Introduction of RNP Approach and Departure procedures TL RWY 01/09 RNAV (RNP) .......
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Introduction of RNP Approach and Departure procedures TL RWY 01/09 RNAV (RNP) .......
Anyone here care to explain "RNP Approach and Departure procedures"?
R
R
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Not easy to explain in a few words mate.
Take a look here: http://www.aviationnow.com/avnow/new...aw092506p1.xml and here: http://gps.faa.gov/Library/rnp-f-text.htm
for a bit of information.
If you have access to Jepps have a look at the RNP procedures for Canberra and Queenstown NZ. More airports are being rolled out with RNP procedures shortly.
Take a look here: http://www.aviationnow.com/avnow/new...aw092506p1.xml and here: http://gps.faa.gov/Library/rnp-f-text.htm
for a bit of information.
If you have access to Jepps have a look at the RNP procedures for Canberra and Queenstown NZ. More airports are being rolled out with RNP procedures shortly.
RNP and ANP
RNP is required navigation performance. That is an aircraft can fly the procedure if they have the capability to fly within the procedure RNP. RNP is a number that is in Nautical Miles i.e. a RNP 0.3 is .3 of a NM. Obstacle protection is 4 times the RNP.
RNP procedures can be drawn with curves to fixes (CF legs) rather than straight lines on GNSS approaches. They can also have vertical angles or glide paths. See www.aip.net.nz and check the Queenstown RNAV 23 or 05 and you will see the approach design possibility.
The aircraft ability to navigate is called Actual Navigation Performance (ANP) and is purely a mathematical model for the Navigation data gathering accuracy. (Other manufactures call it by other names such as EPE). This statement is in the Aircraft Flight Manual and will give ANP numbers. The B737-3/4/5/ (with FMC update 8.5 or higher) is an ANP of 0.11 with GPS sensor attached to the Flight Management Computer. If the Aircraft AFM statement of ANP is less than or equal to the RNP for an approach or departure then the AIRCRAFT is capable of flying the procedure, if the ACTUAL ANP remains below RNP. The operator being qualified to fly the procedure is another story.
There is a lot more to it but that is the basic version
RNP procedures can be drawn with curves to fixes (CF legs) rather than straight lines on GNSS approaches. They can also have vertical angles or glide paths. See www.aip.net.nz and check the Queenstown RNAV 23 or 05 and you will see the approach design possibility.
The aircraft ability to navigate is called Actual Navigation Performance (ANP) and is purely a mathematical model for the Navigation data gathering accuracy. (Other manufactures call it by other names such as EPE). This statement is in the Aircraft Flight Manual and will give ANP numbers. The B737-3/4/5/ (with FMC update 8.5 or higher) is an ANP of 0.11 with GPS sensor attached to the Flight Management Computer. If the Aircraft AFM statement of ANP is less than or equal to the RNP for an approach or departure then the AIRCRAFT is capable of flying the procedure, if the ACTUAL ANP remains below RNP. The operator being qualified to fly the procedure is another story.
There is a lot more to it but that is the basic version
Last edited by c100driver; 4th Dec 2006 at 01:13. Reason: Approach plate naming
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You won't find the plates (for CB at least) in Jepps as QF had them made and it is 'commercial in confidence' type material. The plates are available for ATC to use at the console, but are not publically available.
Cheers,
NFR.
Cheers,
NFR.
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Thank you c100driver.
Not something for me to worry about in the Bo!
Queenstown and Canberra I can understand, but Townsville?
Maybe its for an approach onto 19, where it can be a challenge for a 737.
I had to laugh the last time I got in on the 19 VOR/DME Appr in the 402 and the 737 behind me missed!
R
Not something for me to worry about in the Bo!
Queenstown and Canberra I can understand, but Townsville?
Maybe its for an approach onto 19, where it can be a challenge for a 737.
I had to laugh the last time I got in on the 19 VOR/DME Appr in the 402 and the 737 behind me missed!
R
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You won't find the plates (for CB at least) in Jepps as QF had them made and it is 'commercial in confidence' type material. The plates are available for ATC to use at the console, but are not publically available.
Will be available initially in AIP SUP, and after implementation included in AIP DAP.
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Rat****,
Why RNP in TSV?
When you can get down to pretty much a Cat 1 minima as opposed to a NPA minima it is handy at ANY airport especially runways with no ILS (19 TSV,17 CBR etc.)
Particularly the ones with cumulo granatus (e.g.Magnetic Island) on the approach path requiring a greater than 3 degree approach path and/or higher minimas.
The RNP departures also give a significant payload advantage due to "threading the needle" around the terrain rather than trying to go over it with the resultant weight penalties. 3-4 tonnes better off out of CBR as an example.
Why RNP in TSV?
When you can get down to pretty much a Cat 1 minima as opposed to a NPA minima it is handy at ANY airport especially runways with no ILS (19 TSV,17 CBR etc.)
Particularly the ones with cumulo granatus (e.g.Magnetic Island) on the approach path requiring a greater than 3 degree approach path and/or higher minimas.
The RNP departures also give a significant payload advantage due to "threading the needle" around the terrain rather than trying to go over it with the resultant weight penalties. 3-4 tonnes better off out of CBR as an example.
