Business Jet Navigation Approvals & Regulatory Documentation

The operational impact of Performance-Based Navigation (PBN) requirements for modern business jets depends on both aircraft certification and operator approval. The aircraft must be certified for the required level of Area Navigation (RNAV) or Required Navigation Performance (RNP) accuracy, as documented in the type certificate, Aircraft Flight Manual (AFM), or through a supplemental type certificate. The operator must also hold approval for the applicable procedures. According to ICAO, both conditions are necessary for PBN eligibility.

 

The aircraft’s Flight Management System (FMS) or Global Navigation Satellite System (GNSS) must be certified for the intended type of RNAV or RNP operation. If required, upgrades such as Satellite-Based Augmentation System (SBAS) or Wide Area Augmentation System (WAAS) capability may be necessary. In addition, the operator is responsible for developing the relevant procedures, crew training, and safety assessments for each PBN specification to be implemented.

 

The approval process varies by authority. Under EASA, a separate Letter of Authorization (LOA) is generally not required, provided the aircraft is appropriately equipped and the Operations Manual reflects the capability. In contrast, the UK CAA and FAA require formal approval for RNP-AR operations. This process involves submission of documentation covering crew training, procedures, and performance monitoring before issuance of an LOA or Operations Specification.

Key Performance-Based Navigation (PBN) Specifications

Business jets flying internationally usually use only a subset of PBN codes. Important specifications and their typical uses include:

 

Specification	Accuracy/Type	Typical Use / Required Routes
RNAV 5 (RNP 5)	~5 NM total error	En-route domestic; mandated on high-altitude routes in many regions.
RNAV 1 (RNP 1)	~1 NM total error	Standard Instrument Departure (SID)s / Standard Terminal Arrival Route (STAR)s and most terminal procedures; required for many published RNAV approaches.
RNP 4	~4 NM (lateral, en-route)	Oceanic/remote routes (e.g. North Atlantic tracks). ICAO FPL codes RNP4/L1 for these routes.
RNP 2	~2 NM (lateral, en-route)	Certain lower-altitude remote routes; less common than RNP4. (See ICAO PBN Doc 9613 for details.)
RNP APCH	0.3 NM (lateral, approach)	RNAV/GNSS approaches (LNAV, LNAV/VNAV, LPV minima) at airports; PBN IR requires RNP APCH capability by 2020.
RNP AR APCH	~0.1–0.3 NM (approach)	“Authorization Required” approaches with curved RF legs (for steep or constrained approaches). Requires formal operator approval and special training; mandated for some advanced approach procedures.

 

Note: These are illustrative. For example, the EU PBN Implementing Rule lists RNAV-5, RNAV-1 and RNP-1/0.3 among required specs. The FAA flight-plan codes (see AIM Appendix 4) similarly designate RNAV1 (code D1), RNP4 (L1), RNAV5 (B1, etc.), RNP AR (T1) and so on.

Steps to Obtain Performance-Based Navigation (PBN) Approval

Verify Aircraft Equipment and Certification

The aircraft’s Type Certificate Data Sheet (TCDS) and Aircraft Flight Manual (AFM) must be reviewed to confirm approval for the required PBN specification (e.g., RNAV 1, RNP 4). If approval is not documented, a Supplemental Type Certificate (STC) or AFM supplement is required.

 

ICAO guidance specifies that PBN navigation specifications must be met through approved equipment, typically demonstrated in type certification or compliance statements. In practice, this involves installing or activating the appropriate FMS/GNSS hardware and verifying accuracy standards, including RAIM/FDE checks. For example, RNAV 10 operations using inertial systems must comply with defined inertial time limits.

Develop Operational Procedures and Training

Operators must establish and document procedures that support PBN operations. This includes updating operations manuals, defining contingency procedures, setting database update processes, and amending the Minimum Equipment List (MEL). Flight crew training must address the specific RNAV/RNP specifications to be flown; for instance, RNP-AR operations require proficiency in procedures involving RF legs. The UK CAA mandates documented training programs, safety assessments, and contingency procedures for PBN approvals. Similarly, EASA’s Acceptable Means of Compliance (AMC) requires operators to establish normal, abnormal, and contingency PBN procedures, along with ensuring crew proficiency before approval is granted.

Apply to the Authority for Ops Approval

For RNP-AR and other stringent PBN specifications, most civil aviation authorities (CAAs) require formal authorization. This process generally involves submission of operations manuals, training records, validation reports, and supporting documentation. For example, the UK CAA requires operators to provide evidence of airworthiness approval documented in the AFM, in addition to training curricula, safety assessments, and an RNP monitoring plan.

 

The FAA requires operators to apply for an amendment to their Operations Specifications (Ops Spec) or to obtain a Letter of Authorization (LOA), in accordance with Advisory Circular (AC) 90-101A. Under U.S. regulations, operators are granted 90 days of provisional RNP-AR authorization following initial training, after which final approval is issued. In contrast, for routine RNAV 1 and RNAV 5 operations within EASA member countries, no separate LOA is issued; compliance is achieved through updates to the Operations Manual and confirmation that the installed equipment is approved.

Implement and Monitor

Once approval is granted, the operator is required to conduct operations in accordance with the approved procedures. This includes verifying navigation database updates, completing RAIM/FDE checks on GNSS systems, and recording any navigation anomalies. For RNP-AR operations, many authorities mandate a flight data monitoring program. For example, the UK CAA requires operators to establish an RNP-AR monitoring program to collect and report navigation performance data.

 

• Long-range routes, such as polar flights, were previously planned using high-scale charts (e.g., USAF Operational Navigation Charts for Greenland and Svalbard). Under current practices, PBN routes are filed based on required navigation performance. Aircraft operating in the Arctic corridor, for instance, must hold at least RNP 4 approval to meet the required 4 NM accuracy for those oceanic tracks.

Local Authority Documentation

In all cases, the State of the Operator’s civil aviation authority (and, in some cases, the destination authority) must maintain a record of the applicable PBN approvals. This generally involves submission of documentation to the operator’s Principal Operations Inspector or equivalent authority. For example, the New Zealand CAA requires applications to include detailed forms covering aircraft and equipment data, updated AFM and MEL sections, crew qualification standards, and an operations manual supplement.

 

The UK CAA requires documented evidence of certified PBN capability and crew training before issuing approval. In the United States, Part 91 operators obtain PBN approval by incorporating the capability into their FAA Operations Specifications (OpSpecs) or by securing an LOA. FAA Advisory Circular 90-101A provides the relevant approval checklist.

 

Globally, requirements differ by state. Most civil aviation authorities define PBN approval procedures through their Operations Regulations or Advisory Circulars. For operators, the essential steps are to confirm that each business jet’s type certificate or AFM documents the required RNAV or RNP capabilities, update operations manuals, ensure crew training is completed, and then follow the process established by the relevant CAA.

 

In most cases, this involves submission of forms, manuals, and training records to obtain the necessary authorization or Operations Specification. Operators should always consult the detailed guidance issued by the applicable authority, as some states require advance notification of RNAV capabilities in permit applications or route clearances.

FAQs on Business Jet Operators Dealing with PBN Navigation Approvals

1. What is the difference between RNAV and RNP in terms of operational approval for business jets?

Both Area Navigation (RNAV) and Required Navigation Performance (RNP) enable aircraft to operate on flexible routes without reliance on ground-based navigation aids. The distinction is that RNP requires onboard systems capable of continuously monitoring navigation performance and providing alerts if performance falls below required accuracy.

 

RNAV does not include this monitoring function. As a result, RNP operations carry stricter approval requirements, including specific aircraft certification, additional crew training, and performance monitoring. For example, RNP 1 and RNP AR approvals require continuous monitoring and crew alerting functions, whereas RNAV 1 does not.

2. Are there any cases where a business jet can self-certify for a PBN specification without formal authority submission?

For certain baseline PBN operations, such as RNAV 5 or RNAV 1, some authorities permit operators to demonstrate compliance without submitting a formal application, provided the aircraft is properly equipped and the Operations Manual is updated.

 

Under EASA regulations, this may be accepted for non-complex operations, with compliance declarations integrated into the operator’s Safety Management System (SMS). However, advanced specifications such as RNP AR always require formal approval from the authority.

3. Do business jet operators need to update flight plans differently based on their PBN approvals?

When submitting an ICAO flight plan, operators must reflect approved PBN capabilities in Item 10a (Equipment) and Item 18 (Other Information). For example, an aircraft approved for RNAV 1 and RNP 4 would include “PBN/A1L1” in Item 18.

 

Incorrect or missing entries may result in flight plan rejection, particularly in regions where specific PBN capabilities are mandatory, such as oceanic or high-density terminal airspace. Flight planning systems should be configured to reflect current approvals, Letters of Authorization (LOAs), or Operations Specifications (OpSpecs) to ensure compliance and avoid operational delays.

4. Is special crew training required for all PBN operations?

Specialized training is not required for all PBN operations. For baseline specifications such as RNAV 1 or RNAV 5, standard RNAV training is generally sufficient, and crew qualifications are usually addressed within initial type rating or recurrent training.

 

However, operations involving RNP with radius-to-fix (RF) legs, narrow containment areas, or complex missed approach procedures (e.g., RNP AR APCH) require dedicated training. This typically includes simulator sessions covering RF procedures, management of lateral and vertical deviations, and contingency handling. Certain authorities also mandate documented proficiency checks or performance assessments prior to granting approval.

5. What happens if a business jet’s navigation database doesn’t match the current AIRAC cycle during a PBN operation?

An out-of-date navigation database (not updated to the current AIRAC cycle) may invalidate the operator’s authorization to conduct PBN procedures, particularly in terminal or approach phases where precise waypoint coding is critical.

 

Most authorities regard a current and verified database as an operational requirement for RNP specifications, especially RNP AR and RNP APCH. If the database is expired, the crew is required to use alternative published procedures, such as conventional ILS or VOR approaches, and may not conduct RNAV or RNP operations. Some CAAs classify the use of an expired database on RNP procedures as a breach of the LOA or Operations Specifications.

 

Obtaining and maintaining PBN approvals across multiple jurisdictions can be complex due to varying regulatory requirements. Just Aviation provides navigation support to business jet operators in managing approval processes, ensuring compliance with international standards, and minimizing operational risk.