Fact Sheet
For Immediate Release
October 29, 2008
Contact: Alison Duquette
Phone: (202) 267-3883
NextGen Goal: Performance-Based Navigation
RNAV and RNP Evolution Through 2025
The Next Generation Air Transportation System (NextGen) is the Federal Aviation Administration’s (FAA) plan to modernize the National Airspace System (NAS) through 2025. Through NextGen, the FAA is addressing the impact of air traffic growth by increasing NAS capacity and efficiency while simultaneously improving safety, environmental impacts, and user access to the NAS. The FAA is implementing new routes and procedures that leverage emerging aircraft navigation capabilities, including Performance-Based Navigation (PBN), which is helping FAA to achieve its NextGen goals.
What is Performance-Based Navigation?
PBN is a framework for defining navigation performance requirements (embodied in “navigation specifications”) that can be applied to an air traffic route, instrument procedure, or defined airspace. PBN includes both Area Navigation (RNAV) and Required Navigation Performance (RNP) specifications. PBN provides a basis for the design and implementation of automated flight paths as well as for airspace design and obstacle clearance. Once the required performance level is established, the aircraft’s own capability determines whether it can safely achieve the specified performance and qualify for the operation.
The FAA’s Roadmap for Performance Based Navigation (updated in 2006) calls for:
- Expediting the development of PBN criteria and standards.
- Introducing airspace and procedure improvements in the near-term (2006-2012).
- Providing benefits to operators who have invested in existing and upcoming capabilities.
- Establishing target dates for the introduction of navigation mandates for selected procedures and airspace, with an understanding that any mandate must be rationalized on the basis of benefits and costs.
- Defining new concepts and applications of PBN for the mid-term (2013-2018) and far-term (2019-2025), building synergy and integration with other capabilities toward the realization of NextGen goals.
As NextGen continues to evolve, commitments such as those detailed in the Roadmap for Performance-Based Navigation are being incorporated into the NextGen Implementation Plan. In fact, many NextGen solutions are dependent on RNAV and RNP implementation as enabling technology in the NAS, including:
- Increased Capacity Using RNAV and RNP
- Increased Flexibility in the Terminal Environment
- Integrated Arrival/Departure Management
- Optimized Profile Descent
- Time-Based Metering Using RNAV and RNP Route Assignments
- Trajectory-Based Operations
These advances in aircraft capabilities and air traffic system operations may contribute to reduced separation and support the transition from rules-based operations to performance-based operations, including RNAV and RNP.
What Is RNAV?
Area Navigation (RNAV) enables aircraft to fly on any desired flight path within the coverage of ground- or spaced-based navigation aids, within the limits of the capability of the self-contained systems, or a combination of both capabilities. As such, RNAV aircraft have better access and flexibility for point-to-point operations.
What Is RNP?
Required Navigation Performance (RNP) is RNAV with the addition of an onboard performance monitoring and alerting capability. A defining characteristic of RNP operations is the ability of the aircraft navigation system to monitor the navigation performance it achieves and inform the crew if the requirement is not met during an operation. This onboard monitoring and alerting capability enhances the pilot’s situation awareness and can enable reduced obstacle clearance or closer route spacing without intervention by air traffic control.
Certain RNP operations require advanced features of the onboard navigation function and approved training and crew procedures. These operations must receive approvals that are characterized as Special Aircraft and Aircrew Authorization Required (SAAAR), similar to approvals required for operations to conduct Instrument Landing System Category II and III approaches.
Global Support
The aviation community is pursuing the benefits of PBN through the implementation of RNAV and RNP-based air traffic routes and instrument procedures. In March 2007, the International Civil Aviation Organization (ICAO) completed the PBN Manual which involved collaboration with technical and operational experts from several countries. The ICAO PBN Manual provides a long-anticipated global harmonization of RNAV and RNP requirements – a leading priority of the aviation stakeholder community worldwide. To promote global awareness and understanding of the new Manual, FAA and the European Organization for the Safety of Air Navigation (EUROCONTROL), with the ICAO PBN Program Office, have presented seminars throughout the ICAO Regions. Nine of 10 planned seminars were completed as of September 2008. The final seminar is scheduled in December 2008.
Benefits
RNAV and RNP specifications facilitate more efficient design of airspace and procedures which collectively result in improved safety, access, capacity, predictability, operational efficiency, and environmental effects. Specifically, improved access and flexibility for point-to-point operations help enhance reliability and reduce delays by defining more precise terminal area procedures. They also provide fuel and emissions savings.
Modeled benefits for fuel and emissions savings for RNAV at OEP airports (MITRE, September 2007)
RNAV procedures can provide benefit in all phases of flight, including departure, en route, arrival, approach, and transitioning airspace. For example, Standard Terminal Arrivals (STARs):
- Increase predictability of operations
- Reduce controller/aircraft communications
- Reduce fuel burn with more continuous vertical descents
- Reduce miles flown in Terminal Radar Approach Control (TRACON) airspace
- Reduce interaction between dependent flows in multiplex airspace
Phoenix (PHX) RNAV Arrivals
Since the implementation of two RNAV STARs at PHX in October 2006, there have been significant benefits noted, including 38 percent reduction in the time aircraft remain in level flight, user benefit savings estimated at $2 million annually, and reductions in carbon dioxide emissions estimated at 2500 metric tons annually.
Similarly, RNAV Standard Instrument Departures (SIDs):
- Reduce departure delay via diverging departure routes off the runway
- Reduce interaction between dependent flows
- Reduce controller/aircraft communications
- Reduce miles flown in TRACON airspace
- Increase predictability of operations
Atlanta (ATL) RNAV Departures
Atlanta RNAV SIDs have achieved fuel savings due to reduced departure delays of more than 2.5 minutes per flight. Annual fuel savings are estimated at $34 million, with cumulative savings of $105 million.
Dallas-Fort Worth (DFW) RNAV Departures
DFW departures on initially diverging routes (fanned departures) have resulted in improved separation efficiency and increased capacity by 11 to 20 operations per hour, with cumulative savings estimated at $25 million.
RNP SAAAR
RNP SAAAR approach procedures offer design flexibility and enhanced performance, allowing us to mitigate obstacles and de-conflict traffic as illustrated in the RNP SAAAR approach at Dekalb-Peachtree Airport (PDK) depicted below.
RNP containment provides separation from obstacles
Similarly, Ronald Reagan Washington National Airport’s RNP SAAAR approach to Runway 19 was designed to avoid the protected areas near the nation’s Capital and provide approved carriers with the ability to land in situations of decreasing visibility due to weather.
To date, FAA has authorized more than 250 RNAV procedures at 86 airports in 29 states.
RNAV 2005 – September 2008 [Cities in bold have OEP airports]
- Alaska (Adak, Akhiok, Anaktuvuk Pass, Anchorage, Arctic Village, Atka, Golovin, Juneau, Kaltag, Ketchikan, King Cove, Nondalton, Palmer, Perryville, Petersburg, Ruby, Sitka, Willow)
- Arizona (Glendale, Goodyear, Phoenix, San Carlos, Sedona, Tucson)
- California (Alturas, Borrego Valley, California City, Long Beach, Los Angeles, Mojave, Oakland, San Diego, San Francisco, Santa Monica)
- Colorado (Holyoke, Lake County, Nucla, Rifle, Walden)
- Florida (Boca Raton, Ft. Lauderdale, Ft. Myers, Miami, Naples, Orlando, Tampa, West Palm Beach)
- Georgia (Atlanta, Augusta)
- Hawaii (Hana)
- Idaho (Arco, Driggs, Grangeville, Hailey)
- Illinois (Chicago)
- Kentucky (Covington, Louisville)
- Maryland (Baltimore)
- Massachusetts (Boston, Nantucket)
- Minnesota (Minneapolis-St. Paul)
- Montana (Colstrip)
- Nevada (Carson City, Las Vegas, Reno)
- New Hampshire (Manchester)
- New Jersey (Newark, Teterboro)
- New York (New York)
- North Carolina (Charlotte)
- Ohio (Cleveland)
- Oregon (Portland)
- Pennsylvania (Philadelphia)
- Rhode Island (Providence)
- Tennessee (Memphis)
- Texas (Dallas-Ft. Worth, Houston)
- Utah (Heber City, Richfield, Salt Lake City)
- Virginia (Arlington, Dulles)
- Washington (Seattle)
- Wyoming (Afton, Ten Sleep)
The FAA has authorized more than 130 RNP procedures at 45 airports in 25 states, one U.S. territory, and one country.
RNP 2005 – September 2008 [Cities in bold have OEP airports]
- Alaska (Red Dog)
- Arizona (Prescott, Tucson)
- California (Bishop, Burbank, Palm Springs, Long Beach, Los Angeles, Monterey, Ontario, San Francisco, San Jose)
- Ecuador (Quito)
- Florida (Ft. Lauderdale, Miami, Tampa)
- Hawaii (Honolulu, Lihue)
- Georgia (Atlanta)
- Guam (Agana)
- Idaho (Hailey)
- Indiana (Gary, Indianapolis)
- Illinois (Chicago)
- Maryland (Baltimore)
- Minnesota (Minneapolis-St. Paul)
- Missouri (Kansas City)
- New Hampshire (Manchester)
- New Jersey (Newark)
- New York (New York)
- Nevada (Reno)
- Oklahoma (Oklahoma City)
- Oregon (Portland)
- Pennsylvania (Pittsburgh)
- Texas (Dallas-Ft. Worth)
- Virginia (Arlington, Dulles)
- Washington (Seattle)
- Wyoming (Jackson)
Looking to the Future
Performance-Based Navigation is a cornerstone of FAA’s NextGen vision. As RNAV and RNP procedures are implemented in the NAS, they may provide additional end-to-end benefits by enabling a network of procedures at and between busy airports that will continue to enhance safety and capacity for industry and the flying public.
