9-1 CHAPTER 9. FLIGHT PLANNING
9.1 Required Navigation Performance (RNP) Flight Planning Requirements. Pilots and operators must use all available information in planning their flight, to ensure suitable navigation performance.
Note: Oceanic and remote continental RNP operations have unique flight planning requirements to ensure reliable navigation if a Global Positioning System (GPS) satellite fails.
9.1.1 RNP 2, RNP 4, and RNP 10. The specific requirements for RNP 2, RNP 4, and RNP 10 can be found in:
• Appendix E, Qualification Criteria for Required Navigation Performance (RNP) 2 Domestic, Offshore, Oceanic, and Remote Continental Operations,
• Appendix F, Qualification Criteria for Required Navigation Performance (RNP) 4 Oceanic and Remote Continental Operations, and
• Appendix G, Qualification Criteria for Required Navigation Performance (RNP) 10 Oceanic and Remote Continental Operations, respectively.
9.2 Notices to Airmen (NOTAM). All operators should review NOTAMs, as the Federal Aviation Administration (FAA) may indicate that GPS is unreliable in certain airspace and at certain times. For example, the FAA may do this in the event of interference to GPS. The FAA also provides a NOTAM service for Satellite-based Augmentation System (SBAS) (e.g., wide area augmentation system (WAAS)) receivers for all domestic RNP operations covered by this advisory circular (AC), which will identify any performance outages affecting Technical Standard Order (TSO)-C145 or TSO-C146 equipment. Operators flying aircraft equipped with SBAS do not need to conduct a preflight availability prediction for domestic RNP operations if WAAS coverage is confirmed to be available along the entire route of flight. For operations outside of the United States and using SBAS equipment, the operator should determine if the Air Navigation Service Provider (ANSP) monitors the performance of SBAS equipment or if it is appropriate to use a receiver autonomous integrity monitoring (RAIM) prediction program for the flight.
9.3 GPS Performance Prediction.
9.3.1 Equipment in Accordance with TSO-C129 or TSO-C196. If TSO-C129( ) or TSO-C196 equipment is used to solely satisfy the RNP monitoring and alerting requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time) using available GPS satellite information. Therefore, pilots should prepare to assess their capability to navigate (potentially to an alternate destination) in case of failure of Global Navigation Satellite System (GNSS) navigation.
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9.3.2 Prediction Methods. Operators may satisfy the predictive RAIM requirement through any one of the following methods:
1. Operators of large fleets of aircraft or users of flight planning programs may wish to use their own preflight availability verification tool. The operator is responsible for selecting a tool that accurately predicts the performance for their aircraft. The tool must consider the GPS satellites that are in service at the time of the prediction, and may take into account unique characteristics of the GPS receiver, aircraft integration or installation; including performance better than required in FAA standards or use of inertial information integrated into the navigation position solution. The FAA does not evaluate or approve a particular tool, but may evaluate the basis of the operator’s determination that the tool is appropriate to their aircraft, particularly if its use results in unexpected loss of RNP navigation.
2. Operators may use the FAA en route and terminal RAIM prediction:
Service Availability Prediction Tool (SAPT) (http://sapt.faa.gov). Refer to the SAPT User Guide (current edition) for specific instructions on its use;
3. Operators may use a third party interface, incorporating FAA RAIM prediction data without altering performance values, to predict RAIM outages for the aircraft’s predicted flightpath and times;
4. Operators may use the receiver’s installed RAIM prediction capability (for TSO-C129a/Class A1/B1/C1 or TSO-C196( ) equipment) to provide Nonprecision Approach (NPA) RAIM, accounting for the latest GPS constellation status (e.g., NOTAMs or Notice Advisories to Navstar Users (NANU)). Receiver NPA RAIM should be checked at airports spaced at intervals not to exceed 60 nautical miles (NM) along the Area Navigation (RNAV) 1 procedures flight track. Terminal or approach RAIM must be available at the estimated time of arrival (ETA) over each airport checked.
9.3.3 Prediction Model Parameters. The operator should use a model appropriate to their equipment, including the type of GPS receiver and the demonstrated capability to track satellites at a given mask angle. When selecting a mask angle, the operator should consider the equipment qualification, installation in the aircraft, and the effects of normal maneuvering. Aircraft are typically qualified with a five-degree mask angle, and operational experience has indicated that a two-degree mask angle can be achieved by some equipment installations. If using the SAPT, each prediction is valid for the operation within 5 minutes of the plan time and 7.5 NM of the route. The operator may wish to submit additional requests for predictions for varying times around the proposed departure time to ensure compliance at the actual departure time.
9.3.4 Flight Planning Guidance. Predictions can be used for initial flight planning as early as 72 hours prior to the planned departure. However, the operator should conduct a performance prediction as close to departure time as feasible, but with sufficient time to re-plan the flight or obtain air traffic control (ATC) prior approval in the event a segment of the flight will not be compliant. The prediction should be reevaluated if a new NOTAM identifies an unscheduled GPS satellite outage.
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9.3.5 Resolving Predicted Outages in Performance. In the event of a predicted, continuous loss of RAIM of more than 5 minutes for any part of the intended flight, the flight must be delayed, canceled, or re-routed where RAIM requirements can be met. Alternatively, the flight may be re-planned based on a different form of navigation.
9.4 Distance Measuring Equipment (DME) Flight Planning Requirements. For multisensor aircraft with operating GPS and DME/DME/Inertial Reference Unit (IRU) positioning, a RAIM check for continental operations is not required as long as DME is identified as an available navigation service for the route and critical DME’s are functioning normally. However, when planning for a Required Navigation Performance Approach (RNP APCH) (Appendix A, Qualification Criteria for Required Navigation Performance Approach (RNP APCH) Operations), a RAIM check is still required as this exception does not apply to RNP APCH operations.
9.5 Contingency Planning for Alternate Airport.
9.5.1 Alternate Airport Considerations. For the purposes of flight planning, any required alternate airport must have an available instrument approach procedure (IAP) 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 very high frequency omni-directional range (VOR) that supports an instrument landing system (ILS) Missed Approach Procedure (MAP) 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 pilots with navigation systems meeting the requirements below.
9.5.1.1 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 (VNAV) decision altitude (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 RNP availability through an approved prediction program.
9-4 Note: If the above conditions cannot be met, any required alternate airport must have an approved IAP other than GPS that is anticipated to be operational and available at the ETA, and which the aircraft is equipped to fly.
9.5.1.2 Pilots with WAAS receivers, TSO-C145( ) or TSO-C146( ), may flight plan to use any IAP authorized for use with their WAAS avionics as the planned approach at a required alternate, with the following restrictions. When using WAAS at an alternate airport, flight planning must be based on flying the RNAV (GPS) LNAV or circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with “or GPS” in the title.
Properly trained and approved, as required, TSO-C145( ) and TSO-C146( ) equipped users (WAAS users) with and using approved baro-VNAV equipment may plan for LNAV/VNAV DA at an alternate airport.
Specifically authorized WAAS users with and using approved baro-VNAV equipment may also plan for RNP 0.3 DA at the alternate airport as long as the pilot has verified RNP availability through an approved prediction program. Title 14 of the Code of Federal Regulations (14 CFR) part 91 nonprecision weather requirements must be used for planning. Upon arrival at an alternate, when the WAAS navigation system indicates that LNAV/VNAV or localizer performance with vertical guidance (LPV) service is available, then vertical guidance may be used to complete the approach using the displayed level of service.
10-1 CHAPTER 10. DATABASE INTEGRITY
10.1 Database Suppliers. Navigation databases must be obtained from a database supplier holding an Federal Aviation Administration (FAA) Letter of Acceptance (LOA) in accordance with Advisory Circular (AC) 20-153( ), Acceptance of Aeronautical Data Processes and Associated Databases. This LOA provides recognition of a data supplier’s compliance with the data quality, integrity, and quality management practices of RTCA, Inc.’s document, RTCA DO-200( ), Standards for Processing Aeronautical Data.
The operator’s supplier (e.g., flight management system (FMS) manufacturer) must have a Type 2 LOA. AC 20-153( ) contains procedures for database LOAs.
10.2 Navigation Data Requirements. The onboard navigation data must be current and appropriate for the region of intended operation and should include the navigation aids, waypoints, and relevant coded terminal airspace procedures for the departure, arrival, and alternate airfields.
10.3 Terminal and En Route Requirements. Further database guidance for terminal and en route requirements may be found in AC 90-100( ), U.S. Terminal and En Route Area Navigation (RNAV) Operations.
10.4 Database Validity. Prior to using a procedure or waypoint retrieved from the airborne navigation database, the pilot should verify the validity of the database.
Note: Navigation databases are also expected to be current for the duration of the flight. If the Aeronautical Information Regulation and Control (AIRAC) cycle will change during flight, operators and pilots must establish procedures to ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. Traditionally, this has been accomplished by verifying electronic data against paper or Electronic Flight Bag (EFB) products. One acceptable means is to compare aeronautical charts (new and old) to verify navigation fixes prior to departure. If an amended chart (hard copy amendment not in the database) is published for the procedure, the database must not be used to conduct the operation.
10.5 Navigation Data Validation Program. Navigation databases should be obtained from a supplier complying with AC 20-153( ) or equivalent, and should be compatible with the equipment.
10.6 Data Process for Part 91 Operators. For Title 14 of the Code of Federal Regulations (14 CFR) part 91 (except part 91 subpart K (part 91K)) operators, pilots must confirm at system initialization that the navigation database is current. Part 91 (except part 91K) operators may consider navigation database validation complete when checking the navigation database currency and applicable Notice to Airmen (NOTAM).
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10.7 Data Process for Parts 91K, 121, 125, 129, and 135. For Title 14 CFR parts 91K, 121, 125, 129, and 135, operators should establish a database program that meets the following requirements:
1. The operator must identify within their procedures the responsible manager for the data updating process,
2. The operator must document a process for accepting and verifying applicability,
3. The operator must place their documented data process under configuration control, and
4. The pilots must confirm at system initialization that the navigation database is current.
5. Discrepancies that invalidate a procedure (e.g., database errors) must be reported to the navigation database supplier and the use of affected procedures must be prohibited by an operator’s notice to its flightcrew. The affected procedure can be reinstated for flightcrew use only after the operator has verified that the database error has been corrected.
11-1 CHAPTER 11. AIRCRAFT AND SYSTEM REQUIREMENTS
11.1 References. Refer to the appendices below for aircraft and system requirements:
1. Appendix A , Qualification Criteria for Required Navigation Performance Approach (RNP APCH) Operations.
2. Appendix B , Use of Barometric Vertical Navigation (baro-VNAV) for Required Navigation Performance Approach (RNP APCH) Operations.
3. Appendix C , Qualification Criteria for Required Navigation Performance (RNP) 1 (Terminal) Operations.
4. Appendix D , Qualification Criteria for Required Navigation Performance (RNP) 0.3 (Rotorcraft) Operations.
5. Appendix E , Qualification Criteria for Required Navigation Performance (RNP) 2 Domestic, Offshore, Oceanic, and Remote Continental Operations.
6. Appendix F , Qualification Criteria for Required Navigation Performance (RNP) 4 Oceanic and Remote Continental Operations.
7. Appendix G , Qualification Criteria for Required Navigation Performance (RNP) 10 Oceanic and Remote Continental Operations.
8. Appendix H , Advanced Required Navigation Performance (A-RNP).
9. Appendix I, Additional Capabilities.
12-1 CHAPTER 12. BUNDLING CONCEPT
12.1 Performance-based Navigation (PBN) Authorization. The Federal Aviation Administration (FAA) allows PBN authorizations to be bundled. This concept provides the FAA more latitude in granting a wider range of authorizations on a single operator application. Each flight phase contains a hierarchy of PBN authorizations where bundling can be accomplished. PBN authorizations within an operation specification (OpSpec), management specification (MSpec) or Letter of Authorization (LOA) are combined with less restrictive PBN authorization(s) within each phase of flight, if applicable. This reduces cost and workload for both the operator and the FAA.
12.2 Visual of Bundling Options. Figure 12-1, Bundling Options, illustrates this concept of bundling by flight phase into approach, terminal, en route, and oceanic/remote continental. Each phase contains a hierarchy of PBN operations within the applicable OpSpec, MSpec, or LOA.
12.3 Approach Phase Composition. The approach phase has two distinct divisions of Required Navigation Performance Authorization Required Approach (RNP AR APCH) and Required Navigation Performance Approach (RNP APCH). For the purpose of bundling, Required Navigation Performance Authorization Required (RNP AR) is excluded from bundling because of unique requirements for authorization.
Note: Localizer performance with vertical guidance (LPV) and localizer performance without vertical guidance (LP) minimums are authorized through OpSpec/MSpec/LOA C052, but are excluded as a bundling option.
12.4 Credit for Existing RNP AR Approvals. Operators with a current and approved RNP AR approval meet the requirements the Required Navigation Performance (RNP) operations as described in this advisory circular (AC).
12.5 RNP 2 Areas of Operation. The Areas of Operation for RNP 2 are within the U.S. National Airspace System (NAS) or offshore airspace where domestic air traffic control (ATC) procedures are applied and also in oceanic and remote continental airspace.
Note: Oceanic and remote continental airspace often have additional surveillance, communication, and higher navigation continuity requirements.
12.6 Terminal and En Route Phases of Flight. The terminal and en route phases of flight contains RNP 1, RNP 2, Area Navigation (RNAV) 1, RNAV 2, and RNAV 5 for terminal and en route operations (see Figure 12-1). An operator with an RNP 1 authorization as described in Appendix C, Qualification Criteria for Required Navigation Performance (RNP) 1 (Terminal) Operations, would also be granted authorization for RNAV 1.
Additionally, an RNP 2 (domestic) authorization as described in Appendix E, Qualification Criteria for Required Navigation Performance (RNP) 2 Domestic, Offshore, Oceanic, and Remote Continental Operations, would also be granted RNAV 2 and RNAV 5 authorizations.
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12.7 Oceanic/Remote Continental RNP 2 Authorization. An operator with an oceanic/remote continental RNP 2 authorization (Figure 12-1) will also be granted RNP 4 and RNP 10 navigation authorizations. Authorizations in oceanic and remote continental airspace also depend upon the operator’s qualification to meet international surveillance and communication requirements. Those requirements are specified in other documents, such as the Aeronautical Information Publications (AIP) and the International Civil Aviation Organization (ICAO) Doc 7030, Regional Supplementary Procedures (SUPPS) and AC 91-70( ), Oceanic and International Operations.
12.8 Advanced Required Navigation Performance (A-RNP). In order to be A-RNP qualified (see Appendix H, Advanced Required Navigation Performance (A-RNP)), operators must be operationally and functionally qualified to perform the following three required functions:
1. Scalability,
2. Radius to Fix (RF), and
3. Parallel offset.
Note: Higher continuity may be required for oceanic and remote continental airspace. Currently, fixed radius transition (FRT) and Time of Arrival Control (TOAC) are optional. For each applicable OpSpec, MSpec, or LOA, A-RNP functions are added to the bundled hierarchy of PBN authorizations (see Figure 12-1).
Figure 12-1. Bundling Options Bundling Options Approach Oceanic/ RNP AR APCH RNP APCH Terminal En Route Remote/SAO * Approach Approach OpSpec/MSpec OpSpec/MSpec OpSpec/MSpec OpSpec/MSpec OpSpec/MSpec C384 C052 C063 B035 B036 Advanced RNP RNP .XX LNAV/ RNP 1 RNP 2 RNP 2 VNAV RNAV 1 RNAV 2 RNP 4 LNAV RNAV 5 RNP 10 (Multi LRNS) C052 B054 LPV (SBAS only) RNP 10 LP (SBAS only) Additional communication, surveillance, and higher continuity requirements may be required 12-3
Appendix A A-1 APPENDIX A. QUALIFICATION CRITERIA FOR REQUIRED NAVIGATION
PERFORMANCE APPROACH (RNP APCH) OPERATIONS A.1 Introduction. This appendix provides guidance on the performance and functional requirements for systems used to conduct RNP APCH operations, which are designated under Title 14 of the Code of Federal Regulations (14 CFR) part 97 as Area Navigation (RNAV) Global Positioning System (GPS) or GPS and categorized as RNP APCH by the International Civil Aviation Organization (ICAO). Localizer performance without vertical guidance (LP) and localizer performance with vertical guidance (LPV) operations can be found in Advisory Circular (AC) 90-107( ), Guidance for Localizer Performance with Vertical Guidance and Localizer Performance without Vertical Guidance Approach Operations in the U.S. National Airspace System. The barometric vertical navigation (baro-VNAV) aspects of RNP APCHs are specified in Appendix B, Use of Barometric Vertical Navigation (baro-VNAV) for Required Navigation Performance Approach (RNP APCH) Operations. Baro-VNAV systems are optional capabilities that are not a minimum requirement to fly RNAV (GPS) or GPS approaches using the lateral navigation (LNAV) line of minima. The requirements for Radius to Fix (RF) legs are specified in Appendix I, Additional Capabilities.
A.2 Aircraft and System Requirements.
A.2.1 Approval for RNAV (GPS) or GPS Approaches. Aircraft with approval to conduct RNAV (GPS) or GPS approaches meet the performance and functional requirements in this AC for RNP APCH instrument approaches without RF legs.
A.2.2 Statement of Compliance (SOC). Aircraft with a SOC with the criteria in this AC in their Airplane Flight Manual (AFM), Airplane Flight Manual Supplement (AFMS), pilot’s operating handbook (POH), or the operating manual for their avionics meet the performance and functional requirements of this AC.
A.2.3 Statement from the Manufacturer. Aircraft with a statement from the manufacturer documenting compliance with the criteria in AC 20-138( ), Airworthiness Approval of Positioning and Navigation Systems, meet the performance and functional requirements of this AC. Manufacturer documentation can include Service Bulletins (SB) or Service Letters (SL). These statements should include the airworthiness basis for compliance.
AFM/Rotorcraft Flight Manual (RFM) entries are not required provided the Federal Aviation Administration (FAA) accepts the manufacturer’s documentation.
A.2.4 Qualified Avionics Equipment and Airworthiness Approval. Aircraft with the following avionics equipment and an appropriate airworthiness approval automatically qualify for RNP APCH to LNAV minima capability without further documentation by virtue of the avionics Technical Standard Order (TSO) and airworthiness approval:
1. GPS stand-alone systems approved in accordance with TSO-C129( ), Class A1, or TSO-C146 operational Class 1, 2, or 3 and installed in accordance with AC 20-138( ).
Appendix A A-2
2. Aircraft with a TSO-C115c or later flight management system (FMS) with a TSO-C129( ) (Class B1, C1, B3, C3), TSO-C145( ), or TSO-C196( ) sensors installed in accordance with AC 20-138( ).
3. Aircraft with a TSO-C115b FMS using a TSO-C129( ) Class B1/C1, TSO-C145( ), or TSO-C196( ) sensor with documented compliance to the RNP requirements in RTCA, Inc.’s document, RTCA/DO-236 (revision ‘B’ or later) or RTCA/DO-283 (revision ‘A’ or later) as part of the approval basis.
A.2.5 GPS-Equipped Multisensor Systems. Multisensor systems using GPS should be approved in accordance with AC 20-138( ) or TSO-C115b or later and meet the functionality requirements of this appendix. Multisensor systems that use distance measuring equipment (DME)/DME or DME/DME/Inertial Reference Unit (IRU) as the only means of Required Navigation Performance (RNP) compliance are not authorized to conduct RNP APCHs. However, operators still retain the option to develop special RNP APCHs using these systems.
A.2.6 Other Equipment. For equipment other than what is listed in paragraph A.2, the Original Equipment Manufacturer (OEM) or the holder of installation approval for the aircraft
(e.g., Supplemental Type Certificate (STC) holder) must demonstrate compliance with the criteria in this AC.
A.3 Performance and Functionality Requirements for RNP APCH Systems.
A.3.1 Accuracy. The aircraft must comply with Section 2.1.1 of RTCA/DO-236C. During operations on the initial and intermediate segments and for the missed approach of an RNP APCH procedure, the lateral Total System Error (TSE) must be within ±1 nautical mile (NM) for at least 95 percent of the total flight time. The along-track (ATRK) error must also be within ±1 NM for at least 95 percent of the total flight time.
Note: There are no RNP requirements for the missed approach if it is based on conventional means (very high frequency omni-directional range (VOR), DME, and Non-Directional Beacon (NDB)) or on dead reckoning.
A.3.1.1 During operations on the Final Approach Segment (FAS), the lateral TSE must be within ±0.3 NM for at least 95 percent of the total flight time. The ATRK must also be within ±0.3 NM for at least 95 percent of the total flight time.
A.3.1.2 To satisfy the accuracy requirement, the 95 percent Flight Technical Error (FTE) should not exceed 0.5 NM on the initial and intermediate segments, and for the RNAV missed approach, of an RNP APCH. The 95 percent FTE should not exceed 0.25 NM on the FAS of an RNP APCH.
Note: The use of a deviation indicator with 1 NM full-scale deflection on the initial and intermediate segments, and for the RNAV missed approach and 0.3 NM full-scale deflection on the FAS, has been found to be an acceptable means of compliance (AMC). The use of an