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REQUIRED NAVIGATION PERFORMANCE

AUTHORIZATION REQUIRED (RNP AR)
CLIENT GUIDE

REVISION 0.1
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DEFINITIONS

Performance-based navigation (or PBN) standards allow greater

access to runways where a standard approach procedure is not
appropriate due to the surrounding terrain, obstacles, or other close
airports.

PBN consists of two primary navigation specifications: Area

navigation (or RNAV) and Required Navigation Performance (or
RNP).

RNA
V
RNAV procedures require that navigation systems be able
to operate within a certain distance to the left or right
of centerline for at least 95% of the flight time. RNAV
procedures are typically used during enroute and terminal
areas where terrain or obstacles are not as significant.

RN
P
RNP is RNAV plus mandatory onboard navigation
performance monitoring and alerting.
The monitoring function verifies navigation accuracy and
provides aural and/or visual alerts when performance is
no longer appropriate. RNP procedures are used when
aircraft may be flying closer to obstructions.

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RNP AR
RNP with Authorization Required (RNP AR) procedures were needed when surrounding obstructions did not allow for a
standard RNP procedure. RNP AR provides proper terrain and obstacle avoidance to these airports and also to airports
with close airspaces, parallel runways, converging runways, and noise sensitive areas. RNP AR approaches are typically
titled RNAV (RNP) Rwy ## or RNP Rwy ## (AR).

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AIRCRAFT & NAVIGATION SYSTEMS
Containment Area
With PBN procedures, lateral and vertical areas around the flight path need to be clear of obstructions.

Laterally, this area is known as a containment area or Vertically, an obstacle clearance is established and
obstacle evaluation area, and the aircraft must be able maintained with proper altimeter use and temperature
to stay within the defined limits. considerations.

RNP vs. RNP AR

Standard RNP procedures RNP AR procedures
Each approach segment has primary and secondary All approach segments have only primary obstacle
obstacle evaluation areas. evaluation areas with all segments plus or minus 2 times
the RNP.

Example: The final segment for a standard RNP approach with Example: With RNP 0.3, the primary area is plus or minus
LNAV/VNAV minimums has a primary area of plus or minus 0.6nm.
0.6nm and an additional secondary area of 0.3nm.

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Total System Error
Three types of aircraft/navigation system errors must be
monitored to ensure they remain within limits.

Combined, these monitored errors are called Total

System Error, or TSE:

• Path definition error is the accuracy of lateral and

vertical paths defined in the navigation database. For
most current systems, this error is so small that many
manufacturers assume it to be zero.

• Position estimation error is the estimated accuracy

of the aircraft position compared to its desired
position. Some aircraft display this error to pilots
using the term Estimated Position Uncertainty (EPU.)

• Path steering error is the pilot’s or autopilot’s ability

to use the guidance and control systems to track
the desired flight path. Some procedures require an
autopilot to keep the error as small as possible. Also
referred to as Flight Technical Error (or FTE), this is
potentially the largest of the three errors.

ERROR AND RNP

If EPU is equal to RNP, flight is allowed to continue since it remains within safety standards.
Note!
If EPU exceeds current RNP, required accuracy is no longer available and the procedure must be
abandoned and ATC must be notified.

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RF LEGS
RNP AR offers the ability to have curving flight paths for For approaches where RF leg capability is required, an
any segment of the approach, including on final and in “RF required” statement is written in the general notes
the missed approach segment. Called radius to fix or RF section. Some approaches only need RF legs for certain
legs, these turns are more repeatable and predictable segments, and an RF required note is written next to the
than the standard fly-by waypoint design. appropriate waypoints.

RF required for any

transition

RF required for only certain

segments


The RNP AR containment area (2 times the RNP) remains
true for RF legs.

Jeppesen charts indicate the direction of turn on the

profile view as “LT Arc” for left turn and “RT Arc” for right
turn. Other chart providers may not indicate RF legs on
the profile view but they are identified by not having a
course value.

Jeppesen RF
Legs

Non-Jeppeson RF
Legs
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CONTAINMENT AREA
Wind Limits Airspeed
RNP AR approaches that have procedure-specific Every RF leg has a maximum airspeed limit listed by
authorizations may have wind limits listed on the chart. approach segment and aircraft category. FAA, EASA, and
Refer to AIP or related documents for requirements. ICAO procedures may have slightly different speeds.
If the procedure requires a different airspeed limit than
what is listed, it is noted on the chart.
FAA RF Leg Speeds

EASA/ICAO RF Leg
Speeds

Bank Angles
Bank angle requirements are tested by the aircraft
manufacturer. The aircraft and flight control systems
must be capable of commanding a bank angle up to
25 degrees when greater than 400 feet AGL and up
to 8 degrees when below 400 feet AGL. Any further
restrictions or limitations on bank angle are listed in
aircraft documents.
Airspeeds for RF legs are applicable both when on
a stable descent to minimums and when there is a
Note!
need for a missed approach!

Lesson 1
Summary
• RNP AR approaches provide authorized flight crews
and aircraft increased access to runways.
• RNP AR approach charts are titled as RNAV (RNP) or
RNP with AR in parenthesis.
• Path steering error (also known as Flight Technical
Error) is affected by the pilot and may be the largest of
all the errors if it is not managed properly.
• If EPU exceeds current RNP, the pilot is alerted and
must abandon the procedure and notify ATC.
• RF legs need appropriate wind limits, bank angle
requirements, and airspeed limits to keep the aircraft on
the desired flight path.

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RNP AR AUTHORIZATION
Equipmen
Authorization for the aircraft, operator and flight crew is
required before flying RNP AR procedures
t

Aircraft
- Documentation
- MEL
- Equipment
- Aircraft
Capabilities

Operator EXAMPLE ONLY

Required RNP AR equipment should be listed along with

Flight crew backup navigation systems. Currently, VOR-updating is
not allowed for any public use RNP AR approach; some
systems provide procedures on how to disable VOR-
updating before flying an RNP AR approach.
Documentation
Manufacturer documentation must show that it is able
to accomplish RNP AR approaches to the desired Aircraft Capabilities
tolerances. Documentation should include: Three different RNP AR approach capabilities are
• Required equipment addressed in aircraft documentation: RF legs,
• Modes of operation approaches with minimums less than RNP 0.3, and
• Normal and abnormal procedures missed approaches requiring RNP of less than 1.0.
• Responses to failure alerts RF Legs
•Limitations for different RNP AR capabilities Not all aircraft are able to fly RF legs. Verify with proper
Documentation may also include recommended documentation on whether the aircraft is capable.
procedures and practices prior to, during, and after RNP
AR flight. RNP AR Minimums
Equipment requirements are different when flying
approaches to minimums of RNP 0.3 than when flying
to minimums of less than RNP 0.3. The lower minimums
typically require redundant equipment such as dual
GNSS sensors, dual FMS, dual air data systems, dual
autopilots and an IRS. Not all aircraft are capable of flying
to the lower minimums. Verify aircraft documentation for
the RNP AR minimums capabilities.

RNP AR Missed Approach

Equipment requirements are different when a procedure
has a missed approach RNP of 1.0 than for a procedure
requiring a missed approach RNP of less than 1.0. The
MEL more accurate missed approach typically needs the
Since each RNP AR approach may have different same dual equipment as listed for lower minimums. Not
capabilities, use the MEL to determine which capabilities all aircraft are capable of flying missed approaches with
may still be considered with inoperative equipment. RNP of less than 1.0. Verify aircraft documentation for the
RNP AR missed approach capabilities.

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OPERATOR
EASA
Aircraft EASA regulation on air operations Annex V, Part SPA
- Specific Approvals, provides details for European
operators desiring RNP AR authorization. Part SPA
Operator Subpart B: PBN Operations states the operator shall
provide evidence that:

Once it is determined • The AFM or other approved document shows the

an aircraft is RNP AR
proper approval.
capable, the operator • A training program for the flight crew and relevant
needs authorization to fly
personnel involved in flight preparation has been
the procedures.
established.
• A safety assessment has been carried out.
Flight crew • Operating procedures have been established for
selected items.
• A list of reportable events has been specified,
FAA and
The required steps for gaining FAA authorization are • A management RNP monitoring program has been
found in AC 90-101. As early as possible, make contact
established for RNP AR approach operations, if
with the principal operations inspector or local Flight
applicable.
Standards District Office to help begin the application
and start the authorization process.

FAA 14 CFR part 91K, 121, 125, or 135 operators all

receive final authorization in the form of MSpec/OpSpec
C384. Part 91 operators also require approval in the form
of a Letter of Authorization (LOA) C384. All public, FAA
RNP AR approaches may be flown if they comply with
C384 authorization.

A list of foreign RNP AR procedures approved for U.S.

operators is maintained on the FAA Performance-based
Flight Systems Branch website. Operators must request
each foreign RNP AR approach they intend to fly. Those RNP AR Authorization. Part SPA Subpart B: PBN
approaches are then individually added to C384 when
approved. Part SPA.PBN also references ICAO Document 9997,
Performance-based Navigation (PBN) Operational
Approval Manual, which contains initial considerations
and content for an operator’s RNP AR application. Some
nations have used the checklists shown in this document
C384 - EXAMPLE ONLY
but verify with the appropriate authority for their required
If an operator intends to fly a foreign approach not listed steps.
on the FAA website, special authorization C358 may be
used.

C358 - EXAMPLE
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FLIGHT CREW

Aircraft Recurrent
FAA and EASA both require recurrent RNP AR ground
Operator and flight training to maintain flight crew proficiency
on the specific capabilities of their aircraft. Flight
training may be accomplished in a FSTD with each pilot
Flight completing two RNP AR approaches; one as pilot
crew flying and one as pilot monitoring.
- Initial
- Recurrent


Initial
Both FAA and EASA operations require initial RNP AR
pilot ground and flight training. For other operations,
ICAO recommends ground and flight training in the ICAO
PBN Manual, Document 9613. Flight training may be
accomplished in a flight simulation training device (FSTD)
provided it is approved for RNP AR approach operations.

Operators with no prior RNP AR approach experience

must complete at least four RNP AR approaches; two
as pilot flying and two as pilot monitoring.

EASA flight crews require an additional qualification event

after training. This can be done using one of the following
methods:
• A check by an examiner using an FSTD.
• A check by an examiner during checking or line
flights, or
• A line-oriented flight training or line-oriented
evaluation event that incorporates RNP AR
approaches.

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RNP AR MONITORING PROGRAM
Once the authorization process for aircraft, operator, and
flight crew training is complete, RNP AR approaches
may be flown for an interim authorization period. This
interim period typically lasts at least 90 days where the
operator may be restricted from flying complex RNP AR
approaches. Restrictions remain until it can be verified
the flight crew and aircraft have maintained appropriate
tolerances on RNP AR approaches.

This verification is done, in part, with an operator specific

RNP AR Monitoring Program. The program is used to:

• Verify compliance with applicable rules, and

• To identify any negative trends in performance

Reporting
During the interim authorization period, the following
items must be reported to the appropriate authority every
30 days until the interim period is complete. The RNP AR
monitoring program should track:

1. Total number of RNP AR approaches flown

2. Number of satisfactory approaches by aircraft and
system
3. Reasons for unsatisfactory approaches, such as
avionics messages, terrain warnings, or
autopilot malfunctions, and
4. Any other flight crew comments

Verify with the authority for how long this needs to be reported if no interim period
has been assigned.

Final authorization is available after a predetermined number of approaches have been flown or a certain time period has
passed, as determined by the authority. At this point, the RNP AR monitoring program remains but is only reported on
request and not every 30 days.

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Flight Operational Safety Assessment
(FOSA)

EASA ICAO
For EASA operators, an additional assessment may be Additionally, ICAO provides FOSA guidance in the ICAO
required. Called a Flight Operational Safety Assessment PBN Manual. For nations that follow this guidance, a
(FOSA), this task should identify hazards, risks, and safety assessment should be conducted where aircraft
appropriate mitigations for the RNP AR approach. characteristics, operational environment, obstacle
Guidance for how to perform the FOSA is provided in environment, and other identified parameters have not
Part SPA.PBN. been accounted for by the navigation specification
and procedure design. As noted earlier, verify with the
Credit may be taken from a previous safety assessment appropriate authority for whether a safety assessment is
performed by the air navigation service provider or the required.
aerodrome operator. For this reason, verify with the
appropriate authority on whether a FOSA is required.

Lesson 2
Summary
• Aircraft manufacturer documentation must confirm the ability to accomplish RNP AR approaches to the desired
tolerances.
• RNP AR procedures have different required equipment than what is needed for standard IFR flight. Aircraft using
an approved MEL need to update the information to include RNP AR operations.
• Operators need appropriate authorization to fly RNP AR procedures.
• Both FAA and EASA operations require initial and recurrent RNP AR pilot ground and flight training.
• Once the authorization process is complete, RNP AR approaches may be flown for an interim approval period
typically lasting 90 days. The authority should provide final approval after a determined number of approaches or
time has elapsed.
• Reports should be submitted every 30 days until the interim period is complete.

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RNP AR FLIGHTS
Navigation Data Validation Program

Navigation Database
It is critical to have a current and accurate navigation
database defining the lateral and vertical path into the
airport, as RNP AR approaches may allow flight closer
to obstructions than what is allowed during standard
procedures.

Once the operator is approved, the navigation

subscription needs to change to an RNP AR database
since it is different than a standard database. Do not fly
RNP AR procedures with expired data!

FAA
For FAA operators, the Navigation Data Validation Flyability checks validate that the entire procedure
Program needs to identify the following items in is flyable, does not contain any lateral or vertical
appropriate operator documents: discontinuities, and is consistent with the published
procedure. This can be done using either an FSTD, an
• The individual responsible for managing the overall aircraft in VMC, or an appropriate computer simulation.
database process
• Procedures for accepting, verifying, and loading the Approved FMS database suppliers must have a Type 2
navigation data Letter of Acceptance for processing navigation data.
• A formal process for revisions and updates to these
procedures
Verify with your manufacturer or database
Overall responsibility for these tasks must be supplier for the appropriate RNP AR
accomplished by the operator and not given to a third- Note! validation capability and whether they are
party company. These processes may be subject to able to comply with the flyability tests,
recurrent FAA audits. when required.

Each RNP AR database procedure must be compared

with government source data to either verify it is the
same or that any differences are acceptable as per
guidance from the FAA Performance-based Flight
Systems Branch. 
A flyability check is also required for the following
procedures:

• RNP AR approaches not designed to FAA 14 CFR

Part 97 standards
• All foreign RNP AR procedures the operator is
authorized to fly

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EASA Equipment / MEL
EASA operators should validate every RNP AR approach If any aircraft modifications are made that affect RNP AR
before flying the procedure using either an FSTD or an equipment, the operator needs to obtain updated aircraft
aircraft in VMC. qualification and operational documentation indicating
that RNP AR operations can be continued.
For already published procedures, if the FOSA shows the
approach is not in a challenging operational environment,
credit may be taken from previously validated, equivalent,
RNP AR approaches and would not require further
evaluation.

Included and Removed Procedures

RNP AR procedures must not be flown when a problem is
discovered or the procedure should be removed from the
database. The available approaches may even change
with each 28-day database update since the information
is validated every cycle.

Some avionics manufacturers send notices of which

procedures are included and which procedures
are removed. Verify with your supplier on how this
information is communicated.

Flight Plan
Once the aircraft, operator, and flight crew are authorized,
An operable Class A Terrain Awareness and Warning
additional items are needed in the ICAO flight plan for
System (TAWS) is needed for all RNP AR approaches.
RNP AR procedures.
This system should use altitude that is compensated
for local pressure and temperature effects and include
Field 18, Other Information:
• Add the items T1 or T2 to the PBN entry. significant terrain and obstacle data.
• T1: Operator is able to fly RNP AR approaches with
RF legs.
• T2: Operator is authorized to fly RNP AR approaches
but unable to fly any with RF legs.


T
T
2

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RNP Prediction
The operator must predict if the desired RNP value
is available at the time and location of the RNP AR

procedure. This can be done with the avionics system
or by an approved ground service. In either case, the
prediction must account for known and predicted
outages of GNSS satellites.

When using the avionics system to predict RNP,

enter any failed satellites from GNSS NOTAMs into the
appropriate FMS pages.

If the desired RNP is not available, determine whether

a larger RNP is possible or if a non-RNP AR procedure
must be considered.

NOTAMS
As with all flights, verify other appropriate NOTAMs.
RNP AR approaches may be unavailable or may have
minimums that are not authorized even though they
are published on the chart and in the FMS navigation
database.

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PRIOR TO INITIAL APPROACH
FIX OR INTERMEDIATE FIX Do not accept clearances for RNP AR
approaches you are not authorized to
Note! perform or for approaches no longer
Required Equipment possible due to failed equipment!
FAA operators must have both an equipment list and
document that addresses in-flight equipment failures,
such as a quick reference handbook. EASA operators
may have either item.
If equipment has failed while in flight, use manufacturer
and operator documents to determine whether an RNP
AR approach is still possible and, if so, which capabilities
are available.

Disabling Navigation Sensors

An FMS is not to use VOR updating during any part of
an RNP AR procedure. Disabling this feature may be
automatic in the FMS or may require the flight crew to
manually deselect VOR sensor updating.
DME updating is allowed but only when indicated on the
procedure.

Aproach Chart & FMS Comparison

Once equipment status is verified, RNP AR approaches
must be loaded by procedure name from the navigation
database. Compare the database with the charted
procedure to include:
• waypoint sequencing,
• tracks between waypoints and distances, if
applicable, and
• any other parameters that may be altered by the pilot
such as altitude or speed constraints.
Aircraft Dimensions
Some FAA RNP AR approach procedures are designed You must use a navigation system textual display and/or
for all aircraft sizes where others are designed for up to map display for this procedure confirmation.
a maximum wingspan of 136 feet or approximately 41


meters.

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Direct-to and Vectoring Manual
To put the aircraft in proper position to begin the Flight crews in aircraft with manual RNP management
procedure, only certain direct–to and vectoring are required to enter an appropriate value in the avionics
operations are allowed on an RNP AR approach. system. To minimize the heads down time, this is typically
the most conservative or lowest RNP so only a single
Direct–to operations are allowed as long as the waypoint entry is required and not one for every leg. Verify operator
is prior to the final approach fix. and manufacturer procedures on what values to use and
at what points they are to be manually entered.

However, the waypoint must not begin an RF

leg. The flight crew should not accept any vector
headings to intercept an RF leg.

U.S. Procedures help this Procedures for other

decision by showing the nations sometimes
lowest expected RNP on show RNP values along
the initial and intermediate the approach and pilots
segments. determine the lowest
from the list.

Automatic
With automatic RNP management, the proper minimums
IAF and IF Waypoints are selected when loading the approach but all other
Joining an RNP AR procedure only from an initial values are automatically retrieved from the database.
approach fix or intermediate fix can help avoid direct–to Some avionics systems may change RNP for every leg
or vectoring problems. For Jeppesen charts, these are and others may change RNP for each major segment.
labeled as IAF or IF next to the waypoints. Verify how your manufacturer automatically selects RNP
to avoid confusion when the displayed RNP does not
match the charted value.

The monitoring and alerting system provides messages if

the aircraft is not complying with the appropriate RNP.


RNP Managment
Each leg of an RNP AR approach may have a different
RNP value up to the final segment. Aircraft comply with
these changes using either manual or automatic RNP
management.

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PRIOR TO FINAL
SEGMENT
Lateral Guidance Altitude
A current local altimeter setting must be confirmed prior
After the aircraft is established on the approach using
proper RNP, follow manufacturer recommended to the final approach point. Once verified, both pilot’s
automation to manage the flight path. Use of the altimeters must agree within 100 feet.
autopilot is encouraged but not required prior to the final
segment. All RF legs require at least a flight director. A manual crosscheck is not required if the aircraft
automatically alerts the flight crew when altimeters differ
Waypoints must not be added or removed from the RNP by 100 feet for FAA operators or by 75 feet for EASA
AR approach once it is loaded from the database. operators.

PILOT CO-PILOT

Vertical Guidance
Use of vertical navigation (VNAV)
is encouraged but not required
prior to the final segment. Proper
waypoint altitudes must be in the
FMS if VNAV is used.

Lateral Deviation and EPU Unlike waypoints, procedure

Be familiar with how your aircraft displays RNP and altitudes can be changed in
how it displays EPU or estimated error. FMS estimated certain conditions. This may be
position uncertainty (EPU) is part of the aircraft total done to comply with ATC requests
system error and must not exceed 1 times RNP. or operational requirements such
as temperature compensation.

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Temperature Compensation
FAA RNP AR approaches note temperature limits for In all cases, follow proper ATC notification requirements
barometric VNAV (baro–VNAV) descent. The Baro–VNAV when applying temperature compensation.
note may be disregarded for aircraft that have FMS
temperature compensation or for aircraft that use SBAS RF Legs and Airspeed
VNAV for the final descent. Brief how to manage RF leg speed limits and apply
proper energy management during the descent. These
speeds may be difficult to comply with if the flight crew
has not properly prepared for the approach and is still
descending from altitude.

For other nations, Baro–VNAV temperature limits may be

listed in different areas of the chart. Some may only list
the cold temperature restriction.

Even though not stated on these charts, a temperature

compensated aircraft or SBAS VNAV aircraft can typically
disregard the note due to standards in ICAO procedure
design documents. Verify with the appropriate AIP or
similar documents to confirm proper airport procedures. Obstruction Imagery
Advisory terrain imagery on pilot displays and approach
charts may be used to maintain situation awareness
FAA Cold Temperature Restricted Airport
during RNP AR approaches, both for terrain avoidance
U.S. procedures have an additional note on cold
and obstacle clearance.
temperature restricted airports. This note lists the
temperature where either specific segments of the
procedure or the entire procedure must be temperature
compensated.

The flight crew may view the Notices to Airman

Publication (NTAP) to determine only those segments
that need to be temperature compensated. If the NTAP is
unavailable, temperature compensation must be applied
to the entire procedure.

Verify operator procedures on how to manage airports

with multiple temperature notes showing both a Baro–
VNAV limit and a cold temperature altitude correction
limit. Also verify procedures for how to correct the
decision altitude since FMS temperature compensation
does not normally adjust those values.

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FINAL APPROACH

Final Segment Design

Be prepared to manage the flight
path when flying the selected
procedure! RNP AR design allows
the final to be very different from
runway to runway.

Reproduced with permission of Jeppesen Sanderson, inc.

NOT FOR NAVIGATIONAL USE
Jeppesen Sanderson, Inc. 2019. Reduced for illustrative purposes only.

Aircraft Configuration And Energy

Management
It is critical that proper energy management and
configuration are established by the final approach point.
An effective briefing should consider aircraft configuration
points and when to be at final speed.

Verify with operator and manufacturer documents for

proper aircraft configuration and energy management
procedures.

Minimums
Verify the RNP for the desired minimums is available prior
to crossing the final approach point. If the RNP is not
available, execute a missed approach.

Approaches may have one minimum or many possible

selections. Note also that only some Category aircraft are
authorized.

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For all minimums, the flight crew must keep lateral and
vertical deviations within the appropriate limits.

RNP 0.30
Aircraft descending to RNP 0.30 minimums must keep
lateral deviation to within 1 times RNP. Vertical glidepath
must also be captured.

For both FAA and EASA operators, vertical deviation

must be within 75 feet of the desired vertical path.
Less than RNP 0.30
For FAA operations, this includes both above and below For operators authorized to descend to minimums of less
the path. When outside these limits, a missed approach than RNP 0.30, lateral deviation must remain within half
is required. the RNP.

To keep this level of flight path tolerance, the autopilot is

For EASA operations, if more than 75 feet above path, a
normally required for all lower minimums.
missed approach is required when within 1000 feet of the
airport elevation. Above that altitude, the pilot is allowed
to continue and correct the problem, if appropriate. If Vertical glide path needs to be captured and deviation
more than 75 feet below path, a missed approach is limits remain the same as with higher minimums.
required on any portion of the final segment.
Since obstructions are closer to the aircraft, you
must crosscheck lateral and vertical guidance with
other available data. Some aircraft that meet more
stringent accuracy requirements may not need this pilot
crosscheck. Confirm with manufacturer documents for
the requirements of crosschecking systems when flying
to these lower minimums.

Be familiar with your aircraft on how to identify 75 feet of

deflection when on final approach. For some aircraft it
may be one dot of deflection where others use additional
symbols to mark the limit.

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 MISSED APPROACH
TAWS Alert
You must be prepared to abandon the approach Any TAWS warning must be complied with efficiently.
Flight crews need to be aware that the escape maneuver
on any segment of the procedure and not just at
may include a continued turn on an RF leg segment while
the missed approach point! climbing to a safe altitude!

Causes
In addition to standard reasons for performing a missed
approach during RNP AR approaches, additional items
may include:

Excessive Lateral or Vertical Deviation

If an aircraft exceeds lateral or vertical deviation limits,
recall how critical this may be due to the reduced
containment area.

The flight crew must perform a missed approach

and climb away from surrounding obstructions while
also taking prompt action to get the aircraft back into
tolerances. Flight director and autopilot limits may not
allow this to occur quickly.

System or Equipment Failure

System or equipment failures also require a missed
approach if they reduce flight path accuracy. Verify with
operator and manufacturer documentation on whether
the approach can continue after these failures, to include
whether it can continue after an engine failure.


Loss of Required Navigation Sensors
Aircraft provide system messages or avionics messages
when the required GNSS units have failed or the segment
RNP cannot be maintained. Backup navigation sensors
should provide sufficient RNP as the procedure is
continued and the missed approach is executed.

Example
Messages

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Climb Gradient Missed Approach RNP
A standard missed approach climb gradient is 200 feet A missed approach RNP of less than 1.0 must be stated
per nm or approximately a 3.3% gradient. If the RNP AR in the approach chart. Aircraft unable to fly these missed
approach requires other than this value, it must be noted approaches should have the procedure removed from the
on the approach chart. database.

Determine if the aircraft can comply with the climb

gradient, either standard or non-standard, based on the For aircraft and operators that have this authorization,
planned aircraft loading, atmospheric conditions, and lateral guidance may remain as accurate as RNP 0.3 even
operating procedures at the time of arrival. during the missed approach.

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Takeoff / Go-Around (TOGA)
For all missed approaches, proper use of the takeoff/go-
around (TOGA) selection is critical. It is preferred that the

aircraft automatically transitions to lateral navigation after
TOGA is selected.

If this is not the case, other contingency procedures

must be established. Flight training will cover the proper
manual selections needed to return to navigation by 400
feet AGL or as quickly as possible.

ATC Communication
Advise ATC as soon as practical if the navigation system
is no longer able to support RNP AR approaches.
• Prior to the final segment: Indicate what other
approach is required.
• On or after the final segment: Begin climbing to
a safe altitude while following the procedure until
ATC is able to provide assistance at or above the
minimum vectoring altitude.

Human Factors
Preparing for an RNP AR
approach and the steps to
consider in the event of an
abandoned approach may take
more time than a standard
procedure.

Late or last-minute changes to

an RNP AR approach clearance
or transition clearance must be
considered carefully. Even at the
same airport, a different RNP AR
approach may have very different
requirements and the crew needs
time to evaluate whether the new
procedure is acceptable.

Reproduced with permission of Jeppesen Sanderson, inc.

NOT FOR NAVIGATIONAL USE
Jeppesen Sanderson, Inc. 2019. Reduced for illustrative purposes only.

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INTERRUPTED APPROACH
The flight crew should be prepared to manage
an interrupted RNP AR approach caused by ATC
or other external circumstances that stops the
procedure prior to the final segment.

In some cases, configuring for and executing a

missed approach is recommended since it is already
briefed and provides for a defined course and
altitude to follow.

Vector Holding
After an interrupted approach, ATC may provide If you are cleared to hold at an initial waypoint
either vectors back to the approach or clearance to after an interrupted approach, be sure to follow the
hold and resume at a later time. required lateral and vertical flight path after exiting
the hold and resuming the RNP AR approach.
Remember: Vectoring to a waypoint that begins an RF
leg must not be accepted!

Additionally, safe altitudes must be


considered before accepting an ATC vector
off the procedure.

Lesson 3
Summary
• Prior to your flight, complete an RNP prediction.
• Direct-to operations are only allowed prior to the final approach fix and only if the fix does not begin an RF leg.
• All RF legs require at least a flight director.
• Aircraft descending to RNP 0.30 minimums must keep lateral deviation to within 1 times RNP. If descending to
less than 0.30, lateral deviation must remain within one-half the RNP.
• When on the final segment, vertical deviation must remain with 75 feet of the flight path.
• Use of TOGA mode or other contingency procedure must be followed properly during a missed approach to keep
lateral tolerances during the climb.

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REFERENCE
S

• International Civil Aviation Organization (ICAO) PBN Manual, Document 9613

• ICAO PBN Operational Approval Manual, Document 9997
• FAA Advisory Circular 90-101A, Approval Guidance for RNP Procedures with AR
• EASA regulation on air operations, Annex-V Part SPA.PBN, Performance-based Navigation Operations

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