Version: September 2015

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AC 90-101A Text and Requirements Identification OEM / System Developer / Operator Analysis

Reference Section Compliance

Document Text # Compliance Description
Number Content (Yes/No/Partial)
A2 Aircraft Qualification Title

A2 1 Introduction. This appendix describes the performance and functional criteria for aircraft to qualify for RNP
AR approaches. Applicants may establish compliance with this appendix as part of a type certification or
Supplemental Type Certification (STC) and document this in the Aircraft Flight Manual Supplement (AFMS).
The type certificate holder of a previously certified aircraft can document compliance with these aircraft
qualification criteria without a new airworthiness project (e.g., without an Aircraft Flight Manual (AFM)
change), and should advise the appropriate Aircraft Certification Office (ACO) of any new performance not
covered by the original airworthiness approval. The AFM or other aircraft qualification evidence should
address: the required modes of operation to fly an RNP AR approach, the normal and abnormal flightcrew
operating procedures, responses to failure alerts and annunciations, and any other operating limitations. In
addition to the specific RNP AR guidance in this document, the aircraft must comply with the current edition of Requirement 1
AC 20-138, Airworthiness Approval of Positioning and Navigation Systems.

A2 2 Performance Requirements. This paragraph defines the general performance requirements for aircraft
qualification. Paragraphs 3, 4, and 5 provide guidance material on an acceptable means of satisfying these
requirements. Info
A2 2a Path Definition. The published instrument approach procedure (IAP) and Section 3.2 of RTCA/DO-236B
define the path the aircraft must use to evaluate performance. The aircrafts navigation system will also define
all vertical paths in the Final Approach Segment (FAS) by a Flight Path Angle (FPA) (RTCA/DO 236B,
Section 3.2.8.4.3) as a trajectory to a fix and altitude. Requirement 2

A2 2b Lateral Accuracy. The aircraft must comply with Section 2.1.1 of RTCA/DO-236B.
Requirement 1

A2 2c Vertical Accuracy. The vertical system error includes altimetry error (assuming the temperature and lapse
rates of the International Standard Atmosphere), the effect of along-track error, system computation error,
data resolution error, and flight technical error (FTE). The 99.7% of system error in the vertical direction must
be less than the following (in feet): (see AC for referenced equation), where is the vertical navigation
(VNAV) path angle, h is the height of the local altimetry reporting station and h is the height of the aircraft Requirement 1
above the reporting station.

A2 2d Airspace Containment. The FAA publishes RNP AR approaches as performance-based approaches. As

such, they do not inherently require any specific technology or procedure, but instead require a level of
performance. Info

A2 2d(1) Primary Means of Compliance. This AC provides a detailed acceptable means of compliance for aircraft
using an Area Navigation (RNAV) system relying primarily on Global Navigation Satellite System (GNSS) and
a VNAV system relying on barometric altimetry or Satellite Based Augmentation Systems (SBAS).
Paragraphs 3, 4, and 5, in conjunction with guidance described in Appendices 3 and 4, describe an
acceptable means of achieving the required navigation performance. Aircraft and operations complying with
these paragraphs provide the requisite airspace containment. Info
A2 2d(2) Other systems or Alternative Means of Compliance (AMOC). For other systems or AMOC, the probability
of the aircraft exiting the lateral and vertical extent of the obstacle clearance volume (see FAA Order 8260.52,
United States Standard for Required Navigation Performance (RNP) Approach Procedures with Special
Aircraft and Aircrew Authorization Required (SAAAR)), must not exceed 10-7 per approach, including the
missed approach. An operator may satisfy this requirement through an operational safety assessment
applying: (a) appropriate quantitative, numerical methods; (b) qualitative operational and procedural
considerations and mitigations; or (c) an appropriate combination of both quantitative and qualitative Requirement 1
methods.

NOTE: If the aircraft does not remain within the obstacle clearance volume after annunciating the systems
failure, then this requirement applies to the total probability of excursion outside the obstacle clearance
volume. This includes events caused by latent conditions (integrity) and by detected conditions (continuity).
When ensuring the aircraft does not exit the obstacle clearance volume, an analysis of the aircraft
performance should consider the monitor limit of the alert, the latency of the alert, the crew reaction time, and
any aircraft response to the alert. The requirement applies to a single approach, considering the exposure
time of the operation and the Navigational Aid (NAVAID) geometry and navigation performance available for
each published approach. Info

NOTE: This containment requirement derives from the operational requirement. This requirement is notably
different than the containment requirement specified in RTCA/DO 236B. The requirement in RTCA/DO-236B
facilitates airspace design and does not directly equate to obstacle clearance. Info

A2 2e System Monitoring. The critical components of RNP AR approach procedure implementation are the RNP
requirements of the approach and the ability of the aircraft navigation system to both monitor navigation
performance and alert the pilot when RNP requirements are not being met.
Info

A2 3 RNP AR General Requirements. Title

NOTE: RTCA/DO-236B provides additional information concerning many of the required functions for RNP
AR aircraft qualification. Info
A2 3a Position Estimation. The navigation system must estimate the aircrafts position. This section identifies
unique issues for the navigation sensors within the context of RNP AR instrument approaches.
Info

A2 3a(1) GNSS. Title

A2 The GNSS sensor must comply with the guidelines in AC 20-138. The total system accuracy analysis may
3a(1)(a) use the following sensor accuracies without additional substantiation: GNSS sensor accuracy better than 36
meters (95 percent), and augmented GNSS (Ground Based Augmentation Systems (GBAS) or SBAS) sensor
accuracy is better than 2 meters (95 percent).
Requirement 1

A2 In the event of a latent GNSS satellite failure and marginal GNSS satellite geometry (e.g., horizontal integrity
3a(1)(b) limit (HIL) equal to the horizontal alert limit), the probability the total system error remains within the
procedure design obstacle clearance volume must be greater than 95% (both laterally and vertically).
Requirement 1

NOTE: GNSS-based sensors output an HIL, also known as a Horizontal Protection Level (HPL) (refer to AC
20-138 appendix 1 and RTCA/DO-229C for an explanation of these terms). The HIL is a measure of the
position estimation error assuming a latent failure is present. In lieu of a detailed analysis of the effects of
latent failures on the total system error, an AMOC for GNSS-based systems is to ensure HIL remains less
than twice the RNP value, minus the FTE 95 percent, during the RNP AR approach operation.
Info

A2 3a(2) Inertial Reference Unit (IRU). An IRU must satisfy the criteria of Title 14 of the Code of Federal Regulations
(14 CFR) part 121 appendix G. While appendix G defines the requirement for a drift rate of 2 nautical miles
(NM) per hour for flights up to 10 hours, this rate does not apply to an RNAV system after loss of position
updating. A manufacturer may assume an IRU demonstrating compliance with part 121 appendix G
experiences an initial drift rate of 4 NMs for the first 30 minutes (95 percent) without further substantiation.
Aircraft manufacturers and applicants can demonstrate improved inertial performance in accordance with the
methods described in Appendix 1 or 2 of FAA Order 8400.12, Required Navigation Performance 10 (RNP 10) Requirement 1
Operational Approval.
 NOTE: Integrated GNSS/IRU position solutions reduce the rate of degradation after loss of position updating.
For tightly coupled GNSS/IRUs, RTCA/DO-229C, Appendix R, provides additional guidance. Info

A2 3a(3) Distance Measuring Equipment (DME). GNSS-updating is the basis for initiating all RNP AR approach
procedures. The aircraft may use DME/DME-updating as a reversionary navigation mode during an RNP AR
approach or missed approach when the navigation system continues to comply with the required RNP value.
The manufacturer should also identify any requirements for the DME infrastructure and/or any necessary
operational procedures and limitations for conduct of an RNP AR approach procedure through the use of
DME/DME updating of the aircrafts position. Conditional
1
Requirement

A2 3a(4) Very High Frequency (VHF) Omni-Directional Range Station (VOR). The aircrafts RNAV system may not
use VOR-updating during public RNP AR IAPs. The manufacturer should identify any flightcrew procedures
or techniques for a given aircraft to comply with this requirement.
Requirement 1

NOTE: The aircraft need not have a direct means of inhibiting VOR updating. The operator may meet the
requirement of this paragraph by providing operational procedures enabling flightcrews to inhibit VOR
updating or procedures requiring a missed approach upon annunciation of reversion to VOR-updating.
Info

A2 3a(5) Multi-Sensor Systems. There must be automatic reversion to an alternate RNAV sensor if the primary
RNAV sensor fails. However, there need not be automatic reversion from one multi sensor system to another
multi-sensor system. Requirement 1

A2 3a(6) Altimetry System Error. The 99.7% aircraft altimetry system error for each aircraft (assuming the
temperature and lapse rates of the ISA) must be less than or equal to the following with the aircraft in the
approach configuration: See AC for equation governing this error.
Requirement 1
A2 3a(7) Temperature Compensation Systems. Temperature compensation systems with an airworthiness approval
providing corrections to the baro- VNAV guidance must comply with RTCA/DO-236B, Appendix H.2. This
requirement applies to the final approach segment. Manufacturers should document compliance to this
standard to allow the operator to conduct RNP AR approaches when the actual temperature exceeds the
temperature limits published on the RNP AR approach chart. Requirement 1

A2 3b Path Definition and Flight Planning. Title

A2 3b(1) Maintaining Track and Leg Transitions. The aircraft must have the capability to execute leg transitions and
maintain tracks consistent with the following paths:
Requirement 1

A2 A geodesic line between two fixes;

Requirement 1
3b(1)(a)
A2 A direct path to a fix;
Requirement 1
3b(1)(b)
A2 A specified track to a fix, defined by a course; and
Requirement 1
3b(1)(c)
A2 A specified track to an altitude.
Requirement 1
3b(1)(d)
NOTE: You can find the industry standards for these paths in RTCA/DO-236B and ARINC Specification 424,
which refer to them as TF, DF, CF, and FA path terminators. Also, certain procedures require RF legs as
described in paragraph 4 of this appendix. EUROCAE ED-75A/ RTCA DO-236B and ED 77/ DO-201A
describe the application of these paths in more detail. Info

NOTE: The navigation system may accommodate other ARINC 424 path terminators (e.g., VM) and the
missed approach procedure may use these types of paths when there is no requirement for RNP Info
containment.
A2 3b(2) Fly-By and Fly-Over Turns. The aircraft must have the capability to execute fly-by and fly-over turns. For
fly-by turns, the navigation system must limit the path definition within the theoretical transition area defined in
RTCA/DO-236B under the wind conditions identified in FAA Order 8260.52. Since the fly-over turn is not
compatible with RNP flight tracks, RNP AR procedure design will use a fly-over turn at a fix only when there is
no requirement for RNP containment. Requirement 2
A2 3b(3) Waypoint Resolution Error. The navigation database (NDB) must provide sufficient data resolution to
ensure the navigation system achieves the required accuracy. Waypoint resolution error must be less than or
equal to 60 feet, including both the data storage resolution and the RNAV system computational resolution
used internally for construction of flight plan waypoints. The NDB must contain vertical angles (FPAs) stored
to a resolution of hundredths of a degree, with computational resolution such that the system-defined path is
within 5 feet of the published path. Requirement 3

A2 3b(4) Capability for a Direct-To Function. The navigation system must have a Direct-To function the flight
crew can activate at any time. This function must be available to any fix. The system must also be capable
of generating a geodesic path to the designated To fix, without S-turning and without undue delay.
Requirement 3

NOTE: The manufacturer should identify any limitations associated with the operational use of the aircraft
navigation systems Direct-To function. For example, if there are limitations associated with intercepting an
RF leg segment, the AFM or aircraft qualification guidance should identify those limitations.
Info

A2 3b(5) Capability to Define a Vertical Path. The navigation system must be capable of defining a vertical path by a
flight path angle to a fix. The system must also be capable of specifying a vertical path between altitude
constraints at two fixes in the flight plan. The navigation system must also define fix altitude constraints as
one of the following: Requirement 2

A2 An AT or ABOVE altitude constraint (for example, 2400A, may be appropriate for situations where bounding
3b(5)(a) the vertical path is not a requirement);
Requirement 1

A2 An AT or BELOW altitude constraint (for example, 4800B, may be appropriate for situations where bounding
3b(5)(b) the vertical path is not a requirement);
Requirement 1

A2 An AT altitude constraint (for example, 5200); or

Requirement 1
3b(5)(c)
A2 A WINDOW constraint (for example, 2400A3400B).
Requirement 1
3b(5)(d)
A2 3b(6) Altitudes and/or Speeds. The navigation system must extract from the onboard NDB the altitudes and/or
speeds defined in published terminal procedures. Requirement 1

A2 3b(7) Path Construction. The navigation system must be able to construct a path to provide guidance from current
position to a vertically constrained fix. Requirement 1

A2 3b(8) Capability to Load Procedures from the NDB. The navigation system must have the capability to load the
entire flight procedure into the RNAV system from the onboard NDB. This includes the approach (including
vertical angle), the missed approach, and the approach transitions for the selected airport and runway. Requirement 1

A2 3b(9) Means to Retrieve and Display Navigation Data. The navigation system must provide the means for the
flightcrew to verify the flight procedure through review of the data stored in the onboard NDB. This includes
the ability to review the data for individual waypoints and for NAVAIDs.
Requirement 1

A2 3b(10) Magnetic Variation. For paths defined by a course (CF and FA path terminators), the navigation system
must use the magnetic variation value for the procedure in the NDB.
Requirement 1

A2 3b(11) Changes in RNP Value. Changes to lower RNP values must be complete by the first fix defining the leg with
the lower value. The manufacturer must identify any operational procedures necessary to meet this
requirement. Requirement 1

NOTE: One acceptable means to meet this requirement may be manually setting the lowest RNP value
contained within the RNP AR procedure, prior to commencing the approach.
Info

A2 3b(12) Automatic Leg Sequencing. The navigation system must provide the capability to automatically sequence
to the next leg and display the sequencing to the flight crew in a readily visible manner. Requirement 2

A2 3b(13) Altitude Restrictions. A display of the altitude restrictions associated with flight plan fixes must be available
to the pilot. The equipment must display the FPA associated with any flight plan leg of an RNP AR procedure.
Requirement 2
A2 3c Demonstration of Path Steering Performance. When a demonstration of RNP capability includes a
demonstration of the aircrafts path steering performance (i.e., FTE), you must conduct that demonstration in
accordance with AC 120-29, paragraphs 5.19.2.2 and 5.19.3.1.
Requirement 1

A2 3d Displays. Title
A2 3d(1) Continuous Display of Deviation. The navigation system must provide the capability to continuously
display to the pilot flying, on the primary flight instruments for navigation of the aircraft, the aircraft position
relative to the RNAV defined path (both lateral and vertical deviation). The display must allow the pilot to
readily distinguish if the cross-track deviation exceeds the RNP value (or a smaller value) or if the vertical
deviation exceeds 75 feet (or a smaller value). Requirement 3

A2 The aircraft should have an appropriately-scaled, non-numeric deviation display (i.e., lateral deviation
3d(1)(a) indicator and vertical deviation indicator) in the pilots primary optimum field of view (FOV). A fixed-scale
course deviation indicator (CDI) is acceptable as long as the CDI demonstrates appropriate scaling and
sensitivity for the intended RNP value and operation. With a scalable CDI, the scale should derive from the
selection of the RNP value, and should not require the separate selection of a CDI scale. Alerting and
annunciation limits must also match the scaling values. If the equipment uses default RNP values to describe
the operational mode (e.g., en route, terminal area, and approach), then displaying the operational mode is Conditional
an acceptable means from which the flightcrew may derive the CDI scale sensitivity. 2
Requirement

A2 In lieu of appropriately scaled lateral and vertical deviation indicators in the pilots primary optimum FOV, a
3d(1)(b) numeric display of deviation may be acceptable depending on the flight crew workload and the numeric
display characteristics. Conditional
1
Requirement

A2 3d(2) Identification of the Active (To) Waypoint. The navigation system must provide a display identifying the
active waypoint either in the pilots primary optimum FOV, or on a readily accessible and visible display to the
flight crew. Requirement 1
A2 3d(3) Display of Distance and Bearing. The navigation system must provide a display of distance and bearing to
the active (To) waypoint in the pilots primary optimum FOV. Where not viable, a readily accessible page on
a control display unit (CDU), readily visible to the flight crew, may display the data.
Requirement 1

A2 3d(4) Display of Groundspeed (GS) and Time. The navigation system must provide the display of GS and time
to the active (To) waypoint in the pilots primary optimum FOV. Where not viable, a readily accessible page
on a CDU, readily visible to the flight crew, may display the data. Requirement 1

A2 3d(5) Display of To/From the Active Fix. The navigation system must provide a To/From display in the pilots
primary optimum FOV. Requirement 1

A2 3d(6) Desired Track Display. The navigation system must have the capability to continuously display to the pilot
flying the desired RNAV track. This display must be on the primary flight instruments for navigation of the
aircraft. Requirement 1

A2 3d(7) Display of Aircraft Track. The navigation system must provide a display of the actual aircraft track (or track
angle error) either in the pilots primary optimum FOV, or on a readily accessible and visible display to the
flight crew. Requirement 1

A2 3d(8) Failure Annunciation. The aircraft must provide a means to annunciate failures of any component of the
RNAV system, including the navigation sensors. The annunciation must be visible to the pilot and located in
the primary optimum FOV. Requirement 1

A2 3d(9) Slaved Course Selector. The navigation system must provide a course selector automatically slaved to the
RNAV computed path. Requirement 1

A2 3d(10) RNAV Path Display. Where the minimum flight crew is two pilots, the navigation system must provide a
readily visible means for the pilot monitoring to verify the aircrafts RNAV-defined path and the aircrafts
position relative to the desired path. Requirement 1

A2 3d(11) Display of Distance to Go. The navigation system must provide the ability to display distance to go to any
waypoint selected by the flightcrew. Requirement 1
A2 3d(12) Display of Distance between Flight Plan Waypoints. The navigation system must provide the ability to
display the distance between flight plan waypoints.
Requirement 1

A2 3d(13) Display of Deviation. The navigation system must provide a numeric display of the vertical deviation with a
resolution of 10 feet or less, and the lateral deviation with a resolution of 0.01 NM or less.
Requirement 2

A2 3d(14) Display of Barometric Altitude. The aircraft must display barometric altitude from two independent altimetry
sources, one in each pilots primary optimum FOV, to support an operational cross check of altitude sources.
Requirement 1

NOTE: If the aircraft can automatically compare the output of the independent altitude sources, including
independent static air pressure systems, and can provide an alert in the pilots primary optimum FOV when
deviations between the sources exceed +/-100 feet, manufacturers should document this comparator-
monitoring function in the AFM or aircraft qualification guidance.
Info

A2 3d(15) Display of Active Sensors. The aircraft must display the current navigation sensor(s) in use. The aircraft
should provide this display in the primary optimum FOV.
Requirement 1

NOTE: The flightcrew can use this display for operational contingency procedures. Flightcrew procedures
may mitigate the need for this display if the manufacturer and/or operator can demonstrate that the flightcrew
workload is acceptable. Info

A2 3e Design Assurance. Title

A2 3e(1) The system design assurance must be consistent with at least a major failure condition for the display of
misleading lateral or vertical guidance on an RNP AR approach.
Requirement 1

A2 3e(2) The system design assurance must be consistent with at least a major failure condition for the loss of lateral
guidance and a minor failure condition for loss of vertical guidance on a RNP AR approach.
Requirement 2
 NOTE: Loss of vertical guidance is considered a minor failure condition because the pilot can take action to
stop descending or climb when guidance is lost.
Info

A2 3f NDB. Title
A2 3f(1) Navigational Database (NDB). The aircraft navigation system must use an on-board navigation database
which can: Requirement 1

A2 3f(1)(a) Receive updates in accordance with the Aeronautic Information Regulation and Control (AIRAC) cycle; and
Requirement 1

A2 3f(1)(b) Allow retrieval and loading of RNP AR procedures into the RNAV system. Requirement 1
A2 3f(2) Database Protection. The aircrafts navigation system must not permit the flightcrew to modify the stored
data in the onboard NDB. Requirement 1

NOTE: When the flightcrew selects and loads a procedure from the onboard NDB, the RNAV system must
execute the procedure as published. This does not preclude the flightcrew from having the means to modify a
procedure or route already loaded into the RNAV system. However, no modification of the procedures stored
in the onboard NDB may occur, and the procedures must remain intact within the onboard NDB for future use
and reference. Info

A2 3f(3) Validity Period. The aircraft must provide a means to display to the flightcrew the validity period for the
onboard NDB. Requirement 1
A2 4 Requirements for RNP AR Approaches with RF Legs. This section defines additional requirements to
conduct approaches with RF legs. The AFM or aircraft qualification guidance should identify whether this is a
provided capability. Title

A2 4a Capability. The navigation system must have the capability to execute leg transitions and maintain tracks
consistent with an RF leg between two fixes.
Requirement 1

NOTE: If the aircraft cannot proceed Direct-To the initial fix defining an RF leg segment, or Direct-To an
intermediate segment of an RF leg segment, the AFM or aircraft qualification guidance should document
these limitations. Info

A2 4b Electronic Map. The aircraft must have an electronic map display of the selected procedure.
Requirement 1
A2 4c Commanding a Bank Angle. The flight management computer (FMC), the flight director (FD) system and
autopilot must be capable of commanding a bank angle up to 25 degrees above 400 feet above ground level
(AGL) and up to 8 degrees below 400 feet AGL. Requirement 2

A2 4d Flight Guidance Mode. Upon initiating a go-around or missed approach (through activation of Take-off/Go-
around (TOGA) or other means), the flight guidance mode should remain in lateral navigation (LNAV).
Conditional
1
Requirement

NOTE: If the flight guidance does not remain in LNAV upon initiation of a go-around or missed approach, then
the manufacturer and/or operator should define flightcrew contingency procedures for maintaining compliance
with the desired track and re-engaging LNAV as soon as possible. These contingency procedures should
clearly address flightcrew actions should a go-around or missed approach begin with the aircraft established
on or having just completed an RF leg segment. Info

A2 5 Requirements for Using Lines of Minima Less Than RNP 0.3. The AFM or aircraft qualification
documentation should identify if the aircraft is capable of using lines of minima associated with RNP less than
0.3, and the required equipment configuration to achieve this capability. For example, dual autopilots may
achieve a smaller RNP capability than dual FDs. Requirement 2

A2 5a Loss of Guidance. No single-point-of-failure can cause the loss of guidance compliant with the RNP value
associated with the approach. Typically, the aircraft must have at least the following equipment: dual GNSS
sensors, dual flight management systems (FMS), dual air data systems, dual autopilots, and a single IRU.
Requirement 1

A2 5b Design Assurance/Misleading Guidance. The system design assurance must be consistent with at least a
hazardous (severe-major) failure condition for the display of misleading lateral or vertical guidance on an RNP
AR approach where the procedure requires RNP less than 0.3 to avoid obstacles or terrain while executing
an approach. Requirement 1

NOTE: The applicant should document systems designed consistent with this effect, and this documentation
may eliminate the need for application of operational mitigations for the aircraft.
Info
A2 5c Design Assurance/Loss of Guidance. The system design assurance must be consistent with at least a
hazardous (severe-major) failure condition for the loss of lateral guidance and a minor failure condition for the
loss of vertical guidance on an RNP AR approach where the procedure requires RNP less than 0.3 to avoid
obstacles or terrain while executing the approach.
Requirement 2

NOTE: The AFM/RFM should document systems designed consistent with the effect. This documentation
should describe the specific aircraft configurations or modes of operation achieving RNP values less than 0.3.
Meeting this requirement can substitute for the general requirement for dual equipment (described above).
Info

NOTE: Loss of vertical guidance is considered a minor failure condition because the pilot can take action to
stop descending or climb when guidance is lost.
Info

A2 5d Flight Guidance Mode. Upon initiating a go-around or missed approach (through the activation of TOGA or
other means), the flight guidance mode should remain in LNAV. If the aircraft does not provide the ability to
remain in LNAV, the following requirements apply: Conditional
1
Requirement

A2 5d(1) If the aircraft supports RF legs, the lateral path guidance after initiating a go around, (given a minimum 50-
second straight segment between the RF end point and the Decision Altitude (DA)), must be within 1 degree
of the track defined by the straight segment through the DA point (refer to Figure 1). The prior turn can be of
arbitrary angular extent and radius as small as 1 NM, with speeds commensurate with the approach
Conditional
environment and the radius of the turn. 1
Requirement

A2 5d(2) The flight crew must be able to couple the autopilot or FD to the RNAV system (engage LNAV) by 400 feet
AGL. Requirement 1
A2 5e Other Means of Navigation. After initiating a go-around or missed approach following loss of GNSS, the
aircraft must automatically revert to another means of navigation that complies with the RNP value.
Requirement 1
 NOTE: Since loss of GNSS is unlikely, one means of compliance with this requirement is to show that in the
event GNSS is lost (i.e., when annunciation of the loss of RNP capability occurs prior to the aircraft reaching
the DA), the conditional probability of the aircraft exiting the final approach obstacle clearance volume should
be less than 0.001 (one in a thousand). This will ensure that 999 times out of 1,000 the aircraft can complete
an RNP AR approach should a loss of GNSS occur. Additionally, the conditional probability of the aircraft
exiting the missed approach obstacle clearance volume should be less than 0.01 (one in one hundred). This
will ensure that 99 times out of 100 the aircraft can complete a missed approach procedure from the lowest
minimums should a loss of GNSS occur. Since executing a missed approach is unlikely under normal
weather conditions, this conditional probability is less stringent than the requirement for the FAS. Info

A2 6 Requirements for Approaches with a Missed Approach Requiring RNP Less Than 1.0. The AFM or
aircraft qualification documentation should identify if the aircraft is capable of achieving less than RNP 1.0
when executing a missed approach procedure and the required equipment to achieve this capability. For
example, dual autopilots may achieve a smaller RNP capability than dual FDs.
Requirement 1

A2 6a Loss of Guidance. No single-point-of-failure can cause the loss of guidance compliant with the RNP value
associated with a missed approach procedure. Typically, the aircraft must have at least the following
equipment: dual GNSS sensors, dual FMSs, dual air data systems, dual autopilots, and a single IRU.
Requirement 1

A2 6b Design Assurance. The system design assurance must be consistent with at least a major failure condition
for the loss of lateral or vertical guidance on an RNP AR approach when the missed approach procedure
requires RNP less than 1.0 to avoid obstacles or terrain.
Requirement 1
 NOTE: For RNP AR missed approach operations requiring less than 1.0 to avoid obstacles or terrain, the loss
of display of lateral guidance is a hazardous (severe-major) failure condition. The AFM should document
systems designs consistent with this effect. This documentation should describe the specific aircraft
configurations or modes of operation achieving RNP values less than 1.0 during a missed approach
procedure. Meeting this requirement can substitute for the general requirement for dual equipment (described
Info
above).

A2 6c Flight Guidance Mode. Upon initiating a go-around or missed approach (through the activation of TOGA or
other means), the flight guidance mode should remain in LNAV to enable continuous track guidance,
particularly during an RF leg. If the aircraft does not provide this capability, the following requirements apply:
Conditional
1
Requirement

A2 6c(1) If the aircraft supports RF legs, the lateral path after initiating a go-around, (given a minimum 50-second
straight segment between the RF end point and the DA), must be within 1 degree of the track defined by the
straight segment through the DA point (refer to Figure 1). The prior turn can be of arbitrary angular extent and
radius as small as 1 NM, with speeds commensurate with the approach environment and the radius of the Conditional
1
turn. Requirement

A2 6c(2) The flight crew must be able to couple the autopilot or FD to the RNAV system (engage LNAV) by 400 feet
AGL. Requirement 1

A2 6d Other Means of Navigation. After initiating a go-around or missed approach following loss of GNSS, the
aircraft must automatically revert to another means of navigation that complies with the RNP value.
Requirement 1
 NOTE: Since loss of GNSS is unlikely, one means of compliance with this requirement is to show that in the
event GNSS is lost (i.e., when annunciation of the loss of RNP capability occurs prior to the aircraft reaching
the DA) the conditional probability of the aircraft exiting the final approach obstacle clearance volume should
be less than 0.001 (one in a thousand). This will ensure that 999 times out of 1,000 the aircraft can complete
an RNP AR approach should a loss of GNSS occur. Additionally, the conditional probability of the aircraft
exiting the missed approach obstacle clearance volume should be less than 0.01 (one in one hundred). This
will ensure that 99 times out of 100 the aircraft can complete a missed approach procedure from the lowest
minimums should a loss of GNSS occur. Since executing a missed approach is unlikely under normal
weather conditions, this conditional probability is less stringent than the requirement for the FAS. Info

A3 Navigation Data Validation Program. Title

A3 1 INTRODUCTION. The aircrafts onboard NDB defines the RNP AR procedure path and associated
constraints, allowing for lateral and vertical guidance. In view of the reduced obstacle clearance associated
with RNP AR procedures, the associated NDB information warrants special attention and consideration. This
appendix provides guidance for validating RNP AR instrument approach data contained in aircraft NDBs. The
guidance in this appendix applies in full to aircraft operators performing RNP AR instrument approach
procedures (IAP), as well as to any FAA approved entity with which an operator may contract to provide NDB
validation services. Info

NOTE: An aircraft operators application to conduct RNP AR procedures should specifically describe the
extent and nature of the services provided by an outside entity contracted to perform NDB validation services.
Info

A3 2 NDB Management Process. The operator must identify in writing the individual responsible for managing the
overall onboard NDB process. The operator must also establish the processes and procedures for accepting,
verifying, and loading navigation data into the aircraft in writing and maintain those processes and procedures
under configuration control (e.g., formal control of revisions and updates to the process). The operator may
not delegate this overall management responsibility to a third party. Requirement 2
A3 3 RNP AR Procedure Data Validation. The operator must ensure the validation of an RNP AR IAP contained
in its database before flying that approach in instrument meteorological conditions (IMC). The validation
process ensures the RNP AR procedure contained in the NDB accurately reflects the intended procedure
design parameters. Proper data validation includes the following steps:
Requirement 1

A3 3a Accuracy Check. Compare the RNP AR procedure in the NDB with the government source data. The FAA
Form 8260 series, specifically the FAA Forms 8260-3 and 8260-10 defining the procedure, are available at
the FAA National Aeronautical Navigation Services (Aeronav Services) Web site at
http://aeronav.faa.gov/ndbr.asp. Data for international procedures is available via the respective States
Aeronautical Information Publication (AIP). Investigate any differences between the database and source
data. You can find a list of the 25 specific procedure data parameters, which must be examined during this
accuracy check, as well as the allowable differences between source data and that contained in the NDB for
each parameter, at the FAAs Performance Based Flight Systems Branch (AFS 470) Web site located at:
http://www.faa.gov/about/office_org/headquarters_offices/avs/offices/afs/afs400/afs470/rnp/ Requirement 1

A3 3b Flyability Check. An initial flyability check is required for all 14 CFR non-part 97 U.S. RNP AR procedures,
as well as all foreign RNP AR procedures the operator is authorized to fly. Using either the actual aircraft in
visual meteorological conditions (VMC), a flight simulation training device (FSTD) approved for RNP AR, or
appropriately configured desktop/laptop computer, validate the RNP AR procedure contained in the NDB to
ensure it matches the published procedure. An FSTD or desktop/laptop computer must utilize software
identical to that used by the aircraft (e.g., FMS software) and use an aerodynamic model of the aircrafts flight
characteristics. You must use a map display in the aircraft, FSTD, or computer to compare the database
procedure with that published. This validation process requires flying the entire procedure and should confirm
the path is flyable, does not contain any lateral or vertical discontinuities, and is consistent with the published Requirement 4
procedure.

A3 4 Database Updates Title

A3 4a Re-Confirm Data Accuracy. Before using an updated NDB (e.g., 28 day update) the operator must ensure
the RNP AR approach data contained in that update remains within the tolerances prescribed in
subparagraph 3a, when compared to the government source data. If the operator finds a data parameter to
exceed prescribed tolerances, he or she should consult with the appropriate navigation data supplier to
resolve the discrepancy prior to using the approach procedure. Resolve discrepancies by correcting the error
within the current cycle, removal of the procedure from the database, or potentially through operational Requirement 1
mitigations approved by the FAA until the procedure data can be corrected.

A3 4b Methodology.The method by which an operator conducts this recurring data comparison is optional, subject
to the approval of the principal operations inspector (POI) or Flight Standards District Office (FSDO). One
acceptable method is to establish a reference database, sometimes referred to as a golden database,
containing known, validated approach data, and comparing data from subsequent navigation updates against
this reference data. Some FMS suppliers provide automated tools, which enable a quick comparison of data
parameters between databases and alert to any changes or differences. Operators may also choose to
compare the navigation data contained in the updated database directly against the government source data.
Regardless of the method used, operators must assure the integrity of the validated navigation data at each Requirement 1
update cycle.

NOTE: An operator should be particularly attentive to discrepancies when updates coincide with a change to
the data suppliers packing software. This software is used to format the navigation data into code readable
by aircraft avionics. Info

A3 5 Data Suppliers. As a minimum, data suppliers must have a Letter of Acceptance for processing navigation
data in accordance with AC 20-153, Acceptance of Data Processes and Associated Navigation Databases. A
Letter of Acceptance recognizes the data supplier as one whose data quality, integrity, and quality
management practices are consistent with the criteria of RTCA/DO-200A. The aircraft operators supplier
(e.g., FMS company) must have a Type 2 Letter of Acceptance. Those entities providing data to the aircraft
operators supplier likewise must possess either a Type 1 or Type 2 Letter of Acceptance. Requirement 1
A3 6 Aircraft Modifications. If a manufacturer modifies an aircraft system required for RNP AR operations (e.g.,
software or hardware change) the operator must, before flying any RNP AR procedures in IMC, confirm the
aircrafts ability to fly RNP AR procedures as published, with the modified aircraft system(s). The operator
should examine a number of RNP AR procedures in its NDB for this flyability check. Use the criteria Requirement 1
described in subparagraph 3b above to perform this check.

NOTE: If the manufacturer documents that the modification has no effect on the NDB or path computation,
the operator need not perform this additional confirmation. Info

A3 7 Recurrent Audits. The processes identified in this appendix for validating and updating RNP AR instrument
approaches in NDBs are subject to recurrent FAA audits. The operators processes, as well as those
performed by any outside entity contracted to provide NDB services, are subject to audit by the FAA.
Additionally, operators are expected to conduct their own recurrent audits of entities with whom they contract Info
to provide NDB services described in this appendix.

A4 Operational Considerations Title

A4 1 GENERAL. This appendix provides guidance on the conduct of RNP AR approach operations. In addition to
observing the guidance contained herein, the operator must also continue to ensure its flightcrews comply
with general RNAV operating requirements, check Notices to Airmen (NOTAM), determine availability of
Navigational Aids (NAVAID), and confirm airworthiness of aircraft systems. Info

A4 2 PREFLIGHT CONSIDERATIONS. Title

A4 2a Minimum Equipment List (MEL). Operators MEL should address the equipment requirements for RNP AR
instrument approaches. Guidance related to these equipment requirements is available from the aircraft
manufacturer and Appendix 2 to this AC. The required equipment may depend on the intended RNP value
and whether the missed approach requires RNP less than 1.0. Requirement 1

A4 2b Class A Terrain Awareness Warning System (TAWS). An operable TAWS is required for all RNP AR
procedures. The TAWS should use altitude that is compensated for local pressure and temperature effects
(e.g., corrected barometric and Global Navigation Satellite System (GNSS) altitude), and include significant
terrain and obstacle data. Requirement 2
A4 2c Autopilot and Flight Director (FD). RNP AR procedures with RNP values less than 0.3, or with radius to fix
(RF) legs, require the use of autopilot or FD driven by the RNAV system in all cases. The autopilot/FD must
operate with suitable accuracy to track the lateral and vertical paths required by the RNP AR procedure.
Requirement 2

A4 2d RNP Prediction. The operator must have a predictive performance capability, which can forecast if the
specified RNP value will be available at the time and location of a desired RNP AR operation. This capability
can be a ground service and need not be resident in the aircrafts avionics equipment. The operator must
establish procedures requiring use of this capability as both a preflight dispatch tool and as a flight-following
Conditional
tool in the event of reported failures. 2
Requirement

A4 2d(1) This predictive capability must account for known and predicted outages of GNSS satellites or other impacts
on the aircraft navigation system. The prediction program should not use a mask angle below 5 degrees, as
operational experience indicates that satellite signals at low elevations are not reliable. The prediction must
use the actual GNSS constellation and when equipped, the GNSS augmentations with the algorithm identical
to or more conservative than that used in the actual equipment. The RNP prediction must show the horizontal
protection level (HPL) is less than the required RNP value. For RNP AR approaches with high terrain, use a Conditional
mask angle appropriate to the terrain. 2
Requirement

A4 2d(2) RNP AR procedures require GNSS updating. Therefore, there is no RNP prediction associated with distance
measuring equipment (DME)/DME or very high frequency omni-directional range station (VOR)/DME
updating of the aircrafts RNAV system. Info

A4 2e NAVAID Exclusion. The operator must establish procedures to exclude NAVAID facilities (e.g., DMEs,
VORs, localizers) in accordance with NOTAMs. Internal avionics reasonableness checks may not be
adequate for RNP AR operations. Requirement 1
A4 2f Navigation Database (NDB) Currency. During system initialization, pilots must confirm the NDB is current.
NDBs are expected to be current for the duration of the flight. If the Aeronautic Information Regulation and
Control (AIRAC) cycle will change during flight, operators must establish procedures to ensure the accuracy
of navigation data, including suitability of navigation facilities used to define the routes and procedures for
flight. Traditionally, this has been accomplished by verifying electronic data against paper products. One
acceptable means is to compare aeronautical charts (new and old) to verify navigation fixes prior to dispatch.
If an amended chart is published for the procedure, you must not perform the RNP AR approach with the Requirement 2
expired NDB.

A4 3 IN-FLIGHT CONSIDERATIONS. Title

A4 3a Modification of Flight Plan. Pilots are not authorized to fly an RNP AR procedure unless it is retrievable by
the procedure name from the aircraft NDB and conforms to the charted procedure. You must not modify the
lateral path, with the exception of going direct to a fix, as long as that fix is prior to the final approach fix (FAF)
and does not immediately precede a RF leg. For example, referring to Figures 1 or 2 of Appendix 1, a pilot
could not accept a vector to go direct to either DEMGE or SKYKO waypoints, nor to the DMIVZ FAF. The only
other authorized modification to the loaded procedure is a change of altitude and/or airspeed waypoint
constraints on the initial, intermediate, or missed approach segments (e.g., to comply with an air traffic control Requirement 2
(ATC) clearance/instruction).

A4 3b Required List of Equipment. The flightcrew must have a readily accessible list of equipment required for
conducting RNP AR approaches, as well as methods to address in-flight equipment failures that would
prohibit RNP AR approaches (e.g. a quick reference handbook).
Requirement 2

A4 3c RNP Management. The flightcrew must ensure the navigation system uses the appropriate RNP values
throughout the approach. If multiple lines of minima associated with different RNP values are shown on the
approach chart, the crew must confirm the desired RNP value is entered in the RNAV system. If the
navigation system does not extract and set the RNP value from the onboard NDB for each leg of the
procedure, the flightcrew must ensure the smallest RNP value required to complete the approach or the
missed approach is selected before initiating the approach. On approaches with multiple initial approach fixes Requirement 3
(IAF), the approach chart may specify an RNP value for each IAF.
A4 3d Sensor Updating. Title
A4 3d(1) RNP AR instrument procedures require GNSS performance. If at any time GNSS updating is lost and the
navigation system does not have the performance to continue the approach, (i.e., unable to comply with the
current RNP value) the flightcrew must abandon the RNP AR approach unless visual conditions exist
between the aircraft and the runway of intended landing.
Requirement 2

A4 3d(2) Except where specifically designated on a procedure as Not Authorized, you may use DME/DME-updating
as a reversionary mode during the RNP AR approach or missed approach when:
Info

A4 The navigation system has the performance to continue the procedure, and
3d(2)(a) Conditional
1
Requirement

A4 An assessment of the DME ground infrastructure has been accomplished.

3d(2)(b) Conditional
1
Requirement

A4 3d(3) VOR updating is not authorized on RNP AR approaches. Requirement 1

A4 3e Approach Procedure Confirmation. The flightcrew must confirm the correct procedure has been selected.
This process includes confirmation of the waypoint sequence, reasonableness of track angles and distances,
and any other parameters that can be altered by the pilot, such as altitude or speed constraints. Do not use a
RNP AR procedure if validity of the NDB is in doubt. You must use a navigation system textual display or map
display for this procedure confirmation. Requirement 3
A4 3f Track Deviation Monitoring. Pilots must use a lateral deviation indicator, FD and/or autopilot in LNAV mode
on RNP AR approach procedures. Pilots of aircraft with a lateral deviation indicator must ensure the lateral
deviation indicator scaling (full scale deflection) is suitable for the navigation accuracy associated with the
various segments of the RNP AR approach procedure. Pilots are expected to maintain procedure centerlines,
as depicted by onboard lateral deviation indicators and/or flight guidance, during all RNP AR operations
unless authorized to deviate by ATC or under emergency conditions. For normal operations, pilots should
limit cross-track error/deviation (the difference between the RNP system computed path and the aircraft
position relative to the path) to +/- one half the navigation accuracy associated with the procedure segment.
Brief lateral deviations from this standard (e.g., overshoots or undershoots) during and immediately after
turns, up to a maximum of 1 times the navigation accuracy of the procedure segment, are allowable. Requirement 3

A4 3f(1) The vertical deviation must be within 75 feet during the FAS. Monitor vertical deviation above and below the
glide path. While being above the glide path provides margin against obstacles on the final approach, it can
result in a go-around decision closer to the runway and reduce the margin against obstacles in the missed
approach. Requirement 1

A4 3f(2) Pilots must execute a missed approach if the lateral deviation exceeds 1xRNP or the vertical deviation
exceeds 75 feet, unless the pilot has acquired the visual references required to continue the approach to the
intended runway. Requirement 1

A4 3f(3) Some aircraft navigation displays do not incorporate lateral and vertical deviation indications, scaled for each
RNP AR approach operation, in the primary optimum field of view (FOV). Where a moving map, low
resolution vertical deviation indicator (VDI), or numeric display of deviations are to be used, flightcrew training
and procedures must ensure the effectiveness of these displays. Typically this involves demonstration of the
procedure with a number of trained crews and inclusion of this monitoring procedure in the recurrent RNP AR Conditional
1
approach training program. Requirement
A4 3f(4) For aircraft that use a course deviation indicator (CDI) for lateral path tracking, the Aircraft Flight Manual
(AFM) or aircraft qualification guidance should state which navigation accuracy and operations the aircraft
supports and the operational effects on the CDI scale. The flightcrew must know the CDI full-scale deflection
value. The avionics may automatically set the CDI scale (dependent on phase of flight) or the flightcrew may
manually set the scale. If the flightcrew manually selects the CDI scale, the operator must have procedures
and training in place to ensure the selected CDI scale is appropriate for the intended RNP operation. The
deviation limit must be readily apparent given the scale (e.g., full-scale deflection). Conditional
4
Requirement

A4 3g System Crosscheck. For approaches with RNP values less than 0.3, the flightcrew must crosscheck the
lateral and vertical guidance provided by the navigation system with other available data and displays
provided by an independent means (e.g., TAWS, weather radar, etc.). Requirement 1

NOTE: This crosscheck may not be necessary if the aircraft meets the requirements of Appendix 2,
subparagraphs 2d and 3e. Use of GPS/SBAS vertical guidance precludes the need for independent
monitoring. Info

A4 3h Procedures with RF Legs. An RNP AR procedure may include an RF leg. As not all aircraft have this
capability, flightcrews must know if they can conduct these procedures. When flying an RF leg, flightcrew
compliance with the desired path is essential to maintain the intended ground track.
Requirement 1

A4 3h(1) If initiating a go-around during or shortly after the RF leg, the flightcrew must be aware of the importance of
maintaining the published path as closely as possible. Operators must develop specific procedures to ensure
maintenance of the RNP AR ground track in those aircraft which do not remain in LNAV upon initiation of a
go-around. Requirement 2
A4 3h(2) Pilots must not exceed the maximum airspeeds shown in Table 1 throughout the RF leg segment. For
example, a Category (CAT) C aircraft must slow to 140 knots indicated airspeed (KIAS) at the FAF or may fly
as fast as 165 KIAS if using CAT D minima. A missed approach prior to Decision Altitude (DA) requires
maintaining the segment speed to the DA and then observing any speed limitations specified for the missed
approach segment. (Please see AC 90-101A for the referenced table.) Requirement 1

A4 3i Temperature Compensation. For aircraft equipped with temperature compensation in accordance with
Appendix 2, subparagraph 3.a.(7), flightcrews may disregard the temperature limits on RNP AR procedures if
the operator provides pilot training on the use of the temperature compensation function. Conditional
1
Requirement

NOTE: Since the charted temperature limits ensure obstacle clearance solely in the FAS, and since
temperature compensation only affects the vertical guidance, the pilot may need to manually adjust the
minimum altitude on the initial and intermediate approach segments and the DA. Pilots must coordinate with
ATC prior to use of temperature compensation in order to prevent loss of aircraft separation. Conditional
1
Requirement

A4 3j Altimeter Crosscheck. The flightcrew must complete an altimetry crosscheck ensuring both pilots
altimeters agree within +/- 100 feet not later than the FAF after receiving the current local altimeter setting at
the airport of intended landing. Do not continue the procedure if the altimetry crosscheck fails.
Requirement 2

NOTE: This operational crosscheck is not necessary if the aircraft automatically compares the altitudes to
within 100 feet (refer to Appendix 2, subparagraph 3d(14)).
Info

A4 3k Altimeter Setting. Due to the reduced obstruction clearance inherent in RNP AR instrument procedures, the
flightcrew must verify the current local altimeter at the airport of intended landing is set not later than the FAF.
Remote altimeter settings are not allowed. Requirement 2

A4 3l Non-Standard Climb Gradient. When planning to use the DA associated with a non-standard missed
approach climb gradient, the operator must ensure the aircraft will be able to comply with the published climb
gradient for the planned aircraft loading, atmospheric conditions and operating procedures.
Requirement 1
A4 3m Engine-Out Procedures. RNP AR procedures are based on normal operations. However, you can find
guidance for developing engine-out extraction procedures in AC 120-91, Airport Obstacle Analysis.
Info

A4 3n Go-Around or Missed Approach. There are two types of missed approach procedures: RNP 1.0 and RNP
less than 1.0. Info

A4 3n(1) RNP AR missed approaches are typically designed to require RNP 1.0 and no additional actions on the part
of the flightcrew. The missed approach portion of these procedures is similar to a missed approach on an
RNAV Global Positioning System (GPS) approach. Info

A4 3n(2) If the MAS requires an RNP value less than 1.0, the approach chart will include the following note: Missed
approach requires RNP less than 1.0. In order to fly such an RNP AR procedure, aircraft equipage and
operating procedures must meet the criteria of Appendix 2, paragraph 6. Conditional
1
Requirement

A4 3n(3) In many aircraft, activating Take-off/Go-around (TOGA) causes a change in LNAV. Activating TOGA may also
disengage the autopilot and FD from LNAV guidance, with the FD reverting to track-hold derived from the
inertial system. LNAV guidance to the autopilot and FD should be re-engaged as quickly as possible.
Conditional
1
Requirement

A4 3n(4) Flightcrew procedures and training must address the impact on navigation capability and flight guidance if the
pilot initiates a go-around while the aircraft is in a turn (e.g. on an RF leg).
Requirement 1

A4 3o Contingency Procedures. Title

A4 3o(1) Provide guidance to the flightcrew on how to assess and react to en route failures of RNP AR approach
required equipment. Requirement 1

A4 3o(2) The operators contingency procedures must also address at least the following conditions occurring during
the RNP AR approach: Requirement 1

A4 Failure of RNP system components, including those affecting lateral and vertical path tracking performance
3o(2)(a) (e.g., failures of a GPS sensor, the FD, or automatic pilot); and
Requirement 1

A4 Loss of navigation signal-in-space (loss or degradation of external signal).

Requirement 1
3o(2)(b)
A5 Training Title
A5 1 Introduction. The operator must provide training, as outlined here for pilots and dispatchers, in the flight
planning and operation of RNP AR approach procedures. This training must provide sufficient detail on the
aircrafts navigation and flight control systems to enable pilots to identify issues affecting the RNP capability of
the aircraft and take appropriate action. Required training must include both knowledge and skill assessments
of pilot and dispatcher duties. An individual must have completed the appropriate training before engaging in
RNP AR operations. A thorough understanding of the operational procedures and best practices is critical to
the safe operation of aircraft during RNP AR operations. A combination of instructional media may be used to
satisfy these training requirements. Requirement 4

A5 1a Pilot Training. Title

A5 1a(1) Each operator is responsible for the training of pilots for the specific RNP AR operations conducted.
Operators must include RNP AR regulatory requirements and procedures in their flight operations and
training manuals (as applicable). This material must cover pertinent aspects of the operators RNP AR
operations including the applicable FAA authorization; i.e., operations specifications (OpSpecs), management
specifications (MSpecs), or letter of authorization (LOA). Requirement 3

A5 1a(2) Flight training must be representative of the type of RNP AR procedures the operator will conduct. Operators
that use Advanced Qualification Programs (AQP) may conduct evaluations in Line-Oriented Flight Training
(LOFT) scenarios, Selected Event Training (SET) scenarios, or a combination of both. The operator may
conduct required flight training in flight simulation training devices (FSTDs) and other enhanced training
devices as long as these training mediums accurately replicate the operators equipment and RNP AR
approach operations. The FSTDs must be approved for RNP AR training. Requirement 2

A5 1b Parts 91K, 121, 125 and 135 Pilot Qualification Training. Title
A5 1b(1) Operators must address initial RNP AR training and qualifications during initial, transition, upgrade, recurrent,
differences, or stand-alone training and qualification programs in a respective qualification category. The
qualification standards assess each pilots ability to properly understand and use RNP AR approach
procedures. The operator must also develop recurrent qualification standards to ensure its pilots maintain
appropriate RNP AR knowledge and skills. Requirement 2
A5 1b(2) Operators may address RNP AR operation topics separately or integrate them with other curriculum
elements. For example, an RNP AR pilot qualification may key on a specific aircraft during transition,
upgrade, or differences courses. General training may also address RNP AR qualification (e.g., during
recurrent training or checking events such as recurrent proficiency check (PC)/proficiency training (PT), line
oriented evaluation, or Special Purpose Operational Training (SPOT)). Info

A5 1b(3) Operators desiring to receive credit for previously-conducted RNP training (e.g., Special RNP Approach
Procedures) against the requirements specified in this appendix must receive specific authorization from their
principal operations inspector (POI) or equivalent regulatory authority. In addition to the current RNP training
program the operator will need to provide training on the differences between their existing RNP operations
Conditional
and RNP AR requirements. 1
Requirement

A5 1c Flight Dispatcher Training. Dispatchers must complete appropriate training before engaging in RNP AR
operations. This training must cover all pertinent aspects of the operators RNP AR operations including:
Requirement 1

A5 1c(1) Understanding of regulatory requirements and dispatch procedures pertinent to the different types of RNP AR
procedures performed, as well as the applicable FAA authorization (OpSpecs, MSpecs, or LOA);
Requirement 1

A5 1c(2) The ability to determine GPS availability and accuracy for RNP AR procedures at the destination, alternate
and en route alternates for the expected time of use; and
Requirement 1

A5 1c(3) Understanding aircraft equipment capabilities and the effects of minimum equipment list (MEL) requirements,
aircraft performance, and navigation signal availability on RNP AR capabilities.
Requirement 1

A5 2 Pilot Ground Training. Initial RNP AR ground training must address the material listed in subparagraphs 2a.
through 2c. For recurrent RNP AR training, the curriculum need only address new, revised, or emphasized
items. Requirement 1

A5 2a Theory/Knowledge/Definitions. RNP AR ground training must cover RNP AR systems, operation,

classifications, and limitations. Training must include general knowledge and operational application of RNP
AR IAP, and address the following specific elements: Requirement 1
A5 2a(1) Definitions of RNAV (RNP), RNAV (GPS), RNP, RNP AR, containment, and the differences between RNAV
and RNP; Requirement 1

A5 2a(2) RNP AR approach charting, to include applicable lines of minima, temperature limitations, non-standard climb
gradients, RF legs, speed restrictions, and missed approach RNP requirements;
Requirement 1

A5 2a(3) How to determine if specific RNP values will be available at the destination, alternate, and en route alternates,
for the expected time of use;
Requirement 1

A5 2a(4) The different components contributing to Total System Error (i.e., path steering error, path definition error,
and position estimation error) and their characteristics;
Requirement 1

A5 2a(5) Compare flight performance of the aircraft to the required flight performance for the RNP AR procedure to be
flown, including speed limitations and any non-standard climb gradients required;
Requirement 1

A5 2a(6) Alerts that may occur from the loading and use of improper RNP values for a desired segment of an RNP AR
procedure; Requirement 1

A5 2a(7) Performance and/or equipment requirements applicable to a specified RNP value; e.g., requirement to use
autopilot or flight director below a specified RNP value;
Requirement 1

A5 2a(8) When and how to terminate RNP navigation and transfer to traditional navigation (e.g., due to loss of RNP
and/or required equipment); Requirement 1

A5 2a(9) Operational limitations if Actual Navigation Performance (ANP) degrades or RNP is lost prior to or during any
portion of the approach; and Requirement 1

A5 2a(10) How bank angle restrictions, wind, and groundspeed impact the ability to remain on the course centerline,
particularly on a RF leg. Requirement 1
A5 2b Pilot Procedures. Training should encompass normal and abnormal operating procedures, responses to
equipment annunciations, failures, alerts, and any limitations on RNP operation. Training must also address
contingency procedures for loss or degradation of RNP capability. The flight operations manuals approved for
use (e.g., Flight Operations Manual (FOM) or pilots operating handbook (POH)) should contain this
information. Training must address the following elements: Requirement 2

A5 2b(1) Review of modifications to company documents for RNP AR operations, such as Company Flight Manual
(CFM), FOM, etc., as well as understanding which checklist items need to be accomplished prior to and
during RNP AR approach procedures. Requirement 1

A5 2b(2) Briefings for all RNP AR procedures including RNP approach and missed approach profiles and normal
procedures. Training should address any additional briefings or review cards that may be required or
available prior to commencing an RNP AR procedure. Requirement 1

A5 2b(3) Compliance with charted airspeed limitations. In the absence of charted airspeed limitations, the maximum
airspeeds shown in Appendix 4, Table 1, apply for all RF legs. These speed restrictions cannot be waived by
air traffic control (ATC). Requirement 1

A5 2b(4) Understanding of and compliance with the parameters associated with an RNP AR approach, such as ANP
versus RNP, cross track error, etc., as well as factors that affect aircraft ability to maintain lateral and vertical
path and how to correct for deviations from path.
Requirement 1

A5 2b(5) RNP AR symbology, operation, controls, and displays, as well as equipment or software differences between
aircraft as applicable. Requirement 1

A5 2b(6) Appropriate responses to annunciations, cautions, alerts, and limitations. Requirement 1

A5 2b(7) Programming and operating the flight management computer (FMC), autopilot, auto throttle/auto thrust, radar,
GPS, inertial reference unit (IRU), electronic flight instrument system (EFIS) (including moving maps), and
Terrain Awareness Warning Systems (TAWS) in support of RNP AR procedures.
Requirement 1

A5 2b(8) Procedures used to verify the FMC database and RNP AR approach procedures are current and contain
required navigation data. Requirement 1
A5 2b(9) How to select RNP values for RNP AR approaches, and for different phases of flight (if required).
Requirement 1

A5 2b(10) Use of temperature compensation, if applicable. Requirement 1

A5 2b(11) MEL operating provisions applicable to RNP AR approaches. Requirement 1
A5 2b(12) Procedures for verifying current local altimeter is set before beginning an RNP AR procedure, including any
operational limitations associated with the source(s) for the altimeter setting and the latency of checking and
setting the altimeters approaching the FAF.
Requirement 1

A5 2b(13) Events that trigger a missed approach, including deviations from path, as well as issues applicable to the
missed approach; e.g., lateral steering mode following initiation of a missed approach during a turn or shortly
after rollout, timely re-engagement of lateral navigation (LNAV), and the critical importance of maintaining
track within 1xRNP between initiation of the missed approach and re-engagement of LNAV. Requirement 1

A5 2b(14) Impact of GPS loss during an approach and understanding the performance issues and limitations associated
with reversion to radio updating. Also, how to control the navigation updating modes related to RNP AR
operations. Requirement 1

A5 2b(15) Pilots should understand the implications of interrupted approaches in the radar environment; e.g., being
vectored off then back on the approach. Consideration should also be given to the non-radar environment,
where pilots may be required to hold as published and then resume the approach. Pilots should understand
how to resume both lateral and vertical paths, as well as the need to inform ATC immediately when the
performance of the aircraft will no longer support RNP AR operations. Requirement 1

A5 2c Abnormals/Failures. The operator's RNP AR training must address the following:

Requirement 1

A5 2c(1) Pilot contingency procedures for a loss of RNP capability during an approach. Training should emphasize
contingency actions that achieve separation from terrain and obstacles. The operator should tailor these
contingency procedures to the RNP AR procedures they will fly.
Requirement 1
A5 2c(2) The navigation sensors which form the basis for their RNP operations, and how to assess the impact of
failure of any avionics or a known loss of external system(s).
Requirement 1

A5 2c(3) Ability to recognize, evaluate, and take appropriate action in response to any system or instrument failures
that affect RNP operations prior to or during an RNP AR approach. Examples of failures that could degrade
the RNP capability of the aircraft include: Requirement 1

A5 Autopilot failure,
Requirement 1
2c(3)(a)
A5 Autothrottle/Autothrust failure,
Requirement 1
2c(3)(b)
A5 GPS failure,
Requirement 1
2c(3)(c)
A5 Right/left/dual FMC failure, and/or
Requirement 1
2c(3)(d)
A5 TAWS warning.
Requirement 1
2c(3)(e)
A5 3 Flight Training. In addition to ground training, pilots must receive appropriate training in the performance of
RNP AR approaches. This training must reflect any operational documentation provided by the Original
Equipment Manufacturers (OEM). Operational training must include: RNP AR procedures; flight deck
equipment and display setup; recognition of aural advisories, alerts, and other annunciations; and response to
loss of RNP capability in a variety of scenarios embracing the breadth of RNP AR procedures the operator
plans to use. Such training may be performed in FSTDs that have been approved for RNP AR training.
Requirement 2

A5 3a Selection of Approaches for Training. Selection of approaches for use in training shall reflect a variety of
approaches in order to enable pilots to become familiar with different requirements, minimums, lateral and
vertical paths, etc. Select approaches from those that pilots can expect to fly. For example, if expected
approaches contain RF legs, then use approaches in training containing RF legs. Ideally, operators should
use site-specific FSTD visual databases (as opposed to generic visual) for RNP AR approach training. You
may give credit during initial qualification for training with site-specific FSTD visuals. Requirement 1

A5 3b Flight Training Subject Matter. Address the following subjects during some portion of RNP AR flight
training: Requirement 1
A5 3b(1) RNP AR Approach Setup: Title
A5 FMC/ control display unit (CDU) setup;
Requirement 1
3b(1)(a)
A5 FMC/CDU failure conditions and recognition;
Requirement 1
3b(1)(b)
A5 Lateral/vertical guidance information;
Requirement 1
3b(1)(c)
A5 Maximum deviations and how they are represented;
Requirement 1
3b(1)(d)
A5 Use of map displays;
Requirement 1
3b(1)(e)
A5 3b(1)(f) Required equipment and mitigations for failures; Requirement 1
A5 Any emergency issues; and
Requirement 1
3b(1)(g)
A5 Ground proximity warning/escape.
Requirement 1
3b(1)(h)
A5 3b(2) Unplanned Issues: Title
A5 Loss of vertical navigation (VNAV) path and requirements to regain path; and/or
3b(2)(a) Requirement 1

A5 Radar vector off LNAV path and restrictions to regaining path (e.g., no direct to RF legs, etc.).
3b(2)(b) Requirement 1

A5 3b(3) Approach Briefing: Title

A5 FMC/chart crosscheck;
Requirement 1
3b(3)(a)
A5 Verify waypoint names and sequence, speed restrictions, crossing altitudes, and glide path;
3b(3)(b) Requirement 1

A5 Glide path and lateral path issues (e.g., configuration, landing weight, performance, winds, etc.); and
3b(3)(c) Requirement 1

A5 Missed approach requirements.

Requirement 1
3b(3)(d)
A5 3b(4) Missed Approach Briefing: Title
A5 Immediate turn scenarios-turn radius (bank angle versus speed);
Requirement 1
3b(4)(a)
A5 Go around considerations: track hold issues, lateral steering mode during initiation of missed approach in a
3b(4)(b) turn or shortly after rollout from a turn, timely re-engaging of LNAV, and the critical importance of maintaining
track to within 1xRNP between the time of initiation of missed approach and re-engagement of LNAV; and/or
Requirement 1
A5 Missed approach requiring RNP less than 1.0.
Requirement 1
3b(4)(c)
A5 3c RNP AR Approach Requirements. Title
A5 3c(1) RNP AR Initial Training. With no prior RNP AR approach experience, each pilot must complete at least four
RNP AR approach procedures: two as pilot flying and two as pilot monitoring. These four RNP AR
approaches shall employ the unique AR characteristics of the operators approved procedures (i.e., RF legs,
RNP missed). You must fly two approaches to the DA and two approaches must result in an RNP missed
approach procedure. Two of the above approaches will include interrupted approaches resulting in one
approach with vectors to resume the approach and one approach resulting in a hold at an initial approach fix
Requirement 4
(IAF) or transition fix.

NOTE: Pilots with prior experience in RNP or RNAV approach operations may receive credit for all or part of
this requirement provided the current operators procedures are similar and require no new pilot skills trained
in an FSTD. Info

A5 3c(2) RNP AR Recurrent Training. Each pilot must complete at least two RNP AR approach procedures: one as
pilot flying and one as pilot monitoring. These two RNP AR approaches shall employ the unique AR
characteristics of the operators approved procedures (i.e., RF legs, RNP missed). You must fly one approach
to the DA and one approach must result in an RNP missed approach procedure. One of the above
approaches will include either an interrupted approach resulting in vectors to resume the approach or a hold
at an IAF or transition fix. Requirement 4

NOTE: An RNP AR procedure may be substituted for any required precision or nonprecision approach.
Info

A6 RNP AR Monitoring Program Title

A6 1 Program Requirements. The operator must implement an ongoing RNP AR monitoring program to ensure
continued compliance with the guidance of this AC and to identify any negative trends in performance. The
monitoring program should gather information from every attempted RNP AR approach and enable the
operator to understand why any approaches were unsuccessful. The program should establish internal
processes that provide for regular reviews of approach data by appropriate officials. Requirement 1
A6 2 Reporting Requirements. As part of that monitoring program the operator must, for the duration of the
interim authorization period, submit the information listed below every 30 days to the CHDO or FSDO
granting the RNP AR operational approval. In the event no interim authorization period is assigned, the
operator must submit the information to the CHDO/FSDO for at least 90 days following receipt of initial
operational approval. Requirement 1

A6 2a Total Number of RNP AR Procedures Conducted. Requirement 1

A6 2b Number of Satisfactory Approaches by Aircraft/System. Satisfactory if completed as planned without any
navigation or guidance system anomalies.
Requirement 1

A6 2c Reasons for Unsatisfactory Approaches. Examples include:

UNABLE REQ NAV PERF, NAV ACCUR DOWNGRAD, or other RNP messages during approaches;
Excessive lateral or vertical deviation;
Terrain Awareness Warning Systems (TAWS) warning;
Autopilot system disconnect;
Requirement 1
Navigation data errors; and/or
Pilot report of any anomaly.

A6 2d Any Pertinent Crew Comments. Requirement 1

A7 RNP AR Application Preparation and Processing Title

A7 1 Application Guidelines. In general terms, the successful RNP AR application is one which addresses each
requirement listed in Appendices 2 through 6 of this AC. Operators need to show that their aircraft meets the
performance requirement specified in Appendix 2. Operators also need to show they have adjusted their
operating procedures and training programs to take into account each of the procedural and training
requirements listed in Appendices 3 through 6 as applicable. Operators are not required to submit entire
flightcrew operating and training manuals, for example, but rather should provide copies of those portions of
the manuals that have been updated to reflect the specific RNP AR requirements outlined in this AC. A
complete application is one which addresses each requirement in this AC and documents that fact. Info
A7 2 Application Contents. Operators seeking operational approval to conduct RNP AR approaches should
provide the following information, under cover letter, to the applicable POI or FSDO:
Requirement 1

A7 2a Aircraft Qualification Documentation. The operator should provide documentation from the aircraft
manufacturer showing the proposed aircraft equipment meets the requirements of Appendix 2. This
documentation should contain any specific hardware or software equipment requirements, procedural
requirements, or limitations. Requirement 1

A7 2b Description of Aircraft Equipment. Provide a configuration list that details use of pertinent components and
equipment for the operation. The list should include each make, model, and version of FMS software
installed. Requirement 1

A7 2c Operating Procedures and Practices. Revise operating manuals to reflect the requirements of Appendices
4 and 6. Operators should submit pertinent portions of manuals and checklists that include
information/guidance used for specific operations requested. Part 91 operators should submit those portions
of the Aircraft Flight Manual (AFM) and required supplements which specifically relate to RNP AR
performance. Requirement 1

A7 2d Navigation Data Validation Program. The operator should describe, in detail, the processes and
procedures it has established to meet the requirements pertaining to aircraft navigation databases as
prescribed in Appendix 3. Requirement 1

A7 2e Pilot Training Programs. Operators should submit documentation describing their RNP AR pilot training
program in accordance with Appendix 5. Operators should also submit a description of the training conducted
using simulation, credit given for simulation, and flight simulation training device (FSTD) qualification
(statement of compliance). Requirement 1

A7 2f Dispatcher/Flight Follower Training. Operators should show how they intend to train dispatchers/flight
followers to perform their duties relating to RNP AR, in accordance with Appendix 5.
Requirement 1
A7 2g Maintenance Procedures. The operator should show how they have modified their aircraft maintenance
procedures to take into account any unique maintenance requirements relating to RNP AR operations. Some
aircraft and equipment manufacturers have identified specific procedures to ensure the airworthiness of
certain equipment required for RNP AR. Conditional
1
Requirement

A7 2h RNP AR Monitoring Program. The operator must describe its program for collecting data on RNP AR
operations in accordance with Appendix 6. Requirement 1

A7 2i Minimum Equipment List (MEL). The operator should document the revisions to the MEL to account for
RNP AR approach equipment requirements. The application should include copies of those revised MEL
sections. Requirement 1

A7 2j Validation. The operator should submit a proposed validation test plan that would demonstrate they are
capable of RNP AR approach operations. FAA Order 8900.1, Volume 3, Chapter 29 provides guidance on
validation tests. The validation plan should include a demonstration of:
Requirement 1

A7 2j(1) Aircraft capability to perform RNP AR procedures; Requirement 1

A7 2j(2) Operational and dispatch procedures; Requirement 1
A7 2j(3) Effectiveness of training; Requirement 1
A7 2j(4) Effectiveness of equipment maintenance procedures; and Requirement 1
A7 2j(5) MEL procedures. Requirement 1
NOTE: The validation plan should take advantage of ground training devices, FSTDs, and aircraft
demonstrations. If the operator chooses to conduct the validation in actual flight, the RNP AR approaches
must be completed in day VMC. Info

NOTE: Each make, model, and version of FMS software installed may require a demonstration.
Info

A7 3 Proposed Operating Conditions/Limitations. Operators should submit any proposed conditions,

limitations, or non-standard language for the RNP AR operational approval (i.e., OpSpec, MSpec, or LOA).
Info
A7 4 Application Processing. Figure 1 provides an optional checklist for use by both the operator and FAA
personnel processing the application. Figure 2 provides a flow chart describing the process, internal to the
FAA, for evaluating an application for RNP AR approval. (Please see AC 90-101A for the referenced figures.)
FAA Order 8900.1, Volume 3, Chapter 18 also provides this flow. While this flow chart describes application
evaluation as a sequential process, operators are encouraged to concurrently submit copies of the application
to their local FAA inspector, the regional All Weather Operations Program Manager (AWOPM), and to the
Performance Based Flight Systems Branch (AFS 470) at FAA HQ in Washington, DC. This concurrent
submission will ordinarily allow quicker evaluation of the application. The local inspector, AWOPM, and AFS
470 personnel will collaborate on evaluating the application. Info