Advisory Circular (AC) No. 606-001

Flight Simulation Training Device (FSTD) Qualification Requirements for Required Navigation Performance (RNP) Instrument Approach Training

Issuing Office:	Civil Aviation, Standards	Document No.:	AC 606-001
File Classification No.:	Z 5000-32	Issue No.:	01
RDIMS No.:	20618844 -V3	Effective Date:	2025-02-19

Table of contents

• 1.0 Introduction
  • 1.1 Purpose
  • 1.2 Applicability
  • 1.3 Description of changes
• 2.0 References and requirements
  • 2.1 Reference documents
  • 2.2 Cancelled documents
  • 2.3 Definitions and abbreviations
• 3.0 Background
• 4.0 Procedures
  • 4.1 FSTD Update Notification
  • 4.2 Statement of Compliance
  • 4.3 Evaluation criteria
• 5.0 Information management
• 6.0 Document history
• 7.0 Contact us.
• Appendix A — FSTD evaluation criteria for RNP approach qualification

List of tables

• Table 1 – Requirements – FSTD equipment requirements
• Table 2 – Requirements – FSTD equipment requirements – Navigation
• Table 3 – Requirements – Functional requirements – Capabilities
• Table 4 – Requirements – Functional requirements – Navigation displays
• Table 5 – Requirements – Accuracy, performance monitoring and alerting
• Table 6 – Requirements – Non-normal performance and functionality

1.0 Introduction

1. (1) This Advisory Circular (AC) is provided for information and guidance purposes. It describes an example of an acceptable means, but not the only means, of demonstrating compliance with the TP9685 Airplane and Rotorcraft Simulator Manual. It describes the evaluation criteria employed by the NSEP to evaluate whether the replication and presentation of RNP Approaches in an FSTD will sufficiently support TC approved training programs. Should an applicant desire to use another means of compliance, a proposal must be submitted to the Manager, National Simulator Program (MSP) for review and approval prior to implementation. This AC on its own does not change, create, amend or permit deviations from regulatory requirements, nor does it establish minimum standards.

1.1 Purpose

1. (1) The purpose of this document is to define the criteria used by the National Simulator Evaluation Program (NSEP) to evaluate and qualify a FSTD for RNP based approach training.

1.2 Applicability

1. (1) This document applies to Transport Canada Civil Aviation (TCCA) Inspectors conducting evaluations on behalf of the NSEP and to individuals and organizations operating Transport Canada approved FSTDs. Only TCCA shall conduct the validation process contained within Appendix A of this document.

1.3 Description of changes

1. (1) This document, formerly NSEP Guidance Bulletin GB-15-1 Issue 02 (RDIMS 10355105-V2), has been reissued as AC 606-001 Issue 01. With the exception of minor editorial changes and updated references, the content is unaltered.

2.0 References and requirements

2.1 Reference documents

1. (1) It is intended that the following reference materials be used in conjunction with this document:
   1. (a) Part VI, Subpart 6 of the Canadian Aviation Regulations (CARs) — Synthetic Flight Training Equipment;
   2. (b) Operations Specification (Ops Spec) 623 — Radius to Fix (RF) Path Terminator;
   3. (c) Operations Specification 620 — Required Navigation Performance – Approach (RNP APCH);
   4. (d) Transport Canada Publication, TP 9685 — Aeroplane and Rotorcraft Simulator Manual;
   5. (e) Transport Canada Publication (TP) 14371 — Aeronautical Information Manual;
   6. (f) Advisory Circular (AC) 700-023 — Required Navigation Performance Approach (RNP APCH)
   7. (g) AC 700-024 — Required Navigation Performance Authorization Required Approach (RNP AR APCH)
   8. (h) AC 700-025 — Required Navigation Performance Approach 1 (RNP 1)
   9. (i) AC 700-027 — Radius to Fix (RF) Path Terminator;
   10. (j) Criteria for the Development of Instrument Procedures — TP308/GPH209;
   11. (k) Federal Aviation Administration Advisory Circular (FAA AC) 90-105 — Approval Guidance for RNP Operations and Barometric Vertical Navigation in the U.S. National Airspace System;
   12. (l) FAA AC 90-107 — Guidance for Localizer Performance With Vertical Guidance and Localizer Performance Without Vertical Guidance Approach Operations in the U.S. National Airspace System;
   13. (m) National Simulator Program Guidance Bulletin, NSP GB 09-05, FSTD qualification, for RNP AR
   14. (n) International Civil Aviation Organization (ICAO) Doc. 9613 —Performance Based Navigation (PBN) Manual, Volume II, Part C — Implementing RNP APCH

2.2 Cancelled documents

1. (1) As of the effective date of this document, the following document is cancelled:
   1. (a) NSEP Guidance Bulletin GB-15-1, Issue 02, 2024-01-01 — Flight Simulation Training Device (FSTD) Qualification Requirements for Required Navigation Performance (RNP) Instrument Approach Training (RDIMS 10355105-V2)
2. (2) By default, it is understood that the publication of a new issue of a document automatically renders any earlier issues of the same document null and void.

2.3 Definitions and abbreviations

1. (1) The following definitions are used in this document:
   1. (a) Advisory Vertical Guidance: Vertical path deviation guidance indication that is generated by any means but is only an aid provided by some manufacturers to help pilots meet altitude restrictions. Advisory vertical guidance is an optional capability implemented at the manufacturer’s discretion, not a requirement for positioning and navigation equipment.
   2. Note. It is the flight crew member’s responsibility to use the barometric altimeter to ensure compliance with altitude restrictions, particularly during approach operations. Advisory vertical guidance is not approved vertical guidance like that found on approaches with LNAV/VNAV, LPV or instrument landing system (ILS) lines of minima.
   3. (b) Aircraft-based Augmentation System: A system which augments and/or integrates the information obtained from other Global Navigation Satellite System (GNSS) elements with information available on board the aircraft. The most common form of Aircraft-based Augmentation System (ABAS) is the receiver autonomous integrity monitoring (RAIM).
   4. (c) Approach with Vertical Guidance: An instrument approach procedure that utilizes lateral and vertical guidance that does not meet the requirements established for a precision approach.
   5. (d) Approved Vertical Guidance: Actual vertical path deviation guidance indications generated by a certified means for charted approach procedures that contain a protected glidepath (e.g. approaches with LNAV/VNAV, LPV or ILS lines of minima).
   6. (e) Area Navigation: A navigation system that allows aircraft to operate on any desired flight track within the coverage of ground or space-based navigation aids, or within the limits of the capability of self-contained aids, or a combination of both methods. Area navigation includes performance-based navigation as well as other operations that are not contemplated in the definition of performance-based navigation.
      1. (i) Required Navigation Performance System: Area navigation system that includes the requirement for on-board performance monitoring and alerting, designated by the prefix RNP (e.g. RNP 4, RNP APCH).
      2. (ii) Area NavigationSystem: Area navigation system that does not include the requirement for on-board performance monitoring and alerting, designated by the prefix RNAV (e.g. RNAV 5, RNAV 1).
   7. (f) Barometric Aiding (Baro-Aiding): A method of augmenting the GPS integrity solution in RAIM by using a barometric altitude input source. Baro-aiding requires four satellites and a barometric altimeter to detect an integrity anomaly (the current altimeter setting may need to be entered into the receiver as described in the operating manual). Baro-aiding satisfies the RAIM requirement in lieu of a fifth satellite.
   8. (g) Barometric Vertical Navigation (baro-VNAV): A function of certain RNAV systems which presents computed vertical guidance to the pilot referenced to a specified vertical path. The computed vertical guidance is based on barometric altitude information and is typically computed as a geometric path between two waypoints or an angle based on a single waypoint. Baro-VNAV may generate advisory or approved vertical guidance, depending on the type of approach.
   9. (h) Decision Altitude: In an approach with approved vertical guidance, Decision Attitude (DA) is a specified altitude expressed in feet above mean sea level (MSL) at which a missed approach must be initiated if the required visual references to continue the approach have not been established.
   10. (i) Fault Detection and Exclusion: A RAIM algorithm that can automatically detect and exclude a faulty satellite from the position solution when measurements from six or more satellites are available. The wide area augmentation systems (WAAS) equipment uses FDE for integrity whenever a WAAS signal is not available to permit continued operation from en route through approach operations.
   11. (j) Global Navigation Satellite System: A generic term used by the International Civil Aviation Organization (ICAO) to define any global position, speed, and time determination system that includes one or more main satellite constellations, such as GPS and the global navigation satellite system (GLONASS); aircraft receivers; and several integrity monitoring systems, including aircraft-based augmentation systems (ABAS), satellite-based augmentation systems (SBAS), such as the WAAS, and ground-based augmentation systems (GBAS), such as the local area augmentation system (LAAS).
   12. (k) Global Positioning System: The GNSS of the United States is a satellite-based radio navigation system that uses precise distance measurements to determine the position, speed, and time in any part of the world. The GPS is made up by three elements: the spatial, the control, and the user elements. The GPS spatial segment nominally consists of at least 24 satellites in 6 orbital planes. The control element consists of 5 monitoring stations, 3 ground antennas, and one main control station. The user element consists of antennas and receivers that provide the user with position, speed and precise time.
   13. (l) Integrity: A measure of the trust that can be placed in the correctness of the information supplied by the total system. Integrity includes the ability of a system to provide timely and valid warnings to the user (alerts).
   14. (m) Lateral Navigation: An RNAV function that computes, displays, and provides horizontal approach navigation without approved vertical guidance.
   15. (n) Lateral Navigation/Vertical Navigation: An APV using a final approach segment (FAS) data block that computes displays and provides both horizontal and approved vertical approach navigation. Both WAAS vertical guidance and baro-VNAV support approaches to LNAV/VNAV lines of minima.
   16. (o) Localizer Performance with Vertical Guidance: An APV requiring WAAS, using a FAS data block, which computes, displays and provides both horizontal and approved vertical approach navigation to minimums as low as 200 foot ceiling and ½ mile visibility.
   17. (p) Localizer Performance without Vertical Guidance: A non-precision approach requiring WAAS, using a FAS data block that computes, displays, and provides horizontal approach navigation using the horizontal accuracy and integrity of LPV without the approved vertical guidance. The LP line of minima is provided at locations where issues prevent the use of LPV vertical guidance, and provides a higher probability of achieving the lowest minimum at these locations.
   18. (q) Navigation specification: A set of requirements needed to implement and support performance based navigation within a defined airspace.
   19. (r) Performance Based Navigation: Area navigation based on performance requirements for aircraft operating along an Air Traffic Service (ATS) route, on an instrument approach procedure or in a designated airspace.
   20. Note. Performance requirements are expressed in the navigation specification (RNAV specification or RNP specification) in terms of accuracy, integrity, continuity, availability and functionality needed for the proposed operation in the context of a particular airspace concept.
   21. (s) Radius to Fix Path Terminator: Also known as RF legs.A specific fixed-radius curved path in a terminal or approach procedure intended to be applied where an accurate, repeatable and predictable ground path is required.
   22. (t)Receiver Autonomous Integrity Monitoring: A form of ABAS whereby a GNSS receiver processor determines the integrity of the GNSS navigation signals using only GPS signals or GPS signals augmented with altitude (baro-aiding). This determination is achieved by a consistency check among redundant pseudo-range measurements. At least one additional satellite needs to be available with the correct geometry over and above that needed for the position estimation for the receiver to perform the RAIM function.
   23. (u) Required Navigation Performance Approach: RNP APCH is a navigation specification based on area navigation that includes the requirement for on-board performance monitoring and alerting features to notify the pilot when the RNP for the approach phase of flight is not being met. RNP APCH does not include approach operations classified as RNP Authorization Required (RNP AR).
   24. (v) Satellite-Based Augmentation System: SBAS is a wide area coverage augmentation system. The user receives GPS constellation augmentation information from a geostationary satellite-based transmitter. SBAS complements the core GPS satellite constellation by increasing navigation accuracy, integrity, continuity and availability provided within a service area. The SBAS which works with GPS is the WAAS.
   25. (w) Technical Standard Order: A minimum performance standard for specified materials, parts, and appliances used on civil aircraft.
   26. (x) Total System Error: The difference between the true position and the desired position. This error is equal to the sum of the vectors of the path definition error (PDE), the flight technical error (FTE) and the navigation system error (NSE).
       1. (i) 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.
       2. (ii) Navigation System Error (NSE): The difference between the true position and the estimated position.
       3. (iii) Path Definition Error (PDE): The difference between the defined path and the desired path at a given place and time.
   27. (y) World Geodetic System 1984 (WGS 84): The most recent geocentric reference system definition developed by the United States Department of Defence (World Geodetic System Committee).
2. (2) The following abbreviations are used in this document:
   1. (a) AC: Advisory Circular
   2. (b) ABAS: Aircraft-based Augmentation System
   3. (c) ANSP: Air Navigation Service Provider
   4. (d) APV: Approach with Vertical Guidance
   5. (e) CRC: Cyclic Redundancy Check
   6. (f) DA: Decision Attitude
   7. (g) FAS: Final Approach Segment
   8. (h) FDE: Fault Detection and Exclusion
   9. (i) FTE: Flight Technical Error
   10. (j) GNSS: Global Navigation Satellite System
   11. (k) GPS: Global Positioning System
   12. (l) LNAV: Lateral Navigation
   13. (m) LNAV/VNAV: Lateral Navigation/Vertical Navigation
   14. (n) LP: Localizer Performance without Vertical Guidance
   15. (o) LPV: Localizer Performance with Vertical Guidance
   16. (p) MSP: Manager, National Simulator Evaluation Program
   17. (q) NPA: Non-Precision Approach
   18. (r) NSE: Navigation System Error
   19. (s) OCS: Obstacle Clearance Surface
   20. (t) PBN: Performance Based Navigation
   21. (u) PDE: Path Definition Error
   22. (v) RAIM: Receiver Autonomous Integrity Monitoring
   23. (w) RF: Radius to Fix
   24. (x) RNAV: Area Navigation
   25. (y) RNP: Required Navigation Performance
   26. (z) RNP APCH: Required Navigation Performance Approach
   27. (aa) ROC: Required Obstacle Clearance
   28. (bb) SBAS: Satellite-Based Augmentation System
   29. (cc) TCCA: Transport Canada Civil Aviation
   30. (dd) TSE: Total System Error
   31. (ee) TSO: Technical Standard Order
   32. (ff) VPA: Vertical Path Angle
   33. (gg) WAAS: Wide Area Augmentation System
   34. (hh) WGS 84: World Geodetic System 1984

3.0 Background

1. (1) Avionic systems that enable RNP approaches can vary significantly from aircraft to aircraft. They can be implemented as a basic standalone retrofit to older aircraft, or as part of the flight management guidance systems in modern integrated avionic suites. TC Advisory Circulars at references 2.1(1) (c) to (h) provide guidance for the operational approval of all performance-based navigation (PBN) system that support RNP approaches and identify the flight crew knowledge and training requirements necessary to operate these systems.
2. (2) FSTDs can facilitate the necessary flight crew training requirements; however, for the training to be relevant, the simulator must sufficiently replicate the behaviour of the specific aircraft installation, and fully support both normal and abnormal procedural training associated with the various types of RNP approaches. This Advisory Circular provides the criteria for assessing and qualifying an FSTD for RNP approach training.

4.0 Procedures

4.1 FSTD Update Notification

1. (1) A sponsor requesting approval for RNP Approach qualification as an FSTD update, must forward a letter to the MSP with the following information:
   1. (a) Details of the avionics update including make, model and software versions;
   2. (b) The specific RNP approaches supported by the update;
   3. (c) The date the update will be completed;
   4. (d) A proposed evaluation date.

4.2 Statement of Compliance

1. (1) Before an update evaluation, the sponsor must provide a Statement of Compliance attesting that all the simulation of all required navigation systems necessary to support the requested RNP approach qualifications (i.e. EGPWS, GPS, IRS, FMS) and autopilot accurately replicate the operator’s equipment and is based on original equipment manufacturer’s (OEM); the aircraft manufacturer’s design data, or, if applicable, the supplemental type certificate associated with the RNP approach installation.
2. (2) When qualifying an FSTD for RNP/AR training, the sponsor must provide evidence to the NSP evaluator that the FSTD is equipped/operated accordance with a valid aircraft cockpit configuration and complies with any software versions or limitations.

4.3 Evaluation criteria

1. (1) The criteria used to assess an FSTD’s ability to support training for specific RNP Approaches and capabilities are detailed in the table at Appendix A. Only TCCA shall conduct the validation process contained within Appendix A of this document.

5.0 Information management

1. (1) The RNP approach qualifications determined from the evaluation will be documented on the FSTD qualification profile on the FSTD’s applicable Evaluation Report RDIMS file.

6.0 Document history

1. (1) NSEP Guidance Bulletin GB-15-1 - Issue 02 (RDIMS 10355105-V2)

7.0 Contact us

For more information, please contact:
National Operations, National Simulator Evaluation Program AAROA
Telephone: 514-217-5515
E-mail: donia.antar@tc.gc.ca

We invite suggestions for amendments to this document. Submit your comments to:

Standards Branch Documentation Services
E-mail: AARTDocServices-ServicesdocAART@tc.gc.ca

Original signed by

Linda Melnyk
Director, Standards Branch
Civil Aviation

Appendix A — FSTD evaluation criteria for RNP approach qualification

Table 1 – Requirements – FSTD equipment requirements

Requirements – FSTD equipment requirements	LNAV	Baro VNAV	LP	LPV	GLS	RNP 0.3	RF Leg	RNP AR
Dual FMSs, dual GPSs, dual autopilots, and at least a single inertial reference unit (IRU). All must be operable.
FSTD autopilot/flight director must be able to fly a RF leg, comply with the aircraft’s bank angle limits, and be able to maintain lateral track navigation without exceeding the RNP value while encountering strong tailwinds.
Class A Terrain Awareness Warning System (TAWS) identical to the aircraft.
Either a flight director or autopilot capable of following the vertical path.
Upon initiating a go-around or missed approach (through activation of TOGA or other means), the lateral flight guidance mode should remain in LNAV/NAV1. If the aircraft cannot remain in LNAV/NAV after TOGA is selected, then procedures to re-engage LNAV/NAV while remaining within 1 x RNP must be demonstrated and verified in the FSTD. The FSTD must permit re-engagement of LNAV/NAV by 400 ft AGL.
Altitudes and/or speeds restrictions associated with published procedures must be automatically extracted from the navigation database upon selecting the approach procedure.
Temperature compensation systems * As applicable where the manufacturer the equipment simulated has documented that it complies with standards permitting RNP approaches when the actual temperature is below or above the published procedure design limit (to FAS only).		*						*
A flight director and/or autopilot is not required for this type of operation, however, if the lateral TSE cannot be demonstrated without these systems, it becomes mandatory. In this case, coupling to the flight director and/or automatic pilot from the RNP system must be clearly indicated at the cockpit level; and
LPV approach guidance during FAS must be displayed on a lateral and vertical deviation display (Horizontal Situation Indicator (HSI), Electronic Horizontal Situation Indicator (EHSI), Course Deviation Indicator (CDI) / Vertical deviation indicator (VDI)) including a failure indicator. The deviation display must have a suitable full-scale deflection based on the required track keeping accuracy. The lateral and vertical full scale deflections are angular and associated to the lateral and vertical definitions of the final approach segment contained in the FAS data block.

Table 2 – Requirements – FSTD equipment requirements – Navigation

Approach minima	Lateral navigation	Vertical navigation
LNAV	GPS or WAAS	Altitude-based NPA techniques*, Baro-VNAV or WAAS
LNAV/VNAV	GPS or WAAS	Baro-VNAV or WAAS
LPV	WAAS	WAAS
LP	WAAS	Altitude-based NPA techniques*, Baro-VNAV or WAAS

* “Altitude-based NPA techniques” refers to the step down technique and the constant descent angle technique (e.g. Stabilized Constant Descent Angle (SCDA).

Table 3 – Requirements – Functional requirements – Capabilities

Requirements – Functional requirements – Capabilities	LNAV	Baro VNAV	LP	LPV	GLS	RNP 0.3	RF Leg	RNP AR
Current navigation data officially promulgated for civil aviation installed for training, Displays the validity period of the navigation data to the pilot. Approach procedures can be retrieved and loaded by its name into the RNP system. The stored resolution is sufficient to achieve the required track-keeping accuracy. The capability to automatically load numeric values for courses and tracks from the RNP system database.
Ability to verify the RNP procedure to be flown through a review of the individual waypoints.
The capability to display the GNSS approach mode (e.g. LP, LPV, Lateral Navigation / Vertical Navigation (LNAV/VNAV), Lateral Navigation (LNAV)) in the primary field of view, and Detect a level of service degradation (e.g. downgrade from LPV to LNAV). Automatically provide the highest “level of service” available for the annunciation of the GNSS approach mode when the approach is selected.
Display Required Navigation Performance (RNP) and Estimate of Position Uncertainty (EPU). EPU may be displayed as Actual Navigation Performance (ANP) or Estimate of Position Error (EPE) in certain aircraft.
Display the active navigation sensor type, if there is another sensor in addition to the GNSS sensor.
Continuous display RNAV computed desired path and aircraft position relative to the pilot flying, on the primary navigation display
Automatic leg sequencing with the display of sequencing to the pilot
Have the capability to execute fly-by and fly-over waypoints. Note: Fly-over turns are normally not compatible with RNP flight tracks and will be used only when there is no requirement for RNP containment.
The capability to continuously display the distance to the landing threshold point/fictitious threshold point (LTP/FTP).
Capability to: Fly a direct path to a fix Identify active (To) waypoint; Fly a specified track to a fix and/or altitude.
Capability to Display: Groundspeed & time to active waypoint; Distance & bearing to active waypoint; Distance between flight plan waypoints.
Define fix altitude constraints.
The system must be able to construct a path to provide guidance from the current position to a vertically constrained fix.
Define a vertical path by a flight path angle to a fix.

Table 4 – Requirements – Functional requirements – Navigation displays

Requirements – Functional requirements – Navigation displays	LNAV	Baro VNAV	LP	LPV	GLS	RNP 0.3	RF Leg	RNP AR
Navigation data, including a “to/from” indication, and a failure indication, must be displayed on a lateral deviation display (Course Deviation Indicator (CDI), Electronic Horizontal Situation Indicator (EHSI) and/or a navigation map display. These must be used as primary flight instruments for the navigation of the aircraft, for manoeuvre anticipation and for failure/status/integrity indication: the displays are located in the pilot’s primary field of view (±15 degrees from the pilot’s normal line of sight) when looking forward along the flight path; the lateral deviation display agrees with any alerting and annunciation limits; the lateral deviation display have a full-scale deflection suitable for the current phase of; enhanced navigation display (e.g. electronic map display or enhanced EHSI) to improve lateral situational awareness, navigation monitoring and approach verification (flight plan verification) is mandatory if the RNAV installation doesn’t support the display of information necessary for the accomplishment of these crew tasks (dependent on the type of equipment installed). Notes: The display scaling may be set automatically by default logic or set to a value obtained from a navigation database. The full-scale deflection value must be known or must be available for display to the pilot commensurate with approach values base on TSE requirements; As an alternate means, a navigation map display must give equivalent functionality to a lateral deviation display with appropriate map scales (scaling may be set manually by the pilot); It is highly recommended that the course selector of the deviation display is automatically slaved to the RNAV computed path. (Not applicable to installations where an electronic map display contains a graphical display of the flight path and path deviation.)
The lateral and vertical full-scale deflections are angular and associated to the lateral and vertical definitions of the final approach segment contained in the FAS data block. Note. Where the minimum flight crew is two pilots, it should be possible for the pilot not flying to verify the desired path and the aircraft position relative to the path
The capability to immediately provide track deviation indications relative to the extended final approach segment, in order to facilitate the interception of the extended final approach segment from a radar vector (e.g. vector to final (VTF) function). Note. These requirements are limited to the final approach segment, the straight continuation of the final approach in the missed approach, and to the interception of the extended final approach segment. If the installed system is also able to fly the initial, intermediate and missed approach segments of the approach, the corresponding requirement applies.
Vertical display must allow the pilot to readily distinguish if the vertical deviation exceeds +22 m/–22 m (+75 ft/–75 ft) and be located in the pilot’s primary field of view. Notes: If a fixed-scale deviation indicator is implemented, the scaling and sensitivity must be sufficient to meet the above requirements. Any alerting and annunciation limits must also match the scaling values. Numeric display of deviation may be acceptable if it is specific to the aircraft simulated.

Table 5 – Requirements – Accuracy, performance monitoring and alerting

Requirements – Accuracy, performance monitoring and alerting	LNAV	Baro VNAV	LP	LPV	GLS	RNP 0.3	RF Leg	RNP AR
Either an equipment capability or an operational procedure to provide a direct means of inhibiting sensor updating (VOR/DME).
Positioning data from other types of navigation sensors may be integrated with the GNSS data provided it does not cause position errors exceeding the TSE budget, or if means are provided to deselect the other navigation sensor types.
During operations on initial, intermediate, and final segments, and for the RNAV missed approach of an RNP APCH, the RNP must have the ability to monitor the achieved navigation performance and to alert the pilot when the RNP requirements are not being met (i.e. “UNABLE RNP”). Notes: There are no RNP APCH requirements for the missed approach if it is based on conventional means (Omni-directional radio (VOR), Distance Measuring Equipment (DME), NDB) or on dead reckoning. Compliance with the performance monitoring and alerting requirement does not imply automatic monitoring of a flight technical error. The on-board monitoring and alerting function should consist at least of a navigation system error (NSE) monitoring and alerting algorithm and a lateral deviation display enabling the crew to monitor the flight technical error (FTE). FTE performance is considered acceptable if the approach mode of the Flight Guidance System is used during such approach
Lateral Accuracy Initial, intermediate and missed approach segments: ±1.0 NM Final approach segment: ±0.3 NM Notes: The use of a deviation indicator with 1 nm full-scale deflection on the initial and intermediate segments, and for the RNAV missed approach and 0.3 nm full-scale deflections on the final approach segment, has been found to be an acceptable means of compliance. The use of an autopilot or flight director has been found to be an acceptable means of compliance (roll stabilization systems do not qualify).
Lateral Accuracy Initial, intermediate and missed approach segments: ±1.0 to 0.1 NM Final approach segment: ±0.3 to 0.1 NM
Display and fly a radius-to-fix (RF) leg on navigation display Continuous display of both lateral and vertical deviation from the desired RNAV path. These deviations can either be a fixed-scale CDI or a numeric display of deviation. Lateral – pilot can readily distinguish if the cross-track error exceeds 1 x RNP value with a resolution of 0.01 NM or less. a. For those FMSs which can only display a cross-track error resolution of 0.1 NM, the operator will have a limited RNP capability for conducting RNP AR approaches defined in their Operations/Training Specifications Vertical – pilot can readily distinguish if the vertical deviation exceeds 75 feet with a resolution of 10 feet or less.
FSTD autopilot/flight director must be able to fly a RF leg, comply with the aircraft’s bank angle limits, and be able to maintain lateral track navigation without exceeding the RNP value while encountering strong tailwinds. Note: RNP/AR procedures with RF legs are generally designed to consider the following maximum tailwind components: 1. At or below 500 feet turn height above airport – 25 kts 2. Between 501 and 1000 feet turn height above airport – 37.5 kts 3. Between 1001 and 3000 feet turn height above airport – 50 kts

Table 6 – Requirements – Non-normal performance and functionality

Requirements – Non-normal performance and functionality	LNAV	Baro VNAV	LP	LPV	GLS	RNP 0.3	RF Leg	RNP AR
The Instructor’s Operating Panel must have the capability to induce a malfunction that will trigger a navigation system “fail-down” from LPV to LNAV/VNAV with appropriate system indications commensurate with the approach phase (i.e. enroute, terminal, and approach phase) Note: Some SBAS systems may not have a baro-VNAV capability, which would result in an inability to perform LNAV/VNAV operations with the loss of SBAS. Such a limitation must be clearly captured in the FSTD Operator’s published training limitations and the FSTD must fully support aircraft specific operational procedures in the event SBAS integrity is lost.
The Instructor’s Operating Panel must have the capability to induce the malfunction of an “UNABLE RNP” alert or other alert message that would cause a missed approach during a RNP/AR approach (i.e. FMS failure, GPS failure, autopilot failure, etc). The malfunction must appear realistic to the pilots.
The capability to indicate to the flight crew when NSE alert limit is exceeded (alert provided by the “on-board performance monitoring and alerting function”).
Aircraft specific display of RNP system failure, including the associated sensors, in the pilot’s primary field of view.