Required Navigation Performance


  • Required Navigation Performance, or RNP, is RNAV with the added requirement for onboard performance monitoring and alerting (OBPMA)
    • RNP standards are required for operation within a certain airspace

RNP Background:

  • A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not, being met during an operation
    • RNP capability of the aircraft is a major component in determining the separation criteria to ensure that the overall containment of the operation is met
    • OBPMA capability therefore allows a lessened reliance on air traffic control intervention and/or procedural separation to achieve the overall safety of the operation
  • The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure [Figure 1]
    • For example, an aircraft may be eligible for RNP 1, but may not be capable of RNP 1 operations due to limited NAVAID coverage or avionics failure. NavSpecs should be considered different from one another, not "better" or "worse" based on the described lateral navigation accuracy. It is this concept that requires each NavSpec eligibility to be listed separately in the avionics documents or AFM. For example, RNP 1 is different from RNAV 1, and an RNP 1 eligibility does NOT mean automatic RNP 2 or RNAV 1 eligibility. As a safeguard, the FAA requires that aircraft navigation databases hold only those procedures that the aircraft maintains eligibility for. If you look for a specific instrument procedure in your aircraft's navigation database and cannot find it, it's likely that procedure contains PBN elements your aircraft is ineligible for or cannot compute and fly. Further, optional capabilities such as Radius-to-fix (RF) turns or scalability should be described in the AFM or avionics documents. Use the capabilities of your avionics suite to verify the appropriate waypoint and track data after loading the procedure from your database

PBN Operations:

  • Lateral Accuracy Values:

    • Lateral Accuracy values are applicable to a selected airspace, route, or procedure
    • The lateral accuracy value is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure, route, or path
    • RNP applications also account for potential errors at some multiple of lateral accuracy value (for example, twice the RNP lateral accuracy values)
    • RNP NavSpecs:

        • RNP Approach (RNP APCH):
          • In the U.S., RNP APCH procedures are titled RNAV (GPS) and offer several lines of minima to accommodate varying levels of aircraft equipage: either lateral navigation (LNAV), LNAV/vertical navigation (LNAV/VNAV), Localizer Performance with Vertical Guidance (LPV), and Localizer Performance (LP). GPS with or without Space-Based Augmentation System (SBAS) (for example, WAAS) can provide the lateral information to support LNAV minima. LNAV/VNAV incorporates LNAV lateral with vertical path guidance for systems and operators capable of either barometric or SBAS vertical. Pilots are required to use SBAS to fly to the LPV or LP minima. RF turn capability is optional in RNP APCH eligibility. This means that your aircraft may be eligible for RNP APCH operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite. GBAS Landing System (GLS) procedures are also constructed using RNP APCH NavSpecs and provide precision approach capability. RNP APCH has a lateral accuracy value of 1 in the terminal and missed approach segments and essentially scales to RNP 0.3 (or 40 meters with SBAS) in the final approach. (See Paragraph 5-4-18, RNP AR Instrument Approach Procedures.)
        • RNP Authorization Required Departure (RNP AR DP):
          • Similar to RNP AR approaches, RNP AR departure procedures have stringent equipage and pilot training standards and require special FAA authorization to fly. Scalability and RF turn capabilities is mandatory in RNP AR DP eligibility. RNP AR DP is intended to provide specific benefits at specific locations. It is not intended for every operator or aircraft. RNP AR DP capability requires specific aircraft performance, design, operational processes, training, and specific procedure design criteria to achieve the required target level of safety. RNP AR DP has lateral accuracy values that can scale to no lower than RNP 0.3 in the initial departure flight path. Before conducting these procedures, operators should refer to the latest AC 90-101, Approval Guidance for RNP Procedures with AR. (See paragraph 5-4-18.)
        • Advanced RNP (A-RNP):
          • Advanced RNP is a NavSpec with a minimum set of mandatory functions enabled in the aircraft's avionics suite. In the U.S., these minimum functions include capability to calculate and perform RF turns, scalable RNP, and parallel offset flight path generation. Higher continuity (such as dual systems) may be required for certain oceanic and remote continental airspace. Other "advanced" options for use in the en route environment (such as fixed radius transitions and Time of Arrival Control) are optional in the U.S. Typically, an aircraft eligible for A-RNP will also be eligible for operations comprising: RNP APCH, RNP/RNAV 1, RNP/RNAV 2, RNP 4, and RNP/RNAV 10. A-RNP allows for scalable RNP lateral navigation values (either 1.0 or 0.3) in the terminal environment. Use of these reduced lateral accuracies will normally require use of the aircraft's autopilot and/or flight director. See the latest AC 90-105 for more information on A-RNP, including NavSpec bundling options, eligibility determinations, and operations approvals
            • A-RNP eligible aircraft are NOT automatically eligible for RNP AR APCH or RNP AR DP operations, as RNP AR eligibility requires a separate determination process and special FAA authorization
        • RNP 1:
          • RNP 1 requires a lateral accuracy value of 1 for arrival and departure in the terminal area, and the initial and intermediate approach phase when used on conventional procedures with PBN segments (for example, an ILS with a PBN feeder, IAF, or missed approach). RF turn capability is optional in RNP 1 eligibility. This means that your aircraft may be eligible for RNP 1 operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite
        • RNP 2:
          • RNP 2 will apply to both domestic and oceanic/remote operations with a lateral accuracy value of 2
        • RNP 4:
          • RNP 4 will apply to oceanic and remote operations only with a lateral accuracy value of 4
          • RNP 4 eligibility will automatically confer RNP 10 eligibility
        • RNP 10:
          • The RNP 10 NavSpec applies to certain oceanic and remote operations with a lateral accuracy of 10. In such airspace, the RNAV 10 NavSpec will be applied, so any aircraft eligible for RNP 10 will be deemed eligible for RNAV 10 operations. Further, any aircraft eligible for RNP 4 operations is automatically qualified for RNP 10/ RNAV 10 operations. (See also the latest AC 91-70, Oceanic and Remote Continental Airspace Operations, for more information on oceanic RNP/RNAV operations.)
        • RNP 0.3:
          • The RNP 0.3 NavSpec requires a lateral accuracy value of 0.3 for all authorized phases of flight. RNP 0.3 is not authorized for oceanic, remote, or the final approach segment. Use of RNP 0.3 by slow-flying fixed-wing aircraft is under consideration, but the RNP 0.3 NavSpec initially will apply only to rotorcraft operations. RF turn capability is optional in RNP 0.3 eligibility. This means that your aircraft may be eligible for RNP 0.3 operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite
            • On terminal procedures or en route charts, do not confuse a charted RNP value of 0.30, or any standard final approach course segment width of 0.30, with the NavSpec title "RNP 0.3." Charted RNP values of 0.30 or below should contain two decimal places (for example, RNP 0.15, or 0.10, or 0.30) whereas the NavSpec title will only state "RNP 0.3"
    • Application of Standard Lateral Accuracy Values

      • U.S. standard lateral accuracy values 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
    • Depiction of PBN Requirements:

      • In the U.S., PBN requirements like Lateral Accuracy Values or NavSpecs applicable to a procedure will be depicted on affected charts and procedures. In the U.S., a specific procedure's Performance-Based Navigation (PBN) requirements will be prominently displayed in separate, standardized notes boxes. For procedures with PBN elements, the "PBN box" will contain the procedure's NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Items listed in this PBN box are REQUIRED to fly the procedure's PBN elements. For example, an ILS with an RNAV missed approach would require a specific capability to fly the missed approach portion of the procedure. That required capability will be listed in the PBN box. The separate Equipment Requirements box will list ground-based equipment and/or airport specific requirements. On procedures with both PBN elements and ground-based equipment requirements, the PBN requirements box will be listed first (See FIG 5-4-1.)
  • 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 (See paragraph 4-7-1)
  • Aircraft and Airborne Equipment Eligibility for RNP Operations:

    • Aircraft eligible for RNP operations will have an appropriate entry including special conditions and limitations in its AFM, avionics manual, or a supplement. Operators of aircraft not having specific RNP eligibility statements in the AFM or avionics documents may be issued operational approval including special conditions and limitations for specific RNP eligibilities
    • 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)
U.S. Standard RNP Levels
U.S. Standard RNP Levels


  • Pilot:

    • If unable to comply with the requirements of an RNAV or RNP procedure, pilots must advise air traffic control as soon as possible. For example, "N1234, failure of GPS system, unable RNAV, request amended clearance"
    • Pilots are not authorized to fly a published RNAV or RNP procedure (instrument approach, departure, or arrival procedure) unless it is retrievable by the procedure name from the current aircraft navigation database and conforms to the charted procedure. The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints
    • Whenever possible, RNAV routes (Q- or T-route) should be extracted from the database in their entirety, rather than loading RNAV route waypoints from the database into the flight plan individually. However, selecting and inserting individual, named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted
    • Pilots must not change any database waypoint type from a fly-by to fly-over, or vice versa. No other modification of database waypoints or the creation of user-defined waypoints on published RNAV or RNP procedures is permitted, except to:
      • Change altitude and/or airspeed waypoint constraints to comply with an ATC clearance/instruction
      • Insert a waypoint along the published route to assist in complying with ATC instruction, example, "Descend via the WILMS arrival except cross 30 north of BRUCE at/or below FL 210." This is limited only to systems that allow along-track waypoint construction
    • Pilots of FMS-equipped aircraft, who are assigned an RNAV DP or STAR procedure and subsequently receive a change of runway, transition or procedure, must verify that the appropriate changes are loaded and available for navigation
    • For RNAV 1 DPs and STARs, pilots must use a CDI, flight director and/or autopilot, in lateral navigation mode. Other methods providing an equivalent level of performance may also be acceptable
    • For RNAV 1 DPs and STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take-off roll. The use of an automatic or manual runway update is an acceptable means of compliance with this requirement. Other methods providing an equivalent level of performance may also be acceptable
    • For procedures or routes requiring the use of GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation
    • RNAV terminal procedures (DP and STAR) may be amended by ATC issuing radar vectors and/or clearances direct to a waypoint. Pilots should avoid premature manual deletion of waypoints from their active "legs" page to allow for rejoining procedures
    • RAIM Prediction: If TSO-C129 equipment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time). If RAIM is not available, pilots need an approved alternate means of navigation
    • Definition of "established" for RNAV and RNP operations:

      • An aircraft is considered to be established on-course during RNAV and RNP operations anytime it is within 1 times the required accuracy for the segment being flown. For example, while operating on a Q-Route (RNAV 2), the aircraft is considered to be established on-course when it is within 2 nm of the course centerline
        • Pilots must be aware of how their navigation system operates, along with any AFM limitations, and confirm that the aircraft's lateral deviation display (or map display if being used as an allowed alternate means) is suitable for the accuracy of the segment being flown. Automatic scaling and alerting changes are appropriate for some operations. For example, TSO-C129 systems change within 30 miles of destination and within 2 miles of FAF to support approach operations. For some navigation systems and operations, manual selection of scaling will be necessary
        • Pilots flying FMS equipped aircraft with barometric vertical navigation (Baro-VNAV) may descend when the aircraft is established on-course following FMS leg transition to the next segment. Leg transition normally occurs at the turn bisector for a fly-by waypoint. When using full automation, pilots should monitor the aircraft to ensure the aircraft is turning at appropriate lead times and descending once established on-course
        • Pilots flying TSO-C129 navigation system equipped aircraft without full automation should use normal lead points to begin the turn. Pilots may descend when established on-course on the next segment of the approach


  • The Aircraft Flight Manual (AFM) or avionics documents for your aircraft should specifically state the aircraft's RNP eligibilities
    • Contact the manufacturer of the avionics or the aircraft if this information is missing or incomplete
  • U.S. standard NavSpecs above support typical RNP airspace however, other NavSpecs may include different lateral accuracy values as identified by ICAO or other states
  • See also: Area Navigation (RNAV)
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