What the “H” is This: RNAV H Approaches Explained

One of the joys of being a business aviation pilot is the ability to access nearly 40,000 airports worldwide, compared to airline pilots who only fly into major airports in large cities and often the same airports, repeatedly. In the same breath, one of the challenges to business aviation is for the same reason; routinely flying into new airport environments.

"Cleared for the visual" may equate with a higher rate of unstable approaches because humans weren't designed to fly through the air at high speeds; so when we rely solely on visual cues, even if we've been flying for years, we can easily misinterpret our environment and our aircraft's position. For example, the Learjet pilots flying into Teterboro who tried to maneuver VFR to line up with Runway 1 misinterpreted their profile, banked too steeply, and stalled without enough altitude to recover. They thought they could easily manipulate their VFR situation to get realigned, but it was a deadly misjudgement.

Use All the Tools

Pilots have always been encouraged to back up visual approaches with their instruments, and there are many published Visual Approaches out there, but Honeywell has taken it one step further and created FMS-Guided Visual approaches (FGVs) to continue strides toward a safer industry. It's lateral and vertical guidance just like an instrument approach but without the minimums.

Most airports with an instrument approach procedure will align the aircraft with the runway end, but not all runways have an IFR approach, especially those boxed in by terrain or airspace restrictions. Visual approaches expedite traffic and enable everyone to use the runway with the favored winds, but often during a high workload, busy environment when ATC has you high and hot or simply maneuvering to align to the runway. Continuing VFR becomes a safety risk or potential airspace violation if you're not in proper profile for your aircraft.

Where and Why

The business aviation community feedback influenced each RNAV H approach location choice and design. Some of the examples include a visual approach to Chicago Executive Prospect Heights Airport in Wheeling, Illinois. It was chosen because KPWK is in Class D airspace, 8 NM from Chicago O'Hare International Airport, and the Class B airspace for KORD sits above KPWK. There is also a wedge-shaped cutout with various altitudes over KPWK.

The new guided visual can also help pilots avoid clipping the Class B airspace during the circle-to-land and avert the ATC cringe question, "I've got a number to call, ready to copy?"

So far, Honeywell has developed FGV approaches for 10 runways at nine airports, and four more runways at three new airports are in development. The following are completed and in use:

• KTEB RNAV H Rwy 01
• KTRM RNAV H Rwy 35
• KPWK RNAV H Rwy 34
• KVNY RNAV H Rwy 34L
• KSDL RNAV H Rwy 21
• KPDK RNAV H Rwy 03R
• KHND RNAV H Rwy 17R
• KHND RNAV H Rwy 35L
• MMSL RNAV H Rwy 11
• KSFO RNAV H 28R (Quiet Bridge Visual)

Advanced Aircrew Academy's ProTips

Advanced Aircrew Academy's Subject Matter Expert on Performance Based Navigation is also a business aviation captain whose company is incorporating these approaches into their Navigation Database validation program/Required Navigation Performance Procedures with Authorization. Here are some of his pro tips:

"RNAV H is the hot new item right now! The rule of thumb usage:

• The crew needs to announce to ATC 'Field in Sight' and get cleared for a visual approach.
• Pilots should not ask ATC for clearance to fly the FGV approaches.
• You must stay in Visual Meteorological Conditions (VMC).
• Something to discuss during the approach briefing is that the crew must clarify intentions with ATC if they decide to go-around. The plates have go-around instructions, but ATC doesn't know that you're flying the RNAV H.
• ATC has no idea that the crew will be syncing their autopilot to a turning radius to fix.
• The 3.0-degree guidance from the RNAV H will set the aircraft up for a stable approach window. From the vantage point of the controller, they're probably thinking, "That flight crew sure flies a nice visual."
• Since it's not an Instrument Approach Procedure, it won't be listed in C052; however, operators need to add it to their C384 authorization so that they get these procedures in their Navigation Database.
• The RNAV H guidance is modeled the same way as the RNP-AR IAPs (no secondary clearance area per TERPS)."

Training

Since it's not an instrument approach, you don't have to train on RNAV H visual approaches, but you can and should. Honeywell has made these visual approaches available as a subscription service that adds them to FMS databases in qualifying aircraft. These include the Bombardier Global Express; Citation Sovereign and X; Falcon 900EX EASy, 900C/EX, 2000 EASy, 7X, and 8X; Embraer 170/190; Gulfstream GV, G450/G550, G500/G600, and G650; Hawker 4000; and Pilatus PC-24 and PC-12 NG/NGX. Honeywell is working with CAE and FlightSafety to add the FGV approach database to the simulators for these aircraft.

For all other information on aircraft required navigation capability from sensor equipment-based to performance-based, Advanced Aircrew Academy's Performance Based Navigation module is intended for Airline Transport Pilot (ATP) rated pilots flying transport category jet or equivalent high-performance turboprop aircraft with advanced avionics capable of navigating using Global Positioning System (GPS) and multiple sensors, Flight Management System (FMS)-based Area Navigation procedures. The module provides background information and references along with a review of RNAV and RNP instrument flight procedures including departure, enroute, arrival, and approaches.

The module was developed in accordance with the International Civil Aviation Organization (ICAO) Document 9613, Performance Based Navigation (PBN) Manual. It includes training on the following navigation standards: RNP-1, RNAV-1, P-RNAV, RNP-2, RNAV-2, RNAV-10, RNP-4, RNP-5, B-RNAV, RNP-10, and RNP 0.3. We can customize the module to your specific authorizations.

If you operate Part 135: The PBN module is customized based on Ops Specs authorizations in B034 Class I Terminal and En-route Navigation, B035 Class I Navigation in Class A Airspace, B036 Oceanic and Remote Continental Navigation Using Multiple Long-Range Navigation Systems (M-LRNS), C052 Instrument Approaches, C063 Departure Procedure (DPs) and Standard Terminal Arrival Routes (STARs), C073 Instrument Flight Rules (IFR) Approach Procedures Using VNAV, C085 Substituting GPS/Wide Area Augmentation System (WAAS) FMS for selected Non-Precision Approaches, and C384 Required Navigation Performance (RNP) Approaches, as applicable. GOM-based operator-specific RNAV procedures are included in the customized module.

The module meets the FAA RNAV pilot training requirements published in Advisory Circular (AC) 90-100A, U.S. Terminal and En-Route Area Navigation (RNAV) Operations. We can customize the module to meet any specialty curriculum requirements in your FAA-approved Training Program.

If you operate Part 91: This module meets the FAA RNAV pilot training requirements published in AC 90-100A, U.S. Terminal and En-Route Area Navigation (RNAV) Operations, addressing the need for the specialized training required to operate in airspace systems that are moving increasingly toward satellite-based instrument procedures. LOA C063 satisfies the requirement for operators to obtain State Approval for RNP. Operators have used this eLearning module to satisfy the training requirement for issuance of LOA C063. The module complies with the IS-BAO training requirement for PBN.

Adding a layer of profile information for common yet challenging visuals like the Teterboro ILS 6 circle to Runway 1 at TORBY adds another level of safety for even the most experienced crews. Just because you're on a visual approach doesn't mean you can't use automation or a combination. You can use this as your chance to hand fly while using guidance. Come on, do some of that pilot stuff.

Contact info@aircrewacdemy.com for more information.

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