Originally Posted by
JammedStab
The key takeaway from all this is to realize that "RNP-10" does not require performance monitoring and alerting, as do the other RNP designations."[/B]
I found some confirmation info...
Order 8400.12, Required Navigation Performance 10 (RNP 10) Operational Authorization
Ocean and Remote Area Operations. RNP 10 and Required Navigation Performance 4 (RNP 4) are the only RNP navigation specifications (NavSpecs) currently applicable to oceanic and remote area operations. Other Area Navigation (RNAV) and RNP NavSpecs are applicable to continental en route, terminal area, and approach operations.
b. ICAO Efforts. States and operators are implementing RNAV and RNP NavSpecs as part of a worldwide ICAO effort to implement Performance-based Navigation (PBN) and communication, navigation, surveillance, and air traffic management (CNS/ATM) concepts.
(1) RNP 10 and 50-nautical mile (NM) lateral separation were implemented first in 1998 in the North Pacific (NOPAC) route system. Implementation in additional Pacific oceanic areas proceeded over the next 2 years.
(2) RNP 10 and 50-NM lateral separation is also currently applicable on the following:
· Routes in the European-South American Corridor;
· Routes between Santiago, Chile and Lima, Peru;
· The West Atlantic Route System (WATRS) and parts of the San Juan and Miami Oceanic Control Areas;
· Some routes connecting Australia, Asia, and Europe; and
· The Gulf of Mexico, where single long-range navigation system (S-LRNS) RNP 10 is authorized; i.e., the Houston oceanic control area (CTA)/flight information region (FIR) and the portion of the Miami CTA/FIR overlying the Gulf of Mexico, Monterrey CTA, and Merida High CTA within the Mexico FIR/upper control area (UTA).
c. Required NavSpecs. The NavSpecs required for the application of 50-NM lateral and 50-NM longitudinal separation is RNP 10. Fifty-NM longitudinal separation also requires enhanced communications and surveillance capabilities. ICAO Annex 6, Part I, Chapter 7, and Part II, Chapter 2 call for authorizations to be obtained from the State of Operator and/or the State of Registry, as appropriate, before conducting RNP 10 operations. For U.S. operators, see operations specification (OpSpec)/management specification (MSpec)/letter of authorization (LOA) B036, Class II Navigation Using Multiple Long-Range Navigation Systems, for all RNP 10 areas of operations, or see OpSpec/MSpec/LOA B054, Class II Navigation Using Single Long-Range Navigation System (S-LRNS), for S‑LRNS in the Gulf of Mexico.
d. ICAO PBN Manual. RNP 10 is addressed in the ICAO PBN Manual (Doc 9613), Volume II, Implementing RNAV and RNP, Part B, Implementing RNAV. RNP 10 does not require performance monitoring and alerting onboard the aircraft. RNP 10 is being retained as the designation of the NavSpec because it is in common use worldwide.
e. Other Separation Standards. Different oceanic separation standards may require different RNP NavSpecs. For example, 30-NM lateral separation requires RNP 4 authorization in compliance with the current edition of FAA Order 8400.33, Obtaining Authorization for Required Navigation Performance 4 (RNP 4) Oceanic and Remote Area Operations. Operators with RNP 4 authorization should not be required to reapply for approval to conduct Class II Navigation in areas requiring RNP 10 authorization.
I highlighted the area immediately above because it has a distant relation to the original question. That was about RNP10 versus RNP 1. I believe that RNP 10 can be more restrictive due to time limitations out of range of nav updates. In the case above, RNP4 approval does cover RNP 10 approval. Both of which are enroute applications unlike RNP1.