RNAV & RNP
1. Definition of RNAV
RNAV (Area Navigation) is a method of navigation that allows an aircraft to fly on any
desired flight path within the coverage of ground-based or space-based navigation
aids (NAVAIDs), or within the limits of the aircraft's self-contained navigation systems.
It enables more direct routes and flexible airspace use, without being limited to flying
over specific NAVAIDs (like VORs).
RNAV (Area Navigation) lets a plane fly almost any route it wants, not just from one
radio station (like a VOR) to another.
Instead of flying in straight lines between ground-based navigation points, RNAV lets
the plane fly directly to invisible points in the sky, called waypoints. These points
are based on GPS or other navigation systems inside the plane.
This makes flying:
• More direct
• More efficient
• Better for saving time and fuel
You don’t need to fly over or near a navigation aid anymore. You can just fly to any
point that’s programmed in the system.
2. Purpose of RNAV
RNAV improves airspace efficiency by:
• Allowing direct routes between waypoints.
• Reducing fuel consumption and flight time.
• Improving traffic flow in congested areas.
• Supporting complex departure and arrival procedures (SIDs and STARs).
3. Equipment Requirements
To use RNAV, aircraft must be equipped with:
• A certified RNAV system (e.g., GPS, DME/DME, VOR/DME, INS).
• A Flight Management System (FMS) or GPS receiver with database.
• Accurate aeronautical data (updated navigation database).
• Capability to monitor system performance, especially for RNP.
3.1 Precision Approach
A precision approach is one that provides both lateral and vertical guidance, such as
the most common one, the ILS or Instrument Landing System, which broadcasts two-
lobe signals in both azimuth as well as the vertical path to help guide the aircraft down
to the threshold.
Also, we have MLS (Microlanding System), not in use anymore but in service. That is
also PIR or the Precision Approach Radar, usually used by the military, though civilians
may also use it. And last but not least, the newest GLS or GBAS Landing System.
MLS PIR
GLS
Nonprecision Approaches
On the other hand, however, non-precision approaches provide only the lateral
guidance. It is up to the pilot flying to determine the appropriate rate of descent to
maintain the proper vertical profile.
For example, we have NDB (Non-Directional Beacon), VOR (a very high frequency
omnidirectional range), we have RNAV LNAV only approach, LDA (Localizer Only), and
so on. These are the non-precision approaches
Definition of RNP
“Required Navigation Performance (RNP) is a statement of the navigation
performance necessary for operation within a defined airspace. It includes the
requirement for **onboard performance monitoring and alerting.”
RNP is like RNAV, but smarter and safer.
It’s a type of Area Navigation (RNAV) that not only allows you to fly directly between
waypoints, but also includes onboard monitoring and alerting systems to tell you if
you’re off course.
In short:
RNP = RNAV + real-time self-checking.
Key Components
Element Description
How close the aircraft must stay to the intended path (e.g., 0.3
Accuracy
NM, 1 NM)
Onboard The aircraft constantly checks if it’s staying within the required
Monitoring accuracy.
Alerting If it cannot stay within tolerance, the system alerts the pilot.
The boundary within which the aircraft must remain 95% of the
Containment
time.
• RNAV lets you fly direct using GPS or similar.
• RNP does the same, but with built-in safety systems that monitor performance
in real time.
• If something goes wrong, RNP-equipped aircraft will warn the crew
immediately.
• Some RNP operations (like RNP AR) require special aircraft certification and
pilot training.
4. RNAV vs. RNP
RNP or Required Navigation Performance is a type of RNAV itself. However, for an
RNAV system to be considered an RNP, two important rules must be met.
First, RNP is a PBN system or Performance Based Navigation that includes onboard
monitoring and alerting capability, such as RAIM (Receiver Autonomous Integrity
Monitoring). Let me simplify this a bit more: an RNAV standalone system does not
incorporate any capability to alert the pilot if the accuracy degrades over time or for
whatever reason it becomes inaccurate. RNP, on the other hand, does. It monitors the
required accuracy according to the phase of the flight we are in and notifies the pilot if
there is any discrepancy or degrading accuracy.
There is a second difference, which is that RNP must meet the specified accuracy at
least 95% of the flight time. Meaning, say we are on the arrival phase, for example,
with RNP 1 accuracy. “RNP 1” means RNP accuracy of 1 nautical mile off-track
deviation. That at least 95% of the time of the flight time, the aircraft is capable of
meeting this accuracy.
Summary
Example:
The IRS (Inertial Reference System) (those ring laser gyros), they start from a known
position and with time their accuracy degrades. Yet there is no alert made to the
pilots; we don't know how accurate the system or the navigation is. This is an RNAV
system.
Then, RAIM or SBAS (Satellite Based Augmentation System) such as the WAAS (Wide
Area Augmentation System) used in the United States, or the EGNOS used in Europe.
When the signal is lost or the accuracy deteriorates, it gives you a notification: This is
an RNP
RNAV and RNP Approaches
Now that we understand what is the difference between RNAV and RNP, let's talk
about RNAV and RNP approaches. There is one more category in instrument
approaches that falls in between non-precision approaches and precision
approaches.
This category incorporates approaches which are more accurate or precise than non-
precision approach, yet slightly or negligibly less precise to be considered as
precision approaches, even though it is not the case. This category is named APV or
Approaches with Vertical Guidance.
APV (Approaches with Vertical Guidance)
LPV (Localizer Performance with Vertical Guidance)
It’s a type of RNAV (GPS) approach that gives precision-like guidance without needing
ground-based ILS.
LPV approaches give you both lateral (side-to-side) and vertical (up/down) guidance,
just like an ILS, but based on GPS, not ground antennas. It’s the most precise RNAV
approach available without needing ILS equipment at the airport.
How does it work?
• LPV uses GPS + WAAS (Wide Area Augmentation System).
• WAAS improves GPS accuracy to within 1–2 meters.
• The aircraft follows a glidepath and course to the runway, similar to an ILS.
• LPV minimums can go down to 200–250 feet AGL, depending on the runway
and obstacles.
What you need to fly an LPV:
• SBAS-Certified GPS Receiver. You must have a WAAS-capable GPS (WAAS =
SBAS for North America, including Mexico).
• SBAS (WAAS) Coverage in the Area
• LPV Approach Must Be Published
• Current Navigation Database
Summary Table:
LPV can take you down to as low as 200ft. above aerodrome level, it is as accurate as
an ILS yet it is not considered a precision approach.
LPV is not technically “precision” in ICAO terms (ILS is a “precision” approach),
but it gives precision-like performance.
If WAAS is not available, the approach may downgrade to LNAV/VNAV or LNAV
only.
LNAV/VNAV
It is also an APV approach. As the name denotes, it provides both lateral and
vertical guidance. but less precise than LPV, and it relies on barometric altitude
instead of satellite vertical corrections. And there are two major differences
between an LNAV/VNAV approach and LPV approach: firstly, the sensitivity of LPV
increases as we get closer to the threshold, thus it is more accurate and normally the
decision height associated with APVs is usually 200ft. above aerodrome level, so as
low as an ILS CAT I.
And LNAV/VNAV does not, meaning the sensitivity does not increase, it remains
almost constant. This is why the minimums or decision heights of LNAV/VNAV are
higher than those of LPV. This is the first difference.
The second difference is you don't need an SBAS receiver to shoot an LNAV/VNAV
approach. Baro-VNAV system will do.
What is LNAV/VNAV?
LNAV/VNAV is a GPS-based approach procedure that gives:
• Lateral navigation (LNAV): keeps you aligned horizontally with the runway.
• Vertical navigation (VNAV): gives you a glidepath, but it's generated using your
aircraft's barometric altimeter, not GPS satellites.
What Equipment Do You Need?
You need either:
• A GPS with baro-VNAV capability, or
• An FMS coupled with an IFR-approved barometric altimeter system (such
as in many jets or advanced avionics).
You do not need SBAS (WAAS), but if you have it, some systems (like G1000 WAAS)
can still fly LNAV/VNAV using geometric vertical guidance when SBAS is available.
Approved equipment must meet TSO-C145/146 (SBAS) or TSO-C129/131 (baro-VNAV)
depending on which type of VNAV it uses.
Does It Require SBAS (WAAS)?
No, LNAV/VNAV does not require SBAS coverage.
However:
• If your system uses baro-VNAV, SBAS is irrelevant.
• If your system supports SBAS-based VNAV (like LPV fallback), it may default to
it if available, but it's not required.
This means LNAV/VNAV approaches can often be flown in more places than LPV —
including airports without SBAS coverage.
RNAV is used in every phase of IFR flight .
1. RNAV Departures (SIDs)
-Used for precise routing after takeoff
-Helps avoid terrain, streamline traffic flow, and reduce ATC workload
-In Mexico, many major airports now require RNAV for departures
Example airports with RNAV SIDs in Mexico:
MMMX (Mexico City)
MMTO (Toluca)
MMGL (Guadalajara)
MMUN (Cancún)
These usually require RNAV 1, meaning the aircraft must remain within ±1 NM of
the centerline 95% of the time.
2. RNAV Enroute (Airways)
-Labeled as Q-routes or T-routes (e.g., Q28, Q24, UT700)
-Used for high or medium altitude enroute navigation
-Require RNAV 2 or RNAV 5, depending on the route
You don’t rely on ground-based stations (VOR/NDB). Instead, the aircraft follows a
path defined by GPS-based waypoints.
3. RNAV Arrivals (STARs)
Provide structured, noise-sensitive and fuel-efficient arrivals
Often required at busy or terrain-heavy airports
Reduces need for radar vectors and verbal ATC instructions
Usually require RNAV 1 capability.
4. RNAV Approaches (RNAV GPS)
Includes:
LPV (Localizer Performance with Vertical Guidance)
LNAV/VNAV (Lateral + Vertical)
LNAV only (lateral only)
These approaches can serve runways without ILS and often allow precision-like
minimums.
Operational Note (Mexican Airspace)
If a SID or STAR is labeled “RNAV 1 required”, you cannot legally fly it unless your
aircraft:
• Is properly equipped
• Has an approved navigation database
• The crew is trained and the aircraft authorized
This is stated in the Jeppesen or AIP Mexico charts and applies under AFAC
regulation.