Required navigation performance

About: Required navigation performance is a research topic. Over the lifetime, 343 publications have been published within this topic receiving 3477 citations. The topic is also known as: RNP.

Evaluation of the Potential Environmental Benefits of RNAV/RNP Arrival Procedures

Abstract: Improving aircraft operational procedures is one strategy that can be used to mitigate aviation’s environmental impacts in relatively short time-frames with existing aircraft types. This study quantifies the potential environmental benefits achievable with operational changes in Area Navigation (RNAV) and Required Navigation Performance (RNP) departure and approach procedures using a case study of approaches at SEATAC. Results indicate that properly designed RNAV/RNP procedures can yield fuel and emissions savings during approach of up to approximately 40 percent. However, the maximum benefits are only realized when procedures are optimized to improve environmental and operational performance. “Overlay” RNAV procedures, which are merely higher precision versions of existing non-RNAV procedures, often do not yield much fuel benefit or deliver any meaningful noise impact reduction.

Integrity monitoring of high-accuracy GNSS-based attitude determination

Abstract: Global navigation satellite system (GNSS)-based attitude determination has been widely used in the navigation fields. The reliability of attitude determination is indispensable for safety-critical applications. Since the multi-antenna-based attitude determination uses ultra-short baseline carrier phase double differential processing, the incorrect ambiguity resolution and the excessive measurement error are two main factors affecting the reliability of attitude determination. Since the ambiguity correctness validation cannot guarantee the reliability of the attitude solution, therefore an integrity monitoring method is proposed for the attitude determination in the measurement domain. The proposed integrity monitoring method constructs double test statistics to satisfy the requirements of integrity risk and continuity risk, simultaneously. Furthermore, the attitude alarm limit has been derived from the required navigation performance as the threshold to test the availability of attitude determination. The performance of the proposed method is tested by conducting the static and kinematic experiments, respectively. The static results have shown that the proposed integrity monitoring method is able to monitor the ambiguity fault and the excessive measurement noise. The real-world kinematic data have indicated that the proposed method can reduce the maximum attitude error by about 2.3°, when compared with the standalone ratio-test method.

In-Flight Assessment of a Pursuit Guidance Display Format for Manually Flown Precision Instrument Approaches

Abstract: In-flight evaluations of a pursuit guidance display system for manually flown precision instrument approaches were performed. The guidance system was integrated into the RASCAL JUH-60A Black Hawk helicopter. The applicability of the pursuit guidance disp1aFs to the operation of Runway Independent Aircraft (RIA) is made evident because the displays allow the pilot to fly a complex, multi-segment, descending, decelerating approach trajectory. The complex trajectory chosen for this in-flight assessment began from a downwind abeam position at 110 knots and was hand-flown to a 50 ft decision altitude at 40 knots using a rate-command/attitude-hold plus turn-coordination control system. The elements of the pursuit guidance format displayed on a 10-inch liquid crystal display (LCD) flat panel consisted of a flightpath vector and a "leader" aircraft as the pursuit guidance element. Approach guidance was based primarily on carrier-phase differential Global Positioning System (GPS) navigation, and secondarily on both medium accuracy inertial navigation unit states and air data computer states. Required Navigation Performance (RNP) concepts were applied to the construction of display elements such as lateral/vertical deviation indicators and a tunnel that indicated to the pilot, in real-time, the performance with respect to RNP error bounds. The results of the flight evaluations of the guidance display show that precise path control for operating within tight RNP boundaries (RNP 0.007NM/24ft for initial approach, RNP 0.008NM/19ft for intermediate approach, and RNP 0.002NM/9ft for final approach) is attainable with minimal to moderate pilot workload.

Application of Required Navigation Performance in High-Traffic Conditions for Houston Airspace

Abstract: Boeing has developed a near-term operational concept for implementation in the 20082012 timeframe. The concept is fundamentally based on 3D paths enabling the execution of flight trajectories with FMS navigational capabilities and navigational performance bounds. Houston airspace is the first target airspace for implementation of this concept. Based on an in-depth analysis of current operational constraints in Houston a set of conceptual designs has been derived that applies concept elements in Houston airspace. The paper presents programmatic background of the Houston activity, describes the conceptual designs and presents associated capacity and efficiency benefits of the proposed designs.

Terminal area operations with enhanced and synthetic vision: experience in the Boeing technology demonstrator

Abstract: Several emerging technologies were recently demonstrated in a Boeing 737-900 as part of Boeing's Technology Demonstrator program. Among these technologies were two enhanced vision systems and a synthetic vision system, including synthetic displays to support surface operations. This project gained operational experience with enhanced and synthetic vision systems operating in a context that included Required Navigation Performance (RNP) terminal area operations, Global Navigation Satellite System (GNSS) approach and landing, and Integrated Area Navigation (IAN). The technologies were demonstrated to a broad mix of constituents involved in research, regulation, and acquisition in the transport category environment. This paper describes the systems demonstrated, the context in which they were used, and perceived benefits of integrating them in an operational environment. Lessons learned in the implementation of these technologies throughout the program are described and subjective data from participants are summarized.