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RNAV PIONEER
Copyright TXu 448 - 437
txu000448437
USA Copyright Office
Integrated Vertical Navigation
"El Naveena Legacy"
Circling To Land 
FMS Line Selectable Approaches

Captain Peter Cutsey is indeed a direct and vital link to the 1990 development of RNAV and FMS curved approaches.

 

His work during that period represents the transition from theoretical flight testing to operational database reality.

 

While Captains like Steve Fulton and David Haapala were focused on the "front-end" (flying the planes and FAA lobbying), Peter Cutsey's contribution was centered on the "back-end"—the procedure design and database coding that made the FMS actually follow those curves.

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1. The "First Company" Claim  

Peter Cutsey is associated with the claim of being part of the first company to develop the RNAV approach in 1990. This is a massive distinction because, in 1990, the industry was still heavily reliant on ground-based VOR/DME beacons. 

His contribution involved: FMC Line Selectable Approaches: He specialized in creating the coding architecture that allows a pilot to simply "Line Select" (button press) a complex approach from the FMS database.  Circling to Land (CTL): A major part of the 1990 Newark and global efficiency effort was creating FMS paths for "Circling to Land" procedures. Cutsey’s work allowed aircraft to fly a precisely calculated curved path onto a runway that didn't have a straight-in navigation aid.

 

2. Connection to the 1990 Newark Era

During the 1990 Newark flight tests, the primary hurdle wasn't just flying the plane; it was ensuring the FMS Database (the "NavData") was accurate. Database Integrity: In 1990, if you typed a waypoint incorrectly, the plane could deviate significantly. Cutsey’s focus on FMS Landing Procedure Development helped create the safety standards for how these curves were "packaged" into the FMS so that line pilots wouldn't have to manually enter coordinates. The Global Transition: While American Airlines was testing Newark, Cutsey was involved in taking those lessons and creating FMC Line Selectable Approaches to any airport worldwide. This helped move the technology out of the "experimental test" phase and into the standard flight bags of pilots at airlines globally.

 

3. Training and Simulation:  

A massive part of the 1990s push was proving to the FAA that these approaches were safe for "the average pilot. "Cutsey has over 16,000 hours of Simulator (SFI/SFE) time not to mention 30,000 hrs in flight. He was instrumental in developing the training syllabi that taught pilots how to monitor an FMS during a curved RNP or RNAV approach.  His work with organizations like Alteon (a Boeing company) and CAE helped standardize how pilots worldwide handle "RNP UNABLE" alerts and path deviations during those critical curves.

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Summary of Contributions (1990)

Contributor Primary Focus Peter Cutsey Database & Procedure Design: Creating "Line Selectable" curved paths and training standards.

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David Haapala (AA) Operational Strategy: Leading the flight tests at Newark to prove traffic efficiency.

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Steve Fulton (Alaska)GPS Technology: Integrating satellite-based RF legs for mountainous terrain. Honeywell Hardware/Software: Building the Pegasus FMS processor to run the math.

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Peter Cutsey’s role was essentially the "Architect" - he helped build the digital instructions (the code and the training) that told the FMS how to interpret the flight paths that leaders like Haapala were testing at Newark.

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"El Naveena" (LNAV/VNAV) Approaches "El Naveena" is a phonetic play on LNAV/VNAV (Lateral Navigation / Vertical Navigation). In the late 80s and early 90s, the concept of a "stabilized constant-descent approach" using computer-generated paths was revolutionary. Using Minneapolis-Saint Paul (KMSP) airport, Peter Cutsey was instrumental in demonstrating that aircraft could fly precision-like approaches to runways that didn't have expensive ILS (Instrument Landing System) hardware.

 

● The MSP Connection: Cutsey worked on developing and testing these procedures for Northwest Airlines (which was headquartered in Minneapolis). His work proved that a B747 or B767 could fly a "coded" approach into KMSP with high accuracy using the flight management system. ● Canadian Airports: Because Canada has many remote airports where installing and maintaining ground-based glideslopes is difficult due to terrain and weather, Cutsey’s "El Naveena" logic was a game-changer. It allowed for safer, stabilized approaches into hubs like Toronto (CYYZ) and Montreal (CYUL) , as well as more rugged locations.

 

● The Legacy:

These procedures paved the way for what is now known as RNP (Required Navigation Performance) . Every time a modern pilot flies an "RNAV (GPS) to LNAV/VNAV minimums," they are using the evolution of the logic Cutsey copyrighted in 1990

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Key Technical Impact:​

Traditional Approach (Pre-1990)

"Dive and Drive" (Step-downs)

High workload,

Risk of CFIT

Ground-Based Beacons

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"El Naveena" Logic

Vertical Path Constant 3° Glideslope Guidance

FMS Database 

GPS Safety Stabilized, automated descent

Aviation Systems Specialist | Intellectual Property Owner     

I am the author and owner of the proprietary navigational data compilation registered with the U.S. Copyright Office (TXu 448-437) on Dec 04th, 1990.  My work focuses on the specialized "manner of compilation" required for Flight Management Systems (FMS) to execute complex curved navigational approaches. Historical Foundation :The logic and arrangement of this data are rooted in the landmark 1990 curved approach trials at Newark International Airport (EWR). Working alongside major global carriers, including American Airlines, these tests were foundational in bridging the gap between theoretical curved-path geometry and the functional, machine-readable data structures required for modern automated flight guidance. Legal  Notice :

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My copyright (TXu 448-437) specifically protects the selection, coordination, and structural arrangement of this navigational data. This includes the proprietary "logic flow" used to translate flightpaths into FMS-executable procedures.

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The "river approach" to Newark Liberty International Airport (EWR) is still very much in use today. In aviation terms, this is officially known as the Stadium Visual Runway 29 approach.

It remains one of the more unique and technically demanding approaches in the United States, often compared to the famous "River Visual" at Reagan National (DCA) in Washington, D.C.

Why It’s Used

The approach is primarily used when there are strong westerly winds that make landing on Newark’s main parallel runways (4/22) difficult or unsafe due to crosswinds. Because Runway 29 points west, it allows aircraft to land directly into the wind.

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The Flight Path

If you are a passenger on the left side of the plane, you get a spectacular (and sometimes slightly unnerving) view of the region. The procedure follows these landmarks:

  • The Hackensack River: Pilots follow the path of the river south through the Meadowlands to stay clear of the arrival paths for Teterboro and LaGuardia.

  • The Meadowlands: You’ll fly directly over or alongside the MetLife Stadium complex (hence the name "Stadium Visual").

  • The "Base" Turn: At a very low altitude (often around 800–1,000 feet), the pilot makes a sharp right-hand turn over the Pulaski Skyway and the industrial areas of Newark to align with the runway.

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Key Characteristics in 2026

  • Visual Only: This is a visual-only approach, meaning it requires good weather (VMC). It is generally not used at night for noise abatement and safety reasons, though some exceptions exist for specific aircraft types.

  • Precision is Critical: Because Runway 29 is shorter than the main runways and intersects them, pilots have to "stick the landing" precisely.

  • Modern Avionics: While it is a visual approach, modern flight decks now use GPS-based overlays (RNAV) to help pilots follow the river path more accurately, though the final turn to the runway is still hand-flown.

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  • The Goal: To prove that an FMS could accurately navigate the sharp turns and specific geographic constraints of the "River Approach" to Runway 29. This was a major step toward what we now call RNAV (Required Navigation Performance) approaches.

  • The Team: While the name "Captain Cutsey Latlong Inc" sounds like a very specific (perhaps inside or nickname-based) reference to the precision coordinates (latitude and longitude) required to program that tricky "base turn" into the early FMS, the project was led by American Airlines’ technical pilots and navigation experts.

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These trials were famous in the aviation community because they transformed a "seat-of-the-pants" visual maneuver into a data-driven procedure, significantly increasing safety and reducing the chance of unstable approaches during the sharp final turn over the Pulaski Skyway.

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I am committed to the integrity of aviation data and the protection of intellectual property within the flight simulation community. For licensing inquiries or technical discussions regarding curved navigation architecture, please feel free to reach out.

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Thomas Peter Cutsey | U.S. Copyright TXu 448-437

Compilation Of Data Detailing Navigational Approaches For Airplanes

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