AIM
4/3/14
1−2−5
Area Navigation (RNAV) and Required Navigation Performance (RNP)
TBL 1
−2−2
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
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
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. 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 Uncer-
tainty (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).
1
−
2
−
3. Use of Suitable Area Navigation
(RNAV) Systems on Conventional
Procedures and Routes
a. 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):
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
Navigation (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.
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 in Advisory Circular 90-108 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, e.g., 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