Oc01 - 2022 RNP 0.3
Oc01 - 2022 RNP 0.3
Oc01 - 2022 RNP 0.3
OPERATIONS CIRCULAR
File No DGCA-22024/14/2021-FSD
1. PURPOSE
1.1. This operation circular (OC) may be used for aircraft/helicopter RNP 0.3 operations
enroute and in the terminal airspace of airports as well as operations to and from heliports and
for servicing offshore rigs.
1.2. RNP 0.3 accuracy may also be needed en route to support operations at low level in
mountainous remote areas and, for airspace capacity reasons, in high density airspace.
2. RELEVANT REGULATIONS
(a) Rule 133B of The Aircraft Rules 1937
(b) CAR Section 8 Series S Part IV – Performance Based Navigation
(c) CAR Section 8 Series O Part IV – Commercial Helicopter Operations
(d) CAR Section 8 Series O Part V – Operation of General Aviation, Helicopters
(e) CAR Section 8 Series O Part II – Operation of Commercial Air Transport-
Aeroplanes
(f) CAR Section 8 Series O Part III – Operations of General Aviation Aeroplanes
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3. RELATED DOCUMENTS:-
(a) ICAO Annex 2 Rules of the Air
(b) ICAO Annex 6 Operation of aircraft Part I/II
(c) ICAO Annex 15 Aeronautical information services
(d) ICAO Doc 9613 Performance-based Navigation (PBN) manual
(e) ICAO Doc 9997 PBN Operational Approval Handbook
(f) ICAO Doc 4444 Procedures for air navigation services – Air traffic management
(g) ICAO Doc 7030 Regional Supplementary Procedures
(h) ICAO Doc 8168 6th Ed Aircraft operations Volume I and Vol II
(i) ICAO Doc 9906 - The Quality Assurance Manual for Flight Procedure Design, Volume I
— Flight Procedure Design Quality Assurance System, and Volume V — Flight Validation of
Instrument Flight Procedures.
(j) ICAO Doc 8071 - Manual on Testing of Radio Navigation Aids.
(k) FAA AC 90-105A, Approval Guidance for RNP Operations and Barometric Vertical
Navigation in the U.S. National Airspace System and in Oceanic and Remote Continental
Airspace.
(l) FAA AC 20-138D (Changes 1 & 2) Airworthiness approval of positioning and navigation
systems
(m) RTCA DO-236B; Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation,
(n) RTCA DO-201A; User Requirements for Navigation Data,
(o) RTCA DO-208; Minimum Operational Performance Standards for Airborne Supplemental
navigation equipment using Global Positioning System (GPS)
(p) ARINC 424; Aeronautical Navigation Database
(q) AIRAC AIP Supplement No 58/2019 Implementation of Indian Satellite Based
Augmentation System GPS Aided Geo Augmented Navigation (GAGAN) System.
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(b) Availability - The capacity of the navigation system to provide usable service within the
specified area of coverage.
(c) Class A TSO-129() / ETSO-C129() GPS equipment.- Equipment that includes GNSS
sensor and navigation capability. It includes RAIM as defined in TSO/ETSO-C129().
(d) Class B and C TSO-129() / ETSO-C129() GPS equipment.- GNSS sensor that
provides GNSS data (position, integrity, etc.) to an integrated navigation system (e.g., FMS).
(e) Class GAMMA TSO-C146- This functional class corresponds to equipment consisting of
a GNSS/SBAS position sensor and a navigation function, so that it provides path deviation
relative to a selected path. The equipment provides navigation function required of a stand-
alone navigation system and also integrity in absence of SBAS signal by using FDE.
Furthermore, this class of equipment requires a database, display outputs and pilot controls.
(f) Class BETA TSO-C145( ) / ETSO-C145 ( ) - Equipment consisting of a GNSS/SBAS
sensor that determines position (with integrity) to an integrated navigation system (e.g., FMS,
multi-sensor navigation system). The equipment also provides integrity in the absence of the
SBAS signal by using FDE.
(g) Operational class 1 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This
operational class supports oceanic and domestic en-route, terminal, LNAV, and departure
operations.
(h) Operational class 2 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This
operational class supports oceanic and domestic en-route, terminal, LNAV, LNAV/VNAV, and
departure operations.
(i) Operational class 3 TSO-C146( ) / ETSO-C146( ) or TSO-145( ) / ETSO-C145( ).- This
operational class supports oceanic and domestic en-route, terminal, LNAV, LNAV/VNAV, LPV,
and departure operations.
(j) Fault detection and exclusion (FDE) - Is a function performed by some on board
GNSS receivers, which can detect the presence of a faulty satellite signal and automatically
exclude it from the position calculation. In addition to the total number of satellites needed for
receiver autonomous integrity monitoring (RAIM), at least one more available satellite is
required (6 satellites).
(k) Flight technical error (FTE).- The FTE is the accuracy with which an aircraft is
controlled as measured by the indicated aircraft position, with respect to the indicated
command or desired position. It does not include blunder errors.
Note.- For aircraft that are not capable of autopilot or flight director coupling, an FTE of 3.7 km
(2 NM) for oceanic operations must be taken into account in determining any limitations.
(l) Global navigation satellite system (GNSS).- A generic term used by ICAO to define
any global position, speed, and time determination system that includes one or more main
satellite constellations, such as GPS, GLONASS (Global Navigation Satellite System), aircraft
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receivers and several integrity monitoring systems, including aircraft- based augmentation
systems (ABAS), satellite-based augmentation systems (SBAS), like Wide Area Augmentation
Systems (WAAS) and Ground-Based Augmentation Systems (GBAS), like Local Area
Augmentation System (LAAS).
(m) Integrity - Capacity of the navigation system to provide alerts when the system must
not be used for navigation.
(n) Operation with basic GNSS - Operation based on a GNSS that includes an aircraft
based augmentation system (ABAS). An ABAS system is typically a GNSS receiver that
complies with E/TSO-C129a, E/TSO-C145 () or E/TSO-C146() fault detection (FD)
requirements.
(o) Navigation system error (NSE) - The difference between true position and estimated
position.
(p) Path definition error (PDE) - The difference between the defined path and the desired
path in a given place and time.
(q) Receiver autonomous integrity monitoring (RAIM) - A technique used in a GNSS
receiver/processor to determine the integrity of its navigation signals, using only GPS signals or
GPS signals enhanced with barometric upper-air data. This determination is achieved by a
consistency check between pseudo-range measurements. At least one additional available
satellite is required with respect to the number of satellites that are needed to obtain the
navigation solution.
(r) Satellite-based augmentation system (SBAS) - A wide coverage augmentation
system in which the user receives augmentation information from a satellite-based transmitter.
(s) Stand-alone global positioning system (Stand-alone GPS).-A GPS that is not
connected to, or combined with, any other navigation system or sensor.
(t) Total system error (TSE) - Is the difference between the true position and the desired
position. This error is equal to the vector sum of path definition error (PDE), flight technical error
(FTE) and navigation system error (NSE).
Total system error (TSE)
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4.2. Abbreviations
(a) AC Advisory circular (FAA, SRVSOP)
(b) ABAS Aircraft based augmentation system
(c) AFM Airplane flight manual
(d) AIP Aeronautical information publication
(e) AIRAC Aeronautical information regulations and control
(f) AMC Acceptable means of compliance
(g) ATC Air traffic control
(h) ATS Air traffic services
(i) DGCA Directorate General of Civil Aviation
(j) EASA European Aviation Safety Agency
(k) FAA United States Federal Aviation Administration
(l) FDE Fault detection and exclusion
(m) FGS Flight Guidance System
(n) FMS Flight management system
(o) FTE Flight technical error
(p) GAGAN GPS Aided Geo Augmented Navigation
(q) GNSS Global navigation satellite system
(r) GPS Global positioning system
(s) INS Inertial navigation system
(t) IRS Inertial reference system
(u) IRU Inertial reference unit
(v) LOA Letter of authorisation/letter of acceptance
(w) LOI Loss of integrity
(x) MEL Minimum equipment list
(y) NSE Navigation system error
(z) OM Operations manual
(aa) Op Specs Operations specifications
(bb) PANS-OPS Procedures for Air Navigation Services - Aircraft Operation
(cc) PBN Performance-based navigation
(dd) PDE Path definition error
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5. INTRODUCTION
5.1. This navigation specification provides guidance for implementing RNP 0.3 and is
applicable to departure, en route, arrival (including initial and intermediate approach segments),
and the final phase of the missed approach (once 50 m {40 m, Cat H} obstacle clearance has
been achieved after the start of climb). This navigation specification addresses continental,
remote continental and offshore operations. Route length restrictions may be applicable for en-
route operations meeting RNP 0.3.
Notes:
1. This specification may be applied in ATM environments both with and without ATS
surveillance. This chapter does not address all requirements that may be specified for particular
operations. These requirements are specified in other documents such as operating rules, AIPs
and the Regional Supplementary Procedures (ICAO Doc 7030).
2. While operational approval primarily relates to navigation requirements of airspace, operators
and pilots are still required to take account of all operational documents relating to airspace as
required by DGCA before conducting such flights.
5.2. RNP 0.3 is primarily intended to support helicopter operations — en-route, arrivals,
departures and approaches. However, it does not exclude fixed wing operations where the
demonstrated performance is sufficient to meet the functional and accuracy requirements for all
phases of flight.
5.3. Fulfilling accuracy requirements of this specification may be achieved by applying
operational limitations, which could include, but are not necessarily limited to, maximum
permitted airspeed and requirements for autopilot coupling. Latter requirement does not impact
the helicopter eligibility since an autopilot is needed as part of the IFR helicopter certification.
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5.4. A number of navigation systems using GNSS for positioning will be capable of being
approved for RNP 0.3 operations if suitably integrated into the flight display system. However,
this specification takes advantage of known functionality and on-board performance monitoring
and alerting capability of many TSO-C145/C146 GPS systems which are installed in a wide
range of IFR helicopters.
5.5. Advantages of RNP 0.3
5.5.1. Reduced protected areas, enabling simultaneous fixed-wing and rotorcraft operations in
dense terminal airspace.
5.5.2. Low level routes in obstacle rich environments reducing exposure to icing environments.
5.5.3. Seamless transition from en route to terminal route.
5.5.4. More efficient terminal routing in an obstacle rich or noise sensitive terminal environment,
specifically in consideration of helicopter air ambulance (HAA) instrument flight rules (IFR)
operations between hospitals.
5.5.5. Transitions to helicopter point-in-space (PinS) approaches and for helicopter departures.
6. GENERAL INFORMATION
6.1. Navigation Aid Infrastructure
6.1.1. The RNP 0.3 specification is based upon GNSS; its implementation is not dependent on
availability of SBAS. Since DME/DME based RNAV systems will not be capable of consistently
providing RNP 0.3 performance, implementing RNP 0.3 operations through application of
DME/DME-based navigation is not permitted.
6.1.2. Operators shall not use RNP 0.3 in areas of known navigation signal (GNSS) interference.
When relying on GNSS, operators are required to have the means to predict availability of GNSS
fault detection (e.g. ABAS RAIM) to support operations along the RNP 0.3 ATS route.
6.1.3. On-board RNP system, GNSS avionics, AAI or other entities may provide a prediction
capability. The AIP shall clearly indicate when prediction capability is required and acceptable
means to satisfy that requirement. This prediction will not be required where navigation
equipment can make use of SBAS augmentation and planned operation will be contained within
the service volume of SBAS signal.
Note. — Approved operator of an SBAS-equipped aircraft may omit requirement for a RAIM
prediction when RNP 0.3 operation occurs in an SBAS service area. However it shall be
mandatory to check SBAS NOTAMS prior to flight for ensuring availability of SBAS SIS.
6.2. Communications and ATS surveillance
6.2.1. Application of this navigation specification is not dependent upon the availability of ATS
surveillance or communications.
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7. APPROVAL PROCESS
7.1. This section identifies operational requirements for RNP 0.3 operations. Compliance to
stated requirements is required for operational approval from DGCA.
7.2. This navigation specification does not in itself constitute regulatory guidance material
against which either the aircraft or the operator will be assessed and approved. Aircraft are
certified by their State of Manufacture. Operators are approved in accordance with DGCA’s
regulations. This navigation specification provides technical and operational criteria, and does
not necessarily imply a need for recertification.
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Notes:
1. Detailed information on operational approvals is provided in ICAO Doc 9613, Volume I,
Attachment C.
2. Where appropriate, DGCA may refer to previous operational approvals in order to expedite
this process for individual operators where performance and functionality are applicable to the
current request for operational approval.
7.3. Aircraft eligibility
7.3.1. The aircraft eligibility must be determined through demonstration of compliance against
relevant airworthiness criteria and requirements listed under ‘Aircraft Requirements’ at
succeeding para 7.5 below. The OEM or holder of installation approval for an aircraft, e.g. STC
holder, will demonstrate compliance to their NAA (e.g. EASA, FAA). This approval can be
documented in manufacturer documentation (e.g. service letters). AFM entries are not required
provided the State accepts manufacturer documentation.
Note. — Requests for approval to use optional functionality (e.g. RF legs) should address
aircraft and operational requirements as described in appropriate functional attachment to
ICAO Doc 9613, Volume II.
7.4. Operational Approval
7.4.1. Description of Aircraft Equipment. The operator must have a configuration list and,
if necessary, an MEL detailing the required aircraft equipment for RNP 0.3 operations.
7.4.2. Training Documentation.
7.4.2.1. Commercial operators must have a training programme addressing operational
practices, procedures and training items related to RNP 0.3 operations (e.g. initial, upgrade or
recurrent training for pilots, dispatchers or maintenance personnel).
Note.— Operators need not establish a separate training programme if they already integrate
RNAV training as an element of their training programme. However, the operator should be able
to identify the aspects of RNP 0.3 operations covered within their training programme.
7.4.2.2. Private operators must be familiar with the practices and procedures identified vide
succeeding para 7.7, “Pilot knowledge and training”.
7.4.3. OMs and Checklists
7.4.3.1. OMs and checklists for commercial operators must address information/guidance
on SOP detailed vide succeeding para 7.6. Appropriate manuals should contain navigation
operating instructions and contingency procedures, where specified. When required by DGCA,
the operator must submit their manuals and checklists for review as part of application process.
7.4.3.2. Private operators should operate using practices and procedures identified vide
succeeding para 7.7, “Pilot knowledge and training”.
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7.4.4. MEL Considerations. Any MEL revisions necessary to address provisions for RNP
0.3 operations must be approved. Operators must adjust MEL, or equivalent, and specify
required dispatch conditions.
7.4.5. Continuing Airworthiness. The operator must submit continuing airworthiness
instructions applicable to aircraft’s configuration and aircraft’s qualification for this navigation
specification. Additionally, there is a requirement for operator to submit their maintenance
programme, including a reliability programme for monitoring equipment.
Note.— The operator should confirm with OEM, or the holder of installation approval for aircraft,
that acceptance of subsequent changes in aircraft configuration, e.g. SBs, does not invalidate
current operational approvals.
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required to provide both performance and sensor-based alerts, e.g. if a TSE based alert is
provided, a GNSS alert may not be necessary.
7.5.3. On-board performance monitoring and alerting
7.5.3.1. Accuracy: During operations in airspace or on ATS routes designated as RNP 0.3,
the lateral TSE must be within ±0.3 NM for at least 95 per cent of the total flight time. The along-
track error must also be within ±0.3 NM for at least 95 per cent of the total flight time. To meet
this performance requirement, an FTE of 0.25 NM (95 per cent) may be assumed.
Note.— For all RNP 0.3 operations, the use of a coupled FGS is an acceptable means of
complying with this FTE assumption (see RTCA DO-208, Appendix E, Table 1). Any alternative
means of FTE bounding, other than coupled FGS, may require FTE substantiation through an
airworthiness demonstration.
7.5.3.2. Integrity: Malfunction of the aircraft navigation equipment is classified as a Major
failure condition under airworthiness regulations (i.e. 1 × 10-5 per hour).
7.5.3.3. Continuity: For the purpose of this specification, loss of function is a major failure
condition for remote continental and offshore operations. The carriage of dual independent long-
range navigation systems may satisfy the continuity requirement. Loss of function is classified
as a minor failure condition for other RNP 0.3 operations if the operator can revert to a different
available navigation system and proceed to a suitable airport.
7.5.3.4. SIS: The aircraft navigation equipment shall provide an alert if the probability of
SIS errors causing a lateral position error greater than 0.6 NM exceeds 1 × 10 –7 per hour.
7.5.4. Bounding FTE for equipment not monitoring TSE performance
7.5.4.1. RNP 0.3 operations require coupled FGS to meet the allowable FTE bound unless
the manufacturer demonstrates and obtains airworthiness approval for an alternate means of
meeting the FTE bound. The following may be considered as one operational means to monitor
the FGS FTE:-
a) FTE should remain within half-scale deflection (unless there is other
substantiated FTE data);
b) Pilots must manually set systems without automatic CDI scaling to not
greater than 0.3 NM full-scale prior to commencing RNP 0.3 operations; and
c) Aircraft with electronic map display, or another alternate means of flight path
deviation display, must select appropriate scaling for monitoring FTE.
7.5.4.2. Automatic monitoring of FTE is not required if the necessary monitoring can be
achieved by the pilot using available displays without excessive workload in all phases of flight.
To the extent that compliance with this specification is achieved through operational procedures
to monitor FTE, an evaluation of the pilot procedures, equipment characteristics, and installation
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must ensure their effectiveness and equivalence, as described in the functional requirements
and operating procedures.
7.5.4.3. PDE is considered negligible if the quality assurance process is applied at the
navigation database level 7.8, Appendix 1 and if operating procedures 7.6 are applied.
7.5.5. Functional Requirements. The following navigation displays and functions (installed per
AC 20-130A and AC 20-138A or equivalent airworthiness installation advisory material) are
required.
(a) Navigation data, Non-numeric lateral deviation display (e.g. CDI, EHSI),
including a failure with a to/from indication and a failure annunciation, for
indicator, must be use as primary flight instruments for navigation of the
displayed on a lateral aircraft, for manoeuvre anticipation, and for
deviation display (CDI, failure/status/integrity indication, with the following six
EHSI) and/or a attributes:
navigation map display. 1) The capability to continuously display to the pilot
These must be used as flying, on the primary flight instruments for navigation
primary flight of the aircraft (primary navigation display), the
instruments for the computed path and aircraft position relative to the
navigation of the path. For operations where the required minimum
aircraft, for manoeuvre flight crew is two pilots, the means for the pilot not
anticipation and for flying to verify the desired path and the aircraft position
failure/status/integrity relative to the path must also be provided.
indication.
2) Each display must be visible to the pilot and located
in the primary field of view (±15° from the pilot’s
normal line of sight) when looking forward along the
flight path.
3) The lateral deviation display scaling should agree
with any implemented alerting and annunciation limits.
4) The lateral deviation display must also have a full
scale deflection suitable for the current phase of flight
and must be based on the required track-keeping
accuracy.
5) The display scaling may be set automatically by
default logic: automatically to a value obtained from a
navigation database, or manually by pilot procedures.
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(b) The following system 1) The capability to continuously display to the pilot
functions are required flying, on the primary flight instruments for navigation of
as a minimum within the aircraft (primary navigation display), the computed
any RNP 0.3 path and aircraft position relative to the path. For
equipment. operations where the required minimum flight crew is two
pilots, the means for the pilot not flying to verify the
desired path and the aircraft position relative to the path
must also be provided.
2) A navigation database, containing current navigation
data officially promulgated for civil aviation, which can be
updated in accordance with the AIRAC cycle and from
which IFR procedures and ATS routes or waypoint data
corresponding to the coordinates of significant points on
ATS routes, can be retrieved and loaded into the RNP
system. The stored resolution of the data must be
sufficient to achieve negligible PDE. The database must
be protected against pilot modification of the stored data.
3) The means to display the validity period of the
navigation data to the pilot.
4) The means to retrieve and display data stored in the
navigation database relating to individual waypoints and
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(g) The capability to Note.— Path terminators are defined in ARINC 424, and
automatically execute their application is described in more detail in RTCA
leg transitions and documents DO-236B and DO-201A.
maintain tracks
consistent with the
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SBAS is not usable or available, RAIM availability for intended route should be checked prior to
flight. Operators can verify availability of RAIM to support RNP 0.3 operations via NOTAMs
(where available) or through GNSS prediction services. The operating authority may provide
specific guidance on how to comply with this requirement. Operators should be familiar with
prediction information available for intended ATS route. RAIM availability prediction should take
into account the latest GNSS constellation NOTAMs and avionics model (when available). AAI,
avionics manufacturer, or the RNP system may provide this service. In the event of a predicted,
continuous loss of RNP 0.3 of more than 5 minutes for any part of the RNP 0.3 operation, the
flight planning should be revised (e.g. delaying departure or planning a different ATS route). If
the prediction service is temporarily unavailable, AAI may still allow RNP 0.3 operations to be
conducted.
7.6.3.2. RAIM availability prediction software does not guarantee availability of GNSS.
Rather, prediction tools simply assess expected capability to meet the RNP. Because of potential
unplanned failures of some GNSS elements, pilots/AAI must consider loss of RAIM (or GNSS
navigation altogether) while airborne may require reversion to an alternative means of
navigation. Therefore, pilots should assess their capability to navigate in case of failure of GNSS
navigation and consider actions necessary to successfully divert to an alternate destination.
7.6.4. General Operating Procedures
7.6.4.1. The pilot must comply with any instructions or procedures the manufacturer
identifies necessary to comply with performance requirements in this chapter.
Note.— Pilots are expected to adhere to all AFM/RFM limitations or operating procedures
required to maintain RNP 0.3 performance for the ATS route. This shall include any speed
restrictions needed to ensure maintenance of RNP 0.3 navigation accuracy.
7.6.4.2. Operators and pilots should not request or file RNP 0.3 procedures unless they
satisfy all the criteria in relevant DGCA’s documents. If an aircraft not meeting these criteria
receives a clearance from ATC to conduct an RNP 0.3 operation, the pilot must advise ATC that
he/she is unable to accept clearance and must request alternate instructions.
7.6.4.3. The operator must confirm availability of GNSS for the period of intended
operations along intended ATS route using all available information and availability of NAVAID
infrastructure required for any (non-RNAV) contingencies.
7.6.4.4. At system initialization, the pilot must confirm navigation database is current and
verify that initial position of aircraft is entered correctly. The pilot must also verify proper entry of
their desired ATS route and any ATC changes to that ATS route upon initial clearance and any
subsequent change of ATS route. The pilot must ensure the waypoints sequence depicted by
their navigation system matches the ATS route depicted on the appropriate chart(s) and their
assigned ATS route.
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Note.— The pilot may notice a slight difference between the navigation information portrayed on
the chart and their primary navigation display. Differences of 3 degrees or less may result from
equipment manufacturer’s application of magnetic variation and are operationally acceptable.
7.6.4.5. The pilot must not attempt to fly an RNP 0.3 Instrument Flight Procedure unless it
is retrievable by name from on-board navigation database and conforms to charted procedure.
However, the pilot may subsequently modify a procedure by inserting or deleting specific
waypoints in response to ATC clearances. The pilot may select ATS route to be flown for en-
route section of flight from the database or may construct the ATS route by means of selection
of individual en-route waypoints from database. Manual entry or creation of new waypoints, by
manual entry of latitude and longitude or rho/theta values is not permitted. Additionally, pilots
must not change any SID or STAR database waypoint type from a fly-by to a fly-over or vice
versa.
7.6.4.6. The pilot should cross-check flight plan clearance by comparing charts or other
applicable resources with navigation system textual display and aircraft/rotorcraft map display, if
applicable. If required, pilot should also confirm exclusion of specific NAVAIDs in compliance
with NOTAMs or other pilot procedures.
7.6.4.7. There is no pilot requirement to cross-check navigation system’s performance with
conventional NAVAIDs as absence of an integrity alert is considered sufficient to meet integrity
requirements. However, pilot should monitor the reasonableness of navigation solution and
report any loss of RNP 0.3 capability to ATC. In addition, the pilot must continuously monitor
lateral deviation indicator (or equivalent navigation map display) during all RNP 0.3 operations.
7.6.4.8. The pilot is expected to maintain centre line, as depicted by on-board lateral
deviation indicators, during all RNP operations unless authorized to deviate by ATC or under
emergency conditions. For normal operations on straight segments or FRTs, cross-track
error/deviation (difference between RNP system computed path and aircraft position relative to
the path) should be limited to ±½ navigation accuracy associated with the procedure (0.15 NM).
Brief deviations from this standard (e.g. overshoots or undershoots) during track changes (fly-by
and fly-over turns), up to a maximum of one times the navigation accuracy (i.e. 0.3 NM for RNP
0.3), are allowable.
Note.— Some systems do not display or compute a path during track changes (fly-by and fly-
over turns). As such, pilots of these aircraft may not be able to adhere to the lateral navigation
accuracy requirement (e.g. 0.15 NM) during these turns. However, the pilot is expected to satisfy
operational requirement during intercepts following turns and on straight segments.
7.6.4.9. If ATC issues a heading assignment taking the aircraft/rotorcraft off an ATS route,
the pilot should not modify flight plan in the RNAV system until receiving a new ATC clearance
to rejoin ATS route or controller confirms a new ATS route clearance. When the aircraft is
following an ATC heading assignment, specified accuracy requirement does not apply.
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7.6.4.10. Manually selecting aircraft bank limiting functions may reduce aircraft’s ability to
maintain its desired track and is not recommended. Pilot should recognize manually selectable
aircraft bank-limiting functions might reduce their ability to satisfy path requirements of the
procedure, especially when executing large angle turns. This should not be construed as a
requirement to deviate from flight manual procedures; rather, pilots should be encouraged to
avoid selection of such functions except where needed for flight safety reasons.
7.6.5. Aircraft/Rotorcraft with RNP Selection Capability
7.6.5.1. The pilot of an aircraft/rotorcraft with a manual RNP input selection capability
should select RNP 0.3 for all RNP 0.3 ATS routes.
7.6.6. RNP 0.3 SID Specific Requirements
7.6.6.1. Prior to commencing take-off, the pilot must verify aircraft RNP system is available,
operating correctly, and correct airport/heliport and departure data are loaded and properly
depicted (including the aircraft’s initial position). A pilot assigned an RNP 0.3 departure
procedure and subsequently issued a change to procedure or a transition from procedure must
verify that appropriate changes are entered and available for navigation prior to take-off. A final
check of proper departure entry and correct route depiction, shortly before take-off, is
recommended.
7.6.6.2. The GNSS signal must be available and acquired by aircraft’s GNSS avionics
before take-off.
7.6.6.3. Engagement of system after take-off. When required, the pilot must be able to
engage (i.e. couple) FGS prior to reaching first waypoint defining a procedure requiring RNP 0.3
in accordance with this specification.
7.6.7. RNP 0.3 STAR Specific Requirements
7.6.7.1. Prior to arrival phase, the pilot should verify loading of correct terminal route. The
active flight plan should be checked by comparing charts (paper or electronic) with map display
(if applicable) and MCDU. This includes confirmation of waypoint sequence, reasonableness of
track angles and distances, any altitude or speed constraints, and, where possible, identification
of which waypoints are fly-by and which are fly-over or which represent beginning or end of a
radius-to-fix leg segment. An ATS route must not be used if the pilot has any reason to doubt
validity of ATS route in navigation database.
Note.— As a minimum, arrival checks can be a simple inspection of a suitable map display that
achieves objectives of this paragraph.
7.6.7.2. The creation of new waypoints by manual entry into RNP 0.3 system by pilot would
not create a valid ATS route and is unacceptable at all times.
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7.6.7.3. Where contingency procedures require reversion to a conventional IFP, the pilot
must complete all necessary preparation for such reversion (e.g. manual selection of NAVAID)
before commencing any portion of IFP.
7.6.7.4. Procedure modifications in terminal area may take the form of ATC-assigned radar
headings or “direct to” clearances, and the pilot must be capable of reacting in a timely fashion.
This may include a requirement for pilot to insert tactical waypoints loaded from on-board
navigation database. Pilot must not make manual entries or modify and create temporary
waypoints or fixes that are not provided in the on-board navigation database.
7.6.7.5. Pilot must verify their aircraft navigation system is operating correctly, and correct
arrival procedure (including any applicable transition) is entered and properly depicted. Although
a particular method is not mandated, the pilot must adhere to any published altitude and speed
constraints associated with an RNP 0.3 operation.
7.6.8. Contingency Procedures
7.6.8.1. The pilot must notify ATC of any loss of RNP 0.3 capability (integrity alerts or loss
of navigation) together with proposed course of action. If unable to comply with requirements of
an RNP 0.3 ATS route for any reason, the pilot must advise ATC as soon as possible. Loss of
RNP 0.3 capability includes any failure or event causing aircraft to no longer satisfy RNP 0.3
requirements of desired ATS route. In the event of communications failure, pilot should continue
with published lost communications procedure.
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7.10.2.Information that indicates the potential for repeated errors may require modification of an
operator’s training programme. Information that attributes multiple errors to a particular pilot may
necessitate remedial training or licence review.
Sd/-
(Arun Kumar)
Director General of Civil Aviation
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APPENDIX 1
1. INTRODUCTION
1.1. The information stored in the navigation database defines the lateral and longitudinal
guidance of the aircraft for RNP 0.3. Navigation database updates are carried out every 28
days. Navigation data used in each update are critical for the integrity of each approach. This
appendix provides guidance on procedures applied by operator to validate the navigation data
associated with RNP 0.3.
2. DATA PROCESSING
2.1. The operator will identify in its procedures, the person responsible for update of
navigation data.
2.2. The operator must document a process for accepting, checking, and loading navigation
data to the aircraft.
2.3. The operator must put its documented data process under configuration control.
4. DATA UPDATE
4.1. Once the operator receives a navigation data update and before using such data in the
aircraft, the operator must compare said update with the validated procedure/routes. This
comparison must identify and solve any discrepancy in navigation data. If there are significant
changes (any change affecting the path or performance of the routes) in any part of a route,
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and said changes are checked with initial data, the operator may validate amended
procedure/route in accordance with initial data validation.
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APPENDIX 2
1. The RNP 0.3 approval process consists of two kinds of approvals: the airworthiness
and the operational approval. Although both have different requirements, they must be
considered under a single process.
2. This process is an organized method used by the DGCA to ensure that applicants
meet the established requirements.
4. In Phase one - Pre-application, the DGCA invites the applicant or operator to the pre-
application meeting. At this meeting, the DGCA informs the applicant or operator about all
the operational and airworthiness requirements it must meet during the approval process,
including the following:
5. In Phase two – Formal application, the applicant or operator submits the formal
application, together with all the relevant documentation, as established in this OC.
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7. In Phase four – Inspection and demonstration, the operator will provide training for its
personnel and perform the proving flights, if so required.
8. In Phase five - Approval, the DGCA issues approval for RNP 0.3 operations, once the
operator has met airworthiness and operational requirements. For commercial operators,
DGCA will issue Ops Specs and for GA operators the DGCA will issue an LOA.
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