support LNAV minima. LNAV/VNAV incorporates
LNAV lateral with vertical path guidance for systems
and operators capable of either barometric or WAAS
vertical. Pilots are required to use WAAS to fly to the

LPV or LP minima. RNP APCH has a lateral

accuracy value of 1 in the terminal and missed

approach segments and essentially scales to RNP 0.3

in the final approach. (See paragraph 1-1-18.)

(2) RNP AR APCH. RNP AR APCH
procedures are titled RNAV (RNP). RNP AR APCH
vertical navigation performance is based upon
barometric VNAV or WAAS. RNP AR is intended to
provide specific benefits at specific locations. It is not
intended for every operator or aircraft. RNP AR
capability requires specific aircraft performance,
design, operational processes, training, and specific
procedure design criteria to achieve the required
target level of safety. RNP AR APCH has lateral
accuracy values that can range below 1 in the terminal
and missed approach segments and essentially scale
to RNP 0.3 or lower in the final approach. Operators
conducting these approaches should refer to AC
90-101A, Approval Guidance for RNP Procedures
with AR. (See paragraph 5-4-18.)

(3) Advanced RNP (A-RNP). Advanced
RNP includes a lateral accuracy value of 2 for oceanic
and remote operations but not planned for U.S.
implementation and may have a 2 or 1 lateral
accuracy value for domestic enroute segments.
Except for the final approach, A-RNP allows for
scalable RNP lateral navigation accuracies. Its
applications in the U.S. are still in progress.

(4) 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.

(5) RNP 2. RNP 2 will apply to both
domestic and oceanic/remote operations with a
lateral accuracy value of 2.

(6) RNP 4. RNP 4 will apply to oceanic and
remote operations only with a lateral accuracy value
of 4.

(7) RNP 0.3. RNP 0.3 will apply to

rotorcraft only. This Nav Spec requires a lateral

accuracy value of 0.3 for all phases of flight except for

oceanic and remote and the final approach segment.

(b) Application of Standard Lateral Ac-
curacy 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.

(c) Depiction of Lateral Accuracy Values.
The applicable lateral accuracy values will be
depicted on affected charts and procedures.
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. (See paragraph 4-7-1.)

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 lateral
accuracy values.
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).