1. Required Navigation Performance Presented by The Airline Industry

2. Agenda Overview of RNPOverview of RNP The importance of RNP to industryThe importance of RNP to industry Industry progress to dateIndustry progress to date Industry near term visionIndustry near term vision Immediate FAA action requestedImmediate FAA action requested

3. Required Navigation Performance 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) ANP containment radius ANP < 1 X RNP for continued operation RNP and ANP are displayed on FMC CDU Lateral boundary = 2 X RNP (airspace and obstacle clearance)

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

5. RNP Leg Types WPT02WPT02 WPT01WPT01 TFTF Great circle track between two fixes WPT02 DF Computed track direct to a fix Unspecified position Arc center WPT02WPT02 RFRF WPT01WPT01 Constant radius to a fix

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

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

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

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

10. TAWS and RNP Improved Safety Net for Obstacle Clearance VNAV path contained within TAWS envelope Terrain clearance floor Starting width = 1/4 nmi 700 ft AGL 400 ft AGL 15 nmi12 nmi5 nmi0.5 nmiRunway Look-ahead distance varies with ground speed and turn rate Look-ahead splays +/- 3 degrees Slopes vary with flight path angle VNAV path

11. RNP RNAV called for by CAST “The plan will direct or encourage the aviation community to:”“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:”“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...”“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) DA(H) LNAV, VNAV flight guidance through missed approach procedure Missed approach Balked landing Landing flaps / configurationLanding flaps / configuration Landing check completeLanding check complete Lateral/vertical flight guidance to runwayLateral/vertical flight guidance to runway Autopilot/autothrottle fully availableAutopilot/autothrottle fully available (as low as 250 ft above airport) Substantial Safety Enhancement RNP Enables Stabilized Approaches Situational awareness improvedSituational awareness improved Reduces crew workloadReduces crew workload Eliminates Dive and Drive (Non-Precision) approachesEliminates Dive and Drive (Non-Precision) approaches Provided a Stabilized Approach with LNAV/VNAV guidance to runway thresholdProvided a Stabilized Approach with LNAV/VNAV guidance to runway threshold Runway Typical unstabilized non-precision approach

14. Generic TERPS Final Approach Area RNP 0.15 Containment Zones for Comparison RNP Versus FAA’s RNAV 7:1 transitional surface RNP 0.15 containment zone DA (H) / MAP 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”. 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 and pilot 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 Objectives: Safe operations and pilot 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. Efficiency/Capacity Benefits Improved schedule reliabilityImproved schedule reliability –New runway directions available for use –Lower landing minimums Improved airport and airspace system capacityImproved airport and airspace system capacity Fewer missed approachesFewer missed approaches YieldingYielding –Fuel savings –Time savings –Improved customer satisfaction

17. Efficiency Improvements Achieved Minima below that of ground based equipment at 4 Alaskan AirportsMinima 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 AirportsApproaches 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 RNP65 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 globally7500 or 45 % are RNP capable globally + 50 % in US are RNP capable+ 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 carriersAdapt Alaska’s 737 RNP criteria to create FAA approved generalized RNP Approach Design criteria for all carriers Continue DCA special procedure developmentContinue DCA special procedure development Document lessons learnedDocument lessons learned Develop public criteriaDevelop public criteria Develop public proceduresDevelop public procedures

28. Summary Many planes are RNP capable and manufacturers continue to deliver more - Airworthiness approval is documented in AFM for terminal/approach useMany 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 issuedMany 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)This expensive capability is already paid for, (May-96 first revenue flight) Air carriers already invested, equipped, trained, ready to flyAir carriers already invested, equipped, trained, ready to fly Immediate safety, delay reduction and economic benefits are availableImmediate safety, delay reduction and economic benefits are available

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

30. The End