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Area Navigation Systems (RNAV), coupled with appropriate air traffic control techniques, promise to improve the movement of aircraft within the National Airspace System (NAS). These systems are based upon use of the NAS ground radio navigation aids by the airborne navigation receivers, and other sensors available in today's aircraft. The evolution and product development of airborne equipment for this purpose have been guided by airline and FAA operational needs. The airline industry, through its Air Transport Association (ATA) and Airline Electronic Engineering Committees (AEEC), is standardizing the requirements for three classes of equipment. These are: Mark I RNAV, simple, yet requiring considerable pilot manual operation; Mark II RNAV, virtually automatic, with new cathode-ray tube multi-function/navigation displays for the pilot; and Mark III (Mark 13) RNAV, based upon use of the self-contained inertial navigation systems presently installed in today's large jets.

The high equipment investment cost of today's large transport aircraft, the high daily utilization desired or required for profitable operations, and the potential revenue losses associated with service interruptions make it mandatory for the manufacturer to take an active part in the early reduction and correction of service problems. The high investment, not only by the aircraft operators but also by the manufacturer, demands the establishment of a mutual participation team effort for early problem resolution. This paper deals with an aircraft manufacturer's approach to meeting this challenge. It discusses the accumulation and evaluation of service data, the investigations initiated to properly understand the problem, and the management procedures established to assure a safe and speedy problem resolution with a minimum of service interruption. Specific examples are used to illustrate the types of decisions reached.