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routes, and procedures (including departures, arrivals,
and IAPs). The descriptor can apply to a unique approach
procedure or to a large region of airspace. RNP applies to
navigation performance within a designated airspace, and
includes the capability of both the available infrastructure
(navigation aids) and the aircraft.
RNP type is used to specify navigation requirements for the
airspace. The following are ICAO RNP Types: RNP-1.0,
RNP-4.0, RNP-5.0, and RNP-10.0. The required performance
is obtained through a combination of aircraft capability and
the level of service provided by the corresponding navigation
infrastructure. From a broad perspective:
Aircraft Capability + Level of Service = Access
In this context, aircraft capability refers to the airworthiness
certification and operational approval elements (including
avionics, maintenance, database, human factors, pilot
procedures, training, and other issues). The level of service
element refers to the NAS infrastructure, including published
routes, signal-in-space performance and availability, and air
7-47
36
EN ROUTE
TERMINAL
FINAL APPROACH
2.0 NM 2.0 NM
1.0 NM 1.0 NM
0.3 NM
0.3 NM
3618
APPROACH TERMINAL ENROUTE DEPARTURE
RNP 0.3 RNP 1.0 RNP 2.0 RNP 1.0
Figure 7-42. Required Navigation Performance.
7-48
Figure 7-43. Typical Display and Control Unit(s) in General Aviation. The Universal UNS-1 (left) controls and integrates all other
systems. The Avidyne (center) and Garmin systems (right) illustrate and are typical of completely integrated systems. Although the
Universal CDU is not typically found on smaller general aviation aircraft, the difference in capabilities of the CDUs and stand-alone
sytems is diminishing each year.
traffic management. When considered collectively, these
elements result in providing access. Access provides the
desired benefit (airspace, procedures, routes of flight, etc.).
RNP levels are actual distances from the centerline of the
flight path, which must be maintained for aircraft and obstacle
separation. Although additional FAA-recognized RNP
levels may be used for specific operations, the United States
currently supports three standard RNP levels:
• RNP 0.3 – Approach
• RNP 1.0 – Departure, Terminal
• RNP 2.0 – En route
RNP 0.3 represents a distance of 0.3 NM either side of a
specified flight path centerline. The specific performance
that is required on the final approach segment of an
instrument approach is an example of this RNP level. At
the present time, a 0.3 RNP level is the lowest level used in
normal RNAV operations. Specific airlines, using special
procedures, are approved to use RNP levels lower than
RNP 0.3, but those levels are used only in accordance with
their approved operations specifications (OpsSpecs). For
aircraft equipment to qualify for a specific RNP type, it
must maintain navigational accuracy at least 95 percent of
the total flight time.
Flight Management Systems (FMS)
A flight management system (FMS) is not a navigation
system in itself. Rather, it is a system that automates the
tasks of managing the onboard navigation systems. FMS may
perform other onboard management tasks, but this discussion
is limited to its navigation function.
FMS is an interface between flight crews and flight-deck
systems. FMS can be thought of as a computer with a large
database of airport and NAVAID locations and associated
data, aircraft performance data, airways, intersections,
DPs, and STARs. FMS also has the ability to accept and
store numerous user-defined WPs, flight routes consisting
of departures, WPs, arrivals, approaches, alternates, etc.
FMS can quickly define a desired route from the aircraft’s
current position to any point in the world, perform flight
plan computations, and display the total picture of the flight
route to the crew.
FMS also has the capability of controlling (selecting) VOR,
DME, and LOC NAVAIDs, and then receiving navigational
data from them. INS, LORAN, and GPS navigational data
may also be accepted by the FMS computer. The FMS may
act as the input/output device for the onboard navigation
systems, so that it becomes the “go-between” for the crew
and the navigation systems.
Function of FMS
At startup, the crew programs the aircraft location, departure
runway, DP (if applicable), WPs defining the route, approach
procedure, approach to be used, and routing to alternate. This
may be entered manually, be in the form of a stored flight
plan, or be a flight plan developed in another computer and
　
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