# RNP Project Stage One Report 

# brisbane green March 2008rnp project | brisbane green | stage one report 1 Executive Summary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 Background . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 Brisbane Green Project . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 Safety Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 Efficiency Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10 Environmental Analysis . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 Future Steps . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14 Glossary . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 

# Contentsrnp project | brisbane green | stage one report 2 

### The Brisbane Green Project is a world first integration of Required Navigation Performance (RNP) approaches and departures into a busy international airport. The successful introduction of Stage One of the project has laid the foundation for widespread adoption of this technology at all of Australia’s major airports. This report represents a work in progress and we have taken a conservative approach to the benefits from this stage of the project. The results are, however very encouraging. Airservices Australia has worked closely with Naverus inc . , Qantas Airways and the Civil Aviation Safety Authority of Australia (CASA) to achieve this successful outcome . Airservices is committed to introducing leading edge ATM capability in close collaboration with our stakeholders . To date there have been RNP approaches deployed to 9 airports across Australia including Alice Springs, Ayers Rock, Brisbane, Cairns, Gold Coast, Hobart, Canberra, Townsville and Sydney . The broad range of environments where RNP is being deployed within Australia demonstrates its suitability as a global solution . At present there are six RNP approach and twelve RNP departure procedures deployed at Brisbane . In the first twelve months of the project, over 15,500 RNP procedures have been conducted including more than 8,000 approaches . Of the 8000 approaches, 1612 were conducted in night or instrument conditions that required an instrument approach . Key findings for Stage One: Based on 1612 procedures flown in instrument conditions: • Estimated cumulative savings in flight time are 4,200 a . minutes achieved through a 17,300NM reduction in distance flown; Estimated cumulative savings in jet fuel are more than b . 200,000 kg; Estimated carbon dioxide emission reductions of c . 650,000 kg; There was a reduction in aircraft noise impact; • Non-RNP aircraft benefited through reduced delays • resulting from shorter arrivals for RNP aircraft; There were no reported occurrences of an RNP capable • aircraft being denied an RNP clearance upon request; Comparing the first quarter and the last quarter of Stage • One of the project, there was a 29% increase in the number of flights cleared via an RNP approach; There was no reduction to airport acceptance rates and a • slight reduction in average delay; There have been no weather related go-around events; • There have been no cases of aircraft exceeding the RNP • design parameters; and There were no occurrences of the approaches being • unavailable due to navigation system outages . The most important insight gained from the project was that collaboration between stakeholders is essential . On behalf of Airservices Australia I would like to thank Naverus Inc . , Qantas Airways and the Civil Aviation Safety Authority of Australia for their contributions and collaboration in Brisbane Green . I would also like to acknowledge the outstanding efforts of the Airservices project staff and the air traffic controllers who have made this project possible . I look forward to reporting the results of this ongoing work to you as future stages unfold .

Greg Russell Chief Executive Officer Airservices Australia March 2008 

# Executive Summaryrnp project | brisbane green | stage one report 3 

### Airservices Australia has a long tradition of innovation and collaboration to achieve the needs of the aviation industry, particularly in the advancement of safety, efficiency and the environment. In 2006, Airservices Australia and Naverus Inc., in close collaboration with Qantas Airways and the Civil Aviation Safety Authority of Australia (CASA), began work to implement high precision, performance-based instrument approach and departure procedures within Australia. These procedures, based upon Required Navigation Performance (RNP), are designed to take advantage of the sophisticated navigational capability of modern aircraft . Initially implemented at terrain challenged locations such as Juneau, Alaska, RNP approaches and departures are now demonstrating real safety, efficiency and environmental benefits at a wide range of airports where modern aircraft operate . 

# Introduction

FIGURE 1 . The rollout of RNP approach and departures is now in progress for 15 airports across Australia, including the milestone “Brisbane Green” project at Brisbane International Airport . The purpose of Brisbane Green is to determine the most effective way to integrate RNP at a busy international airport supporting mixed (RNP and conventional) operations . The objectives of the project are to: identify, measure and report the benefits and costs of RNP • to all stakeholders; develop ATC and flight crew operating procedures; • identify, resolve and document issues and consequences; • and gather a body of data to support the development by • ICAO of terminal area RNP separation standards . Under the project, RNP approaches have been deployed to Brisbane’s main runways and connected to the Standard Arrival (FIGURE 1) and Departure (FIGURE 2) Route structure .rnp project | brisbane green | stage one report 4 FIGURE 2 .

The procedures are approved for use by qualifying aircraft in revenue service for day and night operations and in all weather conditions . Track mile savings are significant compared to the track to the ILS for the same runway . Table 1 details the savings from arrival to runway threshold . TABLE 1 . Track Mile Savings – RNP

No. RNP TRACK Miles Saved 1 . DAYBO RWY 01 13 . 1 2 . DAYBO RWY 19 4 . 9 3 . AMITY RWY 01 12 . 8 4 . AMITY RWY 19 8 . 9 5 . AMBERLEY RWY 01 Nil 6 . AMBERLEY RWY 19 17 . 3 This report is based on the results from Stage One of the project, covering the first year of operation commencing January 2007 through to January 2008 . As the project develops, new aircraft types participate, and complementary technologies are introduced, additional reports will be published . The intent is to foster collaboration and harmonisation with the international community in the interests of a safer, environmentally sustainable, more efficient and performance-based Air Traffic Management system . Supporting this intent is Airservices’ commitment to collaboration with other stakeholders to achieve an environmentally sustainable aviation industry . In February 2008, Airservices, the United States Federal Aviation Administration and Airways New Zealand created the Asia and South Pacific Initiative to Reduce Emissions (ASPIRE) Partnership . Under ASPIRE, the three air navigation service providers undertook to work closely with airlines and other stakeholders in the region, to: accelerate the development and implementation of • operational procedures to reduce the environmental footprint for all phases of flight on an operation by operation basis, from gate to gate; facilitate world-wide interoperability of environmentally • friendly procedures and standards; capitalise on existing technology and best practices; • develop shared performance metrics to measure • improvements in the environmental performance of the air transport system; and provide a systematic approach to ensure appropriate • mitigation actions with short, medium and long-term results . Brisbane Green is an example of the work to be advanced under the ASPIRE initiative and demonstrates the benefits of a collaborative approach .rnp project | brisbane green | stage one report 5 

### Airservices Australia Airservices Australia provides air traffic management (ATM) and related airside services to the aviation industry . Recognised internationally as a leader in the field, Airservices is committed to providing safe and environmentally sound services across Australia and in the surrounding region . Each year, Airservices manages air traffic operations for more than three million domestic and international passenger flights carrying some 47 million passengers . The aviation industry also relies on Airservices for aeronautical data, telecommunications and navigation services . 

### The Future The aviation industry is experiencing unprecedented growth, with air traffic in the Asia-Pacific region forecast to double in the next decade alone . To provide the necessary airspace capacity, while also raising system performance in terms of safety, efficiency, security and environment, the aviation community must turn to new techniques and technologies – an ‘information technology revolution’ for aviation . No single technology provides all the solutions, and Airservices is working to integrate a variety of technologies to provide an internationally harmonised, performance-based ATM system that caters for a range of aircraft capabilities in diverse operating environments . However, one of the keystones of the future will be RNP . RNP, and performance based navigation in general, is identified by the International Civil Aviation Organization (ICAO) as an enabler of the Global Air Navigation Plan (Doc 9750) . The deployment of RNP is considered as an essential element in both the US NextGen and European SESAR plans, and the Australian ATM Strategic Plan also notes a major role for RNP in delivering the ATM target operational concept . Airservices is working with Naverus Inc . to deploy RNP across Australia . This is a strategic relationship that brings together the strengths of both organisations to provide the leading edge in air traffic management capability . 

### Naverus Inc. Naverus is based in the United States and Australia, and specialises in the development of “next generation” navigation solutions designed for modern aircraft . Beginning with their involvement in the deployment of RNP in Alaska during the early 1990’s, the principals of Naverus have pioneered the use of terminal area RNP procedures . Naverus is the world’s leading RNP procedure designer, having designed the majority of procedures currently operating in revenue service throughout the world . 

### RNP Technology and Operations RNP is a way of defining the navigational capability of the aircraft, taking into account the performance of the avionics, on-board systems and flight characteristics . RNP is a level of navigational performance expressed in nautical miles . The RNP defines the width of the airspace corridor required for the procedure . 

# Background

RNP utilises the aircraft’s Flight Management System (FMS) to integrate numerous sources of position data (including inertial, satellite and air data) to provide highly accurate navigation with real-time integrity monitoring and alerting . RNP is able to provide flexible, accurate and safe instrument approaches without the infrastructure demands of conventional approach navigation systems . Today it is used at some of the most remote and challenging environments in the world, providing access and delivering unprecedented improvements to safety . Significantly however, a number of recent deployments of RNP have been at airports where terrain does not constrain operations . The ability to curve the approach path has allowed the designer to manoeuvre the aircraft around obstacles, and restricted or built up areas . This often results in a shorter approach when compared to the conventional procedure . 

### Aircraft Capability Modern Transport Category aircraft equipped with FMS and GNSS are able to meet the airworthiness requirements for RNP operations . RNP capability is usually certified by the manufacturer of the aircraft at the time of production . In many cases however, older aircraft can be retro-fitted to RNP approach capability by undergoing system upgrades .rnp project | brisbane green | stage one report 6 RNP approach capability is fast becoming a standard feature of modern aircraft . In Australia, over 60% of the domestic jet transport fleet are certified to RNP0 . 3 or better . 

### Australian RNP Implementation The integration of RNP into day-to-day air traffic flow management is a tangible step toward delivering Airservices’ Gate-to-Gate and User Preferred Trajectory objectives . Airservices has offered en-route services based on RNP4 to suitably equipped aircraft since 2005, and is now rolling out RNP approach and departure procedures for ‘next generation’ aircraft . These procedures, based on aircraft performance ranging from RNP0 . 3 down to RNP0 . 1, are some of the most advanced deployed anywhere in the world . The implementation program for terminal area RNP operations in Australia currently includes 15 airports but will be extended as benefit and need is determined . It is planned that Australia will have an integrated enroute and terminal area RNP network by 2010, ranging from non-towered remote airfields (such as Ayers Rock in central Australia) to capital cities (such as Sydney and Brisbane) . To date there have been in excess of 26,000 RNP approach and departure operations conducted nationally . Completion of Stage One of the Brisbane Green project is a milestone within the RNP program as it marks the successful integration of RNP approach and departure procedures into the air traffic flow management of an international hub . FINDINGS The broad range of environments where RNP is 1 . being deployed within Australia demonstrates its suitability as a global solution . Projected aviation growth demands evolution to 2 . satellite and data-link technology to replace legacy infrastructure and procedures . RNP is considered a keystone technology for 3 . Australia and ensures harmonisation with ICAO and Regional strategic plans . RNP maximises use of the onboard navigational 4 . capability of modern aircraft . The integration of RNP into the ATM system 5 . provides greater flexibility to balance operational requirements with community expectations . Industry collaboration has proven the foundation 6 . element to ensure benefit realisation from RNP deploymentrnp project | brisbane green | stage one report 7 Brisbane Brisbane Airport is served by a main north south runway (01/19) and a shorter crossing east/west runway (14/32) . The airport has ILS CAT-1 approaches to both ends of the main runway . There are six RNP approach procedures in use to the two main runway ends, providing alternatives to the existing ILS procedures and visual approach paths . The RNP 0 . 3 procedures provide for a 250ft decision height and were designed by Naverus in close collaboration with Airservices’ air traffic control specialists . 

### Project Schedule The Project is divided into three stages of approximately 12 months each . Stage One commenced on 18th January 2007 and involved participation of the Qantas 737-800 fleet; 33 airframes . To date there have been in excess of 15,500 RNP operations conducted at Brisbane with more than 8000 approaches . This represents approximately 63% of all RNP operations nationally . Stage 2 commenced in early 2008, and includes the Jetstar A320/A321 and Air Vanuatu 737NG fleets . To date, this has involved an approval process by CASA and the development and deployment of crew training for the two airlines . Stage 3, to commence in 2009, is expected to include Virgin Blue Airlines and other international carriers, with additional aircraft types . 

### The Brisbane Green project has provided early delivery and demonstration of the safety, economic and environmental benefits of RNP. The project also provides the opportunity to capture data to support safety evidence for development of RNP separation standards and rules. 

### Brisbane International Airport Based on passenger throughput Brisbane International Airport is Australia’s third busiest . During 2007 the airport had approximately 173,000 aircraft movements with passenger numbers in excess of 17 . 5 million . This places Brisbane airport within the world’s top 100 airports for passenger throughput and is comparable in these terms to San Diego USA, Vienna, Austria or Osaka, Japan . Twenty-one international airlines and five domestic carriers conduct operations at Brisbane Airport, using a variety of aircraft ranging from turbo-prop and helicopter through to heavy jet operations . 

# The Brisbane Green Project

Traffic in the Brisbane area is managed by a Terminal Control Unit (TCU) and ATC Towers at Brisbane International and several nearby airports . Surveillance in the terminal area is provided by primary and secondary radar, with upgrade to Mode S SSR planned for 2009 . Other Airservices projects will see Automatic Dependent Surveillance - Broadcast (ADS-B), and Advanced Surface Movement Guidance and Control Systems (A-SMGCS) deployed in the Brisbane area within the next few years .rnp project | brisbane green | stage one report 8 

### Procedures Implementation All RNP procedures at Brisbane have been designed to RNP 0 . 3 criteria with their use approved by CASA . Initial design commenced some seven months prior to implementation at Brisbane . Initial designs were distributed to ATC for review and tested in the Qantas 737 flight simulators before being flight checked . An Online Training (OLT) package was developed for air traffic controller training . The package targeted the specific elements of change within each operational unit . Completion of the OLT package was mandatory for all air traffic control personnel prior to their participation in the Brisbane Green project . Qantas pilots undertake theoretical and simulator training to qualify for RNP instrument approaches generally . Importantly no additional training was required for these RNP qualified pilots to participate in the project . New pilot/controller phraseologies were developed in conjunction with CASA and airline participants . These phrases were also applicable to other locations where RNP was being introduced and were therefore standardised throughout Australia . Future enhancements to the ATC automation system may eliminate the need for these measures . FINDINGS Full integration of RNP into the air traffic flow 1 . management of a busy international hub is achievable . Integration of air traffic management considerations 2 . from commencement of the design stage is essential . Stage 2 and 3 of the Project will see a four-fold 3 . increase of the airframes involved in RNP operations at Brisbane .rnp project | brisbane green | stage one report 9 

### The approach to safety for the Brisbane Green Project has included both qualitative and quantitative analysis pre and post implementation. Airservices and Qantas both have robust Safety Management Systems (SMS) and these systems have been fully applied. 

### Reporting Requirements CASA has put in place specific reporting requirements to ensure timely identification and resolution of issues . Additionally there has been significant information exchange between stakeholders . Throughout the project, Airservices has recorded 1 instance reported as an “event” and 4 instances reported as an “incident” via its formal reporting process . All instances were fully assessed and where appropriate remedial processes put into effect . In all cases, instances were assessed to be of a minor nature . Given the number of procedures flown, this outcome is considered a very positive result . 

### Conformance A study of lateral conformance of Brisbane Green RNP operations was also undertaken . Data was collected from 543 flights, from the period of August 2007 to end January 2008 . Aircraft are required to navigate within 1 x RNP (in this case 0 . 3 nautical miles or 556 metres) of the prescribed path 95% of the time . It was demonstrated that RNP aircraft are exceeding this requirement . Aircraft conformed to the path prescribed with a standard deviation of 0 . 0224 nautical miles or 41 . 5 metres and there were no instances of aircraft exceeding the approach design tolerance . This data will also be used to support a safety assessment by ICAO’s Separation and Airspace Safety Panel (SASP) for development of new RNP based separation standards . 

# Safety Analysis

Non-normal Operations RNP procedures deployed in Australia make provision for emergency operations including engine and other system failures at any point in the approach or departure . The safe extraction of a disabled aircraft is provided with an alternative flight path which automatically steers the aircraft over the lowest terrain and delivers it to an altitude where it can safely return to land . In terrain challenged airports like Queenstown, New Zealand, Cairns and Canberra this capability has reduced the workload on pilots in an emergency and dramatically raised the safety of operations . RNP is valued as an effective weapon in the fight against the Controlled Flight into Terrain (CFIT) . FINDINGS A transparent and collaborative approach to safety 1 . activities between the airline, ANSP and regulator are a foundation to project success . A total of 1 event and 4 incidents were reported for 2 . more than 8000 approaches and 7000 departures . 100% compliance within the RNP navigation 3 . requirement has been achieved . Inherent characteristics of RNP support safety 4 . improvements .rnp project | brisbane green | stage one report 10 

### For the 12 months of Stage One, more than 200,000 kg of fuel was saved during RNP approaches. For aircraft conducting an instrument approach, RNP can have a positive impact on delays and fuel consumption through track shortening and Continuous Descent Arrivals (CDA). 

### Reduced Flight Distance A conventional instrument approach such as an ILS is constructed by extending a line from a navigation aid (on the ground) to a point in space where the approach commences . In the case of the ILS, this point is approximately 10NM from the runway . An RNP approach is not dependent upon the location of ground aids and is constructed as a series of straight and curved segments . The length of the straight segment immediately before the runway threshold may be as short as one mile . This feature allows the designer to curve the approach around obstacles, restricted and noise sensitive areas and to “abbreviate” the approach to achieve a reduction in the distance flown by the aircraft as it approaches to land . During Stage One of the Brisbane Green Project the total number of track miles saved is estimated to exceed 17,300 nm (approximately 4,200 minutes of flight time) . This result is based upon the instances where a participating B737-800 was able to conduct the RNP approach where otherwise an ILS approach would have been required . This has resulted in approach tracks being shortened by up to 17 . 3NM . Track shortening at the end of the approach has far more impact than track shortening at the beginning of the approach because the rate of fuel consumption of a jet engine increases as the aircraft descends and configures for landing . 

# Efficiency Analysis

Reducing fuel consumption during arrival and descent is a key efficiency and environmental objective . The job of the air traffic controller is to safely separate aircraft . Aircraft can be separated both laterally and vertically and therefore it is common for arriving aircraft to level off at intermediate altitudes as air traffic controllers provide vertical separation from aircraft passing below . For the aircraft to interrupt its descent, thrust must be applied and that means more fuel is burned . 

### Continuous Descent Arrival A CDA is one where the vertical path of the aircraft is uninterrupted and optimised for use of idle thrust . An RNP approach is designed to allow the FMS to manage the energy during descent, eliminating unnecessary level segments . The accuracy of navigation and speed control during the descent also allows the air traffic controller to predict the progress of the aircraft and aids in the sequencing of landing aircraft . For the controller, the need to intervene in the descent or the navigation of the aircraft is greatly reduced . As a result, RNP aircraft arriving into Brisbane are able to conduct a CDA from the top of descent thereby allowing the aircraft to virtually glide at idle thrust for approximately the last 20 minutes of flight .rnp project | brisbane green | stage one report 11 

### Airspace Capacity It was found that the time saved through an RNP approach was consistent and predictable, and that the accumulation of time saved by an RNP approach flows on to following aircraft in the sequence . This generates savings for all flights into an airport where RNP approaches are deployed whether aircraft are RNP or Non-RNP and provides the potential for increased throughput of arriving aircraft to the airport . FIGURE 3 shows the predictability of RNP approach paths (green) by contrast with the significant variation to flight path for conventional procedures and the associated controller workload . FIGURE 3 .



### Use of RNP Procedures The suitability of RNP approaches in normal airport operations was identified as a success measure for Stage One, specifically how often the controller was able to grant an RNP approach as opposed to an ILS or visual approach was assessed . To date there has been no reported instances of an RNP capable aircraft being denied an RNP approach . Comparing the first and last quarter of Stage One of the project there was a 29% increase in the number of flights cleared via an RNP approach . 

### Airport Capacity Another measurement of success for the project was the impact of RNP approaches on airport capacity . Analysis from the month immediately prior to commencement of Stage One (December 2006) compared to the final month of this stage (December 2007) indicates that no reduction to airport acceptance rates has occurred and indeed, there was a slight overall reduction in average delay of 28 seconds . This initial finding will be the subject of more detailed analysis throughout later stages . This is a very encouraging outcome and indicates that in Brisbane, RNP has rapidly assimilated into the ATC environment . The presence of an RNAV STAR system and flow management protocol has resulted in a reduced need for tactical intervention through radar vectoring . This has facilitated a high and increasing level of RNP approach clearances . The potential accumulated benefit to airport capacity is substantial and throughout later stages of the project empirical data will be collected to measure the impact of RNP on the overall capacity of the terminal airspace . The RNP approaches at Brisbane provided shorter 1 . approaches by up to 17 . 3 NM . The total number of track miles saved during Stage One 2 . is estimated to exceed 17,300NM; Identified fuel savings are in excess of 200,000 kg . 3 . Flight time savings for arrivals exceeded 4,200 minutes . 4 . The RNP approaches at Brisbane provided greater trajectory 5 . predictability allowing reduced controller intervention . There has been no reduction to airport acceptance rates 6 . and a slight overall improvement to average delay by 28 seconds . RNP facilitates a CDA which provides for significant fuel 7 . savings .

Non-RNP flights following an RNP aircraft gain benefit 8 . through less delay derived from the shorter RNP approach . FINDINGSrnp project | brisbane green | stage one report 12 

### The aviation industry has been managing its environmental impacts for many years, and aircraft noise is regularly raised in public debate about the operation and expansion of airports. Aviation’s contribution to greenhouse gas emissions, although small when compared to others, is anticipated to grow. Environmentally sound decision-making is therefore critical to the long-term development of the industry. More broadly, Australia has committed to working on climate change issues . In January 2006, Australia, China, India, Japan, Republic of Korea and the United States launched the Asia Pacific Partnership on Clean Development and Climate (AP6) and in December 2007 Australia became a signatory to the Kyoto Protocol to the United Nations Framework Convention on Climate Change . Airservices’ partnership with the FAA and Airways New Zealand in ASPIRE is part of this commitment . The aviation industry has responded to the issue of emissions with the International Air Transport Association (IATA) and ICAO specifically encouraging the implementation of new ATM practices and technologies in the management of aviation’s environmental impacts . 

### Carbon Dioxide (CO2) Every kilogram of fuel saved saves just over three kilograms of CO2 emissions . By comparing airline fuel consumption data with airport movement records, it has been possible to determine, with a high degree of confidence, that Stage One of Brisbane Green has saved more than 650,000 kg of CO2 emissions . This estimate has been based upon the ICAO recommended methodology for converting minutes of flight to CO2 emissions . Further analysis is underway and based on actual fuel usage it indicates that for some approaches the emissions savings may be considerably higher . But this is the beginning . This remarkable result has been achieved by just 33 aircraft in 12 months of operations . It is expected that Stage Two will significantly improve on this result with the phased inclusion of more participant aircraft over the coming 12 months . 

### Nitrous Oxide (NOx) Nitrous Oxide is the third largest greenhouse gas contributor to overall global warming, behind carbon dioxide and methane . Nitrous Oxide emissions by jet aircraft are correlated to the thrust produced by the engine . An approach without level flight segments, that does not require additional thrust to maintain an altitude during the approach, can minimise the production of NOx . Level segments have traditionally been used to allow aircraft to lose speed, intercept the instrument approach, sequence flows to the runway or facilitate vertical segregation of routes . RNP procedures offer alternative means to achieve these goals, while providing a CDA from high-altitude cruise to the runway . FIGURE 4 depicts actual data for an RNP and Non-RNP approach in Brisbane within 15mins Actual Time of Arrival (ATA) . FIGURE 4 . 

# Environmental Analysis

In general terms this data supports our expectation that NOx will be significantly reduced through the introduction of RNP . Stage Two of the project will see the capture and analysis of further detailed data . 

### Noise Aircraft noise has been a major focus in Australia and elsewhere in the world, particularly since the development of commercial jet aircraft . Technological developments in the last 40 years have significantly reduced the noise impact from aircraft on communities in the vicinity of airports . In that time perceived noise from individual aircraft has been reduced by a factor of four . The introduction of stricter Chapter 4 noise requirements in January 2006 have made little, if any, difference to the noise levels around Australian airports due to the modern domesticrnp project | brisbane green | stage one report 13 fleet, most of which were already meeting the Chapter 4 standards . As a result, noise impacts around major Australian airports have been found to increase largely proportional to air traffic increases . Improved ATM techniques will be pivotal in managing noise in the short to medium term . FIGURE 5 . FIGURE 7 demonstrates lower noise levels for RNP flights at the Kedron noise monitor indicating that these aircraft are at higher altitude than typically flown during a visual approach . This shows that very few RNP flights generated noise above 75dB at Kedron . FIGURE 7 .

Noise footprints for the RNP procedures were estimated by AVTECH, Sweden AB (FIGURE 5) . This indicated that the 70 dB and 75 dB footprints would be significantly reduced in size, and the accuracy of the RNP design allowed the procedure to be placed over non-residential areas, such as the Brisbane River . FIGURE 6 shows the flight paths for RNP (green) and Non-RNP (red) aircraft approaching Brisbane runway 01 via the “River” noise abatement procedure . The RNP path ensures that the low level final approach is conducted over the river and industrial areas . FIGURE 6 . Noise forecasts for RNP and conventional approaches (FIGURE 5) have been validated using noise monitors at Kedron and Bulimba (FIGURE 6) and other locations . FINDINGS RNP approach and departure procedures provide 1 . practical means to reduce CO2, NOx and noise emissions . The Brisbane Green Project has saved 650,000 kg 2 . of CO2 emissions in the first year alone . Expectations of reduced NOx emission levels are 3 . supported by experience of uninterrupted CDA during RNP approaches . The flexibility and accuracy of RNP operations 4 . allows for noise footprints to be placed over nonresidential areas .rnp project | brisbane green | stage one report 14 Stage One of the RNP Project – Brisbane Green has been successful and has exceeded the expectations of the stakeholders . Data gathered in Stage One has validated the benefits which can be realised by the implementation of performance based navigation technology . The success of the Brisbane Green project and the qualifications of benefits have provided Airservices Australia with the confidence to commit to the deployment of RNP across Australia . Brisbane Green is a model for Airservices and other ANSPs to build on in the development of performance based navigation programs around the world . A large body of high quality data has been collected from the project validating the benefits of RNP approach and departure operations . Stages Two and Three will continue to capture this data and more, while also focusing upon the introduction of additional aircraft types and complementary technologies . This will further establish the business case for the integration of RNP approach and departures within complex air traffic management environments . By working with airspace users, regulators, other air navigation service providers and leading edge ATM capability providers such as Naverus, Airservices will continue to advance the Australian CNS/ATM system . Through our RNP implementation program, Airservices and stakeholders will deliver: Increased safety in all weather conditions; • Lower fuel consumption and greenhouse gas emissions; • Reduced noise for airport communities; and • Reduced impost of weather and terrain upon operations . • Airservices Australia wishes to acknowledge the contributions of Naverus Inc . , Qantas Airways and the Civil Aviation Safety Authority of Australia to the success of the Brisbane Green RNP project . 

### Further Information: Airservices Australia Wayne Emery General Manager, Business Development t: +61 2 6268 4057 wayne . emery@airservicesaustralia . com www.airservicesaustralia.com 

# Future Steps

Naverus t: +1 253 867 3900 info@naverus . comrnp project | brisbane green | stage one report 15 ABBREVIATION DETAIL ANSP Air Navigation Service Provider

AP6 Asia Pacific Partnership on Clean Development and Climate ATC Air Traffic Control ATM Air Traffic Management ASPIRE Asia and South Pacific Initiative to Reduce Emissions

CASA Civil Aviation Safety Authority (Australia)

CDA Continuous Descent Arrival CFIT Controlled Flight Into Terrain CNS Communication, Navigation and Surveillance CO2 Carbon Dioxide

dB Decibel FMS Flight Management System GNSS Global Navigation Satellite Systems

IATA International Air Transport Association ICAO International Civil Aviation Organization

ILS Instrument Landing System Kg Kilogram NM Nautical Mile NOx Nitrous Oxide OLT Online Training RNAV Area Navigation

RNP Required Navigation Performance RWY Runway SASP Separation and Airspace Safety Panel (ICAO) SMS Safety Management System STAR Standard Arrival Route 

# Glossary