TBL ENR 1.19.1
U.S. Standard RNP Levels
RNP Level Typical Application Primary Route Width (NM) . Centerline to Boundary
0.1 to 1.0 RNP SAAAR Approach Segments 0.1 to 1.0
0.3 to 1.0 RNP Approach Segments 0.3 to 1.0
1 Terminal and En Route 1.0
2 En Route 2.0
NOTE.
1.
The “performance” of navigation in RNP refers not only to the level of accuracy of a particular sensor or aircraft navigation system, but also to the degree of precision with which the aircraft will be flown.
2.
Specific required flight procedures may vary for different RNP levels.
TBL ENR 1.19.2
RNP Levels Supported for International Operations
RNP Level Typical Application
4 Projected for oceanic/remote areas where 30 NM horizontal separation is applied
10 Oceanic/remote areas where 50 NM lateral separation is applied
2.3 Other RNP Applications Outside the U.S. The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic opera-tions. 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. (See TBL ENR 1.19.2.)
2.4 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. Operators of aircraft not having specific AFM.RNP certification may be issued operational approval including special condi-tions and limitations for specific RNP levels.
NOTE.
Some airborne systems use Estimated Position Uncertain-ty (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).
3. Use of Suitable Area Navigation (RNAV) Systems on Conventional Procedures and Routes
3.1 Discussion. This paragraph sets forth policy, while providing operational and airworthiness guidance regarding the suitability and use of RNAV systems when operating on, or transitioning to, conventional, non.RNAV routes and procedures within the U.S. National Airspace System (NAS):
3.1.1 Use of a suitable RNAV system as a Substitute Means of Navigation when a Very.High Frequency (VHF) Omni.directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Naviga-tion (TACAN), VOR/TACAN (VORTAC), VOR/ DME, Non.directional Beacon (NDB), or compass locator facility including locator outer marker and locator middle marker is out.of.service (that is, the navigation aid (NAVAID) information is not available); an aircraft is not equipped with an Automatic Direction Finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational. For example, if equipped with a suitable RNAV system, a pilot may hold over an out.of. service NDB.
3.1.2 Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle marker is operational and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional navaids. For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that RNAV system without monitoring the VOR.
NOTE.
1.
Additional information and associated requirements are available via a 90.series Advisory Circular titled “Use of Suitable RNAV Systems on Conventional Routes and Procedures.”
2.
Good planning and knowledge of your RNAV system are critical for safe and successful operations.
3.
Pilots planning to use their RNAV system as a substitute means of navigation guidance in lieu of an out.of.service NAVAID may need to advise ATC of this intent and capability.
4.
The navigation database should be current for the duration of the flight. If the AIRAC cycle will change during flight, operators and pilots should establish procedures to ensure the accuracy of navigation data, including suitability of navigation facilities used to define the routes and procedures for flight. To facilitate validating database currency, the FAA has developed procedures for publishing the amendment date that instrument approach procedures were last revised. The amendment date follows the amendment number; for example, Amdt 4 14Jan10. Currency of graphic departure procedures and STARs may be ascertained by the numerical designation in the procedure title. If an amended chart is published for the procedure, or the procedure amendment date shown on the chart is on or after the expiration date of the database, the
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