A Human Factors Simulation of Required Navigation Performance Converging Approach Procedure

Koros, Anton; Sollenberger, Randy; Della Rocco, Pamela S · 2007 · ROSA P / United States. Department of Transportation. Federal Aviation Administration. William J. Hughes Technical Center

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Summary

This study assessed the human factors implications of a proposed Required Navigation Performance (RNP) converging approach procedure into San Francisco International Airport (SFO) Runway 28R. The research was motivated by the need to maintain dual-stream airport acceptance rates during reduced visibility conditions, where traditional operations typically degrade to single-stream modes. The study specifically evaluated Air Traffic Control Specialists' (ATCSs) ability to monitor aircraft deviations, manage workload, and execute separation procedures using standard Airport Surveillance Radar-9 (ASR-9) displays rather than specialized Precision Runway Monitor systems. The researchers conducted a high-fidelity, real-time Human-in-the-Loop simulation at the Northern California Terminal Radar Approach Control facility in December 2004. Sixteen certified ATCSs participated in the study, which comprised two primary components: a reaction time task and a series of operational scenarios. The reaction time task measured controllers' ability to identify aircraft blunders under varying deviation angles and locations. The operational scenarios evaluated five key variables: the propensity for nuisance breakouts, two communications override options (Tower Override vs. Approach Override), three No Transgression Zone (NTZ) placement distances (1150 ft, 1800 ft, and 3700 ft from the approach path), and the impact of high traffic levels (up to 59 aircraft per hour). Data collection included radar recordings, video analysis of controller responses, radio communication logs, and subjective workload assessments using the NASA-Task Load Index. Results indicated that monitor controllers could accurately and timely identify blundering aircraft using ASR-9 displays, with identification times ranging from 7.4 to 11.5 seconds. Nuisance breakout rates were negligible, averaging approximately 1%. When comparing communications options, the Approach Override procedure yielded slightly more favorable outcomes than the Tower Override, including faster blunder identification, greater minimum separation distances between conflicting aircraft, fewer blocked radio communications, and higher situation awareness ratings. Regarding NTZ placement, controllers performed effectively across all tested distances; however, the 1800 ft placement was recommended for initial implementation due to zero nuisance breakouts, lower workload ratings, and optimal performance metrics. Under high traffic conditions, controllers maintained satisfactory performance with low workload, demonstrating no operational deficiencies. The study concluded that the proposed RNP converging approach is viable for SFO Runway 28R during reduced visibility conditions. The findings support the integration of RNP procedures into standard air traffic control operations without requiring specialized surveillance equipment. The authors recommended incorporating RNP-specific procedures into FAA Order 7110.65 to ensure appropriate controller training and displaying Flight Management System/RNP equipment information in controller datablocks to enhance situational awareness.

Key finding

Monitor controllers identified blundering aircraft accurately and timely using the ASR-9 display, with response times ranging from 7.4 seconds for single targets to 11.5 seconds during operationally representative conditions, while maintaining high sector performance and low nuisance breakout rates.

Methodology

simulator

Sample size: 16

Provenance

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Summary generated by qwen3.6-27b-prismaquant on 2026-06-10; verification: verified.

Topics

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• situation awareness theory