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but not limited to, a Heading to Altitude (VA),
Heading to DME range (VD), and Heading to Manual
Termination, i.e., Vector (VM). Narrative:climb
runway heading to 1500", heading 265, at 9 DME
west of PXR VORTAC, right turn heading 360", fly
heading 090, expect radar vectors to DRYHT INT."
1.4.3Navigation Issues.Pilots should be aware of
their navigation system inputs, alerts, and annunciations
in order to make better−informed decisions. In
addition, the availability and suitability of particular
sensors/systems should be considered.
1.4.3.1GPS.Operators using TSO−C129 systems
should ensure departure and arrival airports are
entered to ensure proper RAIM availability and CDI
sensitivity.
1.4.3.2DME/DME.Operators should be aware
that DME/DME position updating is dependent on
FMS logic and DME facility proximity, availability,
geometry, and signal masking.
1.4.3.3VOR/DME.Unique VOR characteristics
may result in less accurate values from VOR/DME
position updating than from GPS or DME/DME
position updating.
1.4.3.4Inertial Navigation.Inertial reference
units and inertial navigation systems are often
coupled with other types of navigation inputs,
e.g.,DME/DME or GPS, to improve overall
navigation system performance.
NOTE−
Specific inertial position updating requirements may
apply.
1.4.4Flight Management System (FMS).An
FMS is an integrated suite of sensors, receivers, and
computers, coupled with a navigation database.
These systems generally provide performance and
RNAV guidance to displays and automatic flight
control systems.
1.4.4.1Inputs can be accepted from multiple sources
such as GPS, DME, VOR, LOC and IRU. These
inputs may be applied to a navigation solution one at
a time or in combination. Some FMSs provide for the
detection and isolation of faulty navigation information.
1.4.4.2When appropriate navigation signals are
available, FMSs will normally rely on GPS and/or
DME/DME (that is, the use of distance information
from two or more DME stations) for position updates.
Other inputs may also be incorporated based on FMS
system architecture and navigation source geometry.
ENR 1.18−4 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
NOTE−
DME/DME inputs coupled with one or more IRU(s) are
often abbreviated as DME/DME/IRU or D/D/I.
2. Required Navigation Performance (RNP)
2.1General.RNP is RNAV with on−board navigation
monitoring and alerting, RNP is also a statement
of navigation performance necessary for operation
within a defined airspace. A critical component of
RNP is the ability of the aircraft navigation system to
monitor its achieved navigation performance, and to
identify for the pilot whether the operational
requirement is, or is not being met during an
operation. This on−board performance monitoring
and alerting capability therefore allows a lessened
reliance on air traffic control intervention (via radar
monitoring, automatic dependent surveillance
(ADS), multilateration, communications), and/or
route separation to achieve the overall safety of the
operation. RNP capability of the aircraft is a major
component in determining the separation criteria to
ensure that the overall containment of the operation
is met.
The RNP capability of an aircraft will vary depending
upon the aircraft equipment and the navigation
infrastructure. For example, an aircraft may be
equipped and certified for RNP 1.0, but may not be
capable of RNP 1.0 operations due to limited navaid
coverage.
2.2RNP Operations
2.2.1RNP Levels.An RNP level" or type" is
applicable to a selected airspace, route, or procedure.
ICAO has defined RNP values for the four typical
navigation phases of flight: oceanic, en route,
terminal, and approach. As defined in the Pilot/Controller
Glossary, the RNP Level or Type is a value
typically expressed as a distance in nautical miles
from the intended centerline of a procedure, route, or
path. RNP applications also account for potential
errors at some multiple of RNP level (e.g., twice the
RNP level).
2.2.1.1Standard RNP Levels.U.S. standard values
supporting typical RNP airspace are as specified
in TBL ENR 1.12−1 below. Other RNP levels as
identified by ICAO, other states and the FAA may
also be used.
2.2.1.2Application of Standard RNP Levels.
U.S.standard levels of RNP typically used for
various routes and procedures supporting RNAV
　
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