This thread confirms that more cleanup/clarification needed when ICAO’s PBN study group resumes this autumn. Hopefully the following augments Pontius’s Copilot excellent answer:
Under the RNP concept, now obsolete, ‘RNP’ was anchored on navigation accuracy almost exclusively. In context, there were two specifications RNP 10 and RNP 4 in the RNP Manual, and ICAO Annex 11 former Attachment B, now removed, made references to other RNP ‘values’ such as RNP 5 and RNP 1 for which there were no specifications published.
The introduction of the PBN Concept in 2008 fully replaced the RNP Concept. Aside from the PBN Manual [Doc 9613] trying to address all stakeholders (in Volume 1), PBN is anchored in area navigation techniques. PBN introduced a system of navigation specifications (NavSpecs, detailed in Volume 2 of the Manual) whereby RNAV specifications are distinguished from RNP specifications by the latter REQUIRING ‘on board performance monitoring and alerting’ (OPMA) - usually provided by GPS RAIM function, which means that all RNP specifications require GPS as an RNAV positioning sensor. [Over time, it has become evident that this ‘distinction’ is quite abstract and not given to easy translation in the operational realm. Pontius’s Copilot expressed this well]. Note that a NavSpec is NOT centered on navigation-accuracy; each NavSpec envisages a ‘total’ operation and covers performance requirements (accuracy, integrity, continuity) as well as equipment requirements, path & terminators, navaid infrastructure, crew training, ATC training etc. As such, each NavSpec is around 20 pages in length.
The updated 2013 edition of the PBN Manual includes 11 NavSpecs, four of which are RNAV and seven of which are RNP; new RNAV specifications are not envisaged. Each NavSpec has been designed for use in a particular area of application. Two NavSpecs from the RNP concept were pulled into PBN but MNPS was not. As stated, there is no RNP 5 specification in PBN, even though some RNP 5 still exists .... Note that GLS and ILS are not PBN.
The NavSpecs are
• RNAV 10 – for Oceanic applications (formerly known as RNP 10) was changed to RNAV 10 because the specification does NOT require ‘on board performance monitoring and alerting’. Use of the RNP 10 nomenclature for those already certified was grandfathered.
• RNAV 5 – for en route continental applications (known as B-RNAV in Europe and a direct read-across from the JAA TGL)
• RNAV 2/1 – for en route continental/terminal applications (similar to P-RNAV as pointed out).
The RNP Specifications are
• RNP 4 – for Oceanic applications
• RNP 2 – for Oceanic/Continental applications
• RNP 1 – for Terminal applications
• Advanced RNP – for all phases of flight: this specification is envisaged as an umbrella specification whereby if an aircraft is certified/crew approved for Advanced RNP, then it is good to go for RNAV 5, RNAV 2 & 1, RNP 2 (provided continuity requirements met for oceanic), RNP 1 and RNP APCH (usually Baro)
• RNP APCH – for approach (mainly final). This specification has four flavours: LNAV; LNAV/VNAV (Baro); LP; LPV (SBAS)
• RNP AR APCH – usually for challenging environments
• RNP 0.3 – for all flight phases (designed mainly for helicopters or slow moving fixed wings).