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that defines and describes navigation concepts. One of
Figure 3-41. IFR Transition Routes in the A po t / Fac yD ec o y .
3-38
these terms is RNP Airspace, a generic term designating airspace, routes, legs, operations, or procedures
where minimum RNP has been established. P-RNAV
represents a 95 percent containment value of ±1 NM.
B-RNAV provides a 95 percent containment value of
±5 NM. RNP is a function of RNAV equipment that
calculates, displays, and provides lateral guidance
to a profile or path. Estimated position error (EPE)
is a measure of your current estimated navigational
performance, also referred to as actual navigation
performance (ANP).
RNP RNAV is an industry-expanded specification
beyond ICAO-defined RNP. Some of the benefits of
RNP RNAV includes being an aid in both separation
and collision risk assessment. RNP RNAV can further
reduce route separation. Figure 3-43 depicts route separation, that can now be reduced to four times the RNP
value, which further increases route capacity within the
same airspace. The containment limit quantifies the
navigation performance where the probability of an
unannunciated deviation greater than 2 x RNP is less
than 1 x 10
-5
. This means that the pilot will be alerted
when the TSE can be greater than the containment
limit. Figure 3-44 shows the U.S. RNP RNAV levels by
airspace control regions, including RNP 2 for the en
route phase of flight, and Figure 3-45 on page 3-40
illustrates the U.S. standard RNP (95%) levels.
REDUCED VERTICAL
SEPARATION MINIMUMS
In 1960, the minimum vertical separation between airplanes
above FL 290 was officially increased to 2,000 feet. This
was necessary because of the relatively large errors in barometric altimeters at high altitudes. Since that time, increased
air traffic worldwide has begun to approach (and sometimes
exceed) the capacity of the most popular high-altitude
routes. Likewise, very accurate altitude determination by
satellite positioning systems makes it possible to change the
minimum vertical separation for properly equipped airplanes back to the pre-1960 standard of 1,000 feet. [Figure
3-46 on page 3-41] RVSM airspace is any airspace between
FL 290 and FL 410 inclusive, where airplanes are separated
by 1,000 feet vertically. In the early 1980’s, programs
were established to study the concept of reduced vertical separation minimums (RVSM). RVSM was found
to be technically feasible without imposing unreasonable requirements on equipment. RVSM is the most
effective way to increase airspace capacity to cope with
traffic growth. Most of the preferred international and
domestic flight routes are under both RVSM and RNP
RNAV rules.
{
{
{
{
Distance to Waypoint
True
Aircraft
Position
Lateral TSE
= RNP Type
Lateral TSE
= RNP Type
Longitudinal TSE
= RNP Type
Longitudinal TSE
= RNP Type
Nav System
Indicated
Position
Desired
Flight Path
Inside the box
95% of Total
Flight Time
Figure 3-42. ICAO RNP Containment Parameters.
3-39
2 X RNP
RNP: 95%
RNP
Containment Limit
Containment Limit: 99.999%
Defined Path
Desired Path
RNP RNAV is referenced to the airplane defined path.
ICAO RNP is referenced to the airspace desired path.
Figure 3-43. RNP RNAV Containment.
U.S. RNP RNAV
LEVELS
ADS-B RNP 1
RNP 2
RNP 0.3
RNP 0.3
Airport Surface
Final Approach/Initial Departure
Approach/Departure Transition
Arrival/Departure
En Route
Figure 3-44. Airspace Control Regions.
3-40
In 1997, the first RVSM 1,000-foot separation was
implemented between FL 330 and FL 370 over the
North Atlantic. In 1998, RVSM was expanded to
include altitudes from FL 310 to FL 390. Today States
(governments) around the globe are implementing
RVSM from FL 290 to FL 410. There are many
requirements for operator approval of RVSM. Each
aircraft must be in compliance with specific RVSM
criteria. A program must be in place to assure continued airworthiness of all RVSM critical systems. Flight
crews, dispatchers, and flight operations must be
properly trained, and operational procedures, checklists, etc. must be established and published in the Ops
Manual and AFM, plus operators must participate in a
height monitoring program.
Using the appropriate suffix in Block 3 on the IFR
flight plan lets ATC know that your flight conforms to
the necessary standards and is capable of using RNP
routes or flying in RVSM airspace. The equipment
　
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