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performance and functional requirements.
a. Unique characteristics of RNP SAAAR
Approaches
1. RNP value. Each published line of minima
has an associated RNP value. The indicated value
defines the lateral and vertical performance
requirements. A minimum RNP type is documented
as part of the RNP SAAAR authorization for each
operator and may vary depending on aircraft
configuration or operational procedures (e.g., GPS
inoperative, use of flight director vice autopilot).
2. Curved path procedures. Some RNP
approaches have a curved path, also called a
radius−to−a−fix (RF) leg. Since not all aircraft have
the capability to fly these arcs, pilots are responsible
for knowing if they can conduct an RNP approach
with an arc or not. Aircraft speeds, winds and bank
angles have been taken into consideration in the
development of the procedures.
3. RNP required for extraction or not.
Where required, the missed approach procedure may
use RNP values less than RNP−1. The reliability of
the navigation system has to be very high in order to
conduct these approaches. Operation on these
procedures generally requires redundant equipment,
as no single point of failure can cause loss of both
approach and missed approach navigation.
4. Non−standard speeds or climb gradients.
RNP SAAAR approaches are developed based on
standard approach speeds and a 200 ft/NM climb
gradient in the missed approach. Any exceptions to
these standards will be indicated on the approach
procedure, and the operator should ensure they can
comply with any published restrictions before
conducting the operation.
5. Temperature Limits. For aircraft using
barometric vertical navigation (without temperature
compensation) to conduct the approach, low and
high−temperature limits are identified on the
procedure. Cold temperatures reduce the glidepath
angle while high temperatures increase the glidepath
angle. Aircraft using baro VNAV with temperature
compensation or aircraft using an alternate means for
vertical guidance (e.g., SBAS) may disregard the
temperature restrictions. The charted temperature
limits are evaluated for the final approach segment
only. Regardless of charted temperature limits or
temperature compensation by the FMS, the pilot may
need to manually compensate for cold temperature on
minimum altitudes and the decision altitude.
6. Aircraft size. The achieved minimums may
be dependent on aircraft size. Large aircraft may
require higher minimums due to gear height and/or
wingspan. Approach procedure charts will be
annotated with applicable aircraft size restrictions.
7/31/08 AIM
AIM 2/14/08
5-4-44 Arrival Procedures
b. Types of RNP SAAAR Approach Operations
1. RNP Stand-alone Approach Operations.
RNP SAAAR procedures can provide access to
runways regardless of the ground-based NAVAID
infrastructure, and can be designed to avoid
obstacles, terrain, airspace, or resolve environmental
constraints.
2. RNP Parallel Approach (RPA)
Operations. RNP SAAAR procedures can be used
for parallel approaches where the runway separation
is adequate (See FIG 5-4-20). Parallel approach
procedures can be used either simultaneously or as
stand-alone operations. They may be part of either
independent or dependent operations depending on
the ATC ability to provide radar monitoring.
FIG 5-4-20
3. RNP Parallel Approach Runway
Transitions (RPAT) Operations. RPAT
approaches begin as a parallel IFR approach
operation using simultaneous independent or
dependent procedures. (SeeFIG 5-4-21). Visual
separation standards are used in the final segment of
the approach after the final approach fix, to permit the
RPAT aircraft to transition in visual conditions along
a predefined lateral and vertical path to align with the
runway centerline.
FIG 5-4-21
4. RNP Converging Runway Operations. At
airports where runways converge, but may or may not
intersect, an RNP SAAAR approach can provide a
precise curved missed approach path that conforms to
aircraft separation minimums for simultaneous
operations (See FIG 5-4-22). By flying this curved
missed approach path with high accuracy and
containment provided by RNP, dual runway
operations may continue to be used to lower ceiling
and visibility values than currently available. This
type of operation allows greater capacity at airports
where it can be applied.
FIG 5-4-22
A71I1M0.65R CHG 2 37//1315//078
2/14/Arrival Procedures 5−4−45
　
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