Appendix G G.7 Two or More GNSS Systems. Aircraft approved to use GNSS for oceanic and remote continental operations without reliance on other LRNSs are considered to meet the RNP 10 requirements without time limitations associated with INS/IRU equipment.
However, using GNSS depends upon using a fault detection and exclusion (FDE) availability prediction.
G.7.1 AFM/AFMS Documentation. Dual GNSS installations with a Technical Standard Order Authorization (TSOA) qualify for RNP 10 when the operator uses an approved dispatch GNSS FDE availability prediction. The AFM/AFMS should indicate if a particular GNSS installation meets the appropriate FAA criteria for oceanic and remote continental operations.
G.7.2 Applicable Technical Standard Order. Technical Standard Order (TSO)-C196 and TSO-C145/TSO-C146 Global Positioning System (GPS) equipment are inherently capable of supporting oceanic and remote continental operation when used in conjunction with an approved FDE prediction program.
G.7.3 Additional Required Guidance. TSO-C129( ) GPS equipment is not inherently capable of oceanic and remote continental operations. Additional criteria defining an acceptable means of compliance (AMC) for this equipment to be approved for this operation is located in AC 20-138( ), Appendix 1. The AFM/AFMS should also indicate if a particular TSO-C129( ) GNSS installation meets the AC 20-138( ), Appendix 1 criteria for oceanic and remote continental operations.
G.7.4 Multisensor Systems. Multisensor systems integrating GNSS with FDE approved using the guidance in AC 20-138( ), Appendix 1 can be considered to meet RNP 10 requirements without time limitations.
G.7.5 GNSS Not Integrated with Other Sensors. AC 20-138( ) provides an acceptable means of complying with installation requirements for aircraft using a GPS that is not integrated with other sensors.
G.7.6 FDE Availability. The maximum allowable time for which FDE capability is projected to be unavailable is 34 minutes. The maximum outage time should be included as a condition of the RNP 10 approval.
Note: If predictions indicate that the maximum FDE outage time for the intended RNP 10 operation cannot be met, then the operation must be rescheduled when FDE is available or select another route where predicted FDE capability is available.
G.8 Single INS/IRU and a Single GNSS. Aircraft equipped with a single INS or IRU and a single GNSS meet the RNP 10 requirements without time limitations.
G.8.1 INS or IRU Equipment. The INS or IRU equipment must meet the standards of paragraph G.5 except that only one INS/IRU is required.
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Appendix G G.8.2 GNSS Equipment. GNSS equipment must meet the standards of paragraph G.7, except that only one GNSS is required.
Note: If a GNSS FDE prediction indicates FDE unavailability exceeding 34 minutes, the performance criteria for the intended RNP 10 operation cannot be met using GNSS. The operator must predicate their RNP 10 operations on an INS/IRU for that portion of the flight.
G.9 Single INS/IRU or a Single GNSS. Aircraft equipped with a single INS/IRU or a single GNSS are approved for oceanic and remote continental navigation RNP 10 in the Houston oceanic Control Area/Flight Information Region (CTA/FIR), the GOMEX portion of the Miami Oceanic CTA/FIR, the Monterrey CTA, and Merida High CTA within the Mexico FIR/upper control area (UTA). Aircraft equipped with GNSS meet the RNP 10 requirements without time limitations.
Note: This approval is predicated on the air traffic surveillance provided in the GOMEX. Therefore, RNP 10 authorizations approved in accordance with this paragraph must clearly state that RNP 10 operational approval is limited to the GOMEX.
G.9.1 INS or IRU Equipment. INS or IRU equipment must meet the standards of paragraph G.5, except that only one INS/IRU is required.
G.9.2 GNSS Equipment. GNSS equipment must meet the standards of paragraph G.7, except that only one GNSS is required.
G.10 Operational Approval For RNP 10 Operations.
G.10.1 Aircraft Qualification Documentation. The aircraft or avionics manufacturers should develop aircraft qualification documentation that shows compliance with the applicable criteria, as appropriate for aircraft without approval to fly RNP 10 operations.
G.10.1.1 Prior to application, operators and manufacturers of their equipment should review all performance requirements. Installation of equipment by itself does not guarantee operational approval or permit operational use.
G.11 Operational Considerations.
G.11.1 Pilot Training and Qualification. Operators should ensure pilots are trained and qualified to operate in RNP 10 airspace.
G.11.2 Preflight. The following actions should be completed during preflight:
1. Review maintenance logs and forms to ascertain the condition of equipment required for flight in RNP 10 airspace or on an RNP 10 route and
2. Ensure that maintenance action has been taken to correct defects to required equipment.
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Appendix G G.11.2.1 During flight planning, the pilot should pay particular attention to conditions affecting the performance requirements for operations in RNP 10 airspace (or on RNP 10 routes), including:
1. Inertial system performance time limitations (if applicable),
2. GNSS FDE availability (if applicable), and Note: For GNSS systems, the maximum allowable predicted time for a loss of GNSS FDE capability must be 34 minutes or less.
3. Accounting for any operating restriction related to RNP 10 approval, if required for a specific navigation system.
G.11.3 General In-Flight Considerations.
G.11.3.1 For flexible route structures, manual entry of waypoints (i.e., latitude and longitude), may be permitted provided the potential for entry error by pilots is mitigated by adequate flightcrew procedures. 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. The pilot may modify the route through the insertion or deletion of specific waypoints in response to air traffic control (ATC) clearances. Pilots must not change any database waypoint type from a flyby to a flyover or vice versa.
G.11.3.2 The pilot must confirm the correct route is loaded. This process includes confirmation of the waypoint sequence, reasonableness of track angles and distances, and any other parameters that can be altered by the pilot, such as altitude or speed constraints. A navigation system textual display or navigation map display must be used.
G.11.3.3 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.
G.11.3.4 For RNP 10 operations, pilots must use a lateral deviation indicator, FD, or AP in lateral navigation (LNAV) mode. Pilots of aircraft with a lateral deviation display must ensure lateral deviation scaling is suitable for the RNP 10 operations.
G.11.3.5 Operator in-flight procedures must include verifying the RNP value set in the flight management system (FMS) matches the equipment capability and authorizations as annotated in the flight plan prior to entering oceanic and remote continental airspace.
G.11.3.6 All pilots are expected to maintain centerline, as depicted by onboard lateral deviation indicators and/or flight guidance during all RNP operations G-8
Appendix G described in this AC unless authorized to deviate by ATC or under emergency conditions. For normal operations, XTK error/deviation (the difference between the displayed path and the displayed aircraft position relative to the displayed path, (i.e., FTE)) should be limited to half the RNP value associated with the procedure (i.e., 5 NM for RNP 10). 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., 10 NM for RNP 10), are allowable.
Note: Some aircraft do not display or compute a path during flyby turns. As such, pilots of these aircraft 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. This does not apply to the execution of fixed radius transitions (FRT) procedures.
G.11.3.7 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 aircraft remains within the bounds defined by the procedure. The deviation must be monitored, and action taken to minimize errors during all RNP operations.
G.11.3.8 If ATC issues a heading assignment taking the aircraft 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 aircraft is not on the published RNP 10 procedure.
G.11.3.9 The flightcrew must be able to assess the impact of equipment failure on the anticipated RNP operation and take appropriate action.
G.11.3.10 In addition to normal operating procedures, prior to commencing the procedure the flightcrew should accomplish the following:
1. For multisensor systems, crew must verify that the correct sensor is being used for position computation; and
2. Where Controller-Pilot Data Link Communication (CPDLC) is used to uplink flight plan changes for routing that is not contained in the navigation database, the flightcrew should confirm the RNP in effect matches the airspace requirement. If not, the flightcrew should manually enter the RNP applicable to the route.
G.11.3.11 Emergency procedures for operations in RNP 10 airspace or on RNP 10 routes are no different than normal oceanic emergency procedures with one exception, crews must be able to recognize and ATC must be advised when the aircraft is no longer able to navigate to its RNP 10 approved capability.
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Appendix H APPENDIX H. ADVANCED REQUIRED NAVIGATION PERFORMANCE (A-RNP) H.1 Introduction.
H.1.1 Performance and Functional Requirements. This appendix provides guidance on the performance and functional requirements for the U.S. A-RNP operational implementation and related operations of:
• Required Navigation Performance (RNP) 2 (domestic or offshore en route),
• RNP 1 instrument departure procedures (DP),
• RNP 1 (RNP Obstacle Departure Procedures (ODP), and Standard Instrument Departures (SID)), and
• RNP 1 Standard Terminal Arrival Routes (STAR).
H.1.2 A-RNP Operations. A-RNP also applies to RNP approaches within the U.S. National Airspace System (NAS) where domestic air traffic control (ATC) procedures are applied.
Additionally, this appendix provides guidance for oceanic and remote continental Areas of Operation where RNP 2, RNP 4, or RNP 10 routes may apply.
Note: This appendix does not address all requirements that may be specified for particular operations. These requirements are specified in other documents, such as national operating rules, Aeronautical Information Publications (AIP), and the International Civil Aviation Organization (ICAO) Doc 7030, Regional Supplementary Procedures (SUPPS). Operators and pilots must adhere to the operational requirements of the appropriate state or regional authority before conducting flights outside of the U.S. NAS.
H.2 Applicable Operators. This appendix applies to all operators conducting A-RNP operations under Title 14 of the Code of Federal Regulations (14 CFR) parts 91, 91 subpart K (91K), 121, 125, 129, and 135 within the U.S. NAS or offshore airspace areas.
H.3 Application of A-RNP.
H.3.1 Navigation System Requirements. Navigation systems must have foundational RNP capability (Required Navigation Performance Approach (RNP APCH) to lateral navigation (LNAV), RNP 1, and RNP 2) as a prerequisite to implementing any A-RNP functions.
H.3.2 RNP Functions. Table H-1, RNP Functions, below lists RNP functions beginning with those that are required for the A-RNP qualification in the United States (Scalability, Radius to Fix (RF), and parallel offset). Fix radius transition (FRT) and Time of Arrival Control (TOAC) are optional capabilities that may be included in bundling authorizations discussed in Chapter 12, Bundling Concept, of this advisory circular (AC). Scalability is uniquely an A-RNP function and therefore described in detail in this appendix. The remaining RNP functions are described in Appendix I, Additional Capabilities. It is H-1
Appendix H necessary to distinguish scalability from the other RNP functions because RF and parallel offset are not uniquely A-RNP functions and are used with other authorizations.
Those operators already qualified to perform RF and/or parallel offset are not required to be A-RNP qualified.
H.3.3 Requirement for A-RNP in the United States. The requirement for A-RNP in the United States is to be operationally and functionally capable of performing scalability, RF, and parallel offset.
H.3.4 Qualification. A-RNP qualification per AC 20-138( ), Airworthiness Approval of Positioning and Navigation Systems, means the aircraft navigation system performs all six A-RNP functions (RF legs, parallel offsets, Area Navigation (RNAV) holding, Scalable RNP, FRTs, and TOAC).
Note: Other States may choose to implement a different subset of functions, or all six functions for their advanced RNP definition.
Table H-1. RNP Functions RNP Function Reference Application Required/Optional Scalability H.5 Appendix A, See Table 5-1 Required for U.S.
Radius to Fix (RF)* I.2 Appendices: A, C, D Required for U.S.
Parallel Offset* I.3 Appendices: E, F Required for U.S.
Fixed Radius Transition (FRT) I.5 Currently not used in U.S. Optional Time of Arrival Control (TOAC) I.6 Currently not used in U.S. Optional Note 1: In addition to RNP functions, higher continuity may be required where specified.
Note 2: *Required for A-RNP in the United States.
H.3.5 Scalable Lateral Navigation. The requirement for scalable lateral navigation accuracy invoked in this AC (optional in the ICAO navigation specification (Nav Spec)) leverages existing aircraft equipage. This functionality, coupled with mandatory RF capability, supports the design of beneficial procedures, especially at locations with high-density traffic or challenging terrain. A-RNP allows for the bundling of approvals across flight phases, improving efficiencies during initial certification and operational use.
H.3.6 Design. A-RNP is designed for operation in oceanic/remote continental airspace, on the domestic or offshore en route structure as well as on arrival, approaches, and DPs.
H.3.7 Multiple Operational Approvals. An A-RNP aircraft qualification may be applied to multiple operational approvals without the need for re-examination of aircraft eligibility.
This enables an operator’s approved procedures, training, etc. to be common to multiple approvals. The A-RNP aircraft qualification will also facilitate multiple operations specifications (OpSpecs).
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Appendix H H.3.8 Features and Requirements. For A-RNP, some features/requirements may be required in one flight phase and optional or unnecessary in another. No distinctions are made regarding flight phase association in providing a general set of criteria spanning all phases and navigation applications. Where such differences are deemed important or the operational need is for one application, a specific operational approval (e.g., RNP 1), is expected to be used instead.
H.3.9 Area Navigation Capability. The area navigation capability required for A-RNP will encompass the lateral aspects of the desired flightpath. The predictability and performance monitoring and alerting for the lateral flightpath will support a number of applications including closely-spaced procedures/routes and operations in terrain-challenged areas.
H.4 Aircraft and System Requirements for A-RNP.
H.4.1 RNP Capability. Navigation systems must have foundational RNP capability (RNP APCH to LNAV, RNP 1, and RNP 2) as a prerequisite to implementing any A-RNP functions.
Note: The system must allow for a means to become established prior to the final approach fix (FAF) on an instrument landing system (ILS) or Ground Based Augmentation System (GBAS) Landing System (GLS) with minimal overshoot or undershoot.
H.4.2 System Requirements. AC 20-138( ) defines the system requirements for A-RNP functions.
H.5 RNP Scalability.
H.5.1 Definition. RNP scalability refers to the ability of the RNP system to automatically retrieve and set the RNP value for each leg segment of a route or procedures from the onboard navigation database. When a change occurs to a smaller RNP value
(e.g., from RNP 1 to RNP 0.3), the change must be completed by the first fix defining the leg with the smaller RNP value requirement. The timing of this change must also consider any latency in alerting from the RNP system.
Note: When the RNP system cannot automatically set the RNP value for each leg segment, operational procedures necessary to manually set the RNP value must be identified.
H.5.2 Usage. Scalable RNP is intended for legs on RNP routes or procedures where ATC, terrain, and/or obstacle considerations provide a benefit on selected legs to using RNP values other than RNP 2 or RNP 1. RTCA/DO-236C, paragraph 3.2.6 provides equipment requirements for assigning an RNP value to a leg and transitions between legs (See Appendix A and Table 5-1).
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Appendix H H.5.3 When Entering into the RNP Navigation System. The RNP scaling, monitoring, and alerting value for scalable legs must be entered into the RNP navigation system automatically from the database. RTCA/DO-236C provides an order of precedence for entering leg RNP values.
Note: Manually entered RNP values for legs are allowed, provided the equipment also changes the scaling, monitoring, and alerting consistent with the RNP value.
H.5.4 Displaying and Entering Values. The RNP system must provide the ability to display and enter RNP values in tenths of a nautical mile (NM) between 0.3 and 2.0.
H.5.5 Small RNP Values. It is acceptable to have a smaller RNP value entered in the RNP navigation system than the leg requires. As an example only to illustrate the point, it is acceptable to have the RNP system set to RNP 1 for a leg that requires RNP 2.
H.5.6 Path Steering Performance. The Original Equipment Manufacturer (OEM) must identify any conditions or constraints on path steering performance (e.g., autopilot (AP)-engaged, flight director (FD) with map display, and/or course deviation indicator (CDI)/map scaling criteria). This is particularly true for RNP values less than RNP 1.
H.5.7 Alerts Prior to an Upcoming Waypoint. The RNP navigation system must provide an alert prior to an upcoming waypoint when the system cannot support the next RNP value.
H.5.8 Deviation Guidance Cues. The deviation guidance cues must be scaled to the RNP value.
H.5.9 Alerts for Failure Modes. The RNP navigation system must provide an alert for any failure mode that potentially affects the navigation performance relative to the selected RNP value. Failure modes may include loss of electrical power, loss of signal reception, and RNP equipment failure, including navigation performance degradation, resulting in a loss of RNP containment integrity. The applicant should verify that a visible alert occurs within the flightcrew’s primary field of view (FOV) when loss of navigation capability and/or loss of integrity are experienced.
H.6 Operational Approval for A-RNP Operations.
H.6.1 Certification and Recognition. Airworthiness certification and recognition of A-RNP aircraft qualification alone does not authorize A-RNP operations. Operational approval is also required to confirm the operator has acceptable normal and contingency procedures for A-RNP operations.
H.6.2 Aircraft Qualification Documents. The aircraft or avionics manufacturers should develop aircraft qualification documentation that shows compliance with the applicable criteria.
H.6.3 Performance Requirements Review. Prior to application, operators and manufacturers of their equipment should review all performance requirements. Installation of equipment by itself does not guarantee operational approval or permit operational use.
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Appendix H H.7 FAA Acceptance of Documentation.
H.7.1 New Aircraft/Equipment. The aircraft/equipment qualification documentation can be approved as part of an aircraft certification project and reflected in the Airplane Flight Manual (AFM) and related documents.
H.7.2 Existing Aircraft/Equipment. For installations/equipment not previously approved to conduct A-RNP procedures, the aircraft or avionics manufacturer should submit the A-RNP documentation in accordance with AC 20-138( ). The operator will submit the RNP operational application package (if required) to the Federal Aviation Administration (FAA).
H.8 Operational Considerations.
H.8.1 RNP Operations within the U.S. NAS. For systems with receiver autonomous integrity monitoring (RAIM)-based integrity, a RAIM prediction must be performed prior to departure. This capability can be a ground service and need not be resident in the aircraft’s avionics equipment. Preflight integrity checks and the various capabilities that can be utilized to perform them can be found in Chapter 9, Flight Planning, of this AC.
H.8.2 RNP Operations in Oceanic and Remote Continental Areas. The operator must have an approved Global Navigation Satellite System (GNSS) availability prediction program ensuring the requisite availability of the GNSS fault detection and exclusion (FDE) function. Prior to conducting RNP operations in oceanic or remote continental areas, the operator must use this prediction program prior to dispatch.
H.8.3 General In-Flight Considerations. At system initialization, pilots must confirm the navigation database is current and verify that the aircraft position has been entered correctly. Pilots must not fly an RNP procedure unless it is retrievable by name from the onboard navigation database and conforms to the chart. An RNP route, RNP SID, RNP STAR, or RNP APCH should not be used if doubt exists as to the validity of the procedure in the navigation database.
Note 1: For flexible route structures, manual entry of waypoints (i.e., latitude and longitude), may be permitted provided the potential for entry error by pilots is mitigated by adequate flightcrew procedures. 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. The pilot may modify the route through the insertion or deletion of specific waypoints in response to ATC clearances.
Pilots must not change any database waypoint type from a flyby to a flyover or vice versa.
Note 2: 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.
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Appendix H H.8.3.1 The pilot must confirm the correct procedure is selected. This process includes confirmation of the waypoint sequence, reasonableness of track angles and distances, and any other parameters that can be altered by the pilot, such as altitude or speed constraints. A navigation system textual display or navigation map display must be used.
H.8.3.2 Determine cross-track (XTK) error/deviation. More specifically, the maximum deviations allowed to support A-RNP must be understood and respected.
H.8.3.3 It is important to maintain the published path and maximum airspeeds while performing A-RNP operations with RF legs or FRTs.
H.8.3.4 For A-RNP procedures, pilots must use a lateral deviation indicator, FD, or AP in LNAV mode. Pilots of aircraft with a lateral deviation display must ensure lateral deviation scaling is suitable for the RNP value associated with the procedure.
H.8.3.5 The pilot must be able to use RNP equipment to follow flight guidance for LNAV no later than 500 feet above the airport elevation.
H.8.3.6 Some aircraft do not display or compute a path during flyby turns. As such, pilots of these aircraft 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. This does not apply to the execution of either FRT or RF procedures.
H.8.3.7 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 aircraft remains within the bounds defined by the procedure. The deviation must be monitored, and action taken to minimize errors during all RNP operations.
H.8.3.8 If ATC issues a heading assignment taking the aircraft 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 aircraft is not on the published A-RNP procedure.
H.8.3.9 The flightcrew must be able to assess the impact of equipment failure on the anticipated RNP operation and take appropriate action.
H.8.3.10 Whenever possible, RNP routes 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. Expanded coordinates of named fixes extracted from the database should be verified.
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Appendix H H.8.3.11 Pilots of aircraft with RNP input selection capability should select the smallest RNP value for the route or procedure that ensures the RNP system offers appropriate lateral deviation scaling permitting the pilot to monitor lateral deviation and meet the requirements of the A-RNP operation.
H.8.3.12 If the navigation system does not automatically retrieve and set the RNP value from the onboard navigation database for each leg segment of a route or procedure, the flightcrew’s operating procedures should verify the appropriate RNP value for the route or procedure is manually entered into the RNP system.
H.8.4 Prior to Commencing the A-RNP Procedure. In addition to normal operating procedures, prior to commencing the procedure, the flightcrew should accomplish the following:
1. The flightcrew must confirm that the correct procedure has been selected. This process includes confirmation of the waypoint sequence, reasonableness of track angles, distances, and any other parameters that can be altered by the pilot. A procedure must not be used if validity of the navigation database is in doubt. A navigation system textual display or navigation map display must be used.
2. For multisensor systems, crew must verify that the correct sensor is being used for position computation.
H.8.5 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 ATC as soon as possible. The loss of RNP capability includes any failure or event causing the aircraft to no longer satisfy the RNP requirements of the route.
H.8.6 Scalability Considerations. The RNP system should automatically retrieve and set the RNP value for each leg segment of a route or procedure from the onboard navigation database. When a change occurs to a smaller RNP value, (e.g., from RNP 1 to RNP 0.3), the change must be complete by the first fix defining the leg with the smaller RNP value requirement. The timing of this change must also consider any latency in alerting from the RNP system. When the RNP system cannot automatically set the RNP value for each leg segment, any operational procedures necessary to accomplish this must be identified.
Note: RNP scalability is an FAA requirement for A-RNP operators.
H.8.6.1 One acceptable means to meet this requirement may be to require the flightcrew to manually set the smallest RNP value the route or procedure uses before commencing the route or procedure (i.e., prior to the initial approach fix (IAF)).
H.8.6.2 If the RNP value for the RNP system has been set manually by the flightcrew and following an RNP system change to the RNP value required (e.g., the next H-7
Appendix H flightpath segment contains a different RNP value), the RNP system should provide an alert to the flightcrew.
Note: One means by which this can be achieved is as described in RTCA, Inc., Minimum Operational Performance Standards (MOPS), DO-283A. Another means is to develop lateral deviation displays and alerting as per RTCA, Inc./European Organization for Civil Aviation Equipment (EUROCAE) Minimum Aviation System Performance Standard (MASPS) DO-236C/ED-75.
H.8.6.3 The RNP system must provide lateral deviation displays and alerting appropriate to the selected RNP value and application.
H.8.6.4 It is recognized that aircraft and equipment based upon Global Positioning System (GPS) standards such as RTCA DO-208 and DO-229( ) have RNP capabilities for lateral deviation and alerting that are generally associated with navigation accuracies of 0.3, 1.0, and 2.0 NM only. Such capability exists in a large portion of the aircraft fleet, but may not be extended to other navigation accuracies or the means of compliance specified herein. Additionally, some of this fleet does provide the capability to select other navigation accuracies.
Therefore, before a manufacturer implements or an operator applies this functional capability, it is recommended that they determine the effects of the resolution of a number of issues including:
1. How their aircraft and systems will be affected or accommodated operationally when different navigation accuracy requirements are needed,
2. Is there a basis for implementing improved functionality or operating procedures, and
3. How such systems will need to be qualified, used by the flightcrew and operationally approved.
H.9 A-RNP Aircrew Training. A-RNP training should include the following:
1. Demonstrate continuity of RNP systems as part of contingency procedures,
2. Retrieve and fly a RF procedure,
3. Retrieve and fly a parallel offset, and
4. Demonstrate RNP scalability (The RNP system must be capable of manual or automatic entry and display of RNP value requirements).
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