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Doc 9997
AN/498

Performance-based
Navigation (PBN)
Operational Approval
Manual

Approved by the Secretary General

and published under his authority

Second Edition — 2015

International Civil Aviation Organization

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Doc 9997
AN/498

Performance-based
Navigation (PBN)
Operational Approval
Manual
________________________________

Approved by the Secretary General

and published under his authority

Second Edition — 2015

International Civil Aviation Organization

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Published in separate English, Arabic, Chinese, French, Russian

and Spanish editions by the
INTERNATIONAL CIVIL AVIATION ORGANIZATION
999 Robert-Bourassa Boulevard, Montréal, Quebec, Canada H3C 5H7

For ordering information and for a complete listing of sales agents

and booksellers, please go to the ICAO website at www.icao.int.

First Edition 2013

Second Edition 2015

Doc 9997, Performance-based Navigation (PBN) Operational Approval Manual

Order Number: 9997
ISBN 978-92-9249-811-5

© ICAO 2015

All rights reserved. No part of this publication may be reproduced, stored in a

retrieval system or transmitted in any form or by any means, without prior
permission in writing from the International Civil Aviation Organization.
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AMENDMENTS

Amendments are announced in the supplements to the Products and Services

Catalogue; the Catalogue and its supplements are available on the ICAO
website at www.icao.int. The space below is provided to keep a record of such
amendments.

RECORD OF AMENDMENTS AND CORRIGENDA

AMENDMENTS CORRIGENDA
No. Date Entered by No. Date Entered by

(iii)
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FOREWORD

The purpose of this manual is to provide guidance on the operational approval process in the context of performance-
based navigation (PBN). It is intended for flight operations inspectors and others involved in the regulation of PBN
operations.

This manual is intended to supplement the existing guidance material on certification and operational approval found in
the Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335).

This edition includes job aids for the navigation specifications detailed in the fourth edition of the Performance-based
Navigation (PBN) Manual (Doc 9613). It does not contain information related to State letter AN 11/1.1.30-15/9 on the
approval of PBN operations for complex and general PBN specifications. This will be included in a subsequent edition of
this manual once all work on this subject is completed. The proposed amendment to Annex 6 in State letter
AN 11/1.1.30-15/9 also includes the requirement for clear information relevant to the navigation specification capability
of the aircraft to be included in the flight manual (or suitable documentation), and reference to this has been made in the
job aid section (Chapter 4 of this manual).

Comments on this manual would be appreciated from all parties involved in the regulation and issuance of approvals for
PBN applications. These comments should be addressed to:

The Secretary General

International Civil Aviation Organization
999 Robert-Bourassa Boulevard
Montréal, Quebec
Canada H3C 5H7

______________________

(v)
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TABLE OF CONTENTS

Page

Glossary ............................................................................................................................................................ (ix)

Publications ....................................................................................................................................................... (xiii)

Chapter 1. Performance-based navigation ................................................................................................. 1-1

1.1 Introduction ..................................................................................................................................... 1-1

1.2 PBN overview ................................................................................................................................. 1-1
1.3 RNAV and RNP .............................................................................................................................. 1-2
1.4 Navigation specifications ................................................................................................................ 1-2
1.5 PBN applications ............................................................................................................................ 1-3

Chapter 2. Certification and operational approval ..................................................................................... 2-1

2.1 Overview ........................................................................................................................................ 2-1

2.2 State regulatory responsibilities ...................................................................................................... 2-1
2.3 Operational approval ...................................................................................................................... 2-3
2.4 Documentation of operational approval .......................................................................................... 2-9
2.5 State regulatory material ................................................................................................................ 2-10
2.6 Approval process ............................................................................................................................ 2-10
2.7 International operations .................................................................................................................. 2-12

Chapter 3. Operational approval guidelines............................................................................................... 3-1

3.1 Aircraft eligibility ............................................................................................................................. 3-1

3.2 Standard operating procedures ...................................................................................................... 3-2
3.3 Training .......................................................................................................................................... 3-3
3.4 Navigation databases ..................................................................................................................... 3-6

Chapter 4. Navigation specification job aids ............................................................................................. 4-1

4.1 General........................................................................................................................................... 4-1

4.2 Generic job aid ............................................................................................................................... 4-2
4.3 RNAV 10 ........................................................................................................................................ 4-9
4.4 RNAV 5 .......................................................................................................................................... 4-16
4.5 RNAV 1 and RNAV 2...................................................................................................................... 4-21
4.6 RNP 4 ............................................................................................................................................. 4-27
4.7 RNP 2 ............................................................................................................................................. 4-32
4.8 RNP 1 ............................................................................................................................................. 4-37
4.9 RNP APCH ..................................................................................................................................... 4-42
4.10 RNP 0.3 .......................................................................................................................................... 4-50
4.11 Advanced RNP (A-RNP) ................................................................................................................ 4-55
4.12 RNP AR .......................................................................................................................................... 4-60

(vii)
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(viii) Performance-based Navigation (PBN) Operational Approval Manual

Page

Appendix A. Area navigation systems ....................................................................................................... App A-1

Appendix B. Example regulatory text ......................................................................................................... App B-1

Appendix C. Example operations specification (Ops Spec) entries ........................................................ App C-1

Appendix D. Example application form ...................................................................................................... App D-1

Appendix E. Flight operational safety assessments (FOSAs) .................................................................. App E-1

Appendix F. Flight simulation training device functionality and qualification for RNP AR APCH ........ App F-1

______________________
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GLOSSARY

ABBREVIATIONS/ACRONYMS

AAIM Aircraft autonomous integrity monitoring

AC Advisory circular
ACCUR Accuracy
AFARP As far as reasonably practical
AFM Aircraft flight manual
AGL Above ground level
AHRS Attitude and heading reference system
AIP Aeronautical information publication
AIRAC Aeronautical information regulation and control
ALARP As low as reasonably practical
AMC Acceptable means of compliance
AMM Aircraft maintenance manual
ANPE Actual navigation performance error
ANSP Air navigation service provider
AO Air operator
AOC Air operator certificate
AP Auto pilot
AR Authorization required
A-RNP Advanced RNP
ARP Aerodrome reference point
ASE Altimetry system error
ATC Air traffic control
ATCO Air traffic controller
ATIS Automatic terminal information service
Baro-VNAV Barometric VNAV
B-RNAV Basic RNAV
BG Body geometry
CA Certificating authority
CAA Civil aviation authority
CAAP Civil aviation advisory publication
CASA Civil Aviation Safety Authority (Australia)
CAT Commercial air transport
CCF Common cause failure
CDI Course deviation indicator
CDU Control display unit
CS Certification specification
DA Decision altitude
DA/H Decision altitude/height
DF Direct to a fix
DGCA Directorate General of Civil Aviation
DME Distance measuring equipment
DOP Dilution of precision
DR Dead reckoning
EASA European Aviation Safety Agency

(ix)
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EGPWS Enhanced ground proximity warning system

ENR En-route
EPE Estimated position error
ETSO European Technical Standards Order
EUROCAE European Organization for Civil Aviation Equipment
FA Fix to an altitude
FAA Federal Aviation Administration
FAF Final approach fix
FAP Final approach point
FCOM Flight crew operations manual
FD Flight director
FDE Fault detection and exclusion
FGS Flight guidance system
FM Fix to a manual termination
FMS Flight management system
FOSA Flight operational safety assessment
FPA Flight path angle
FPL Flight plan
FRT Fixed radius transition
FSD Full-scale deflection
FSTD Flight simulation training device
FTE Flight technical error
GA General aviation
GNSS Global navigation satellite system
GPS Global positioning system
HA Holding/racetrack to an altitude
HAL Horizontal alert limit
HF Holding/racetrack to a fix
HFOM Horizontal figure of merit
HIL Horizontal integrity limit
HM Holding/racetrack to a manual termination
HPL Horizontal protection limit
HSI Horizontal situation indicator
IAF Initial approach fix
IF Initial fix
IFR Instrument flight rules
INS Inertial navigation system
IRS Inertial reference system
IRU Inertial reference unit
ISAD ISA deviation
L/DEV Lateral deviation
LCD Liquid crystal display
LNAV Lateral navigation
LOA Letter of authorization
LP Localizer performance
LPV Localizer performance with vertical guidance
LRNS Long range navigation system
MAPt Missed approach point
MASPS Minimum aviation system performance standard
MCDU Multifunction control display unit
MDA Minimum descent altitude
MDA/H Minimum descent altitude/height
MEL Minimum equipment list
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Glossary (xi)

MMEL Master minimum equipment list

MOC Minimum obstacle clearance
MOPS Minimum operational performance standards
MSA Minimum sector altitude
NAS National airspace system (USA)
NAV Navigation
NAVAID Navigation aid
NDB Non-directional radio beacon
NM Nautical mile
NOTAM Notice to airmen
NPS Navigation performance scales
NSE Navigation system error
OCA/H Obstacle clearance altitude/height
OEI One-engine inoperative
OEM Original equipment manufacturer
OM Operations manual
OPS-SPEC Operations specification
PA Precision approach
PBN Performance-based navigation
PDE Position definition error
PFD Primary flight display
PM Pilot monitoring
P-RNAV Precision RNAV
QRH Quick reference handbook
RAIM Receiver autonomous integrity monitoring
RF Radius to fix
RNAV Area navigation
RNP Required navigation performance
RNP APCH RNP approach
RNP AR RNP authorization required
RSS Root sum squared
RVSM Reduced vertical separation minimum
SAAAR Special aircraft and aircrew authorization required
SAM South American
SB Service bulletin
SBAS Space-based augmentation system
SID Standard instrument departure
SL Service letter
SOP Standard operating procedure
SPA Specific approvals
STAR Standard arrival route
STC Supplemental type certificate
TAS True airspeed
TAWS Terrain awareness warning system
TC Type certificate
TCDS Type certificate data sheets
TF Track to a fix
TGL Temporary guidance leaflet
TLS Target level of safety
TOGA Take-off/go-around
TSE Total system error
TSO Technical standard order
VA Heading to an altitude
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(xii) Performance-based Navigation (PBN) Operational Approval Manual

VAE Vertical angle error

V/DEV Vertical deviation
VEB Vertical error budget
VHF Very high frequency
VI Heading to an intercept
VM Heading to a manual termination
VMC Visual meteorological conditions
VNAV Vertical navigation
VOR VHF omnidirectional radio range
WAAS Wide area augmentation system
WDM Wiring diagram manual
WPR Waypoint resolution error
WPT Waypoint

______________________
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PUBLICATIONS
(referred to in this manual)

ICAO DOCUMENTS

Convention on International Civil Aviation (Doc 7300)

Annexes to the Convention on International Civil Aviation

Annex 6 — Operation of Aircraft

Part I — International Commercial Air Transport — Aeroplanes
Part III — International Operations — Helicopters

Procedures for Air Navigation Services

ATM — Air Traffic Management (PANS-ATM, Doc 4444)

Regional Supplementary Procedures (Doc 7030)

Manuals

Manual of Procedures for Operations Inspection, Certification and Continued Surveillance (Doc 8335)

Performance-based Navigation (PBN) Manual (Doc 9613)

Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual (Doc 9905)

Regional Safety Oversight Cooperation System (SRVSOP) Advisory Circulars

AC 91-001 Aircraft and Operators Approval for RNAV 10 Operations (Designated and
Authorized as RNP 10)

AC 91-002 Aircraft and Operators Approval for RNAV 5 Operations

AC 91-003 Aircraft and Operators Approval for RNAV 1 and RNAV 2 Operations

AC 91-004 Aircraft and Operator Approval for RNP 4 Operations

AC 91-006 Aircraft and Operator Approval for Basic-RNP 1 Operations

AC 91-008 Aircraft and Operators Approval for RNP Approach (RNP APCH) Operations

AC 91-009 Aircraft and Operators Approval for RNP Authorization Required Approach (RNP AR
APCH) Operations

(xiii)
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(xiv) Performance-based Navigation (PBN) Operational Approval Manual

AC 91-010 Aircraft and Operators Approval for Approach Operations with Vertical Guidance/
Barometric Vertical Navigation (APV/baro-VNAV)

AC 91-011 Aircraft and Operators Approval for RNP APCH Operations Down to LP and LPV
Minima Using GNSS Augmented by SBAS

DOCUMENTS OF OTHER STATES/ORGANIZATIONS

Australia

CAAP B-RNAV-1 Approval of Australian Operators and Aircraft to Operate Under Instrument Flight
Rules in European Airspace Designated for Basic Area Navigation

AC 91U-II-Attachment(0) Navigation Authorisations — APV baro-VNAV

AC 91U-II-B-3(0) Navigation Authorisations — RNAV 1 and RNAV 2

AC 91U-II-C-3(0) Navigation Authorisations — RNP 1

AC 91U-II-C-5(0) Navigation Authorisations — RNP APCH

AC 91U-II-C-6(0) Navigation Authorisations — RNP AR Operations

AC 91U-2(0) Required Navigation Performance 10 (RNP 10) Operational Authorisation

AC 91U-3(0) Required Navigation Performance 4 (RNP 4) Operational Authorisation

ARINC

ARINC Specification 424-13 Navigation System Data Base

Canada

AC 700-006 Required Navigation Performance 4 (RNP 4) and Required Navigation Performance

10 (RNP 10) Airspace

AC 700-015 En Route Area Navigation Operations RNAV 5 (Formerly B-RNAV)

AC 700-019 Terminal and En Route Area Navigation Operations (RNAV 1 and 2)

AC 700-023 Required Navigation Performance Approach (RNP APCH)

AC 700-024 Required Navigation Performance Authorization Required Approach (RNP AR

APCH)

AC 700-025 Required Navigation Performance 1 (RNP 1)

AC 700-027 Radius to Fix (RF) Path Terminator

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Publications (xv)

European Aviation Safety Agency (EASA)

AMC 20-4 Airworthiness Approval of Navigation Systems for RNAV 5 Operations

AMC 20-12 Airworthiness Approval of Navigation Systems for RNAV 10 Operations

AMC 20-26 Airworthiness Approval for RNP Authorisation Required (RNP AR) Operations

AMC 20-27 Airworthiness Approval for RNP APPROACH (RNP APCH) Operations Including
APV BARO-VNAV Operations

AMC 20-28 Airworthiness Approval related to Area Navigation for Global Navigation Satellite
System (GNSS) approach operation to Localiser Performance with Vertical
guidance minima using Satellite-based Augmentation System (SBAS)

CS-23 Certification Specifications for Normal, Utility, Aerobatic and Commuter Category
Aeroplanes

CS-25 Certification Specifications for Large Aeroplanes

CS-25.1529 Instructions for Continued Airworthiness

CS-27 Certification Specifications for Small Rotorcraft

CS-29 Certification Specifications for Large Rotorcraft

EASA Part-21 Subpart G Production Organisation Approval

ETSO-C129a Airborne Supplemental Navigation Equipment Using Global Positioning System

(GPS)

ETSO-C145 Airborne Navigation Sensors Using the Global Positioning System (GPS)
Augmented by the Wide Area Augmentation System (WAAS)

ETSO-C146 Stand-Alone Airborne Navigation Equipment Using the Global Positioning System
(GPS) Augmented by the Wide Area Augmentation System (WAAS)

JAA TGL-10 Airworthiness and Operational approval for precision RNAV operations in designated
European Airspace

European Organization for Civil Aviation Equipment (EUROCAE)

ED-76 Standards for Processing Aeronautical Data

New Zealand

AC 91-10 Required Navigational Performance 4 (RNP 4) Operational Approval

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(xvi) Performance-based Navigation (PBN) Operational Approval Manual

Radio Technical Commission for Aeronautics (RTCA)

DO-200A Standard for Processing Aeronautical Data

DO-236( ) Minimum Aviation System Performance Standards: Required Navigation

Performance for Area Navigation

United States Federal Aviation Administration (FAA)

AC 20-138() Airworthiness Approval of Positioning and Navigation Systems

AC 20-153() Acceptance of Data Processes and Associated Navigation Databases

AC 25-4 Inertial Navigation System (INS)

AC 25-15() Approval of Flight Management Systems in Transport Category Airplanes

AC 90-100() U.S. Terminal and En Route Area Navigation (RNAV) Operations

AC 90-101() Approval Guidance for RNP Procedures with AR

AC 90-105() Approval Guidance for RNP Operations and Barometric Vertical Navigation in the
U.S. National Airspace System and in Oceanic and Remote Continental Airspace

AC 90-107() Guidance for Localizer Performance with Vertical Guidance and Localizer
Performance without Vertical Guidance Approach Operations in the U.S. National
Airspace System

AC 91-70 Oceanic and International Operations

AC 120-29() Criteria for Approval of Category I and Category II Weather Minima for Approach

AC 120-70() Operational Authorization Process for Use of Data Link Communication System

FAA Form 8110-3 Statement of Compliance with Airworthiness Standards

Order 7110.82 Reporting Oceanic Errors

Order 8260.42 United States Standard for Helicopter Area Navigation (RNAV)

Order 8260.58 United States Standard for Performance-based Navigation (PBN) Instrument
Procedure Design

TSO-C66c Distance Measuring Equipment (DME) Operating within the Radio Frequency
Range of 960-1215 Megahertz

TSO-C106 Air Data Computer

TSO_C115b Airborne Area Navigation Equipment Using Multisensor Inputs

TSO-C115c or later Airborne Area Navigation Equipment Using Multisensor Inputs

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Publications (xvii)

TSO-C129a Airborne Supplemental Navigation Equipment Using the Global Positioning System
(GPS)

TSO-C145 Airborne Navigation Sensors Using the Global Positioning System (GPS)
Augmented by the Satellite Based Augmentation System

TSO-C146 Stand-Alone Airborne Navigation Equipment Using the Global Positioning System
(GPS) Augmented by the Satellite Based Augmentation System

14 CFR 25.1309 Equipment, Systems, and Installations

14 CFR 25.1529 Instructions for Continued Airworthiness

14 CFR 60 Flight Simulation Training Device Initial and Continuing Qualification and Use

14 CFR 121, Subpart G Manual Requirements

14 CFR 121, Appendix G Doppler Radar and Inertial Navigation System (INS): Request for Evaluation;
Equipment and Equipment Installation; Training Program; Equipment Accuracy and
Reliability; Evaluation Program

______________________
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Chapter 1

PERFORMANCE-BASED NAVIGATION

1.1 INTRODUCTION

1.1.1 Conventional navigation is dependent upon ground-based radio navigation aids. It has been the mainstay
of aviation for the last seventy years, and pilots, operators, manufacturers and ANSPs are all familiar with the associated
technology, avionics, instrumentation, operations, training and performance.

1.1.2 Performance-based navigation (PBN) detailed in the Performance-based Navigation (PBN) Manual
(Doc 9613), is based upon area navigation principles. While various methods of area navigation have been in existence
for many years, the widespread use of area navigation as a primary navigation function is a more recent phenomenon.
The PBN concept is intended to better define the use of area navigation systems and is expected to replace many of the
existing conventional navigation routes within the next twenty years.

1.1.3 The fundamentals of PBN operations are relatively straightforward, and operational approval need not be a
complicated process for either applicant or regulator. However the transition to new technology, new navigation and new
operational concepts and the dependence on data-driven operations require careful management. The PBN operational
approval process is intended to ensure that the appropriate level of oversight is provided for all PBN operations in an
environment where there are currently many variables in terms of State regulations as well as experience in the related
equipment, engineering and operational issues. In this way, the benefits of PBN will be achieved consistently and safely.

1.1.4 The key to successful PBN implementation is knowledge and experience. In many States, operators and
regulators lack both, and this manual is intended to assist in improving this level of knowledge.

1.2 PBN OVERVIEW

1.2.1 Area navigation systems evolved in a manner similar to conventional ground-based routes and procedures.
The early systems used very high frequency omnidirectional radio range (VOR) and distance measuring equipment
(DME) for estimating their position in domestic operations, and inertial navigation systems (INS) were employed in
oceanic operations. In most cases a specific area navigation system was identified, and its performance was evaluated
through a combination of analysis and flight testing. In some cases, it was necessary to identify the individual models of
equipment that could be operated within the airspace concerned. Such prescriptive requirements resulted in delays in
the introduction of new area navigation system capabilities and higher costs for maintaining appropriate certification. The
PBN concept was developed with globally applicable performance requirements, detailed in accompanying navigation
specifications, in order to avoid these high costs and delays.

1.2.2 The PBN concept requires that the aircraft area navigation system performance be defined in terms of the
accuracy, integrity, availability, continuity and functionality necessary to operate in the context of a particular airspace
concept. Appropriate positioning sensors are also identified; these may include VOR/DME, DME/DME, GNSS and/or
inertial systems. Performance is detailed in a navigation specification in sufficient detail to facilitate global harmonization.
The navigation specification not only lays out the aircraft system performance requirements but also the aircrew
requirements in terms of crew procedures and training, as well as any appropriate maintenance requirements, such as
the provision of navigation databases.

1-1
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1-2 Performance-based Navigation (PBN) Operational Approval Manual

1.2.3 Area navigation systems are described in more detail in Appendix A.

1.3 RNAV AND RNP

1.3.1 RNAV specifications were developed to support existing capabilities in aircraft equipped with area
navigation systems which, in the general case, were not designed to provide on-board performance monitoring and
alerting. RNAV specifications are similar to RNP specifications but do not require an on-board performance monitoring
and alerting capability.

1.3.2 RNP specifications developed from a need to support operations that require greater integrity assurance,
where the pilot is able to detect when the navigation system is not achieving, or cannot guarantee with appropriate
integrity, the navigation performance required for the operation. Such systems are known as RNP systems. RNP
systems provide greater assurance of integrity and, hence, can offer safety, efficiency, capacity and other operational
benefits.

1.4 NAVIGATION SPECIFICATIONS

The navigation specifications in Table 1-1 have been published to date.

Table 1-1. Navigation specifications published to date

Flight Phase

En-route Approach
Navigation oceanic/ En-route
specification remote continental Arrival Initial Intermediate Final Missed Departure

RNAV 10 10

RNAV 5a 5 5
b
RNAV 2 2 2 2

RNAV 1b 1 1 1 1 1c 1
RNP 4 4

RNP 2 2 2
d e
Advanced RNP 2 2 or 1 1 1 1 0.3 1c 1

RNP 1 1f 1 1 1c 1e

RNP 0.3g 0.3 0.3 0.3 0.3 — 0.3 0.3

RNP APCH 1 1 0.3h 1c or 0.3i

RNP AR APCH 1-0.1 1-0.1 0.3-0.1 1-0.1j

Notes:

a) RNAV 5 is an en-route navigation specification which may be used for the initial part of a STAR outside 30 NM and
above MSA.

b) RNAV 1 and RNAV 2 are issued as a single approval.

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Chapter 1. Performance--based Navigattion 1-3

c) Applies only once 50 m (40 m Cat H)) obstacle clearance has been
n achieved afte
er the start of cclimb.

d) A-RNP also permits a range of scala

able RNP latera
al navigation acccuracies.

e) Optiona
al; requires high
her continuity.

f) Beyond
d 30 NM from th
he airport refere
ence point (AR
RP), the accura
acy value for ale
erting becomess 2 NM.

g) The RN
NP 0.3 specifica
ation is primarilly intended for helicopter operrations.

h) The RNNP APCH navig

gation specifica ons. RNP 0.3 iss applicable to RNP APCH Se
ation is divided into two sectio ection A
(LNAV and LNAV/VNNAV). Different angular perfo ormance requirrements are a applicable to R RNP APCH Seection B
(LP and
d LPV).

i) This value applies du

uring the initial straight ahead
d missed apprroach segmentt for RNP APC
CH Section B ((LP and
LPV).

j) If less than
t RNP 1 is required in th
he missed apprroach, the relia
iance on inertiaal to cater for loss of GNSS
S in final
means that accuracy will slowly deteeriorate, and an
ny accuracy vaalue equal to th
hat used in final can be appllied only
for a lim
mited distance.

1.5 PBN APPLICATIO

ONS

A navigation n application uses

u a naviga ation specificattion and the a
associated navigation infrasstructure to su
upport a
particular airrspace conceptt. This is illustra
ated in Figure 1-1.

Figure 1-1. Navigatio

on specificatio
ons to supporrt a particular airspace conc
cept

________
____________
____
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Chapter 2

CERTIFICATION AND OPERATIONAL APPROVAL

2.1 OVERVIEW

The PBN concept requires that the aircraft meets certain airworthiness certification standards, including the necessary
navigation system performance and functionality, to be eligible for a particular application and that the operator has
operational approval from an appropriate regulatory body before the system can be used. A PBN navigation
specification operational approval is an approval that authorizes an operator to carry out defined PBN operations with
specific aircraft in designated airspace. The operational approval for an operator may be issued when the operator has
demonstrated to the regulatory authority of the State of Registry/State of the Operator that the specific aircraft are in
compliance with the relevant airworthiness standard and that the continued airworthiness and flight operations
requirements are satisfied.

a) The airworthiness element ensures that the aircraft meets the aircraft eligibility and safety
requirements for the functions and performance defined in the navigation specifications (or other
referenced certification standards) and the installation meets the relevant airworthiness standards, e.g.
U.S. 14 CFR Part 25/EASA CS-25 and the applicable AC/AMC. The AC/AMC may also include other
non-navigation equipment required to conduct the operation such as communications and surveillance
equipment.

b) The continued airworthiness element of the operational approval is not directly addressed in the PBN
manual since it is inherent in the aircraft airworthiness approval through the airworthiness
requirements, i.e. U.S. 14 CFR 25.1529/EASA CS-25.1529, but the operator is expected to be able to
demonstrate that the navigation system will be maintained compliant with the type design. For
navigation system installations there are few specific continued airworthiness requirements other than
database and configuration management, systems modifications and software revisions, but the
element is included for completeness and consistency with other CNS/ATM operational approvals,
e.g. RVSM.

c) The flight operations element considers the operator’s infrastructure for conducting PBN operations
and flight crew operating procedures, training and competency demonstrations. This element also
considers the operator’s MEL, operations manual, checklists, instrument flight procedure approval
processes, navigation database validation procedures, dispatch procedures, etc.

This is illustrated in Figure 2-1.

2.2 STATE REGULATORY RESPONSIBILITIES

2.2.1 Individual States must develop national regulatory material which addresses the PBN applications relevant
to their airspace or relevant to operations conducted in another State by the operators and aircraft registered in their
State. Responsibility for all or part of this activity may be delegated to regional safety oversight organizations. In line with
current practice, small or less capable States may elect to adopt or even adapt, as an acceptable means of compliance,
the national regulatory material of certification States that have a relevant developed regulatory framework.

2-1
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2-2 Performance-based Navigation (PBN) Operational Approval Manual

STATE
Requirements
Standards
Authority

RULES

Operational approval

Continued Flight
Airworthiness
airworthiness operations

Maintenance schedule
Aircraft requirements Operating procedures
Configuration management
Route guide
Function Maintenance procedures
MEL
Parts
Performance Training
Test equipment
Installation Competency
Training
Design standards Continued competency
Competency

Regulatory
AMC
infrastructure

Certification procedures
Business systems
Training competency

Figure 2-1. Overview of operational approval responsibilities

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Chapter 2. Certification and Operational Approval 2-3

2.2.2 There may be up to three different States and regulatory agencies involved in operational approval:

a) State of Design/Manufacture. The organization which has designed the aircraft applies for a type
certificate (TC) from the State of Design. The State of Design also approves the master minimum
equipment list (MMEL), the mandatory maintenance tasks and intervals, and the aircraft flight manual
(AFM) and its amendments, which determine the PBN capabilities and limitations of the aircraft. A
State of Design, which may be different from the State which issued the original TC, may issue a
design change approval for an aircraft as a supplemental type certificate (STC).

b) State of Registry. The State of Registry is the State in which the aircraft is registered. The State of
Registry is responsible for the airworthiness of the aircraft. It approves the aircraft maintenance
programme, in accordance with its regulations, and issues the certificate of airworthiness. It also
approves aircraft repairs and modifications (as stand-alone modifications or as STCs). For general
aviation, the State of Registry approves the minimum equipment list (MEL) and the conduct of
specified PBN operations.

c) State of the Operator. The State of the Operator (which may be different from the State of Registry for
commercial air transport operations) accepts the aircraft maintenance programme and approves the
MEL, the flight crew training programmes and the conduct of specified PBN operations, in accordance
with its regulations.

2.2.3 States should not re-approve technical data approved by another State; re-approving already approved
technical data effectively transfers the regulatory responsibility for that data to the State re-approving the data with
respect to aircraft registered under its jurisdiction. Where a State wishes to use technical data approved by another
State, the State should review the data, determine that the data are acceptable for use in that State and formally accept
the data; in this way, the regulatory responsibility remains with the State that originally approved the data. An example of
regulatory text is provided in Appendix B.

2.3 OPERATIONAL APPROVAL

2.3.1 Operational approval is usually the responsibility of the regulatory authority of the State of the Operator for
commercial air transport operations and the State of Registry for general aviation operations.

2.3.2 The following factors can influence a State’s decision to require a formal operational approval process and
specific documentation of approval:

a) the degree of linkage to the basis for aircraft/avionics certification, i.e. whether the aircraft, including its
RNAV or RNP navigation system, has an airworthiness approval covering the type of envisaged PBN
operations;

b) the complexity of the PBN operation and the level of associated challenges to operators and
regulators;

c) the maturity of the related operational concept and systems and, specifically, whether the issues are
well understood and relatively stable;

d) the risk associated with improper conduct of operations and operator-specific safety expectations, as
well as those of third parties in the air and on the ground;

e) the availability of appropriate training, and checking standards and procedures for the respective type
of PBN operations (mainly for pilots but also for maintenance and dispatcher personnel, as
appropriate); and
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2-4 Performance-based Navigation (PBN) Operational Approval Manual

f) the promulgation of information from holders of TCs to air operators (e.g. MMEL and training
requirements) throughout the life cycle of the aircraft.

2.3.3 State decisions in this area should be based upon balancing the efficient use of available regulatory
resources to ensure proper initial operator compliance and to promote ongoing operational safety, while also enabling
the use of new technologies and operations in the interest of enhanced safety and efficiency.

2.3.4 In order to facilitate expedited approvals, provided all airworthiness and operational requirements are
satisfied, States may “bundle” certain operations, particularly by flight phase, thereby allowing for leveraging of an
operator’s higher-level capabilities (see Figure 2-2). For example, an operator approved for RNP 1 operations might be
readily approved for RNAV 1 operations provided State guidance is in place. States may also approach certain
operations, such as those shown in the shaded area of Figure 2-2, as having less operational risk if adequate control
mechanisms are implemented overall. Some States have identified a hierarchy of navigation specifications where, for
example, an RNP 2 (continental) authorization could automatically include RNAV 2 and RNAV 5 authorizations. Other
States have determined that operational approval is not required for a core set of navigation specifications (RNAV 10,
RNAV 5, RNAV 2, RNAV 1, RNP 4, RNP 2, RNP APCH) as pilot knowledge and training should be covered by
instrument and type rating, procedures should be covered by the basic regulation, and aircraft eligibility should be
documented in AFM, TC or STC.

Oceanic/Remote En route Terminal Approach

Advanced RNP AR
Advanced RNP Advanced RNP Advanced RNP
RNP APCH

RNP 2 RNP 2 RNP 1

RNP APCH
RNP 4 RNAV 1 and RNAV 2 RNAV 1 and RNAV 2 Parts A and B

RNAV 10
(designated RNP 10) RNAV 5

Figure 2-2. Bundling of navigation specifications

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Chapter 2. Certification and Operational Approval 2-5

2.3.5 General aviation operators may not be required to follow the same authorization model as commercial
operators although a State may determine that a letter of authorization (LOA) is also necessary for general aviation (GA).
Alternatively, a State may determine that a GA aircraft may operate on a PBN route/procedure provided that the
operator has ensured that the aircraft has suitably approved equipment (is eligible), the navigation database is valid, the
pilot is suitably qualified and current with respect to the equipment, and adequate procedures (and checklists) are in
place. Another consideration may be the ability of certain operators to document home State approval(s) for international
operations. As such, issuance of a formal, specific approval may also be appropriate if only as an option to facilitate
recognition by foreign States.

2.3.6 See http://www.icao.int/safety/PBN, for example, approaches to operational approvals for commercial air
transport and GA operators.

Note 1.— RNP 0.3 has not been included because it primarily deals with helicopter operations with specific
applications.

Note 2.— An RNP 4 navigation specification contains additional requirements beyond navigation.

2.3.7 The operational approval assessment must take account of the following:

a) aircraft eligibility and airworthiness compliance (any limitations, assumptions or specific procedures
considered in the framework of the airworthiness approval must be addressed);

b) operating procedures for the navigation systems used;

c) control of operating procedures (documented in the operations manual);

d) flight crew initial training and competency requirements and continuing competency requirements;

e) dispatch training requirements; and

f) control of navigation database procedures. Where a navigation database is required, operators need
to have documented procedures for the management of such databases. These procedures will define
the sourcing of navigation data from approved suppliers, data validation procedures for navigation
databases and the installation of updates to databases into aircraft so that the databases remain
current with the AIRAC cycle. (For RNP AR applications, the control of the terrain database used by
TAWS must also be addressed.)

2.3.8 Aircraft eligibility

2.3.8.1 An aircraft is eligible for a particular PBN application provided there is clear statement in:

a) the TC; or

b) the STC; or

c) the associated documentation — AFM or equivalent document; or

d) a compliance statement from the manufacturer, which has been approved by the State of Design and
accepted by the State of Registry or the State of the Operator, if different.

The operator must have a configuration list detailing the pertinent hardware and software components and equipment
used for the PBN operation.
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2-6 Performance-based Navigation (PBN) Operational Approval Manual

2.3.8.2 The TC is the approved standard for the production of a specified type/series of aircraft. The aircraft
specification for that type/series, as part of the TC, will generally include a navigation standard. The aircraft
documentation for that type/series will define the system use, operational limitations, equipment fitted and the
maintenance practices and procedures. No changes (modifications) are permitted to an aircraft unless the CAA of the
State of Registry either approves such changes through a modification approval process or STC, or accepts technical
data defining a design change that has been approved by another State.

2.3.8.3 An alternate method of achieving the airworthiness approval of the aircraft for PBN operations is for the
aircraft to be modified in accordance with approved data (e.g. STC, minor modification, FAA Form 8110-3).
2.3.8.4 One means of modifying an aircraft is the approved service bulletin (SB) issued by the aircraft
manufacturer. The SB is a document approved by the State of Design to enable changes to the specified aircraft type,
and the modification then becomes part of the type design of the aircraft. Its applicability will normally be restricted by
airframe serial number. The SB describes the intention of the change and the work to be done to the aircraft. Any
deviations from the SB require a design change approval; any deviations not approved will invalidate the SB approval.
The State of Registry accepts the application of an SB and changes to the maintenance programme, while the State of
the Operator accepts changes to the maintenance programme and approves changes to the MEL, training programmes
and operations specifications. An OEM SB may be obtained for current-production or out-of-production aircraft.

2.3.8.5 For recently manufactured aircraft, where the PBN capability is approved under the TC, there may be a
statement in the AFM limitations section identifying the operations for which the aircraft is approved. There is also
usually a statement that the stated approval does not itself constitute an approval for an operator to conduct those
operations.

2.3.8.6 In many cases for legacy aircraft, while the aircraft is capable of meeting all the airworthiness requirements
of a PBN navigation specification, there may be no clear statement in the applicable TC or STC or associated
documents (AFM or equivalent document). In such cases, the aircraft manufacturer may elect to issue an SB with an
appropriate AFM update or instead may publish a compliance statement in the form of a letter, for simple changes, or a
detailed aircraft-type-specific document for more complex changes. The State of Registry may determine that an AFM
change is not required if it accepts the OEM documentation. Table 2-1 lists the possible scenarios facing an operator
who wishes to obtain approval for a PBN application, together with the appropriate courses of action.

Note.— The European Aviation Safety Agency (EASA) publishes the criteria required for airworthiness
certification and operational approval to conduct PBN operations, and member States apply these criteria. In the context
of PBN airworthiness, this is incorporated within the Certification Specification (CS) and Acceptable Means of
Compliance (AMC) for Airborne Communications, Navigation and Surveillance (ACNS). Operational approval aspects
are covered in Air-Ops Regulation Part ARO (authority requirements for air operations), Part ORO (organization
requirements for air operations), Part CAT (commercial air transport), Part SPA (specific approvals), Part NCC (complex
motor-powered aircraft). Part NCO (non-complex aircraft) and Part SPO (specialized operations). The Federal Aviation
Administration (FAA), similarly, publishes advisory circulars (ACs) and orders for operations in United States airspace.
The ACs, orders and AMCs usually reference appropriate technical standard orders (TSOs) and European TSOs
(ETSOs). TSOs/ETSOs are also the responsibility of the FAA and EASA and provide technical and performance
requirements for specific parts or items of equipment. A design organization, typically the aircraft manufacturer, may
require a vendor to produce a TSO/ETSO approval before including such equipment in a system design. The ACs and
AMCs may also reference industry standard documents such as the minimum aviation system performance standards
(MASPS) or the minimum operational performance standards (MOPS), which are usually developed under the aegis of
the RTCA and EUROCAE, and specific interoperability and interface standards such as those published by ARINC. The
airworthiness certification requirements in the USA and in the European Union are largely “harmonized” in order to
reduce the costly and time-consuming work by OEMs and equipment vendors to gain approval from two different
authorities with the same safety objectives. Some States have imposed additional constraints which are highlighted in
Chapter 4. Table 2-2 lists the certification standards published by EASA and the FAA for PBN applications in 2012 (each
document may reference additional standards including ACs, TSOs and RTCA/EUROCAE documents) and is subject to
change.
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Chapter 2. Certification and Operational Approval 2-7

2.3.9 Operating procedures

2.3.9.1 Standard operating procedures (SOPs) must be developed to cover both normal and non-normal
(contingency) procedures for the systems used in the PBN operation. The SOPs must address:

a) preflight planning requirements including the MEL and, where appropriate, RNP/RAIM prediction;

b) actions to be taken prior to commencing the PBN operation;

c) actions to be taken during the PBN operation; and

Table 2-1. Approval scenarios

Scenario Aircraft certification status Actions by the operator/owner

1 Aircraft designed and type-certificated for PBN No action required; aircraft eligible for PBN
application. Documented in the AFM, TC or application.
STC.

2 Aircraft equipped for PBN application but not Obtain the SB (and associated amendment
certified. No statement in the AFM. SB pages to the AFM) from the aircraft
available from the aircraft manufacturer. manufacturer.

3 Aircraft equipped for PBN application. No Establish if the statement of compliance is

statement in the AFM. SB not available. acceptable to the regulatory authority of the
Statement of compliance available from the State of Registry of the aircraft.
aircraft manufacturer.

4 Aircraft equipped for PBN application. No Develop a detailed submission to the State of
statement in the AFM. SB not available. Registry showing how the existing aircraft
Statement of compliance from the aircraft equipment meets the PBN application
manufacturer not available. requirements. OEM support should be solicited
where possible.

5 Aircraft not equipped for PBN application. Modify aircraft in accordance with the aircraft
manufacturer’s SB or develop a major
modification in conjunction with an approved
design organization in order to obtain an
approval from the State of Registry (STC).
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2-8 Performance-based Navigation (PBN) Operational Approval Manual

d) actions to be taken in the event of a contingency, including the reporting to the operator and to the
CAA of significant incidents such as:

1) navigation errors not associated with transitions from an inertial navigation mode to a radio
navigation mode;

2) unexpected deviations in lateral or vertical flight path attributed to incorrect navigation data;

3) significant misleading information without failure warning;

4) total loss or multiple failures of the PBN navigation equipment; or

5) problems with ground navigation facilities leading to significant navigation errors.

2.3.9.2 When operating procedures contribute directly to the airworthiness demonstration (e.g. in RNP AR) they
should be documented in the AFM or an equivalent document (e.g. FCOM) approved by the State of Registry.

2.3.9.3 General aviation pilots must ensure that they have suitable procedures/checklists, provided by the
manufacturer, covering all these areas.

Table 2-2. EASA and FAA certification standards

Navigation specification EASA FAA

RNAV 10 CS-ACNS AMC 20-12 AC 90-105( )

RNAV 5 CS-ACNS AMC 20-4 AC 90-105( )

RNAV 1 and RNAV 2 JAA TGL-10 AC 90-100( )

RNP 4 Expected in 2015 AC 90-105( )

RNP 2 Expected in 2015 AC 90-105( )

RNP 1 Expected in 2015 AC 90-105( )

Advanced RNP Expected in 2015 AC 90-105( )

RNP 0.3 Expected in 2015 AC 90-105( )

RNP APCH (LNAV) CS-ACNS AMC 20-27 AC 90-105( )

RNP APCH (LNAV/VNAV) CS-ACNS AMC 20-27 AC 90-105( )

RNP APCH (LPV) CS-ACNS AMC 20-28 AC 90-107( )

RNP AR APCH CS-ACNS AMC 20-26 AC 90-101( )

RF Attachment Expected in 2015 AC 90-105( )

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Chapter 2. Certification and Operational Approval 2-9

2.3.10 Control of operating procedures

The SOPs must be adequately documented in the operations manual (OM) for commercial air operators and for general
aviation operators of large or turbojet aircraft. For general aviation operators where an OM is not required, the PBN
operating procedures must still be documented.

2.3.11 Flight crew and dispatch training and competency

A flight crew training programme and, if applicable, a dispatcher training programme must cover all the tasks associated
with the PBN operation as well as provide sufficient background to ensure a comprehensive understanding of all aspects
of the operation.

2.3.12 Control of navigation database procedures

Navigation databases are required for all PBN navigation specifications except RNAV 10 and RNAV 5. The procedures
for maintaining currency, checking for errors and reporting errors to the navigation database supplier must be
documented in the operations and maintenance manual. Moreover, the suppliers of the navigation data are usually
required to comply with FAA AC 20-153 or to be issued with an LOA in accordance with EASA Opinion Nr. 01/2005.

2.3.13 Performance record

Navigation error reports should be recorded and analysed to determine the need for any remedial action. Such action
may involve the replacement of, or modifications to, the navigation equipment or changes to the operational procedures.
All corrective action taken should be documented.

2.4 DOCUMENTATION OF OPERATIONAL APPROVAL

2.4.1 Operational approval may be documented through:

a) an amendment to the operations manual (OM), if it is required; and

b) an operations specification (Ops Spec), associated with the air operator certificate (AOC); or

c) a letter of authorization (LOA) for general aviation aircraft.

Example Ops Spec entries are provided at Appendix C.

2.4.2 During the validity of the operational approval, the CAA should consider any anomaly reports received from
the operator or other interested party. Repeated navigation error occurrences attributed to a specific piece of navigation
equipment may result in restrictions on use or cancellation of the approval for use of that equipment. Information that
indicates the potential for repeated errors may require modification of an operator’s procedures and training programme.
Information that attributes multiple errors to a particular pilot or crew may necessitate remedial training and checking or a
review of the operational approval.
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2-10 Performance-based Navigation (PBN) Operational Approval Manual

2.5 STATE REGULATORY MATERIAL

Individual States must publish national regulatory material which addresses the PBN applications relevant to their
airspace or relevant to operations conducted in another State by the State’s operators or by aircraft on their registry. The
regulations may be categorized by operation, flight phase, area of operation and/or navigation specification. Approvals
for commercial operations should require specific authorization. Example regulatory text is provided at Appendix B.

Note.— The EASA CSs and the FAA ACs mentioned above also address operational approval. The ICAO
South American Office (SAM) has published a set of PBN ACs covering operational approval for PBN applications for use
within the region. Many other States publish similar ACs or refer to existing ACs or AMCs in their national regulations.
Table 2-3 lists the operational approval material published by ICAO (SAM) and Australia for PBN applications (each
document may reference additional standards including ACs, TSOs and RTCA/EUROCAE documents).

2.6 APPROVAL PROCESS

2.6.1 Since each operation may differ significantly in complexity and scope, the project manager and the
operational approval team need considerable latitude in taking decisions and making recommendations during the
approval process. The ultimate recommendation by the project manager and decision by the CAA regarding operational
approval should be based on the determination of whether or not the applicant:

a) meets the requirements established by the State in its air navigation regulations;

b) is adequately equipped; and

c) is capable of conducting the proposed operation in a safe and efficient manner.

Table 2-3. Operational approval material

Navigation Specification ICAO (SAM) Australia New Zealand Canada

RNAV 10 AC 91-001 AC 91U-2( ) AC 700-006

RNAV 5 AC 91-002 CAAP B-RNAV-1 AC 700-015

RNAV 1 and RNAV 2 AC 91-003 AC 91U-II-B-3 AC 700-019

RNP 4 AC 91-004 AC 91U-3 AC 91-10 AC700-006

RNP 1 AC 91-006 AC 91U-II-C-3 AC 700-025

A-RNP — —

RNP 0.3 — —

RNP APCH (LNAV) AC 91-008 AC 91U-II-C-5 AC 700-023

RNP APCH (LNAV/VNAV) AC 91-010 AC 91U-II-Attachment( ) AC 700-023

RNP APCH (LPV) AC 91-011 — AC 700-023

RNP AR APCH AC 91-009 AC 91U-II-C-6 AC 700-024

RF Attachment — AC 700-027
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Chapter 2. Certification and Operational Approval 2-11

2.6.2 The complexity of the approval process is based on the inspector’s assessment of the applicant’s
proposed operation. For simple approvals, some steps can be condensed or eliminated. Some applicants may lack a
basic understanding of what is required for approval. Other applicants may propose a complex operation but be well
prepared and knowledgeable. Because of the variety of proposed operations and differences in applicant knowledge, the
process must be thorough enough and flexible enough to apply to all possibilities.

2.6.3 The approval process should consist of the following phases:

2.6.3.1 Step 1 — Pre-application phase. The operator initiates the approval process by reviewing the requirements;
establishing that the aircraft, the operating procedures, the maintenance procedures and the training meet the
requirements; and developing a written proposal to the regulator. A number of regulators have published “job aids” to
assist the operator in gathering the necessary evidence to support the approval application. At this stage, a pre-
application meeting with the regulator can also be very beneficial. If the proposed application is complex, the operator
may need to obtain advice and assistance from OEMs or other design organizations, training establishments, data
providers, etc.

2.6.3.2 Step 2 — Formal application phase. The operator submits to the CAA a formal, written application for
approval, which appoints a project manager (either for the specific approval or for PBN approvals generally).

Note.— An example application form is contained in Appendix D.

2.6.3.3 Step 3 — Document evaluation phase. The CAA project manager evaluates the formal, written application
for approval to determine if all the requirements are being met. If the proposed application is complex, the project
manager may need to obtain advice and assistance from other organizations such as regional agencies or experts in
other States.

2.6.3.4 Step 4 — Demonstration and inspection phase. During a formal inspection by the project manager
(assisted as necessary by a CAA team), the operator demonstrates how the requirements are being met.

2.6.3.5 Step 5 — Approval phase. Following a successful formal inspection by the CAA, approval is given via:

a) an amendment to the OM; and

b) an Ops Spec associated with the AOC; or

c) an LOA.

Note 1.— The approval procedure described above consists of a simplified process of the certification
guidance contained in the Manual of Procedures for Operations Inspection, Certification and Continued Surveillance
(Doc 8335), Part III, The AOC — Application, Evaluation and Certification.

Note 2.— The demonstration and inspection phase may not be required depending upon the area
navigation system used, the type of operation and the supporting State regulatory structure. An aircraft equipped with
stand-alone ETSO/TSO-C129a (or higher) equipment and operated by an IFR qualified and current pilot may be
“deemed” to hold a PBN operational approval for RNAV 5, for example.
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2-12 Performance-based Navigation (PBN) Operational Approval Manual

2.7 INTERNATIONAL OPERATIONS

2.7.1 A State undertakes, in accordance with Article 12 of the Convention, to ensure that every aircraft flying
over or manoeuvring within its territory shall comply with the rules and regulations relating to the flight and manoeuvre of
aircraft there in force. Article 33 of the Convention provides that certificates of airworthiness and certificates of
competency and licences issued or rendered valid by the State in which an aircraft is registered shall be recognized by
other States, provided that the requirements under which such certificates or licences were issued or rendered valid are
equal to or above the minimum standards which may be established by ICAO. This requirement for recognition is now
extended by Annex 6, Part I and Part III, Section II, such that Contracting States shall recognize as valid an AOC issued
by another Contracting State, provided that the requirements under which the certificate was issued are at least equal to
the applicable Standards specified in Annex 6, Part I and Part III.

2.7.2 States should establish procedures to facilitate the application by foreign commercial air operators for
acceptance to operate into their territory. States should be careful, in their requirements for applications, to request only
details relevant to the evaluation of the safety of the operations under consideration and their future surveillance.
Guidance for evaluating an application by an operator from another State to operate within the territory of a State is
contained in Part VI of Doc 8335. Such evaluation is necessary in order for the State, under the terms of Article 33 of the
Convention, to have confidence in the validity of the certificates and licences associated with the operator, its personnel
and aircraft, in the operational capabilities of the operator and in the level of certification and oversight applied to the
activities of the operator by the State of the Operator.

2.7.3 The operator will need to make applications to each State into or over which it intends to operate. The
operator will also need to keep its own CAA, as the authority of the State of the Operator, informed of all applications to
operate into other States. Applications should be made direct to the CAAs of the States into which it is intended to
operate. In some cases it will be possible to download information and both the instructions for making an application
and the necessary forms from a website maintained by the CAA in question.

______________________
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Chapter 3

OPERATIONAL APPROVAL GUIDELINES

3.1 AIRCRAFT ELIGIBILITY

3.1.1 The first step in assessing an application for PBN operational approval is to establish that the aircraft and
its systems are suitable for the specific operation.

3.1.2 The PBN manual and the associated State regulatory material have only recently been issued and this
means that there are many aircraft whose TC, STC and associated documentation (AFM) do not include references to
PBN.

3.1.3 However, a lack of specific airworthiness certification does not necessarily mean a lack of PBN capability.
If the aircraft is suitably equipped, it will be necessary to demonstrate this and that the aircraft is capable of the specific
PBN operation. It is not meant to imply that additional certification is required to obtain approval, although it is important
that appropriate OEM input is obtained to support any claims of capability that are is not part of the existing certification.

3.1.4 The aircraft eligibility assessment process needs to consider the capability, functionality and performance
characteristics of the navigation and other relevant flight systems against the requirements of the particular PBN
operation. In some cases operational mitigations and alternative means of meeting the PBN requirements may need to
be considered. Considerable additional evaluation may be necessary before an aircraft is determined to be eligible for
the issue of an operational approval, particularly for advanced navigation specifications such as RNP AR or A-RNP.
While a large number of aircraft may never be considered to be eligible for RNP operational approval, for engineering,
economical or practical reasons, many older aircraft have been certified to, or will be able to be approved for, RNAV
operational approvals such as RNAV 10, RNAV 5, and RNAV 1 and RNAV 2.

3.1.5 Operating mitigations are normally required to address deficiencies in the required aircraft qualification to
undertake a particular operational procedure. These deficiencies could be items related to aircraft performance or
information displays or availability.

3.1.6 Operators should discuss the proposed changes and mitigations with their regulatory authority as early as
possible.

3.1.7 In order to develop possible operational mitigations operators should assess the:

a) qualification standard and fully understand the associated shortfall in the qualification of the navigation
specification;

b) procedures that have been established by the State with respect to the area of operation. This review
should identify the complexity of the proposed operation and the hazards associated with that
operation.

3.1.8 Following the identification of the above, operators should review their operational procedures and identify
possible changes or additional procedures/requirements that could mitigate the identified deficiencies and hazards. The
proposed changes should be presented to their regulatory authority for authorization/approval.

3-1
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3-2 Performance-based Navigation (PBN) Operational Approval Manual

3.1.9 The operator should ensure that subsequent operations are conducted in accordance with any restriction
or limitation specified by the regulatory authority.

3.1.10 A number of manufacturers have obtained, or are in the process of obtaining, airworthiness certification for
specific PBN operations. In such cases the aircraft eligibility assessment can be greatly simplified. It is anticipated that in
the future all manufacturers will seek appropriate PBN airworthiness certification for new aircraft.

3.1.11 The AFM may include a statement of RNAV or RNP capability without any reference to PBN. In many of
these cases, the basis upon which a statement is included in an AFM is not consistent with the PBN manual because
many of the terms, requirements, operating practices and other characteristics either differed or did not exist at the time
the AFM was issued. Consequently, unless the AFM specifically references the relevant State regulatory documents
consistent with PBN, additional information will need to be obtained to evaluate the relevance of the AFM statement.

3.1.12 In order to enable PBN operational approval, a number of OEMs provide additional information to support
claims of PBN compliance and capability. Such supporting documentation may or may not be approved or endorsed by
the State of Manufacture, and it may be necessary to contact the relevant authority to validate the manufacturer’s claims.

3.1.13 Where there is insufficient evidence of airworthiness certification, the aircraft capability assessment must
include an evaluation of the navigation functionality as well as control, display and alerting functions. Area navigation
systems that were designed and installed before PBN implementation may not meet the minimum requirements, and
avionics upgrades may be necessary.

3.2 STANDARD OPERATING PROCEDURES

3.2.1 Standard operating procedures (SOPs) must be developed to cover both normal and non-normal
(contingency) procedures for the systems used in the PBN operation. Where possible, the practices and procedures
should follow those laid down by the manufacturer and the air navigation service provider (ANSP) in whose airspace the
PBN operations occur. The SOPs must be adequately documented in the OM.

3.2.2 Preflight planning requirements

a) the flight plan should contain the appropriate statements of capability applicable to the PBN operations
anticipated during the flight;

b) the on-board navigation database, where applicable, must be current and must contain the
appropriate procedures, routes, waypoints and NAVAIDS;

c) a check must be carried out on the availability of appropriate NAVAIDS, including, where appropriate,
RNP or RAIM prediction. Any relevant NOTAMs must be addressed;

d) an alternate approach must be identified in the event of loss of PBN capability;

e) the appropriate installed equipment must be serviceable.

3.2.3 Prior to commencing the PBN operation:

a) if all the criteria are not met, the PBN procedure must not be requested;

b) if offered a clearance for a procedure whose criteria cannot be met, ATC must be advised
“UNABLE ...”;
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Chapter 3. Operational Approval Guidelines 3-3

c) the loaded procedure must be checked against the chart;

d) it must be confirmed that the correct sensor has been selected and any NAVAID de-selection is
complete, if required;

e) it must be confirmed that a suitable RNP value has been selected, if appropriate, and the navigation
performance is adequate for the procedure;

f) the contingency procedures must be reviewed.

3.2.4 During the PBN operation, the:

a) manufacturer’s instructions/procedures must be adhered to;

b) appropriate displays must have been selected;

c) lateral and, where appropriate, vertical deviation must not exceed prescribed values;

d) altitude and speed constraints must be observed;

e) the procedure must be discontinued if there are integrity alerts, if the navigation display is flagged as
invalid or if the integrity alerting function is not available.

3.2.5 In the event of a contingency:

a) ATC must be advised of any loss of PBN capability and a proposed course of action;

b) where possible, documented procedures should be followed for:

1) navigation errors not associated with transitions from an inertial navigation mode to a radio
navigation mode;

2) unexpected deviations in lateral or vertical flight path attributed to incorrect navigation data;

3) significant misleading information without failure warning;

4) total loss or multiple failures of the PBN navigation equipment;

5) problems with ground navigation facilities leading to significant navigation errors; or

6) a communications failure.

3.2.6 After-flight procedures

The required reporting of navigation errors or malfunctions should be completed as applicable.

3.3 TRAINING

3.3.1 General

3.3.1.1 The navigation specifications cover a wide range of operations, and training needs to be appropriate to the
particular circumstances. Moreover, although each navigation specification includes guidance on flight crew training, the
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3-4 Performance-based Navigation (PBN) Operational Approval Manual

guidance is not consistent, in detail or scope, across the range of navigation specifications, and there is much
duplication. The amount and type of training required for flight crews will vary significantly depending upon a number of
factors including:

a) previous training and experience;

b) complexity of operations;

c) aircraft equipment.

It is therefore not possible to specify, for each of the navigation specifications, the particular training that will be required.

3.3.1.2 For en-route operations, ground training is usually sufficient to provide crews with the necessary
knowledge. Delivery methods will vary, but classroom training, computer-based training or, in some cases, desktop
simulation training is normally sufficient. Arrival and departure operations and approach operations, in particular, also
require the use of flight simulation training devices in addition to ground training and briefings.

3.3.1.3 Dispatcher training, as applicable, should be implemented to achieve the necessary competency in
dispatch procedures related to PBN operations.

3.3.1.4 Consideration should also be given to the need for flight crews to demonstrate that competency standards
are achieved and maintained and the means by which the operator documents the qualification.

3.3.2 Knowledge requirements

3.3.2.1 The following knowledge requirements apply to all PBN operations, although the content and complexity
will vary depending upon the particular operations.

3.3.2.2 Area navigation principles. Area navigation is the basis for all PBN operations, and the same general
knowledge is applicable to all navigation specifications. Pilots with previous experience with area navigation operations
may not be familiar with some of the more advanced features such as radius to fix (RF) legs, fixed radius transitions,
required time of arrival or the application of vertical navigation.

3.3.2.3 Navigation system principles. Flight crews should have a sound knowledge of the navigation system to be
used. The relevance of the navigation system to the particular PBN operation should be clearly established. For example,
knowledge of inertial navigation and updating is relevant to requirements for some oceanic and remote navigation
specifications, as is knowledge of GNSS for RNP APCH operations.

3.3.2.4 Equipment operation and functionality. Considerable variation exists in the operation of navigation
equipment, cockpit controls, displays and functionality. Crews with experience on one type of installation or aircraft may
require additional training on another type of equipment. Special attention should be paid to the differences between
stand-alone GNSS equipment and flight management systems with GNSS updating and degraded modes of operation
such as loss of integrity or loss of GNSS.

3.3.2.5 Flight planning. Knowledge of the relevant aspects of each of the navigation specifications that relate to
flight planning is required.

3.3.2.6 Operating procedures. The complexity of operating procedures varies considerably between different PBN
operations. RNP APCH and RNP AR APCH require a detailed knowledge of standard operating procedures for both
normal and non-normal operations.

3.3.2.7 Performance monitoring and alerting. Flight crew responsibilities with respect to performance monitoring
and alerting provided by the navigation system must be clearly understood.
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Chapter 3. Operational Approval Guidelines 3-5

3.3.2.8 Operating limitations. Operating limitations (e.g. time limits, minimum equipment) vary both between and
within the navigation specifications, and flight crews need to be able to recognize this and plan accordingly. Alternative
means of navigation or other contingency procedures must be addressed. Flight crews need to be aware of the ATC
procedures that may be applicable to the particular PBN operation.

3.3.3 Flight training requirements

3.3.3.1 Arrival, approach and departure operations require flight training and the demonstration of flight crew
competency. The amount of flight training required varies with the anticipated operation, previous training and
experience. In the course of operational approval evaluation, all relevant circumstances need to be considered and the
training assessed for completeness and effectiveness. Ongoing and recurrent training should also be considered.

3.3.3.2 The following guidelines are intended to aid the assessment of the extent of training that might be required.
These guidelines assume that flight crews have previous relevant experience and have completed a knowledge training
curriculum.

3.3.3.3 En-route (oceanic, remote and continental). In general flight training is not required for en-route operations.

3.3.3.4 Arrival and departure. Because arrival and departure operations require strict adherence to track during
periods of higher workload and may be associated with minimum terrain clearance and reduced route spacing, crews
need to be fully conversant with the operation of the navigation system. Consequently, unless crews have significant
appropriate operational experience, simulator or flight training must be provided. Particular care should be taken when
this type of operation is conducted with stand-alone GNSS equipment where functional limitations require crew
intervention.

3.3.3.5 RNP APCH. Flight training for RNP APCH can be considered under two headings — stand-alone GNSS
equipment and FMS equipment:

a) the training for RNP APCH operations using stand-alone GNSS equipment, particularly in a single-
pilot aircraft, normally requires multiple in-flight exercises, each with preflight and post-flight briefing.
Considerable attention should be given to the programming and management of the navigation
system, including in-flight re-programming, holding, multiple approaches, mode selection and
recognition, human factors and the navigation system functionality;

b) approaches conducted in FMS-equipped aircraft are generally much easier to manage because the
aircraft are usually equipped with map displays which aid situational awareness. Additional training
should be provided to ensure familiarity and competency in operations which involve changes to the
planned approach, system alerting and missed approaches. Attention should also be given to the
method of vertical navigation to LNAV minima, to LNAV/VNAV minima and to LPV minima.

3.3.3.6 RNP AR APCH. RNP AR APCH operations require that all aspects of the operation are carefully
addressed and appropriate attention is given to training. The safety of the RNP AR operation is often predicated upon
the fact that the crew procedures provide a significant mitigation for a number of the hazards associated with the
procedure. However, mitigations vary widely depending upon the cockpit displays and the RNP system functionality.
Accordingly training for RNP AR APCH operations should be extremely thorough and should ensure that crews are able
to manage all operations, including non-normal operations, safely. As a guide, crews without previous relevant
experience (e.g. RNP APCH with baro-VNAV) may require a course in ground training plus simulator flight training in
order to achieve competency.
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3-6 Performance-based Navigation (PBN) Operational Approval Manual

3.4 NAVIGATION DATABASES

The packed navigation databases should be delivered to the operator at least one week prior to the AIRAC effective
date. The operator should have procedures in place for ensuring that:

a) the correct version of the navigation database is loaded on the aircraft;

b) any database errors/omissions reported by the suppliers are addressed expeditiously by flight crew
briefing/removal of procedures, etc.;

c) any database errors/omissions reported by the flight crew are addressed expeditiously by flight crew
briefing/removal of procedures and reported back to the database suppliers;

d) the version of the loaded navigation database is checked for validity by the flight crew prior to
departure;

e) prior to use after being loaded into the area navigation system, the procedure is checked against the
chart, by the flight crew, for waypoint sequence, waypoint transition, leg length, magnetic bearing,
altitude constraint and speed constraint.

______________________
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Chapter 4

NAVIGATION SPECIFICATION JOB AIDS

4.1 GENERAL

4.1.1 In order to facilitate a standardized approach to the process of applying for PBN approval, a structured
form, known as a “job aid”, has been developed.

4.1.2 In the absence of national pro forma, the job aid can be used by the operator to detail the application for
approval and to demonstrate that the specific requirements with respect to aircraft eligibility, operating procedures,
training and database management have been met.

4.1.3 Much of the application process is common to all navigation specifications but each specification has
specific elements that must be addressed. The following describes the process to complete an application for approval
for a PBN navigation specification:

1) complete the generic job aid from section 4.2;

2) complete the job aid specific elements for the navigation specification, from sections 4.3 to 4.12 as
applicable; and

3) combine the generic job aid and specific elements to form the complete approval application job aid.

4-1
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4-2 Performance-based Navigation (PBN) Operational Approval Manual

4.2 GENERIC JOB AID

APPLICATION TO CONDUCT (INSERT NAVIGATION SPECIFICATION) OPERATIONS

1. Purpose of the job aid

a) To provide information on the relevant reference documents.

b) To provide a record of the operator application, the inspector comments and the operator follow-
up action for each relevant paragraph in the reference document(s).

2. Actions recommended for the inspector and operator

a) At the pre-application meeting, the operator and the inspector review the approval process events
and establish the form and content of the approval application.

b) The operator records references to material in company documents for each relevant paragraph
in the job aid.

c) The operator submits to the inspector the completed job aid with the application.

d) The inspector records his/her findings for each relevant paragraph in the job aid indicating
compliance or necessary corrective action.

e) The inspector informs the operator as soon as possible when a corrective action is required.

f) The operator provides the inspector with the revised material when so requested.

g) The CAA provides the operator with the operations specifications (Ops Specs) or a letter of
authorization (LOA), as applicable, when the tasks and documents have been completed.

Part Topic Page

1 General information

2 Aircraft and operator identification

3 Operator application

4 Contents of the operator application

5 Basic pilot procedures

6 Contingency procedures
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Chapter 4. Navigation Specification Job Aids 4-3

3. Reference documents

Publisher Reference Title

ICAO Annex 2 Rules of the Air

Annex 6 Operation of Aircraft

Doc 4444 Procedure for Air Navigation Services — Air Traffic Management
(ATM)

Doc 7030 Regional Supplementary Procedures

Doc 9613 Performance-based Navigation (PBN) Manual

Insert State Insert relevant regulatory Insert title of relevant regulatory reference
of regulator reference
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4-4 Performance-based Navigation (PBN) Operational Approval Manual

PART 1. GENERAL INFORMATION

BASIC EVENTS OF THE APPROVAL PROCESS

Action by Operator Action by Inspector

1 Establish the need for the authorization.

2 Review the AFM, AFM supplement, TC data sheet,

other appropriate documents (e.g. STCs, SBs, SLs)
to determine aircraft eligibility. If necessary contact
the aircraft and/or avionics OEM to confirm
eligibility1.

3 Schedule a pre-application meeting with the

inspector.

4 During the pre-application meeting establish:

• form and contents of the application;

• documents required to support the application;
• target date for the application submission;
• requirement for flight validation.

5 Submit the application at least XX days prior to start-

up of the planned operations.

6 Review submission.

7 Ensure that amendments to manuals, programmes If required, participate in the validation flight.
and other relevant documents are complete; provide
training to flight crews, flight dispatchers and
maintenance personnel; if required, conduct a
validation flight.

8 Once the requirements have been met, issue

operational approval.

1
Having the navigation specification capabilities listed in a document approved by the State of Design or State of Registry facilitates
determining aircraft eligibility.
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Chapter 4. Navigation Specification Job Aids 4-5

PART 2. IDENTIFICATION OF AIRCRAFT AND OPERATORS

Name of Operator:

Long-range
Aircraft navigation system
manufacturer, model manufacturer, model
and series Registration number Serial number and number PBN specification

Date of pre-application meeting:

Date when application received by CAA:

Date when operator intends to begin (insert navigation specification)

operations:

Is the CAA notification date appropriate? Yes  No 

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4-6 Performance-based Navigation (PBN) Operational Approval Manual

PART 3. OPERATOR APPLICATION

Annex Title Inclusion by Operator Comments by Inspector

A Request for authorization

B Aircraft eligibility — airworthiness

AFM, AFM revision, AFM supplement,

TCDS showing that the aircraft RNAV
systems are eligible.

C Aircraft eligibility — modifications (if

applicable)

Maintenance records documenting

installation or modification of aircraft
systems to achieve eligibility.

D Maintenance

For aircraft with established LRNS

maintenance practices, references to
the maintenance document/
programme.

For recently installed LRNSs, details of

the full maintenance practices.

E Minimum equipment list

Showing provisions for LRNS.

F Training

xxx91/GA operators or equivalent:

• course completion records.

xxx121/xxx135/CAT operators or
equivalent:

• training programmes for flight crew,

flight dispatchers and maintenance
personnel.
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Chapter 4. Navigation Specification Job Aids 4-7

Annex Title Inclusion by Operator Comments by Inspector

G Operating policies and procedures

xxx91/GA operators or equivalent:

• extracts from the operations manual

corresponding to the application.

xxx121/xxx135/CAT operators or
equivalent:

• operations manual and checklists.

H Validation flight plan

As required.
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4-8 Performance-based Navigation (PBN) Operational Approval Manual

Contents of the application to be submitted by the operator

— compliance documentation for the aircraft/navigation systems;

— operating procedures and policies;
— sections of the maintenance manual related to LRNS (if not previously reviewed).

Note.— Documents may be grouped in a single binder or may be submitted as individual documents.

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Document
(Doc 9613, (AC/AMC/CA, reference/ (Accepted/ (Status
Volume II, …….) etc.) method) not accepted) and date)

Note.— A detailed table is provided for each navigation specification.

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Document
(Doc 9613, (AC/AMC/CA, reference/ (Accepted/ (Status
Volume II, …….) etc.) method) not accepted) and date)

Note.— A detailed table is provided for each navigation specification.

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 4444, (Document
Chapters 5 (AC/AMC/CA, reference/ (Accepted/ (Status
and 15) etc.) method) not accepted) and date)

Note.— A detailed table is provided for each navigation specification.

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Chapter 4. Navigation Specification Job Aids 4-9

4.3 RNAV 10

4.3.1 General

4.3.1.1 RNAV 10 supports a 50 NM lateral and 50 NM longitudinal distance-based separation minima in oceanic or
remote area airspace. Prior to the development of the PBN concept, RNAV 10 operations were authorized as RNP 10
operations. An RNAV 10 operational approval does not change any requirement nor does it affect operators that have
already obtained an RNP 10 approval.

4.3.1.2 RNP 10 was developed and implemented at a time when the delineation between RNAV and RNP had not
been clearly defined. Because the requirements for RNP 10 did not include a requirement for on-board performance
monitoring and alerting, RNP 10 is more correctly described as an RNAV operation and hence is included in the PBN
manual as RNAV 10.

4.3.1.3 Recognizing that airspace, routes, airworthiness and operational approvals have been designated as
RNP 10, further declaration of airspace, routes, and aircraft and operator approvals may continue to use the term
RNP 10, while the application in the PBN manual will be known as RNAV 10.

4.3.2 System requirements

4.3.2.1 RNAV 10 is intended for use in oceanic and remote areas, and the navigation specification is based on the
use of long range navigation systems (LRNSs). The aircraft requirements are detailed in the PBN manual (Doc 9613),
Volume II, Part B, Chapter 1, 1.3.4.

4.3.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 1, 1.3.5. The
standard operating procedures adopted by operators flying on oceanic and remote routes should normally be generally
consistent with RNAV 10 operations, although some additional provisions may need to be included. A review of the
operator’s procedure documentation against the requirements of the PBN manual and the (State) regulatory
requirements should be sufficient to ensure compliance.

4.3.4 Pilot knowledge and training

4.3.4.1 Pilot knowledge and training requirements are detailed in the PBN manual (Doc 9613), Volume II, Part B,
Chapter 1, 1.3.10. Flight crews should possess the necessary skills to conduct RNAV 10 operations with minimal
additional training.

4.3.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.
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4-10 Performance-based Navigation (PBN) Operational Approval Manual

4.3.5 Job aid specific elements

PART 3. OPERATOR APPLICATION

Add following rows:

Annex Title Inclusion by Operator Comments by Inspector

J Aircraft group

A statement by the operator of the

method used to determine eligibility of
the aircraft/LRNS combination.

K RNP 10 time limit and area of

operations (if applicable)

For aircraft equipped with INS/IRU

only, details of time limit and area of
operations/routes for which the aircraft
is eligible.

L Performance record

Evidence of previous problems,

incidents or path-keeping errors,
together with corrective action applied.

M Withdrawal of approval

The need for follow-up action on

navigation error reports, with the
possibility of removal of approval.
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Chapter 4. Navigation Specification Job Aids 4-11

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

1 Authorization request 1.3.3.2

Statement of intent to obtain

authorization.

2a Aircraft/navigation system 1.3.3.1

eligibility 1.3.3.2.1

Documents that establish

eligibility.

For RNP 10, the eligibility

method(s) used and a list of
the airframes included in
each method.

2b Dual LRNS 1.3.4

At least 2 LRNSs with

displays and functions
suitable for oceanic
operations.

3 Time limit for aircraft 1.3.4.2.2

equipped with INS/IRU and 1.3.9.6
no GNSS

4 Area of operation for 1.3.9.6

aircraft equipped with
INS/IRU and no GNSS

5 Training 1.3.3.2.2.2
1.3.10
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

6 Operating policies and 1.3.3.2.2.3

procedures 1.3.5

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).
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4-12 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

7 Maintenance practices 1.3.3.2.2.5

Document references for

established LRNS
maintenance practices.

Complete copy of
appropriate maintenance
practices for new LRNS
installations.

8 MEL update 1.3.3.2.2.4

Applicable only to operations

requiring a MEL.

9 Past performance 1.3.3.2.2.6

Record of operating history,

including problems,
incidents, track-keeping
errors and corrective actions.

10 Withdrawal of RNP 10 1.3.12

authority

11 Validation flight plan

If required.
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Chapter 4. Navigation Specification Job Aids 4-13

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft is 1.3.7

approved for RNP 10
operations.

1b Verify that two LRNSs are 1.3.6

operational.

1c Verify that the RNP 10 time 1.3.5.2

limit has been taken into
account (INS/IRU only).

1d Verify that FDE is available 1.3.5.2

(GNSS only). 1.3.8

1e Verify the FPL: 1.3.7

“R” should appear in field 10

and PBN/A1 in field 18.

1f Verify operational restrictions 1.3.5.2

as appropriate.

1g Verify the flight-planned 1.3.7

route including diversions.

2 Preflight

2a Verify equipment conditions: 1.3.5.3

• review flight technical

records;
• confirm that maintenance
actions are complete.

2b Check the condition of 1.3.5.3

navigation antennas and
surrounding fuselage skin.

2c Review the emergency 1.3.5.3

procedures for RNP 10
operations.

3 En route

3a Verify that both LRNSs are 1.3.9.1

RNP 10 capable at the
oceanic point of entry.
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4-14 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

3b Prior to the oceanic point of 1.3.9.2

entry, the aircraft position
must be independently
checked and updated if
necessary.

3c Other mandatory navigation 1.3.9.3

cross-checks.

3d ATC to be notified if unable 1.3.9.4

to comply with RNP 10
requirements or of any
deviation required for
contingency procedures.

3e Follow route centre line 1.3.9.5

within 5 NM.

4 Update LRNS position 1.3.9.7

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Chapter 4. Navigation Specification Job Aids 4-15

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 4444, (Document
Chapters 5 (AC/AMC/CA, reference/ (Accepted/ (Status
and 15) etc.) method) not accepted) and date)

1 Contingencies 15.2.1 and

15.2.2

1a Inability to comply with ATC 15.2.1.1

clearance due to
meteorological conditions,
aircraft performance or
pressurization failure.

1b Weather deviation. 15.2.3

1c Air-ground communications 5.4.2.6.3.2

failure. 15.3
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4-16 Performance-based Navigation (PBN) Operational Approval Manual

4.4 RNAV 5

4.4.1 General

4.4.1.1 RNAV 5 supports continental en-route operations using a range of different positioning sensors. Prior to
the introduction of PBN, basic RNAV (B-RNAV) was introduced in Europe and the Middle East. The RNAV 5
requirements are based upon B-RNAV, and any B-RNAV approval meets the requirements of RNAV 5 without further
examination.

4.4.1.2 RNAV 5 is intended for en-route navigation where not all the airspace users are equipped with GNSS and
where there is adequate coverage of ground-based radio navigation aids permitting DME/DME or VOR/DME area
navigation operations.

4.4.1.3 An RNAV 5 route is dependent upon an analysis of the supporting NAVAID infrastructure. This analysis is
the responsibility of the air navigation service provider.

4.4.2 System requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 2, 2.3.3.

4.4.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 2, 2.3.4. Normal
area navigation operating procedures will usually meet the requirements of RNAV 5.

4.4.4 Pilot knowledge and training

4.4.4.1 The pilot knowledge and training requirements are detailed in the PBN manual (Doc 9613), Volume II,
Part B, Chapter 2, 2.3.5. Flight crews should possess the necessary skills to conduct RNAV 5 operations with minimal
additional training.

4.4.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.

4.4.5 Operational approval

4.4.5.1 The operational approval process for RNAV 5 is generally straightforward, given that most aircraft are
equipped with area navigation systems which exceed the minimum requirements for RNAV 5.

4.4.5.2 In most cases the AFM will document RNAV 5 capability; failing that, many OEMs have issued statements
of compliance and only occasionally will it be necessary to conduct an evaluation of aircraft capability.

4.4.5.3 With the exception of an amendment to the operations manual, a State may decide that there is no further
requirement for any additional documentation of RNAV 5 approval.
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Chapter 4. Navigation Specification Job Aids 4-17

4.4.6 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 2.3.2.1

eligibility 2.3.2.2.1

Documents that establish

eligibility.

3 Training 2.3.2.2.2
2.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 2.3.2.2.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 2.3.2.2.5

2.3.6
Document references for
navigation database
maintenance practices.

6 MEL update 2.3.2.2.4

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4-18 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/not (Status and
Chapter 2) etc.) method) accepted) date)

1 Flight planning

1a Verify that the aircraft is 2.3.4.2.1

approved for RNAV 5
operations.

1b Verify RAIM availability 2.3.4.3

(GNSS only).

1c Verify the availability of 2.3.4.2.4

NAVAIDS (non-GNSS).

1d Verify that the navigation 2.3.4.2.3

database (if carried) is
current and appropriate for
the region.

1e Verify the FPL: 2.3.4.2.1

“R” should appear in field 10

and PBN/B1–B5 (as
appropriate) in field 18.

1f Verify the operational 2.3.4.4.3

restrictions as appropriate.

1g Verify the flight-planned 2.3.4.4.1

route including diversions.

2 General operating
procedures

2a Advise ATC if unable to 2.3.4.4.1

comply.

2b Confirm that the navigation 2.3.4.4.4

database is up to date (if
appropriate).

2c Cross-check the chart with 2.3.4.4.5

the RNAV system display.

2d Cross-check with 2.3.4.4.6

conventional NAVAIDS to
monitor for navigational
reasonableness.

2e Follow route centre lines 2.3.4.4.8

within 2.5 NM.
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Chapter 4. Navigation Specification Job Aids 4-19

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/not (Status and
Chapter 2) etc.) method) accepted) date)

2f Do not modify the flight plan 2.3.4.4.9

in the RNAV system after
ATC heading assignment
until a clearance is received
to re-join the route or a new
clearance is confirmed.
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4-20 Performance-based Navigation (PBN) Operational Approval Manual

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to meet 2.3.4.5.1

the requirements for
RNAV 5.

1b Air-ground communications 2.3.4.5.2

failure. (Doc 4444,
Chapter 15,
15.3)

1c GNSS RAIM alert or loss of 2.3.4.5.3

RAIM.

*All references are to the PBN manual (Doc 9613), Volume II, Part B, Chapter 2, unless otherwise indicated.
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Chapter 4. Navigation Specification Job Aids 4-21

4.5 RNAV 1 AND RNAV 2

4.5.1 General

4.5.1.1 RNAV 1 and RNAV 2 use GNSS or DME/DME positioning and support operations on:

a) ATS routes (continental en-route);

b) standard instrument departures and arrivals (SIDs/STARs); and

c) instrument approach procedures up to the final approach fix (FAF)/final approach point (FAP).

4.5.1.2 Because RNAV 1 and RNAV 2 operations can be based on DME/DME or DME/DME IRU, the NAVAID
infrastructure must be assessed to ensure adequate DME coverage. This is the responsibility of the ANSP and is not
part of the operational approval.

4.5.1.3 A single RNAV 1 and RNAV 2 approval is issued. An operator with an RNAV 1 and RNAV 2 approval is
qualified to operate on both RNAV 1 and RNAV 2 routes. RNAV 2 routes may be promulgated in cases where the
NAVAID infrastructure is unable to meet the accuracy requirements for RNAV 1.

4.5.2 System requirements

4.5.2.1 The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 3, 3.3.3.

4.5.2.2 Aircraft equipped with stand-alone GNSS navigation systems should have track guidance provided via a
CDI or HSI (a navigation map display may also be used for RNAV 2 routes). A lateral deviation display is often
incorporated in the unit, but is commonly not of sufficient size or suitable position to allow either pilot to manoeuvre and
adequately monitor cross-track deviation.

4.5.2.3 Caution should be exercised in regard to the limitations of stand-alone GNSS systems with respect to
ARINC 424 path terminators. Path terminators involving an altitude termination are not normally supported due to a lack
of integration of the lateral navigation system and the altimetry system. For example, a departure procedure commonly
specifies a course after take-off until reaching a specified altitude (CA path terminator). Using a basic GNSS navigation
system it is necessary for the flight crew to manually terminate the leg on reaching the specified altitude and then
navigate to the next waypoint, ensuring that the flight path is consistent with the departure procedure. This type of
limitation does not preclude operational approval (as stated in the PBN manual functional requirements) provided the
operator’s procedures and crew training are adequate to ensure that the intended flight path and other requirements can
be met for all SID and STAR procedures.

4.5.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 3, 3.3.4. Operators
with en-route area navigation experience will generally meet the basic requirements of RNAV 1 and RNAV 2, and the
operational approval should focus on procedures associated with SIDs and STARs.
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4-22 Performance-based Navigation (PBN) Operational Approval Manual

4.5.4 Pilot knowledge and training

The pilot knowledge and training requirements are detailed in the PBN manual (Doc 9613), Volume II, Part B, Chapter 3,
3.3.5. Most crews will already have some experience with area navigation operations, and much of the knowledge and
training will have been covered in past training. Particular attention should be placed on the application of this
knowledge to the execution of RNAV 1 and RNAV 2 SIDs and STARs, including connection with the en-route structure
and transition to final approach. This requires a thorough understanding of the airborne equipment and its functionality
and management.

4.5.5 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

1 Authorization request 3.3.2.1

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 3.3.2.2

eligibility 3.3.2.3.1

Documents that establish

eligibility.

3 Training 3.3.2.3.2
3.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 3.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).
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Chapter 4. Navigation Specification Job Aids 4-23

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

5 Maintenance practices 3.3.2.3.5

3.3.6
Document navigation
database maintenance
practices.

6 MEL update 3.3.2.3.4

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4-24 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft is 3.3.4.1

approved for RNAV 1 and
RNAV 2 operations.

1b Verify RAIM availability 3.3.4.3.1

(GNSS only). 3.3.4.3.2

1c Verify the availability of 3.3.4.2.3

NAVAIDS (non-GNSS). 3.3.4.3.4

1d Verify that the navigation 3.3.4.2.2

database (if carried) is 3.3.4.5.3
current and appropriate for
the region.

1e Verify the FPL: 3.3.4.2.1

“R” should appear in field 10

and PBN/C1-D4 (as
appropriate) in field 18.

2 General operating
procedures

2a Verify the flight-planned 3.3.4.5.3

route.

2b Advise ATC if unable to 3.3.4.5.2

comply with the requirements
for RNAV 1/RNAV 2.

2c Confirm that the navigation 3.3.4.5.3

database is up to date.

2d Retrieve SIDs/STARs only 3.3.4.5.4

from the database.

2e Cross-check the chart with 3.3.4.5.3

the RNAV system display. 3.3.4.5.6

2f Cross-check with 3.3.4.5.7

conventional NAVAIDS to
monitor for navigational
reasonableness.

2g Use an appropriate display. 3.3.4.5.8

3.3.4.5.9

2h Use appropriate scaling. 3.3.4.5.10

2i Follow route centre line 3.3.4.5.11

within 1 or 0.5 NM.
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Chapter 4. Navigation Specification Job Aids 4-25

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

2j Do not modify the flight plan 3.3.4.5.12

in the RNAV system after
ATC heading assignment
until a clearance is received
to re-join the route or a new
clearance is confirmed.

3 RNAV SID requirements

3a Prior to take-off, check the 3.3.4.6.1

RNAV system, aerodrome
and procedure loaded and
the displayed position.

3b Engage LNAV no later than 3.3.4.6.2

153 m (500 ft) above
aerodrome elevation.

3c If DME/DME only, do not use 3.3.4.6.4

RNAV until within adequate
DME coverage.

3d If DME/DME/IRU only, 3.3.4.6.5

confirm navigation position
within 0.17 NM of the start of
the take-off roll.

3e If GNSS, acquire signal 3.3.4.6.6

before start of take-off roll.

4 RNAV STAR requirements

4a Verify that the correct STAR 3.3.4.7.1

is loaded and displayed.

4b Contingency preparations. 3.3.4.7.3

4c Procedure modification in 3.3.4.7.4

response to ATC
instructions.

4d Observance of speed and 3.3.4.7.6

altitude constraints.
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4-26 Performance-based Navigation (PBN) Operational Approval Manual

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part B, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 3.3.4.8.1

comply with the requirements
for RNAV 1/RVAV 2.

1b Air-ground communications 3.3.4.8.2

failure. (Doc 4444
Chapter 15,
15.3)

*All references are to the PBN manual (Doc 9613), Volume II, Part B, Chapter 3, unless otherwise indicated.
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Chapter 4. Navigation Specification Job Aids 4-27

4.6 RNP 4

4.6.1 General

RNP 4 supports 30 NM lateral and 30 NM longitudinal distance-based separation minima in oceanic or remote area
airspace. Operators holding an existing RNP 4 operational approval do not need to be re-examined because the
navigation specification is based upon U.S. FAA Order 8400.33.

4.6.2 System requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 1, 1.3.3.

4.6.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 1, 1.3.4. Some
additional provisions may need to be added to the standard operating procedures to specifically address RNP 4
operations.

4.6.4 Pilot knowledge and training

4.6.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 1, 1.3.5. Flight crews should possess the necessary skills to conduct RNP 4 operations with minimal
additional training.

4.6.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.
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4-28 Performance-based Navigation (PBN) Operational Approval Manual

4.6.5 Job aid specific elements

PART 3. OPERATOR APPLICATION

Add following row:

Annex Title Inclusion by Operator Comments by Inspector

J Aircraft Eligibility group

Statement by the operator as to which

eligibility group the aircraft/RNP system
combinations belong.
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Chapter 4. Navigation Specification Job Aids 4-29

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 1.3.2.2

eligibility

Documents that establish

eligibility.

For RNP 4, the eligibility

groups(s) used and a list of
the airframes included in
each group.

3 Training 1.3.2.3.2
1.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 1.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 1.3.2.3.5

Document references for

RNP 4 maintenance
practices.

6 MEL update 1.3.2.3.4

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4-30 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 1) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft is 1.3.4.1

approved for RNP 4
operations.

1b Verify that the navigation 1.3.4.2.1

database is current.

1c Verify the availability of FDE 1.3.4.3

(if applicable).

1d Verify the FPL: 1.3.4.2.1

“R” should appear in field 10

and PBN/L1 in field 18.

1e Verify equipment conditions: 1.3.4.2.2

• review flight technical

records;

• confirm that maintenance

actions are complete.

2 En-route

2a Two LRNSs must be RNP 4 1.3.4.4.1

capable at the oceanic point
of entry.

2b Other mandatory navigation 1.3.4.4.2

cross-checks.

2c ATC notified if unable to 1.3.4.4.3

comply with the
requirements for RNP or of
any deviation required for a
contingency.

2d Follow route centre line 1.3.4.4.4

within 2 NM.
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Chapter 4. Navigation Specification Job Aids 4-31

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Document
(Doc 4444, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 15) etc.) method) not accepted) and date)

1 Contingencies

1a Inability to comply with ATC 15.2.1.1

clearance due to
meteorological conditions,
aircraft performance or
pressurization failure.

1b Weather deviation. 15.2.3

1c Air-ground communications 15.3

failure.
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4-32 Performance-based Navigation (PBN) Operational Approval Manual

4.7 RNP 2

4.7.1 General

RNP 2 is intended to support en-route applications in oceanic, remote and continental airspace. The continuity
requirements for continental applications are lower than those for oceanic/remote applications.

4.7.2 Aircraft requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 2, 2.3.3. The
requirements for RNP 2 applications in oceanic/remote airspace are different to those for en-route continental airspace.
In particular, oceanic/remote applications have a more strict continuity requirement which usually necessitates at least
two long-range navigation systems.

4.7.3 Operating procedures

4.7.3.1 The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 2,
2.3.4. Some additional provisions may need to be added to the standard operating procedures to specifically address
RNP 2 operations.

4.7.3.2 A review of the operator’s procedure documentation against the requirements of the the PBN manual
(Doc 9613) and the (State) regulatory requirements should be sufficient to ensure compliance.

4.7.4 Pilot knowledge and training

4.7.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 2, 2.3.5. Flight crews should possess the necessary skills to conduct RNP 2 operations with minimal
additional training.

4.7.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.

4.7.5 Oceanic/remote requirements

Navigation equipage for oceanic/remote continental RNP 2 operations will require dual independent GPS long-range
navigation systems with FDE to meet the continuity requirement. Integration of positioning data from other sensors may
be allowed provided that this does not cause the TSE to be exceeded. Manual entry/creation of waypoints using latitude
and longitude values should be permitted to support flexible track ATS systems.
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Chapter 4. Navigation Specification Job Aids 4-33

4.7.6 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 2.3.2.2

eligibility 2.3.2.3.1

Documents that establish

eligibility.

3 Training 2.3.2.3.2
2.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 2.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 2.3.2.3.5

2.3.6
Document navigation
database maintenance
practices.

6 MEL update 2.3.2.3.4

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4-34 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

# Topic Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 2.3.4.1

crew are approved for
RNP 2 operations.

1b Verify RAIM availability. 2.3.4.2.3

2.3.4.3

1c Verify that the navigation 2.3.4.2.2

database is current.

1d Verify the FPL: 2.3.4.2.1

“R” should appear in field 10

and PBN/TBD in field 18.

2 General operating
procedures

2a Comply with the 2.3.4.4.1

manufacturer’s
instructions/procedures.

2b Advise ATC if unable to 2.3.4.4.2

comply with the
requirements for RNP 2.

2c Verify aircraft position and 2.3.4.4.3

entry of assigned route.

2d Retrieve RNP 2 route from 2.3.4.4.4

the database or build route
using waypoints from the
database.

2e Cross-check the chart with 2.3.4.4.4

the RNAV system display.

2f Use an appropriate display. 2.3.4.4.6

2g Use appropriate scaling. 2.3.4.4.6

2h Follow route centre line 2.3.4.4.7

within 1 NM.

2i Do not use bank limiting 2.3.4.4.8

functions.
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Chapter 4. Navigation Specification Job Aids 4-35

Specific State Operator Inspector Follow-up by

# Topic Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2) etc.) method) not accepted) and date)

2j Do not modify the flight plan 2.3.4.4.9

in the RNAV system after
ATC heading assignment
until a clearance is received
to re-join the route or a new
clearance is confirmed.

2k If RNP input is required, 2.3.4.4.10

select RNP 2 or lower.
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4-36 Performance-based Navigation (PBN) Operational Approval Manual

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 2)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 2.3.4.5

comply with the requirements
for RNP 2.

*All references are to the PBN manual (Doc 9613), Volume II, Part C, Chapter 2, unless otherwise indicated.
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Chapter 4. Navigation Specification Job Aids 4-37

4.8 RNP 1

4.8.1 General

4.8.1.1 RNP 1 is intended to support arrival and departure procedures using GNSS positioning only.

4.8.1.2 Other than the sole requirement for GNSS there is no significant difference between the RNAV 1/RNAV 2
specification and RNP 1.

4.8.2 System requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 3, 3.3.3.

4.8.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 3, 3.3.4.

4.8.4 Pilot knowledge and training

4.8.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 3, 3.3.5. Flight crews should possess the necessary skills to conduct RNP 1 operations with minimal
additional training.

4.8.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.
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4-38 Performance-based Navigation (PBN) Operational Approval Manual

4.8.5 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 3.3.2.2

eligibility 3.3.2.3.1

Documents that establish

eligibility.

3 Training 3.3.2.3.2
3.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 3.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 3.3.2.3.5

3.3.6
Document navigation
database maintenance
practices.

6 MEL update 3.3.2.3.4

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Chapter 4. Navigation Specification Job Aids 4-39

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 3.3.4.1

crew are approved for
RNP 1 operations.

1b Verify RAIM availability. 3.3.4.2.3

3.3.4.3

1c Verify that the navigation 3.3.4.2.2

database is current.

1d Verify the FPL: 3.3.4.2.1

“R” should appear in field 10

and PBN/O2 in field 18.

2 General operating
procedures

2a Comply with the 3.3.4.4.1

manufacturer’s
instructions/procedures.

2b Advise ATC if unable to 3.3.4.4.2

comply with the
requirements for RNP 1.

2c Verify aircraft position and 3.3.4.4.3

entry of assigned route.

2d Retrieve SIDs/STARs only 3.3.4.4.4

from the database.

2e Cross-check the chart with 3.3.4.4.5

the RNAV system display.

2f Cross-check with 3.3.4.4.6

conventional NAVAIDS to
monitor for navigational
reasonableness.

2g Use an appropriate display. 3.3.4.4.7

2h Use appropriate scaling. 3.3.4.4.7

2i Follow route centre line 3.3.4.4.8

within 0.5 NM.
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4-40 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3) etc.) method) not accepted) and date)

2j Do not modify the flight plan 3.3.4.4.9

in the RNAV system after
ATC heading assignment
until a clearance is received
to re-join the route or a new
clearance is confirmed.

2k If RNP input is required, 3.3.4.5

select RNP 1 or lower.

3 RNP 1 SID requirements

3a Prior to take-off, check the 3.3.4.6.1

RNAV system, the
aerodrome and procedure
loaded and the displayed
position.

3b Engage LNAV no later than 3.3.4.6.2

153 m (500 ft) above
aerodrome elevation.

3c Use an authorized method to 3.3.4.6.3

achieve RNP 1 (AP/FD/Map/ 3.3.4.6.5
L/DEV indicator).

3e If GNSS, signal must be 3.3.4.6.4

acquired before start of take-
off roll.

4 RNP 1 STAR requirements

4a Verify that the correct STAR 3.3.4.7.1

is loaded and displayed.

4b Contingency preparations. 3.3.4.7.3

4c Procedure modifications in 3.3.4.7.4

response to ATC
instructions.

4d Verify the correct operation 3.3.4.7.5

of the navigation system and
that the correct procedure,
transition and runway are
loaded.

4e Observance of speed and 3.3.4.7.6

altitude constraints.

4f If the procedure is more than 3.3.4.7.7

30 NM from ARP use FD/AP
or set FSD to 1 NM.
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Chapter 4. Navigation Specification Job Aids 4-41

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 3)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 3.3.4.8.1

comply with the requirements
for RNP 1.

1b Air-ground communications 3.3.4.8.2

failure. (Doc 4444
Chapter 15,
15.3)

*All references are to the PBN manual (Doc 9613), Volume II, Part C, Chapter 3, unless otherwise indicated.
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4-42 Performance-based Navigation (PBN) Operational Approval Manual

4.9 RNP APCH

4.9.1 General

4.9.1.1 RNP APCH is the general designator for PBN approach procedures that are not authorization required
operations.

4.9.1.2 GNSS is used for all RNP APCH applications as follows:

a) RNP APCH – LNAV — lateral positioning with GNSS (basic constellation);

b) RNP APCH – LNAV/VNAV — lateral positioning with GNSS, vertical positioning with barometric
inputs;

c) RNP APCH – LPV — lateral and vertical positioning with SBAS;

d) RNP APCH – LP — lateral positioning with SBAS.

4.9.1.3 The published RNP APCH OCA/H are treated as:

a) MDA/H for LNAV and LP minima;

b) DA/H for LNAV/VNAV and LPV minima.

4.9.1.4 Operators currently approved to conduct RNAV(GNSS) approaches should qualify for RNP APCH – LNAV
without further examination.

4.9.2 System requirements

4.9.2.1 The aircraft requirements for RNP APCH to LNAV minima are detailed in the PBN manual (Doc 9613),
Volume II, Part C, Chapter 5, Section A, 5.3.3.

4.9.2.2 The aircraft requirements for RNP APCH to LNAV/VNAV minima are detailed in the PBN manual
(Doc 613), Volume II, Part C, Chapter 5, Section A, 5.3.3, and Attachment A, 4.3.

4.9.2.3 The aircraft requirements for RNP APCH to LP and LPV minima are detailed in the PBN manual
(Doc 9613), Volume II, Part C, Chapter 5, Section B, 5.3.3.

4.9.3 Operating procedures

4.9.3.1 The operating procedures for RNP APCH to LNAV minima are addressed in the PBN manual (Doc 9613),
Volume II, Part C, Chapter 5, Section A, 5.3.4.

4.9.3.2 The operating procedures for RNP APCH to LNAV/VNAV minima are addressed in the PBN manual
(Doc 9613), Volume II, Part C, Chapter 5, Section A, 5.3.4, and Attachment A, 4.17.

4.9.3.3 The operating procedures for RNP APCH to LP and LPV minima are addressed in the PBN manual
(Doc 9613), Volume II, Part C, Chapter 5, Section B, 5.3.4.
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Chapter 4. Navigation Specification Job Aids 4-43

4.9.4 Flight crew knowledge and training

4.9.4.1 The pilot knowledge and training requirements for RNP APCH to LNAV minima are addressed in the PBN
manual (Doc 9613), Volume II, Part C, Chapter 5, Section A, 5.3.5.

4.9.4.2 The pilot knowledge and training requirements for RNP APCH to LNAV/VNAV minima are detailed in the
PBN manual (Doc 9613), Volume II, Part C, Chapter 5, Section A, 5.3.5, and Attachment A, 4.21.

4.9.4.3 The pilot knowledge and training requirements for RNP APCH to LP and LPV minima are detailed in the
PBN manual (Doc 9613), Volume II, Part C, Chapter 5, Section B, 5.3.5.

4.9.4.4 Successful RNP APCH operations depend on sound flight crew knowledge and training. The type of
navigation system has a significant effect on the conduct of this type of procedure, and flight training must take this
factor into account. Crews operating aircraft equipped with basic stand-alone systems typically require significantly more
flight training than crews operating FMS-equipped aircraft. The amount of training will vary depending on the flight crew’s
previous area navigation experience.

4.9.5 Navigation database

4.9.5.1 RNP APCH operations are critically dependent on valid data.

4.9.5.2 Although the navigation database should be obtained from a qualified source, operators must also have
procedures in place for the management of data. Experienced area navigation operators who understand the importance
of reliable data will normally have such procedures established; however less experienced operators may not fully
understand the need for comprehensive management procedures and may need to develop or improve existing
procedures.

4.9.5.3 It should be noted that despite the requirement for the database supplier to comply with RTCA
DO-200A/EUROCAE ED-76, data errors will still occur.
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4-44 Performance-based Navigation (PBN) Operational Approval Manual

4.9.6 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

# Topic (Doc 9613,

Volume II,
Part C, (Document
Chapter 5 (AC/AMC/CA, reference/ (Accepted/ (Status
Sections A & B) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 5.3.2.2

eligibility 5.3.2.3.1

Documents that establish

eligibility.

3 Training 5.3.2.3.2
5.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 5.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 5.3.2.3.5

5.3.6 (Section A)
Document navigation 5.3.6 (Section B)
database maintenance
practices.

6 MEL update 5.3.2.3.4

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Chapter 4. Navigation Specification Job Aids 4-45

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

# Topic (Doc 9613,

Volume II,
Part C, (Document
Chapter 5 (AC/AMC/CA, reference/ (Accepted/ (Status
Sections A & B) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 5.3.4

crew are approved for RNP (LNAV/VNAV)
APCH operations to LNAV, 5.3.4.1
and/or LNAV/VNAV and/or (LP and/or LPV)
LP and/or LPV minima.

1b Verify RAIM and/or SBAS 5.3.4.1.3

availability. (Section A)
5.3.4.2
(Section A)
5.3.4.3
(Section B)

1c Verify that the navigation 5.3.4.1.1

database is current. (Section A)
5.3.4.1.2 a)
(Section A)
5.3.4.2.1
(Section B)
5.3.4.2.2
(Section B)

1d Verify the FPL: 5.3.4.1.1

(Section A)
“R” and “B” (LPV only) 5.3.4.2.1
should appear in field 10 and (Section B)
PBN/S1 or PBN/S2
(LNAV/VNAV only) in field
18.

2 Prior to commencing
procedure

2a Verify that the correct 5.3.4.3.1

procedure is loaded. (Section A)
5.3.4.4.1
(Section B)

2b Cross-check the chart with 5.3.4.3.2

the RNAV system display. (Section A)
5.3.4.4.1
(Section B)

2c Verify the GNSS sensor in 5.3.4.3.3

use (only multi-sensor (Section A)
systems).
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4-46 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

# Topic (Doc 9613,

Volume II,
Part C, (Document
Chapter 5 (AC/AMC/CA, reference/ (Accepted/ (Status
Sections A & B) etc.) method) not accepted) and date)

2d Input the barometric 5.3.4.3.4

altimeter setting (only (Section A)
LNAV/VNAV requires
barometric input).

2e Perform a RAIM availability 5.3.4.3.5

check if ETA is more than (Section A)
15 minutes different from the
FPL ETA (only for ABAS).

2f Do not modify the flight plan 5.3.4.3.6

in the RNAV system after (Section A)
ATC heading assignment 5.3.4.4.2
until a clearance is received (Section B)
to re-join the route or a new
clearance is confirmed.
Manual entry of coordinates
within the terminal area is
not permitted. “Direct to”
clearances accepted up to
IF, provided that the
resulting track change at the
IF does not exceed 45
degrees.

2g Do not modify the final 5.3.4.3.7

approach segment. (Section A)

2h Use VTF to respect ATC 5.3.4.4.3

clearances when appropriate (Section B)

3 During procedure

3a Establish the aircraft on the 5.3.4.4.1

final approach course before (Section A)
starting descent. 5.3.4.5.4
(Section B)

3b Verify that the approach 5.3.4.4.2

mode is activated 2 NM prior (Section A)
to FAF/FAP. 5.3.4.5.3
(Section B)

3c Use an appropriate display. 5.3.4.4.3

(Section A)
5.3.4.5.5
(Section B)
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Chapter 4. Navigation Specification Job Aids 4-47

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

# Topic (Doc 9613,

Volume II,
Part C, (Document
Chapter 5 (AC/AMC/CA, reference/ (Accepted/ (Status
Sections A & B) etc.) method) not accepted) and date)

3d Discontinue the approach if: 5.3.4.4.4

(Section A)
• the navigation display is 5.3.4.5.7
flagged invalid; 5.3.4.5.8
• loss of integrity alert; (Section B)
• loss of integrity alerting
function prior to the FAF;
• FTE is excessive.

3e Do not use the RNP system 5.3.4.4.5

in missed approach if the: (Section A)

• RNP system is not

operational; or
• missed approach is not
loaded from the
database.

3f Follow the route centre line 5.3.4.4.6

within 0.5/0.15/0.5 NM. (Section A)

3g If baro-VNAV is used, follow 5.3.4.4.7

vertical path ±22 m (±75 ft). (Section A)

3h Execute a missed approach 5.3.4.4.8

if the lateral or vertical (Section A)
deviations exceed the limits 5.3.4.5.9
in 3f and 3g above (LNAV (Section B)
and LNAV/VNAV) or if
excessive deviations are
encountered and cannot be
corrected in time (LP and
LPV).

4 General operating
procedures

4a Advise ATC if unable to 5.3.4.5.1

meet the requirements for an (Section A)
RNP APCH. 5.3.4.6.1
(Section B)

4b Comply with the 5.3.4.5.2

manufacturer’s (Section A)
instructions/procedures. 5.3.4.6.2
(Section B)

4c If the missed approach is 5.3.4.5.3

based on conventional (Section A)
means, appropriate 5.3.4.6.3
navigation equipment must (Section B)
be installed and serviceable.
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4-48 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)

# Topic (Doc 9613,

Volume II,
Part C, (Document
Chapter 5 (AC/AMC/CA, reference/ (Accepted/ (Status
Sections A & B) etc.) method) not accepted) and date)

4d Use FD or AP if available. 5.3.4.5.4

(Section A)
5.3.4.6.4
(Section B)
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Chapter 4. Navigation Specification Job Aids 4-49

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 5)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 5.3.4.6.1

comply with the requirements (Section A)
for an RNP APCH. 5.3.4.7.2
(Section B)

1b Air-ground communications 5.3.4.6.2

failure. (Section A)
5.3.4.7.3
(Section B)
(Doc 4444
Chapter 15,
15.3)

*All references are to the PBN manual (Doc 9613), Volume II, Part C, Chapter 5, unless otherwise indicated.
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4-50 Performance-based Navigation (PBN) Operational Approval Manual

4.10 RNP 0.3

4.10.1 General

RNP 0.3 is primarily intended to support helicopter operations — en-route, arrivals, departures and approaches.
However, it does not exclude fixed wing operations where the demonstrated performance is sufficient to meet the
functional and accuracy requirements for all phases of flight.

4.10.2 System requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 7, 7.3.3.

4.10.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613) Volume II, Part C, Chapter 7, 7.3.4. Some
additional provisions may need to be added to the standard operating procedures to specifically address RNP 0.3
operations.

4.10.4 Pilot knowledge and training

4.10.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 7, 7.3.5. Flight crews should possess the necessary skills to conduct RNP 0.3 operations with minimal
additional training.

4.10.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.
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Chapter 4. Navigation Specification Job Aids 4-51

4.10.5 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 7) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 7.3.2.2

eligibility 7.3.2.3.1

Documents that establish

eligibility.

3 Training 7.3.2.3.2
7.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 7.3.2.3.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 7.3.2.3.5

7.3.6
Document navigation
database maintenance
practices.

6 MEL update 7.3.2.3.4

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4-52 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 7) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 7.3.4.1

crew are approved for
RNP 0.3 operations.

1b Verify RAIM/SBAS 7.3.4.3

availability. 7.3.4.4.3

1c Verify that the navigation 7.3.4.2

database is current.

1d Verify the FPL: 7.3.4.2

“R” should appear in field 10

and PBN/TBD in field 18.

2 General operating
procedures

2a Comply with the 7.3.4.4.1

manufacturer’s
instructions/procedures.

2b Advise ATC if unable to 7.3.4.4.2

comply with the
requirements for RNP 0.3.

2c Verify aircraft position and 7.3.4.4.4

entry of assigned route.

2d Retrieve SID/STAR/APP 7.3.4.4.5

from the database; retrieve
ATS route from database or
construct route with
waypoints from database.

2e Cross-check the chart with 7.3.4.4.6

the RNAV system display.

2f Follow route centre line 7.3.4.4.8

within 0.15 NM.

2g Do not modify the flight plan 7.3.4.4.9

in the RNAV system after
ATC heading assignment
until a clearance is received
to re-join the route or a new
clearance is confirmed.

2h Do not select bank limiting 7.3.4.4.10

functions.
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Chapter 4. Navigation Specification Job Aids 4-53

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 7) etc.) method) not accepted) and date)

2i If manual selection, set 7.3.4.5

RNP 0.3 for all loaded
RNP 0.3 routes.

3 RNP 0.3 SID requirements

3a Prior to take-off, check the 7.3.4.6.1

RNAV system, the
aerodrome and procedure
loaded and the displayed
position.

3b If GNSS, signal must be 7.3.4.6.2

acquired before start of take-
off roll.

3c Engage FGS before first 7.3.4.6.3

waypoint.

4 RNP 0.3 STAR

requirements

4a Verify that the correct STAR 7.3.4.7.1

is loaded and displayed.

4b Manual entry of waypoints 7.3.4.7.2

not authorized.

4c Contingency preparations. 7.3.4.7.3

4d Procedure modifications in 7.3.4.7.4

response to ATC
instructions.

4e Verify the correct operation 7.3.4.7.5

of the navigation system and
that the correct procedure,
transition and runway are
loaded.
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4-54 Performance-based Navigation (PBN) Operational Approval Manual

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 7)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 7.3.4.8

comply with the requirements
for RNP 0.3.

1b Air-ground communications 7.3.4.8

failure. (Doc 4444
Chapter 15,
15.3)

*All references are to the PBN manual (Doc 9613), Volume II, Part C, Chapter 7, unless otherwise indicated.
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Chapter 4. Navigation Specification Job Aids 4-55

4.11 ADVANCED RNP (A-RNP)

4.11.1 General

A-RNP is intended to support operations in oceanic airspace and en-route continental airspace, on SIDs, on STARs and
on approaches. It is intended to provide a single assessment of aircraft eligibility covering a range of accuracy
requirements across all phases of flight. It incorporates RNAV 5, RNAV 2, RNAV 1, RNP 2, RNP 1 and RNP APCH
(A and/or B). Fixed radius turn functionality within terminal airspace (RF) is a requirement while fixed radius turn
functionality in the en-route (FRT) is an option. RNP scalability, time of arrival control (TOAC) and Baro-VNAV
functionalities are all optional. Higher continuity requirements are applied for RNP 2 in oceanic/remote airspace. The
navigation specification does not specifically address the oceanic and remote applications RNAV 10 and RNP 4, and an
operator would need to obtain separate approval before operating with an A-RNP approved aircraft in such airspace. It is
not anticipated that this additional application will represent a significant burden to the operator particularly if the aircraft
already meets the RNP 2 oceanic criteria.

4.11.2 Aircraft requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 4, 4.3.3 and
Appendices 1, 2 and 3 to Part C. An aircraft approved for A-RNP will meet the requirements of all the above-mentioned
navigation specifications.

4.11.3 Operating procedures

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 4, 4.3.4. Some
additional provisions may need to be added to the standard operating procedures to specifically address A-RNP
operations.

4.11.4 Pilot knowledge and training

4.11.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 4, 4.3.6. Flight crews should possess the necessary skills to conduct A-RNP operations with minimal
additional training.

4.11.4.2 Where additional training is required, this can normally be achieved by bulletin, computer-based training or
classroom briefing. Flight training is not normally required.
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4-56 Performance-based Navigation (PBN) Operational Approval Manual

4.11.5 Job aid specific elements

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 4) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 4.3.2.5

eligibility 4.3.2.6.6

Documents that establish

eligibility.

3 Training 4.3.2.6.2
4.3.6
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 4.3.2.6.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 4.3.2.6.5

4.3.5
Document navigation
database maintenance
practices.

6 MEL update 4.3.2.6.4

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Chapter 4. Navigation Specification Job Aids 4-57

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 4) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 4.3.4

crew are approved for
A-RNP operations.

1b Verify RAIM/SBAS 4.3.4.1.3

availability.

1c Verify that the navigation 4.3.4.2.2

database is current.

1d If dispatch predicated on Appendix 1 to

procedure with RF leg, verify Part C
AP/FD is operational. 5.5.3

1e Verify the FPL: 4.3.4.1.1

“R” should appear in field 10

and PBN/TBD in field 18.

2 General operating
procedures

2a If system does not set RNP 4.3.4.3

automatically, smallest
navigation accuracy value
must be entered manually
for loaded route.

3 A-RNP SID requirements

3a Prior to take-off, check the 4.3.4.4.1

RNAV system, the runway
and procedure loaded and
the displayed position.

3b Engage LNAV no later than 4.3.4.4.2

153 m (500 ft) above
aerodrome elevation.

3c Use an authorized method to 4.3.4.4.3

achieve appropriate RNP
performance (AP/FD/Map/
L/DEV indicator).

3e If GNSS, signal must be 4.3.4.4.4

acquired before start of take-
off roll.

4 A-RNP STAR requirements

4a Verify that the correct STAR 4.3.4.5.1

is loaded and displayed.
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4-58 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 4) etc.) method) not accepted) and date)

4b Contingency preparations. 4.3.4.5.3

4d Verify the correct operation 4.3.4.5.5

of the navigation system and
that the correct procedure,
transition and runway are
loaded.

4c Route modification in 4.3.4.5.4

response to ATC
instructions.

4d Observance of speed and 4.3.4.5.6

altitude constraints.

5 RF requirements

5a Be established on procedure Appendix 1 to

prior to RF leg. Part C
5.5.5

5b Cross-track deviation not to Appendix 1 to

exceed ½ RNP. Part C
5.5.6

5c Do not exceed maximum Appendix 1 to

airspeed associated with Part C
design. 5.5.7
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Chapter 4. Navigation Specification Job Aids 4-59

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 4)* etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 4.3.4.6.1

comply with the requirements
for A-RNP.

1b Air-ground communications 4.3.4.6.2

failure. (Doc 4444,
Chapter 15,
15.3)

1c If unable to follow RF turn Appendix 1 to

due to system failure, Part C
maintain bank and roll out on 5.5.8
charted exit course. Inform
ATC.

*All references are to the PBN manual (Doc 9613), Volume II, Part C, Chapter 4, unless otherwise indicated.
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4-60 Performance-based Navigation (PBN) Operational Approval Manual

4.12 RNP AR

4.12.1 General

4.12.1.1 RNP AR APCH is the designator for PBN approach procedures that require additional levels of scrutiny,
control and authorization. RNP AR APCH applications can range from simple straight-in approaches, with a minimum
track-keeping accuracy requirement of RNP 0.3 in final approach and RNP 1 at all other times, to complex curved
approaches with RF legs used in the final and the missed approach and minimum track-keeping accuracies as low as
RNP 0.1. Moreover, in addition to the RNP AR APCH procedures designed according to the Required Navigation
Performance Authorization Required (RNP AR) Procedure Design Manual (Doc 9905), there are a number of RNP AR
APCH procedures in commercial use which have been designed according to private, proprietary criteria.

4.12.1.2 GNSS, an inertial reference system and a VNAV system are required for all RNP AR APCH applications.
DME/DME updating may be used as a reversionary system if the required navigation accuracy can be maintained in a
specific operation, although explicit authorization is required. VOR updating shall not be used.

4.12.2 System requirements

The aircraft requirements are detailed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 6, 6.3.3.

4.12.3 RNP AR APCH operations

The operating procedures are addressed in the PBN manual (Doc 9613), Volume II, Part C, Chapter 6, 6.3.4. Most
manufacturers have developed recommended procedures for RNP AR APCH procedures. Although the manufacturer’s
recommendations should be followed, the operational approval should include an independent evaluation of the
operator’s proposed procedures. RNP AR APCH operating procedures should be consistent with the operator’s normal
procedures where possible in order to minimize any human factors elements associated with the introduction of PBN
operations.

4.12.4 Flight crew knowledge and training

4.12.4.1 The pilot knowledge and training requirements are addressed in the PBN manual (Doc 9613), Volume II,
Part C, Chapter 6, 6.3.5. RNP AR APCH operations depend on sound flight crew knowledge and training. The type of
navigation system has a significant effect on the conduct of this type of procedure, and flight training must take this
factor into account. The amount of training will vary depending on the flight crew’s previous area navigation experience;
however the following is provided as a guide.

4.12.4.2 Ground training

Ground training including computer-based training and classroom briefings shall include all required elements of the
syllabus detailed in the PBN manual.
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Chapter 4. Navigation Specification Job Aids 4-61

4.12.4.3 Simulator training

Briefings and simulator sessions should cover all elements of the intended operation or the minimum number of
approaches stipulated in the PBN manual. Proficiency may be achieved in normal uncomplicated operations in a short
period of time; however, additional flight time needs to be scheduled to ensure competency in the management of
approach changes, go-around, holding and other functions, including due consideration of human factors. Where
necessary, initial training should be supplemented by operational experience in VMC or under supervision. The
minimum functionality of the flight simulation training device used for RNP AR APCH simulator training is listed in
Appendix F.

4.12.5 Navigation database

4.12.5.1 RNP AR APCH operations are critically dependent on valid data.

4.12.5.2 Any RNP AR APCH in the database must first be validated formally by the operator by:

a) comparing the data in the database with the procedure published on the chart;

b) flying the entire procedure either in a simulator or in the actual aircraft in VMC to ensure that there is
complete consistency and there are no disconnects;

c) comparing subsequent database updates with the validated master to ensure that there are no
discrepancies.

4.12.5.3 The navigation database shall be obtained from a qualified source, and operators must also have
procedures in place for the management of data.

4.12.5.4 Even qualified database suppliers who comply with RTCA DO-200A/EUROCAE ED/76 cannot guarantee
that the databases will be error-free. Operators must have procedures in place to ensure, for every AIRAC, that the
RNP AR procedure in the database is exactly the same as the RNP AR procedure that was initially validated.

4.12.6 TAWS database

The procedure validation process should include a compatibility check with the installed TAWS. The TAWS data should
only be obtained from a qualified source and operators should have procedures in place for the management of the
TAWS data.

4.12.7 Safety assessments

4.12.7.1 The RNP AR procedure design criteria in Required Navigation Performance Authorization Required
(RNP AR) Procedure Design Manual (Doc 9905) assume that any event leading the aircraft to exit the lateral (2 x RNP)
or vertical (VEB) extent of the obstacle clearance volume may have hazardous repercussions. In order to ensure that the
TLS of the intended operation is met, the acceptability of the repercussions of aircraft failures with respect to the
RNP AR application must be addressed (PBN manual, Volume II, RNP AR navigation specifications, 6.3.3.2.7 and
6.3.3.4.1.2.).

4.12.7.2 Demonstration of compliance with those requirements may be part of the aircraft qualification criteria
assessed during the airworthiness approval or may be the subject of a demonstration as part of the operational approval.
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4-62 Performance-based Navigation (PBN) Operational Approval Manual

4.12.7.3 Whatever the methodology followed, operational approval stakeholders should ensure that the aircraft
compliance documented in the airworthiness approval or the demonstrated compliance performed during the operational
approval properly satisfies the 10–7 RNP AR lateral and vertical airspace containment limits. The applicant should
demonstrate that any contingency procedures and operational limitations used to satisfy this objective are well
understood and are applied by the applicant’s flight crews. Furthermore, when States have decided to implement a
“State-wide” RNP AR operational approval process, stakeholders should ensure that any demonstration is
representative and is applicable to all public RNP AR procedures, including the most challenging ones.

4.12.7.4 The CAA should ensure that a clear statement is available from the applicant as to whether the aircraft
State of Design approval has included the demonstration of compliance in the airworthiness approval of the aircraft or
whether demonstration of compliance will be the operator’s responsibility to be satisfied during the operational approval.

a) If the published RNP AR value in the applicant’s AFM includes the potential degradation of
performance under aircraft failures and if the RNP AR level at which the aircraft has been qualified
satisfies the RNP AR level required by the intended application, no additional failure demonstration
should be required during the operational approval process, provided the applicant is able to give
evidence through documentation obtained from the aircraft manufacturer qualification dossier.

b) If the published RNP AR value in the applicant’s AFM does not include the potential degradation of
performance under aircraft failures or if the RNP AR level at which the aircraft has been qualified does
not satisfy the RNP AR level required by the intended application, the CAA must require a
demonstration from the applicant, additional to the RNP AR aircraft qualification, that the containment
criteria are satisfied (including consideration of engine failure in addition to system failures) for the
intended application. To do so, the applicant needs to obtain from the aircraft manufacturer the
detailed list of failures that may degrade the RNP AR performance. The applicant then has to assess
the effect of those failures with respect to the intended operation using simulation means qualified as
representative of the aircraft configuration approved for RNP AR.

In both cases, all contingency procedures and operational limitations required to support the demonstration that the TLS
of the intended application is satisfied must be applied during the training programme.

4.12.8 Flight operational safety assessment (FOSA)

In certain circumstances, such as for RNP < 0.3 applications, approaches in areas of high terrain and other difficult
conditions, or approaches in complex high traffic density environments, a flight operational safety assessment (FOSA)
may need to be completed. Further guidance on how to conduct a FOSA is provided at Appendix E.

4.12.9 Documentation supporting the application for approval

4.12.8.1 Support data and information collated during the AR qualification and compliance assessment may include
inputs from one or all of the following: aircraft manufacturer, avionics supplier and operator.

4.12.8.2 Support documentation will vary in form and location of content depending on the governing regulations,
business processes and procedures, and other practices that may apply. Each is an acceptable means of compliance.
The result is there will not be a 1 for 1 correlation between one manufacturer’s documentation and another’s, or one
operator and another. However, what should be clear from any documentation set is what is relevant and applicable to
the PBN application and the associated operational approval, e.g. this could range from a single document whose
content clearly addresses RNP AR requirements only for regulatory approval, to a documentation set comprised of
multiple documents with clearly identified sections for RNP AR indexed to the application requirements.
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Chapter 4. Navigation Specification Job Aids 4-63

4.12.10 Job aid specific elements

PART 3. OPERATOR APPLICATION

Amend rows:

Annex Title Inclusion by Operator Comments by Inspector

C Aircraft eligibility — modifications (if

applicable)

Maintenance records documenting

installation or modification of aircraft
systems to achieve eligibility. Note: If
aircraft were not delivered in an RNP
AR operations compliant state, provide
details as to how each aircraft was
modified to become RNP AR
compliant. Where possible, reference
should be made to aircraft OEM
documentation.

D Continuing Airworthiness
Navigation database and RNP AR
APCH system maintenance practices.
Provide details of procedures for:
— Revising the electrical load
analysis for each aircraft when it is
modified and the electrical load is
changed.
— Assessing modification
documentation and managing the
aircraft configuration; including
procedures to modify any affected
synthetic training devices (aircraft
simulators or other training
systems).
— Software configuration
management to an individual
aircraft level.
Aircraft operational data updating
procedures e.g. navigation, terrain,
SATCOM calling databases.
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4-64 Performance-based Navigation (PBN) Operational Approval Manual

Add rows:

I Navigation database

Validation programme and procedures.

J Withdrawal of approval

Possibility of withdrawal of approval

following navigation error reports.

K Monitoring programme

Data collection plan.

L Flight operational safety assessment

(FOSA)

An established methodology for a

formal safety assessment of the
proposed operation.
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Chapter 4. Navigation Specification Job Aids 4-65

PART 4. CONTENTS OF THE OPERATOR APPLICATION

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 6) etc.) method) not accepted) and date)

1 Authorization request

Statement of intent to obtain

authorization.

2 Aircraft/navigation system 6.3.2.5

eligibility

Documents that establish

eligibility.

3 Training 6.3.2.6.2
6.3.5
Details of courses completed
(xxx91 operators).

Details of training
programmes (xxx121 and
xxx135 operators).

4 Operating policies and 6.3.2.6.3

procedures

Extracts from the operations

manual or other
documentation (xxx91
operators).

Operations manual and

checklists (xxx121 and
xxx135 operators).

5 Maintenance practices 6.3.2.6.5

6.3.6
Document navigation
database maintenance
practices.

6 MEL update 6.3.2.6.4

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4-66 Performance-based Navigation (PBN) Operational Approval Manual

PART 5. OPERATING PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 6) etc.) method) not accepted) and date)

1 Flight planning

1a Verify that the aircraft and 6.3.2

crew are approved for
RNP AR operations.

1b If dispatch predicated on Appendix 1 to

procedure with RF leg, verify Part C
AP/FD is operational. 5.5.3

1c Verify MEL. 6.3.4.1.1

1d Verify RNP availability. 6.3.4.1.3

1e Verify procedures for 6.3.4.1.4

NAVAID exclusion.

1f Verify that the navigation 6.3.4.1.5

database is current.

1g Review contingency 6.3.4.2.20

procedures/options. 6.3.4.2.21

1h Verify FPL:

“R” should appear in field 10

and PBN/T1 or T2 in
field 18.

2 Prior to commencing
procedure

2a Verify that the correct 6.3.4.2.1

procedure is loaded. 6.3.4.2.6

2b Verify correct RNP accuracy 6.3.4.2.3

requirements.

2c Cross-check the chart with 6.3.4.2.1

the RNAV system display. 6.3.4.2.6

2d Verify GNSS sensor in use 6.3.4.2.4

(only for multi-sensor
systems).

2e Inhibit specific NAVAIDS as 6.3.4.2.5

required.
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Chapter 4. Navigation Specification Job Aids 4-67

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 6) etc.) method) not accepted) and date)

2f Modify only to accept direct 6.3.4.2.1

to waypoint before FAF and
not preceding an RF leg or
to change altitude/speed
constraints in initial,
intermediate or missed
approach segments.

2g Confirm that the aircraft is 6.3.4.2.16

capable of complying with
the missed approach climb
gradient.

3 During procedure

3a Maintain centre line; monitor 6.3.4.2.7

track deviation; lateral
deviation limited to ±1/2
navigation accuracy (up to
1 x RNP in fly-by turns).
Execute missed approach if
1 x RNP is exceeded.

3b Maintain vertical path; 6.3.4.2.8

monitor vertical deviation — 6.3.4.2.9
limited to −22 m (−75 ft).
Execute a missed approach
if −22 m (−75 ft) is
exceeded.

3c For RNP < 0.3, cross-check 6.3.4.2.10

lateral and vertical guidance
against other data sources.

3d Do not exceed aircraft 6.3.4.2.11

category speeds in RF Legs.

3e Apply temperature 6.3.4.2.12

compensation as
appropriate.

3f Ensure that the local QNH is 6.3.4.2.13

set before FAF.

3g Cross-check altimeters after 6.3.4.2.14

IAF and before FAF ±30 m
(±100 ft).

3h Do not exceed 30 m (100 ft) 6.3.4.2.15

vertical deviation at VNAV
capture.

3i If LNAV is disengaged at 6.3.4.2.18

TOGA, re-engage as quickly
as possible.
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4-68 Performance-based Navigation (PBN) Operational Approval Manual

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Doc 9613,
Volume II, (Document
Part C, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 6) etc.) method) not accepted) and date)

3j Manage speed to maintain 6.3.4.2.19

track in any go-around.

3k Comply with the 6.3.4.2.5

manufacturer’s
instructions/procedures.

3l Use FD and/or AP. 6.3.4.2.7

4 RF requirements

4a Be established on procedure Appendix 1 to

prior to RF leg. Part C
5.5.5

4b Cross-track deviation not to Appendix 1 to

exceed ½ RNP. Part C
5.5.6

4c Do not exceed maximum Appendix 1 to

airspeed associated with Part C
design. 5.5.7
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Chapter 4. Navigation Specification Job Aids 4-69

PART 6. CONTINGENCY PROCEDURES

Specific State Operator Inspector Follow-up by

Specific ICAO guidance compliance disposition/ inspector
reference reference description comments (optional)
# Topic
(Document
(Doc 4444, (AC/AMC/CA, reference/ (Accepted/ (Status
Chapter 15) etc.) method) not accepted) and date)

1 Contingencies

1a Advise ATC if unable to 15.2.1.1

comply with the requirements
for an RNP AR APCH.

1b Air-ground communications 15.3

failure.

1c If unable to follow RF turn Doc 9613,

due to system failure, Volume II,
maintain bank and roll out on Appendix 1 to
charted exit course. Inform Part C
ATC. 5.5.8

______________________
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Appendix A

AREA NAVIGATION SYSTEMS

1. GENERAL

1.1 An area navigation system automatically accepts inputs from various positioning sources. These can be
ground-based NAVAIDS, satellite or airborne systems, e.g. VOR, DME, INS or GNSS. The quality of the available NAVAID
infrastructure has a direct impact on the accuracy of the navigation solution. The area navigation system computes aircraft
position, velocity, track angle, vertical flight path angle, drift angle, magnetic variation, barometric-corrected altitude,
estimated time of arrival and wind direction and magnitude. It may also perform automatic radio NAVAID tuning as well as
support manual tuning. While navigation can be based upon a single navigation signal source (e.g. GNSS), most systems
are multi-sensor area navigation systems. Such systems use a variety of navigation sensors including GNSS, DME, VOR
and IRS, or AHRS, to compute the position and velocity of the aircraft. While the implementation may vary, the system will
typically base its calculations on the most accurate positioning sensor available.

1.2 The area navigation system will confirm the validity of the individual sensor data and, in most systems, will
also confirm the consistency of the computed data before they are used. GNSS data are subjected to rigorous integrity and
accuracy checks prior to being accepted for navigation position and velocity computation. DME and VOR data are typically
subjected to a series of reasonableness checks prior to being accepted for radio updating. This difference in rigour is due to
the capabilities and features designed into the navigation sensor technology and equipment. For multi-sensor area
navigation systems, if GNSS is not available for calculating position/velocity, then the system may automatically select a
lower priority update mode such as DME/DME or VOR/DME. If these radio update modes are not available or have been
deselected, then the system may automatically revert to inertial coasting (i.e. navigation with reference to INS information or
AHRS DR). For single-sensor systems, sensor failure may lead to a dead reckoning mode of operation. If the area
navigation system is using ground NAVAIDS, it uses its current estimate of the aircraft’s position and its internal database
to automatically tune the ground stations in order to obtain the most accurate radio position.

1.3 Area navigation enables the aircraft to fly a path, or “leg”, between points, called “waypoints”, which are not
necessarily co-located with ground-based navigation aids. If a navigation database is included in the area navigation
system then the data in the database are specific to an operator’s requirements. These data are taken from the States’
aeronautical information publications (AIPs) in the form of route structures, instrument flight procedures, runways and
NAVAIDS. The intended flight path is programmed into the area navigation system by selection or input of a series of
waypoints, or by loading a complete route or procedure description from the navigation database. If there is no database
the pilot must insert all waypoint data.

1.4 The intended flight path is displayed to the pilot. Lateral and, where available, vertical guidance are
provided to the pilot on displays in the primary field of view. Area navigation systems are generally coupled, or capable
of being coupled, directly to the auto-flight system (autopilot).

1.5 More advanced area navigation systems include a capability for performance management where
aerodynamic and propulsion models are used to compute vertical flight profiles matched to the aircraft and able to satisfy
the constraints imposed by the procedure. A performance management function can be complex, utilizing fuel flow, total
fuel, flap position, engine data and limits, altitude, airspeed, Mach, temperature, vertical speed, progress along the flight
plan and pilot inputs to determine the optimum path. Area navigation systems routinely provide flight progress information
for the waypoints en-route, for terminal and approach procedures, and the origin and destination. The information includes
estimated time of arrival and distance-to-go, which are both useful in tactical and planning coordination with ATC.

App A-1
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App A-2 Performance-based Navigation (PBN) Operational Approval Manual

2. GUIDANCE AND CONTROL

2.1 An area navigation system provides lateral guidance and, in many cases, vertical guidance. The lateral
guidance function compares the aircraft’s position generated by the navigation function with the desired lateral flight path
and then generates steering commands to fly the aircraft along the desired path. Geodesic or great circle paths join the
flight plan waypoints and circular transition arcs between these legs are calculated by the area navigation system. The
flight path error is computed by comparing the aircraft’s present position and direction with the reference path. Roll
steering commands to track the reference path are based upon the path error. These steering commands are output to a
flight guidance system, which either controls the aircraft directly or generates commands for the flight director. The
vertical guidance function, where included, is used to control the aircraft along the vertical profile within constraints
imposed by the flight plan. The outputs of the vertical guidance function are typically pitch commands to a display and/or
flight guidance system, and thrust or speed commands to displays and/or an auto-thrust function.

2.2 Display and system controls provide the means for system initialization, flight planning, computation of
path deviations, progress monitoring, active guidance control and presentation of navigation data for flight crew
situational awareness.

3. NAVIGATION DATABASE

3.1 Operators purchase the navigation data from third-party companies, known as data houses, which compile
the navigation information from each State to support the operator’s requirement. These data houses produce the
datasets which are packaged and shipped in ARINC 424 format to the original equipment (area navigation system)
manufacturers (OEMs). The OEMs, known as “data packers”, code the datasets for the appropriate (target) area
navigation systems. The databases are updated and validated in accordance with the ICAO AIRAC. Each area
navigation system uses its own proprietary binary database format. Furthermore, each operator has a specific
requirement for navigation data.

3.2 If the data in the dataset are incorrect, the data in the database will be incorrect and the pilot may not be
aware of this. Each navigation specification includes requirements to ensure that the navigation database integrity is
maintained and to ensure that only valid databases are used. The flight path extracted from the database should also be
checked for accuracy and consistency against the chart information before and during every area navigation operation.

3.3 When using an area navigation system with a database, the pilot will select the route/procedure or the
waypoints defining the flight planned route from the database to create a route in the area navigation system. For area
navigation systems without a database, the pilot will manually insert the waypoints (key in the coordinates of each
waypoint required) to define the route.

4. RNAV WAYPOINTS

4.1 A significant point is defined as a specified geographical location used to define an area navigation route or
the flight path of an aircraft employing area navigation. There are three categories of significant points: ground-based
navigation aid, intersection and waypoint. An intersection is a significant point expressed as radials, bearings and/or
distances from ground-based navigation aids. Area navigation systems use only significant points that are defined by
geographic coordinates in WGS-84 and data houses convert fixes into “computer navigation fixes” with associated
coordinates. Fixes are associated only with conventional navigation and are not used in PBN. All significant points are
treated as “waypoints” within the area navigation system. Significant points are identified as follows:

a) by a five-letter unique name code, e.g. BARNA;

b) by the three-letter ICAO identifier for the NAVAID, e.g. OTR;

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Appendix A. Area Navigation Systems App A-3

c) by an alphanumeric name code if used in terminal airspace only, e.g. DF410.

4.2 Area navigation routes/procedures can specify a path laterally, longitudinally and vertically. The waypoints
are used to indicate a change in direction (track), speed and/or height. In SIDs and missed approaches, turns may be
predicated on altitude rather than waypoint location. The area navigation system will fly routes and procedures in a
consistent manner but the actual track will depend upon the waypoint transition and, in terminal procedures, on the leg
types used to define the procedure. Waypoint transition may be:

a) flyover;

b) fly-by;

c) fixed radius.

4.3 A flyover waypoint requires that the turn is initiated when the aircraft passes overhead the waypoint. All
area navigation systems are capable of a flyover turn followed by a manoeuvre to recapture the next leg. A fly-by
waypoint requires the area navigation system to calculate a turn anticipation before the aircraft reaches the waypoint to
allow interception of the next segment without the aircraft passing overhead the waypoint. The turn anticipation distance
depends on aircraft ground speed and the angle of bank applied in the turn. Turn anticipation does not provide track
guidance during the turn, and cross-track error cannot be monitored until the aircraft is established on the subsequent
leg. The effectiveness of the turn anticipation algorithm is limited by variation in ground speed during the turn
(e.g. headwind to tailwind) and the achieved bank angle. Undershooting or overshooting of the turn can occur and crew
intervention may be required. Fly-by functionality is called up in many navigation specifications but is not always
available on older and less capable area navigation systems.

4.4 A fixed radius turn is defined differently in en-route and on terminal procedures. In the former, which is
known as a fixed radius transition (FRT), a fixed radius value is associated with a waypoint, and the area navigation
system is required to fly by that waypoint using the same turn radius regardless of the aircraft ground speed. In the latter
case, the ground track is defined in the database with a waypoint at the start and end of the turn and the leg type
specified as a radius to fix (RF) leg. In both cases the turn is a fixed circular track over the ground with tangential
inbound and outbound legs. The area navigation system monitors cross-track error during the turn and provides
guidance to maintain the circular track. RF and FRT functionality are not available on many older RNAV systems.

5. RNAV PERFORMANCE

PBN requirements are specified in terms of lateral, vertical and 4-D accuracy; integrity; continuity; availability and
functionality. (Only one navigation specification to date addresses “time of arrival” (4-D) requirements.)

5.1 Accuracy

5.1.1 The accuracy achieved by an area navigation system depends on the position and timing sources, the
RNAV system, the flight guidance and the navigation database. The total system error (TSE) is usually computed as a
root sum square of the navigation system error (NSE), the flight technical error (FTE) and the position definition error
(PDE).
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App A-4 Performance-based Navigation (PBN) Operational Approval Manual

5.1.2 The lateral track accuracy is based upon the path that has been defined by the area navigation system, the
navigation sensor used to estimate the position, and the ability of the pilot and aircraft guidance system to fly the defined
path. Each navigation specification identifies the 95 per cent accuracy requirement and may place additional constraints
on certain of the error sources. For example, the FTE requirement is usually set at one-half full-scale deflection (FSD),
where, FSD = the 95 per cent accuracy requirement. Positioning sources may be limited, for example to DME/DME and
GNSS only. Additional data integrity checks may be required to limit the potential for path definition error.

5.1.3 Position estimation accuracy is related to the type of navigation sensor used and the associated NSE. The
NSE depends upon the signal-in-space and the dilution of precision (DOP) resulting from the relative angle that the
signals subtend at the antenna.

5.1.4 Some sensors are better suited to PBN operations than others:

a) NDB is not suitable for any area navigation systems.

b) VOR accuracy deteriorates with range and is appropriate only for RNAV 5 applications.

c) DME/DME requires there to be sufficient stations with appropriate geometry in order to support some
PBN applications in continental en-route and terminal airspace. A position estimation accuracy
sufficient for ±1 NM accuracy requires that the signals from a pair of DME stations subtend more than
30 degrees but less than 150 degrees at the aircraft antenna.

d) GNSS is the most accurate PBN positioning source and can be used in all PBN applications.

5.1.5 Vertical profile accuracy is, similarly, based upon the vertical path defined by the area navigation system,
the sensor used to estimate the altitude, the vertical component of any along-track error and the ability of the pilot and
aircraft guidance system to fly the defined profile. At present there are two vertical sensor sources for area navigation
systems: barometric altimetry and SBAS.

5.2 Integrity

5.2.1 Integrity is the degree of confidence that can be placed in the guidance provided by the area navigation
system. Any malfunction of the area navigation system or associated equipment (e.g. sensors) must not occur more
than once in 100 000 flight hours. The pilot must be alerted if the system malfunctions.

5.2.2 In RNP systems, the pilot must also be alerted if the probability that the total system error (TSE) is greater
than the 95 per cent accuracy requirement exceeds 10–5. In GNSS-equipped area navigation systems this is usually
achieved using the receiver autonomous integrity monitoring (RAIM) function or the aircraft autonomous integrity
monitoring (AAIM) function. SBAS also provides an integrity monitoring function.

5.2.3 The RAIM function in the GNSS receiver compares a series of position estimations using the available
satellite signals and generates an alert if one of the position estimations exceeds a pre-set threshold value (horizontal
alert limit (HAL)). This is known as fault detection (FD) and requires a minimum of five satellites in view, although a
barometric input may be used instead of one satellite. More recent RAIM versions detect the fault and exclude the faulty
satellite from the positioning solution without necessarily generating any alert. This is known as fault detection and
exclusion (FDE) and requires a minimum of six satellites in view. RAIM availability is determined by calculating the
radius of a circle, as a function of the RAIM threshold and the satellite geometry at the time of the measurements, which
is centred on the GPS position solution and is guaranteed to contain the true position. If this radius is less than HAL,
RAIM is available. The AAIM function compares the GNSS position estimation with the on-board inertial navigation
position and generates an alert if the pre-set threshold values are breached. SBAS detects GPS satellite signal errors
and broadcasts corrections to all users.
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Appendix A. Area Navigation Systems App A-5

5.3 Availability and continuity

In order to perform a specific navigation application, both the signals-in-space and the aircraft systems must meet the
required accuracy and integrity for that operation. Availability is a measure of the probability that this will be the case
when the operation is to be performed. Continuity is a measure of the probability that it will continue to be the case for
the duration of the operation. The service provider is responsible for ensuring that the signal is available and continues
to be available. However, the navigation specifications do not specify a measure of availability, and operators are
required to check the availability prior to departure and again prior to commencing an operation. The navigation
specifications all require that the airborne systems meet a continuity of 10–4 per flight hour. This is often achieved
through redundancy (additional capability to handle failures), or by the carriage of additional systems (e.g. IRS/IRU). The
probability of failure and therefore being unable to complete an operation must be acceptably low.

5.4 On-board performance monitoring and alerting

RNP systems do not necessarily provide the pilot with a warning when the lateral accuracy limits have been exceeded.
Most RNP specifications require that the area navigation system, or the area navigation system and pilot in combination,
provide an alert if the accuracy requirement is not met or if the probability that the lateral TSE exceeds a specified value
is greater than 10–5. RNP systems typically have an NSE monitoring and alerting algorithm, which generates an alert,
and displays FTE via a lateral deviation indicator, which is monitored by the crew.

5.5 Functionality

5.5.1 The following system functions are the minimum required to conduct area navigation operations:

a) continuous indication of aircraft position relative to track to be displayed to the pilot flying (and the pilot
monitoring) on a navigation display situated in the primary field of view;

b) display of distance and bearing to the active (To) waypoint;

c) display of ground speed or time to the active (To) waypoint;

d) navigation data storage (usually a navigation database);

e) appropriate failure indication of the area navigation system, including failed sensors or degraded mode
of performance.

5.5.2 Each navigation specification identifies additional functionalities which may include:

a) non-numeric lateral and vertical deviation displays in the primary field of view, automatically saved to
the area navigation computed path and with full-scale deflection based upon the required TSE;

b) map displays with appropriate scales;

c) the means to retrieve and display data, including entire area navigation routes/procedures, from a
navigation database;

d) display active sensor type;

e) execute “direct to” function;

f) automatically sequence legs and display the sequencing (fly-by, flyover, turn at altitude);
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App A-6 Performance-based Navigation (PBN) Operational Approval Manual

g) execute leg transitions and maintain tracks consistent with ARINC 4241 path terminators (CA, CF, DF,
FA, FM, HA, HF, HM, IF, RF, VA, VI and VM);

h) define a vertical path by altitude constraints at two waypoints or by vertical path angle at a waypoint;

i) provide guidance to a vertically constrained waypoint;

j) display altitude restrictions and vertical path angles;

k) execute fixed-radius transitions;

l) automatic reversion to alternate sensor when primary sensor fails;

m) execute parallel offset;

n) maintain continuous track guidance upon initiation of missed approach/go-around;

o) ensure that lower navigation accuracy is achieved by the waypoint which marks the start of the leg
with the lower accuracy requirement;

p) appropriate alert when the NSE limit cannot be assured.

5.6 Deviation display

There are a number of different ways in which lateral deviation can be displayed: the course deviation indicator (CDI)
and the horizontal situation indicator (HSI) are both avionic instruments that display deviation from track by means of
pointers; navigation performance scales (NPS) and also L/DEV and V/DEV provide a graphical representation of the
achieved lateral and vertical performance, together with an indication of available flight technical error remaining;
numeric displays of achieved navigation performance and, finally, the navigation map display. In general, a map display,
or a numeric indicator is considered to be adequate for RNP 2 and higher, while deviation indicators such as CDI and
HSI are required for lower RNP accuracy values, and NPS or L/DEV and V/DEV, together with FD and/or AP, are
required for low RNP accuracy values.

______________________

1. ARINC 424 is a de facto industrial standard for navigation databases developed for use in airborne area navigation systems and is
referenced in a number of ICAO documents.
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Appendix B

EXAMPLE REGULATORY TEXT

XXX.001 APPLICATION FOR A SPECIFIC APPROVAL

a) An applicant for the initial issue of a specific approval shall provide the [Competent Authority] with the
documentation required, as detailed on the application form, and the following information:

1) the official name, address and mailing address of the applicant; and

2) a description of the intended operation.

b) An applicant for a specific approval shall provide evidence to the [Competent Authority] that:

1) the applicant complies with the requirements;

2) the aircraft and required equipment fulfil the applicable airworthiness requirements, are maintained
according to the approved maintenance programme and are approved when required;

3) a training programme has been established for flight crew and, as applicable, personnel involved in
these operations; and

4) operating procedures in accordance with the requirements have been documented. Operating
procedures should be documented in the operations manual. If an operations manual is not required,
operating procedures may be described in a procedures manual.

c) An operator shall retain records relating to the requirements of a) and b) above at least for the duration of
the operation requiring the specific approval.

XXX.002 PRIVILEGES OF AN OPERATOR HOLDING A SPECIFIC APPROVAL

The scope of the activity that the operator is approved to conduct shall be documented and specified:

a) for commercial operators, in the operations specifications associated to the air operator certificate; and

b) for non-commercial operators, in the list of specific approvals.

XXX.003 CHANGES TO OPERATIONS SUBJECT TO A SPECIFIC APPROVAL

In case of a change that affects the conditions of a specific approval, the operator shall provide the relevant
documentation to the competent authority and obtain prior approval for the change to operation, documented
by an amendment to the approval document XXX.003.

App B-1
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App B-2 Performance-based Navigation (PBN) Operational Approval Manual

XXX.004 CONTINUED VALIDITY OF A SPECIFIC APPROVAL

Specific approvals shall be issued for an unlimited duration. They shall remain valid subject to the operator
remaining in compliance.

XXX.PBN.001 PBN OPERATIONS

An aircraft shall be operated only in designated airspace, on routes or in accordance with procedures where
compliance with performance-based navigation (PBN) specifications is required if the operator has been
approved by the competent authority.

Guidance material for the global performance specifications, approval process, aircraft requirement (e.g. generic
system performances, accuracy, integrity, continuity, signal-in-space, RNP specifications required for the on-board
performance monitoring and alerting system), requirements for specific sensor technologies, functional
requirements, operating procedures, flight crew knowledge and training and navigation database integrity
requirements can be found in the PBN manual (Doc 9613) and the applicable documents listed in the table below.

Flight Phase

En-route STAR Approach SID Applicable Complementary

documents guidance material
Oceanic/
remote Continental Initial Intermediate Final Missed

RNAV 10 ✕ AC 91-001 EASA AMC 20-12

FAA AC 90-105( )

RNAV 5 ✕ AC 91-002 EASA AMC 20-4

FAA AC 90-105( )

RNP 4 ✕ AC 91-004 FAA AC 90-105( )

RNP 2 ✕ ✕ TBD FAA AC 90-105( )

RNAV 2 ✕ ✕ AC 91-003 EASA TBA

FAA AC 90-100( )

RNP 1 ✕ ✕ ✕ ✕ ✕ AC 91-006 EASA TBA

FAA AC 90-105( )

RNAV 1 ✕ ✕ ✕ ✕ ✕ AC 91-003 EASA JAA TGL10

FAA AC 90-100( )

A-RNP ✕ ✕ ✕ ✕ ✕ ✕ ✕ TBD FAA AC 90-105( )

RNP APCH ✕ ✕ ✕ ✕ AC 91-008

(LNAV) EASA AMC 20-27
RNP APCH ✕ ✕ ✕ ✕ AC 91-010 FAA AC 90-105( )
(LNAV/VNAV)

RNP APCH ✕ ✕ TBD EASA AMC 20-28

(LP/LPV) FAA AC 90-107

RNP AR ✕ ✕ ✕ ✕ ✕ ✕ AC 91-009 EASA AMC 20-26

FAA AC 90-101

RF ✕ ✕ ✕ ✕ ✕ TBD FAA AC 90-105( )

Electronic ✕ ✕ ✕ ✕ ✕ ✕ ✕ TBD EASA Part 21,

data Subpart G
management FAA AC 20-153
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Appendix B. Example Regulatory Text App B-3

XXX.PBN.002 PBN OPERATIONAL APPROVAL

To be issued a PBN operational approval by the [Competent Authority], the operator shall provide evidence that:

a) the relevant airworthiness approval of the RNAV system has been obtained;

b) a training programme for the flight crew involved in these operations has been established; and

c) operating procedures have been established specifying:

1) the equipment to be carried, including its operating limitations and appropriate entries in the minimum
equipment list (MEL);

2) flight crew composition and experience requirements;

3) normal procedures;

4) contingency procedures;

5) monitoring and incident reporting; and

6) electronic navigation data management.

XXX.PBN.003 ELECTRONIC NAVIGATION DATA MANAGEMENT

Electronic navigation data products that have been processed for application in the air and on the ground shall
be used only once the [Competent Authority] has approved the operator’s procedures for:

a) ensuring acceptable standards of data integrity and compatibility with the intended function;

b) continual monitoring of the related data processes and the products; and

c) ensuring the timely distribution and insertion of electronic navigation data.

______________________
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Appendix C

EXAMPLE OPERATIONS SPECIFICATION (OPS SPEC) ENTRIES

Note.— The PBN approval is detailed within the Ops Spec.

OPERATIONS SPECIFICATIONS
(subject to the approved conditions in the operations manual)

1
ISSUING AUTHORITY CONTACT DETAILS

Telephone: ______________________ Fax: ______________________ Email: _______________________

2 3 4
AOC# : _______________ Operator name : _______________ Date : _________________ Signature: __________________

Dba trading name: ___________________

5
Aircraft model :

Types of operation: Commercial air transportation ☐ Passengers ☐ Cargo ☐ Other6: ___________________

7
Area(s) of operation :

8
Special limitations :

9
SPECIAL AUTHORIZATIONS YES NO SPECIFIC APPROVALS REMARKS

Dangerous goods ☐ ☐

Low visibility operations

Approach and landing ☐ ☐ 10

CAT : _____ RVR: _____ m DH: _____ ft

Take-off ☐ ☐ 11
RVR : _____ m

RVSM
12
☐ N/A ☐ ☐

EDTO
13
☐ N/A ☐ ☐ 14
Threshold time : _____ minutes

14
Maximum diversion time : _____ minutes

Navigation specifications for ☐ ☐ 16

15
PBN operations

17
Continuing airworthiness

Other
18
☐ ☐

App C-1
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App C-2 Performance-based Navigation (PBN) Operational Approval Manual

Notes.—
1. Telephone and fax contact details of the authority, including the country code. Email to be provided if available.
2. Insert the associated AOC number.
3. Insert the operator’s registered name and the operator’s trading name, if different. Insert “dba” before the trading name (for “doing
business as”).
4. Issuance date of the operations specifications (dd-mm-yyyy) and signature of the authority representative.
5. Insert the Commercial Aviation Safety Team (CAST)/ICAO designation of the aircraft make, model and series, or master series, if a series
has been designated (e.g. Boeing-737-3K2 or Boeing-777-232). The CAST/ICAO taxonomy is available at:
http://www.intlaviationstandards.org/.
6. Other type of transportation to be specified (e.g. emergency medical service).
7. List the geographical area(s) of authorized operation (by geographical coordinates or specific routes, flight information region or
national or regional boundaries).
8. List the applicable special limitations (e.g. VFR only, day only).
9. List in this column the most permissive criteria for each approval or the approval type (with appropriate criteria).
10. Insert the applicable precision approach category (CAT I, II, IIIA, IIIB or IIIC). Insert the minimum RVR in metres and decision height in
feet. One line is used per listed approach category.
11. Insert the approved minimum take-off RVR in metres. One line per approval may be used if different approvals are granted.
12. “Not applicable (N/A)” box may be checked only if the aircraft maximum ceiling is below FL 290.
13. If extended diversion time operations (EDTO) approval does not apply based on the provisions in Annex 6, Part I, Chapter 4, 4.7, select
“N/A”. Otherwise a threshold time and maximum diversion time must be specified.
14. The threshold time and maximum diversion time may also be listed in distance (NM), as well as the engine type.
15. Performance-based navigation (PBN): one line is used for each PBN specification authorization (e.g. RNAV 10, RNAV 1, RNP 4), with
appropriate limitations or conditions listed in the “Specific Approvals” and/or “Remarks” columns.
16. Limitations, conditions and regulatory basis for operational approval associated with the performance-based navigation specifications
(e.g. GNSS, DME/DME/IRU). Information on performance-based navigation, and guidance concerning the implementation and
operational approval process, are contained in the Performance-based Navigation (PBN) Manual (Doc 9613).
17. Insert the name of the person/organization responsible for ensuring that the continuing airworthiness of the aircraft is maintained and the
regulation that requires the work, i.e. within the AOC regulation or a specific approval (e.g. EC2042/2003, Part M, Subpart G).
18. Other authorizations or data can be entered here, using one line (or one multi-line block) per authorization (e.g. special approach
authorization, MNPS, approved navigation performance).
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Appendix C. Example Operations Specification (Ops Spec) Entries App C-3

Example entries are illustrated below:

Special Authorizations Yes No Specific Approvals Remarks

Navigation specifications for RNAV 10 Primary sensor GNSS.

PBN operations

RNAV 5 Also valid for B-RNAV

routes.

Approval based upon GNSS

and DME/DME.

RNAV 1 and 2 Also valid for P-RNAV

routes/procedures.

RNP 1 Authorized for RF legs.

RNP APCH (LPV) Approval based upon SBAS.

Authorized for approaches to

LPV, LNAV/VNAV or LNAV
minima.

RNP AR APCH RNP 0.15

Authorized for RF legs.

RNP 0.2 in missed approach.

AP required.

Dual FMS/IRS required.

______________________
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Appendix D

EXAMPLE APPLICATION FORM

APPLICATION FOR XXXX OPERATIONAL APPROVAL OR RENEWAL

Please complete the form in BLOCK CAPITALS using black or dark blue ink.

This form is designed to elicit all the required information from those operators requiring [Insert PBN type] operations
approvals. The completed form and supporting documentation should be submitted to [Insert Name of Authority] at the
address listed below:

Xxxx _____________________
Xxxx _____________________
Xxxx _____________________
Xxxx _____________________

Section I Operator/airframe details (completion is mandatory)

Section II Notes for completion
Section III Signature (completion is mandatory)
Section IV Operator’s submissions matrix (completion is mandatory)

SECTION I. OPERATOR/AIRFRAME DETAILS

1. Applicant details

Provide official name, address, mailing address, e-mail address and contact telephone/facsimile numbers.

2. Aircraft details
Aeroplane type(s), series and registration mark(s)

Aeroplane type Aeroplane series Registration

App D-1
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App D-2 Performance-based Navigation (PBN) Operational Approval Manual

SECTION II. NOTES FOR COMPLETION

1. Applicability

General description of the operation with references to appropriate standards and guidance material.

2. Operator’s submissions matrix

Section IV of this application form is the operator’s submissions matrix. All applicants should complete this matrix
in full. If more than one type of aircraft/fleet is included in a single application a completed matrix should be
included for each aircraft/fleet.

FAILURE TO COMPLETE THE SUBMISSIONS MATRIX MAY RESULT IN A DELAY IN PROCESSING THE
APPLICATION.

3. Documents to be included with the submission

Copies of all documents referred to in the operator’s submissions matrix should be included when returning the
completed application form to the [Insert Name of Authority]. Original documents should not be sent; photocopies
are sufficient. Do not send complete manuals, only the relevant sections/pages.

FAILURE TO INCLUDE ALL RELEVANT DOCUMENTATION MAY RESULT IN A DELAY IN PROCESSING

THE APPLICATION.

4. Submissions and enquiries

Address for submissions and contact details for enquiries.

SECTION III. SIGNATURE

Signature: .................................................................................
Name (block letters): .................................................................
Title: ..........................................................................................
Date: .........................................................................................
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Appendix D. Example Application Form App D-3

SECTION IV. OPERATOR’S SUBMISSIONS MATRIX

Reference documents Submission based upon current regulatory List of appropriate

material. documents

Compliance statement should show how

criteria have been satisfied.

Airworthiness navigation Specify to what standards the navigation List of applicable

system capability system complies. standards/TSOs/guidance
compliance statement material

Aircraft flight manual Copy of the extract from the AFM showing the
certification standard for PBN operation.

Navigation system Full details of navigation system, FMS and

FMS/autopilot interface autopilot including type, number, software
capability version.

Navigation accuracy Statement of certified navigation accuracy.

Navigation database Details of the supplier of the navigation

database, the supplier’s approval status and,
where necessary, additional quality
assurance/data integrity checks applied by the
operator or the supplier.

Maintenance Details of maintenance procedures applicable

to the navigation system and associated
databases.

Charts Details of the supplier of charts, supplier’s

approval status and, where necessary,
additional quality assurance/data integrity
checks applied by the operator or the supplier.

Error reporting Outline of error reporting process and

procedures for error analysis, prevention and
correction, including feedback to the CAA,
navigation database and chart suppliers, as
well as OEMs.

Standard operating Details of applicable operating procedures. It

procedures is recommended that the manufacturer’s
procedures are used as a starting point.

Operations manual Details of dispatch requirements (navigation

accuracy, MEL, RAIM, NOTAMs); RTF
phraseology; SOPs; crew authorization
requirements; training and testing
requirements.

Any further comments

______________________
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Appendix E

FLIGHT OPERATIONAL SAFETY ASSESSMENTS (FOSAs)

1. FOSA OVERVIEW

1.1 Why is a FOSA needed?

1.1.1 In some cases the operational needs of stakeholders lead to procedure designs which may or may not
comply with Required Navigation Performance Authorization Required (RNP AR) Procedure Design Manual (Doc 9905)
but which require the aircraft to be operated in a manner that was not considered in its airworthiness approval.

1.1.2 A FOSA is intended to address this nominal mismatch.

1.1.3 When RNP AR APCH is being implemented it is for a specific reason, e.g. improved access, safety,
efficiency. The FOSA process helps to ensure that the operational needs, the limits of safe and efficient aircraft
performance, the means of assuring repeatable and predictable flight operations, the means of safe flight operations
when faced with aircraft failures and hazardous conditions, etc., are understood by all relevant stakeholders. As a result
the aircraft operations, procedure design, contingency arrangements, training and maintenance will all be at the level
necessary for flight and operational safety.

1.2 When should a FOSA be conducted?

A FOSA should be conducted for each RNP AR approach procedure where the more stringent aspects of the nominal
procedure design criteria (as per Doc 9905) are applied (i.e. RF legs after the FAF, RNP missed approaches less than
1.0, RNP final approaches less than 0.3) or where the application of the default procedure design criteria is in an
operating environment with special challenges or demands.

1.3 How should a FOSA be carried out?

1.3.1 The FOSA should ensure that for each specific set of operating conditions, aircraft and environment, all
failure conditions are assessed and, where necessary, mitigations are implemented to meet the safety criteria. The
assessment should give proper attention to the inter-dependence of the elements of procedure design, aircraft capability,
crew procedures and operating environment.

1.3.2 The functional areas presented in Figure E-1 have been identified as elements to assess collectively in a
typical FOSA. The FOSA should act as the “glue” to combine and analyse the risks associated with the RNP AR system.

2. REQUIRED DEPTH OF A FOSA

The depth of a FOSA and the associated level of resources are very important issues for stakeholders. Three factors
that influence the required depth of a FOSA are:

App E-1
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App E-2 Performance-based Navigation (PBN) Operational Approval Manual

Aircraft
performance Navigation services

Flight crew
operations
FOSA Infrastructure

Aircraft failures

ATC operations
Operating
conditions

Figure E-1. Elements to consider in a FOSA

a) how challenging the proposed procedure design is relative to the airworthiness approval/qualification;

b) the operational and obstacle environment; and

c) the previous experience of stakeholders and the availability of appropriate previous safety assessments.

2.1 Airworthiness approval/qualification

2.1.1 In order to meet the RNP AR eligibility requirements (the PBN manual (Doc 9613), Volume II, Part C, 6.3.3)
the manufacturer needs to establish that the criteria for assessing probable failures during the aircraft qualification
demonstrated that the aircraft trajectory is maintained:

a) within 1 x RNP of the lateral track, 95 per cent of the flight time; and

b) within the vertical path, 99.7% of flight time.

Proper documentation of this demonstration in the aircraft flight manual (AFM), AFM extension, or appropriate aircraft
operational support document alleviates the need for operational evaluations.
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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-3

2.1.2 RNP-significant improbable failure cases should also be assessed to show that, under these conditions,
the aircraft can be safely extracted from the procedure. Failure cases may include dual system resets, flight control
surface runaway and complete loss of flight guidance function.

2.1.3 The aircraft performance demonstration during the operational evaluations can be based on a mix of
analyses and flight technical evaluations using expert judgement. Aircraft performance in the event of failures, as well as
in normal conditions, should therefore be available in the AFM or an equivalent document.

2.2 Operational and obstacle environment

2.2.1 If the procedure is being introduced for noise alleviation purposes and there are no obstacles close to the
route (within 2 × RNP), a less detailed FOSA may be appropriate. No FOSA is required if the default RNP values of 1, 1,
0.3 and 1 are used for the procedure.

2.2.2 If a very complex and challenging procedure is being introduced for better access to a runway surrounded
by challenging terrain/obstacles, a more detailed FOSA may be considered advisable (if no prior examination/
assessment is found to be applicable — see below).

2.3 Previous experience of stakeholders

and availability of appropriate previous FOSAs

2.3.1 The specific history and circumstances of the RNP AR APCH implementation and the associated
stakeholders will affect the depth of the FOSA. Important factors include whether:

a) a new procedure is being developed, or one already exists, that is flown by other carriers and/or by
other aircraft types;

b) relevant FOSAs exist for the procedure or for other similar applications;

c) a carrier with an RNP-certified aircraft already has the manufacturer’s AFM, operations manual, crew
procedures, dispatch guidance, minimum equipment criteria for RNP, compliance assessments, etc.,
that were considered valid from a previous similar RNP AR application;

d) the ANSP and regulator(s) have previous experience with RNP AR approaches and FOSA at this
airport or similar locations.

2.3.2 When it is determined that no FOSA has to be performed, a rationale should be provided, e.g. “not
applicable as covered by basic aircraft certification and/or prior operational approvals and FOSA”.

3. HOW TO CONDUCT A FOSA

3.1 Overview of the main steps

Within aviation a number of safety assessment methodologies are in use. There is usually a large degree of
commonality between them, and it is difficult to identify one as clearly the best in all situations. The method illustrated in
Figure E-2 was developed to be consistent with previous FOSA material and more general safety assessment material.
It is likely that many organizations planning RNP AR approaches will already have their own safety assessment
processes in place. It is expected that the steps below will be represented within these processes.
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App E-4 Performance-based Navigation (PBN) Operational Approval Manual

1. System
definition

2. Setting safety
criteria

3. Identification
of hazards

5. Causal analysis and

4. Consequence analysis
likelihood estimation

6. Determination of
potential mitigations

7. Risk acceptability Risk reduction

Fails to meet measures
criteria

Meets
criteria

8. Documentation
of FOSA

Figure E-2. Main steps in a FOSA

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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-5

3.2 Details of each step

Step 1 — System definition

3.2.1 The following information should be gathered with respect to the proposed RNP AR APCH procedure:

a) the proposed procedure design and details of the proposed operations including FMS coding issues;

b) aircraft information, e.g. compliance documents against applicable States regulations, in particular the
aircraft RNP system performance under operational, rare, normal and non-normal conditions which
should be documented to support the FOSA exercise;

c) flight crew procedures and training;

d) dispatch procedures and training;

e) proposed minimum equipment list (or RNP AR required equipment list);

f) any special maintenance requirements;

g) airport and airspace environment;

h) navigation infrastructure;

i) ATC facilities (including surveillance and communications), procedures and intended training with
respect to RNP AR operations; and

j) monitoring programme.

3.2.2 This should be used to put together a system description which is suitable and sufficient to conduct the
FOSA. It should be ensured that all relevant elements are included, i.e. not just equipment hardware but human aspects,
procedures, software, firmware and environmental aspects. As part of this step, assumptions made in AR guidance
documents will need to be checked and validated.

3.2.3 With the system defined it is recommended that a small group of experts spend a short amount of time to
identify the difficult elements of the approach, any human factors issues and any key hazards. This information will help
to understand the exact requirements and necessary outcomes of the FOSA process. Subsequently an estimation of the
depth of analysis required and the effort needed to complete the FOSA can be made.

Step 2 — Setting safety criteria

3.2.4 Safety criteria can be quantitative or qualitative. The PBN manual notes that a FOSA is likely to use a mix
of quantitative and qualitative analysis so it would be expected that the safety criteria reflect this. The following criteria
have been found to be useful and practical:

a) Quantitative safety objective criteria. Quantitative criteria work best in the airworthiness domain where
relevant data on equipment failure rates are available and where consequences can be precisely
defined. It should be noted that conversions between different units (e.g. per flight hour to per
approach) need to take account of exposure times.

In the flight operations domain, human factors and the influence of procedures and training make it
much more difficult to derive meaningful quantitative criteria. Hence qualitative criteria such as the
following are generally more useful.
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App E-6 Performance-based Navigation (PBN) Operational Approval Manual

b) Risk reduced as far as reasonably practicable (AFARP). This criterion is commonly used in aviation. It
is sometimes referred to as the ALARP criterion, reducing risk as low as reasonably practicable. It is
generally used in a qualitative manner although it can be used quantitatively via cost-benefit analysis.
In the context of the FOSA it can be applied globally to the system, i.e. the system as a whole has
reduced the risk AFARP, and it can also be applied hazard by hazard.

Risk reduced AFARP/ALARP is a flexible criterion suited to the mixture of techniques used in a FOSA.
It has been found to be readily accepted by stakeholders in RNP AR case studies and has helped to
define what extra risk reduction measures were needed by the AO and ANSP.

c) Risk no greater than current operations. In a safety conscious industry such as aviation, great care is
taken to ensure that operations do not become riskier; rather there is a drive to continue the downward
trend in accident rates. This is potentially a useful criterion to apply hazard by hazard to check that
there are adequate mitigations in place to ensure no risk increase. Potential difficulties with this
relative criterion are:

1) Sometimes it is very difficult even for aviation experts to compare the risks from different
approach types.

2) There is a range of risk associated with current approach operations (historically non-precision
approaches are significantly higher risk than precision approaches). Hence the conclusions from
use of this criterion will depend on what is being compared.

3) Some regulations require that the ATM risk should decrease in the future as traffic rises. Being as
safe as today may not be good enough.

Therefore some care needs to be taken with this “no risk increase” criterion. On its own it will probably
not be sufficient, but together with the other criteria above it can be part of a practical package. If a
relative criterion is used, the other approach type for comparison needs to be defined in the same
level of detail as described above in Step 1 for the RNP AR approach.

The choice of safety criteria is very important. It is advisable for AOs to consult with their regulators
before undertaking a FOSA. Some regulators may be wary of an RNP AR approach that increases
risk compared to an existing PA, for example, even if the new procedure meets an AO’s existing risk
tolerability matrix. This could prevent an operational approval from being granted. The AFARP/ALARP
principle is likely to be an important and possibly the most practical part of the criteria used in a FOSA.

Step 3 — Identification of hazards

3.2.5 There are a range of techniques that have been used in aviation to identify hazards.1 Some of these are
based on analysis by a single person and others use a group of experts working as a team. Given the need for a FOSA
to make use of a mix of disciplines, a group-based approach is likely to be the most successful.

1. The term hazard is used in this document to refer to events that form convenient pinch points between sets of consequences and
causes. Hazard can be defined as “a condition that could credibly cause or contribute to an aircraft incident or accident. (This may
include a natural hazard or a condition with the potential for causing injuries or death to personnel, damage to equipment or
structures, loss of material, or reduction of ability to perform a prescribed function, as it relates to the safe operation of aircraft)”.
This broader definition is covered by the full set of hazards, causes and consequences that would be generated in a FOSA.
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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-7

3.2.6 The following points can help maximize the effectiveness of group-based hazard identification:

a) ensure use of an experienced facilitator to guide the group;

b) gather the required mix of skills and knowledge, i.e.:

1) procedure designers;

2) aircraft and avionics manufacturers, if available;

3) technical support experts;

4) pilots (from relevant aircraft operators and test pilots if available);

5) AIM experts;

6) ATCOs and ATC representatives with knowledge of airspace planning and technical facilities; and

7) regulators.

Representatives from other disciplines which could be useful in a FOSA include flight operations, dispatch,
maintenance and safety and quality. Running an effective group session involves obtaining a balance of
skills but also having a manageable size of group.

Step 4 — Consequence analysis and severity evaluation

3.2.7 The manner in which the consequences2 of hazards are analysed will depend on the hazards. Aircraft
failures will use the failure condition effects and severity classification detailed in the national advisory
circulars/acceptable means of compliance and will have to satisfy the quantitative safety objectives set forth in the PBN
manual and related documents. In this context, consequences are related to quantitative lateral and vertical excursions
and, in the case of excursion beyond the 2 x RNP lateral corridor, whether or not the aircraft remains manoeuvrable and
able to make a safe extraction. To assess consequences in this manner will require simulations. Where relevant analysis
already exists from RNP certification activity this should be used and not duplicated.

3.2.8 For hazards in many of the other FOSA functional areas, human failures and procedural issues have a
dominant effect. It is very difficult to assign a single severity level or determine a quantified excursion for such hazards.
Thus the consequences are better described qualitatively for most of these other hazards. This information can then be
used in the decision-making process concerning whether mitigations are sufficient to control risk to an acceptable level.

Step 5 — Causal analysis and likelihood estimation

3.2.9 The likelihood of aircraft equipment failures will already have been analysed in the existing aircraft system
safety assessment (SSA) documents. These often employ techniques that can model complex trees/chains linking
multiple causes to the hazard. Data generally exists to populate these models and enable robust quantification of the
hazard likelihood. This enables a check to be made that the safety objectives can be met. This work will already have
been done during RNP AR certification activities, and it should not be necessary for the manufacturer to supply detailed
technical analyses. Details of the hazards considered and their likelihood category should be sufficient for the FOSA.

2. Termed “effects” in some safety assessment methods.

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App E-8 Performance-based Navigation (PBN) Operational Approval Manual

3.2.10 For most of the other functional areas, where human failures and procedural issues have a dominant effect,
such detailed quantification either may not be possible or may not be useful. A possible qualitative method used in the
case studies was:

a) identify and document the relevant causes of the hazard;

b) map the causal mitigations (see Step 6) to these causes;

c) consider the likelihood of these causes implicitly when judging whether the mitigations are sufficient.

3.2.11 At the end of Step 5, potential combinations and sequences of causes leading to hazards and subsequent
sequences of events to various consequences (from Step 4) will be apparent. It is important that common cause failures
(CCFs) within these combinations and sequences are identified and their importance assessed. Critical CCFs that can
significantly increase risk levels will need additional mitigations.

Step 6 — Determination of mitigations

3.2.12 Mitigations that reduce the chance of a hazard occurring (causal mitigations) and mitigations that reduce
the severity of hazard consequences/effects should be considered and documented. Splitting out the potential causes
and consequences can help this process.

3.2.13 As part of the analysis of consequential mitigations it would be expected that contingency procedures
would be fully worked out covering a range of challenging hazards (e.g. double FMS loss, loss of GNSS) occurring at
various critical locations (e.g. in the RF leg, early in the procedure potentially requiring long extraction, at DA/ DH).

3.2.14 It is usually helpful to identify mitigations that are already in place or planned and then to allow the FOSA
group time to also identify potential extra mitigations. Some of these potential extra mitigations may later be rejected as
not needed or not practicable. However, this part of the process is a key stage in demonstrating that risk has been
reduced AFARP.

Step 7 — Determination of risk acceptability

3.2.15 For aircraft failure hazards, the normal airworthiness criteria from 14 CFR 25.1309 will be used together
with the PBN manual, Volume II, Part C, Chapter 6, 6.3.3, i.e.:

a) Criteria for assessing probable failures during the aircraft qualification will demonstrate that the aircraft
trajectory is maintained within a 1 x RNP corridor, and 22 m (75 ft) vertical. Proper documentation of
this demonstration in the AFM, AFM extension, or appropriate aircraft operational support document
alleviates the operational evaluations.

b) RNP-significant improbable failure cases should be assessed to show that, under these conditions,
the aircraft can be safely extracted from the procedure. Failure cases might include dual system
resets, flight control surface runaway and complete loss of flight guidance function.

c) The aircraft performance demonstration during the operational evaluations can be based on a mix of
analyses and flight technical evaluations using expert judgement.

3.2.16 For most of the other hazards the most direct way to determine risk acceptability is for the expert group to
look at the mitigations and decide if residual risk is acceptable. In making this decision the group will be making sure that
risk is not going to be higher than current operations and that it has been reduced AFARP.
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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-9

3.2.17 If the safety criteria are not satisfied, the FOSA steps in Figure E-2 show the need to consider further risk
reduction measures either feeding back to Step 6 or potentially to a system re-design, e.g. updated procedure design, in
Step 1.

Step 8 — Documentation of FOSA

3.2.18 Expected contents of a FOSA document include:

a) introduction (including justification for the introduction of an RNP AR APCH, benefits, etc.);

b) description of the system;

c) overview of the safety assessment process and safety criteria used;

d) analysis of procedures, including airport environment and procedure design;

e) identification of relevant hazards, causes and consequences;

f) documentation of relevant mitigations and determination of risk acceptability for RNP AR operations;

g) key issues to be monitored in trials and in operations;

h) assumptions and open items to be validated and closed out;

i) conclusions/recommendations;

j) appendices with supporting information, i.e. minutes from group sessions, hazard identification tables,
hazard logs with action tracking.

3.3 Human factors issues

3.3.1 Normal operating procedures

3.3.1.1 The PBN manual contains guidance and requirements concerning:

a) revision of the minimum equipment list (MEL) to address RNP AR requirements;

b) use of autopilot and flight director;

c) dispatch RNP assessment;

d) NAVAID exclusion;

e) navigation database currency;

f) in-flight considerations including required equipment to start RNP AR approaches, RNP management,
lateral and vertical deviation monitoring, special go-around procedures, altimeter setting and cross-
checking and several others.
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App E-10 Performance-based Navigation (PBN) Operational Approval Manual

3.3.1.2 These have been developed based on the accumulated knowledge of RNP AR/SAAAR approaches
conducted to date. An AO will need to develop a compliance checklist against these procedures when developing the
system description.

3.3.2 Abnormal and contingency procedures

3.3.2.1 The PBN manual also contains guidance on procedures for flight crew reacting to a variety of possible
equipment failures including:

a) engine failure during approach or missed approach;

b) loss of GNSS updates;

c) degradation of external signal-in–space;

d) failure of the RNP system components (e.g. failures of a GPS sensor, the flight director or automatic
pilot).

3.3.2.2 Manufacturers will be able to supply detailed lists of equipment failures for which procedures should be
available, e.g.:

a) loss of one auto-pilot (AP);

b) loss of both APs;

c) loss of NAV mode before or during approach;

d) loss of GPS as primary navigation (on one side);

e) loss of GPS as primary navigation (on both sides);

f) navigation accuracy downgrade (on one side);

g) navigation accuracy downgrade (on both sides);

h) GPS position disagrees with the FMS.

3.3.3 Training requirements

3.3.3.1 The PBN manual contains guidance and requirements concerning training for flight crew and dispatchers.
For flight crew there is detailed guidance on the contents of ground training segments and flight training segments plus
how these should be evaluated. The training covers the normal procedures and abnormal/contingency procedures listed
above. Each pilot must complete at least two RNP approach procedures that employ the unique RNP AR APCH
characteristics of the operator’s approved procedures, one procedure culminating in a landing and one in a missed
approach.

3.3.3.2 Manufacturers may supply additional training guidance specific to the relevant aircraft types.
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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-11

3.3.4 Recurrent training

The PBN manual also contains guidance on recurrent training. An AO should incorporate recurrent RNP training that
employs the unique (AR) approach characteristics of the operator’s approved procedures as part of the overall
programme. A minimum of two RNP AR APCHs must be flown by each pilot for each duty position (pilot flying and pilot
monitoring), with one culminating in a landing and one culminating in a missed approach, and may be substituted for any
required “precision-like” approach.

3.3.5 FOSA and HF issues

3.3.5.1 Having used the information in the previous sections to establish what is to be proposed, the subsequent
FOSA steps establish the adequacy of the procedures and training for the specific RNP AR procedure.

3.3.5.2 The simple approach adopted in the case studies was to involve groups with knowledge of the proposed
procedures and training in the specific hazards to directly determine the adequacy of the procedures and training. Where
potential improvements were identified these were listed for further consideration under Steps 6 and 7 of the FOSA.

4. FOSA AND ANSP CONSIDERATIONS

4.1 ANSP’s role in a FOSA

4.1.1 The personnel from an ANSP may be asked to participate in a FOSA, particularly in the case of a new
RNP AR procedure being implemented.

4.1.2 An ANSP may fulfil the following roles:

a) providing relevant information in Step 1, “System definition”, of the FOSA including the proposed
procedure design, ATC facilities, procedures, intended controller training and navigation infrastructure;

b) participating in safety workshops addressing hazard identification, consequence and causal analysis
and helping to determine appropriate risk mitigations (Steps 3 to 6 of the FOSA);

c) reviewing and providing comments on the FOSA documentation.

4.1.3 Typically an ANSP will supply procedure designers, controllers, ATC engineers, AIM experts and airspace
planners to carry out these roles.

4.1.4 In addition to participating in these formal steps of the FOSA, it is likely that the procedure designer will
also liaise at an early stage with the AO to understand the key operational needs for the RNP AR APCH.

4.2 How an ANSP can use FOSA outputs

4.2.1 There will be many outputs from the AO’s FOSA that the ANSP can use. For an RNP AR APCH where the
main safety issues relate to separation from terrain, typically in low traffic density situations, FOSA outputs of use to the
ANSP will include the following:

a) the impact of the procedure design on the flight crew. The procedure may be compliant with ICAO’s
RNP AR procedure design guidance but could still lead to unacceptable or unnecessary increases in
pilot workload. Feedback from the FOSA could lead to the ANSP’s procedure designer needing to
make changes;
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App E-12 Performance-based Navigation (PBN) Operational Approval Manual

b) adequacy of ATC phraseology including clearance for the RNP AR APCH;

c) adequacy of ATC procedures relating to constraints on any vectoring or “direct to”, provision of local
pressure data, any changes in monitoring and in the event of RNP-related aircraft failures;

d) adequacy of ATC training given the hazard identification and analysis performed for the FOSA.

4.2.2 For an RNP AR APCH where the main safety issues relate to separation from other traffic, perhaps in a
busy terminal/airport environment, additional useful FOSA outputs could include analysis of the:

a) adequacy of ATC procedures to handle mixed-mode traffic (RNP AR and other approach types)
including how to identify aircraft with different approach capabilities and how to handle potentially
different missed approach paths;

b) adequacy of existing monitoring systems, e.g. non-transgression zones;

c) impact of wide area GNSS failure on multiple aircraft.

4.2.3 It is anticipated that more detailed guidance with respect to traffic separation safety issues will be provided
in a subsequent version of this document.

4.2.4 These and similar outputs can be brought into the ANSP safety assessment and analysed using the
existing ANSP safety assessment processes.

4.3 Additional issues to include in an ANSP safety case

4.3.1 Within an ANSP safety case, as well as documenting the safety assessment of the ATM aspects of a new
RNP AR APCH, an ANSP may also need to cover the following safety assurance activities:

a) demonstration that the revised ATM system operates correctly and safely through ATC simulations. If,
for example, a new RNP AR APCH procedure is being introduced for closely spaced parallel
approaches this could represent a significant ATM change with implications for controller workload. A
consideration of the dynamics via fast and/or real-time simulation may be required evidence from a
regulator. Real-time simulations can also be used to investigate controller reaction to hazards
identified in the FOSA. When a new RNP AR APCH involves only minimal ATC changes, such ATC
simulations would not be required;

b) flight trials under controlled conditions to ensure that the initial implementation is safely managed. An
ANSP will be involved in the coordination between the AO and the regulator to ensure that flight trials
occur initially only in VMC conditions, or only with a limited subset of aircraft and crews, for example.
The ANSP will sometimes also collect data, e.g. radar track data, during these trials and early
operations to provide evidence to support the safety case;

c) an RNP monitoring programme to record and investigate any ATM significant events.

4.3.2 In addition, an ANSP safety case will need to demonstrate how ATM assumptions and open issues from
the FOSA have been closed out, e.g. testing for GNSS interference prior to implementation, investigation of terrain
masking, checks on accuracy of obstacle and terrain survey data, etc.
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Appendix E. Flight Operational Safety Assessments (FOSAs) App E-13

5. SIMULATIONS, TRIALS AND MONITORING

5.1 Simulations and trials

5.1.1 Simulations (additional to those carried out during the airworthiness approval) can provide valuable support
to the safety assessment. Reasons for conducting simulations could be to:

a) help evaluate alternative procedure designs;

b) evaluate the significance of a hazard for the proposed procedure design in a specific operating
environment;

c) familiarize a carrier new to RNP AR APCH with some of the key safety issues.

5.1.2 In the absence of any failures, simulations may investigate:

a) varying cross-winds;

b) increasing aircraft speeds above the recommended values on final approach and missed approach to
study the impact on guidance in the RF legs; and

c) guidance in heavy tailwinds (well beyond what would realistically be flown).

5.1.3 In addition, the following failures may be simulated:

a) one-engine inoperable in cross-wind during the RF leg;

b) manually steering away from centre line to observe what indications are provided to the crew;

c) 10-hPa pressure setting error to observe the TAWS alert parameters;

d) map shift; and

e) autopilot disconnect just before the RF leg.

Note.— Aircraft operators’ simulators are unlikely to be able to model as wide a range of failures as the
development simulators used by aircraft manufacturers. Therefore assistance from aircraft manufacturers may be
required. From a safety perspective simulations must reflect real situations as accurately as possible. There is a need to
be able to judge how close the simulation is to reality. Additional hazards and risks can be introduced if simulations do
not reflect real-world circumstances.

5.1.4 Trials can also be used to address safety issues, for example:

a) Initial flights can be conducted in VMC to check the navigation database.

b) A carrier new to RNP AR APCH might elect for an extended trial period in order to train flight crew,
dispatchers, etc., and to check that the operational procedures are robust. This can help provide a
smoother transition to full operations.

c) The safety of the proposed operation may be demonstrated by the track-keeping achieved under
different metrological conditions and different system failures/contingencies.
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App E-14 Performance-based Navigation (PBN) Operational Approval Manual

5.1.5 Trials may have extra mitigations associated with them which would not be subsequently used in full
operations, e.g. VMC conditions, compulsory use of autopilot.

5.1.6 Some States operate a process of “interim authorization”, where for the first 90 days and at least 100 AR
approaches in each aircraft type, the operator will be authorized to conduct RNP approaches with AR using minima
associated with RNP 0.3. For approach procedures with no line of minima associated with RNP 0.3, the procedure must
be flown in VMC. The interim authorization is removed after completion of the applicable time period and number of
approaches and upon a review of the reports from the RNP AR monitoring programme by the regulator. In certain
circumstances it has been possible to use flight evaluation to determine if an operation is possible.

5.2 Monitoring programme

5.2.1 The PBN manual notes the requirement for an RNP monitoring programme.

5.2.2 In the context of this FOSA guidance material it should be highlighted that:

a) One of the outputs of a FOSA should be an identification of key safety performance indicators that will
be part of the RNP monitoring programme. Some likely candidates for safety performance indicators
are already listed the PBN manual; however, a local FOSA may identify certain hazards as the main
risk drivers, and therefore monitoring the precursors to these hazards will be important to controlling
risk during the operational phase.

b) A FOSA may also identify key assumptions or open issues which are difficult to validate without
operational data. Again these should be fed forward to the monitoring programme.

5.2.3 Compared to other types of approaches (e.g. ILS approaches) there are still relatively few RNP AR
approaches worldwide. Thus it is important to pool information from monitoring programmes to see whether the
predictions from FOSAs (e.g. on deviation frequencies) are realistic.

______________________
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Appendix F

FLIGHT SIMULATION TRAINING DEVICE

FUNCTIONALITY AND QUALIFICATION FOR RNP AR APCH

1. A statement of compliance is required that attests to the fact that the simulation of the navigation systems
(i.e. EGPWS, GPS, IRS, FMS) and flight guidance systems accurately replicate the operator’s equipment and is based
on original equipment manufacturer’s (OEM) or aircraft manufacturer’s design data. A statement of compliance template
should be made available by the regulatory authority.

2. While there are no requirements for airport-specific models (e.g. FAA 14 CFR Part 60, Class I or Class II
models) to be used in the qualification of a flight simulation training device (FTSD) for RNP AR APCH training, any visual
model must employ real-world terrain modelling. Furthermore, approved RNP AR APCH applications must be used.
Generic airport models may be approved for use in training where airport recognition in the visual segment portion of the
RNP/AR approach is not critical to completion of the training task. In these cases, a generic airport with a real-world visual
terrain model may be utilized. In addition, any terrain awareness and warning system (TAWS/EGPWS) must provide
correct terrain feedback (Class A terrain display) and warnings consistent with the specific approach being trained.

3. Evidence must be provided that the FSTD is equipped and operated in accordance with a valid aircraft
cockpit configuration and complies with all applicable software versions or limitations. The operator should ensure that
the simulator has the capabilities to support the simulation of any manufacturer required, or operator adapted, normal
and non-normal procedures, including appropriate aircraft/system-specific failures and relevant operating conditions
(obtained from the appropriate OEM or vendor), for inclusion in the flight training programme.

4. The following items should be addressed in the statement of compliance:

Simulator PBN RNP AR capability

— Airframe
• Model
• Engines
• Winglets
• Other airframe unique options
— Flight guidance and flight management system
• Part numbers for all software and hardware components
— Autoflight options
— Autothrust
— Air data system
— PFD
— Flight mode annunciation
— TAWS
• GPS position as a direct input to keep terrain on navigation display
• Peaks and obstacle function
• Database currency

App F-1
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App F-2 Performance-based Navigation (PBN) Operational Approval Manual

Operator and crew policies and procedures

— AFM or equivalent documentation providing all training assumptions taken in the framework of RNP
AR qualification of the aircraft
— FCOMs
— QRH
— Checklist

Ability to generate failures and degradation

— GPS faults
— CDU faults and failures
— Display unit failures
— Flight guidance system failures
— Loss of NAV or approach modes
— Loss of deviation or performance information
— Loss of TAWS data or display
— TAWS terrain discrepancies
— Dual loss of GPS sensors
— FMS/GPS position disagreements
— FMS failures or downgrades

Visuals

— Ability to add airports to the visual database

— Use of generic airport with TAWS (possibility to set a generic visual with “flat terrain” in a way so as to
avoid spurious GPWS warning or crash simulator generated by an inaccurate generic visual terrain)
— Runway coordinates must match AIP
— Visual terrain is accurate and does not cause spurious TAWS alerts (or flat terrain option in visual
settings)

Navigation database considerations

— Procedure service provider/developer test databases and loading media

— Coordination required with multiple parties associated with process
• Aircraft OEM
• FMS/FGS vendor
• Operator
• FSTD vendor
• Navigation database packing service provider
• Flight training provider
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Appendix F. Flight Simulation Training Device Functionality and Qualifications for RNP AR APCH App F-3

Evaluation criteria

— Normal performance and functionality:

• Up-to-date database with display of validity period
• Operable Class A TAWS identical to the aircraft
• Dual FMSs, dual GPSs, dual autopilots and at least a single IRU and all must be operable
• Statement of compliance with the OEM systems included in the eligible configuration of RNP AR
aircraft qualification
• Ability to load the entire RNP/AR approach procedure to be flown from the on-board navigation
database
• Ability to verify the RNP/AR procedure to be flown through a review of the individual waypoints
• Either an equipment capability or an operational procedure to provide a direct means of inhibiting
sensor updating (VOR/DME), if required
• FSTD autopilot/flight director able to fly an RF leg, comply with the aircraft’s bank angle limits,
able to maintain lateral track navigation without exceeding the RNP value while encountering
strong tailwinds
• Upon initiating a go-around or missed approach (through activation of TOGA or other means), the
lateral flight guidance mode should remain in LNAV. If the aircraft cannot remain in LNAV after
TOGA is selected, then procedures to re-engage LNAV while remaining within 1 x RNP must be
demonstrated and verified in the FSTD. The FSTD must permit re-engagement of LNAV by 400 ft
AGL.
— Non-normal performance and functionality:
• The navigation system must have the ability to monitor the achieved navigation performance and
to alert the pilot when the RNP requirements are not being met (i.e. “UNABLE RNP”)
• The instructor’s operating panel must have the capability to induce the malfunction of an
“UNABLE RNP” alert or other alert message that would cause a missed approach during an RNP
AR APCH (e.g. FMS failure, GPS failure, AP failure, loss of guidance, loss of FD/FDE, engine
failure, extreme wind/turbulence). The malfunction must appear realistic to the pilots.
— Demonstration mode:
• The ability to demonstrate cockpit effects induced by remote or very remote failure combinations
at a faster rate than real time would be advantageous, the objective being to illustrate and
consolidate the theoretical knowledge received during the ground course. The FTSD should
clearly indicate that the training situation is not in real time (“demo mode” displayed in front of the
visual scene). Example effects could include:
– FMS/GPS position disagree
– FMS 1/FMS 2 position disagree
– Inconsistency between the terrain display and one or both FMS FPL displays
– Effect of position radio navigation update
– High/low temperature impact on non-compensated baro-VNAV FPA
– Loss of GPS, GPS primary lost, navigation accuracy downgraded
– IRS drift effect.

— END —
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