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to the notes box of the pilot briefing portion of the
approach chart in figure 5-17.
In the United States, all RNP procedures are in the category of Special Aircraft and Aircrew Authorization
Required (SAAAR). Operators who seek to take advan-
tage of RNP approach procedures must meet the special RNP requirements outlined in FAA AC 90-101,
Approval Guidance for RNP Procedures with SAAAR.
Currently, most new transport category airplanes
receive an airworthiness approval for RNP operations.
However, differences can exist in the level of precision
that each system is qualified to meet. Each individual
operator is responsible for obtaining the necessary
approval and authorization to use these instrument
flight procedures with navigation databases.
RNAV APPROACH AUTHORIZATION
Like any other authorization given to air carriers and Part
91 operators, the authorization to use VNAV on a conventional nonprecision approach, RNAV approaches, or
LNAV/VNAV approaches is found in that operator’s
OpsSpecs, AFM, or other FAA-approved documents.
There are many different levels of authorizations when
it comes to the use of RNAV approach systems. The
type of equipment installed in the aircraft, the redundancy of that equipment, its operational status, the level
of flight crew training, and the level of the operator’s
FAA authorization are all factors that can affect a
pilot’s ability to use VNAV information on an
approach.
Because most Part 121, 125, 135, and 91 flight departments include RNAV approach information in their
pilot training programs, a flight crew considering an
approach to North Platte, Nebraska, using the RNAV
(GPS) RWY 30 approach shown in figure 5-18, would
already know which minimums they were authorized
to use. The company’s OpsSpecs, Flight Operations
Manual, and the AFM for the pilot’s aircraft would
dictate the specific operational conditions and
procedures by which this type of approach could
be flown.
There are several items of note that are specific to this
type of approach that should be considered and briefed.
One is the terminal arrival area (TAA) that is displayed in the approach planview. TAAs, discussed later
in this chapter, depict the boundaries of specific arrival
areas, and the MIA for those areas. The TAAs should
be included in an IAP briefing in the same manner as
any other IFR transition altitude. It is also important to
note that the altitudes listed in the TAAs should be
referenced in place of the MSAs on the approach
chart for use in emergency situations.
In addition to the obvious differences contained in the
planview of the previous RNAV (GPS) approach procedure example, pilots should be aware of the issues
related to Baro-VNAV and RNP. The notes section of
the procedure in the example contains restrictions
relating to these topics.
5-23
5-24
RNP values for each individual leg
of the procedure, defined by the
procedure design criteria for
containment purposes, are
encoded into the aircraft's navigation database. Applicable landing
minimums are shown in a normal
manner along with the associated
RNP value in the landing
minimums section. When more
than one set of RNP landing
minimums is available and an
aircrew is able to achieve lower
RNP through approved means, the
available (multiple) sets of RNP
minimums are listed with the
lowest set shown first; remaining
sets shown in ascending order,
based on the RNP value.
On this particular procedure, lateral and vertical course
guidance from the DA to the Runway Waypoint (Landing
Threshold Point or LTP) is provided by the aircraft's FMS
and onboard navigation database; however, any continued
flight beyond and below the DA to the landing threshold is to
be conducted under visual meteorological conditions
(VMC).
RNP-required sensors, FMS capabilities, and relevant
procedure notes are included in the Pilot Briefing
Information procedure notes section.
RNP SAAAR requirements are
highlighted in large, bold print.
RNP procedures are sequenced in the
same manner as RNAV (GPS) procedures.
Procedure title “RNAV” includes
parenthetical “(RNP)” terminology.
RF legs can be used in any segment of the
procedure (transition, intermediate, final, or
missed approach). RF leg turn directions (left or
right) are not noted in the planview because the
graphic depiction of the flight tracks is intuitive.
Likewise, the arc center points, arc radius, and
associated RF leg performance limits—such as
　
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本文鏈接地址：Instrument Procedures Handbook (IPH)儀表程序手冊下(114)