 ROYAL
Jordanian
Crew Training Department
RNAV/ RNP /GPS APPROACHES
Royal Jordanian Crew Training
Department
Reference Material

A320 /A330/A340 Flight Crew Operating Manual
1) PRO-NOR-SOP-19 P 1/20
2) LIM-22-10 P ¾
3) OEB – Incorrect Vertical Profile during NPA, A320 OEB 31
4) Flight Crew Bulletins “Use Of Managed Guidance in Approach and Nav Data Base validation”

Airbus Getting to Grips with Modern Navigation

FCTM

ICAO PBN Doc 9613

Airbus CBT on Final Approach Mode
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Introduction
RNAV
B-RNAV
P-RNAV
RNP
RNAV Approach introduction
Preflight
RAIM Availability Check using RAIM Holes Chart
RAIM Availability Check Using PREDICTIVE GPS
Temperature check
Flight Path Angle/Rate of descent check
Flight Crew Procedure
ECP Mode
Database Validation
PROCEDURE TURNS
RNP GPS Approach
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Contingencies
GPS PRIMARY Flow Chart
LOSS OF BOTH GPS Flow Chart
ACCURACY LOW Flow Chart
FM/GPS POSITION disagree Flow Chart
One GPS Failing Flow Chart
SINGLE ENGINE Flow Chart
Loss of dual mode Flow Chart
CONTINGENCY MATRIX
FMS Legs
The Transitions
The FLY-BY
The Fly-Over
The By-Pass
Leg Type
TF Leg
CF Leg
PI Leg
NANUs
Pilot / Dispatch guide
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Introduction
Definition (ICAO)
Area Navigation, RNAV, is a method of navigation which permits aircraft operation on any desired
flight path within the coverage of the station-referenced navigation aids or within the limits of the
capability of self-contained aids, or a combination of these.
RNAV requires a Flight Navigation Computer capable of the following:
To Receive signals from navigational sensor(s)
VOR/DME.
DME/DME
INS or IRS
GPS
To Compute aircraft position
To Determine track to next waypoint
To Continuously update the situation
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B-RNAV (Basic RNAV) permits aircraft to navigate at FL95 and above without the use of point source
navigation aids. It requires aircraft conformance to a track-keeping accuracy of ± 5NM for at least
95% of flight time (RNP 5) This value includes signal error, airborne receiver error, display system
error, and flight technical error.
This navigation performance assumes the necessary coverage provided by satellite or ground based
navigation aids is available for the intended route to be flown.
In the event of a GPS failure, the aircraft retains the capability to navigate relative to ground based
navigation aids (e.g., VOR, DME, and NDB).
B-RNAV was implemented on 23 April 1998, B-RNAV became mandatory as the primary means of
navigation in all ECAC en-route airspace; VOR/DME remained available for reversionary
navigation and for use on some Domestic ATS routes in the lower airspace
In addition to the functions required for RNAV, B-RNAV Flight Computer must have the following
functions:
Continuous indication of aircraft position relative to track to be displayed to the pilot flying on a
navigation display situated in his primary field of view, and, information to verify aircraft
position must be displayed in the non-flying pilot's primary field of view.
Display of distance and bearing to the active (To) waypoint;
Display of ground speed or time to the active (To) waypoint;
Storage of waypoints; minimum of 4; and
Appropriate failure indication of the RNAV system, including the sensors.
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B-RNAV applies to all IFR flights operating in conformity with the ICAO procedures. In some
cases B-RNAV has also been implemented on certain SIDs and STARs provided that:
The B-RNAV portion of the route is above Minimum Sector Altitude/Minimum Flight
Altitude/Minimum Radar Vectoring Altitude (as appropriate), has been developed in
accordance with established PANS-OPS criteria for en-route operations and conforms to BRNAV en-route design principles.
The initial portion of departure procedures is non-RNAV up to a conventional fix beyond
which the B-RNAV procedure is provided in accordance with the criteria given above.
The B-RNAV portion of an arrival route terminates at a conventional fix in accordance with the
criteria given above and the arrival is completed by an alternative final approach procedure,
also appropriately approved.
The specific procedures for B-RNAV operations are incorporated in ICAO Doc 7030/4 Ed. 1997
P-RNAV, Precision Area Navigation, is a further development of Basic Area Navigation (B-RNAV).
It is being implemented in Terminal airspace as an interim step to obtain the increased
operating capability and environmental benefits arising from route flexibility. The lateral
track keeping accuracy of the on-board P-RANV system shall be equal to or better than +/1 NM for 95% of the flight time.
P-RNAV procedures applies to operations including departures, arrivals, and approaches up to the
point of the Final Approach Waypoint (FAWP).
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RNP as defined in ICAO doc 9613 :
A statement of the navigation performance accuracy necessary for operation within a
defined airspace.
RNP as defined in ICAO doc 9650 :
A statement of the navigation performance accuracy, integrity, continuity and availability
necessary for operation within a defined airspace.
RNP from an airborne point of view is defined by the RNP-(x)-RNAV concept described in
document ED 75() or DO 236(). These system fully support definition of ICAO doc 9650
(accuracy, integrity and continuity).
RNP-(x)-RNAV airborne system:
RNP Accuracy is defined as the total system error (x) 95% of the flying time. (x) is the
RNP value.
Containment integrity: Probability that the total system error exceeds the specified
containment limit without annunciation.
Shall be less than 10-5 per flight hour (99.999%). Containment limit is twice the RNP
value (x).
Containment continuity : Probability of annunciated loss of RNP RNAV capability shall
be less than 10-4 per flight hour (99.99%).
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.
99.999%
2 x RNP
1 x RNP
Integrity
95%
Accuracy
Desired route
1 x RNP
2 x RNP
95%
Accuracy
99.999%
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Integrity
RNAV Approach introduction
NPAs known as dive and drive approaches, contributed a great deal to CFITs, which pushed the
regulators and the industry to find a solution.
The solution was to merge Lateral RNP with Vertical Capabilities; known as Baro VNAV, into one
concept, where the aircraft would be guided Laterally using its natural RNP Lateral Guidance
mode, and Vertically on a “Virtual Glide Slope” referenced as VPA Vertical Path Angle, known in the
flight deck as the Flight Path Angle, the FPA.
The First NPA where simply an Overlay of existing procedures, such as VOR, NDB, etc. Flown by the
FMS using ARINC 424 legs, at a later stage when legislators, airframers, and operators gained
experience, and confidence, the industry pushed for the usage of GPS technology, which would
enable to fly a procedure without any ground station.
Classified as RNAV RNP and RNAV GPS, these procedures have their own design criteria, but present a
better level of safety than conventional NPAs., due to the fact that the Azimuth is always aligned
with the runway, not subject to scalloping, bending and or interference, with a FPA for the vertical
guidance.
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RNAV Approach introduction
However, Barometric altimeters are calibrated to indicate true altitude only under International
Standard Atmosphere (ISA) conditions of temperature and sea level pressure. In cases where
the temperature is higher than ISA, the true altitude will be higher than the altitude indicated
by the altimeter. Conversely, when the temperature is lower than ISA, the true altitude will be
lower than indicated.
Consequently the vertical paths would only be at the published procedure altitudes when ISA
conditions exist. In below ISA conditions, the constant angle vertical path would be at a
shallower angle than for ISA conditions. Likewise the vertical profile defined by the
waypoint altitudes would also be lower. In such cases expected terrain and obstacle clearance
during approaches would not be maintained if the aircraft were flown at minimum IFR
altitudes, nor would pilots be made aware of this condition. Clearly there is a safety
consideration to be addressed for FMS baro VNAV terrain and obstacle clearance margin.
One solution was to introduce a temperature compensation within the FMS functions, and the
other is to limit the VNAV Baro to a published temperature beyond which the vertical
portion of the procedure SHALL NOT be FLOWN.
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General
The A320/A330/A340 Family FMGS is designed to use the following two Non-Precision Approach
strategies:
Approach NAV Strategy for RNAV RNP, RNAV GPS
Approach NAV Strategy for VOR, VOR/DME. NDB, NDB/DME, LOCATOR, LOCATOR DME.
Both strategies have the following features in common:
Each specific approach is contained in the FMS database.
Each approach is flown using the TRACK / FPA mode on final.
Each approach is flown using a constant angle descent from the FAF to The MDA.
The FMS database provides the course and Flight Path Angle/glide path
guidance in an ARINC 424 format, please note that the FMS is not using any
ground signal for tracking.
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RNAV Approach can be performed in FINAL APP mode provided that:
The FMS is in DUAL MODE
The GPS in PRIMARY or ACCURACY is HIGH
The Approach is stored in the navigation database.
The Final Approach (FAF to runway or MAP) as extracted from the database and inserted
in the primary F-PLN including altitude constraints, is not revised (modified) by the crew
Before starting the Approach, the crew must check the lateral flight plan against the
published approach chart using the MCDU and ND (In PLAN mode)
The approach trajectory is laterally and vertically intercepted, before the FAF, or
equivalent waypoint in the FM F-PLN, so that the aircraft is correctly established on the
final approach course before starting the descent.
The final approach is laterally and vertically monitored, using the VDEV and appropriate
raw data (distance to the runway, altitude, FPV)
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Preflight:
RNAV Approach with GPS PRIMARY:
Unless an instrument approach procedure not requiring GPS PRIMARY, is available at the destination or
destination alternate (and at required takeoff alternate, and enroute alternate) the GPS PRIMARY
availability must be verified before the flight.
GPS PRIMARY availability is reflected on RAIM availability. RAIM availability must be checked using RAIM
holes charts provided in the PREDICTIVE GPS MCDU Page
GPS PRIMARY availability using RAIM HOLES Chart:
Our A/Cs are Baro Aided, which means that the system is using the aircraft altitude in order to determine the
distance from earth, which is used as a sixths satellite.
On the chart above, we can see that in our case RAIM is Available, therefore GPS can be used as the
PRIMARY mean of navigation
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GPS PRIMARY availability using PREDICTIVE GPS MCDU Page :
Receiver Autonomous Integrity Monitoring RAIM, is a software hosted by the GPS receiver,

RAIM is capable of detecting and excluding a faulty satellite from the solution, enabling the
receiver to reliably calculate position and altitude.

RAIM computes a pseudo theoretical position and compares it with the GPS position, if there is
a difference then RAIM re-computes another pseudo, excluding the satellites one by one until
the pseudo position is equal to the GPS position.
RAIM Availability Check:
Using the PREDICTIVE GPS page accessed from the PROG page, the crew shall deselect the Faulty
or off the Air GPS as per NOTAM /NANUs using the PRN (PRN - Pseudo Random Noise),
THEN populate the page using Destination ICAO code along with the ETA
Y means RAIM is available
N means RAIM is NOT available
RAIM must be available (Y)
in order to have GPS confidence level as PRIMARY
at theSelect
time thePROG
NPA is PAGE
going to be flown, if it not the
case then
The FOR
prediction
status isUSING
givenGPS
forasa PRIMARY
period ofSENSORS.
WE CANNOT
PLAN
AN
APPROACH
Select
Scratchpad
Scratchpad
EnterPREDICTIVE
Enter
It the
the
thePRN
Destination
ETAGPS ETA
15 minutes before the ETA
until 15
minutes
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in 5 minute steps
retur
n
RNAV RNP Approach Temperature Effect
One of the major disadvantages of the Baro VNAV functionality is that the system that derives the vertical path
angle on an approach does not accommodate the effects of altimeter source temperatures on the vertical path.
FMS (REV2+) installed on our fleets have a barometric VNAV approach capability, but do not include a
temperature compensation function; therefore a temperature limitation shall be reflected on the Approach chart.
Trans Level: FL 150
Trans alt: 13000'
2. Baro-VNAV not authorized below -17° C
Temperature Check:
If such temperature limitation is not provided on the Approach plate then, use the Delta ISA at destination,
derived from the Forecasted Temperature at destination.
Delta ISA -24º C is the Maximum allowed temperature deviation.
The table below illustrates the temperature effect on the VPA.
Vertical Path Angle VPA Deviations
Delta ISA
Actual VPA
+30 º C
3.2 º
+20 º C
3.0 º
+10 º C
2.8 º
0ºC
3.0 º
-10º C
-20º C
2.9 º
2.84 º
2.79 º
-24 º C
2.75 º
-25 º C
2.74 º
-15º C
If the field temperature is below the BARO-VNAV temperature, the LNAV
minimums must be used (MDA Royal
+ 50),Jordanian
with the
procedure
Crew
Training flown with
VERTICAL SELECTED
Department
retur
n
Flight Path Angle/Rate Of Descent Limitation:
Beyond a rate of descent of 1200 feet/minutes, the FMGS will not be able to maintain the vertical
profile.
Furthermore, higher rate of descent would trigger GPWS warnings, and/or would present unstabilized
approach criteria.
Such condition are rare however can be encountered, when one or a combination of the following exists:
The FPA is high
Strong tail wind during the approach
High delta ISA
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ND ECP Mode Selection
Situational awareness for the PF is improved if the ND is set to the ROSE NAV mode or the ARC mode
Use of the ROSE VOR mode on at least one ND is recommended for VOR course guidance
MONITORING.
.
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ARC MODE
Monitoring raw data may be difficult in the ARC mode because the bearing pointer is not
always visible in the ARC mode.
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Select the CSTR on the EFIS Control panel
Compare the MCDU F-PLN to the Jeppesen approach chart and verify that the database final
approach course , altitudes, distances and approach angle are valid.
Please note that the course has to be within 2° and the FPA within0.2°
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Flying an Procedure Turn PI leg
Configure to FLAPS 1 and slow to ‘S’ speed overhead the approach fix outbound.
When turning inbound to the FAF, configure to FLAPS 2 and slow to ‘F’ Speed.
The aircraft must be in the final landing configuration and stabilized at VAPP by the FAF.
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Flying an RNAV RNP GPS Approach
Select the RNAV approach from the FMS database.
Compare the MCDU F-PLN to the Jeppesen approach chart and verify that the database final
approach course , altitudes, distances and approach angle are valid
Check that the field temperature is not below the BARO-VNAV temperature displayed on the
Jeppesen chart,
Trans Level: FL 150
Trans alt: 13000'
2. Baro-VNAV not authorized below -17° C
If the field temperature is below the BARO-VNAV temperature, the LNAV minimums must be used
(MDA + 50), with the procedure flown with VERTICAL SELECTED.
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Flying an RNAV RNP GPS Approach
If the field temperature is above the BARO-VNAV temperature, then enter the
LNAV/VNAV DA from the RNAV Approach chart into the MDA field of the MCDU PERF APPR page
GPS PRIMARY and DUAL FMS are required for RNAV RNP GPS approaches.
Configure to FLAPS 1 and slow to ‘S’ speed before reaching the initial approach fix.
Upon being “Cleared for the approach”, push the FCU APPR
Select TRK – FPA
Descend so as to arrive at the final approach fix altitude at or prior to the FAF while complying with all
published step-down altitudes and ATC instructions
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Flying an RNAV RNP GPS Approach
Approaching the FAF fully configured, verify that the proper ‘TO’ waypoint is displayed on the ND, with the blue descent arrow
indicating that FINAL will engage when a descending leg of the vertical profile (brick
) is intercepted.
Cross check Altitude versus Distance to Runway Threshold using the Jeppesen Chart and the runway entered in the Progress Page
THE AUTOPILOT WILL
DISCONNECT
AUTOMATICALLY 50 FEET’
BELOW THE (DA)
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RNAV RNP Approach GPS PRIMARY Flow Chart
RNAV NPA APPROACHES
LOSS OF GPS PRIMARY
GPS PRIMARY LOST
GPS
PRIMARY?
NO
NO
NO
RNAV RNP AUTHORIZED
IF DME coverage available to maintain
ACCURACY HIGH DISPLAYED
RNAV GPS
NOT AUTHORIZED
RNAV NPA OVERLAY AUTHORIZED
IF DME coverage available to maintain
ACCURACY HIGH DISPLAYED
Check POSITION PAGE for Sensors
Check POSITION PAGE for Sensors
DME/DME
DISPLAYED?
NO
DISCONTINUE the APPROACH
GO AROUND
YES
PROGRESS PAGE DISPLAYING
ACCURACY HIGH
CONTINUE
MANAGED/MANAGED
PROGRESS PAGE DISPLAYING
ACCURACY LOW
DISCONTINUE the APPROACH
DME/DME
DISPLAYED?
NO
CONTINUE RAW DATA
SELECTED/SELECTED
YES
PROGRESS PAGE DISPLAYING
ACCURACY HIGH
CONTINUE MANAGED/MANAGED
PROGRESS PAGE DISPLAYING
ACCURACY LOW
CONTINUE IF RAW DATA IS
AVAILABLE AND HAVE CORRECT
INDICATIONS
USE SELECTED/SELECTED
If the FMS is on DME/DME Radio update, it means that the EPU of 0.3 can be achieved, this is reflected on the ACCURACY HIGH
status, since the EPU remains smaller than the RNP.
If the FMS is on IRS/IRS it means that soon, the ACCURACY will drop to LOW since IRS drift will pollute the EPU to the point that
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EPU will exceed RNP value, therefore it is better to discontinue
the approach
at aTraining
stage where the precision is still accepta ble and
Department
follow the Go-Around
RNAV RNP Approach LOSS of Both GPS
RNAV NPA APPROACHES
LOSS OF BOTH GPS
GPS PRIMARY LOST
RNAV RNP AUTHORIZED
IF DME coverage available to maintain
ACCURACY HIGH DISPLAYED
RNAV GPS
NOT AUTHORIZED
RNAV NPA OVERLAY AUTHORIZED
IF DME coverage available to maintain
ACCURACY HIGH DISPLAYED
Check POSITION PAGE for Sensors
Check POSITION PAGE for Sensors
DME/DME
DISPLAYED?
NO
DISCONTINUE the APPROACH
GO AROUND
YES
PROGRESS PAGE DISPLAYING
ACCURACY HIGH
CONTINUE
MANAGED/MANAGED
PROGRESS PAGE DISPLAYING
ACCURACY LOW
DISCONTINUE the APPROACH
DME/DME
DISPLAYED?
NO
CONTINUE RAW DATA
SELECTED/SELECTED
YES
PROGRESS PAGE DISPLAYING
ACCURACY HIGH
CONTINUE
MANAGED/MANAGED
PROGRESS PAGE DISPLAYING
ACCURACY LOW
CONTINUE IF RAW DATA IS
AVAILABLE AND HAVE
CORRECT INDICATIONS
USE SELECTED/SELECTED
If the FMS is on DME/DME Radio update, it means that the EPU of 0.3 can be achieved, this is reflected on the ACCURACY HIGH status,
since the EPU remains smaller than the RNP.
If the FMS is on IRS/IRS it means that soon, the ACCURACY
will drop
to LOW
since IRS drift will pollute the EPU to the point that EPU
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will exceed RNP value, therefore it is better to discontinue theDepartment
approach at a stage where the precision is still acceptable and follow the GoAround
RNAV RNP Approach ACCURACY LOW
PROGRESS PAGE
DISPLAYING
ACCURACY LOW
NAV ACCURACY
DOWNGRADE
RNAV GPS NOT
AUTHORIZED
RNAV RNP NOT
AUTHORIZED
RNAV NPA OVERLAY
AUTHORIZED
DISCONTINUE the
APPROACH
DISCONTINUE the
APPROACH
CONTINUE IF RAW DATA
IS AVAILABLE AND HAVE
CORRECT INDICATIONS
USE SELECTED/SELECTED
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RNAV RNP Approach FM/GPS POSITION disagree
FM/GPS POSITION
DISAGREE
ON ECAM
RNAV GPS NOT
AUTHORIZED
RNAV RNP NOT
AUTHORIZED
RNAV NPA OVERLAY
AUTHORIZED
DISCONTINUE the
APPROACH
DISCONTINUE the
APPROACH
CONTINUE IF RAW DATA
IS AVAILABLE AND HAVE
CORRECT INDICATIONS
USE SELECTED/SELECTED
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RNAV RNP Approach One GPS Failing
One GPS Failing
during the
Approach
RNAV GPS
AUTHORIZED
RNAV RNP
AUTHORIZED
RNAV NPA OVERLAY
AUTHORIZED
Select AP on the
remaining GPS side
Select AP on the
remaining GPS side
Select AP on the
remaining GPS side
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RNAV RNP Approach SINGLE ENGINE Flow Chart
SINGLE ENGINE
RNAV GPS
AUTHORIZED
RNAV RNP
AUTHORIZED
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RNAV NPA OVERLAY
AUTHORIZED
RNAV RNP Approach LOSS of DUAL MODE Flow Chart
INDEPENDENT OPERATION
LOSS of DUAL
MODE
RNAV GPS AUTHORIZED
RNAV
GPS NOT
AUTHORIZED
RNAV RNP AUTHORIZED
RNAV
RNP NOT
AUTHORIZED
RNAV NPA OVERLAY AUTHORIZED
RNAV
NPA OVERLAY
AUTHORIZED
DISCONTINUE the
APPROACH
DISCONTINUE the
APPROACH
CONTINUE IF RAW
DATA IS AVAILABLE
AND HAVE CORRECT
INDICATIONS
USE
SELECTED/SELECTED
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RNAV RNP Approach CONTINGENCIES MATRIX
MESSAGE OR CONDITION
CONFIDENCE LEVEL
RNAV GPS
RNAV RNP
RNAV Overlay
LOSS of GPS PRIMARY
ACCURACY HIGH
NOT AUTHORIZED
AUTHORIZED only if
DME/DME displayed on
Position Monitor
AUTHORIZED if
DME/DME displayed on
Position Monitor
LOSS of GPS PRIMARY
ACCURACY LOW
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
LOSS OF BOTH GPS
ACCURACY HIGH
NOT AUTHORIZED
AUTHORIZED only if
DME/DME displayed on
Position Monitor
AUTHORIZED if
DME/DME displayed on
Position Monitor
LOSS OF BOTH GPS
ACCURACY LOW
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
ACCURACY LOW
ACCURACY LOW
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
FM/GPS POSITION
N/A
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
One GPS Failing
During the Approach
ACCURACY HIGH
AUTHORIZED
Select AP on the remaining
GPS side
AUTHORIZED
Select AP on the remaining
GPS side
AUTHORIZED
Select AP on the remaining
GPS side
One GPS Failing
During the Approach
ACCURACY LOW
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING SELECTED/
SELECTED
Single Engine
ACCURACY HIGH
AUTHORIZED
AUTHORIZED
AUTHORIZED
Single Engine
ACCURACY LOW
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
Loss of Dual Mode
N/A
NOT AUTHORIZED
NOT AUTHORIZED
CONTINUE IF RAW DATA IS
AVAILBLE USING
SELECTED/ SELECTED
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RNAV RNP Approach FMS Legs /The Transitions
The FMS Basis Elements:
The transitions
In order to connect legs to one another, the FM generates computed flight paths known as transitions
They are generally made of three small segments, such as a straight line followed by one turn,
followed by a straight line,
Or a turn followed by a straight line, followed by a turn.
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RNAV RNP Approach FMS Legs THE FLY-BY
The FMS Basis Elements:
The transitions
There are three types of transitions, and they are known as FLY BY, FLY OVER, BY-PASS
The FLY-BY
The Fly-By is the most common transition, itis built in such a way that the aircraft will start turning at a
computed distance before the overhead, and roll out precisely aligned with the outbound track of the
next leg
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RNAV RNP Approach FMS Legs The Fly-Over
The Fly-Over
The transition is built in such a way that the Aircraft will FLY OVER Δ the Fix (the waypoint) then join the
next leg.
Normally used for the FAF, and the MAP, fly over can also be generated to protect noise sensitive areas.
The FM does have a function Δ enabling the crew to create a Fly Over, and/or to delete a Fly over, without
affecting the constraints of the concerned waypoint.
Please note that even if the FLY OVER Δ IS NOT DISPLAYED on the FAF or MAP on the MCDU,
it is still coded as such and there is no need to modify the transition.
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RNAV RNP Approach FMS Legs The By-Pass
The By-Pass
If, due to the geometry of the waypoints, the FM cannot compute a transition, then it elaborates a
By-pass using predicted A/C performances data, and uses it as a transition.
The Bypass will be as close as possible to the Bypassed waypoints.
Please note that FAF and MAP cannot have a By-Pass transition.
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RNAV RNP Approach FMS Legs PI Leg
Procedure Turn
The PI leg has a lateral floating sector prior to intercepting the CF leading to the FAF,
furthermore, PI leg dimension is proportional to the aircraft speed, therefore it is important to
configure correctly the aircraft, prior to and during the PI leg transition.
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

NAV-FPV(NAV-V/S) Modes
FINAL (LNAV/VNAV) APP Mode
•Not include a PI-CF (PROC T)
•APP stored in NAV database has been validated.
•Before starting APP, requires 2 NAV systems (2FMGS & 2GPS)
•During APP, only one GPS loss can be continued, use the other FMGC
•During APP, GPS PRIMARY LOSS discontinue(only if you are shooting
GNSS approach)
•During APP, If MSG FMS1/2 POS DISAGREE discontinue
•OAT considered
•Task sharing, TERR P/B on
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NAV RNP Approach FMS TF Leg
TF: Great Circle Track between two
Fixes.
The label line is blank for TF legs resulting from pilot entry or DIR TO
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RNAV RNP Approach FMS Legs CF Leg
CF: Course to a FIX (magnetic variation sensitive)
CF legs are usually not used between the FAF and the MAP because of the magnetic variation sensitivity,
however, if they are used, the ND display should not show curved trajectories departing the FAF to the
MAP.
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NANUs
SVN - Space Vehicle NAVSTAR, Space Vehicle Number (satellite launch reference number)
PRN - Pseudo Random Noise (Transmitting Satellite Reference within the GPS constellation)
http://www.navcen.uscg.gov/gps/nanu.htm
NOTICE ADVISORY TO NAVSTAR USERS (NANU) 2008084
SUBJ: SVN35 (PRN05) UNUSABLE JDAY 218/2338 - UNTIL FURTHER NOTICE
1. NANU TYPE: UNUSUFN
NANU NUMBER: 2008084
NANU DTG: 052349Z AUG 2008
REFERENCE NANU: N/A
REF NANU DTG: N/A
SVN: 35
PRN: 05
START JDAY: 218
START TIME ZULU: 2338
START CALENDAR DATE: 05 AUG 2008
STOP JDAY: UFN
STOP TIME ZULU: N/A
STOP CALENDAR DATE: N/A
PRN05 is the satellite reference
number to be deselected in the
predictive
GPS page
Cause UNUSABLE
From day 218 at 2338 UTC
Until Further Notice
Day 218 corresponds to
05 AUG 2008
PRN05 will be UNUSABLE
From that day at 2338 UTC
Until Further Notice
2. CONDITION: GPS SATELLITE SVN35 (PRN05) WILL BE UNUSABLE ON JDAY 218
(05 AUG 2008) BEGINNING 2338 ZULU UNTIL FURTHER NOTICE.
NANUs are sent by automated E-Mails and are managed by the US coast Guards.
NANUs provide GPS constellation status information, along with the satellite designation; as PRN XX, along with the period
during which that satellite will not be available.
The period is given in calendar days and in Day Month Year format, along with the time in UTC.
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Department

Pre-flight planning

Prior to commencing the approach

During the approach

Missed approach
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
Check whether the current navigation database is valid.
Royal Jordanian Crew Training
Department



Ensure sufficient means are available to land at the destination or at an alternate
aerodrome in case of loss of RNP APCH capability.
 A non-RNP APCH procedures is available at the alternate, or
 At least one non-RNP APCH procedures is available at destination.
Check the Aircraft log for any adverse snags effecting the required systems for
operation:
 If the missed approach procedure is based on RNAV :
 2 RNAV systems must be available or
 A company contingency procedure must be established.
 If the missed approach procedure is based on conventional means (VOR, NDB)
the appropriate equipment must be serviceable.
Check NOTAMs :
- For those systems relying on RAIM, the availability of 15 min before ETA until 15 min
after ETA should be verified.
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•For AIRCRAFT relying on AAIM (Litton ADIRS) the RAIM availability checking is not
required.

•Note: Systems equipped with AAIM will still have the GPS PREDICTION prompt available
on the PROG page, but no GPS predictions will be displayed.
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
Ensure the RNP APCH procedure was retrieved in full from NAV database.
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
Verify the correctness of the loaded procedure:
 The waypoint sequences
 Reasonableness of the tracks and distances of the approach legs
 The vertical path angle
 Which waypoints are fly-by and which are fly-over
Verify Vertical Path angle
Compare tracks and
distances
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Department

Ensure that GPS is used for position computation.
Check that “GPS
PRIMARY” is displayed on
both MCDU PROG PAGE
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Department

Apply any necessary cold temperature compensations to all published
minimum altitudes. This includes :
 the altitudes for the initial, intermediate and final approach
segment(s);
 the MDA or DA; and
 subsequent missed approach altitudes.
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DA of LNAV/VNAV approach
No height loss margin is required.
MDA of LNAV approach
For CANPA, a height loss margin
should be added.
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For APV BARO NAV, the final approach path is safeguarded against the effects of low temperature
by the design of the procedure, therefore the cold temperature correction is not required.

If the final approach path is modified, FMC will continue to fly the VNAV path, which is the higher of
GP angle and the modified altitudes.


For APV BARO NAV operations:

Confirm correct altimeter settings

Apply any necessary cold temperature compensations

APV BARO NAV procedures are not permitted when the aerodrome temperature is below
promulgated minimum aerodrome temperature.

APV BARO NAV is a non-precision approach with DA, so a height loss margin must not be
added.
Royal Jordanian Crew Training
Department

Below this temperature,
APV
BARO_NAV
an
LNAV
procedure may
procedures
are not that
still
be used provided
permitted
when
the
the
appropriate
cold
aerodrome temperature
temperature
altimeter
is below promulgated
correction
is applied to all
minimumpromulgated
aerodrome
minimum
temperature.
altitudes.
APV BARO_NAV is not permitted if
temperature is below -15°C
Royal Jordanian Crew Training
Department


During radar vectoring, be aware of:
 Manual entry of coordinates into RNAV system within a terminal area is not permitted.
 “Direct to” clearance may be accepted to the intermediate fix (IF) provided that the resulting
track change at the IF does not exceed 45°
During radar vectoring, be aware of:
 Direct to FAF is not acceptable
 The lateral and vertical path between the FAF and the MAPt must not be revised
Lateral and Vertical
path must not be
modified
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Department

In order to keep TSE within ±0.30 NM, flight director and/or Auto pilot should be used
during final approach segment.
TSE is the difference between the desired flight path and the actual flight path of the aircraft.


Intercept final path no later than the FAF in order for the aircraft to be correctly established
on the final approach course before starting descent.
Overshoots or undershoots should be limited to 1 times the navigation accuracy.
Royal Jordanian Crew Training
Department

No later than 2 Nm before FAF, select MCDU PROGRESS page and start monitoring :
• For BARO_NAV operation, at or before FAF, check that the differences of the two
altimeters are within 100 feet
•
ATC should be notified of any problems with the RNAV system that results in loss of
the approach capability.
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Department
Ensure that EPE
is within limit
< .15 L/R
Cross track error should be limited to ±½ the navigation accuracy
associated with the procedure
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In this case, it should
be within 0.30/2 = 0.15 nm
Department

Missed approach must be performed :



If RNAV failure is annunciated (i.e. Both FMC
failure)
In case of RAIM alert ( UNABLE RNP message
XTK error is greater
display)
than half of RNP
If Lateral FTE is excessive
(0.3)
> .15 L/R
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
VTK error is greater than
+100/-50 feet.
Missed approach must be performed :
 If RNAV failure is annunciated (i.e. Both FMC failure)
 In case of RAIM alert ( UNABLE RNP message display)
 If Lateral FTE is excessive

For BARO-NAV, If Vertical
FTE is excessive
•FTE or Flight Technical
Error
is an error between actual
For
BARO_NAV
track and
navigated
Deviation
above
and belowtrack.
the vertical path must not exceed +100/-50 feet.
•FTE is zero when XTK and VTK error is zero.
Royal Jordanian Crew Training
Department

Use of RNAV system during missed approach is acceptable provided that:
 The RNAV system is operational
 The whole procedure, including the missed approach, is loaded from NAV database
 If a missed approach was initiated due to “UNABLE RNP”, RNAV can still be used because
the RNP in a missed approach segment is much greater than in final approach segment
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Royal Jordanian Crew Training
Department




RNP = RNAV + onboard performance monitoring and alerting system
RNP Approach types:
 GPS NPA or LNAV approach
 APV_BARO_NAV or LNAV/VNAV approach
 APV SBAS or LPV approach
RAIM = A function using the 5th satellite to give pilots a warning when GPS data
should not be used for navigation.
AAIM = A function using other navigation sensors (i.e. IRS, DME/DME) as an
integrity check on GPS data
Royal Jordanian Crew Training
Department




Preflight
 Check aircraft log book and NOTAMs for any effects to RNAV system.
 Check current NAV database.
Prior to commencing the approach
 Retrieve RNP procedures in full from NAV database.
 Compare FMC and charts.
 Correct for cold temperature if necessary
 Do not modify the final segment.
During the Procedure
 FD or Autopilot system should be used.
 Select RNP PROGRESS page 4 and monitor :
 ANP vs. RNP
 XTK and VTK are within limit
Missed Approach
 Initiate missed approach in case of :
 RNAV system failure
 RAIM alert
 FTE is excessive.
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VOR
Approach Type
LNAV
LNAV/VNAV
Semi-Automatic Non-Precision Approach
Task Sharing
STD PF/PNF DUTIES
Integrity check
Check VOR
identification
Check ANP is within RNP
Accuracy check
The aircraft is within
±5º or “Half full
scale”
The aircraft is within ±½ of the navigation
accuracy
Cold temperature
correction
(If required)
Minimum
Apply to :
•all published minimum altitudes.
•the altitudes for Initial, Intermediate, Final
and Missed approach segments
•MDA/DA
Add 50ft to the published DA or MDA
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VTK error is within
+100/-50 ft
Same, except the
final approach
segment doesn’t
need any correction
Use published DA
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