1-2-2. Required Navigation Performance (RNP)

1. General. While both RNAV navigation specifications (NavSpecs) and RNP NavSpecs contain specific performance requirements, RNP is RNAV with the added requirement for onboard performance monitoring and alerting (OBPMA). RNP is also a statement of navigation performance necessary for operation within a defined airspace. A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not, being met during an operation. OBPMA capability therefore allows a lessened reliance on air traffic control intervention and/or procedural separation to achieve the overall safety of the operation. RNP capability of the aircraft is a major component in determining the separation criteria to ensure that the overall containment of the operation is met. The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure. For example, an aircraft may be eligible for RNP 1, but may not be capable of RNP 1 operations due to limited NAVAID coverage or avionics failure. The Aircraft Flight Manual (AFM) or avionics documents for your aircraft should specifically state the aircraft's RNP eligibilities. Contact the manufacturer of the avionics or the aircraft if this information is missing or incomplete. NavSpecs should be considered different from one another, not “better” or “worse” based on the described lateral navigation accuracy. It is this concept that requires each NavSpec eligbility to be listed separately in the avionics documents or AFM. For example, RNP 1 is different from RNAV 1, and an RNP 1 eligibility does NOT mean automatic RNP 2 or RNAV 1 eligibility. As a safeguard, the FAA requires that aircraft navigation databases hold only those procedures that the aircraft maintains eligibility for. If you look for a specific instrument procedure in your aircraft's navigation database and cannot find it, it's likely that procedure contains PBN elements your aircraft is ineligible for or cannot compute and fly. Further, optional capabilities such as Radius-to-fix (RF) turns or scalability should be described in the AFM or avionics documents. Use the capabilities of your avionics suite to verify the appropriate waypoint and track data after loading the procedure from your database.
2. PBN Operations.
   1. Lateral Accuracy Values. Lateral Accuracy values are applicable to a selected airspace, route, or procedure. The lateral accuracy value is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure, route, or path. RNP applications also account for potential errors at some multiple of lateral accuracy value (for example, twice the RNP lateral accuracy values).
      1. RNP NavSpecs. U.S. standard NavSpecs supporting typical RNP airspace uses are as specified below. Other NavSpecs may include different lateral accuracy values as identified by ICAO or other states. (See FIG 1-2-1.)
         1. RNP Approach (RNP APCH). In the U.S., RNP APCH procedures are titled RNAV(GPS) and offer several lines of minima to accommodate varying levels of aircraft equipage: either lateral navigation (LNAV), LNAV/vertical navigation (LNAV/VNAV), Localizer Performance with Vertical Guidance (LPV), and Localizer Performance (LP). GPS with or without Space-Based Augmentation System (SBAS) (for example, WAAS) can provide the lateral information to support LNAV minima. LNAV/VNAV incorporates LNAV lateral with vertical path guidance for systems and operators capable of either barometric or SBAS vertical. Pilots are required to use SBAS to fly to the LPV or LP minima. RF turn capability is optional in RNP APCH eligibility. This means that your aircraft may be eligible for RNP APCH operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite. GBAS Landing System (GLS) procedures are also constructed using RNP APCH NavSpecs and provide precision approach capability. RNP APCH has a lateral accuracy value of 1 in the terminal and missed approach segments and essentially scales to RNP 0.3 (or 40 meters with SBAS) in the final approach. (See paragraph 5-4-18, RNP AR (Authorization Required) Instrument Procedures.)
         2. RNP Authorization Required Approach (RNP AR APCH). In the U.S., RNP AR APCH procedures are titled RNAV (RNP). These approaches have stringent equipage and pilot training standards and require special FAA authorization to fly. Scalability and RF turn capabilities are mandatory in RNP AR APCH eligibility. RNP AR APCH vertical navigation performance is based upon barometric VNAV or SBAS. RNP AR is intended to provide specific benefits at specific locations. It is not intended for every operator or aircraft. RNP AR capability requires specific aircraft performance, design, operational processes, training, and specific procedure design criteria to achieve the required target level of safety. RNP AR APCH has lateral accuracy values that can range below 1 in the terminal and missed approach segments and essentially scale to RNP 0.3 or lower in the final approach. Before conducting these procedures, operators should refer to the latest AC 90-101, Approval Guidance for RNP Procedures with AR. (See paragraph 5-4-18.)
         3. RNP Authorization Required Departure (RNP AR DP). Similar to RNP AR approaches, RNP AR departure procedures have stringent equipage and pilot training standards and require special FAA authorization to fly. Scalability and RF turn capabilities is mandatory in RNP AR DP eligibility. RNP AR DP is intended to provide specific benefits at specific locations. It is not intended for every operator or aircraft. RNP AR DP capability requires specific aircraft performance, design, operational processes, training, and specific procedure design criteria to achieve the required target level of safety. RNP AR DP has lateral accuracy values that can scale to no lower than RNP 0.3 in the initial departure flight path. Before conducting these procedures, operators should refer to the latest AC 90-101, Approval Guidance for RNP Procedures with AR. (See paragraph 5-4-18.)
         4. Advanced RNP (A-RNP). Advanced RNP is a NavSpec with a minimum set of mandatory functions enabled in the aircraft's avionics suite. In the U.S., these minimum functions include capability to calculate and perform RF turns, scalable RNP, and parallel offset flight path generation. Higher continuity (such as dual systems) may be required for certain oceanic and remote continental airspace. Other “advanced” options for use in the en route environment (such as fixed radius transitions and Time of Arrival Control) are optional in the U.S. Typically, an aircraft eligible for A-RNP will also be eligible for operations comprising: RNP APCH, RNP/RNAV 1, RNP/RNAV 2, RNP 4, and RNP/RNAV 10. A-RNP allows for scalable RNP lateral navigation values (either 1.0 or 0.3) in the terminal environment. Use of these reduced lateral accuracies will normally require use of the aircraft's autopilot and/or flight director. See the latest AC 90-105 for more information on A-RNP, including NavSpec bundling options, eligibility determinations, and operations approvals.
         5. RNP 1. RNP 1 requires a lateral accuracy value of 1 for arrival and departure in the terminal area, and the initial and intermediate approach phase when used on conventional procedures with PBN segments (for example, an ILS with a PBN feeder, IAF, or missed approach). RF turn capability is optional in RNP 1 eligibility. This means that your aircraft may be eligible for RNP 1 operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite.
         6. RNP 2. RNP 2 will apply to both domestic and oceanic/remote operations with a lateral accuracy value of 2.
         7. RNP 4. RNP 4 will apply to oceanic and remote operations only with a lateral accuracy value of 4. RNP 4 eligibility will automatically confer RNP 10 eligibility.
         8. RNP 10. The RNP 10 NavSpec applies to certain oceanic and remote operations with a lateral accuracy of 10. In such airspace, the RNAV 10 NavSpec will be applied, so any aircraft eligible for RNP 10 will be deemed eligible for RNAV 10 operations. Further, any aircraft eligible for RNP 4 operations is automatically qualified for RNP 10/ RNAV 10 operations. (See also the latest AC 91-70, Oceanic and Remote Continental Airspace Operations, for more information on oceanic RNP/RNAV operations.)
         9. RNP 0.3. The RNP 0.3 NavSpec requires a lateral accuracy value of 0.3 for all authorized phases of flight. RNP 0.3 is not authorized for oceanic, remote, or the final approach segment. Use of RNP 0.3 by slow-flying fixed-wing aircraft is under consideration, but the RNP 0.3 NavSpec initially will apply only to rotorcraft operations. RF turn capability is optional in RNP 0.3 eligibility. This means that your aircraft may be eligible for RNP 0.3 operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite.
      2. Application of Standard Lateral Accuracy Values. U.S. standard lateral accuracy values typically used for various routes and procedures supporting RNAV operations may be based on use of a specific navigational system or sensor such as GPS, or on multi-sensor RNAV systems having suitable performance.
      3. Depiction of PBN Requirements. In the U.S., PBN requirements like Lateral Accuracy Values or NavSpecs applicable to a procedure will be depicted on affected charts and procedures. In the U.S., a specific procedure's Performance-Based Navigation (PBN) requirements will be prominently displayed in separate, standardized notes boxes. For procedures with PBN elements, the “PBN box” will contain the procedure's NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this PBN box are REQUIRED to fly the procedure's PBN elements. For example, an ILS with an RNAV missed approach would require a specific capability to fly the missed approach portion of the procedure. That required capability will be listed in the PBN box. The separate Equipment Requirements box will list ground-based equipment and/or airport specific requirements. On procedures with both PBN elements and ground-based equipment requirements, the PBN requirements box will be listed first. (See FIG 5-4-1.)
3. Other RNP Applications Outside the U.S. The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic operations. For example, RNP-10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM. (See paragraph 4-7-1.)
4. Aircraft and Airborne Equipment Eligibility for RNP Operations. Aircraft eligible for RNP operations will have an appropriate entry including special conditions and limitations in its AFM, avionics manual, or a supplement. Operators of aircraft not having specific RNP eligibility statements in the AFM or avionics documents may be issued operational approval including special conditions and limitations for specific RNP eligibilities.

   TBL 1-2-1
   U.S. Standard RNP Levels

   RNP Level	Typical Application	Primary Route Width (NM) - Centerline to Boundary
   0.1 to 1.0	RNP AR Approach Segments	0.1 to 1.0
   0.3 to 1.0	RNP Approach Segments	0.3 to 1.0
   1	Terminal and En Route	1.0
   2	En Route	2.0
   4	Oceanic/remote areas where performance-based horizontal separation is applied.	4.0
   10	Oceanic/remote areas where performance-based horizontal separation is applied.	10.0

1-2-3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes

1. Discussion. This paragraph sets forth policy, while providing operational and airworthiness guidance regarding the suitability and use of RNAV systems when operating on, or transitioning to, conventional, non-RNAV routes and procedures within the U.S. National Airspace System (NAS):
   1. Use of a suitable RNAV system as a Substitute Means of Navigation when a Very-High Frequency (VHF) Omni-directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, Non-directional Beacon (NDB), or compass locator facility including locator outer marker and locator middle marker is out-of-service (that is, the navigation aid (NAVAID) information is not available); an aircraft is not equipped with an Automatic Direction Finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational. For example, if equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB.
   2. Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle marker is operational and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional navaids. For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that RNAV system without monitoring the VOR.
2. Types of RNAV Systems that Qualify as a Suitable RNAV System. When installed in accordance with appropriate airworthiness installation requirements and operated in accordance with applicable operational guidance (for example, aircraft flight manual and Advisory Circular material), the following systems qualify as a suitable RNAV system:
   1. An RNAV system with TSO-C129/ -C145/-C146 equipment, installed in accordance with AC 20-138, Airworthiness Approval of Global Positioning System (GPS) Navigation Equipment for Use as a VFR and IFR Supplemental Navigation System, and authorized for instrument flight rules (IFR) en route and terminal operations (including those systems previously qualified for “GPS in lieu of ADF or DME” operations), or
   2. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provisions of AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, for RNAV routes. A table of compliant equipment is available at the following website:
      https://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afx/afs/afs400/afs410/media/AC90-100compliance.pdf
3. Uses of Suitable RNAV Systems. Subject to the operating requirements, operators may use a suitable RNAV system in the following ways.
   1. Determine aircraft position relative to, or distance from a VOR (see NOTE 6 below), TACAN, NDB, compass locator, DME fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator bearing intersecting a VOR or localizer course.
   2. Navigate to or from a VOR, TACAN, NDB, or compass locator.
   3. Hold over a VOR, TACAN, NDB, compass locator, or DME fix.
   4. Fly an arc based upon DME.
4. Alternate Airport Considerations. For the purposes of flight planning, any required alternate airport must have an available instrument approach procedure that does not require the use of GPS. This restriction includes conducting a conventional approach at the alternate airport using a substitute means of navigation that is based upon the use of GPS. For example, these restrictions would apply when planning to use GPS equipment as a substitute means of navigation for an out-of-service VOR that supports an ILS missed approach procedure at an alternate airport. In this case, some other approach not reliant upon the use of GPS must be available. This restriction does not apply to RNAV systems using TSO-C145/-C146 WAAS equipment. For further WAAS guidance, see paragraph 1-1-18.
   1. For flight planning purposes, TSO-C129() and TSO-C196() equipped users (GPS users) whose navigation systems have fault detection and exclusion (FDE) capability, who perform a preflight RAIM prediction at the airport where the RNAV (GPS) approach will be flown, and have proper knowledge and any required training and/or approval to conduct a GPS-based IAP, may file based on a GPS-based IAP at either the destination or the alternate airport, but not at both locations. At the alternate airport, pilots may plan for applicable alternate airport weather minimums using:
      1. Lateral navigation (LNAV) or circling minimum descent altitude (MDA);
      2. LNAV/vertical navigation (LNAV/VNAV) DA, if equipped with and using approved barometric vertical navigation (baro-VNAV) equipment;
      3. RNP 0.3 DA on an RNAV (RNP) IAP, if they are specifically authorized users using approved baro-VNAV equipment and the pilot has verified required navigation performance (RNP) availability through an approved prediction program.
   2. If the above conditions cannot be met, any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly.
   3. This restriction does not apply to TSO-C145() and TSO-C146() equipped users (WAAS users). For further WAAS guidance, see paragraph 1-1-18.