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.

Impact of RNAV terminal procedures on controller workload

Abstract: Human factors studies have identified message frequency, message complexity (amount of information transmitted), and specific types of information as determinants of operational errors resulting from high workload. Miscommunications, at the very least, have the potential of narrowing the margin of safety. Reducing the number of routine controller-pilot communications, the amount of routine information transmitted, and the need for communicating information that is susceptible to errors helps foster a safe airspace environment and may also minimize workload incurred by the controller. This goal is supported by area navigation (RNAV) terminal procedures which capitalize on the enhanced navigation capabilities of current avionics technology. RNAV reduces the vectoring of aircraft from the terminal radar approach control (TRACON) boundary to the final approach for arrivals and from the runway to the TRACON boundary for departures through the design of fixed flight routes. A voice communication analysis was conducted for the terminal departure, terminal approach, and local tower controller positions at Hartsfield-Jackson Atlanta International airport. The analysis is comprised of three principle areas: 1) the amount of required communications; 2) the amount of information conveyed; 3) and the type of information conveyed. Voice data analysis results show up to 40% reduction in the amount of two-way communications and up to 50% reduction in the amount of information required.

Human Factors Considerations for Performance-Based Navigation

Abstract: A transition toward a performance-based navigation system is currently underway in both the United States and around the world. Performance-based navigation incorporates Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures that do not rely on the location of ground-based navigation aids. These procedures offer significant benefits to both operators and air traffic managers. Under sponsorship from the Federal Aviation Administration (FAA), the National Aeronautics and Space Administration (NASA) has undertaken a project to document human factors issues that have emerged during RNAV and RNP operations and propose areas for further consideration. Issues were found to include aspects of air traffic control and airline procedures, aircraft systems, and procedure design. Major findings suggest the need for human factors-specific instrument procedure design guidelines. Ongoing industry and government activities to address air-ground communication terminology, procedure design improvements, and chart-database commonality are strongly encouraged.

Feasibility analysis of low-cost GNSS receivers for achieving required positioning performance in CAV applications

Abstract: For Connected and Autonomous Vehicle (CAV) applications, the location solution is desired to provide better than 0.1m real-time positioning accuracy. This level of accuracy can only be achieved by using geodetic GNSS receivers under an open sky observation condition, and each unit costs around £20,000. This kind of geodetic GNSS receiver is not a good option for mass market use in terms of price and ubiquity aspects. Therefore, using low-cost receiver to achieve real-time, high accuracy and ubiquitous positioning performance could be a future trend. This paper will first establish a framework of assessing low-cost receivers based on required navigation performance (RNP) concept in aviation and required accuracy categories in ITS. Then adynamic test that was conducted to simulate the future CAV driving environment will be introduced. Under the guidance of the former established framework, the collected data was post-processed to explore the real positioning performance of both two grades receivers. By comparing real-time/post-processed results and high-end/low-cost receivers, the limitations and technical gaps between two types of receivers, as well as current positioning solution and required positioning performance will be identified.

Analysis of advanced flight management systems (FMS), flight management computer (FMC) field observations, trials; lateral and vertical path integration

Abstract: The differences in performance of various manufacturers' Flight Management Systems (FMSs) and their associated Flight Management Computers (FMCs) have the potential for significant impact on the air traffic control system and as such need to be examined and reexamined. While Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures and routes are designed according to criteria contained in Federal Aviation Administration (FAA) orders, FMC manufacturers build their systems in accordance with Minimum Aviation System Performance Standards (MASPS) [1] and Minimum Operational Performance Standards (MOPS) [2] for area navigation systems, Technical Service Orders and Advisory Circulars. It is anticipated that the resulting performance of the aircraft FMC will meet the procedure design requirements identified in the FAA criteria. Airlines and air traffic controllers have as their goal flight procedures where aircraft operations meet expectations for repeatability and predictability to levels of performance sufficient to support performance based operations in the National Airspace System (NAS). Sometimes, due to the nearly independent development of procedure design criteria and aircraft performance standards, the paths of various aircraft on the same procedure do not overlap and do not match the expectancy of the procedure designer. These differences may result from any or all of the following: variations in FMC equipment installed on the aircraft; variations and errors in procedure coding in the FMC navigation database; variations in aircraft-to-FMC interface and associated aircraft performance capabilities; and variations in flight crew training and procedures. The hypothesis of this paper is that the basic FMCs built by avionics manufacturers and installed as the core of the FMC/FMS combinations in various airframe platforms perform differently and we will attempt to quantify those differences. This paper focuses on aspects of lateral and vertical flight FMC performance when processing mandatory block altitudes, aircraft bank angle on turns above flight level nineteen thousand five hundred feet (FL195), determining the vertical transition point at fly-by waypoints, and execution of Optimized Profile Descents (OPDs). Public instrument procedures flown using RNAV are used as the baseline for measuring performance variations. Controlled field observations trials were made using thirteen test benches and four simulators at seven major FMC manufacturers and three airlines. The intent of this report is to contribute technical data as a foundation for the acceptance of mandatory block altitude usage in RNAV and Basic RNP procedures; allow Standard Instrument Departure (SID) and Standard Arrival (STAR) procedure design criteria to utilize bank angles in excess of five degrees above FL195; satisfy an open FAA/Industry Aeronautical Charting Forum issue concerning the vertical transition point at fly-by waypoints; and assess FMC processing of an Optimized Profile Descent.