Appendix D D-7 en route and terminal RNP 0.3 operations. If an RNP capability statement is provided, it must include a description of the equipment procedures for pilots to select the rotorcraft en route and terminal RNP 0.3 capability.
D.7.3 Functional and Performance Requirements Review. Manufacturers and commercial operators should review all functional and performance requirements before providing any qualification documentation. Installation of equipment by itself does not guarantee operational approval or permit operational use.
D.8 Federal Aviation Administration (FAA) Acceptance of Documentation.
D.8.1 New Rotorcraft/Equipment. The GPS/SBAS equipment must be installed according to a type certificate (TC), amended TC, or Supplemental Type Certificate (STC) and any rotorcraft limitations required for IFR operations also apply to rotorcraft en route and terminal RNP 0.3 capability. The equipment manufacturer should provide an RNP capability statement (see paragraph D.7.1). It is also acceptable for the TC, air traffic control (ATC), or STC holder to document rotorcraft en route and terminal RNP 0.3 capability in the RFM/RFMS.
D.8.2 Existing Rotorcraft/Equipment. The GPS/SBAS equipment must be installed according to a TC, ATC, or STC and any rotorcraft limitations required for IFR operations also apply to rotorcraft en route and terminal RNP 0.3 capability. The equipment manufacturer should provide an RNP capability statement (see paragraph D.7.1). The operator will submit the RNP operational application package (if required) to the FAA.
D.9 Operational Procedures.
D.9.1 Operational Approval. Airworthiness certification and recognition of RNP 0.3 rotorcraft qualification alone does not authorize RNP 0.3 operations.
D.9.2 Normal and Contingency Procedures. Commercial operations must include normal and contingency RNP 0.3 operational procedures for their particular equipment installation.
D.9.3 Commercial Operators and Approval. Commercial operators must receive approval to fly RNP 0.3 rotorcraft operations via helicopter specification (HSpec).
D.9.3.1 Part 91 operators are not required to have operational approval for RNP 0.3 operations.
D.9.3.2 The operator must have a configuration list and if necessary, a minimum equipment list (MEL) detailing the required aircraft equipment for RNP 0.3 operations.
D.9.4 Preflight Planning. RNP 0.3 is predicated on wide area augmentation system (WAAS) integrity. The availability of WAAS integrity should be confirmed by checking WAAS Notices to Airmen (NOTAM) prior to flight (see Chapter 9, Flight Planning).
Appendix D D-8 D.9.5 General In-Flight Considerations. At system initialization, the pilot must confirm the navigation database is current and check the proper departure entry and correct route depiction. Shortly before takeoff, the pilot must also verify proper entry of their desired ATS route and any ATC changes to that ATS route upon initial clearance and any subsequent change of ATS route. The pilot must ensure the waypoints sequence depicted by their navigation system matches the ATS route depicted on the appropriate chart(s).
Note: Flightcrew may notice a slight difference between the navigation information portrayed on the chart and their primary navigation display.
Differences of 3 degrees or less may result from equipment manufacturer’s application of magnetic variation and are operationally acceptable.
D.9.5.1 The pilot must not attempt to fly an RNP 0.3 Instrument Flight Procedure (IFP) unless it is retrievable by name from the onboard navigation database and conforms to the charted procedure. However, the pilot may subsequently modify a procedure by inserting or deleting specific waypoints in response to ATC clearances. The pilot may select the ATS route to be flown for the en route section of the flight from the database or may construct the ATS route by means of selection of individual en route waypoints from the database. The manual entry or creation of new waypoints by manual entry of latitude and longitude or rho/theta values for fixed, published routes is not permitted. Additionally, pilots must not change any Standard Instrument Departure (SID) or Standard Terminal Arrival Route (STAR) database waypoint type from a flyby to a flyover or vice versa.
D.9.5.2 Refer to Appendix H, Advanced Required Navigation Performance (A-RNP) for guidance on scalability and Appendix I, Additional Capabilities, for Radius to Fix (RF).
D.9.5.3 The pilot should cross-check the flight plan clearance by comparing charts or other applicable resources with the navigation system textual display and the rotorcraft map display, if applicable.
D.9.5.4 There is no pilot requirement to cross-check the navigation system’s performance with conventional Navigational Aids (NAVAID) as the absence of an integrity alert is considered sufficient to meet the integrity requirements.
However, the pilot should monitor the reasonableness of the navigation solution and report any loss of RNP 0.3 capability to ATC. In addition, the pilot must continuously monitor the lateral deviation indicator (or equivalent navigation map display) during all RNP 0.3 operations.
D.9.5.5 All pilots are expected to maintain centerline, as depicted by onboard lateral deviation indicators and/or flight guidance during all RNP operations described in this appendix unless authorized to deviate by ATC or under emergency conditions. For normal operations, cross-track (XTK) error/deviation (the difference between the displayed path and the displayed rotorcraft position relative to the displayed path, (i.e., FTE)) should be limited
Appendix D D-9 to half the RNP value associated with the procedure (i.e., 0.15 NM for RNP
0.3). Brief deviations from this standard (e.g., overshoots or undershoots) during and immediately after turns, up to a maximum of one times the RNP value (i.e., 0.3 NM for RNP 0.3), are allowable.
Note: Some rotorcraft avionics do not display or compute a path during turns. As such, pilots of rotorcraft may not be able to adhere to half the lateral navigation accuracy during turns but are still expected to satisfy the standard during intercepts following turns and on straight segments.
D.9.5.6 Operational qualification for RNP procedures requires flightcrew monitoring of lateral and, if installed, vertical deviations on the pilot’s primary flight displays (PFD) to ensure the rotorcraft remains within the bounds defined by the procedure. The deviation must be monitored, and action taken to minimize errors during all RNP operations.
D.9.5.7 If ATC issues a heading assignment taking the rotorcraft off a procedure, the pilot should not modify the primary flight plan in the RNP system until a clearance is received to rejoin the route or the controller confirms a new route clearance. The specified accuracy requirement does not apply when the rotorcraft is not on a published RNP 0.3 procedure.
D.9.5.8 The flightcrew must be able to assess the impact of equipment failure on the anticipated RNP operation and take appropriate action.
D.9.5.9 Whenever possible, RNP en route and terminal segments should be extracted from the database in their entirety, rather than loading RNP route waypoints from the database into the flight plan individually. Selecting and inserting individual, named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted.
D.9.5.10 Manually selecting rotorcraft bank limiting functions may reduce the rotorcraft’s ability to maintain its desired track (DTK) and is not recommended. The pilot should recognize manually selectable rotorcraft bank-limiting functions might reduce the ability to satisfy path requirements of the procedure, especially when executing large angle turns. This should not be construed as a requirement to deviate from RFM procedures; rather, pilots should be encouraged to avoid the selection of such functions except where needed for flight safety reasons.
D.9.5.11 Any limitations required for normal IFR operation will also apply to rotorcraft en route and terminal RNP 0.3.
D.9.6 Manual Entry of RNP. If the navigation system does not automatically retrieve and set RNP 0.3 from the onboard navigation database for each leg segment of the RNP 0.3 operation, the flightcrew’s operating procedures must verify manually setting RNP 0.3 into the RNP system.
Appendix D D-10 D.9.7 Engagement of FGS after Takeoff. When required, the pilot must be able to engage
(i.e., couple) the FGS prior to reaching the first waypoint defining a procedure requiring RNP 0.3 in accordance with this specification.
D.9.8 RNP 0.3 SID Specific Requirements. Prior to commencing takeoff, the pilot must verify the rotorcraft RNP system is available, operating correctly, and the correct airport/heliport and departure data are loaded and properly depicted (including the rotorcraft’s initial position). A pilot assigned an RNP 0.3 departure procedure (DP) and subsequently issued a change to the procedure or a transition from the procedure must verify that the appropriate changes are entered and available for navigation prior to takeoff. This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, identification of which waypoints are flyby and which are flyover or which represent the beginning or end of a RF leg segment. An ATS route must not be used if the pilot has any reason to doubt the validity of the ATS route in the navigation database.
Note: As a minimum, the departure checks can be a simple inspection of a suitable map display that achieves the objectives of this paragraph.
D.9.9 RNP 0.3 STAR Specific Requirements. Prior to the arrival phase, the pilot should verify loading of the correct terminal route. The active flight plan should be checked by comparing the charts (paper or electronic) with the map display (if applicable) and the multipurpose control and display unit (MCDU). This includes confirmation of the waypoint sequence, reasonableness of track angles and distances, any altitude or speed constraints, and, where possible, identification of which waypoints are flyby and which are flyover or which represent the beginning or end of a RF leg segment. An ATS route must not be used if the pilot has any reason to doubt the validity of the ATS route in the navigation database.
Note: As a minimum, the arrival checks can be a simple inspection of a suitable map display that achieves the objectives of this paragraph.
D.9.10 Contingency Procedures. The pilot must notify ATC of any loss of the RNP capability (integrity alerts or loss of navigation), together with the proposed course of action. If unable to comply with the requirements of an RNP procedure, pilots must advise ATS as soon as possible. The loss of RNP capability includes any failure or event causing the rotorcraft to no longer satisfy the RNP 0.3 requirements of the route.
D.10 Pilot Knowledge and Training.
D.10.1 Training Program. Operators with an approved training program should address the elements listed below. Part 91 operators should be familiar with the practices and procedures identified in this section.
D.10.2 Knowledge. The training program should provide sufficient training (e.g., simulator, training device, or rotorcraft) to the extent that the pilot is familiar with the following as applicable to the rotorcraft RNP system:
Appendix D D-11
1. The information in this appendix,
2. The meaning and proper use of rotorcraft navigation suffixes,
3. Procedure characteristics as determined from chart depiction and textual description,
4. Depiction of waypoint types (flyover and flyby) and any other types used by the operator as well as associated aircraft flightpaths,
5. Required navigation equipment and MEL for operation on RNP 0.3 ATS routes,
6. RNP 0.3 system-specific information:
• Levels of automation, mode annunciations, changes, alerts, interactions, reversions, and degradation;
• Functional integration with other rotorcraft systems;
• The meaning and appropriateness of route discontinuities as well as related flightcrew procedures;
• Pilot procedures consistent with the operation (e.g., monitor PROG or LEGS page);
• Types of navigation sensors utilized by the RNP system and associated system prioritization/weighting/logic/limitations;
• Turn anticipation with consideration for airspeed and altitude effects;
• Interpretation of electronic displays and symbols used to conduct an RNP 0.3 operation; and
• Understanding of the rotorcraft configuration and operational conditions required to support RNP 0.3 operations (i.e., appropriate selection of CDI scaling/lateral deviation display scaling).
7. RNP equipment operating procedures, as applicable, including how to perform the following actions:
• Verifying currency and integrity of rotorcraft navigation data.
• Verifying successful completion of RNP system self-tests.
• Entry of and update to the rotorcraft navigation system initial position.
• Retrieving and flying an IFP with appropriate transition.
• Adhering to speed and/or altitude constraints associated with an RNP 0.3 IFP.
• Impact of pilot selectable bank limitations on rotorcraft ability to achieve the required accuracy on the planned route.
• Selecting the appropriate STAR or SID for the active runway in use and be familiar with flightcrew procedures required to deal with a runway change.
• Verifying waypoint and flight plan programming.
Appendix D D-12
• Flying direct to a waypoint.
• Flying a course/track to a waypoint.
• Intercepting a course/track.
• Following vectors and rejoining an RNP ATS route from “heading” mode.
• Determining XTK/deviation. More specifically, the maximum deviations allowed to support RNP 0.3 must be understood and respected.
• Inserting and deleting route discontinuities.
• Removing and reselecting navigation sensor inputs.
• When required, confirming exclusion of a specific NAVAID or NAVAID type.
• Changing the arrival airport/heliport and the alternate airport.
• Performing a parallel offset (Appendix I) function, if the capability exists. The pilot should know how to apply offsets within the functionality of their particular RNP system and the need to advise ATC if this functionality is not available.
• Performing a conventional holding pattern.
8. Operator-recommended levels of automation for phase of flight and workload, including methods to minimize XTK to maintain route centerline,
9. Receiver/Transmitter (R/T) phraseology for RNP applications, and
10. Contingency procedures for RNP failures.
D.10.3 Oversight of Operators. The FAA may consider any navigation error reports in determining remedial action for an operator. Repeated navigation error occurrences attributed to a specific piece of navigation equipment may result in cancellation of the approval for use of that equipment.
D.10.4 Training Program Modification. Information that indicates the potential for repeated errors may require modification of an operator’s training program. Information that attributes multiple errors to a particular pilot may necessitate remedial training or certificate review.
Appendix E E-1 APPENDIX E. QUALIFICATION CRITERIA FOR REQUIRED NAVIGATION PERFORMANCE (RNP) 2 DOMESTIC, OFFSHORE, OCEANIC, AND REMOTE
CONTINENTAL OPERATIONS E.1 Introduction. RNP 2 is primarily intended for a diverse set of en route applications;
particularly in geographic areas with little or no ground Navigational Aid (NAVAID) infrastructure, limited or no Air Traffic Service (ATS) surveillance, and low to medium density traffic. This appendix provides guidance on the performance and functional requirements for systems used to conduct RNP en route within the U.S. National Airspace System (NAS) and offshore where domestic air traffic control (ATC) procedures are applied. Additionally, this appendix provides guidance for operation in oceanic and remote continental airspace. This appendix does not address communications or surveillance requirements that may be specified to operate on a particular route or in a particular area. Those requirements are specified in other documents, such as the Aeronautical Information Publications (AIP), the International Civil Aviation Organization (ICAO) Doc 7030, Regional Supplementary Procedures (SUPPS) and ICAO Doc 4444 PANS ATM, Procedures for Air Navigation Services, Air Traffic Management.
E.2 Aircraft and System Requirements for RNP 2.
E.2.1 Statement of Compliance. Aircraft with a statement of compliance (SOC) with RNP 2 criteria Advisory Circular (AC) 20-138( ), Airworthiness Approval of Positioning and Navigation Systems, in their Airplane Flight Manual (AFM)/Rotorcraft Flight Manual (RFM), Airplane Flight Manual Supplement (AFMS)/Rotorcraft Flight Manual Supplement (RFMS), pilot’s operating handbook (POH), or the operating manual for their avionics meet the performance and functional requirements of this appendix.
E.2.2 Service Bulletin (SB). Avionics or aircraft manufacturers may provide an SB for a pilot or equipment operating handbook entry, or other notification stating aircraft with the equipment in paragraph E.2.4, and an appropriate airworthiness approval, has RNP 2 capability.
E.2.3 Approval Basis. RNP 2 approvals are based on Global Navigation Satellite System (GNSS), including GNSS/Inertial Reference Unit (IRU), due to implementation in remote continental/oceanic areas. Therefore, distance measuring equipment (DME)/DME/IRU should not be the basis for any RNP 2 approvals.
E.2.4 Qualified Avionics Equipment and Airworthiness Approval. Aircraft with the following avionics equipment and an appropriate airworthiness approval automatically qualify for RNP 2 minima capability without further documentation by virtue of the avionics Technical Standard Order (TSO) and airworthiness approval:
1. Global Positioning System (GPS) stand-alone systems approved in accordance with TSO-C146( ) operational Class 1, 2, or 3.
Appendix E E-2
2. A TSO-C115c (or later revision) flight management system (FMS) with a TSO-C129( ) Class B1 or C1, TSO-C145( ) Class 1, 2, or 3, or TSO-C196 sensor.
Note 1: TSO-C129a has been cancelled, but equipment with an existing TSO-C129a Technical Standard Order Authorization (TSOA) may still be installed.
Note 2: TSO-C129( ) equipment needs to comply with AC 20-138( ), Appendix 1 for oceanic operations.
3. A TSO-C115b FMS using a TSO-C129( ) Class B1 or C1, TSO-C145( ) Class 1, 2, or 3, 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-283A as part of the approval basis.
Note: TSO-C129( ) equipment needs to comply with AC 20-138( ), Appendix 1 for oceanic operations.
4. Aircraft with a Required Navigation Performance Authorization Required (RNP AR) approval per AC 90-101( ), Approval Guidance for RNP Procedures with AR, or AC 20-138( ).
E.2.5 GPS Stand-Alone Systems and TSO-C129( ) Class A1. GPS stand-alone systems approved in accordance with TSO-C129( ) Class A1 typically supports RNP 1 operations associated with instrument approach and departure procedures (DP), but might not support other operations requiring RNP 2. TSO-C129( ) avionics manufacturers should provide an RNP capabilities document stating compliance with the criteria in AC 20-138( ) for RNP 2 capability. Avionics or aircraft manufacturers may provide an SB for a pilot or equipment operating handbook entry or other notification stating aircraft with this equipment has RNP 2 capability based on the avionics manufacturer’s SOC.
Note 1: TSO-C129( ) equipment needs to comply with AC 20-138( ), Appendix 1 for oceanic operations.
Note 2: If the equipment supports RNP 2 capability, equipment manufacturers can use their AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, reference as an acceptable RNP SOC.
E.2.6 Demonstrations. Demonstration of aircraft performance in accordance with AC 20-138( ) does not constitute operations approval to conduct RNP operations.
E.3 RNP 2 Oceanic and Remote Continental/RNP 2 Domestic or Offshore Operations.
E.3.1 Area of Application. For RNP 2 routes, the area of application (i.e., domestic/offshore or oceanic/remote continental) will determine the applicable RNP continuity requirement (dual or single long-range navigation system (LRNS)).
Appendix E E-3 E.3.2 Navigation Equipment Requirements. Navigation equipage for oceanic/remote continental RNP 2 operations must require dual independent GPS LRNS where higher continuity is specified. Navigation equipage for all RNP 2 domestic and offshore operations areas must have at least a single GPS LRNS.
E.3.3 Specification Basis. The RNP 2 specification is based upon GNSS. Positioning data from other types of navigation sensors may be integrated with the GPS data provided they do not cause position errors exceeding the Total System Error (TSE) budget. Otherwise, means should be provided to deselect the other navigation sensor types.
E.3.4 Knowledge of Operational Requirements. Operators and pilots are required to take account of all operational requirements relating to RNP 2 airspace as required by the appropriate state or regional authority before conducting flights into that airspace.
E.3.5 Fault Detection and Exclusion (FDE) Function. An FDE function must be available when conducting RNP 2 oceanic or remote continental operations.
E.3.6 GNSS Fault Detection. Operators are required to have the means to predict the availability of GNSS fault detection (e.g., Aircraft-Based Augmentation System (ABAS) receiver autonomous integrity monitoring (RAIM)) to support operations along the RNP 2 ATS route. The onboard RNP system, GNSS avionics, the air navigation service provider (ANSP), or other entities may provide a prediction capability.
E.3.7 GNSS Signal Interference. RNP 2 must not be used in areas of known GNSS signal interference.
E.4 System Performance, Monitoring, and Alerting.
E.4.1 Accuracy. The aircraft must comply with Section 2.1.1 of RTCA/DO-236( ). During operations in airspace or on routes designated as RNP 2, the lateral TSE must be within ±2 nautical miles (NM) for at least 95 percent of the total flight time. The along-track (ATRK) error must also be within ±2 NM for at least 95 percent of the total flight time.
To satisfy the 95 percent accuracy requirement, the Flight Technical Error (FTE) should not exceed 1 NM.
Note: The use of a lateral deviation indicator with 2 NM full-scale deflection has been found to be an acceptable means of compliance (AMC) integrity. An autopilot (AP) or flight director (FD) may also be used for maintaining TSE, but roll stabilization systems do not qualify.
E.4.2 Integrity. Malfunction of the aircraft navigation equipment that causes the TSE to exceed two times the RNP value is classified as a major failure condition under airworthiness guidance (i.e., 10-5 per hour).
E.4.2.1 Continuity. For RNP 2 oceanic and remote continental operations, loss of function is a major failure condition. For RNP 2 in the U.S. NAS or offshore airspace areas, loss of function is classified as a minor failure condition if the
Appendix E E-4 operator can revert to a different navigation system and proceed to a suitable airport.
Note: Operators and pilots are required to use the specified continuity requirements of the governing state or regional authority before conducting flights outside of the U.S. NAS.
E.4.2.2 Performance Monitoring and Alerting. 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 4 NM is greater than 10-5 for RNP 2 operations.
E.4.2.3 Path Definition. Aircraft performance is evaluated around the path defined by the published procedure and RTCA/DO-236C.
E.4.2.4 Signal in Space (SIS). The aircraft navigation equipment must provide an alert if the probability of SIS errors causing a lateral position error greater than 4 NM exceeds 10-7 per hour for RNP 2 operations.
E.5 Maintenance Requirements.
E.5.1 LRNS. Aircraft must have established maintenance procedures for all LRNS intended for use in oceanic and remote continental area operations.
E.6 Functional Requirements of Navigation Data Displays.
E.6.1 Installation. The following navigation displays and functions are required and must be installed in accordance with AC 20-138( ) or equivalent airworthiness installation advisory material.
E.6.2 Navigation Data Displays. 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 the navigation of the aircraft, for maneuver anticipation and for failure/status/integrity indication. A non-numeric lateral deviation display (e.g., CDI, EHSI), with a TO/FROM indication and a failure annunciation, for use as primary flight instruments for navigation of the aircraft, 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).
2. The lateral deviation display scaling must agree with any alerting and annunciation limits.
3. The lateral deviation display must have a full-scale deflection suitable for the current phase of flight and must be based on the required total system
Appendix E E-5 accuracy; ±2 NM for RNP 2. It is also acceptable for the scaling to be more conservative (e.g., ±1 NM for an RNP 2 route).
4. The display scaling may be set automatically by default logic or 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 the required track-keeping accuracy.
5. 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.
6. As an alternate means, a navigation map display must give 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.
7. It is not necessary for navigation displays, particularly primary flight displays (PFD), to include an Actual Navigation Performance (ANP) or RNP value.
The displays only need to provide an alert if the RNP for the operation cannot be met.
E.6.3 System Capabilities. The following system capabilities are required as a minimum within any RNP 2 equipment:
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-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). 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. The capability to load from the database into the RNP system the RNP 2 route to be flown if applicable.
Appendix E E-6 Note 1: It is acceptable to manually load en route and terminal waypoints from the database into a flight plan page and manually set the scaling and alerting.
Note 2: Due to variability in systems, this document defines the segment from the first occurrence of a named waypoint, track, or course to the last occurrence of a named waypoint, track, or course. Heading legs prior to the first named waypoint or after the last named waypoint do not have to be loaded from the database.
6. The capability to automatically set RNP 2 from the onboard navigation database for each leg segment of a RNP 2 route or procedure.
7. For RNP 2 tracks in oceanic/remote continental airspace using flexible
(e.g., organized) tracks, a means to enter the unique waypoints required to build a track assigned by the ATS provider. Manual entry or creation of new waypoints is permitted, by manual entry of latitude and longitude.
8. The means to display the following items, either in the pilot’s primary FOV, or on a readily accessible display page:
• The active navigation sensor type,
• The identification of the active (To) waypoint,
• The ground speed and time to the active (To) waypoint, and
• The distance and bearing to the active (To) waypoint.
9. The capability to execute a “direct to” function.
10. The capability to execute a parallel offset (Appendix I, Additional Capabilities).
Note: The system must have the capability to fly parallel tracks at a selected offset distance. When executing a parallel offset (Appendix I), the RNP type and all performance requirements of the original route in the active flight plan must be applicable to the offset route. The system must provide for entry of offset distances in increments of 1 NM, left or right of course. The system must be capable of offsets of at least 20 NM.
11. The capability for automatic leg sequencing with display to the pilots.
12. The capability to automatically execute waypoint transitions and maintain track consistent with the RNP 2 performance requirements with the following Aeronautical Radio, Inc. (ARINC) Specification 424 path terminators:
• Course to Fix (CF),
• Direct to Fix (DF), and
• Track to Fix (TF).