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highly popular north-south traffic lanes carrying New
York and Boston traffic to or from Washington, Atlanta,
and Miami. Philadelphia’s position is right underneath
these flows. Chokepoints resulted from traffic departing
Philadelphia, needing to wait for a “hole” in the traffic
above into which they could merge. The CAASD helped
US Airways and Philadelphia airport officials establish a
set of RNAV departure routes that do not interfere with
the prevailing established traffic. Traffic heading north
or south can join the established flows at a point further
ahead when higher altitudes and speeds have been
attained. Aircraft properly equipped to execute RNAV
procedural routes can exit the terminal area faster — a
powerful inducement for aircraft operators to upgrade
their navigation equipment.
Another example of an RNAV departure is the PRYME
TWO DEPARTURE from Washington Dulles
International. Notice in Figure 1-10 the RNAV waypoints not associated with VORs help free up the flow of
IFR traffic out of the airport by not funneling them to
one point through a common NAVAID.
RNAV IFR TERMINAL TRANSITION ROUTES
The FAA is moving forward with an initiative to chart
RNAV terminal transition routes through busy airspace.
In 2001, some specific RNAV routes were implemented
through Charlotte’s Class B airspace, allowing RNAVcapable aircraft to cross through the airspace instead of
Figure 1-10. RNAV Departure Routes.
1-13
using costly and time-consuming routing around the
Class B area. The original RNAV terminal transition
routes have evolved into RNAV IFR terminal transition
routes, or simply RITTRs.
Beginning in March 2005, with the publication of the
notice of proposed rulemaking (NPRM) for the
Charlotte, North Carolina, RITTRs, the FAA advanced
the process of establishing and charting the first
RITTRs on IFR en route low altitude charts. The five
new RITTRs through Charlotte's Class B airspace took
effect on September 1, 2005, making them available
for pilots to file on their IFR flight plans. Additional
RITTRs are planned for Cincinnati, Ohio, and
Jacksonville, Florida.
The RITTRs allow IFR overflights through the Class
B airspace for RNAV-capable aircraft. Without the
RITTRS, these aircraft would be routinely routed
around the Class B by as much as 50 miles.
REQUIRED NAVIGATION PERFORMANCE
The continuing growth of aviation places increasing
demands on airspace capacity and emphasizes the need
for the best use of the available airspace. These factors,
along with the accuracy of modern aviation navigation
systems and the requirement for increased operational
efficiency in terms of direct routings and track-keeping
accuracy, have resulted in the concept of required navigation performance—a statement of the navigation
performance accuracy necessary for operation within a
defined airspace. Required Navigation Performance
(RNP) is a statement of the navigation performance
necessary for operation within a defined airspace. RNP
includes both performance and functional requirements, and is indicated by the RNP value. The RNP
value designates the lateral performance requirement
associated with a procedure. [Figure 1-11]
RNP includes a navigation specification including
requirements for on-board performance monitoring and
alerting. These functional and performance standards
allow the flight paths of participating aircraft to be both
predictable and repeatable to the declared levels of accuracy. More information on RNP is contained in subsequent chapters.
TERMINAL FINAL APPROACH
EN ROUTE
2.0 NM
1.0 NM
0.3 NM
2.0 NM
1.0 NM
0.3 NM
RNP 1.0 RNP 2.0 RNP 1.0 RNP 0.3
Departure Enroute Arrival Approach
Figure 1-11. Required Navigation Performance.
1-14
The term RNP is also applied as a descriptor for airspace, routes, and procedures — including departures,
arrivals, and instrument approach procedures (IAPs).
The descriptor can apply to a unique approach procedure
or to a large region of airspace. RNP applies to navigation
performance within a designated airspace, and includes
the capability of both the available infrastructure (navigation aids) and the aircraft. Washington National Airport
(KDCA) introduced the first RNP approach procedure in
September 2005. An example of an RNP approach chart
is shown in Figure 1-12.
Figure 1-12. RNP Approach Chart.
1-15
The RNP value designates the lateral performance
requirement associated with a procedure. The required
performance is obtained through a combination of aircraft capability and the level of service provided by the
　
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