

Safety first #16 July 2013 - 4/5

Safety

Safety First
The Airbus Safety Magazine
For the enhancement of safe flight through
increased knowledge and communications

Safety First is published by the All articles in Safety First are present- Contributions, comment and feed-
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Material for publication is FCOM, MEL documentation or any
obtained from multiple sources Product Safety department (GS)
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and includes selected informa-
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ports from government agencies reflect the views of Airbus, neither
and other aviation sources. do they indicate Company policy.

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Safety first #16 July 2013 - 5/5