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(b) Application of Standard RNP Levels.
U.S. standard levels of RNP typically used for
various routes and procedures supporting RNAV
operations may be based on use of a specific
navigational system or sensor such as GPS, or on
multi−sensor RNAV systems having suitable performance.
(c) Depiction of Standard RNP Levels. The
applicable RNP level will be depicted on affected
charts and procedures. For example, an RNAV
departure procedure may contain a notation referring
to eligible aircraft by equipment suffix and a phrase
“or RNP−1.0.” A typical RNAV approach procedure
may include a notation referring to eligible aircraft by
specific navigation sensor(s), equipment suffix, and
a phrase “or RNP−0.3.” Specific guidelines for the
depiction of RNP levels will be provided through
chart bulletins and accompany affected charting
changes.
c. Other RNP Applications Outside the U.S.
The FAA and ICAO member states have led
initiatives in implementing the RNP concept to
oceanic operations. For example, RNP−10 routes
have been established in the northern Pacific
(NOPAC) which has increased capacity and
efficiency by reducing the distance between tracks to
50 NM. Additionally, the FAA has assisted those U.S.
air carriers operating in Europe where the routes have
been designated as RNP−5. TBL 1−2−2 below, shows
examples of current and future RNP levels of
airspace.
d. Aircraft and Airborne Equipment Eligibility
for RNP Operations. Aircraft meeting RNP criteria
will have an appropriate entry including special
conditions and limitations in its Aircraft Flight
Manual (AFM), or supplement. RNAV installations
with AFM−RNP certification based on GPS or
systems integrating GPS are considered to meet U.S.
standard RNP levels for all phases of flight. Aircraft
with AFM−RNP certification without GPS may be
limited to certain RNP levels, or phases of flight. For
example, RNP based on DME/DME without other
augmentation may not be appropriate for phases of
flight outside the certified DME service volume.
Operators of aircraft not having specific AFM−RNP
certification may be issued operational approval
including special conditions and limitations for
specific RNP levels. Aircraft navigation systems
eligible for RNP airspace will be indicated on charts
or announced through other FAA media such as
NOTAMs and chart bulletins.
NOTE−
Some airborne systems use Estimated Position
Uncertainty (EPU) as a measure of the current estimated
navigational performance. EPU may also be referred to as
Actual Navigation Performance (ANP) or Estimated
Position Error (EPE).
TBL 1−2−2
RNP Levels Supported for International Operations
RNP Level Typical Application
1 European Precision RNAV (P−RNAV)
4 Projected for oceanic/remote areas where 30 NM horizontal separation is applied
5 European Basic RNAV (B−RNAV)
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.

2/19/04 AIM
Airport Lighting Aids 2−1−1
Chapter 2. Aeronautical Lighting and
Other Airport Visual Aids
Section 1. Airport Lighting Aids
2−1−1. Approach Light Systems (ALS)
a. ALS provide the basic means to transition from
instrument flight to visual flight for landing.
Operational requirements dictate the sophistication
and configuration of the approach light system for a
particular runway.
b. ALS are a configuration of signal lights starting
at the landing threshold and extending into the
approach area a distance of 2400−3000 feet for
precision instrument runways and 1400−1500 feet for
nonprecision instrument runways. Some systems
include sequenced flashing lights which appear to the
pilot as a ball of light traveling towards the runway at
high speed (twice a second). (See FIG 2−1−1.)
FIG 2−1−1
Precision & Nonprecision Configurations
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