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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.


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Proceedings ArticleDOI
Elida C. Smith1
14 Sep 2008
TL;DR: An initial study of pilot task load and resulting workload and latency incurred when routing changes are issued in the flight critical phase of departure via a human-in-the-loop (HITL) simulation, and results suggest the routing change task performed in the terminal environment may be more complex than expected.
Abstract: Forecasted traffic increases are driving demand for more efficient, predictable, and flexible ways of managing traffic in terminal environments. A key component to achieving those benefits is the increased availability of Area Navigation (RNAV) and Required Navigation Performance (RNP) procedures. RNAV and RNP procedures, where implemented today, provide benefits of efficiency and operational predictability. Achieving flexibility, while maintaining those benefits, is proposed by issuing RNAV procedure changes to the flight deck in lieu of radar vectoring. Understanding the human factors implications involved with this operational shift will be important to ensure workload is not substantially increased for either the pilot or the controller. This document describes an initial study of pilot task load and resulting workload and latency incurred when routing changes are issued in the flight critical phase of departure via a human-in-the-loop (HITL) simulation. Scenarios, conducted using pilots in a flight deck simulator, assessed the impact of modality (voice or text-issued) and of the aircraft’s altitude on processing two types of RNAV routing changes. Pilot workload, task success, task completion time, and errors incurred in performing the routing change task are presented. Results suggest the routing change task performed in the terminal environment may be more complex than expected. Although generally acceptable pilot workload levels were reported, the magnitude of latency for processing the routing change task was considerable. Additionally, FMS user interface issues emerged with the processing of routing changes in-flight. Pilot workload and latency issues related to the routing change task warrant further evaluation to ensure they are fully understood.

3 citations

Patent
28 May 2015
TL;DR: In this article, a system, device, and method for generating an RNP-scaled waypoint symbology presentable to a pilot is described, which includes a source of source of navigation data, a symbology generator (SG), and a presentation system.
Abstract: A system, device, and method for generating an RNP-scaled waypoint symbology presentable to a pilot are disclosed. The symbology generating system may include a source of source of navigation data, a symbology generator (SG), and a presentation system. The SG may be configured to acquire navigation data representative of one or more distance measurements of an area navigation system or a required navigation performance system; and generate presentation data as a function of each distance measurement. The presentation data could be representative of waypoint symbology presentable to a viewer. In some embodiments, the waypoint symbology may be comprised of a two-dimensional object or a three-dimensional object having a plurality of shapes centered on a reference line, where a size of a first shape may be scaled to a first distance measurement, and a size of a second shape may be scaled to a second distance measurement.

3 citations

Proceedings ArticleDOI
08 Dec 2011
TL;DR: In this article, the Established-on-Departure Operation (EDO) standard is proposed to improve the precision of PBN operations. But, the EDO standard is not applicable to the case of departure operations at the Hartsfield-Jackson Atlanta International Airport (ATL).
Abstract: The advent of radar surveillance over half a century ago enabled numerous Air Traffic Control (ATC) standards that continue to be in use today to safely separate aircraft. In the case of departure operations, the discrete increase of spacing requirements that applies when transitioning from terminal to en route control hampers Next Generation Air Transportation System (NextGen) goals of improving operational efficiencies. This paper proposes the concept of the Established-on-Departure Operation, or EDO, standard that capitalizes on improved navigational precision of Performance Based Navigation (PBN) operations. The concept incorporates current diverging procedures permitted in the terminal area as well as the concept of reduced divergence. The paper describes the requirements for its application and presents the analysis carried out to extend the applicability of a previously proposed standard for reduced-divergence operations. For Area Navigation (RNAV) Standard Instrument Departure (SID) operations, the analysis conservatively quantified a reduced divergence angle of 9 degrees, a 40-percent reduction in angular divergence when compared to today's 15-degree requirement. In order to illustrate implementation examples and estimate potential benefits, the concepts were applied to the RNAV SID structure at The Hartsfield-Jackson Atlanta International Airport (ATL). For ATL alone, the estimates show a potential annual benefit of approximately $1.6 million per year. The standard concepts offer a suite of additional procedure design options not currently available to better accommodate airspace constraints and to increase the efficiency of departure operations transitioning from terminal to en route control.

3 citations

30 Jun 2013
TL;DR: This study evaluated whether there are performance benefits from simplifying aeronautical charts by separating visually complex area navigation (RNAV) and required navigation performance (RNP) procedures onto different chart images, and showed a consistent and significant reduction in the time to find information from the simplified chart images.
Abstract: Performance based navigation (PBN), an enabler for the Federal Aviation Administration's Next Generation Air Transportation System (NextGen), supports the design of more precise flight procedures. However, these new procedures can be visually complex, which may impact the usability of charts that depict the procedures. This study evaluated whether there are performance benefits from simplifying aeronautical charts by separating visually complex area navigation (RNAV) and required navigation performance (RNP) procedures onto different chart images. Forty-seven professional pilots who were qualified to operate with RNAV and RNP participated. They used high-fidelity current and modified charts to find a specific information from RNAV (RNP) approach and RNAV Standard Instrument Departure (SID) chart images that were shown one at a time on a computer monitor. Response time and accuracy were recorded. Results showed a consistent and significant reduction in the time to find information from the simplified chart images. Response time varied linearly with a simple clutter metric, the sum of visual elements in the depiction, indicating serial visual search. Most questions were answered with high accuracy, but some questions about altitude constraints yielded low accuracies. This experiment did not explore practical disadvantages of separating paths, such as the increase number of images to handle.

3 citations

01 Jan 2005
TL;DR: In this paper, a team consisting of members from industry government, and academia to provide guidance to the policy makers in their evaluation of the future of enhanced Loran (eLoran) in the United States.
Abstract: : The 2001 Volpe National Transportation Systems Center report on GPS vulnerabilities identified Loran-C as one possible backup system for GPS. The Federal Aviation Administration (FAA) observed in its recently completed Navigation and Landing Transition Study that Loran-C, as an independent radio navigation system, is theoretically the best backup for GPS; however, this study also observed that Loran-C's potential benefits hinge upon the level of position accuracy actually realized (as measured by the 2 drms error radius). For aviation applications this is the ability to support non-precision approach (NPA) at a Required Navigation Performance (RNP) of 0.3 which equates to a 2 drms error of 309 meters. The recently released report of the DOT Radionavigation Task Force recommended to complete the evaluation of enhanced Loran to validate the expectation that it will provide the performance to support aviation NPA and maritime HEA operations. To meet this need, the FAA is currently leading a team consisting of members from industry government, and academia to provide guidance to the policy makers in their evaluation of the future of enhanced Loran (eLoran) in the United States. Through FAA sponsoring, the U.S. Coast Guard Academy (USCGA) is responsible for conducting some of the tests and evaluations to help determine whether eLoran can provide the accuracy, availability, integrity, and continuity to meet these requirements. One area of importance that has been under investigation has been the use of H-field antennas to receive the Loran signal (the times of arrivals of the signals, or TOAs, are used in the navigation position solution). H-field antennas provide better performance than E-field antennas (the usual maritime antenna) in the presence of precipitation static, which is a common problem on aircraft.

3 citations


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Performance
Metrics
No. of papers in the topic in previous years
YearPapers
20214
20209
20193
201815
201720
201615