Non-RNP 10 Gulf Operations

AIM ¶ 4-7-2 — Non-RNP 10 Gulf Operations

AIM 4-7-2 explains how non-RNP 10 aircraft file, separate, and notify ATC in Gulf of America CTAs. Study guide for pilot oral exams and checkrides.

In Plain English

AIM 4-7-2 explains how aircraft not authorized for RNP 10 or RNP 4 can still operate in the Gulf of America CTAs, but with some trade-offs.

Key points:

Non-RNP 10 operators may file any route and altitude in the Gulf CTAs.
Their preferred routing/altitude is granted only as traffic allows, because ATC must provide 90 or 100 NM lateral separation between them and other aircraft.
Priority goes to RNP 10 or RNP 4 aircraft, which can be separated by tighter standards.
Non-RNP 10 operators must annotate "RMK/NONRNP10" in Item 18 of the ATC flight plan.
Pilots must report "negative RNP 10" on initial contact with ATC in each Gulf CTA/FIR.

Why it matters operationally: without RNP authorization, you'll often be vectored off your preferred route or altitude due to the large separation buffer. The AIM notes that obtaining RNP 10 or RNP 4 authorization (when the aircraft is equipped) usually pays off in better routing and fuel efficiency. This is AIM guidance, not a FAR mandate, but it reflects how ATC will actually handle your flight plan.

Would you catch this on the written? Try 5 questions below — no signup

AIM Source Text

FAA AIM ¶ 4-7-2

4-7-2. 4-7-2. Accommodating Non-RNP 10 Aircraft Operators not authorized for RNP 10 or RNP 4 may still file for any route and altitude within the Gulf of America CTAs. However, clearance on the operator's preferred route and/or altitude will be provided as traffic allows for 90 or 100 NM lateral separation between the non-RNP 10 aircraft and any others. Priority will be given to RNP 10 or RNP 4 aircraft. Operators of aircraft not authorized RNP 10 or RNP 4 must include the annotation “RMK/NONRNP10” in Item 18 of their ATC flight plan. Pilots of non-RNP 10 aircraft are to remind ATC of their RNP status; i.e., report “negative RNP 10” upon initial contact with ATC in each Gulf CTA/FIR. Operators will likely benefit from the effort they invest to obtain RNP 10 or RNP 4 authorization, provided they are flying aircraft equipped to meet RNP 10 or RNP 4 standards.

Read the AIM? Now prove it

Would you catch these on the written?

Five FAA-written-style questions. Instant explanations, every answer cites its source — no account needed.

Live demo · no account needed

1/5

You are flying VFR in Class E airspace at 8,500 feet MSL during the day. What are your minimum visibility and cloud clearance requirements?

Keys A–D answer · Enter continues

PPL5 sample questions — in the app, the drill engine covers 88 PPL topics and every answer cites its source

Oral Exam Questions a DPE Might Ask

Q1Can a non-RNP 10 aircraft file a route through the Gulf of America CTAs?

Yes. Per AIM 4-7-2, operators not authorized for RNP 10 or RNP 4 may still file for any route and altitude within the Gulf of America CTAs, but their preferred route or altitude will only be approved as traffic allows, since ATC must provide 90 or 100 NM lateral separation from other traffic.

Q2What flight plan annotation is required for a non-RNP 10 aircraft operating in the Gulf CTAs?

Per AIM 4-7-2, the operator must include the annotation "RMK/NONRNP10" in Item 18 of the ATC flight plan.

Q3What must the pilot of a non-RNP 10 aircraft report to ATC when entering a Gulf CTA/FIR?

Per AIM 4-7-2, pilots of non-RNP 10 aircraft must remind ATC of their RNP status by reporting "negative RNP 10" upon initial contact with ATC in each Gulf CTA/FIR.

Related Paragraphs in AIM Chapter 4

¶ 4-7-1

Gulf RNP Lateral Separation

¶ 4-7-3

RNP 10/4 Authorization

¶ 4-7-4

Single LRNS Authority

¶ 4-7-5

RNP Flight Plan Requirements

¶ 4-7-6

Oceanic Contingency Procedures