![]() If the TMA had a surveillance capability (nominally secondary radar providing independent surveillance), a lower level of aircraft functionality, no OBPMA, could be accepted as the controller was able to monitor the aircraft on their ATS routes and intervene if the pilot was not meeting the expected ATS route performance. When ICAO originally developed the PBN manual, the Study Group tasked to develop the manual foresaw a clear distinction in the application of RNAV 1 and RNP 1 for SIDs and STARs, and this was based on whether the terminal control area was a procedural or radar surveilled environment. There was a debate as to whether there should be an Advanced and Basic level of RNP 2 to cover the two completely different applications of this specification. If the GPS receiver failed then the pilot could revert to alternative forms of navigation, which could include visual. In this case, ATS routes spaced 15 NM apart would provide safe separation between the flows of traffic. The second use of RNP 2 was foreseen to support older generation single system GPS enabled aircraft in low to medium density continental airspaces where there is little or no CNS infrastructure. One was a very 'high end' requirement to support oceanic operations by enabling more demanding separation standards than are possible with RNP 4 but this application would require high continuity (dual independent navigation systems) together with CPDLC and ADS-C. There were two distinct desires for this specification. RNP 2 is a Navigation Specification introduced in 2013 when the PBN Manual underwent it's first update. After that time all conventional procedures will be withdrawn or only provided as contingency operations. All EU States, EFTA States and those States with bi-lateral aviation agreements will be required to have one RNAV 1 SID/STAR to each IRE by and all SIDs/STARs for normal operations are to be RNAV 1 as a minimum by 6 June 2030. RNAV 1 is the mandated minimum performance for future operations on SIDs/STARs and Transitions to all instrument runway ends (IREs). The introduction of the Certification Specification for Airborne CNS (CS-ACNS) has seen the cancellation of both previous Acceptable Means of Compliance (AMCs) and TGL 10, and in the future qualification to RNAV 1 will either be by equivalency to RNP 1 certification or by special acceptance by EASA. ![]() Today, the Europeans have recognised that as P-RNAV certification provides +/- 1 NM lateral accuracy performance and have accepted the term RNAV 1 although European aircraft and flight crews are certified and operationally approved to P-RNAV. When the PBN concept was introduced in 2007, the inclusion of VOR within the TGL 10 Rev 1 certification was the major reason why an automatic transition to RNAV 1 for European operations did not take place. Both certification standards underwent improvements to become AC 90-100A and TGL 10 Rev 1. Within the US the certification to RNAV 1 was through Advisory Circular (AC) 90-100 whilst the certification to P-RNAV was the Joint Aviation Authorities (JAA) Temporary Guidance Leaflet (TGL) 10.
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