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effort by the FAA and the aviation industry to develop performance-based procedures. RNP is a statement of the
navigation performance necessary for operation within
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. A key feature of
Figure 5-9. VOR/DME or GPS A Approach.
5-12
RNP is the concept of on-board monitoring and alerting.
This means the navigation equipment is accurate enough
to keep the aircraft in a specific volume of airspace, which
moves along with the aircraft. The aircraft is expected to
remain within this volume of airspace for at least 95 percent of the flight time, and the integrity of the system
ensures the aircraft will do so. The aircraft avionics also
continuously monitor sensor inputs, and through complex
filtering, generate an indication in the level of confidence
in the navigation performance sometimes referred to as
actual navigation performance (ANP). An essential function required for RNP operations is the ability of the system to alert the pilot when the ANP exceeds the requisite
RNP value.
Navigation performance for a particular RNP type is
expressed numerically. Depending on the capability of
each aircraft's system, RNP values can be as low as 0.1 of
a nautical mile. A performance value of RNP 0.3, for
example assures that the aircraft has the capability of
remaining within 0.3 of a nautical mile to the right or left
side of the centerline 95 percent of the time.
COMMUNICATIONS
The communication strip provided near the top of
NACO approach charts gives flight crews the frequencies that they can expect to be assigned during
the approach. The frequencies are listed in the logical order of use from arrival to touchdown. Having
this information immediately available during the
approach reduces the chances of a loss of contact
between ATC and flight crews during this critical
phase of flight.
It is important for flight crews to understand their
responsibilities with regard to communications in
the various approach environments. There are
numerous differences in communication responsibilities when operating into and out of airports without
air traffic control towers as compared to airports
with control towers. Today’s professional pilots face
an ever-increasing range of ATC environments and
conflicting traffic dangers, making approach
briefing and preplanning even more critical.
Individual company operating manuals and SOPs
dictate the duties for each crewmember.
Advisory Circular 120-71, Standard Operating
Procedures for Flight Deck Crewmembers, contains the
following concerning ATC communications:
APPROACH CONTROL
Approach control is responsible for controlling all
instrument flights operating within its area of
responsibility. Approach control may serve one or
more airports. Control is exercised primarily through
direct pilot and controller communication and airport surveillance radar (ASR). Prior to arriving at the
IAF, instructions will be received from ARTCC to
ATC Communications: SOPs should state who
handles the radios for each phase of flight (pilot
flying [PF], pilot monitoring [PM], flight engineer/second officer (FE/SO), as follows:
PF makes input to aircraft/autopilot and/or verbally states clearances while PM confirms input
is what he/she read back to ATC.
Any confusion in the flight deck is immediately
cleared up by requesting ATC confirmation.
If any crewmember is off the flight deck, all ATC
instructions are briefed upon his/her return. Or if
any crewmember is off the flight deck all ATC
instructions are written down until his/her return
and then passed to that crewmember upon
return. Similarly, if a crewmember is off ATC frequency (e.g., when making a PA announcement
or when talking on company frequency), all ATC
instructions are briefed upon his/her return.
Company policy should address use of
speakers, headsets, boom mike and/or
hand-held mikes.
Figure 5-10. GPS Stand-alone Approach.
5-13
contact approach control on a specified frequency.
Where radar is approved for approach control
service, it is used not only for radar approaches,
but also for vectors in conjunction with published nonradar approaches using conventional NAVAIDs or
RNAV/GPS.
When radar handoffs are initiated between the ARTCC
and approach control, or between two approach control
facilities, aircraft are cleared (with vertical separation)
to an outer fix most appropriate to the route being flown
　
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