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AIR PILOTS - COMMERCIAL AIR TRANSPORT

SAFETY BRIEFING NOTE 08
[Issued 09 AUGUST 2022]

UNDERSTANDING RNP APPROACHES

The Context
Many years experience of Performance Based Navigation (PBN) based on GNSS (Global
Navigation Satellite Systems) such as GPS for en-route and terminal area navigation has led to an
extension of the same principle to RNAV approaches as an alternative to those relying entirely on
ground-based aids. The further transition of RNAV approaches to RNP (Required Navigation
Performance) standards has followed with particularly rapid progress being made in the USA and
latterly in Europe. The primary difference between an RNAV approach and an RNP approach is that
performance must be within defined limits with corresponding alerting capability. Most in-service
commercial transport aircraft are now approved for RNP approaches and have an Actual
Navigational Performance (ANP) capability of 0.05nm radius, much more accurate than any
minimum requirements, which means that this ICAO-led global standardisation of GNSS-based
Instrument Approach Procedures is likely to proceed quickly.
Freely available RNAV instrument approach procedures for fixed wing aircraft are now transitioning
to the universal chart identification ‘RNP X RWY xx’. These broadly enable either ICAO Type A (2D)
approaches with an MDH not below 250 feet aal or ICAO Type B (3D) approaches with a DH not
below 200 feet arte. These RNP procedures automatically available to all suitably equipped
aeroplanes should not be confused with those annotated as AR (Authorisation Required). These are
either RNP approaches complicated by procedurally or terrain-challenged environments or proximity
to restricted airspace or normal 3D approaches with a DH below 200 feet arte, the latter being
alternatives to ILS Cat 2 and/or Cat 3. This type of RNP approach is not further discussed here.
There are three types of ‘Standard’ RNP approach procedures:
 LNAV - Lateral Navigation guidance only - a 2D approach procedure with an MDH not less than
250 feet aal or the MDA equivalent.
 LNAV/VNAV - Lateral Navigation guidance in conjunction with an approved vertical navigation
function - a 3D approach procedure which has a DH not below 250 feet aal or the DA
equivalent. Vertical profile tracking is provided by either approach-certified Baro-VNAV systems
or (where available and permitted) by SBAS (Satellite Based Augmentation Systems). Note that
Baro-VNAV approaches are limited to a stated air temperature validity range based on the
extent to which ambient temperature differs from ISA.
 LPV - Localiser Performance with Vertical guidance - a 3D approach which uses SBAS
capability to support both lateral and vertical defined guidance to a DH not less than 200 feet
arte or the DA equivalent and provides for an RNP equivalent to an ILS Cat 1 procedure.
Each runway for which a ‘standard’ RNP approach is available will have a single chart showing the
minima for each approach type available either as a separate MDA/MDH (2D) or DA/DH (3D) plus
an OCH/OCA or, depending on State policy, sometimes, only the latter. Minimum visibility or RVR
will also be given for each available approach type. RNP procedures may begin directly from
terminal area navigation procedures or at a designated IAF followed by one or more legs to the FAF
from where continuous descent begins. Radar vectors to establish prior to the FAF may be given.
Some examples of errors when using RNP procedures
 A Boeing 787 was cleared for a day RNP approach to Abu Dhabi in 2020 for which the vertical
profile flown was dependent on the correct altimeter subscale setting being set. When the crew
did not set the new QNH which then remained as the one set for departure, the vertical profile
flown was 360 feet too low and poor inflight visibility meant that the error was not detected
 visually until four red PAPIs were seen following which a go around was commenced 1.3nm
from the runway at 210 feet agl.1
 An Airbus A320 making a day RNP approach to Paris CDG in 2022 to LNAV/VNAV minima was
given an incorrect QNH (1011 instead of 1001) by ATC and the crew then used it to fly the baro-
VNAV approach to the apparently correct MDA without emerging from cloud and rain or seeing
the ground before going around. The Investigation is continuing but the detailed Preliminary
Report includes the finding that the lowest point in the go around was 6 feet agl when still 0.8nm
from the intended landing runway. It is not yet clear why no EGPWS activation occurred.2
Discussion
 The process of standardising RNP approach chart title in line with the new ICAO standards is a
‘work in progress’. For example, the FAA has been publishing RNP LNAV/VNAV and RNP
LNAV procedures as RNAV(GPS) charts. Other anomalies are everywhere - one European
State has been arbitrarily applying LNAV-standard minima to LPV approaches if Cat 1 standard
ground infrastructure does not exist causing LNAV/NAV minima to be lower than LPV minima.
 RNP approach procedures do not necessarily follow a straight line track and even if they do, can
also be offset from the landing runway served as with an offset ILS localiser.
 RNP approach procedures begin no later than an Intermediate Fix (IF) but descent from there to
the Final Approach Fix (FAF) may be required.
 The final (continuous) descent always begins at the FAF and it is widely recommended or
required that 2D RNP approaches are flown using a CDFA based on a constant vertical speed
or a flight path angle monitored against the altitude-distance reference table on the chart.
 When any RNP procedure is flown with a Vertical Situation Display (VSD) available, its explicit
inclusion in flight instrument scanning is a useful check. This is especially important when Baro-
VNAV input provides the vertical profile rather than SBAS.
Safety Recommendations
To Aircraft Operators
 Ensure training adequately covers any necessary pre-flight and pre-approach validation of
GNSS availability, the essential nature of altitude/height checks against procedure fixed points,
especially the FAF and the extreme temperature constraints on LNAV/VNAV approaches reliant
on Baro-VNAV.
 Ensure that the Operations Manual adequately describes the way in which the applicable
minima must be selected from the choice available on an RNP runway approach chart.
 Ensure that relevant training and operating procedures both clearly cover the response to any
aircraft display abnormality present at despatch or which becomes evident en-route and which
may affect the applicable RNP minima or whether an RNP approach will be possible at all.
 Ensure that the Operations Manual includes requirements for instrument approach availability at
alternates if landing off an RNP approach at destination is not possible and no alternatives exist.
To Pilots
 If an RNP approach may be used at a destination, review availability of alternative destination
and alternate approach procedures using current serviceable ground aids.
 When LNAV or LNAV/VNAV approaches may be flown, relevant signal integrity prediction must
be checked before departure. An automated integrity fault indication, which may not be within
the pilots’ main line of sight, must always be checked before reaching the procedure FAF.
 All RNP approaches should involve an independent check of the altitude/height at the FAF to
ensure that the correct altimeter sub scale setting is being used. A distance-to-go check at the
1000 feet agl radio altimeter should also be made and the PAPI checked as soon as visible.
 For LNAV/VNAV procedures relying on Baro-VNAV, the correct pressure setting is especially
important - a setting 10 hPa too high will cause the vertical profile to be 300 feet lower than
required and a setting 10 hPa too low will make it 300 feet too high without changing the
distance to go/altitude check. These procedures also have a permitted temperature range which
should be charted and must be respected - temperatures above ISA will increase the profile
gradient, those below will reduce it. A cross check at 1000 feet radio altitude is recommended.
 Ensure that an RNP approach flown to LNAV minima is always flown using a CDFA.
 Briefing for offset final approach tracks should include the expected runway visual perspective.

1
see:[Link]
ents/151/2020-AIFN0007_2020%20Final%[Link]
2
[Link]
EMU_preliminary_report_for_publication_EN_finalise.pdf