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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 traffic management. When considered collectively, these elements
result in providing access. Access provides the desired
benefit (airspace, procedures, routes of flight, etc.).
A key feature of RNP is the concept of on-board monitoring and alerting. This means the navigation equipment is accurate enough to keep the aircraft in a specific
volume of airspace, which moves along with the aircraft.
The aircraft is expected to remain within this block of
airspace for at least 95 percent of the flight time.
Additional airspace outside the 95 percent area is provided for continuity and integrity, so that the combined
areas ensure aircraft containment 99.9 percent of the
time. 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 – Terminal
• RNP 2.0 – Terminal and En Route
RNP 0.3 represents a distance of 0.3 nautical miles
(NM) either side of a specified flight path centerline.
The specific performance required on the final approach
segment of an instrument approach is an example of this
RNP level.
For international operations, the FAA and ICAO member states have led initiatives to apply RNP concepts to
oceanic routes. Here are the ICAO RNP levels supported
for international operations:
• RNP-1 – European Precision RNAV (P-RNAV)
• RNP-4 – Projected for oceanic/remote areas where
30 NM horizontal separation is applied
• RNP-5 – European Basic RNAV (B-RNAV)
• RNP-10 – Oceanic/remote areas where 50 NM lateral separation is applied
NOTE: Specific operational and equipment performance
requirements apply for P-RNAV and B-RNAV.
GLOBAL POSITIONING SYSTEM
The FAA’s implementation activities of the Global
Positioning System (GPS) are dedicated to the adaptation of the NAS infrastructure to accept satellite navigation (SATNAV) technology through the management
and coordination of a variety of overlapping NAS
implementation projects. These projects fall under the
project areas listed below and represent different elements of the NAS infrastructure:
• Avionics Development − includes engineering
support and guidance in the development of
current and future GPS avionics minimum
operational performance standards (MOPS), as
well as FAA Technical Standard Orders (TSOs)
and establishes certification standards for
avionics installations.
• Flight Standards − includes activities related to
instrument procedure criteria research, design,
testing, and standards publication. The shift from
ground-based to space-based navigation sources
has markedly shifted the paradigms used in
obstacle clearance determination and standards
development. New GPS-based Terminal
Procedures (TERPS) manuals are in use today as
a result of this effort.
• Air Traffic − includes initiatives related to the
development of GPS routes, phraseology, procedures, controller GPS training and GPS outage
simulations studies. GPS-based routes, developed along the East Coast to help congestion in
the Northeast Corridor, direct GPS-based
Caribbean routes, and expansion of RNAV
activities are all results of SATNAV sponsored
implementation projects.
• Procedure Development − includes the provision
of instrument procedure development and flight
inspection of GPS-based routes and instrument
procedures. Today over 3,500 GPS-based IAPs
have been developed.
• Interference Identification and Mitigation −
includes the development and fielding of airborne,
ground, and portable interference detection systems. These efforts are ongoing and critical to
ensuring the safe use of GPS in the NAS.
1-16
To use GPS, WAAS, and/or LAAS in the NAS, equipment suitable for aviation use (such as a GPS receiver,
WAAS receiver, LAAS receiver, or multi-modal
receiver) must be designed, developed, and certified for
　
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