Appendix 5 APPENDIX 5. TRAINING
1. Introduction. The operator must provide training, as outlined here for pilots and dispatchers, in the flight planning and operation of Required Navigation Performance (RNP) Authorization Required (AR) approach procedures. This training must provide sufficient detail on the aircraft’s navigation and flight control systems to enable pilots to identify issues affecting the RNP capability of the aircraft and take appropriate action. Required training must include both knowledge and skill assessments of pilot and dispatcher duties. An individual must have completed the appropriate training before engaging in RNP AR operations. A thorough understanding of the operational procedures and best practices is critical to the safe operation of aircraft during RNP AR operations. A combination of instructional media may be used to satisfy these training requirements.
a. Pilot Training.
(1) Each operator is responsible for the training of pilots for the specific RNP AR operations conducted. Operators must include RNP AR regulatory requirements and procedures in their flight operations and training manuals (as applicable). This material must cover pertinent aspects of the operator’s RNP AR operations including the applicable Federal Aviation Administration (FAA) authorization (i.e., operations specifications (OpSpecs), management specifications (MSpecs), or letter of authorization (LOA)).
(2) Flight training must be representative of the type of RNP AR procedures the operator will conduct. Operators that use Advanced Qualification Programs (AQP) may conduct evaluations in Line-Oriented Flight Training (LOFT) scenarios, Selected Event Training (SET) scenarios, or a combination of both. The operator may conduct required flight training in flight simulation training devices (FSTD) and other enhanced training devices as long as these training mediums accurately replicate the operator’s equipment and RNP AR approach operations.
The FSTDs must be approved for RNP AR training.
b. Title 14 of the Code of Federal Regulations (14 CFR) Parts 91 Subpart K (Part 91K), 121, 125, and 135 Pilot Qualification Training.
(1) Operators must address initial RNP AR training and qualifications during initial, transition, upgrade, recurrent, differences, or stand-alone training and qualification programs in a respective qualification category. The qualification standards assess each pilot’s ability to properly understand and use RNP AR approach procedures. The operator must also develop recurrent qualification standards to ensure its pilots maintain appropriate RNP AR knowledge and skills.
(2) Operators may address RNP AR operation topics separately or integrate them with other curriculum elements. For example, an RNP AR pilot qualification may key on a specific aircraft during transition, upgrade, or differences courses. General training may also address RNP AR qualification (e.g., during recurrent training or checking events such as recurrent proficiency check (PC)/proficiency training (PT), line-oriented evaluation, or Special Purposed Operational Training (SPOT)).
Appendix 5
(3) Operators desiring to receive credit for previously-conducted RNP training
(e.g., Special RNP Approach Procedures) against the requirements specified in this appendix must receive specific authorization from their principal operations inspector (POI) or equivalent regulatory authority. In addition to the current RNP training program, the operator will need to provide training on the differences between their existing RNP operations and RNP AR requirements.
c. Flight Dispatcher Training. Dispatchers must complete appropriate training before engaging in RNP AR operations. This training must cover all pertinent aspects of the operator’s RNP AR operations including:
(1) Understanding of regulatory requirements and dispatch procedures pertinent to the different types of RNP AR procedures performed, as well as the applicable FAA authorization (OpSpecs, MSpecs, or LOA);
(2) The ability to determine Global Positioning System (GPS) availability and accuracy for RNP AR procedures at the destination, alternate, and en route alternates for the expected time of use; and
(3) Understanding aircraft equipment capabilities and the effects of minimum equipment list (MEL) requirements, aircraft performance, and navigation signal availability on RNP AR capabilities.
2. Pilot Ground Training. Initial RNP AR ground training must address the material listed in subparagraphs 2a through 2c. For recurrent RNP AR training, the curriculum need only address new, revised, or emphasized items.
a. Theory/Knowledge/Definitions. RNP AR ground training must cover RNP AR systems, operation, classifications, and limitations. Training must include general knowledge and operational application of RNP AR instrument approach procedure (IAP), and address the following specific elements:
(1) Definitions of Area Navigation (RNAV) (RNP), RNAV (GPS), RNP, RNP AR, containment, and the differences between RNAV and RNP;
(2) RNP AR approach charting, to include applicable lines of minima, temperature limitations, non-standard climb gradients, Radius to Fix (RF) legs, speed restrictions, and missed approach RNP requirements;
(3) How to determine if specific RNP values will be available at the destination, alternate, and en route alternates, for the expected time of use;
(4) The different components contributing to Total System Error (TSE) (i.e., path steering error, path definition error, and position estimation error) and their characteristics;
(5) Compare flight performance of the aircraft to the required flight performance for the RNP AR procedure to be flown, including speed limitations and any non-standard climb gradients required;
Appendix 5
(6) Alerts that may occur from the loading and use of improper RNP values for a desired segment of an RNP AR procedure;
(7) Performance and/or equipment requirements applicable to a specified RNP value
(e.g., requirement to use autopilot or flight director (FD) below a specified RNP value);
(8) When and how to terminate RNP navigation and transfer to traditional navigation
(e.g., due to loss of RNP and/or required equipment);
(9) Operational limitations if Actual Navigation Performance (ANP) degrades or RNP is lost prior to or during any portion of the approach; and
(10) How bank angle restrictions, wind, and groundspeed impact the ability to remain on the course centerline (CL), particularly on an RF leg.
b. Pilot Procedures. Training should encompass normal and abnormal operating procedures, responses to equipment annunciations, failures, alerts, and any limitations on RNP operation. Training must also address contingency procedures for loss or degradation of RNP capability. The flight operations manuals approved for use (e.g., Flight Operations Manual (FOM) or pilot’s operating handbook (POH)) should contain this information. Training must address the following elements:
(1) Review of modifications to company documents for RNP AR operations, such as Company Flight Manual (CFM), FOM, etc., as well as understanding which checklist items need to be accomplished prior to and during RNP AR approach procedures.
(2) Briefings for all RNP AR procedures including RNP approach and missed approach profiles and normal procedures. Training should address any additional briefings or review cards that may be required or available prior to commencing an RNP AR procedure.
(3) Compliance with charted airspeed limitations. In the absence of charted airspeed limitations, the maximum airspeeds shown in Appendix 4, Table 1, Maximum Airspeeds Throughout the Radius to a Fix Leg Segment, apply for all RF legs. These speed restrictions cannot be waived by air traffic control (ATC).
(4) Understanding of and compliance with the parameters associated with an RNP AR approach, such as ANP versus RNP, cross-track error (XTK), etc., as well as factors that affect aircraft ability to maintain lateral and vertical path and how to correct for deviations from path.
(5) RNP AR symbology, operation, controls, and displays, as well as equipment or software differences between aircraft as applicable.
(6) Appropriate responses to annunciations, cautions, alerts, and limitations.
(7) Programming and operating the flight management computer (FMC), autopilot, auto throttle/auto thrust, radar, GPS, Inertial Reference Unit (IRU), electronic flight instrument system (EFIS) (including moving maps), and Terrain Awareness and Warning Systems (TAWS) in support of RNP AR procedures.
Appendix 5
(8) Procedures used to verify that the FMC database and RNP AR approach procedures are current and contain required navigation data.
(9) How to select RNP values for RNP AR approaches, and for different phases of flight (if required).
(10) Use of temperature compensation, if applicable.
(11) MEL operating provisions applicable to RNP AR approaches.
(12) Procedures for verifying current local altimeter is set before beginning an RNP AR procedure, including any operational limitations associated with the source(s) for the altimeter setting and the latency of checking and setting the altimeters approaching the FAF.
(13) Events that trigger a missed approach, including deviations from path, as well as issues applicable to the missed approach (e.g., lateral steering mode following initiation of a missed approach during a turn or shortly after rollout; timely re-engagement of lateral navigation (LNAV); and the critical importance of maintaining track within 1xRNP between initiation of the missed approach and re-engagement of LNAV).
(14) Impact of GPS loss during an approach and understanding the performance issues and limitations associated with reversion to radio updating. Also, how to control the navigation updating modes related to RNP AR operations.
(15) Pilots should understand the implications of interrupted approaches in the radar environment (e.g., being vectored off then back on the approach). Consideration should also be given to the non-radar environment, where pilots may be required to hold as published and then resume the approach. Pilots should understand how to resume both lateral and vertical paths, as well as the need to inform ATC immediately when the performance of the aircraft will no longer support RNP AR operations.
c. Abnormals/Failures. The operator’s RNP AR training must address the following:
(1) Pilot contingency procedures for a loss of RNP capability during an approach.
Training should emphasize contingency actions that achieve separation from terrain and obstacles. The operator should tailor these contingency procedures to the RNP AR procedures they will fly.
(2) The navigation sensors which form the basis for their RNP operations, and how to assess the impact of failure of any avionics or a known loss of external system(s).
(3) Ability to recognize, evaluate, and take appropriate action in response to any system or instrument failures that affect RNP operations prior to or during an RNP AR approach.
Examples of failures that could degrade the RNP capability of the aircraft include:
(a) Autopilot failure,
(b) Autothrottle/Autothrust failure,
Appendix 5
(c) GPS failure,
(d) Right/left/dual FMC failure, and/or
(e) TAWS warning.
3. Flight Training. In addition to ground training, pilots must receive appropriate training in the performance of RNP AR approaches. This training must reflect any operational documentation provided by the Original Equipment Manufacturers (OEM). Operational training must include: RNP AR procedures; flight deck equipment and display setup; recognition of aural advisories, alerts, and other annunciations; and response to loss of RNP capability in a variety of scenarios embracing the breadth of RNP AR procedures the operator plans to use. Such training may be performed in FSTDs that have been approved for RNP AR training.
a. Selection of Approaches for Training. Selection of approaches for use in training shall reflect a variety of approaches in order to enable pilots to become familiar with different requirements, minimums, lateral and vertical paths, etc. Select approaches from those that pilots can expect to fly. For example, if expected approaches contain RF legs, then use approaches in training containing RF legs. Ideally, operators should use site-specific FSTD visual databases (as opposed to generic visual) for RNP AR approach training. You may give credit during initial qualification for training with site-specific FSTD visuals.
b. Flight Training Subject Matter. Address the following subjects during some portion of RNP AR flight training:
(1) RNP AR Approach Setup:
(a) FMC/control display unit (CDU) setup;
(b) FMC/CDU failure conditions and recognition;
(c) Lateral/vertical guidance information;
(d) Maximum deviations and how they are represented;
(e) Use of map displays;
(f) Required equipment and mitigations for failures;
(g) Any emergency issues; and
(h) Ground proximity warning (GPW)/escape.
(2) Unplanned Issues:
(a) Loss of vertical navigation (VNAV) path and requirements to regain path; and/or
(b) Radar vector off LNAV path and restrictions to regaining path (e.g., no direct to RF legs).
Appendix 5
(3) Approach Briefing:
(a) FMC/chart crosscheck;
(b) Verify waypoint names and sequence, speed restrictions, crossing altitudes, and glidepath;
(c) Glidepath and lateral path issues (e.g., configuration, landing weight, performance, winds); and
(d) Missed approach requirements.
(4) Missed Approach Briefing:
(a) Immediate turn scenarios—turn radius (bank angle versus speed);
(b) Go around considerations: track hold issues, lateral steering mode during initiation of missed approach in a turn or shortly after rollout from a turn, timely re-engaging of LNAV, and the critical importance of maintaining track to within 1xRNP between the time of initiation of missed approach and re-engagement of LNAV; and/or
(c) Missed approach requiring RNP less than 1.0.
c. RNP AR Approach Requirements.
(1) RNP AR Initial Training. With no prior RNP AR approach experience, each pilot must complete at least four RNP AR approach procedures: two as pilot flying and two as pilot monitoring. These four RNP AR approaches shall employ the unique AR characteristics of the operator’s approved procedures (i.e., RF legs, RNP missed). You must fly two approaches to the decision altitude (DA) and two approaches must result in an RNP Missed Approach Procedure (MAP). Two of the above approaches will include interrupted approaches resulting in one approach with vectors to resume the approach and one approach resulting in a hold at an initial approach fix (IAF) or transition fix.
NOTE: Pilots with prior experience in RNP or RNAV approach operations may receive credit for all or part of this requirement provided the current operator’s procedures are similar and require no new pilot skills trained in an FSTD.
(2) RNP AR Recurrent Training. Each pilot must complete at least two RNP AR approach procedures: one as pilot flying and one as pilot monitoring. These two RNP AR approaches shall employ the unique AR characteristics of the operator’s approved procedures
(i.e., RF legs, RNP missed). You must fly one approach to the DA and one approach must result in an RNP MAP. One of the above approaches will include either an interrupted approach resulting in vectors to resume the approach or a hold at an IAF or transition fix.
NOTE: An RNP AR procedure may be substituted for any required precision or Nonprecision Approach (NPA).
Appendix 6 Page 1 (and 2) APPENDIX 6. RNP AR MONITORING PROGRAM
1. Program Requirements. The operator must implement an ongoing RNP AR monitoring program to ensure continued compliance with the guidance of this AC and to identify any negative trends in performance. The monitoring program should gather information from every attempted RNP AR approach and enable the operator to understand why any approaches were unsuccessful. The program should establish internal processes that provide for regular reviews of approach data by appropriate officials.
2. Reporting Requirements. As part of that monitoring program the operator must, for the duration of the interim authorization period, submit the information listed below every 30 days to the CHDO or FSDO granting the RNP AR operational approval. In the event no interim authorization period is assigned, the operator must submit the information to the CHDO/FSDO for at least 90 days following receipt of initial operational approval.
a. Total Number of RNP AR Procedures Conducted.
b. Number of Satisfactory Approaches by Aircraft/System. Satisfactory if completed as planned without any navigation or guidance system anomalies.
c. Reasons for Unsatisfactory Approaches. Examples include:
• UNABLE REQ NAV PERF, NAV ACCUR DOWNGRAD, or other RNP messages during approaches;
• Excessive lateral or vertical deviation;
• Terrain Awareness and Warning Systems (TAWS) warning;
• Autopilot system disconnect;
• Navigation data errors; and/or
• Pilot report of any anomaly.
d. Any Pertinent Crew Comments.
Appendix 7 APPENDIX 7. RNP AR APPLICATION PREPARATION AND PROCESSING
1. Application Guidelines. In general terms, the successful Required Navigation Performance (RNP) Authorization Required (AR) application is one that addresses each requirement listed in Appendices 2 through 6 of this advisory circular (AC). Operators need to show that their aircraft meets the performance requirement specified in Appendix 2. Operators also need to show they have adjusted their operating procedures and training programs to take into account each of the procedural and training requirements listed in Appendices 3 through 6, as applicable. Operators are not required to submit entire flightcrew operating and training manuals, for example, but rather should provide copies of those portions of the manuals that have been updated to reflect the specific RNP AR requirements outlined in this AC. A “complete” application is one that addresses each requirement in this AC and documents that fact.
2. Application Contents. Operators seeking operational approval to conduct RNP AR approaches should provide the following information, under cover letter, to the applicable principal operations inspector (POI) or Flight Standards District Office (FSDO):
a. Aircraft Qualification Documentation. The operator should provide documentation from the aircraft manufacturer showing the proposed aircraft equipment meets the requirements of Appendix 2. This documentation should contain any specific hardware or software equipment requirements, procedural requirements, or limitations.
b. Description of Aircraft Equipment. Provide a configuration list that details use of pertinent components and equipment for the operation. The list should include each make, model, and version of flight management system (FMS) software installed.
c. Operating Procedures and Practices. Revise operating manuals to reflect the requirements of Appendices 4 and 6. Operators should submit pertinent portions of manuals and checklists that include information/guidance used for specific operations requested. Title 14 of the Code of Federal Regulations (14 CFR) part 91 operators should submit those portions of the Aircraft Flight Manual (AFM) and required supplements which specifically relate to RNP AR performance.
d. Navigation Data Validation Program. The operator should describe, in detail, the processes and procedures it has established to meet the requirements pertaining to aircraft Navigation System Databases (NDB) as prescribed in Appendix 3.
e. Pilot Training Programs. Operators should submit documentation describing their RNP AR pilot training program in accordance with Appendix 5. Operators should also submit a description of the training conducted using simulation, credit given for simulation, and flight simulation training device (FSTD) qualification (“statement of compliance”).
f. Dispatcher/Flight Follower Training. Operators should show how they intend to train dispatchers/flight followers to perform their duties relating to RNP AR, in accordance with Appendix 5.
Appendix 7
g. Maintenance Procedures. The operator should show how they have modified their aircraft maintenance procedures to take into account any unique maintenance requirements relating to RNP AR operations. Some aircraft and equipment manufacturers have identified specific procedures to ensure the airworthiness of certain equipment required for RNP AR.
h. RNP AR Monitoring Program. The operator must describe its program for collecting data on RNP AR operations in accordance with Appendix 6.
i. Minimum Equipment List (MEL). The operator should document the revisions to the MEL to account for RNP AR approach equipment requirements. The application should include copies of those revised MEL sections.
j. Validation. The operator should submit a proposed validation test plan that would demonstrate they are capable of RNP AR approach operations. Federal Aviation Administration (FAA) Order 8900.1( ), Flight Standards Information Management System (FSIMS), Volume 3, Chapter 29 provides guidance on validation tests. The validation plan should include a demonstration of:
(1) Aircraft capability to perform RNP AR procedures;
(2) Operational and dispatch procedures;
(3) Effectiveness of training;
(4) Effectiveness of equipment maintenance procedures; and
(5) MEL procedures.
NOTE: The validation plan should take advantage of ground training devices (GTD), FSTDs, and aircraft demonstrations. If the operator chooses to conduct the validation in actual flight, the RNP AR approaches must be completed in day visual meteorological conditions (VMC).
NOTE: Each make, model, and version of FMS software installed may require a demonstration.
Appendix 7
3. Proposed Operating Conditions/Limitations. Operators should submit any proposed conditions, limitations, or non-standard language for the RNP AR operational approval
(i.e., operations specification (OpSpec), management specification (MSpec), or letter of authorization (LOA)).
4. Application Processing. Figure 1, RNP AR Approval Checklist (Optional), provides an optional checklist for use by both the operator and FAA personnel processing the application.
Figure 2, RNP AR Application Flow, provides a flow chart describing the process, internal to the FAA, for evaluating an application for RNP AR approval. Order 8900.1( ), Volume 3, Chapter 18 also provides this flow. While this flow chart describes application evaluation as a sequential process, operators are encouraged to concurrently submit copies of the application to their local FAA inspector, the regional All Weather Operations Program Manager (AWOPM), and to the Performance Based Flight Systems Branch (AFS-470) at the FAA headquarters (HQ) in Washington, DC. This concurrent submission will ordinarily allow quicker evaluation of the application. The local inspector, AWOPM, and AFS-470 personnel will collaborate on evaluating the application.
Appendix 7 FIGURE 1. RNP AR APPROVAL CHECKLIST (OPTIONAL)
1. Name of Operator: ___________________________________
2. Point of Contact: ____________________________________
3. Type of Aircraft: ____________________________________
4. FMS Model and Software Version: ______________________
5. Date Application Submitted: ___________________________
a. Aircraft Qualification/Equipment List
b. Navigation Data Validation Program
c. Maintenance Procedures
d. Training (e.g., Flightcrew/Dispatch)
e. MEL Revision (as required)
f. Operating Procedures and Practices
g. RNP AR Monitoring Program
h. Conditions or Limitations for Approval
i. Dispatch/Flight Following Procedures
j. Validation Successfully Completed (as required)
6. POI Action:
a. Complete review of application and provide recommendation for operational approval to headquarters, via the regional AWOPM, in accordance with Figure 2 Date:_____________
b. Interim RNP AR Approval (Issue LOA or OpSpecs/MSpecs) Date:_____________
c. Final RNP AR Approval (Issue LOA or OpSpecs/MSpecs) Date:_____________
d. Comments: