Stakeholders Impatient With Pace of RNP Deployment | Aviation International News

Stakeholders Impatient With Pace of RNP Deployment

Alaska Airlines started using precision required navigation performance (RNP) approaches into Juneau, Alaska

ICAO resolution A37-11 calls for the implemen-tation of GNSS approach procedures with vertical guidance (APV) including Lnav-only minimums, for all instrument runway ends, either as the primary approach or as a backup for precision approaches by 2016 with intermediate milestones along the way.

November 2, 2011

Alaska Airlines started using precision required navigation performance (RNP) approaches into Juneau, Alaska, in 1996, and RNP has been used extensively by other airlines since that time. RNP is a subset of the broader, performance-based navigation (PBN) concept considered a key enabler of airspace modernization efforts in the U.S., Europe and elsewhere. In September 2007, the assembly of the International Civil Aviation Organization (ICAO) resolved that satellite-based approach procedures with vertical guidance be implemented “for all instrument runway ends” by 2016.

With acknowledged benefits of reducing track miles, mitigating noise and lowering fuel burn and emissions, you’d think RNP is off and running as a global standard. But at the PBN summit sponsored by GE Aviation in Seattle in late September and at other recent forums there was a current of frustration with the plodding pace of RNP implementation.

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