RNP SID with RF leg

[FlightPathOBN]

terpster,

2 different question with relative answers.

9.G,

When you fly a DME arc, you are staying a certain distance away from the DME correct? So the DME is a radial point per se.
With an RF turn, your flying a certain distance away from a radial point. That radial point is a coded waypoint in the navdatabase.
There is quite a bit of difference flying a 25nm DME arc, than a 3nm RF turn and staying on course.

As far as answering DH question, I believe it already has been answered. The regulations are minimum requirements, Equipage and training have minimums as well.

You are misreading what Boeing and Airbus say about the aircraft, these aircraft meet the minimum requirements to be certified.


From Airbus:
The process to obtain an operational approval will be initiated by an application sent by the airline to its national authorities.

The airline with its national authorities will need to determine the aircraft equipment and the level of aircraft certification adequate for the intended type of RNP AR operations. The level of operational requirements and the way the national authorities will supervise how the airline comply, may influence this decision.

The list of required equipment should be established during the operational evaluation and the approval process, considering the available operational mitigation means for each individual procedure.

The following list of equipment should be considered to start an RNP AR procedure in a demanding environment:
- 2 FMGC (2 FM required for RNAV approach)
- 2 MCDU
- 2 FD
- 1 AP, but 2 AP if RNP < 0.3 for approach, or RNP < 1.0 in go around or departure, is required
- EFIS DU with 2 L/DEV and 2 V/DEV displays and RNP P/B (if installed)
- 2 GPS (MMR) (2 GPS required for RNAV approach)
- 3 ADIRS (2 ADIRS for a departure)
- EGPWS
- FCU with both channels

Extract of AC 90-101(Appendix 6, 12/15/2005)
1. The operator must have an RNP monitoring program to ensure continued compliance with the guidance of this AC and to identify any negative trends in performance. At a minimum, this program must address the following information. During the interim approval, the operator must submit the following information every 30 days to the CHDO or FSDO granting their
authorization. There-after, the operator must continue to collect and periodically review this data to identify potential safety concerns, and maintain summaries of this data.
a. Total number of RNP AR procedures conducted.
b. Number of satisfactory approaches by aircraft/system (Satisfactory if completed as planned without any navigation or guidance system anomalies).
c. Reasons for unsatisfactory approaches, such as:
1) UNABLE REQ NAV PERF, NAV ACCUR DOWNGRAD, or other RNP messages
during approaches.
2) Excessive lateral or vertical deviation.
3) TAWS warning.
4) Autopilot system disconnects.
5) Nav data errors.
6) Pilot report of any anomaly.
d. Crew comments.


The application should describe the project and the strategy chosen by the airline to comply with the applicable regulation.
The project may have quite different implications depending the level of RNP AR that is envisaged or if the project is to fly an existing public procedure or to develop a private (or tailored) procedure.

The ACD referenced in the AFM should be used to support the airline’s operational approval.
When the intended RNP value is lower then the Airbus demonstrated values in abnormal conditions, the airline must perform a Flight Operations Safety Analysis (FOSA) for the specific procedures being envisaged. When the RNP values in abnormal conditions are used no FOSA is required.
The operational evaluation will need to be reviewed by the national authorities, as it may induce specific operational requirements.
The overall check of the aircraft capability to fly the intended procedure, but also that the flight crew procedures and training are adequate, will be made during one (or more) validation flight(s) in good weather conditions (VMC).
The authorities may require the airline to accumulate a minimum experience during revenue flights with higher weather minima before granting approval to the lowest minima

Here is the Airbus deliverable to the airline to help with RNP authorization:

• The Airworthiness Compliance Document (ACD) and FM revision,
• Updated FCOM for aircraft with RNP AR certification (FM+ACD)
• Flight Crew Training
o Ground CBT course,
o Simulator training and simulator check for RNP AR (generic),
• Flight Operations Monitoring with AirFASE

The cert isnt for just the aircraft, it is for the airline, aircraft, and crew per the airlines State.