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).
10-2
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.
12-2
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
Appendix A A-3 autopilot (AP) or flight director (FD) has been found to be an AMC (roll stabilization systems do not qualify).
A.3.2 Integrity. Malfunction of the aircraft navigation equipment that causes the TSE to exceed 2 times the RNP APCH value is classified as a major failure condition under airworthiness regulations (i.e., 10-5 per hour).
A.3.3 Continuity. Loss of function is classified as a minor failure condition if the operator can revert to a different navigation system and safely proceed to a suitable airport.
A.3.4 Performance Monitoring and Alerting. During operations on the initial, intermediate, and the missed approach segment, the RNP system or the RNP system and pilot in combination must provide an alert if the accuracy requirement is not met or if the probability that the lateral TSE exceeds 2 NM is greater than 10-5. During operations on the FAS, the RNP system or the RNP system and pilot in combination must provide an alert if the accuracy requirement is not met or if the probability that the lateral TSE exceeds 0.6 NM is greater than 10-5.
A.3.5 Signal in Space (SIS). During Global Navigation Satellite System (GNSS) operations on the initial, intermediate, and missed approach segments, the aircraft navigation equipment must provide an alert if the probability of SIS errors causing a lateral position error greater than 2 NM exceeds 10-7 per hour. During GNSS operations on the FAS, the aircraft navigation equipment must provide an alert if the probability of SIS errors causing a Navigation System Error (NSE) greater than 0.6 NM exceeds 10-7 per hour.
Note 1: There are no RNP requirements for the missed approach if it is based on conventional means (VOR, DME, and NDB) or on dead reckoning.
Note 2: Aircraft with an approved multisensor RNP system where GNSS integrity is incorporated into an RNP integrity alert consistent with DO-236( ) do not require a separate GNSS integrity alert when performance cannot be met.
A.3.6 Path Definition. Aircraft performance is evaluated around the path defined by the published procedure and RTCA/DO-236C.
A.3.7 Functional Requirements of Navigation Displays. The following navigation displays and functions are required, as installed in accordance with AC 20-138( ) or equivalent system installation advisory material. Navigation data, including a TO/FROM indication and a failure indicator, must be displayed on a lateral deviation display, course deviation indicator (CDI), electronic horizontal-situation indicator (EHSI), and/or a navigation map display. These must be used as primary flight instruments for aircraft navigation, for maneuver anticipation, and for failure/status/integrity indication.
A.3.7.1 RNP systems using TO/TO navigation algorithms do not require a navigation display with a TO/FROM indication during RNP instrument procedures.
Displays supporting TO/TO navigation computers can fully comply with all RNP-related criteria in this AC without a TO/FROM indication. At a minimum, the navigation display supporting a TO/TO RNP system should
Appendix A A-4 display the active waypoint and active waypoint name. However, TO/TO RNP systems must have the ability accommodate route discontinuities and continue providing navigation information.
A.3.7.2 A non-numeric lateral deviation display (e.g., CDI, EHSI), with TO/FROM indication and a failure annunciation, used as primary flight instruments for aircraft navigation, for maneuver anticipation, and for failure/status/integrity indication, should have the following attributes:
1. The displays must be visible to the pilot and located in the primary field of view (FOV) when looking forward along the flightpath.
2. The lateral deviation display must have a full-scale deflection suitable for the current phase of flight and must be based on the TSE requirement. Scaling of ± 1 NM for the initial, intermediate, and missed approach segments and ±0.3 NM for the final segment is acceptable. It is also acceptable for the scaling to be more conservative than the TSE (e.g., ±0.3 NM for the initial, intermediate, and missed approach segments).
3. The display scaling may be set automatically by default logic or set to a value obtained from a navigation database. The full-scale deflection value must be known or must be available for display to the pilot commensurate with approach values.
4. The lateral deviation display must be automatically slaved to the RNP-computed path. It is recommended that the course selector of the deviation display be automatically slewed to the RNP-computed path.
Note: This does not apply for installations where an electronic map display contains a graphical display of the flightpath and path deviation.
5. As an alternate means, a navigation map display must provide equivalent functionality to a lateral deviation display with appropriate map scales (scaling may be set manually by the pilot).
To be approved as an alternative means, the navigation map display must be shown to meet the TSE requirements and be located in the primary FOV.
6. It is not necessary for navigation displays, particularly primary flight displays (PFD), to include an Actual Navigation Performance (ANP) or Estimate of Position Error (EPE) value. The displays only need to provide an alert if the RNP for the operation cannot be met.
Appendix A A-5 A.3.8 System Capabilities. The following system capabilities are required as a minimum:
1. The capability to continuously display to the pilot flying (PF), on the primary flight instruments for navigation of the aircraft (primary navigation display), the RNP APCH-computed desired path, and aircraft position relative to the path. For operations where the required minimum flightcrew is two pilots, a means for the pilot monitoring (PM) to verify the desired path; and the aircraft position relative to the path must also be provided.
2. A navigation database, containing current navigation data officially promulgated for civil aviation, which can be updated in accordance with the Aeronautical Information Regulation and Control (AIRAC) cycle. The stored resolution of the data must be sufficient to achieve the required track-keeping accuracy. The database must be protected against pilot modification of the stored data.
3. The means to display the validity period of the navigation data to the pilot.
4. The means to retrieve and display data stored in the navigation database relating to individual waypoints and navigation aids, to enable the pilot to verify the route to be flown.
5. Capability to load from the database into the RNP system the whole approach to be flown. The approach must be loaded from the database, into the RNP system, by its name.
Note: Numeric values for database defined procedures must be automatically loaded from the RNP system database.
6. The means to display the following items, either in the pilot’s primary FOV, or on a readily accessible display page:
• Distance between flight plan waypoints,
• Distance to go to the waypoint selected by the pilot,
• Active navigation sensor type,
• The identification of the active (To) waypoint,
• The ground speed or time to the active (To) waypoint, and
• The distance and bearing to the active (To) waypoint.
7. The capability to execute a “Direct to” function.
8. The capability for automatic leg sequencing with display to the pilots.
9. The capability to execute an RNP APCH instrument approach procedure (IAP) extracted from the onboard database, including the capability to execute flyover and flyby turns.