Chapter 2

IMPLEMENTING RNP 2

2.1 INTRODUCTION

2.1.1 Background

2.1.1.1 RNP 2 is primarily intended for a diverse set of en-route applications, particularly in geographic areas with
little or no ground NAVAID infrastructure, limited or no ATS surveillance, and low to medium density traffic. Use of
RNP 2 in continental applications requires a lower continuity requirement than used in oceanic/remote applications. In
the latter application, the target traffic is primarily transport category aircraft operating at high altitude, whereas,
continental applications may include a significant percentage of GA aircraft.

2.1.1.2 This navigation specification can be applied for applications in oceanic, continental and in airspace
considered by a State to be remote. Such remote airspace may require different considerations for aircraft eligibility
based on whether the remote areas support suitable landing airports for the target aircraft population, or support
reversion to an alternate means of navigation. Thus for remote airspace applications, a State may choose to designate
either continental or oceanic/remote aircraft eligibility.

2.1.2 Purpose

2.1.2.1 This chapter provides guidance to States implementing RNP 2 for en-route airspace. It does not address
all the requirements that may be specified for particular operations. These requirements are specified in other
documents, such as national operating rules, AIPs and the Regional Supplementary Procedures (Doc 7030). While
operational approval primarily relates to the navigation requirements of the airspace, operators and pilots are still
required to take account of all operational documents relating to the airspace, which are required by the appropriate
State authority, before conducting flights into that airspace.

2.1.2.2 RNP 2 can be associated with FRT — see Appendix 2 to Part C.

2.2 IMPLEMENTATION CONSIDERATIONS

2.2.1 NAVAID infrastructure considerations

2.2.1.1 The RNP 2 specification is based upon GNSS.

2.2.1.2 Operators relying on GNSS are required to have the means to predict the availability of GNSS fault
detection (e.g. ABAS RAIM) to support operations along the RNP 2 ATS route. The on-board RNP system, GNSS
avionics, the ANSP or other entities may provide a prediction capability. The AIP should clearly indicate when prediction
capability is required and an acceptable means to satisfy that requirement.

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2.2.1.3 RNP 2 shall not be used in areas of known GNSS signal interference.

2.2.1.4 The ANSP must undertake an assessment of the NAVAID infrastructure. The infrastructure should be
sufficient for the proposed operations, including reversionary navigation modes the aircraft may apply.

2.2.2 Communications and ATS surveillance considerations

This navigation specification is primarily intended for environments where ATS surveillance is either not available or
limited. Communications performance on RNP 2 routes will be commensurate with operational considerations such as
route spacing, traffic density, complexity and contingency procedures.

2.2.3 Obstacle clearance, route spacing and separation minima

2.2.3.1 Guidance on obstacle clearance is provided in PANS-OPS (Doc 8168, Volume II); the general criteria in
Parts I and III apply, and assume normal operations.

2.2.3.2 The route spacing supported by this chapter will be determined by a safety study for the intended
operations which will depend on the route configuration, air traffic density and intervention capability, etc. Horizontal
separation standards are published in PANS-ATM (Doc 4444).

2.2.4 Additional considerations

It is important that the ANSP, in establishing the RNP 2 routes, consider the factors determining the location of routes,
the availability of diversions, etc. These factors determine whether the ATS routes are being applied in continental or
oceanic/remote airspace, and this must be clearly identified in the State’s AIP. The area of application (i.e. continental or
oceanic/remote) will determine the applicable RNP continuity requirement. An aircraft configuration that does not meet
the higher continuity requirements for oceanic/remote will be limited to operate on continental RNP 2 routes only.

2.2.5 Publication

An RNP 2 route should rely on normal flight profiles and identify minimum segment altitude requirements. The navigation
data published in the State AIP for the routes must meet the requirements of Annex 15 — Aeronautical Information
Services. The State should define all RNP 2 routes using WGS-84 coordinates.

2.2.6 Controller training

2.2.6.1 Air traffic controllers providing services where RNP 2 operations are implemented should complete training
covering the following items.

2.2.6.2 Core training

a) How area navigation systems work (in the context of this navigation specification):

i) functional capabilities and limitations of this navigation specification;

ii) accuracy, integrity and continuity, including on-board performance monitoring and alerting; and
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iii) GNSS receiver, RAIM, fault detection and integrity alerts;

b) Flight plan requirements;

c) ATC procedures:

i) ATC contingency procedures;

ii) separation minima;

iii) mixed equipage environment;

iv) transition between different operating environments; and

v) phraseology.

2.2.6.3 Training specific to this navigation specification

a) RNP 2 ATS route control requirements (in either ATS surveillance or procedural control environments)

i) descend/climb clearances; and

ii) route reporting points;

b) RNP 2 related phraseology; and

c) impact of requesting an in-flight change to route.

2.2.7 Navigation service monitoring

Navigation service monitoring should be consistent with Volume II, Part A, Chapter 4.

2.2.8 Monitoring and investigation of navigation and system errors

2.2.8.1 Lateral navigation accuracy provides a basis for determining the lateral route spacing and horizontal
separation minima necessary for traffic operating on a given route. When available, observations of each aircraft’s
proximity to track and altitude, based on ATS surveillance (e.g. radar, multilateration or automatic dependence ATS
surveillance), are typically noted by ATS facilities, and aircraft track-keeping capabilities are analysed.

2.2.8.2 If an observation/analysis indicates that a loss of separation or obstacle clearance has occurred, the
reason for the apparent deviation from track or altitude should be determined and steps taken to prevent a recurrence.
Overall system safety needs to be monitored to confirm that the ATS system meets the required SSR.
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2.3 NAVIGATION SPECIFICATION

2.3.1 Background

This section identifies the operational requirements for RNP 2 operations. Operational compliance with these
requirements should be addressed through national operational regulations and may require a specific operational
approval from the State of the Operator/Registry for commercial operations, as applicable, and non-commercial
operations when required.

2.3.2 Approval process

2.3.2.1 This navigation specification does not in itself constitute regulatory guidance material against which either
the aircraft or the operator will be assessed and approved. Aircraft are certified by their State of Manufacture. Operators
are approved in accordance with their national operating rules. This navigation specification provides the technical and
operational criteria and does not necessarily imply a need for recertification.

Notes:

1. Detailed information on operational approvals is provided in Volume I, Attachment C.

2. Where appropriate, States may refer to previous operational approvals in order to expedite this process for
individual operators where performance and functionality are applicable to the current request for operational
approval.

2.3.2.2 Aircraft eligibility

2.3.2.2.1 The aircraft eligibility must be determined through demonstration of compliance against the relevant
airworthiness criteria and the requirements of 2.3.3. The OEM or the holder of installation approval for the aircraft, e.g.
STC holder, will demonstrate compliance to their NAA (e.g. EASA, FAA) and the approval can be documented in
manufacturer documentation (e.g. service letters). AFM entries are not required provided the State accepts
manufacturer documentation.

2.3.2.2.2 In this navigation specification, the continuity requirements for oceanic/remote and continental applications
are different — see 2.3.3. Where an aircraft is eligible for continental applications only, such a limitation must be clearly
identified to support operational approvals. Aircraft meeting the oceanic/remote continuity requirement also meet the
continental continuity requirement.

2.3.2.2.3 A-RNP systems are considered as qualified for RNP 2 continental applications without further examination,
and for RNP 2 oceanic/remote applications provided the oceanic/remote continuity requirement has been met.

Note.— Requests for approval to use optional functionality (e.g. RF legs, FRT) should address the aircraft
and operational requirements as described in the appropriate functional attachment to Volume II.
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2.3.2.3 Operational approval

2.3.2.3.1 Description of aircraft equipment

The operator must have a configuration list and, if necessary, an MEL detailing the required aircraft equipment for
RNP 2 operations.

2.3.2.3.2 Training documentation

2.3.2.3.2.1 Commercial operators must have a training programme addressing the operational practices, procedures
and training items related to RNP 2 operations (e.g. initial, upgrade or recurrent training for pilots, dispatchers or
maintenance personnel).

Note.— Operators need not establish a separate training programme if they already integrate RNAV
training as an element of their training programme. However, the operator should be able to identify the aspects of
RNP 2 covered within their training programme.

2.3.2.3.2.2 Private operators must be familiar with the practices and procedures identified in 2.3.5, “Pilot knowledge
and training”.

2.3.2.3.3 OMs and checklists

2.3.2.3.3.1 OMs and checklists for commercial operators must address information/guidance on the SOP detailed in
2.3.4. The appropriate manuals should contain navigation operating instructions and contingency procedures, where
specified. When required by the State of the Operator/Registry, the operator must submit their manuals and checklists
for review as part of the application process.

2.3.2.3.3.2 Private operators should operate using the practices and procedures identified in 2.3.5, “Pilot knowledge
and training”.

2.3.2.3.4 MEL considerations

Any MEL revisions necessary to address RNP 2 provisions must be approved. Operators must adjust the MEL, or
equivalent, and specify the required dispatch conditions.

2.3.2.3.5 Continuing airworthiness

The operator must submit the continuing airworthiness instructions applicable to the aircraft’s configuration and the
aircraft’s qualification for this navigation specification. Additionally, there is a requirement for the operator to submit their
maintenance programme, including a reliability programme for monitoring the equipment.

Note.— The operator should confirm with the OEM, or the holder of installation approval for the aircraft,
that acceptance of subsequent changes in the aircraft configuration, e.g. SBs, does not invalidate current operational
approvals.
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2.3.3 Aircraft requirements

2.3.3.1 General

2.3.3.1.1 On-board performance monitoring and alerting is required. This section provides the criteria for a TSE form
of performance monitoring and alerting that will ensure a consistent evaluation and assessment of compliance for RNP 2
applications (as described in Volume II, Part A, Chapter 2, 2.3.10).

2.3.3.1.2 The aircraft navigation system, or aircraft navigation system and pilot in combination, is required to monitor
the TSE, and to provide an alert if the accuracy requirement is not met or if the probability that the lateral TSE exceeds
–5
two times the accuracy value is larger than 1 × 10 . To the extent operational procedures are used to satisfy this
requirement, the crew procedure, equipment characteristics and installation should be evaluated for their effectiveness
and equivalence. Examples of information provided to the pilot for awareness of navigation system performance include
“EPU”, “ACTUAL”, “ANP” and “EPE”. Examples of indications and alerts provided when the operational requirement is or
can be determined as not being met include “UNABLE RNP”, “Nav Accur Downgrad”, GNSS alert limit, loss of GNSS
integrity, TSE monitoring (real time monitoring of NSE and FTE combined), etc. The navigation system is not required to
provide both performance and sensor-based alerts, e.g. if a TSE-based alert is provided, a GNSS alert may not be
necessary.

2.3.3.2 The following systems meet the accuracy and integrity requirements of these criteria:

a) aircraft with E/TSO-C129a sensor (Class B or C), E/TSO-C145() and the requirements of E/TSO-
C115b FMS, installed for IFR use in accordance with FAA AC 20-130A;

b) aircraft with E/TSO-C129a Class A1 or E/TSO-C146() equipment installed for IFR use in accordance
with FAA AC 20-138A or AC 20-138B;

2.3.3.3 On-board performance monitoring and alerting

2.3.3.3.1 Accuracy: During operations in airspace or on routes designated as RNP 2, the lateral TSE must be within
±2 NM for at least 95 per cent of the total flight time. The along-track error must also be within ±2 NM for at least 95 per
cent of the total flight time. To satisfy the accuracy requirement, the 95 per cent FTE should not exceed 1 NM.

Note.— The use of a deviation indicator with 2 NM full-scale deflection is an acceptable means of
compliance.

2.3.3.3.2 Integrity: Malfunction of the aircraft navigation equipment is classified as a major failure condition under
airworthiness guidance material (i.e. 10–5 per hour).

2.3.3.3.3 Continuity: For RNP 2 oceanic/remote continental airspace applications, loss of function is a major failure
condition. For RNP 2 continental applications, loss of function is a minor failure condition if the operator can revert to a
different navigation system and proceed to a suitable airport. If a single aircraft configuration is to support all potential
applications of RNP 2, the more stringent continuity requirement applies. The AFM limitations section must reflect
restrictions in capability to aid in operational approvals.

2.3.3.3.4 SIS: The aircraft navigation equipment shall provide an alert if the probability of SIS errors causing a lateral
–7
position error greater than 4 NM exceeds 1 × 10 per hour.
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2.3.3.4 FTE

During the aircraft certification process, the manufacturer must demonstrate the ability of the pilot to operate the aircraft
within the allowable FTE. The demonstration of FTE should account for the aircraft type, the operating envelope, aircraft
displays, autopilot performance, and flight guidance characteristics. When this is done, the pilot may use the
demonstrated value of FTE to monitor compliance to the RNP requirements. This value must be the cross-track distance
to the defined path. For cross-track containment compliance, the demonstration should account for any inaccuracies in
the cross-track error computation (e.g. resolution) in the TSE.

2.3.3.5 PDE is considered negligible because a quality assurance process is applied at the navigation database
level.

2.3.3.6 Functional requirements

The following navigation displays and functions installed per AC 20-130A, AC 20-138(),or equivalent airworthiness
installation advisory material are required.

Note.— These functional requirements, while consistent with the equivalent requirements in the RNAV and
the other RNP specifications, have been customized for the en-route application and editorially revised for clarification.

Paragraph Functional requirement Explanation

a) Navigation data, including a failure Non-numeric lateral deviation display (e.g. CDI, EHSI), a failure
indicator, must be displayed on a annunciation, for use as primary flight instruments for
lateral deviation display (CDI, EHSI) navigation of the aircraft, for manoeuvre anticipation, and for
and/or a navigation map display. failure/status/integrity indication, with the following five
These must be used as primary flight attributes:
instruments for the navigation of the
aircraft, for manoeuvre anticipation 1) The capability to continuously display to the pilot flying,
and for failure/status/integrity on the primary flight instruments for navigation of the
indication. aircraft (primary navigation display), the computed
path and aircraft position relative to the path. For
operations where the required minimum flight crew is
two pilots, the means for the pilot not flying to verify
the desired path and the aircraft position relative to the
path must also be provided;

2) Each display must be visible to the pilot and located in

the primary field of view (±15° from the pilot’s normal
line of sight) when looking forward along the flight
path;

3) The lateral deviation display scaling should agree with

any implemented alerting and annunciation limits;

4) The lateral deviation display must also have a full-

scale deflection suitable for the current phase of flight
and must be based on the required track-keeping
accuracy;
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Paragraph Functional requirement Explanation

5) The display scaling may be set automatically by

default logic, automatically to a value obtained from a
navigation database, or manually by flight crew
procedures. The full-scale deflection value must be
known or must be available for display to the pilot
commensurate with the required track-keeping
accuracy; and

6) The lateral deviation display must be automatically

slaved to the computed path. The course selector of
the deviation display should be automatically slewed to
the computed path or the pilot must adjust the CDI or
HSI selected course to the computed desired track.

As an alternate means of compliance, a navigation map display

can provide equivalent functionality to a lateral deviation display
as described in 1–6 above, with appropriate map scales and
giving equivalent functionality to a lateral deviation display. The
map scale should be set manually to a value appropriate for the
RNP 2 operation.

b) The RNP 2 operation requires the 1) A navigation database, containing current navigation
following minimum system and data officially promulgated for civil aviation, which can
equipment functions: be updated in accordance with the AIRAC cycle and
from which RNP 2 routes can be retrieved and loaded
into the RNP system. The stored resolution of the data
must be sufficient to achieve negligible PDE. Database
protections must prevent pilot modification of the on-
board stored data;

2) A means to display the validity period of the navigation

data to the pilot;

3) A means to retrieve and display data stored in the

navigation database relating to individual waypoints
and NAVAIDs (when applicable), to enable the pilot to
verify the RNP 2 route to be flown; and

4) For RNP 2 tracks in oceanic/remote continental

airspace using flexible (e.g. organized) tracks, a
means to enter the unique waypoints required to build
a track assigned by the ATS provider.

c) The means to display the following 1) The active navigation sensor type;
items, either in the pilot’s primary field
of view, or on a readily accessible 2) The identification of the active (To) waypoint;
display:
3) The groundspeed or time to the active (To) waypoint;
and
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Paragraph Functional requirement Explanation

4) The distance and bearing to the active (To) waypoint.

d) The capability to execute a “direct to” The aircraft and avionics manufacturers should identify any
function. limitations associated with conducting the “direct to” function
during RNP 2 operations in the manufacturer’s documentation.

e) The capability for automatic leg

sequencing with the display of
sequencing to the pilot.

f) The capability to automatically

execute waypoint transitions and
maintain track consistent with the
RNP 2 performance requirements.

g) The capability to display an indication .

of RNP 2 system failure in the pilot’s
primary field of view.

h) Parallel offset function If implemented:

(optional)
1) The system must have the capability to fly parallel
tracks at a selected offset distance;

2) When executing a parallel offset, the navigation

accuracy and all performance requirements of the
original route in the active flight plan apply to the offset
route;

3) The system must provide for entry of offset distances

in increments of 1 NM, left or right of course;

4) The system must be capable of offsets of at least

20 NM;

5) When in use, the system must clearly annunciate the

operation of offset mode;

6) When in offset mode, the system must provide

reference parameters (e.g. cross-track deviation,
distance-to-go, time-to-go) relative to the offset path
and offset reference points;

7) The system must annunciate the upcoming end of the

offset path and allow sufficient time for the aircraft to
return to the original flight plan path; and

8) Once the pilot activates a parallel offset, the offset

must remain active for all flight plan route segments
until the system deletes the offset automatically; the
pilot enters a new direct-to routing, or the pilot
manually cancels the offset.
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2.3.4 Operating procedures

2.3.4.1 Airworthiness certification and recognition of RNP 2 aircraft qualification together do not authorize RNP 2
operations. Operational approval is also required to confirm the adequacy of the operator’s normal and contingency
procedures for the particular equipment installation.

2.3.4.2 Preflight planning

2.3.4.2.1 Operators and pilots intending to conduct operations on RNP 2 routes must file the appropriate flight plan
suffixes.

2.3.4.2.2 The on-board navigation data must be current and include appropriate procedures. Navigation databases
should be current for the duration of the flight. If the AIRAC cycle is due to change during flight, operators and pilots
should establish procedures to ensure the accuracy of the navigation data, including the suitability of navigation facilities
defining the routes and procedures for flight.

2.3.4.2.3 The operator must confirm the availability of the NAVAID infrastructure, required for the intended routes,
including those for use in a non-GNSS contingency, for the period of intended operations using all available information.
Since Annex 10 requires GNSS integrity (RAIM or SBAS signal), the procedures should determine the availability of
these services and functions as appropriate. For aircraft navigating with SBAS capability (all TSO-C145()/C146()),
operators should check appropriate GNSS RAIM availability in areas where the SBAS signal is unavailable.

2.3.4.3 ABAS availability

2.3.4.3.1 Operators can verify the availability of RAIM to support RNP 2 operations via NOTAMs (where available)
or through GNSS prediction services. The operating authority may provide specific guidance on how to comply with this
requirement. Operators should be familiar with the prediction information available for the intended route.

2.3.4.3.2 RAIM availability prediction should take into account the latest GNSS constellation NOTAMs and avionics
model (when available). The ANSP, avionics manufacturer, or the RNP system may provide this service.

2.3.4.3.3 In the event of a predicted, continuous loss of appropriate level of fault detection of more than five (5)
minutes for any part of the RNP 2 operation, the operator should revise the flight plan (e.g. delay the departure or plan a
different route).

2.3.4.3.4 RAIM availability prediction software does not guarantee the service; rather, RAIM prediction tools assess
the expected capability to meet the RNP. Because of unplanned failure of some GNSS elements, pilots and ANSPs
must realize that RAIM or GNSS navigation may be lost while airborne, and this may require reversion to an alternative
means of navigation. Therefore, pilots should prepare to assess their capability to navigate (potentially to an alternate
destination) in case of failure of GNSS navigation.

2.3.4.4 General operating procedures

2.3.4.4.1 The pilot should comply with any instructions or procedures the manufacturer of the aircraft or avionics
identifies as necessary to comply with the RNP 2 performance requirements. Pilots must adhere to any AFM limitations
or operating procedures the manufacturer requires to maintain RNP 2 performance.
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2.3.4.4.2 Operators and pilots should not request or file for RNP 2 routes unless they satisfy all the criteria in the
relevant State documents. If an aircraft does not meet these criteria and receives a clearance from ATC to operate on an
RNP 2 route, the pilot must advise ATC that they are unable to accept the clearance and must request an alternate
clearance.

2.3.4.4.3 At system initialization, pilots must confirm the navigation database is current and verify proper aircraft
position. Pilots must also verify proper entry of their ATC assigned route upon initial clearance and any subsequent
change of route. Pilots must then ensure that the waypoint sequence depicted by their navigation system matches the
route depicted on the appropriate chart(s) and their assigned route.

Note.— Pilots may notice a slight difference between the navigation information portrayed on the chart and
their primary navigation display. Differences of 3 degrees or less may result from the equipment manufacturer’s
application of magnetic variation and are operationally acceptable.

2.3.4.4.4 Pilots must not fly a published RNP 2 route unless they can retrieve the route by name from the on-board
navigation database and confirm it matches the charted route. However, pilots may subsequently modify the route
through the insertion or deletion of specific waypoints in response to ATC requests and clearances. Pilots must not
make manual entries or create new waypoints by manual entry of latitude and longitude or rho/theta values for fixed,
published routes. Additionally, pilots must not change any route database waypoint type from a fly-by to a fly-over or vice
versa. For flexible route structures, entry of latitude and longitude may also be permitted provided the potential for entry
error by pilots is accounted for during associated safety analyses.

Note.— When the waypoints that make up an RNP 2 route are available by name in the aircraft’s on-board
navigation database, the operational authority may permit pilots to make a manual entry of the waypoints to define a
published RNP 2 route in their navigation system.

2.3.4.4.5 The pilot need not cross-check the lateral navigation guidance with conventional NAVAIDs, as the absence
of an integrity alert is sufficient to meet the integrity requirements.

2.3.4.4.6 For RNP 2 routes, pilots must use a lateral deviation indicator, flight director, or autopilot in lateral
navigation mode. Pilots of aircraft with a lateral deviation display must ensure that the lateral deviation scaling is suitable
for the navigation accuracy associated with the route (e.g. full-scale deflection: ±2 NM for RNP 2 or ±5 NM in the case of
some TSO-C129a equipment) and know their allowable lateral deviation limits.

Note.— An appropriately scaled map display, as provided for in 2.3.3.6 a), may also be used.

2.3.4.4.7 All pilots must maintain a centre line, as depicted by on-board lateral deviation indicators and/or flight
guidance during all RNP 2 operations described in this manual, unless authorized to deviate by ATC or under
emergency conditions. For normal operations, cross-track error/deviation (the difference between the system computed
path and the aircraft position relative to the path, i.e. FTE) should be limited to ±½ the navigation accuracy associated
with the route (i.e. 1 NM for RNP 2). Brief deviations from this standard (e.g. overshoots or undershoots) during and
immediately after turns, up to a maximum of one times the navigation accuracy (i.e. 2 NM for RNP 2) are allowable.
Some aircraft do not display or compute a path during turns, therefore, pilots of these aircraft may not be able to confirm
adherence to the ±½ lateral navigation accuracy during turns, but must satisfy the standard during intercepts following
turns and on straight segments.

2.3.4.4.8 Manually selecting or use of default aircraft bank limiting functions may reduce the aircraft’s ability to
maintain desired track and the pilot should not use these functions. Pilots should understand manually selecting aircraft
bank-limiting functions may reduce their ability to satisfy ATC path expectations, especially when executing large angle
turns. However, pilots should not deviate from AFM procedures and should limit the use of such functions within
accepted procedures that meet the requirements for operation on an RNP 2 route.
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2.3.4.4.9 If ATC issues a heading assignment that takes an aircraft off a route, the pilot should not modify the flight
plan in the RNP system until they receive a clearance to rejoin the route or the controller confirms a new route clearance.
When the aircraft is not on the RNP 2 route, the RNP 2 performance requirements do not apply.

2.3.4.4.10 Pilots of aircraft with RNP input selection capability should select a navigation accuracy value of 2 NM, or
lower. The selection of the navigation accuracy value should ensure the RNP system offers appropriate lateral deviation
scaling permitting the pilot to monitor lateral deviation and meet the requirements of the RNP 2 operation.

2.3.4.5 Contingency procedures

The pilot must notify ATC of any loss of the RNP 2 capability (integrity alerts or loss of navigation). If unable to comply
with the requirements of an RNP 2 route for any reason, pilots must advise ATC as soon as possible. The loss of RNP 2
capability includes any failure or event causing the aircraft to no longer satisfy the RNP 2 requirements.

2.3.5 Pilot knowledge and training

The training programme should provide sufficient training (e.g. simulator, training device, or aircraft) on the aircraft’s
RNP system to the extent that the pilots are familiar with the following:

a) the information in this chapter;

b) the meaning and proper use of aircraft equipment/navigation suffixes;

c) route and airspace characteristics as determined from chart depiction and textual description;

d) required navigation equipment on RNP 2 operations;

e) RNP system-specific information:

i) levels of automation, mode annunciations, changes, alerts, interactions, reversions, and

degradation;

ii) functional integration with other aircraft systems;

iii) the meaning and appropriateness of route discontinuities as well as related flight crew
procedures;

iv) pilot procedures consistent with the operation;

v) types of navigation sensors utilized by the RNP system and associated system prioritization/
weighting/logic/limitations;

vi) turn anticipation with consideration to speed and altitude effects;

vii) interpretation of electronic displays and symbols used to conduct an RNP 2 operation; and

viii) understanding of the aircraft configuration and operational conditions required to support RNP 2
operations, e.g. appropriate selection of CDI scaling (lateral deviation display scaling);

f) RNP system operating procedures, as applicable, including how to perform the following actions:
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i) verify currency and integrity of the aircraft navigation data;

ii) verify the successful completion of RNP system self-tests;

iii) initialize navigation system position;

iv) retrieve/manually enter and fly an RNP 2 route;

v) adhere to speed and/or altitude constraints associated with an RNP 2 route;

vi) verify waypoints and flight plan programming;

vii) fly direct to a waypoint;

viii) fly a course/track to a waypoint;

ix) intercept a course/track (flying assigned vectors and rejoining an RNP 2 route from “heading”
mode);

x) determine cross-track error/deviation. More specifically, the maximum deviations allowed to

support RNP 2 must be understood and respected;

xi) resolve route discontinuities;

xii) remove and reselect navigation sensor input; and

xiii) perform parallel offset function during RNP 2 operations if capability exists. Pilots should know
how offsets are applied, the functionality of their particular RNP system and the need to advise
ATC if this functionality is not available;

g) operator-recommended levels of automation for phase of flight and workload, including methods to
minimize cross-track error to maintain route centre line;

h) R/T phraseology for RNP applications; and

i) contingency procedures for RNP failures.

2.3.6 Navigation database

2.3.6.1 Navigation data management is addressed in Annex 6, Part 1, Chapter 7. In support of this, the operator
must obtain the navigation database from a supplier complying with RTCA DO 200A/EUROCAE document ED 76,
Standards for Processing Aeronautical Data, and the database must be compatible with the intended function of the
equipment. Regulatory authorities recognize compliance to the referenced standard using a LOA or other equivalent
document.
2.3.6.2 The operator must report any discrepancies invalidating an ATS route to the navigation database supplier,
and the operator must take actions to prohibit their pilots from flying the affected ATS route.

2.3.6.3 Aircraft operators should consider the need to conduct periodic checks of the operational navigation
databases in order to meet existing quality system requirements.
 Performance-based Navigation (PBN) Manual
II-C-2-14 Volume II. Implementing RNAV and RNP Operations

2.3.7 Oversight of operators

2.3.7.1 A regulatory authority should consider any navigation error reports in determining remedial action for an
operator. Repeated navigation error occurrences attributed to specific navigation equipment should result in cancellation
of the operational approval permitting use of that equipment during RNP 2 operations.

2.3.7.2 Information indicating the potential for repeated errors may require modification of an operator’s training
programme. Information attributing multiple errors to a particular pilot may necessitate remedial training or licence review.

2.4 REFERENCES

Copies of EUROCONTROL documents may be requested from EUROCONTROL, Documentation Centre, GS4, Rue de
la Fusée, 96, B-1130 Brussels, Belgium. (Fax: +32 2 729 9109). Website: www.ecacnav.com

Copies of EUROCAE documents may be purchased from EUROCAE, 102 rue Etienne Dolet, 92240 Malakoff, France
(Fax: +33 1 46 55 62 65) Website: www.eurocae.eu

Copies of FAA documents may be obtained from Superintendent of Documents, Government Printing Office,
Washington, DC 20402-9325, USA. Website: rgl.faa.gov (Regulatory and Guidance Library)

Copies of RTCA documents may be obtained from RTCA Inc., 1140 Connecticut Avenue, N.W., Suite 1020, Washington,
DC 20036-4001, USA, (Tel.: 1 202 833 9339). Website: www.rtca.org

Copies of ARINC documents may be obtained from Aeronautical Radio Inc., 2551 Riva Road, Annapolis, Maryland
24101-7465, USA. Website: www.arinc.com

Copies of EASA documents may be obtained from EASA (European Aviation Safety Agency), P.O. Box 101253,
D-50452 Köln, Germany. Website: www.easa.europa.eu

Copies of ICAO documents may be purchased from Document Sales Unit, International Civil Aviation Organization,
999 University Street, Montréal, Quebec, Canada H3C 5H7, (Fax: +1 514 954 6769, or email: [email protected]) or through
national agencies.

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