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4.0 General-------------------------------------------------------------------------------------4-1
4.1 MAS Segment Leg Types -------------------------------------------------------------4-1
4.2 MA Segment RNP Level---------------------------------------------------------------4-1
4.2.1 RNP Values < 1 RNP-------------------------------------------------------------------4-2
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TABLE OF CONTENTS (Continued)
Page
4.3 MA Segment OCS Evaluation--------------------------------------------------------4-3
4.3.1 OCS Penetrations -----------------------------------------------------------------------4-5
APPENDIX 1. VERTICAL ERROR BUDGET (VEB) REQUIRED OBSTACLE
CLEARANCE (ROC) EQUATION EXPLANATION (4 pages)
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CHAPTER 1 – GENERAL
1.0 PURPOSE.
This order contains criteria based on the mandatory avionics features for RNP
certification (such as track-to-fix capability) under RTCA DO-236 (latest version).
It is written for the use of approach procedure designers to develop public RNP
SAAAR instrument approach procedures; describing how to construct the
Obstacle Evaluation Areas (OEAs) and evaluate the Obstacle Clearance
Surfaces (OCSs) associated with an RNP SAAAR approach procedure. It does
not discuss the rationale or philosophical basis of these criteria.
1.1 DISTRIBUTION.
This order is distributed in Washington headquarters to the branch level in the
Offices of Airport Safety and Standards and Communications, Navigation, and
Surveillance Systems; to Air Traffic, Airway Facilities, and Flight Standards
Services; to the National Flight Procedures Office and the Regulatory Standards
Division at the Mike Monroney Aeronautical Center; to branch level in the
regional Flight Standards, Airway Facilities, Air Traffic, and Airports Divisions;
special mailing list ZVS-827, and to special military and public addressees.
1.2 EFFECTIVE DATE. June 3, 2005.
1.3 BACKGROUND.
The concept of RNP is a significant enhancement to navigable airspace design,
use, and management. It was developed by the International Civil Aviation
Organization (ICAO) Special Committee on Future Air Navigation Systems
(FANS) and is an integral part of the communication, navigation, surveillance,
and air traffic management (CNS/ATM) plan envisioned by the Special
Committee. For the purposes of this order, RNP levels address obstacle
protection associated with RNP accuracy values. The RNP level (RNP x, where
x=0.3, 1, 2, etc.) is a variable used to determine the OEA half-width value (in NM)
of a segment of an instrument approach procedure.
1.4 DEFINITIONS.
In addition to the definitions common to procedure development contained in
various 8260 series orders, the following definitions apply.
1.4.1 3-Dimensional (3-D).
Approach procedures that provide longitudinal, lateral, and vertical path deviation
information are 3-D procedures. Instrument landing system (ILS), microwave
landing system (MLS), precision approach radar (PAR), lateral navigation/vertical
navigation (LNAV/VNAV), LPV, and required navigation performance (RNP) are
examples of 3-D procedures.
8260.52 6/3/05
Page 1-2 Par 1.4.2
1.4.2 Approach Surface Baseline (ASBL).
The ASBL is a line aligned to the runway centerline (RCL) that lies in a plane
parallel to a tangent to the WGS-Ellipsoid at the landing threshold point. It is
used as a baseline reference for vertical measurement of the height of glidepath
and OCS (see figure 1-1).
Figure 1-1 ASBL, TCH, GPI, GPA, FPCP
FPCP
Orthometric Geoid
or
WGS-84 Ellipsoid
LTP
Glidepath
ASBL
Parallel
lines
tangent point
TCH
O
GPI
1.4.3 Course Change.
A course change is the mathematical difference between the inbound and
outbound tracks at a single fix.
1.4.4 Decision Altitude (DA).
The DA is a barometric altitude (height above mean sea level) at which a missed
approach must be initiated if required visual references are not acquired. The
DA value is derived from the achieved height above touchdown (HAT) (see
paragraph 1.4.13).
1.4.5 Distance Of Turn Anticipation (DTA).
The distance from (prior to) a fly-by fix that an aircraft is expected to start a turn
to intercept the course/track of the next segment (see figure 1-2).
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Figure 1-2. DTA Example
1.4.6 Final Approach Fix (PFAF).
An RNP final approach is 3-D. The final approach fix for all 3-D approach
procedures is the point that the glidepath intercepts the intermediate segment
minimum altitude (see figure 1-3).
Figure 1-3. PFAF
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