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22.5 Understanding RNP Operations. Pilots should have a clear understanding of the aircraft requirements for operation in a given RNP environment, and advise ATC if an equipment failure or other malfunction causes the aircraft to lose its ability to continue operating in the designated RNP airspace. When a pilot determines a specified RNP level cannot be achieved, he/she should be prepared to revise the route, or delay the operation until an appropriate RNP level can be ensured. Some airborne systems use terms other than RNP to indicate the current level of performance. Depending on the airborne system implementation, this may be displayed, and referred to, as actual navigation performance (ANP), estimate of position error (EPE), or other.
22.6 Other RNP Applications Outside the
U.S. The FAA, in cooperation with ICAO member states has led initiatives in implementing the RNP concept to oceanic operations. For example, RNP.10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM. Additionally, the FAA has assisted those U.S. air carriers operating in Europe where the routes have been designated as RNP.5. TBL ENR 4.1.7 below, shows examples of current and future RNP levels of airspace.

TBL ENR 4.1.7
RNP Levels Supported for International Operations
RNP Level  Typical Application 
4  Projected for oceanic/remote areas where 30 NM horizontal separation is applied 
5  European Basic RNAV (B.RNAV) 
10  Oceanic/remote areas where 50 NM horizontal separation is applied 

22.7 RNAV and RNP Operations
22.7.1 Pilot
22.7.1.1 If unable to comply with the requirements of an RNAV or RNP procedure, pilots must advise air traffic control as soon as possible. For example, “N1234, failure of GPS system, unable RNAV, request amended clearance.”
22.7.1.2 Pilots are not authorized to fly a published RNAV or RNP procedure (instrument approach, departure, or arrival procedure) unless it is retrievable by the procedure name from the current aircraft navigation database and conforms to the charted procedure. The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints.
22.7.1.3 Whenever possible, RNAV routes (Q. or T.route) should be extracted from the database in their entirety, rather than loading RNAV route waypoints from the database into the flight plan individually. However, selecting and inserting individual, named fixes from the database is permitted, provided all fixes along the published route to be flown are inserted.
22.7.1.4 Pilots must not change any database waypoint type from a fly.by to fly.over, or vice versa. No other modification of database waypoints or the creation of user.defined waypoints on published RNAV or RNP procedures is permitted, except to:
 a) Change altitude and/or airspeed waypoint constraints to comply with an ATC clearance/ instruction.
 b) Insert a waypoint along the published route to assist in complying with ATC instruction, example, “Descend via the WILMS arrival except cross 30 north of BRUCE at/or below FL 210.”  This is limited only to systems that allow along.track waypoint construction.
22.7.1.5 Pilots of FMS.equipped aircraft, who are assigned an RNAV DP or STAR procedure and subsequently receive a change of runway, transition or procedure, shall verify that the appropriate changes are loaded and available for navigation.
22.7.1.6 For RNAV 1 DPs and STARs, pilots must use a CDI, flight director and/or autopilot, in lateral navigation mode. Other methods providing an equivalent level of performance may also be acceptable.
22.7.1.7 For RNAV 1 DPs and STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take.off roll. The use of an automatic or manual runway update is an acceptable means of compliance with this requirement. Other methods providing an equivalent level of performance may also be acceptable.
22.7.1.8 For procedures or routes requiring the use of GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation.
22.7.1.9 RNAV terminal procedures (DP and STAR) may be amended by ATC issuing radar vectors and/or clearances direct to a waypoint. Pilots should avoid premature manual deletion of waypoints from their active “legs” page to allow for rejoining procedures.
22.7.1.10 RAIM Prediction: If TSO.C129 equip-ment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time). If RAIM is not available, pilots need an approved alternate means of navigation.
REFERENCE.
　
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