RNP AR OPERATIONS
Navigation Performance
RNP AR Operations – Navigation Performance
1/13
In RNP AR Operations, aircraft equipment and operational procedures
provide a high degree of navigation performance.
Deviations may still occur due to various errors. These errors are
independent from each other and will be described hereafter.
Per design, RNP AR procedures provide adequate lateral and vertical
obstacle clearances. These clearances are called error budgets.
RNP AR Operations – Navigation Performance
Introduction 2/13
DESIRED LATERAL PATH
Lateral Flight Plan
Path Definition Error
The desired lateral path is displayed on the respective
navigation Charts.
The RNP AR procedure is coded in the FMS navigation
database, and is displayed on the ND.
The gap between the trajectory displayed on the
navigation charts and lateral flight plan on ND is called
Path Definition Error (PDE).
This error is negligible if the navigation database
provider and the airline apply the required quality
processes.
RNP AR Operations – Navigation Performance:
Lateral Path Definition Error 3/13
Along the departure or approach, the aircraft may deviate slightly
from the lateral flight path. This lateral deviation is represented in
NDs by the XTK value and on the PFDs by lateral deviation
L/DEV.
The lateral deviation may be due to the performance of the AP or
pilot (flying manually) when steering the aircraft along the lateral
flight plan
Lateral Flight Plan
+/-0.02NM
XTK
L/DEV
RNP AR Operations – Navigation Performance:
Lateral Path Definition Error 2/13
Additionally, the computation of aircraft position may be effected by
errors made by the navigation System. The FMS computes an
estimation of this position error. The result, the Estimated Position
Error (EPE), is displayed on the MCDU progress page.
The total lateral system error is a mathematical combination of the:
Path Definition Error
XTK and L/DEV
Estimated Position Error
Estimated
Position Error
Estimated
Position
RNP AR Operations – Navigation Performance:
Lateral Path Definition Error 2/13
EPE
A corridor of 2XRNP value on each side of trajectory provides the lateral obstacle clearance.
The operational limit is 1XRNP value on each side of the trajectory.
The crew needs to keep the aircraft within the operational limit at all times, which means to keep the
XTK within the operational limits.
Desired Vertical Path
Path Definition error
KT528
8240 DOVAN
7100
Vertical
Flight Plan
The desired vertical flight path is displayed on the approach chart.
The path is coded in the FMS navigation database and displayed on the ND’s, PFD’s and MCDUs.
The error between the flight path on the approach chart and the FMS vertical flight path is called the Path Definition Error (PDE).
The error is negligible if the navigation database provider and the airplane apply the required quality processes.
RNP AR Operations – Navigation Performance:
Vertical - Path Definition Error 7/13
VERTICAL
FLIGHT PLAN
V/DEV
INDICATED VERTICAL
DEVIATION
Along the approach, the aircraft may deviate slightly from the vertical flight
plan. This vertical deviation is represented on the PFDs and MCDUs by the
vertical deviation V/DEV.
The vertical deviation may be due to the performance of the AP or pilot
(flying manually) when steering the aircraft along the vertical flight plan.
RNP AR Operations – Navigation Performance:
Vertical - V/DEV 8/13
The vertical aircraft position may be affected by the errors
coming from the altimetry system.
The total vertical system error is a mathematical combination of:
• Path Definition error
• V/DEV and
• Altimetry system Error
Caution: No Provision is made for altimeter setting errors.
VERTICAL
FLIGHT PLAN
ALTIMETRY
SYSTEM ERROR
V/DEV
INDICATED VERTICAL
DEVIATION
RNP AR Operations – Navigation Performance:
Vertical - Altimetry System Error 8/13
Final Approach Path
VEB
Operational
Limit (75ft)
Below the final approach path, a provision is made to contain the vertical
deviation due to vertical errors. This is called the Vertical Error Budget (VEB).
This VEB remains above the Obstacle Clearance Surface (OCS) along the final
approach path, providing vertical obstacle clearance .
OBSTACLE
The vertical deviation of 75 feet (3/4 V/DEV dot) may not be exceeded. This
represents the operational limit. CLEARANCE
In case of Vertical Deviation, the pilot will apply the appropriate procedure. This SURFACE
procedure is explained in the operational part of this training.
RNP AR Operations – Navigation Performance:
Vertical - Altimetry System Error 10/13
MOC:
Min 1000ft MOC:
Min 500ft
VEB
STAR INITIAL INTERMEDIATE FINAL
APPROACH APPROACH APPROACH OCS
During initial and intermediate approaches, the vertical obstacle clearance (MOC).
VBE applies only to the final approach.
RNP AR Operations – Navigation Performance:
Vertical - Limits 11/13
The operational limits must not be exceeded to avoid
approaching the respective operational limits
RNP AR Operations – Navigation Performance:
Vertical - Limits 12/13
ERRORS VISUALIZATION MITIGATION OPERATIONAL LIMIT
LATERAL PATH DEFINITION NIL NAV DB VALIDATION NEGLIGIBLE
ERROR QUALITY PROCESS
XTK – L/DEV ND-PFD SOPs 1 RNP (1)
ESTIMATED POSITION MCDU, PROG PAGE CAUTION/WARNING LOWER THAN REQUIRED
ERROR TRIGGERED BY SYSTEM ACCURACY
VERTICAL PATH NIL NAV DB VALIDATION NEGLIGIBLE
DEFINITION ERROR QUALITY PROCESS
V/DEV PFD SOPs -75FT (1)
ALTIMETRY SYSTEM ERROR NIL NIL NIL (2)
1. Crew play a major role in monitoring that the aircraft is not approaching operational limits
along the RNP AR procedures and reacting accordingly.
2. No provision is made for altimeter setting error.
RNP AR Operations – Navigation Performance:
Vertical - Limits 13/13
