RP 32 Rnavmanual 10 June 2011

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KUWAIT AIRWAYS Performance Based ADMINISTRATION
FLIGHT CREW TRAINING PROGRAM Navigation & CONTROL
Issue 1 Revision 0 Chapter 0
0.1 Table of contents

Ch. Description Pg.
Chapter 0
Administration and Control
0.1 Table of Contents 1
0.2 Introduction 5
0.3 Grammar, verb structure & use of common language 5
0.4 Document revision 6
0.5 Distribution list 8
0.6 Record of revisions 9
0.7 Record of approval of revisions 10
0.8 List of effective pages 11
0.9 Definitions 15
0.10 Acronyms 17
Ch. Chapter 1 Pg.

PBN Technology
1.1 Introduction 21
1.2 Transition from conventional Navigation to PBN 21
1.3 Performance Based Navigation 22
1.4 RNAV vs RNP 22
1.5 Area Navigation 23
1.6 Area Navigation systems 29
1.7 Required Navigation Performance 31
Ch. Chapter 2 Pg.

Implementing RNAV1/RNAV2
2.1 Introduction 33
2.2 NAVAID infrastructure 33
2.3 Communication and ATS surveillance 34
2.4 Publication 34
2.5 On board performance monitoring and alerting 34
2.6 Aircraft-based augmentation system (ABAS) availability 35
2.7 General operating procedures 36
2.8 Contingency procedures 38
FEB 2015 Doc. OC/PBN/001 Page 1

Ch. Chapter 3 Pg.

Implementing RNP1
3.1 Introduction 39
3.2 Purpose 39
3.3 Implementation considerations 39
3.4 Navigation Specifications 41
3.5 Operational Approval 41
3.6 Aircraft Requirements 42
3.7 Criteria for specific navigation system 44
3.8 Operating procedure 44
3.11 Navigation database 49
Ch. Chapter 4 Pg.

Implementing RNP Approach
4.1 Introduction 51
4.2 ANSP (Air navigation service provider) considerations 51
4.3 Operational Approval 51
4.4 Criteria for specific navigation system 53
4.5 Functional requirements 53
4.6 Operating Procedures 57
4.9 Pilot knowledge and training 61
4.10 Navigation database 63
Ch. Chapter 5 Pg.

B777 RNP Approach
5.1 Introduction and definition 65
5.2 Requirements 70
5.3 RNAV Approach preparation 74
5.4 Transition to an instrument Approach using VNAV 76
5.5 Final Approach Using VNAV 81
5.6 Simulated instrument Approach using VNAV 82
5.7 Instrument Approach using VNAV 83
5.8 Landing procedure – Instrument Approach Using VNAV 84
5.9 Instrument Approach Using V/S or FPA 86
5.10 Approach preparation using V/S or FPA 87
5.11 Final Approach using V/S or FPA 87
5.12 Cold temperature corrections 88

5.13 Contingency procedure 89

5.14 Summary of B777 RNP Approach 92
Ch. Chapter 6 Pg.

A340 RNP Approach
6.1 Introduction 95
6.2 Conventional Approaches 95
6.3 Managed Approach 95
6.4 Lateral managed/ vertical selected 97
6.5 Flying the approach 98
6.6 Selected Approach 98
6.7 Abnormal procedures 99
6.8 Approach based on FMS 99
6.9 Database requirements 101
6.10 Flying the Approach 101
6.11 Lateral Managed/ vertical selected (LNAV) 103
6.12 Abnormal Procedures 105
6.13 Requirements 107
6.14 Navigation system requirements (for reference only) 108
6.15 RNP capability 108
6.16 Required Navigation Performance 109
6.17 procedures 110
6.18 P-RVAN/RNP1 terminal procedures 110
Ch. Chapter 7 Pg.

A320/A330 RNP Approach
7.1 Introduction 113
7.2 Approach general 113
7.3 Initial approach 114
7.4 Normal operations – non precision approach 118
7.5 FLS principles 118
7.6 Initial approach with FLS 121
7.7 Types of approaches & how to conduct them 123
7.8 Limitations 124
7.9 Use of FLS for final (non-precision) approach 125
7.10 Descent preparation 125
7.11 Approach using final approach guidance 128
7.12 Approach using FLS guidance 128

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0.2 Introduction
Kuwait Airways Performance Based Navigation manual has been prepared in accordance with
ICAO 9613 – Performance-based Navigation (PBN) Manual, 4th edition, and the appropriate
Aircraft AFM, FCOMs and QRHs.
This PBN manual contains the necessary training matter for flight operations personnel to meet
training obligations under normal, abnormal and reporting requirements for performance
based navigation. When used in combination with applicable parts of the operations manual
(OM) meets regulatory requirements for safe, economic, efficient and effective flight
operations.
This manual is published under the authority of the Deputy Operations Director – Flight Crew
Training.
This manual may be published in parts as relevant to operations personnel training
requirements. It may be published electronically or in hard copy. Distribution and document
control maintained and updated by flight operations engineering group (OF).
This manual is approved by DGCA/ASD vide letter 15-552/OPS/41 dated 12th November 2015.
Amendments herein can only be incorporated after being authorized by the Dy. Operations
Director – Flight Crew Training (OC) and approved/accepted by DGCA/ASD.
0.3 Grammar, Verb structure and use of common language

In the chapters of this Manual, unless the context requires otherwise:
1. Words importing the singular include the plural
2. Words importing the plural include the singular
3. Words importing the masculine gender include the feminine.
In the chapters of this manual:
1. “Shall” is used in an imperative sense.
2. “May /should” is used in a permissive sense to state authority or permission to do the act
prescribed, and the words “no person may….” Or “a person may not …..” means that no
person is required, authorized or permitted to do the act prescribed,
3. “Includes” means includes but is not limited to.
4. “Show” and its derivatives in this manual have the exact intent as shown in the dictionary.
English shall be the common language in all operational matters. The manual is constructed
while observing Human Factors Principles.

0.4 Document Revision

This PBN manual will be reviewed, amended, updated and revised to ensure validity of its
contents.
Revisions are issued to add (A), delete (D) or revise (R) the manual.
The PBN manual is reviewed every year by the Navigation Training Group to ensure its contents
are accurate and current. The Dy. Operations Director is responsible for monitoring
amendments/changes to this PBN manual and submitting same for DGCA/ASD approval.
0.4.1 Temporary revisions

Published changes to the contents of the PBN manual at a short notice with limited validity
between the update intervals is accomplished by means of Temporary Revisions (TR). The TR
must be incorporated in the PBN manual as instructed in the covering letter along with the
Transmittal slip.
0.4.2 System of amendment and revision

Revisions are numbered, so each holder can check the amendment state of the document. The
holder of the PBN manual is responsible for its update on or before the effective date and shall
indicate review and insertion of revisions on record of revision form. Issue /revision number
and date of revision along with date of insertion must be recorded in record of approval of
revision form.
A vertical line located at the left margin designates revised information on the affected
page(s).
The Manual holder is responsible to contact the Dy. Operations Director – Flight Crew Training
(details below) for any incomplete or missing pages in his/her copy of the manual.
Email: oc_sec@kuwaitairways.com
kwiocku@kuwaitairways.com
Tel: +965 – 2434 5555 ext. 4488
Tel: +965 2431 4473
Fax: +965 – 2476 9165

0.4.3 Amendment Request Form

The purpose of the Amendment Request Form is to report any discrepancy, suggestions or
amendments to the manual. The form may be filled out and forwarded to the Dy. Operations
Director – Flight Crew Training.
0.4.4 Document Control

To ensure that dissemination of manuals and documents used to support, control or provide
guidance for the conduct of operation are relevant, valid and up to date to the appropriate
personnel;
a) A “Controlled” copy mark printed on the first page of every manual indicates that the
said manual is updated, current and controlled. It bears the Document Number and
Document Serial Number of the holder.
b) An “Uncontrolled” copy mark shall be stamped over the printed “Controlled” for
manuals that are not updated and shall not have Document Serial Number.
0.4.5 Distribution of Documents

The Manuals (both hard copies and digital formats)/amendments are distributed through a
process of transmittal slips, which shall be acknowledged with the date of receipt of the manual
amendments/revisions and returned to the address contained within the transmittal slip within
a period of ten (10) days.
A digital copy of the manual disseminated to all Manual Holders in the distribution list shall
receive a personalized copy of the Manual bearing its assigned serial no. to ensure ownership
and responsibility of the Manual Holder. The PBN Manual is also published through the Kuwait
Airways Operations Department Intranet and shall be maintained & controlled by the Flight
Operations Engineering Group (OF).
Flight Operations Engineering Group is responsible for the timely distribution of the documents,
prevention of unintentional use of obsolete documents and proper identification of such
documents if they are used for any purpose. All distributed hard and digital copies of this
manual are listed for traceability.
a) Reproduced documents
Digital copies of the manual shall controlled however, printing of content from the digital
copy shall be uncontrolled and must be clearly identified as such.

0.4.6 Disposal and Retention of Obsolete Documents

Identification and disposal of obsolete documents and records and their removal from
circulation is required for the prevention of unintentional use.
Each Department document owner is responsible in identifying obsolete documents and
records and the destruction of such documents and records,
 Refer to OPM 1.2.5 for storage of required documents/records.
0.5 Distribution List

No. Manual Holder Copy No.
1 Dy. Operations Director – Flight Crew Training (Master Copy) 1
2 Civil Aviation Authority, Kuwait (DGCA) Air Safety Department 2
3 Fleet Training Coordinators 3-8
4 Authorized Examiners Digital
5 Flight Crew Digital

0.6 Record of Revisions

Rev. Issue Effective Embodied By
Issue No Date
No. Date Date [Name]
1 0 AUG 2015 25 Nov 15 Initial issue

0.7 Record of Approval of Revisions
Issue & Rev. No. Dy. Operations Approval

DGCA
Issue Director – Flight
Rev. Date Approval Date
Date Crew Training
Issue 1 Capt.
0 15-522/OPS/41 12 Nov 2015
Aug 2015 Mohammad Safar

0.8 List of Effective Pages

Chapter 0 Page Date Status
0.1 1 Aug 2015 A
0.1 2 Aug 2015 A
0.1 3 Aug 2015 A
ILB 4 Aug 2015 A
0.2/0.3 5 Aug 2015 A
0.4 6 Aug 2015 A
0.4 7 Aug 2015 A
0.5 8 Aug 2015 A
0.6 9 Aug 2015 A
0.7 10 Aug 2015 A
0.8 11 Aug 2015 A
0.8 12 Aug 2015 A
0.8 13 Aug 2015 A
0.8 14 Aug 2015 A
0.9 15 Aug 2015 A
0.9 16 Aug 2015 A
0.10 17 Aug 2015 A
0.10 18 Aug 2015 A
0.10 19 Aug 2015 A
0.10 20 Aug 2015 A

1.1/1.2 21 Aug 2015 A
1.3/1.4 22 Aug 2015 A
1.5 23 Aug 2015 A
1.5 24 Aug 2015 A
1.5 25 Aug 2015 A
1.5 26 Aug 2015 A
1.5 27 Aug 2015 A
1.5 28 Aug 2015 A
1.6 29 Aug 2015 A
1.6 30 Aug 2015 A
1.7 31 Aug 2015 A
1.7 32 Aug 2015 A


2.1/2.2 33 Aug 2015 A
2.3/2.4/2.5 34 Aug 2015 A
2.6 35 Aug 2015 A
2.7 36 Aug 2015 A
2.7 37 Aug 2015 A
2.8 38 Aug 2015 A

3.1/3.2/3.3 39 Aug 2015 A
3.3 40 Aug 2015 A
3.4/3.5 41 Aug 2015 A
3.6 42 Aug 2015 A
3.6 43 Aug 2015 A
3.7/3.8 44 Aug 2015 A
3.9 45 Aug 2015 A
3.9 46 Aug 2015 A
3.9 47 Aug 2015 A
3.9 48 Aug 2015 A
3.10 49 Aug 2015 A
ILB 50 Aug 2015 A

4.1/4.2/4.3 51 Aug 2015 A
4.3 52 Aug 2015 A
4.4/4.5 53 Aug 2015 A
4.5 54 Aug 2015 A
4.5 55 Aug 2015 A
4.5 56 Aug 2015 A
4.6 57 Aug 2015 A
4.6 58 Aug 2015 A
4.6 59 Aug 2015 A
4.6 60 Aug 2015 A
4.7/4.8/4.9 61 Aug 2015 A
4.9 62 Aug 2015 A
4.10 63 Aug 2015 A
ILB 64 Aug 2015 A


5.1 65 Aug 2015 A
5.1 66 Aug 2015 A
5.1 67 Aug 2015 A
5.1 68 Aug 2015 A
5.1 69 Aug 2015 A
5.2 70 Aug 2015 A
5.2 71 Aug 2015 A
5.2 72 Aug 2015 A
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5.3 74 Aug 2015 A
5.3 75 Aug 2015 A
5.4 76 Aug 2015 A
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5.5 81 Aug 2015 A
5.6 82 Aug 2015 A
5.7 83 Aug 2015 A
5.8 84 Aug 2015 A
5.8 85 Aug 2015 A
5.9 86 Aug 2015 A
5.10/5.11 87 Aug 2015 A
5.12 88 Aug 2015 A
5.12 89 Aug 2015 A
5.13 90 Aug 2015 A
5.13 91 Aug 2015 A
5.13 92 Aug 2015 A
5.14 93 Aug 2015 A
ILB 94 Aug 2015 A


6.1/6.2/6.3 95 Aug 2015 A
6.3 96 Aug 2015 A
6.3 97 Aug 2015 A
6.4/6.5/6.6 98 Aug 2015 A
6.7/6.8 99 Aug 2015 A
6.8 100 Aug 2015 A
6.9/6.10 101 Aug 2015 A
6.10 102 Aug 2015 A
6.11 103 Aug 2015 A
6.11 104 Aug 2015 A
6.12 105 Aug 2015 A
6.12 106 Aug 2015 A
6.13 107 Aug 2015 A
6.14/6.15 108 Aug 2015 A
6.16 109 Aug 2015 A
6.17/6.18 110 Aug 2015 A
6.18 111 Aug 2015 A
6.18 112 Aug 2015 A

7.1/7.2 113 Aug 2015 A
7.3 114 Aug 2015 A
7.3 115 Aug 2015 A
7.3 116 Aug 2015 A
7.3 117 Aug 2015 A
7.4/7.5 118 Aug 2015 A
7.5 119 Aug 2015 A
7.5 120 Aug 2015 A
7.6 121 Aug 2015 A
7.6 122 Aug 2015 A
7.7 123 Aug 2015 A
7.8 124 Aug 2015 A
7.9/7.10 125 Aug 2015 A
7.10 126 Aug 2015 A
7.10 127 Aug 2015 A
7.11/7.12 128 Aug 2015 A
7.12 129 Aug 2015 A
7.12 130 Aug 2015 A
7.12 131 Aug 2015 A
ILB 132 Aug 2015 A

0.9 Definitions
Aircraft-based augmentation system (ABAS) - A system that augments and/or integrates the
information obtained from the other GNSS elements with information available on board the
aircraft. The most common form of ABAS is the Receiver Autonomous Integrity Monitoring
(RAIM).
Area navigation (RNAV) - A navigation method that allows aircraft to operate on any desired
flight path within the coverage of ground- or space-based navigation aids, or within the limits
of the capability of self-contained aids, or a combination of both methods.
Flight technical error (FTE) - The FTE is the accuracy with which an aircraft is controlled as
measured by the indicated aircraft position with respect to the indicated command or desired
position. It does not include blunder errors.
Global navigation satellite system (GNSS) - A generic term used by the International Civil
Aviation Organization (ICAO) to define any global position, speed, and time determination
system that includes one or more main satellite constellations. Such as GPS, and the global
navigation satellite system (GLONASS), aircraft receivers and several integrity monitoring
systems, including aircraft-based augmentation systems (ABAS), satellite-based augmentation
systems (SBAS), wide area augmentation systems (WAAS), ground-based augmentation
systems (GBAS), and local area augmentation system (LAAS).
Global positioning system (GPS) - The global positioning system (GPS) of the United States is a
satellite-based radio navigation system that uses precise distance measurements to determine
the position, speed, and time in any part of the world. The GPS is made-up by three elements:
the spatial, the control, and the user elements. The GPS spatial segment nominally consists of,
at least, 24 satellites in 6 orbital planes. The control element consists of 5 monitoring stations,
3 ground antennas, and one main control station. The user element consists of antennas and
receivers that provide the user with position, speed, and precise time.
Navigation specifications - Set of aircraft and flight crew requirements needed to support
performance-based navigation operations in a defined airspace. There are two kinds of
navigation specifications:
Required Navigation Performance (RNP) Specification - Area navigation specification that
includes the performance control and alerting requirement, designated by the prefix RNP; e.g.,
RNP 4, RNP APCH, RNP AR APCH.
Area Navigation (RNAV) Specification - Area navigation specification that does not include the
performance control and alerting requirement, designated by the prefix RNAV; e.g., RNAV 5,
RNAV 2, RNAV 1.
Navigation system error (NSE) - The difference between the true position and the estimated
position.

Path definition error (PDE) - The difference between the defined path and the desired path at
a given place and time.
Performance-based navigation (PBN) - Performance-based area navigation requirements
applicable to aircraft conducting operations on an ATS route, on an instrument approach
procedure, or in a designated airspace.
Receiver autonomous integrity monitoring (RAIM) - A technique used in a GPS
receiver/processor to determine the integrity of its navigation signals, using only GPS signals or
GPS signals enhanced with barometric altitude data. This determination is achieved by a
consistency check between redundant pseudo-range measurements. At least one additional
available satellite is required with respect to the number of satellites that are needed for the
navigation solution.
RNP operations - Aircraft operations that use an RNP system for RNP applications.
RNP system - An area navigation system that supports on-board performance control and
alerting.
Standard instrument arrival (STAR) - A designated instrument flight rules (IFR) arrival route
linking a significant point, normally on an air traffic service (ATS) route, with a point from which
a published instrument approach procedure can be commenced.
Standard instrument departure (SID) – A designated instrument flight rule (IFR) departure
route linking the aerodrome or a specified runway of the aerodrome with a specified significant
point, normally on a designated ATS route, at which the en-route phase of a flight commences.
Total system error (TSE) - The difference between the true position and the desired position.
This error is equal to the sum of the vectors of the path definition error (PDE), the flight
technical error (FTE), and the navigation system error (NSE).
Note. - FTE is also known as path steering error (PSE), and the NSE as position estimation error
(PEE).
Way-point (WPT) – A specified geographical location used to define an area navigation route
or the flight path of an aircraft employing area navigation. Way-points area identified as either:
 Fly-by way-point - A way-point which requires turn anticipation to allow tangential
interception of the next segment of a route or procedure.
 Fly over way-point - A way-point at which a turn is initiated in order to join the next
segment of a route or procedure.

0.10 ACRONYMS
ABAS Aircraft-based augmentation system
AC Advisory circular (FAA)
AFM Aircraft flight manual
AIP Aeronautical information publication
AIRAC Aeronautical information regulation and control
ANSP Air navigation service provider
AP Automatic pilot
APV Approach procedure with vertical guidance
ARP Aerodrome reference point
ATC Air traffic control
ATM Air traffic management
ATS Air traffic service
Baro-VNAV Barometric vertical navigation
CA Course to an altitude
CDI Course deviation indicator
CDU Control and display unit
CF Course to a fix
Doc Document
DF Direct to a fix
DME Distance-measuring equipment
EASA European Aviation Safety Agency
EGPWS Enhanced ground proximity warning system
EHSI Electronic horizontal situation indicator
FAA Federal Aviation Administration (United States)
FAF Final approach fix
FAP Final approach point
FD Flight director

FD Fault detection
FDE Fault detection and exclusion
FM Course from a fix to a manual termination
FMS Flight management system
FOI Flight Operations Inspector
FOSA Flight Operational Safety Assessment
FTE Flight technical error
GBAS Ground-based augmentation system
GNSS Global navigation satellite system (ICAO)
GLONASS Global navigation satellite system (Russia)
GPS Global positioning system (US)
GS Ground speed
HAL Horizontal alert limit
HIL Horizontal integrity limit
HPL Horizontal Protection Level
HSI Vertical status indicator
HUGS Head up guidance system
ICAO International Civil Aviation Organization
IF Initial fix
IFR Instrument flight rules
IMC Instrument meteorological conditions
LAAS Local area augmentation system
LNAV Lateral navigation
LOA Letter of authorization/letter of acceptance
LPV Localizer Performance with Vertical Guidance
MCDU Multi-function control and display
MEL Minimum equipment list
MOC Minimum Obstacle Clearance

NM Nautical miles
NAVAIDS Navigation aids
NOTAM Notice to airmen
NPA Non-precision approach
NSE Navigation system error
OM Operations manual
OEM Original equipment manufacturer
OPSPEC Operations specification
PA Precision approach
PANS-ATM Procedures for Air Navigation Services - Air Traffic Management
PANS-OPS Procedures for Air Navigation Services - Aircraft Operations
PBN Performance-based navigation
PDE Path definition error
PEE Position estimation error
PF Pilot flying
PNF Pilot not flying
PM Pilot monitoring
POH Pilot operating handbook
P-RNAV Precision area navigation
PSE Path steering error
QAR Quick access recorder
RAIM Receiver autonomous integrity monitoring
RNAV Area navigation
RNP Required navigation performance
RNP APCH Required navigation performance approach
RNP AR APCH Required navigation performance authorisation required approach
RTCA Radio Technical Commission for Aviation
SBAS Satellite-based augmentation system

SID Standard instrument departure

SRVSOP Regional Safety Oversight Cooperation System
STAR Standard instrument arrival
STC Supplemental type certificate
TAWS Terrain awareness system
TF Track to fix
TSE Total system error
TSO Technical standard order
VA Heading to an altitude
VI Heading to an intercept
VM Heading to a manual termination
VMC Visual meteorological conditions
WAAS Wide area augmentation system
WGS World geodetic system
WPR Waypoint Precision Error
WPT Waypoint

KUWAIT AIRWAYS Performance Based PBN
FLIGHT CREW TRAINING PROGRAM Navigation TECHNOLOGY
PBN TECHNOLOGY
1.1 Introduction.
This information is intended to provide the necessary technical knowledge necessary to
manage an application for operational approval in accordance with a navigation specification
contained in the PBN Manual. It contains information relative to the full implementation of
RNAV1, RNAV2 and RNP1 navigation specifications.
1.2 Transition from conventional navigation to PBN

1.2.1 Conventional navigation
Navigation that is dependent upon ground-based radio navigation aids, has long been the
mainstay of aviation. Pilots, operators, manufacturers and ANSPs are all familiar with the
technology, and the avionics, instrumentation, operations, training and performance are very
much standard throughout the world. Consequently, apart from some more demanding
operations such as Cat II/III ILS, specific operational approval is not necessary.
1.2.2 Performance based navigation

Is dependent on area navigation, and while various methods of RNAV have been in existence
for many years, the use of RNAV has not yet reached the same level of common use as
conventional navigation. The performance based navigation concept is intended to better
define the use of RNAV systems and provide a means to eventually reach a similar level of
common use. However, until there is general standardization in aircraft, operating procedures,
training and ATS application, there is a need for an operational approval process.
While there is a need for an approval process, the fundamentals of PBN operations are
relatively straightforward, and operational approval need not be a complicated process for
either applicant or regulator. Even the highest performing type of operation (RNP AR APCH),
once implemented, due the capability of modern avionics and auto-flight systems, is a simple
and safe operation when conducted in an appropriately equipped aircraft operated by a
properly trained crew.
However, the transition to new technology, new navigation and operational concepts and the
dependence on data driven operations requires careful management. It is the purpose of the
operational approval process to ensure that for all PBN operations the appropriate level of
oversight is provided to ensure that in the current environment where there are many variables
in terms of equipment and experience that the benefits of PBN can be achieved consistently
and safely.

The key to successful PBN implementation is knowledge and experience. For many States, both
operators and regulators lack both, and this handbook is intended to assist in improving that
level of knowledge. Experience can only be gained by doing, and an operational approval will
commonly be required before relevant experience is gained.
1.3 Performance based navigation

Performance based navigation encompasses a range of operations which are all based upon
Area Navigation. Area navigation, commonly abbreviated as RNAV, has been available for
around 30 years using a variety of technologies, however some difficulties arise in the dual
application of the term RNAV as a fundamental method of navigation (area navigation) and also
as a particular type of operation (e.g. RNAV 5). Further complications arise with the
implementation of required navigation performance (RNP) operations, which by definition are
also area navigation operations.
There has been some difficulty in identifying the differences between RNAV operations and
RNP operations, and some lack of definition in the requirements for both RNAV and RNP
operations. A number of regions established local RNAV and RNP standards, which led to
complexity in international operations and operational approvals.
ICAO established the Required Navigation and Special Operational Requirements Study Group
(RNPSORSG) to resolve these issues. The RNPSORSG (now called the PBN Study Group)
developed the concept of performance based navigation to encompass both RNAV and RNP
operations.
1.4 RNAV vs. RNP

One of the issues that the RNPSORSG had to deal with was to differentiate between area
navigation operations which are described as either RNAV or RNP. It was recognized that while
both RNAV and RNP operations could be described in terms of navigation performance (e.g.
accuracy), RNP operations can be identified by the capability of the on-board navigation system
to monitor in real time the achieved navigation performance and to alert the operating crew
when the specified minimum performance appropriate to a particular operation could not be
met. This additional functionality provided by RNP allows the flight crew to intervene and to
take appropriate mitigating action (e.g. a go-round), thereby allowing RNP operations to
provide an additional level of safety and capability over RNAV operations.
As GNSS systems incorporate performance monitoring and alerting, the distinction between
RNAV and RNP operations in practice is the requirement for GNSS. While there are exceptions
to this rule, in simple terms RNP operations are GNSS based, and for RNAV operations are based
on older technology.

RNAV navigation specifications have been developed to support existing capability in aircraft
equipped with systems, which in the general case were not designed to provide on-board
performance monitoring and alerting.
RNP navigation specifications have been developed from a need to support operations that
depend upon GNSS to provide the required performance.
1.5 Area navigation

1.5.1 Area navigation principles
Area navigation (RNAV) is a term applied to navigation between any two selected points on the
earth’s surface. RNAV has been around since the 1960s and the earliest avionics used
triangulation measurements from ground-based navigation aids to compute an RNAV flight
path between waypoints.
A number of self-contained navigation systems which are independent of any ground based
navigation systems have also been developed, including OMEGA (now obsolete) LORAN C, GPS,
GLONASS, Inertial Navigation Systems (INS) and Inertial Reference Systems (IRS).
Perhaps the most common type of RNAV system in use in commercial aviation today involves
the use of IRS positioning updated by reference to ground-based radio navigation aids (DME
and VOR) or GPS. Updating by reference to ground-based aids is limited by the availability of
sufficient navigation aids, and in many parts of the world, including oceanic and remote areas,
position updating is unavailable.
Commonly referred to by the generic term GNSS (Global Navigation Satellite System) satellite
navigation has revolutionized area navigation and provides highly accurate and reliable
positioning. For modern air transport operations area navigation is managed using a flight
management system, using IRS position updated by GNSS.
However, as there are many and varied area navigation systems in use throughout the world,
the PBN Manual provides a number of navigation specifications to accommodate a range of
RNAV and RNP performance levels. One of the tasks of the operations approval inspector is to
ensure that the equipment available meets the requirements of the relevant PBN operation.

1.5.2 Geodetic reference

An area navigation system computed position must be translated to provide position relative
to the real position on the earth’s surface. Horizontal datum are used for describing a point on
the earth's surface, in latitude and longitude or another coordinate system.
A specific point on the earth can have substantially different coordinates, depending on the
datum used to make the measurement. There are hundreds of locally-developed horizontal
datum around the world, usually referenced to some convenient local reference point. The
WGS 84 datum is the common standard datum now used in aviation.
1.5.3 Path terminators

In its simplest form area navigation system computes a track between two selected waypoints.
However, the demands on aircraft navigation require the definition of complex flight paths,
both lateral and vertical. The international standard for definition of path and terminator is
ARINC 424. A flight path is described in coded ARINC 424 language, which is interpreted by the
RNAV system to provide the desired navigation function and inputs to flight guidance systems.
The path between any two waypoints can be specified, depending upon the coding. Each
segment is also defined by a terminator or end statement, which provides information to the
navigation system on the intended method of connection of one segment (path) with the next.
For example two waypoints could be connected by a great circle track between two waypoints
(TF) or perhaps by the arc of a circle of defined radius (RF). Other options include a path defined
from the current position to a waypoint (DF), or a path defining a holding pattern (HF). In
general usage, path and terminator are commonly abbreviated to path terminator or
sometimes leg type. A complex series or ARINC 424 rules govern the definition of leg types and
their interaction with each other.
One example a common sequence of leg types is TF to TF. Effectively this is a series of “straight
lines” as in the diagram below. In the normal case, the aircraft avionics interprets the ARINC
424 coding to require that the two legs are joined by a curved flight path, and the aircraft will
“fly by” the intermediate waypoint.

Figure 1: TF to TF Transition
The aircraft navigation system is programmed to provide a start of turn prompt (turn
anticipation) based the current groundspeed and a programmed bank angle, which will
normally provide a turn of sufficient radius to allow the subsequent segment to be intercepted.
As each aircraft will compute a different start of turn point the result is a spread of turns,
between the tracks of faster aircraft using lower bank angles, to slow aircraft with larger bank
angles.
Turn anticipation does not provide track guidance during the turn, and until the aircraft is
established on the subsequent leg, cross-track error cannot be monitored. The effectiveness of
the turn anticipation algorithm is limited by variation in groundspeed during the turn (e.g.
headwind to tailwind) and the achieved bank angle. Undershooting or overshooting of the turn
can occur and crew intervention may be required.
Using a range of leg types available with ARINC 424 coding, (approx. 18) complex fight paths
can be designed. However, it must be noted that not all navigation systems are capable of
accommodating all leg types. Two common examples of leg types that may not be supported
are RF and CA legs.
An RF or Radius to Fix leg defines a circle of specified radius enabling an aircraft to fly a precise
curved flight path relative to the surface of the earth, rather than an undefined path as in the
previous example of a TF/TF.

TF RF
• Arc Center
Great Circle track Constant radius to a fix

between two fixes
Figure 2: Common Path Terminators
A CA or Course to Altitude leg defines a nominated course until a specified altitude is reached.
On reaching the altitude, the path is “terminated” and the avionics will follow the path defined
by the next leg or path and terminator. The CA leg, which is commonly used to specify the initial
leg of a departure, is not normally supported by general aviation GPS receivers and are not
usually integrated with the aircraft’s vertical navigation system. Consequently, the flight
planned departure route may not be followed and pilot intervention (manual selection of next
leg) is required.
In the example in Figure 3 two aircraft are cleared on a departure with the same instruction.
Depending on the climb performance, the position at which the aircraft reaches 3,000ft and
the CA leg is terminated will vary. If the aircraft is equipped, with an integrated vertical
navigation system, the termination will be automatic and the active route will sequence to the
next leg which may be (for example) a Direct to Fix (DF) leg.
If vertical navigation capability is not available, the termination must be initiated by the flight
crew. For manually sequenced navigation systems the track to the next fix will depend on the
point at which the direct to function is selected. In the example, the pilot has selected Direct
To immediately on reaching 3000ft and the track is generated from that position. If Direct To is
selected after the turn a different track will be displayed. In this and similar examples, the actual
flight path is variable and may not meet operational requirements. A different sequence of path
terminators may be needed to better define the flight path but may result in the inability to
place a minimum altitude requirement on the turn initiation.

Figure 3: CA Path Terminator Example

It is necessary that operational approval inspectors gain a working knowledge of common path
terminators, the basics of flight path design, and the functionality of aircraft avionics and flight
control systems in order to properly manage operational approvals. For example, while an
operation might meet the requirements of a specific PBN Manual navigation specification, the
operational approval may need to ensure that crew procedures are defined in order to fly a
certain type of procedure, as in the case of the CA example described above.

1.5.4 Radius to Fix segments

The use of an RF segment or multiple segments including TF and RF legs provides great flexibility
in route design enabling flight paths to be designed to avoid terrain, manage noise footprint,
better utilize airspace and provide many other benefits.
RF leg capability is available on most late model FMS equipped aircraft but the lack of general
availability can limit its broader use. Currently only the RNP AR APCH navigation specification
supports the use of RF legs but it is expected that application will be extended in due course.
Capability for RF legs, while extremely useful, is not without limitation, and it is important that
the FMS functionality, aircraft flight control logic, and the application of RF legs to flight
procedure design are properly understood.
A segment coded as an RF leg creates a circular flight path over the surface of the earth, defined
by a start and end point, a turn radius and an origin. ARINC 424 coded segments before and
after the RF legs must join at a tangent to the circle defined by the RF leg. Consequently the
sequence of legs used can be TF/RF or RF/TF and RF/RF. Joining of RF legs to other RF legs is
acceptable and turn reversal and change of radius may occur. This capability allows great
flexibility in design.
While complex flight paths can now be designed and displayed as the active route, the aircraft
must have the capability to accurately follow the defined flight path. Pilots are familiar with
flying turns at a constant airspeed and angle of bank, which enables a circular flight path to be
flown with reference to the air mass, and are trained to manually compensate for the presence
of wind if necessary. Pilots now need to understand that the FMS will fly an exact circular flight
path over the ground and the angle of bank will be adjusted by the flight control system to
maintain that circular flight path.
The physics of flight are such that the radius of a circle (over the ground) is limited by
groundspeed and angle of bank. The minimum radius that can be flown is therefore limited by
the maximum available bank angle, and the groundspeed.
Bank angle limits are determined by the aircraft manufacturer, and are also limited by crew
selection, aircraft configuration and phase of flight. In normal approach/departure
configuration, a typical bank angle capability for modern jet transport aircraft is 30° but may be
as low as 20°. The bank angle limit can be 8° or less at low altitude, and similarly bank angle
limits are also applied at high altitude. The RNP AR APCH navigation specification requires
aircraft to be capable of 25° angle of bank in normal circumstances and 8° below 400ft. The
procedure designer uses these limits in the design of RF turns, and pilots need to be aware of
the aircraft capability in all flight phases. Inspectors should familiarize themselves with aircraft
capability documentation during the operational approval process, for aircraft that will utilize
RF leg capability.

Groundspeed is a function of TAS, and consequently IAS, plus or minus the ambient tailwind or
headwind component. In order to ensure that the flight path during an RF turn can be
maintained under all normal weather conditions, the procedure designer allows for a maximum
tailwind component or “rare-normal” wind. The maximum tailwind component is selected from
a wind model which is intended to represent the maximum winds likely to be encountered at
various altitudes, generally increasing with altitude. A tailwind component of up to 100KT may
be applied in some cases.
As groundspeed is also affected by TAS, the flight crew needs to manage the IAS within
acceptable limits to ensure that the bank angle limits, and hence the ability to maintain the
flight path, are not exceeded in circumstances where high winds exist. In normal routine
operations, where ambient winds are generally light, quite low bank angels are sufficient to
maintain RF turns of average radius. However, if the IAS is allowed to exceed normal limits, the
limiting bank angle may be reached at less than the maximum design tailwind component,
leading to a potential loss of track adherence.
Generally applicable maximum indicated airspeeds are specified in the RNP AR APCH navigation
specification, however the designer may impose specific limiting speeds in some cases.
Flight crews needs to be thoroughly conversant with the principles and practice of RF turns,
limiting airspeeds, bank angle/aircraft configuration, the effect of high winds, and contingency
procedures for manual intervention which although rare, may be required.
1.6 Area navigation systems

Although there are many different types of area navigation systems, the most common systems
are:
 Legacy systems. Self-contained DME/DME and VOR/DME navigation systems.
 Stand-alone GNSS systems comprising a receiver and a pilot interface which may be
combined with the receiver unit, or installed as a separate control and display unit.
(Note: A control and display unit (CDU) should not be confused with a flight management
system as the interface unit (CDU) is similar.)
This type of GNSS installation should provide steering commands to HSI or CDI displays in the
pilot’s primary field of view. Many GNSS units provide an integrated navigation display and/or
map display as part of the receiver unit however, in many cases the size, resolution and location
of the display may not be suitable nor in the pilot’s primary field of view.
Flight Management Systems. There are many types of flight management systems with varying
complexity and some attention is required to determine the capability of each particular
installation. In modern transport operations, the FMS usually incorporates two flight
management computers, which are provided with position updating from a number of sensors.

These sensors will normally be inertial, radio and GNSS (as installed). The inertial information
is normally provided by two or more Inertial Reference Systems (IRS) with radio and GNSS
information provided by two or more Multi Mode Receivers (MMR). Prior to the FMC accepting
a sensors positional update, a gross error check is performed to ensure that the sensor position
falls within the ANP or EPE value.
The computed aircraft position is commonly a composite position based on the IRS position
corrected by inputs from the navigation information received from the MMR. Recently
manufactured aircraft will usually be equipped with GNSS and the computed position in this
case will normally be based on IRS updated by GNSS, excluding less accurate inputs from
ground-based navigation aids.
1.6.1 Data Management

In all but the simplest area navigation systems, navigation data is contained in an airborne
database. From a human factors standpoint navigation data should only be extracted from a
valid database, although some PBN Manual navigation specifications permit pilot entry of
waypoint information. Where pilot entry of co-ordinates is permitted it should be limited to en-
route operations only and above the minimum obstacle clearance altitude. For all other
operations pilot entry or modification of waypoint data should be prohibited.
Arrival, approach and departure operations should be extracted from the database by the
selection of a named flight procedure. User construction of procedures even if waypoints are
extracted from an airborne database should be prohibited.
PBN operations are dependent upon valid navigation data. Unlike conventional navigation
where the basic navigation guidance is originated from a physical point (e.g. a VOR transmitter)
area navigation is totally dependent on electronic data and gross errors can occur due to
erroneous data or mismanagement of valid data. In general, PBN Manual navigation
specifications require or recommend that data be obtained from an approved supplier who has
implemented appropriate quality control procedures. Despite a data supplier meeting such
quality control standards, there still remains a risk that invalid data may be contained in the
airborne database and caution should be exercised. In the case of operations conducted where
collision with terrain is a risk, (approach/departure) additional checks at each data update cycle
are required. Electronic comparison of data against a controlled source is preferred, but manual
or simulator checks may be used where this method is not available.
It should also be noted that whilst every precaution may be taken to ensure the validity of the
airborne database, that valid data can in some circumstances be incorrectly interpreted and
managed by the airborne navigation system. It is extremely difficult to protect against this type
of problem, however in evaluating PBN operating procedures, due attention should be made
to ensure that crew review procedures are appropriate and sufficient to constitute a last line
of defiance.

1.6.2 Navigation Performance

All navigation systems can be described in terms of performance. For example, a ground based
navigation aid such as VOR delivers a measurable level of performance, which is applied in
terms of accepted navigational tolerances.
PBN operations are similarly based on navigation performance, but the concept of performance
is fundamentally different. Whereas an operation based on a ground based navigation aid is
dependent upon the performance of the radiated signal and the ability of an aircraft to
accurately utilize that signal, in performance based navigation the performance itself is
specified and the navigation system is required to meet the minimum level of performance. In
principle, any method of navigation that achieves the specified level of navigation performance
is acceptable. However, in practice a particular navigation system is required in some cases in
order to meet the requirements of a particular navigation specification. For example, RNP 4
requires the mandatory carriage of GNSS as no other current navigation system is available to
meet the requirements of the navigation specification. In theory at least, if another means of
navigation became available which met the performance requirements for RNP 4 without
GNSS, then the requirement for GNSS could be removed from the navigation specification.
1.7 Required navigation performance

RNP is a means of specifying the performance for a particular type of operation. In order to
meet a particular performance level a number of requirements must be met.
Accuracy position accuracy can be defined as the probability that the computed position will
be within a specified distance of the actual position. This performance measure assumes that
the reliability of the computation (i.e. the system is operating within its specification without
fault), and we have seen in the previous section how this can be computed.
Integrity, for aviation purposes which are safety critical, we must be assured that the navigation
system can be trusted. Even though we may be satisfied as to the accuracy of the determination
of position, we must also ensure that the computation is based on valid or “trusted”
information. Various methods (e.g. RAIM) are used to protect the position solution against the
possibility of invalid position measurements.
Availability means that the system is usable when required. For GNSS operations, unless
augmented, availability is high but normally less than 100%. Operational means are commonly
needed to manage this limitation.
Continuity refers to the probability that a loss of service will occur whilst in use.
For RNP operations, the navigation system must meet accuracy and integrity requirements but
operational procedures may be used to overcome limitations in availability and continuity. In

addition to the four performance parameters, RNP also requires on-board performance
monitoring and alerting.
In practice, RNP capability is determined by the most limiting of the characteristics listed above.
As discussed, in the general case RNP is based on GNSS. The position accuracy for GNSS is
excellent and can support operations with low RNP. The lowest current RNP in use is RNP 0.10,
although considering position accuracy alone, GNSS would be able to support lower RNP.
However, it will be recalled that accuracy is also dependent on FTE and this component is by
far the dominant factor. Consequently, the RNP capability of GNSS equipped aircraft is
dependent not on navigation system accuracy, but the ability for the aircraft to follow the
defined path. FTE is commonly determined by the ability of the aircraft flight control system,
and the lowest FTE values are commonly achieved with auto-pilot coupled.
A further consideration is the requirement for on-board performance monitoring and alerting.
For GNSS systems, navigation system performance monitoring and alerting is automatic. Except
in some specific installations, FTE monitoring and alerting is a crew responsibility, and the ability
of the crew to perform this function depends on the quality of information displayed to the
crew.
While an aircraft may be capable of a particular RNP capability, it is not always necessary or
desirable that the full capability is applied. In addition to the consideration of accuracy and
performance monitoring, the operation must always be protected against invalid positioning
information, i.e. integrity is required.
In order to support low RNP operations, an appropriate level of integrity protection is
necessary. The lower the RNP type, the greater level of integrity protection is required, which
in turn reduces the availability and continuity of the service. Consequently, a trade-off needs
to be made between the RNP selected and availability.
PBN Manual Navigation specifications are based on a level of navigation performance
appropriate to the intended purpose, rather than the inherent capability of the navigation
system. For example a GNSS equipped aircraft has very high positioning accuracy, and if flown
using autopilot exhibits low FTE, however for terminal SID/STAR operations, RNP 1 is adequate
for the intended purpose, resulting in virtually 100% availability, and reduced crew workload in
FTE performance monitoring.

KUWAIT AIRWAYS Performance Based IMPLEMENTING
FLIGHT CREW TRAINING PROGRAM Navigation RNAV 1/RNAV 2
IMPLEMENTING RNAV 1 AND RNAV 2

2.1 Introduction
The RNAV 1 and 2 specification is applicable to all ATS routes, including routes in the enroute
domain, standard instrument departures (SIDs), and standard arrival routes (STARS). It also
applies to instrument approach procedures up to the final approach fix.
The RNAV 1 and 2 specifications is primarily developed for RNAV operations in a radar
environment (for SIDs, radar coverage is expected prior to the first RNAV course change). The
RNP 1 specification (Vol. II Section C Chapter 3 of ICAO doc 9613) is intended for similar
operations outside radar coverage. However, RNAV 1 and RNAV 2 may be used in a non-radar
environment or below minimum vectoring altitude (MVA) if the implementing State ensures
appropriate system safety and accounts for lack of on-board performance monitoring and
alerting.
RNAV 1 and RNAV 2 routes are to be conducted in direct controller-pilot communication
environments.
2.2 NAVAID infrastructure

For an RNAV 1 or RNAV 2 operation where reliance is placed upon IRS, some aircraft systems
will revert to VOR/DME-based navigation before reverting to inertial coasting. The impact of
VOR radial accuracy, when the VOR is within 40nm from the route and there is insufficient
DME/DME NAVAID infrastructure, must be evaluated by the ANSP to ensure that it does not
affect aircraft position accuracy.
Air navigation service provider (ANSP) should ensure that operators of GNSS-equipped aircraft
and, where applicable, SBAS-equipped aircraft, have access to a means of predicting the
availability of fault detection using ABAS (e.g. RAIM). The ANSP, airborne equipment
manufacturers or other entities may provide this prediction service.
Prediction services can be for receivers meeting only the minimum TSO performance or be
specific to the receiver design.
The prediction service should use status information on GNSS satellites, and should use a
horizontal alert limit appropriate to the operation (1nm for RNAV 1 and 2nm for RNAV 2).
Outages should be identified in the event of a predicted, continuous loss of ABAS fault detection
of more than five minutes for any part of the RNAV 1 and RNAV 2 operations. If the prediction
service is temporarily unavailable, ANSPs may still allow RNAV 1 and RNAV 2 operations to be
conducted, considering the operational impact of aircraft reporting outages or the potential
risk associated with an undetected satellite failure when fault detection is not available.

Since DME/DME RNAV systems must only use DME facilities identified in State AIPs, the State
must indicate facilities inappropriate for RNAV 1 and RNAV 2 operations in the AIP, including
those facilities associated with an ILS or MLS that use a range offset.
2.3 Communication and ATS surveillance

Where reliance is placed on the use of radar to assist contingency procedures, its performance
should be adequate for that purpose, i.e. radar coverage, its accuracy, continuity and
availability should be adequate to ensure separation on the RNAV 1 and RNAV 2 ATS route
structure, and provide contingency in cases where several aircraft are unable to achieve the
navigation performance prescribed in this navigation specification.
Additional considerations:
For procedure design and infrastructure evaluation, the normal FTE limits of 0.5nm (RNAV 1)
and 1nm (RNAV 2) defined in the operating procedures, are assumed to be 95 per cent values. 
Many aircraft have the capability to fly a path parallel to, but offset left or right from, the
original active route. The purpose of this function is to enable offsets for tactical operations
authorized by ATC.
2.4 Publications
The AIP should clearly indicate whether the navigation application is RNAV 1 or RNAV 2. The
route should rely on normal descent profiles and identify minimum segment altitude
requirements. The navigation data published in the State AIP for the routes and supporting
NAVAIDs must meet the requirements of ICAO Annex 15. All routes must be based upon WGS-
84 coordinates.
The available NAVAID infrastructure should be clearly designated on all appropriate charts (e.g.
GNSS, DME/DME or DME/DME/IRU).
Any DME facilities that are critical to RNAV 1 or RNAV 2 operations should be identified in the
relevant publications.
2.5 On-board performance monitoring and alerting

Accuracy: During operations in airspace or on routes designated as RNAV 1, the lateral total
system error must be within ±1nm for at least 95 per cent of the total flight time. The along-
track error must also be within ±1nm for at least 95 per cent of the total flight time. During
operations in airspace or on routes designated as RNAV 2, the lateral total system error must
be within ±2nm for at least 95 per cent of the total flight time. The along-track error must also
be within ±2nm for at least 95 per cent of the total flight time.

2.5.1 Integrity
Malfunction of the aircraft navigation equipment is classified as a major failure condition under
airworthiness regulations (i.e. 10–5 per hour).
2.5.2 Continuity
Loss of function is classified as a minor failure condition if the operator can revert to a different
navigation system and proceed to a suitable airport.
Signal-in-space: During operations in airspace or on routes designated as RNAV 1 if using GNSS,
the aircraft navigation equipment shall provide an alert if the probability of signal-in-space
errors causing a lateral position error greater than 2nm exceeds 10–7 per hour. During
operations in airspace or on routes designated as RNAV 2 if using GNSS, the aircraft navigation
equipment shall provide an alert if the probability of signal-in-space errors causing a lateral
position error greater than 4nm exceeds 10–7 per hour.
2.6 Aircraft-based augmentation system (ABAS) availability

RAIM levels required for RNAV1 and RNAV2 can be verified either through NOTAMs (where
available) or through prediction services. The operating authority may provide specific guidance
on how to comply with this requirement (e.g. if sufficient satellites are available, a prediction
may not be necessary). Operators should be familiar with the prediction information available
for the intended route.
RAIM availability prediction should take into account the latest GPS constellation NOTAMs and
avionics model (when available). The service may be provided by the ANSP, avionics
manufacturer, other entities or through an airborne receiver RAIM prediction capability.
In the event of a predicted, continuous loss of appropriate level of fault detection of more than
five minutes for any part of the RNAV 1 or RNAV 2 operation, the flight plan should be revised
(e.g. delaying the departure or planning a different departure procedure).
RAIM availability prediction software does not guarantee a service; such tools assess the RNAV
system’s ability to meet the navigation performance. Because of unplanned failure of some
GNSS elements, pilots/ANSP must realize that RAIM or GPS navigation altogether may be lost
while airborne, which may require reversion to an alternative means of navigation. Therefore,
pilots should assess their capability to navigate (potentially to an alternate destination) in case
of failure of GPS navigation.

2.7 General operating procedures

The pilot should comply with any instructions or procedures identified by the manufacturer as
necessary to comply with the performance requirements.
At system initialization, pilots must confirm the navigation database is current and verify that
the aircraft position has been entered correctly. Pilots must verify proper entry of their ATC
assigned route upon initial clearance and any subsequent change of route. Pilots must ensure
the waypoints sequence, depicted by their navigation system, matches the route depicted on
the appropriate chart(s) and their assigned route.
The manual entry or creation of new waypoints by manual entry, of latitude and longitude
values is not permitted. Additionally, pilots must not change any RNAV SID or STAR database
waypoint type from a fly-by to a flyover or vice versa.
RAIM levels required for RNAV 1 and RNAV 2 can be verified either through NOTAMs (when
available).
It is also permitted to select and insert individual, named fixes/waypoints from the navigation
database, provided all fixes along the published route to be flown are inserted.
Pilots should cross-check the cleared flight plan by comparing charts or other applicable
resources with the navigation system textual display and the aircraft map display, if applicable.
If required, the exclusion of specific NAVAIDs should be confirmed.
Note: Pilots may notice a slight difference between the navigation information portrayed on the
chart and their primary navigation display. Differences of 3 degrees or less may result from the
equipment manufacturer’s application of magnetic variation and are operationally acceptable.
Pilots of aircraft with a lateral deviation display must ensure that lateral deviation scaling is
suitable for the navigation accuracy associated with the route/procedure (e.g. full-scale
deflection: ±1nm for RNAV 1, ±2nm for RNAV 2, or ±5nm for TSO-C129 equipment on RNAV 2
routes).
For normal operations, cross-track error/deviation (the difference between the RNAV system
computed path and the aircraft position relative to the path, i.e. FTE) should be limited to ±1⁄2
the navigation accuracy associated with the procedure or route (i.e. 0.5nm for RNAV 1, 1.0nm
for RNAV 2).

2.7.1 RNAV SID specific requirements

Prior to commencing takeoff, the pilot must verify that the correct airport and runway data are
departure procedure (including any applicable en-route transition) are entered and properly
depicted. A final check of proper runway entry and correct route depiction, shortly before take-
off, is recommended.
RNAV engagement altitude: The pilot must be able to use RNAV equipment to follow flight
guidance for lateral navigation e.g., LNAV no later than 153 m (500 ft.) above the airport
elevation. The altitude at which RNAV guidance begins on a given route may be higher (e.g.
climb to 304 m (1 000 ft.) then direct to...).
Pilots must use an authorized method (lateral deviation indicator/navigation map display/flight
director/autopilot) to achieve appropriate level of performance for RNAV 1.
2.7.2 RNAV STAR specific requirements

Prior to the arrival phase, the pilot should verify that the correct terminal route has been
loaded. The active flight plan should be checked by comparing the charts with the map display
(if applicable) and the MCDU.
The pilot is not permitted to create new waypoints by the manual entry of latitude and
longitude or rho/theta values into the RNAV system as it would invalidate the route and is not
permitted. Additionally, pilots must not change any RNAV SID or STAR database waypoint type
from a fly-by to a fly-over or vice versa.
Where the contingency procedure requires reversion to a conventional arrival route, necessary
preparations must be completed before commencing the RNAV route.
Route modifications in the terminal area may take the form of radar headings or “direct to”
clearances and the pilot must be capable of reacting in a timely fashion.
Pilots must verify their aircraft navigation system is operating correctly and the correct arrival
procedure and runway (including any applicable transition) are entered and properly depicted.
Although a particular method is not mandated, any published altitude and speed constraints
must be observed.

2.8 Contingency procedures

The pilot must notify ATC of any loss of the RNAV capability, together with the proposed
course of action the pilot shall inform ATC immediately by use of the phrase: “UNABLE (RNAV
1 OR RNP 1) DEPARTURE or ARRIVAL).
If unable to comply with the requirements of an RNAV route, pilots must advise ATS as soon
as possible the pilot shall inform ATC immediately by use of the phrase: “UNABLE
(designator) DEPARTURE (or ARRIVAL). The loss of RNAV capability includes any failure or
event causing the aircraft to no longer satisfy the RNAV requirements of the route.
In the event of communications failure, the pilot should continue with the RNAV route in
accordance with established lost communications procedures.

FLIGHT CREW TRAINING PROGRAM Navigation RNP 1
IMPLEMENTING RNP 1
3.1 Introduction
The RNP 1 specification provides a means to develop routes for connectivity between the en-
route structure and terminal airspace (TMA) with no or limited ATS surveillance, with low to
medium density traffic.
Note: When originally published, this navigation specification included the prefix “Basic”
because an Advanced-RNP 1 specification was planned. Advanced–RNP 1 evolved into the
Advanced-RNP specification, so the need to include the prefix “Basic” is no longer necessary.
Existing approvals granted under the original nomenclature remain valid.
3.2 Purpose
These notes provide ICAO guidance for implementing RNP 1 for arrival and departure
procedures. Arrival and departure procedures are referred to as SIDs and STARs, but are
intended to also apply to initial and intermediate approach segments. These notes do not
address all the requirements that may be specified for particular operations. These
requirements are specified in other documents, such as national operating rules, aeronautical
information publications (AIPs) and the Regional Supplementary Procedures (Doc 7030). While
operational approval primarily relates to the navigation requirements of the airspace,
operators and pilots are still required to take account of all operational documents relating to
the airspace, which are required by the appropriate State authority, before conducting flights
into that airspace.
RNP 1 can be associated with Radius to Fix (RF) Path Terminator and Barometric VNAV.
3.3 Implementation considerations

3.3.1 Navaid infrastructure considerations
The RNP 1 specification is based upon on GNSS. While DME/DME-based RNAV systems are
capable of RNP 1 accuracy, this navigation specification is primarily intended for environments
where the DME infrastructure cannot support DME/DME area navigation to the required
performance. The increased complexity in the DME infrastructure requirements and
assessment means it is not practical or cost-effective for widespread application.
ANSPs should ensure operators of GNSS-equipped aircraft have the means to predict fault
detection using ABAS (e.g. RAIM). Where applicable, ANSPs should also ensure operators of
SBAS-equipped aircraft have the means to predict fault detection. This prediction service may
be provided by the ANSP, airborne equipment manufacturers or other entities.

Prediction services can be for receivers meeting only the minimum technical standard order
(TSO) performance or be specific to the receiver design. The prediction service should use
status information on GNSS satellites, and should use a horizontal alert limit appropriate to the
operation (1nm within 30nm from the airport and 2nm otherwise). Outages should be
identified in the event of a predicted, continuous loss of ABAS fault detection of more than five
minutes for any part of the RNP1 operation.
RNP 1 shall not be used in areas of known navigation signal (GNSS) interference.
The ANSP must undertake an assessment of the NAVAID infrastructure. It should be shown to
be sufficient for the proposed operations, including reversionary modes.
3.3.2 Communication and ATS surveillance considerations

This navigation specification is intended for environments where ATS surveillance is either not
available or limited. RNP 1 SIDs/STARs are primarily intended to be conducted in direct
controller-pilot communication environments.
3.3.3 Obstacle clearance, route spacing and separation minima

Detailed guidance on obstacle clearance is provided in PANS-OPS (ICAO Doc 8168, Volume II);
the general criteria in Parts I and III apply, and assume normal operations.
Route spacing for RNP 1 depends on the route configuration, air traffic density and intervention
capability.
3.3.4 Additional considerations

For procedure design and infrastructure evaluation, the normal FTE limit of 0.5nm defined in
the operating procedures is assumed to be a 95 per cent value.
The default alerting functionality of a TSO-C129a sensor (stand-alone or integrated), switches
between terminal alerting (±1nm) and en-route alerting (±2nm) at 30 miles from the airport
reference point (ARP).
3.3.5 Publications
The procedure should rely on normal descent profiles and identify minimum segment altitude
requirements. The navigation data published in the State AIP for the procedures and supporting
NAVAIDs must meet the requirements of Annex 15 — Aeronautical Information Services. All
procedures must be based upon WGS-84 coordinates.

3.4 Navigation specification

3.4.1 Approval process
This navigation specification does not in itself constitute regulatory guidance material against
which either the aircraft or the operator will be assessed and approved. Aircraft are certified
by their State of Manufacture. Operators are approved in accordance with their national
operating rules. This navigation specification provides the technical and operational criteria,
and does not necessarily imply a need for recertification.
Notes:
a) Detailed information on operational approvals is provided in the PBN Manual Doc 9613
Volume I, Attachment C
b) Where appropriate, States may refer to previous operational approvals in order to
expedite this process for individual operators where performance and functionality is
applicable to the current request for operational approval.
3.4.2 Aircraft eligibility

The aircraft eligibility must be determined through demonstration of compliance against the
relevant airworthiness criteria The OEM or the holder of installation approval for the aircraft,
e.g. STC holder, will demonstrate compliance to their National Airworthiness Authority (NAA)
(e.g. EASA, FAA) and the approval can be documented in manufacturer documentation (e.g.
service letters). Aircraft flight manual (AFM) entries are not required provided the State accepts
manufacturer documentation.
Note: Requests for approval to use optional functionality (e.g. RF Legs,) should address the
aircraft and operational requirements as described in the appropriate functional annex to
Volume II.
3.5 Operational approval

3.5.1 Description of aircraft equipment
The operator must have a configuration list and, if necessary, a Minimum Equipment List (MEL)
detailing the required aircraft equipment for RNP 1 operations.
3.5.2 Training documentation

Commercial operators must have a training program addressing the operational practices,
procedures and training items related to RNP 1 operations (e.g. initial, upgrade or recurrent
training for pilots, dispatchers or maintenance personnel).

Note: Operators need not establish a separate training program if they already integrate RNAV
training as an element of their training program. However, the operator should be able to
identify the aspects of RNP 1 covered within their training program.
3.5.3 Operations manuals and checklists

Operations manuals and checklists for commercial operators must address information/
guidance on the standard operating procedures. The appropriate manuals should contain
navigation operating instructions and contingency procedures, where specified. When required
by the State of Operator/Registry, the operator must submit their manuals and checklists for
review as part of the application process.
3.5.4 Minimum Equipment List (MEL) considerations

Any Minimum Equipment List (MEL) revisions necessary to address RNP 1 provisions must be
approved. Operators must adjust the MEL, or equivalent, and specify the required dispatch
conditions.
3.5.5 Continuing airworthiness

The operator must submit the continuing airworthiness instructions applicable to the aircraft’s
configuration and the aircraft’s qualification for this navigation specification. Additionally, there
is a requirement for the operator to submit their maintenance program, including a reliability
program for monitoring the equipment.
Note: The operator should confirm with the OEM, or the holder of installation approval for the
aircraft, that acceptance of subsequent changes in the aircraft configuration e.g. service
bulletins, does not invalidate current operational approvals.
3.6 Aircraft requirements

The aircraft must be equipped with all RNP capability certified or approved to equivalent
standards.
Note: For RNP procedures, the RNP system may only use DME updating when authorized by
the State. The manufacturer should identify any operating constraints (e.g., manual inhibit of
DME) in order for a given aircraft to comply with this requirement.
This is in recognition of States where a DME infrastructure and capable equipped aircraft are
available; those States may establish a basis for aircraft qualification and operational approval
to enable use of DME. It is not intended to imply a requirement for implementation of DME
infrastructure or the addition of RNP capability using DME for RNP operations.

This requirement does not imply an equipment capability must exist providing a direct means
of inhibiting DME updating. A procedural means for the pilots to inhibit DME updating or
executing a missed approach if reverting to DME updating may meet this requirement.
3.6.1 On-board performance monitoring and alerting

Accuracy: - During operations in airspace or on routes designated as RNP 1, the lateral total
system error must be within ±1nm for at least 95 per cent of the total flight time. The along-
track error must also be within ±1nm for at least 95 per cent of the total flight time. To satisfy
the accuracy requirement, the 95 per cent FTE should not exceed 0.5nm.
Note: The use of a deviation indicator with 1 NM full-scale deflection has been found to be an
acceptable means of compliance. The use of an autopilot or flight director has been found to be
an acceptable means of compliance (roll stabilization systems do not qualify).
Integrity: - Malfunction of the aircraft navigation equipment is classified as a major failure
condition under airworthiness regulations (i.e. 1 X 10–5 per hour).
Continuity: - Loss of function is classified as a minor failure condition if the operator can revert
to a different navigation system and proceed to a suitable airport.
On-board performance monitoring and alerting: - The RNP system, or the RNP system and pilot
in combination, shall provide an alert if the accuracy requirement is not met, or if the
probability that the lateral TSE exceeds 1nm is greater than 1 X 10–5.
Signal-in-space: - If using GNSS, the aircraft navigation equipment shall provide an alert if the
probability of signal-in-space errors causing a lateral position error greater than 2nm exceeds
1 X 10–7 per hour.
Note: Compliance with the on-board performance monitoring and alerting requirements does
not imply automatic monitoring of flight technical errors. The on-board monitoring and alerting
function should consist at least of a navigation system error (NSE) monitoring and alerting
algorithm and a lateral deviation display enabling the crew to monitor the flight technical error
(FTE). To the extent operational procedures are used to monitor FTE, the crew procedure,
equipment characteristics, and installation are evaluated for their effectiveness and
equivalence, as described in the functional requirements and operating procedures. Path
definition error (PDE) is considered negligible due to the quality assurance process.

3.7 Criteria for specific navigation systems

RNP 1 is based on GNSS positioning. Positioning data from other types of navigation sensors
may be integrated with the GNSS data provided the other positioning data do not cause
position errors exceeding the total system error (TSE) budget. Otherwise, means should be
provided to deselect the other navigation sensor types.
Note: For RNP procedures, the RNP system may only use DME updating when authorized by the
State. The manufacturer should identify any operating constraints (e.g., manual inhibit of DME)
in order for a given aircraft to comply with this requirement. This is in recognition of States
where a DME infrastructure and capable equipped aircraft are available. Those States may
establish a basis for aircraft qualification and operational approval to enable use of DME. It is
not intended to imply a requirement for implementation of DME infrastructure or the addition
of RNP capability using DME for RNP operations. This requirement does not imply an equipment
capability must exist providing a direct means of inhibiting DME updating. A procedural means
for the pilot to inhibit DME updating or executing a missed approach if reverting to DME
updating may meet this requirement.
3.8 Operating procedures

Airworthiness certification alone does not authorize RNP 1 operations. Operational approval is
also required to confirm the adequacy of the operator’s normal and contingency procedures
for the particular equipment installation.
3.8.1 Pre-flight planning

Operators and pilots intending to conduct operations on RNP 1 SIDs and STARs should file the
appropriate flight plan suffixes.
The on-board navigation data must be current and include appropriate procedures.
Note: Navigation databases are expected to be current for the duration of the flight. If the AIRAC
cycle is due to change during flight, operators and pilots should establish procedures to ensure
the accuracy of the navigation data, including the suitability of navigation facilities used to
define the routes and procedures for flight.
The availability of the NAVAID infrastructure, required for the intended routes, including any
non-RNAV contingencies, must be confirmed for the period of intended operations using all
available information. For aircraft navigating with SBAS receivers, operators should check
appropriate GPS RAIM availability in areas where the SBAS signal is unavailable.

3.8.2 ABAS availability

RAIM levels required for RNP 1 can be verified either through NOTAMs (where available) or
through prediction services. The operating authority may provide specific guidance on how to
comply with this requirement (e.g. if sufficient satellites are available, a prediction may not be
necessary). Operators should be familiar with the prediction information available for the
intended route.
RAIM availability prediction should take into account the latest GPS constellation NOTAMs and
avionics model (when available). The service may be provided by the ANSP, avionics
manufacturer, other entities or through an airborne receiver RAIM prediction capability.
In the event of a predicted, continuous loss of appropriate level of fault detection of more than
five minutes for any part of the RNP 1 operation, the flight planning should be revised (e.g.
delaying the departure or planning a different departure procedure).
RAIM availability prediction software does not guarantee the service; rather, they are tools to
assess the expected capability to meet the required navigation performance. Because of
unplanned failure of some GNSS elements, pilots/ANSP must realize that RAIM or GPS
navigation altogether may be lost while airborne which may require reversion to an alternative
means of navigation. Therefore, pilots should assess their capability to navigate (potentially to
an alternate destination) in case of failure of GPS navigation.

The pilot should comply with any instructions or procedures identified by the manufacturer as
necessary to comply with the performance requirements in this navigation specification.
Operators and pilots should not request or file RNP 1 procedures unless they satisfy all the
criteria in the relevant State documents. If an aircraft not meeting these criteria receives a
clearance from ATC to conduct a RNP 1 procedure, the pilot must advise ATC that he/she is
unable to accept the clearance and must request alternate instructions.
At system initialization, pilots must confirm that the aircraft position has been entered
correctly. Pilots must verify proper entry of their ATC assigned route upon initial clearance and
any subsequent change of route. Pilots must ensure that the waypoint sequence depicted by
their navigation system matches the route depicted on the appropriate chart(s) and their
assigned route.
Pilots must not fly a RNP1 SID or STAR unless it is retrievable by procedure name from the on-
board navigation database and conforms to the charted procedure. However, the procedure
may subsequently be modified through the insertion or deletion of specific waypoints in
response to ATC clearances.

The entry or creation of new waypoints, by manual entry of latitude and longitude or rho/theta
values is not permitted. Additionally, pilots must not change any SID or STAR database waypoint
type from a fly-by to a flyover or vice versa.
Pilots should crosscheck the cleared flight plan by comparing charts or other applicable
resources with the navigation system textual display and the aircraft map display, if applicable.
If required, the exclusion of specific NAVAIDs should be confirmed.
Note: Pilots may notice a slight difference between the navigation information portrayed on the
chart and their primary navigation display. Differences of 3 degrees or less may result from the
equipment manufacturer’s application of magnetic variation and are operationally acceptable.
Crosschecking with conventional NAVAIDs is not required, as the absence of integrity alert is
considered sufficient to meet the integrity requirements. However, monitoring of navigation
reasonableness is suggested, and any loss of RNP capability shall be reported to ATC.
For RNP1 routes, pilots must use a lateral deviation indicator, flight director, or autopilot in
lateral navigation mode. Pilots of aircraft with a lateral deviation display must ensure that
lateral deviation scaling is suitable for the navigation accuracy associated with the
route/procedure (e.g. full-scale deflection: ±1nm for RNP1).
All pilots are expected to maintain centerline, as depicted by on-board lateral deviation
indicators and/or flight guidance during all RNP 1 operations described in this manual, unless
authorized to deviate by ATC or under emergency conditions.
For normal operations, cross-track error/deviation (the difference between the system
computed path and the aircraft position relative to the path, i.e. FTE) should be limited to ±½
the navigation accuracy associated with the procedure (i.e. 0.5nm for RNP 1). Brief deviations
from this standard (e.g. overshoots or undershoots) during and immediately after turns, up to
a maximum of one-times the navigation accuracy (i.e. 1.0nm for RNP 1) are allowable.
Note: Some aircraft do not display or compute a path during turns, but are still expected to
satisfy the above standard during intercepts following turns and on straight segments.
If ATC issues a heading assignment that takes an aircraft off a route, the pilot should not modify
the flight plan in the RNP system until a clearance is received to rejoin the route or the
controller confirms a new route clearance. When the aircraft is not on the published RNP 1
route, the specified accuracy requirement does not apply.
Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain
its desired track and are not recommended. Pilots should recognize that manually selectable
aircraft bank-limiting functions might reduce their ability to satisfy ATC path expectations,
especially when executing large angle turns. This should not be construed as a requirement to

deviate from aeroplane flight manual procedures; pilots should be encouraged to limit the
selection of such functions within accepted procedures.
3.9.1 Aircraft with RNP selection capability

Pilots of aircraft with RNP input selection capability should select RNP 1 or lower, for RNP 1 SIDs
and STARs.
3.9.2 RNP 1 SID specific requirements

Prior to commencing take-off, the pilot must verify the aircraft’s RNP 1 system is available,
operating correctly, and the correct airport and runway data are loaded. Prior to flight, pilots
must verify their aircraft navigation system is operating correctly and the correct runway and
departure procedure (including any applicable en-route transition) are entered and properly
depicted. Pilots who are assigned a RNP 1 departure procedure and subsequently receive a
change of runway, procedure or transition must verify the appropriate changes are entered and
available for navigation prior to take-off. A final check of proper runway entry and correct route
depiction, shortly before take-off, is recommended.
3.9.3 Engagement altitude

The pilot must be able to use RNP 1 equipment to follow flight guidance for lateral navigation
e.g., LNAV no later than 153 m (500 ft) above airport elevation.
Pilots must use an authorized method (lateral deviation indicator/navigation map display/flight
director/autopilot) to achieve an appropriate level of performance for RNP 1.
GNSS aircraft. When using GNSS, the signal must be acquired before the take-off roll
commences.
If the departure begins at a runway waypoint, then the departure airport does not need to be
in the flight plan to obtain appropriate monitoring and sensitivity. If the RNP 1 SID extends
beyond 30nm from the ARP and a lateral deviation indicator is used, its full-scale sensitivity
must be selected to not greater than 1nm between 30nm from the ARP and the termination of
the RNP 1 SID.
For aircraft using a lateral deviation display (i.e. navigation map display), the scale must be set
for the RNP1 SID, and the flight director or autopilot should be used.

3.9.4 RNP 1 STAR specific requirements

Prior to the arrival phase, the pilot should verify that the correct terminal route has been
loaded. The active flight plan should be checked by comparing the charts with the map display
(if applicable) and the MCDU. This includes confirmation of the waypoint sequence,
reasonableness of track angles and distances, any altitude or speed constraints, and, where
possible, which waypoints are fly-by and which are flyover.
If required by a route, a check will need to be made to confirm that updating will exclude a
particular NAVAID. A route must not be used if doubt exists as to the validity of the route in the
navigation database.
Note: As a minimum, the arrival checks could be a simple inspection of a suitable map display
that achieves the objectives of this paragraph.
The creation of new waypoints by manual entry into the RNP 1 system by the pilot would
invalidate the route and is not permitted.
Where the contingency procedure requires reversion to a conventional arrival route, necessary
preparations must be completed before commencing the RNP 1 procedure.
Procedure modifications in the terminal area may take the form of radar headings or “direct
to” clearances and the pilot must be capable of reacting in a timely fashion. This may include
the insertion of tactical waypoints loaded from the database. Manual entry or modification by
the pilot of the loaded route, using temporary waypoints or fixes not provided in the database
is not permitted
Pilots must verify their aircraft navigation system is operating correctly and the correct arrival
procedure and runway (including any applicable transition) are entered and properly depicted.
Although a particular method is not mandated, any published altitude and speed constraints
must be observed.
Aircraft using a lateral deviation display (i.e. navigation map display), the scale must be set for
the RNP 1 STAR, and the flight director or autopilot should be used.


The pilot must notify ATC of any loss of the RNP capability (integrity alerts or loss of navigation),
together with the proposed course of action. If unable to comply with the requirements of a
RNP 1 SID or STAR for any reason, pilots must advise ATS as soon as possible. The loss of RNP
capability includes any failure or event causing the aircraft to no longer satisfy the RNP 1
requirements of the route.
In the event of communications failure, the pilot should continue with the published lost
communications procedure.
3.11 Navigation database

The navigation database must be obtained from an approved supplier. Discrepancies that
invalidate a SID or STAR must be reported to the navigation database supplier and the affected
SID or STAR must be prohibited by an operator’s notice to its pilots.
Aircraft operators should consider the need to conduct periodic checks of the operational
navigation databases in order to meet existing quality system requirements.
Note: To minimize path definition error, the database should comply with DO 200A, or an
equivalent operational means must be in place to ensure database integrity for the RNP1 SIDs
or STARs.

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FLIGHT CREW TRAINING PROGRAM Navigation RNP APPROACH
IMPLEMENTING RNP APPROACH

4.1 Introduction
This guidance material addresses approach applications based on GNSS which are classified
RNP APCH in accordance with the PBN concept and give access to minima designated as LNAV
or LNAV/VNAV.
This guidance material provides guidance to States implementing RNP APCH operations down
to LNAV or LNAV/VNAV minima (excluding RNP AR APCH) and provides the operator with a
combination of European and United States RNAV airworthiness and operational criteria. For
existing stand-alone and multi-sensor RNP systems using GNSS, compliance with both European
(EASA AMC 20-27) and United States (FAA AC 20-138A, AC 20-130A or TSO C115b) guidance
assures automatic compliance with this ICAO specification, obviating the need for further
assessment or AFM documentation. An operational approval to this standard allows an
operator to conduct RNP APCH operations down to LNAV or LNAV/VNAV minima globally.
Note: The aircraft may use GNSS-based vertical guidance to conduct RNP APCH operations
down to LNAV/VNAV minima.
4.2 ANSP (air navigation service provider) considerations

4.2.1 NAVAID infrastructure
The RNP APCH specification is based on GNSS to support RNP APCH operation down to LNAV
or LNAV/VNAV minima.
The missed approach segment may be based upon the conventional NAVAID (e.g. VOR, DME,
and NDB). The acceptability of the risk of loss of RNP APCH capability for multiple aircraft due
to satellite failure or loss of on-board monitoring and alerting functions (e.g. RAIM holes), must
be considered by the responsible airspace authority.
4.3 Operational approval

The operator must have a configuration list and, if necessary, a Minimum Equipment List (MEL)
detailing the required aircraft equipment for RNP APCH operations to LNAV and/or LNAV/VNAV
minima.
Operators need not establish a separate training program if they already integrate RNAV
training as an element of their training program. However, the operator should be able to
identify the aspects of RNP APCH operations to LNAV and/or LNAV/VNAV minima covered
within their training program.

4.3.1 Aircraft eligibility

The aircraft eligibility must be determined through demonstration of compliance against the
relevant airworthiness criteria.
4.3.2 Aircraft requirements

4.3.2.1 On board performance monitoring and alerting
Accuracy: - During operations on the initial and intermediate segments and for the RNAV
missed approach, of an RNP APCH, the lateral total system error must be within ±1nm for at
least 95 per cent of the total flight time. The along-track error must also be within ±1nm for at
least 95 per cent of the total flight time.
During operations on the final approach segment of an RNP APCH down to LNAV or LNAV/VNAV
minima, the lateral total system error must be within ±0.3nm for at least 95 per cent of the
total flight time. The along-track error must also be within ±0.3nm for at least 95 per cent of
the total flight time.
To satisfy the accuracy requirement, the 95 percent FTE (Flight technical error) should not
exceed 0.5nm on the initial and intermediate segments, and for the RNAV missed approach, of
an RNP APCH. The 95 per cent FTE should not exceed 0.25nm on the final approach segment of
an RNP APCH.
Note: The use of a deviation indicator with 1nm full-scale deflection on the initial and
intermediate segments, and for the RNAV missed approach and 0.3nm full-scale deflection on
the final approach segment, has been found to be an acceptable means of compliance.
The use of an autopilot or flight director has been found to be an acceptable means of
compliance (roll stabilization systems do not qualify).
Malfunction of the aircraft navigation equipment is classified as a major failure condition
under airworthiness regulations (i.e. 10–5 per hour).
Continuity: - Loss of function is classified as a minor failure condition if the operator can revert
to a different navigation system and proceed to a suitable airport.
On-board performance monitoring and alerting: During operations on initial and intermediate
segments and for the RNAV missed approach of an RNP APCH, the RNP system, or RNP system
and pilot in combination, shall provide an alert if the accuracy requirement is not met.
During operations on the final approach segment of an RNP APCH down to LNAV or LNAV/VNAV
minima, RNP system, or the RNP system and pilot in combination, shall provide an alert if
accuracy requirement is not met.

Notes: There are no RNP APCH requirements for the missed approach if it is based on
conventional means (VOR, DME, NDB) or on dead reckoning.
Capability of manual inhibit of DME.
4.4 Criteria for specific navigation systems

RNP APCH is based on GNSS positioning. Positioning data from other types of navigation sensors
may be integrated with the GNSS data provided the other positioning data do not cause
position errors exceeding the total system error (TSE) budget, or if means are provided to
deselect the other navigation sensor types.
4.5 Functional requirements

Navigation displays and required functions:
Navigation data, including to/from indication, and a failure indication, must be displayed on a
lateral deviation display (CDI, (EHSI) and/or a navigation map display. These must be used as
primary flight instruments for the navigation of the aircraft, for maneuvers anticipation and for
failure/status/integrity indication:
a) The displays must be visible to the pilot and located in the primary field of view (±15
degrees from the pilot’s normal line of sight) when looking forward along the flight path;
b) The lateral deviation display scaling should agree with any alerting and annunciation
limits;
c) The lateral deviation display must also have a full-scale deflection suitable for the
current phase of flight and must be based on the total system error (TSE) requirement.
Scaling is ±1nm for the initial and intermediate segments and ±0.3nm for the final
segment;
d) The display scaling may be set automatically by default logic or set to a value obtained
from a navigation database. The full-scale deflection value must be known or must be
available for display to the pilot appropriate with approach values;
e) As an alternate means, a navigation map display must give equivalent functionality to a
lateral deviation display with appropriate map scales (scaling may be set manually by
the pilot). To be approved, the navigation map display must be shown to meet the TSE
requirements;
f) It is highly recommended that the course selector of the deviation display is
automatically slaved to the RNAV computed path;
Note: This does not apply for installations where an electronic map display contains a
graphical display of the flight path and path deviation.

g) A flight director and/or autopilot is not required for this type of operation, however, if
the lateral TSE cannot be demonstrated without these systems, it becomes
mandatory. In this case, coupling to the flight director and/or automatic pilot from the
RNP system must be clearly indicated at the cockpit level; and
h) Enhanced navigation display (e.g. electronic map display or enhanced EHSI) to improve
lateral situational awareness, navigation monitoring and approach verification (flight
plan verification) could become mandatory if the RNAV installation does not support
the display of information necessary for the accomplishment of these crew tasks.
4.5.1 The following system functions are required as a minimum

a) The capability to continuously display to the pilot flying, on the primary flight
instruments for navigation of the aircraft (primary navigation display), the RNAV
computed desired path and aircraft position relative to the path. For aircraft where the
minimum flight crew is two pilots, the means for the pilot not flying to verify the desired
path and the aircraft position relative to the path must also be provided.
b) A navigation database, containing current navigation data officially promulgated for civil
aviation, which can be updated in accordance with the aeronautical information
regulation and control (AIRAC) cycle and from which approach procedures can be
retrieved and loaded into the RNP system. The stored resolution of the data must be
sufficient to achieve the required track-keeping accuracy. The database must be
protected against pilot modification of the stored data.
c) The means to display the validity period of the navigation data to the pilot.
d) The means to retrieve and display data stored in the navigation database relating to
individual waypoints and NAVAIDs, to enable the pilot to verify the procedure to be
flown.
e) Capacity to load from the database into the RNP system the whole approach to be
flown. The approach must be loaded from the database, into the RNP system, by its
name.
f) The means to display the following items, either in the pilot’s primary field of view, or
on a readily accessible display page:
 The identification of the active (To) waypoint;
 The distance and bearing to the active (To) waypoint; and
 The ground speed or time to the active (To) waypoint.

g) The means to display the following items on a readily accessible display page:
 The display of distance between flight plan waypoints;
 The display of distance to go;
 The display of along-track distances; and
 The active navigation sensor type, if there is another sensor in addition to the GNSS
sensor.
h) The capability to execute a “Direct to” function.
i) The capability for automatic leg sequencing with the display of sequencing to the pilot.
j) The capability to execute procedures extracted from the on-board database, including
the capability to execute flyover and fly-by turns.
k) The capability to automatically execute leg transitions and maintain tracks consistent
with the following path terminators, or their equivalent:
Path Terminators
• Initial fix (IF) • Track to fix (TF) • Direct to fix (DF)
Figure 1: TF to TF Transition

TF RF
Arc
Center
Great Circle track Constant radius to a fix

between two fixes
Figure 2: Common Path Terminators
Figure 3: CA Path Terminator Example
i) The capability to display an indication of the RNP system failure, including the associated
sensors, in the pilot’s primary field of view.
j) The capability to indicate to the crew when NSE alert limit is exceeded (alert provided
by the “on-board performance monitoring and alerting function”).
k) The capability to automatically load numeric values for courses and tracks from the RNP
system database.

4.6 Operating procedures

Airworthiness certification alone does not authorize an operator to conduct an RNP APCH
operation down to LNAV or LNAV/VNAV minima. Operational approval is also required to
confirm the adequacy of the operator’s normal and contingency procedures for the particular
equipment installation.
4.6.1 Pre-flight planning

Operators and pilots intending to conduct operations using an RNP APCH procedure must file
the appropriate flight plan suffixes and the on-board navigation data must be current and
include appropriate procedures.
Note: Navigation databases are expected to be current for the duration of the flight. If the AIRAC
cycle is due to change during flight, operators and pilots should establish procedures to ensure
the accuracy of navigation data, including the suitability of navigation facilities used to define
the routes and procedures for the flight.
In addition to the normal pre-flight planning checks, the following must be included:
a) The pilot must ensure that approaches which may be used for the intended flight
(including alternate aerodromes) are selected from a valid navigation database (current
AIRAC cycle), have been verified by the appropriate process (navigation database
integrity process) and are not prohibited by a company instruction or NOTAM;
b) Subject to a State’s regulations, during the pre-flight phase, the pilot should ensure
sufficient means are available to navigate and land at the destination or at an alternate
aerodrome in the case of loss of RNP APCH airborne capability;
c) Operators and pilots must take account of any NOTAMs or operator briefing material
that could adversely affect the aircraft system operation, or the availability or suitability
of the procedures at the airport of landing, or any alternate airport; and
d) For missed approach procedures based on conventional means (VOR, NDB), operators
and pilots must ensure that the appropriate airborne equipment required for this
procedure is installed in the aircraft and is operational and that the associated ground-
based NAVAIDs are operational.
The availability of the NAVAID infrastructure, required for the intended routes, including any
non-RNAV contingencies, must be confirmed for the period of intended operations using all
available information. Since GNSS integrity (RAIM or SBAS signal) is required by regulations, the
availability of these should also be determined as appropriate. For aircraft navigating with SBAS
receivers, operators should check appropriate GPS RAIM availability in areas where the SBAS
signal is unavailable.

4.6.2 GNSS availability

a) ABAS availability
RAIM levels required for RNP APCH down to LNAV or LNAV/VNAV minima can be verified
either through NOTAMs (where available) or through prediction services. The operating
authority may provide specific guidance on how to comply with this requirement (e.g. if
sufficient satellites are available, a prediction may not be necessary). Operators should be
familiar with the prediction information available for the intended route.
RAIM availability prediction should take into account the latest GPS constellation NOTAMs
and avionics model (when available). The service may be provided by the ANSP (Air
navigation service provider), avionics manufacturer, and other entities, or through an
airborne receiver RAIM prediction capability.
In the event of a predicted, continuous loss of appropriate level of fault detection of more
than five minutes for any part of the RNP APCH operation, the flight planning should be
revised (e.g. delaying the departure or planning a different departure procedure).
RAIM availability prediction software does not guarantee the service, rather they are tools
to assess the expected capability of meeting the required navigation performance. Because
of unplanned failure of some GNSS elements, pilots/ANSP should realize that RAIM or GPS
navigation altogether may be lost while airborne which may require reversion to an
alternative means of navigation. Therefore, pilots should assess their capability to navigate
(potentially to an alternate destination) in case of failure of GPS navigation.
4.6.3 Prior to commencing the procedure

In addition to the normal procedure prior to commencing the approach (before the IAF and in
compatibility with crew workload), the pilot must verify the correct procedure was loaded by
comparison with the approach charts. This check must include:
a) The waypoint sequence; and
b) Reasonableness of the tracks and distances of the approach legs, and the accuracy of
the inbound course and length of the final approach segment.
Note: As a minimum, this check could be a simple inspection of a suitable map display that
achieves the objectives of this paragraph.
The pilot must also check using the published charts, the map display or control display unit
(CDU), which waypoints are fly-by and which are flyover.

ATC tactical interventions in the terminal area may include radar headings, “direct to”
clearances which bypass the initial legs of an approach, interception of an initial or intermediate
segment of an approach, or the insertion of waypoints loaded from the database. In complying
with ATC instructions, the pilot should be aware of the implications for the RNP system:
a) The manual entry of coordinates into the RNP system by the pilot for operation within
the terminal area is not permitted; and
b) “Direct to” clearances may be accepted to the intermediate fix (IF) provided that the
resulting track change at the IF does not exceed 45 degrees.
Note: “Direct to” clearance to FAF is not acceptable.
The lateral definition of the flight path between the FAF and missed approach point (MAPt)
must not be revised by the pilot under any circumstances.
4.6.4 During the procedure

The aircraft must be established on the final approach course no later than the FAF before
starting the descent (to ensure terrain and obstacle clearance).
The crew must check the approach mode annunciator (or equivalent) is properly indicating
approach mode integrity within 2nm before the FAF.
Note: This will not apply for certain RNP systems (e.g. aircraft already approved with
demonstrated RNP capability). For such systems, other means are available including electronic
map displays, flight guidance mode indications, etc., which clearly indicate to the crew that the
approach mode is activated.
a) The appropriate displays must be selected so that the following information can be
monitored:
 The RNAV-computed desired path (DTK); and
 The aircraft position relative to the path (cross-track deviation) for FTE monitoring.
b) The procedure must be discontinued:
 If the navigation display is flagged invalid; or
 In case of loss of integrity (LOI) alerting function; or
 If integrity alerting function is annunciated “not available” before passing the FAF;
or
 If FTE is excessive.

c) The missed approach must be flown in accordance with the published procedure. Use
of the RNP system during the missed approach is acceptable, provided:
 The RNP system is operational (e.g. no loss of function, no NSE alert, no failure
indication); and
 The whole procedure (including the missed approach) is loaded from the navigation
database.
During the RNP APCH procedure, pilots must use a lateral deviation indicator, flight director
and/or autopilot in lateral navigation mode. Pilots of aircraft with a lateral deviation indicator
(e.g. CDI), must ensure that lateral deviation indicator scaling (full-scale deflection) is suitable
for the navigation accuracy associated with the various segments of the procedure (i.e. ±1.0nm
for the initial and intermediate segments, ±0.3nm for the final approach segment down to LNAV
or LNAV/VNAV minima, and ±1.0nm for the missed approach segment).
All pilots are expected to maintain procedure centerlines, as depicted by on-board lateral
deviation indicators and/or flight guidance during the whole approach procedure, unless
authorized to deviate by ATC or under emergency conditions.
For normal operations, cross-track error/deviation (the difference between the RNP system
computed path and the aircraft position relative to the path) should be limited to ±½ the
navigation accuracy associated with the procedure (i.e. 0.5nm for the initial and intermediate
segments, 0.15nm for the final approach segment, and 0.5nm for the missed approach
segment). Brief deviations from this standard (e.g. overshoots or undershoots) during and
immediately after turns, up to a maximum of one-times the navigation accuracy (i.e. 1.0nm for
the initial and intermediate segments), are allowable.
Notes:
a) Some aircraft do not display or compute a path during turns, but are still expected to
satisfy the above standard during intercepts following turns and on straight segments.
b) Pilots must execute a missed approach if the lateral deviations or vertical deviations, if
provided, exceed the criteria above, unless the pilot has in sight the visual references
required to continue the approach.


Operators and pilots must not request an RNP APCH procedure unless they satisfy all the
criteria in the relevant State documents. If an aircraft not meeting these criteria receives a
clearance from ATC to conduct an RNP APCH procedure, the pilot must advise ATC that they
are unable to accept the clearance and must request alternate instructions.
The pilot must comply with any instructions or procedures identified by the manufacturer as
necessary to comply with the performance requirements in this navigation specification.
If the missed approach procedure is based on conventional means (e.g. NDB, VOR, DME),
related navigation equipment must be installed and be serviceable.
Pilots are encouraged to use flight director and/or autopilot in lateral navigation mode, if
available.

The pilot must notify ATC of any loss of the RNP APCH capability, together with the proposed
course of action. If unable to comply with the requirements of an RNP APCH procedure, pilots
must advise ATS as soon as possible. The loss of RNP APCH capability includes any failure or
event causing the aircraft to no longer satisfy the RNP APCH requirements of the procedure.
The operator should develop contingency procedures in order to react safely following the loss
of the RNP APCH capability during the approach.
In the event of communications failure, the pilot must continue with the RNP APCH in
accordance with the published lost communication procedure.
4.9 Pilot knowledge and training

The training program must provide sufficient training (e.g. simulator, training device, or aircraft)
on the aircraft’s RNP system to the extent that the pilots are not just task oriented, this includes:
a) The information in the PBN manual;
b) The meaning and proper use of RNP systems;
c) Procedure characteristics as determined from chart depiction and textual description;
d) Knowledge regarding depiction of waypoint types (flyover and fly-by), required path
terminators (IF, TF, DF) and any other types used by the operator as well as associated
aircraft flight paths;
e) Knowledge on the required navigation equipment in order to conduct RNP APCH
operations. (at least one RNP system based on GNSS);

f) Knowledge of RNP system-specific information:

 Levels of automation, mode annunciations, changes, alerts, interactions, reversions,
and degradation;
 Functional integration with other aircraft systems;
 The meaning and appropriateness of route discontinuities as well as related pilot
procedures;
 Monitoring procedures for each phase of flight;
 Types of navigation sensors utilized by the RNP system and associated system
prioritization/weighting/logic;
 Turn anticipation with consideration to speed and altitude effects; and
 Interpretation of electronic displays and symbols;
g) Knowledge of RNAV equipment operating procedures, as applicable, including how to
perform the following actions:
 Verify currency of the aircraft navigation data;
 Verify the successful completion of RNP system self-tests; Performance-based
Navigation;
 Initialize RNP system position;
 Retrieve and fly an RNP APCH;
 Adhere to speed and/or altitude constraints associated with an approach procedure;
 Fly interception of an initial or intermediate segment of an approach following ATC
notification;
 Verify waypoints and flight plan programming;
 Fly direct to a waypoint;
 Determine cross-track error/deviation;
 Insert and delete route discontinuity;
 When required by the State aviation authority, perform gross navigation error check
using conventional NAVAIDs; and
 Change arrival airport and alternate airport;
h) Knowledge of operator-recommended levels of automation for phase of flight and
workload, including methods to minimize cross-track error to maintain procedure
centerline;
i) Knowledge of radio telephony phraseology for RNP applications; and
j) Ability to conduct contingency procedures following RNP system failures.

4.10 Navigation database

The navigation database should be obtained from a supplier that complies with RTCA
200A/EUROCAE document ED 76, Standards for Processing Aeronautical Data. A Letter of
Acceptance (LOA) issued by the appropriate regulatory authority demonstrates compliance
with this requirement (e.g. FAA LOA issued in accordance with FAA AC 20-153 or EASA LOA
issued in accordance with EASA OPINION Nr. 01/2005.

Intentionally
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KUWAIT AIRWAYS Performance Based B777
FLIGHT CREW TRAINING PROGRAM Navigation RNP APCH
B777 RNP APPROACH

5.1 Introduction and definitions
5.1.1 RNP approaches
 RNAV approach is an instrument approach procedure that relies on airplane area
navigation equipment for navigational guidance. The FMS on Boeing airplanes is FAA-
certified RNAV equipment that provides lateral and vertical guidance referenced from
an FMS position. The FMS uses multiple sensors (as installed) for position updating to
include GPS, DME-DME, VOR-DME, LOC-GPS, and IRS.
 GPS approach is an approach designed for use by airplanes using stand-alone GPS
receivers as the primary means of navigation guidance. However, Boeing airplanes using
FMS as the primary means of navigational guidance, have been approved by the FAA to
fly GPS approaches provided an RNP of 0.3 or smaller is used.
Note: A manual FMC entry of 0.3 RNP is required if not automatically provided.
5.1.2 RNP specifications
5.1.3 Global navigation satellite system:

GPS is a satellite based radio navigation system that utilizes range measurements from GPS
satellites to determine precise position almost anywhere in the world.

5.1.4 Global navigation satellite systems worldwide
5.1.5 GPS system

a) Thirty- two (32) satellites managed by USAF provide 24- hour, all weather global
coverage.
b) Satellites are equipped with atomic clocks.
c) Minimum of four (4) satellites signals enable receivers to triangulate position and
time.
d) System is passive (unlimited number of users).
5.1.6 Total system error (TSE)

TSE is the sum of the following
a) Path Definition Error;
b) Navigation system Error;
c) RNAV computation Error;
d) Display system Error;
e) Flight Technical Error (FTE), sometime described as “ability to fly the flight director”.

5.1.7 Airplanes without Navigation Performance Scales (NPS)

For airplanes without NPS, the crew must refer to the FMC PROGRESS page for XTK and VTK
information during the approach.
If a deviation occurs, and the correction back to course is not immediate, then the PM should
refer to the FMC PROGRESS page and notify the PF if the maximum allowable deviations are
reached. Normally XTK should not exceed 1.0 x RNP during RNP operations.
During the Approach an immediate recovery action should be taken when a deviation exceeds
½ navigation accuracy and a go-around conducted if the deviation exceeds 1 x RNP 0.3
navigation accuracy.
When conducting LNAV/VNAV approach, the primary means of obstacle clearance is provided
by VNAV system rather than the altimeter and adherence to the vertical flight path within
reasonable tolerance is required. Vertical deviation from the defined path should be limited to
± 75ft.
Note: An excessive cross-track error does not result in a crew alert.
During RNP approach operation, anytime the deviation exceeds the limit the crew may change
to a non-RNP procedure. If unable, the crew should execute a missed approach unless suitable
visual reference is already established. In the event of a missed approach, the crew may
consider requesting an alternate clearance.

5.1.8 Lateral containment limit (region)

The containment limit specifies an additional requirement on navigation system uncertainty
beyond the ICAO concept of 95 percent accuracy performance. The lateral (cross-track)
dimension of this containment limit is twice the size of the RNP value and centered on the
airplane's defined path. The navigation system must ensure that the airplane remain within this
containment region 99.999 percent of the flight time. This outer linear containment region will
be used to assess the safe separation of airplanes and obstacle clearance when developing
routes, areas, and procedures.
This means that the crew will be alerted when the Total System Error (TSE) can be greater than
the containment limit. (e.g., for RNP-0.3 RNAV the containment region is 0.6nm).
5.1.9 Decision altitude or height - DA(H)

A Decision Altitude or Height is a specified altitude or height in an some approaches using a
VNAV path where a missed approach must be initiated if the required visual reference to
continue the approach has not been established. The “Altitude” value is typically measured by
a barometric altimeter and is the determining factor for minima for RNAV using VNAV. The
“Height” value specified in parenthesis, typically a RA height above the touchdown zone (HAT),
is advisory. The RA may not reflect actual height above terrain.

5.1.10 Decision altitude (DA (H)) or minimum descent altitude (MDA (H))
When specifically authorized by the appropriate regulatory authority, non-ILS approaches
may be flown to the following minima:
a) A published VNAV DA (H)
b) A published MDA (H) used as a decision altitude. Approach and Missed Approach
If not specifically authorized to use the MDA (H) as a DA (H), use the MDA (H) specified for the
777 Flight Crew Training Manual
instrument procedure being flown.
STRAIGHT-IN LANDING RWY 28R CIRCLE-TO-LAND

LPV LNAV/VNAV LNAV
DA(H) 263' (250') DA(H) 822' (809') MDA(H) 1040' (1027')
ALS out ALS out ALS out Max
Kts MDA(H)
A RVR 40 or 3 4 RVR 60 or 1 4 90
1
1040'
(1027') - 11 4
2
B RVR 50 or 1 11
2 120 1040' (1027') - 11 2
RVR 24 RVR 40
C or 1 2 or 3 4 21 4 23 4 140 1040' (1027') - 3
21 2 3
D 21 2 165 1060' (1147') - 3
Note: Some
Note:non-ILS approaches
Some non-ILS specify specify
approaches a VNAVaDA (H). DA(H).
VNAV Regulations may require
Regulations may use of the
autopilot in therequire
VNAV use
PTHofmode to permitinuse
the autopilot the of the DA
VNAV (H).mode to permit use of the
PTH
DA(H).
Note: If using an MDA (H), the crew may wish to set the barometric minimums selector at MDA
(H) + 50Note: If using an
feet. Initiating a MDA(H), the crewapproximately
missed approach may wish to set50the barometric
feet above theminimums
MDA (H) may be
selector at MDA(H) + 50 feet. Initiating a missed approach approximately
necessary to avoid descending below the MDA (H) during the missed approach. This technique
50 feet above the MDA(H) may be necessary to avoid descending below
is an acceptable means of complying with the MDA (H) during constant angle non-ILS
the MDA(H) during the missed approach. This technique is an acceptable
approaches where meansa level off at MDA
of complying (H)the
with is not planned.
MDA(H) during constant angle non-ILS
When reachingapproaches
the DA (H) where
or MDA a level offprepared
(H), be at MDA(H) is not planned.
to disengage the autopilot in accordance
with regulatory requirements.
When reaching the DA(H)Land oror execute be
MDA(H), an prepared
immediate go-around.the autopilot in
to disengage
accordance with regulatory requirements. Land or execute an immediate
The pilot monitoring should expand the instrument scan to include outside visual cues when
go-around.
approaching DA (H) or MDA (H). Do not continue the approach below DA (H) or MDA (H) unless
The pilot monitoring should expand the instrument scan to include outside visual
the airplane is in a position from which a normal approach to the runway of intended landing
cues when approaching DA(H) or MDA(H). Do not continue the approach below
can be made
DA(H)and suitable visual
or MDA(H) unlessreference
the airplanecanisbe
in maintained.
a position fromUpon arrival
which at DA (H) or MDA
a normal
(H) or any time thereafter,
approach if anyofofintended
to the runway the above requirements
landing can be made are and
not suitable
met, immediately
visual execute
reference can be maintained.
the missed approach procedure. Upon arrival at DA(H) or MDA(H) or any time
thereafter, if any of the above requirements are not met, immediately execute the
When suitable visual reference
missed approach is established, maintain the descent path to the flare. Do not
procedure.
descend below the visual glide path. While VNAV PTH guidance may still be used as a reference
When suitable visual reference is established, maintain the descent path to the
once theflare.
airplane is below
Do not DAbelow
descend (H) or MDA (H), the
the visual primary
glide meansVNAV
path. While of approach guidance is visual.
PTH guidance
may still
Note: VNAV pathbeguidance
used as atransitions
reference once the flight
to level airplane is below
once DA(H)
the missed or MDA(H),
approach fix is the
passed.
primary means of approach guidance is visual.
Note: VNAV path guidance transitions to level flight once the missed approach
fix is passed.
5.2 Requirements
5.2.1 Approach requirements relating to RNP approach
 One GPS;
 One DME;
 Any additional GPS or DME requirements specified by Operations Specification or by the
selected terminal area procedure must be satisfied;
 RNP values .3nm or smaller;
 No NAV UNABLE RNP alert is displayed during the approach;
 AUTOPILOT;
 FLIGHT DIRECTOR.
5.2.2 Use of the autopilot during approaches

Automatic flight is the preferred method of flying non-ILS approaches. Automatic flight
minimizes flight crew workload and facilitates monitoring the procedure and flight path. During
non-ILS approaches, autopilot use allows better course and vertical path tracking accuracy,
reduces the probability of inadvertent deviations below path, and is therefore recommended
until suitable visual reference is established on final approach.
The lateral deviation display must also have a full-scale deflection suitable for the current phase
of flight and must be based on the total system error (TSE) requirement. As the lateral TSE
cannot be demonstrated, then the Autopilot and flight director are mandatory. In this case,
coupling to the flight director and autopilot from the RNP system must be clearly indicated at
the cockpit level.
5.2.3 Map displays

The map mode should be used to the maximum extent practicable. The map display provides a
plan view of the approach, including final approach and missed approach routing. The map
increases crew awareness of progress and position during the approach.
5.2.4 Use of LNAV

LNAV is the recommended roll mode for the final approach for RNAV or GPS approach. 
To use LNAV for approaches and missed approaches, a proper series of legs/waypoints that
describe the approach route (and missed approach) must appear on the LEGS page.
Approach procedure should be selected through the FMC arrivals page.

5.2.5 Use of VNAV

For RNP approach, or approaches where a DA (H) is used, the waypoints in the navigation
database from the FAF onward may not be modified except to add a cold temperature
correction, when appropriate, to the waypoint altitude constraints.
Currently, the VNAV PTH mode contains no path deviation alerting. For this reason, the
autopilot shall remain engaged until suitable visual reference has been established.
5.2.6 Receiver autonomous integrity monitoring (RAIM)

 GPS Satellites reception is limited by line of sight.
 Without at least four satellites in “view” GPS cannot resolve a position.
 With additional satellite signals, GPS receiver can perform Receiver Autonomous
Integrity Monitoring (RAIM), and also improve accuracy.

5.2.7 GPS position updates

Should be used during all approaches in which the FMC database and approach procedures are
referenced to the WGS-84 reference datum.

5.2.8 Actual Navigation Performance (ANP)

Is a real time calculation of the airplane’s estimated position error (95% probability ), based on
current and past navigation inputs, according to a statistical model in the Flight Management
Computer.
 The B777 FMC displays both RNP and ANP;
 ANP must remain less than the RNP for continued operation
 RNP based operation (RNP APPRCH) includes require crew action if ANP exceeds RNP
Note: Displayed ANP does not include flight technical error (FTE). If the pilot allows the airplane
to stray from the intended path far enough, it may violate the containment region without the
excursion being annunciated.

5.3 RNAV approach preparation

RNAV approaches may be flown provided the RNP being used is equal to or less than the RNP
specified for the approach and is consistent with the AFM demonstrated RNP capability.
a) Select the approach procedure from the arrivals page of the FMC.
 Database Selection
- An approach procedure selected through the FMC arrivals page provides the
simplest method of selecting proper waypoints. Procedures in the database
comply with obstruction clearance criteria for non-ILS approaches.
- No waypoints may be added or deleted between the FAF and the MAP.
 Manual Waypoint Entry
- Due to potentially inadequate terrain clearance, manual waypoint entry should
not be accomplished for RNAV or GPS approaches, nor should this method be
used with VNAV after the FAF.
Note: If additional waypoint references are desired, use the FIX page.
When appropriate, make cold temperature altitude corrections by applying a correction from
an approved table to the waypoint altitude constraints.
The FMC obtains the GP angle displayed on the LEGS page from the navigation database.
This GP angle is based on the standard atmosphere and is used by the FMC to calculate the
VNAV path which is flown using a barometric reference.
When OAT is lower than standard, true altitudes are lower than indicated altitudes. Therefore,
if cold temperature altitude corrections are not made, the effective GP angle is lower than the
value displayed on the LEGS page.
When cold temperature altitude corrections are made, VNAV PTH operation and procedure
tuning function normally; however, the airplane follows the higher of the glide path angle
associated with the approach (if available) or the geometric path defined by the waypoint
altitude constraints.
b) Tune and identify appropriate navaids;
c) Verify/enter the appropriate RNP;
d) Select a straight-in intercept course to the FAF when being radar vectored to final
approach, to enable proper LNAV waypoint sequencing;
e) Set the DA (H) or MDA (H) using the baro minimums selector.

If required to use MDA (H) for the approach minimum altitude, the barometric minimums
selector may be set at MDA + 50 feet to ensure that if a missed approach is initiated, descent
below the MDA (H) does not occur during the missed approach.
Note: The approach RNP value is determined from one of three sources:
 Manual entry by the flight crew;
 FMC default, or the navigation database.
A manual entry overrides all others. If the navigation database contains an RNP value for the
final approach leg, the RNP will appear when the leg becomes active, or up to 30nm prior if the
previous leg does not have an associated RNP value. The FMC default approach RNP will appear
(no manual entry or navigation database value) when passing the approach waypoint, including
approach transitions, or when below 2,000 feet above the destination airport.

5.4 Transition to an instrument approach using VNAV

There are several techniques, which help ensure a smooth descent transition to a non-ILS final
approach where VNAV PTH will be used.
Note: The FAF is normally the waypoint shown on the LEGS page and map display just before
the final approach segment. The following discussions assume the FAF altitude constraint is
set in the MCP while descending toward the FAF.
Technique 1:
If descending to the FAF altitude in FLCH, V/S, or FPA, at approximately 2nm before the FAF
verify that ALT is displayed before setting DA (H) or MDA (H) in the MCP.
If the DA (H) or MDA (H) is set while FLCH, V/S, or FPA is still displayed, the airplane may descend
below the FAF altitude constraint before intercepting the glide path.
After DA (H) or MDA (H) is set, select or verify VNAV and select speed intervention.

Technique 2:
If descending in VNAV PTH before final approach and the situation permits a continuous
descent through final approach, remain in VNAV PTH while configuring the airplane for
approach and landing. The airplane slows automatically to the FAF speed constraint.
Reset the MCP to DA (H) or MDA (H) approximately 2nm before the FAF (waypoint just before
the final approach segment) to prevent level off, and select speed intervention.

Technique 3:
If descending in VNAV SPD, the AFDS changes to VNAV PTH automatically when approaching
the FAF if the airplane is on or below the path.
When the flaps are extended to position 1 or greater and the airplane is below the path, VNAV
PTH engages and the airplane levels off and remains level until intercepting the approach path.
If above the path, the airplane continues to descend and capture the approach path from
above.

Technique 4:
If immediate descent to FAF altitude constraint is required and the airplane has leveled off in
VNAV PTH, select FLCH, descend to the FAF altitude, set DA (H) or MDA (H) in the MCP, then
re-select VNAV and speed intervention. Reset the MCP to the DA(H) or MDA(H) approximately
2nm before the FAF.

Technique 5:
If VNAV ALT has engaged beyond the FAF, set DA (H) or MDA (H) in the MCP and select altitude
intervention without delay to enable continued descent on the final approach path. Execute a
missed approach if the deviation above path becomes excessive enough to prevent achieving a
stabilized approach.
Prior to final approach, the MCP altitude should be set at the appropriate altitude constraint
(normally that for the next waypoint) to assure compliance with approach minimum altitudes
while descending on the approach. To avoid leveling off, reset the MCP to the following
waypoint altitude constraint as soon as the next waypoint altitude constraint is assured.
However, if compliance with an altitude constraint is in question, consider leveling off or
reducing the rate of descent to ensure a safe path.

5.5 Final approach using VNAV

Approaching intercept heading:
 Select flaps 5;
 Ensure LNAV or other appropriate roll mode is armed or engaged;
 Approaching the FAF (approximately 2nm), set the DA (H) or MDA (H) in the MCP
altitude window;
 Select VNAV and ensure VNAV PTH and appropriate roll mode is annunciated;
 Select gear down;
 Flaps 20 and arm the speed brake;
 Use VNAV speed intervention to control speed.
When using LNAV to intercept the final approach course, shallow intercept angles or intercept
angles that result in an overshoot may result in delayed capture of the final approach course.
The FAF should not be crossed and descent should not begin if the airplane is not on the final
approach course.
Note: For approach procedures where the vertical angle (“GP” angle shown on the LEGS page)
begins earlier in the approach (prior to the FAF), the MCP may be set to the DA (H) or MDA (H)
once established on the vertical angle.
When initiating descent on the final approach path, select landing flaps, slow to final approach
speed and do the Landing checklist. If the charted FAF is too close to the runway to permit a
stabilized approach, consider establishing final approach pitch mode and configuring for
approach and landing earlier than specified in the FCOM procedure.
With the MCP altitude set to DA (H) or MDA (H) and the airplane stabilized on the final approach
path, the map altitude range arc assists in determining the visual descent point (VDP). As soon
as the airplane is at least 300 feet below the missed approach altitude and stabilized on final
approach in VNAV PTH, set the MCP altitude to the missed approach altitude. VNAV path
deviation indications on the map display assist in monitoring the vertical profile. The autopilot
tracks the path in VNAV PTH resulting in arrival at, or near, the visual descent point by the DA
(H) or MDA (H).
On the VNAV approach, the missed approach altitude is set after established on the final
descent and more than 300 feet below the missed approach altitude. Some approaches have
missed approach altitudes that are lower than the altitude at which the FAF is crossed. The
flight crew must wait until the airplane is at least 300 feet below the missed approach altitude
before setting the missed approach altitude in the MCP to avoid level off from occurring during
the final approach descent.

5.6 Simulated instrument approach using VNAV

To maintain proficiency, crews may practice instrument approach using VNAV procedures
while flying ILS approaches as follows:
 Insure the ILS is tuned and identified and the ILS raw data is monitored throughout the
approach;
 Track the localizer using LOC or LNAV as the roll mode;
 Use VNAV as the pitch mode to track the GP angle. The GP angle on the approach chart
normally coincides with the ILS glide slope angle;
 Disengage the autopilot by the minimum altitude specified in the Limitations chapter of
the FCOM.
Note: Limit the use of the above technique to VMC weather conditions.
In ambient temperature conditions warmer than ISA standard, the airplane may remain slightly
high relative to the ILS glide slope, and in temperatures colder than ISA standard, the airplane
may remain slightly lower than the ILS glide slope. Discontinue use of this technique and
manually track the localizer and glide slope if localizer or glide slope deviations become
unacceptable.

FEB 2015
Issue 1
Instrument Approach Using VNAV

Approaching intercept heading On RADAR vectors
• Flaps 5 • HDG SEL
• Pitch mode (as needed)
June 30, 2014

5.7 Instrument
KUWAIT AIRWAYS
Instrument
• Flaps 1 Enroute to fix

FLIGHT CREW TRAINING PROGRAM
• Flaps 5 • LNAV or other roll mode

• VNAV or other pitch mode
Approach
Descend to DA(H) or MDA(H)

• Landing flaps (2 engine, optional
Boeing Proprietary. Copyright © Boeing. May

1 engine)
Doc.
FAF
approachUsing
• Do the Landing checklist
be subject
• Verify crossing altitude and
crosscheck altimeters
Intercept heading
VNAV
using VNAV
• Arm LNAV or select 300 feet below missed approach altitude
FCT 777 (TM)

OC/PBN/001
Revision 0
other roll mode

• Set missed approach altitude
Approximately 2 NM from FAF
At DA(H) or MDA(H)
Performance Based
• Verify ALT, VNAV PTH, or VNAV ALT

annunciated • Disengage A/P in accordance
• Set DA(H) or MDA(H) with regulatory requirements
• Select or verify VNAV
• Speed intervention
• Gear down
• Flaps 20 (optional landing flaps 1 engine)
RNP
• Arm speedbrake
B777
Chapter 5
APCH
5.37
Navigation Approach and Missed Approach
to export restrictions under EAR. See title page for details.Page 83

5.8 Landing procedure - instrument approach using VNAV

Use the autopilot during the approach to give:
 autopilot alerts and mode fail indications;
 more accurate course and glide path tracking;
 lower RNP limits.
Note: This procedure is not authorized using QFE.
Pilot Flying Pilot Monitoring

Initially :
 If on radar vectors:
- HDG SEL;
- Pitch mode (as needed).
 If enroute to a fix:
- LNAV or other roll mode;
- VNAV or other pitch mode.
Notify the cabin crew to prepare for landing.
Verify that the cabin is secure.
Call “FLAPS____” according to the flap
Set the flap lever as directed.
extension schedule.
The recommended roll modes for the final approach are:
 For a RNAV or GPS approach
- use LNAV.
 For a LOC-BC, VOR, or NDB approach
- use LNAV.
 For a LOC, SDF, or LDA approach
- use LNAV or LOC.
Verify that the VNAV glide path angle is shown
on the final approach segment of the LEGS
page.
When on the final approach course intercept heading for LOC , LOC-BC, SDF, or LDA:
 Verify that the localizer is tuned and identified;
 Verify that the LOC pointer is shown.
Arm the LNAV or LOC mode
WARNING: When using LNAV to intercept the localizer, LNAV might parallel the localizer
without capturing it. The airplane can then descend on the VNAV path with the localizer
not captured.

Pilot Flying Pilot Monitoring

Use LNAV, HDG SEL, TRK SEL, HDG HOLD,
TRK HOLD to intercept the final approach
course as needed.
Verify that LNAV is engaged or that localizer is captured.
Approximately 2nm before the final
approach fix and after ALT, VNAV PTH, or
VNAV ALT is annunciated:
 Verify that the autopilot is engaged; Approximately 2nm before the final approach
fix, call “APPROACHING GLIDE PATH.”
 Set DA(H) or MDA(H) on the MCP;
 Select or verify VNAV;
 Select or verify speed intervention.
Call:
“GEAR DOWN” Set the landing gear lever to DN
“FLAPS 20” Set the flap lever to 20
Set the SPEEDBRAKE lever to ARMED.
Beginning the final approach descent, call
Set the flap lever as directed.
“FLAPS _” as needed for landing.
Call “LANDING CHECKLIST.” Do the LANDING checklist.
When at least 300 feet below the missed
approach altitude set the missed approach
altitude on the MCP
At the final approach fix, verify the crossing altitude and crosscheck the altimeters.
Monitor the approach.
If suitable visual reference is established at
MDA(H), DA(H), or the missed approach
point, disengage the autopilot in
accordance with regulatory requirements.
Maintain the glide path to landing.

5.9
FEB 2015
Issue 1
Instrument Approach Using V/S or FPA

On RADAR vectors
Approaching intercept heading
• HDG SEL
• Flaps 5
KUWAIT AIRWAYS
June 30, 2014

Instrument
• Pitch mode (as needed)
Enroute to fix
• Flaps 1 • LNAV or other roll mode
• Flaps 5 • VNAV or other pitch mode
InstrumentApproach
Descend to MDA(H)
• Landing flaps (2 engine,
approach Using
optional 1 engine)
FAF • Set V/S or FPA
using V/S
• Do the Landing checklist

V/S or
Intercept heading Approximately 300 feet above MDA(H)
FCT 777 (TM)
Doc. OC/PBN/001
Revision 0
• Arm LNAV or select • Set missed approach altitude

or FPA
Navigation
other roll mode

At MDA(H)
Performance Based
Approximately 2 NM from FAF • Disengage A/P in accordance

• Set MDA(H) with regulatory requirements
• Gear down
• Flaps 20
(optional landing flaps 1 engine)
• Arm speedbrake
FPA (LNAV minimum)
Boeing Proprietary. Copyright © Boeing. May be subject to export restrictions under EAR. See title page for details.
B777
5.43
Approach and Missed Approach
Chapter 5
RNP APCH
Page 86
5.10 Approach preparation for using V/S or FPA (LNAV minimum)

Select the approach procedure from the arrivals page of the FMC. Tune and identify appropriate
navaids. If additional waypoint references are desired, use the FIX page. To enable proper LNAV
waypoint sequencing, select a straight-in intercept course to the FAF when being radar
vectored to final approach. Verify/enter the appropriate RNP and set the MDA(H) using the
baro minimums selector. If required to use MDA(H) for the approach minimum altitude, the
barometric minimums selector may be set at MDA + 50 feet to ensure that if a missed approach
is initiated, descent below the MDA(H) does not occur during the missed approach.
5.11 Final approach using V/S or FPA (LNAV minimum)

Approaching intercept heading, select flaps 5 and ensure LNAV or other appropriate roll mode
is armed or engaged. Approaching the FAF (approximately 2nm), set the MCP altitude window
to the first intermediate altitude constraint, or MDA(H) if no altitude constraint exists. If the
altitude constraint is not at an even 100 foot increment, set the MCP altitude to the nearest
100 foot increment below the altitude constraint. The MDA(H) may be set within 10 feet as
long as the minimums are set using the minimums selector. Select gear down, flaps 20, arm the
speedbrake and adjust speed.
When initiating descent to MDA(H), select landing flaps, slow to final approach speed and do
the Landing checklist. If the charted FAF is too close to the runway to permit a stabilized
approach, consider establishing final approach pitch mode and configuring for approach and
landing earlier than specified in the FCOM procedure.
At or after the FAF, select V/S or FPA mode and descend at appropriate vertical speed, or flight
path angle, to arrive at the MDA(H) at a distance from the runway (VDP) to allow a normal
landing profile. If V/S mode is used, initial selection of an appropriate V/S should be made
considering the recommended vertical speeds that are published on the approach chart, if
available. These recommended vertical speeds vary with the airplane's ground speed on final
approach. If no recommended vertical speeds are available, set approximately -700 to -800
fpm.
If FPA mode is used, initial selection of an appropriate FPA should be made considering the final
approach descent angle or glide path angle published on the approach chart, if available. If no
descent angle or glide path angle is available from the approach chart, set -3.0° initially. FPA
mode allows the pilot to select a flight path (e.g -3.0°) which automatically compensates for
headwind or tailwind component. This may permit reduced workload.

5.12 Cold temperature altitude corrections

Extremely low temperatures create significant altimeter errors and greater potential for
reduced terrain clearance. When the temperature is colder than ISA, true altitude will be lower
than indicated altitude. Altimeter errors become significantly larger when the surface
temperature approaches −30°C or colder, and also become larger with increasing height above
the altimeter reference source.
Apply the altitude correction table when needed:
 No corrections are needed for reported temperatures above 0°C or if the airport
temperature is at or above the minimum published temperature for the procedure
being flown;
 Do not correct altimeter barometric reference settings;
 ATC assigned altitudes or flight levels should not be adjusted for temperature when
under radar control;
 Corrections apply to QNH and QFE operations;
 Apply corrections to all published minimum departure, en route and  approach
altitudes, including missed approach altitudes, according to the table below 1;
 Advise ATC of the corrections;
 MDA/DA settings should be set at the corrected minimum altitudes for the approach.
 Subtract the elevation of the altimeter barometric reference setting source (normally
the departure or destination airport elevation) from published minimum altitude to be
flown to determine “height above altimeter reference source”;
 Enter the table with Airport Temperature and with “height above altimeter reference
source.” Read the correction where these two entries intersect. Add the correction to
the published minimum altitude to be flown to determine the corrected indicated
altitude to be flown. To correct an altitude above the altitude in the last column, use
linear extrapolation (e.g., to correct 6,000 feet or 1,800 meters, use twice the correction
for 3,000 feet or 900 meters, respectively). The corrected altitude must always be
greater than the published minimum altitude;
 If the corrected indicated altitude to be flown is between 100 foot increments, set the
MCP altitude to the closest 100 foot increment above the corrected indicated altitude
to be flown.

entries intersect. Add the correction to the published minimum
altitude to be flown to determine the corrected indicated altitude to
be flown. To correct an altitude above the altitude in the last
column, use linear extrapolation (e.g., to correct 6000 feet or 1800
meters, use twice the correction for 3000 feet or 900 meters,
respectively). The corrected altitude must always be greater than
KUWAIT AIRWAYS Performance Based
the published minimum altitude. B777
FLIGHT CREW TRAINING PROGRAM Navigation
• if the corrected indicated altitude to be flown is between 100 foot APCH
RNP
Issue 1 increments, set the MCP altitudeRevision
to the closest
0 100 foot increment
Chapter 5
above the corrected indicated altitude to be flown.
Altitude Correction Table (Heights and Altitudes in Feet)
Airport Height Above Altimeter Reference Source
Temp
200 300 400 500 600 700 800 900 1000 1500 2000 3000
°C
feet feet feet feet feet feet feet feet feet feet feet feet
0° 20 20 30 30 40 40 50 50 60 90 120 170
-10° 20 30 40 50 60 70 80 90 100 150 200 290
-20° 30 50 60 70 90 100 120 130 140 210 280 420
-30° 40 60 80 100 120 140 150 170 190 280 380 570
-40° 50 80 100 120 150 170 190 220 240 360 480 720
-50° 60 90 120 150 180 210 240 270 300 450 590 890
Supplementary Procedures -
Adverse Weather
777 Flight Crew Operations Manual
SP.16.10 D632W001-KUW June 16, 2008
Altitude Correction Table (Heights and Altitudes in Meters)
Airport Height Above Altimeter Reference Source
Temp
°C
60 90 120 150 180 210 240 270 300 450 600 900
MTRS MTRS MTRS MTRS MTRS MTRS MTRS MTRS MTRS MTRS MTRS MTRS
0° 5 5 10 10 10 15 15 15 20 25 35 50
-10° 10 10 15 15 20 20 25 30 30 45 60 90
-20° 10 15 20 25 25 30 35 40 45 65 85 130
-30° 15 20 25 30 35 40 45 55 60 85 115 170
-40° 15 25 30 40 45 50 60 65 75 110 145 220
-50° 20 30 40 45 55 65 75 80 90 135 180 270

5.13 Contingency procedure

If the NAV UNABLE RNP EICAS caution message activates during the approach the crew may
change to a11.10
non-RNP procedure. If unable, the crew should execute a missed approach unless
suitable visual reference is already
777 established.
Flight Crew Operations Manual
[] NAV UNABLE RNP

Condition: The actual navigational performance is not
sufficient.
1 Choose one:
On the ground:
Message may show with GPS disabled.
■■■■
In flight:
■ ■ Go to step 2
2 Choose one:
On a procedure or an airway with an RNP alerting
requirement:
Select alternate procedure or airway.
During an approach, start a go-around
unless suitable visual references can be
established and maintained.
■■■■
On a procedure or an airway without an RNP
alerting requirement:
Verify position.
■■■■
SINGLE SOURCE ILS

Condition: Both pilots' displays use the same ILS
source.
■■■■
FEB 2015
11.10 D632W001-KUW
Doc. OC/PBN/001
June 15, 2014
Page 90
11.3
777 Flight Crew Operations Manual
Issue 1 FMC MESSAGE
Revision 0 Chapter 5
approach ifAn
During theCondition: the alerting message
GPS EICAS message is insince
activates, theatFMC
least one GPS is required to
be operational for RNPscratchpad.
approaches, the crew may change to a non-RNP procedure. If unable,
the crew should execute a missed approach unless suitable visual reference is already
established. ■■■■
[] GPS
Condition: Both GPS receivers are failed.
Note: The FMC uses inertial inputs only, unless

radio updating is enabled.
If radio updating is allowed:
•Select the FMC REF NAV DATA page
•Select OFF for RAD NAV INHIBIT
■■■■
In case of EICAS message AUTOPILOT,[] ILSduring ANTENNA
the approach, as the roll mode (LNAV) and the
pitch mode (VNAV PTH) need to be engaged with the autopilot for the RNAV approach, the
Condition: Two or more ILS receivers do not use the
crew may change to a non-RNP procedure. If unable, the crew should execute 4.1 a missed
correct antenna.
approach unless suitable visual reference is already
777 Flight Crew established.
Operations Manual
Note: AFDS may have difficulty capturing or

AUTOPILOT
tracking localizer or glideslope. The airplane
Condition: One or more of these occur:
path may be lower than indicated by the
•The autopilot is in a degraded mode other
glideslope pointer.
than the selected mode
•The engaged roll mode is failed
■■■■
•The engaged pitch mode is failed
•The autopilot is in flight envelope
protection
■■■■
AUTOPILOT DISC
If unable toBoeing
regain
Condition:
Proprietary. All autopilots
theCopyright
Autopilot during
© Boeing. areapproach,
May be the
subject todisengaged. theunder
export restrictions crewEAR.may
See titlechange to a non-RNP
page for details.
June 15, 2014 D632W001-KUW
procedure. If unable, the crew should execute a missed approach unless suitable visual 11.3
reference is already established. ■■■■
AUTOTHROTTLE DISC
Condition: Both autothrottles are disconnected.
■■■■
AUTOPILOT
Condition: One or more of these occur:
•The autopilot is in a degraded mode other
than the selected mode
•The engaged roll mode is failed
•The engaged Navigation
pitch mode is failed RNP APCH
Issue 1 •The autopilot Revision
is in flight
0 envelope Chapter 5
protection
■■■■
AUTOPILOT DISC
Condition: All autopilots are disengaged.
■■■■
AUTOTHROTTLE DISC
Condition:
5.13.1 Contingency Both autothrottles
procedures are disconnected.
– radio telephony
The pilot must notify ATC of any loss of the RNP APPROACH capability, together with the
■■■■
proposed course of action. The pilot shall inform ATC immediately by use of the phrase:
“UNABLE RNAV APPROACH”.
[] AUTOTHROTTLE L, R
The loss of RNP APPROACH capability includes any failure or event causing the aircraft to no
Condition: The autothrottle is inoperative.
longer satisfy the RNP APPROACH requirements.
1 A/T ARM switch (affected side). . . . . . . . . . . OFF
In the event of communications failure, the pilot should continue with the RNAV APPROACH in
accordance with 2 established
The otherlost
autothrottle
communicationsmayprocedures.
be activated if needed.
■■■■
December 15, 2012 D632W001-KUW 4.1

5.14 Summary of B777 RNP approach

Intentionally
Left
Blank

KUWAIT AIRWAYS Performance Based A340
A340 RNP APPROACH

6.1 Introduction
A non-precision approach is an instrument approach and landing which utilizes lateral guidance
but does not utilize vertical guidance.
The vertical guidance, most of the time is specified by a DME or a number of waypoints
including beacons. This section is divided in two parts, first one oriented to Conventional NPA,
and the second part is oriented to Approaches based on FMS.
6.2 Conventional approaches

Based on conventional navigation aids often in combination, which can be flown by Raw
Data or by FMS monitored by the pilot (using raw data). If the approach is flown by the
FMS then it must be validated before the use of it.
6.3 Managed approach

6.3.1 Database requirements
 The approach MUST be stored in the database.
 MUST not be modified from FAF to MAP including the altitude constrains.
 MUST be validated by the pilot against the approach plate.
6.3.2 Lateral and vertical validation.

a) Lateral validation as follow:
 COURSE: Final approach course must be within 2 degrees.
b) Vertical validation as follow:
 FPA: must be the same as the approach plate within 0.2 of a degree.
Note: Jeppesen plates does not always give you the FPA however the gradient is always
displaced in the GS box below the profile and above the minima box, so to convert a gradient
to FPA multiply the gradient by 0.573 (example 5.2% multiply by 0.573 is 3 degrees FPA).
See example below:
Grd speed – Kts 120 140 460 180
Descent Gradient 4.4% 535 624 713 802
MAP at
So from the GS box above you can see that the FPA is not given however the gradient is
given, therefore to get the FPA we multiply gradient of 4.4% by 0.57, which is 2.5 degrees
FPA.

c. Distance: between the FAF and the RWY the distance must be the same as the approach
plate. The FMS round the 0.5nm to 1nm and the 0.4 to zero, so if the distance is 3.4 the
FMS will display 3nm and if it is 3.5 the FM will display 4.
d. Altitude: the altitude on the RWY point must not be higher than the RWY elevation +
50’ or TCH
e. Waypoint: If there is a waypoint between FAF and MAP with an altitude, the FMS
altitude at this point must not be lower than the approach plate, however if is not in the
database, then the pilot must assure that the aircraft does not descent below that
altitude.
6.3.3 Flying the approach

a. ACCURACY: must be high, BUT if it becomes low during the approach, then the approach
can be continued, provided it is monitored by raw data and within limits, however if it
is outside the limits revert to SELECTED.
b. RAW DATA: The pilot using raw data must monitor the approach.
c. INTERCEPTION: The FAF must be intercepted by an angle less than 30 degree.
d. SEQUENCED: The FAF cannot be sequenced by other than NAV, so it is highly
recommended when radar vectored to use the inbound radial.
e. BEFORE FAF: The approach cannot be intercepted after the FAF.
f. SPEED CONSTRAINT: Insert VAPP at FAF as Speed constraint to get the correct position
of the DECEL point.
g. PLATFORM ALT: The aircraft must be at the platform altitude before the FAF.
h. STABILIZED TECHNIQUE: The aircraft must be stabilized before the FAF.
i. TRK FPA: is recommended in case you revert to selected approach, but if the approach
is flown manually (No Autopilot) then keep HDG - V/S.
j. Monitoring the vertical profile: the PNF must monitor the vertical profile by appropriate
DME facility.

6.3.4 Clear for the approach

Ensure:
FMA display – managed

INTERMEDIATE APPROACH (approach armed)
ESTABLISHED ON FINAL PATH
6.4 Lateral managed/vertical selected.

NPA is flown laterally managed and vertically selected when the lateral validation is satisfactory
and the vertical is not.
Note: for lateral and vertical validation refer to (6.3.2)

6.5 Flying the approach.

In addition to the requirements of 6.3.3 the following must be done:
 Stabilized Approach Technique
 Insert VAPP as a Speed constraint at FAF
 Monitor RAW DATA (decide who is ROSE and who is ARC)
 Select TRK FPA
 Select FPA at 0.3nm before FAF for a 3° approach (it is 0.1nm for each degree)
6.5.1 FMA Display – Lateral Managed / Vertical Selected.

INTERMEDIATE APPROACH (arming NAV)
6.6 Selected approaches.

 NPA is flown fully selected when the Lateral validation is not satisfactory.
 Stabilized Approach Technique
 Insert VAPP as a Speed constraint at FAF
 Monitor RAW DATA (decide who is ROSE and who is ARC)
 Select TRK FPA
 Select FPA at 0.3nm before FAF for a 3° approach (it is 0.1nm for each degree)
6.6.1 FMA display – selected.

INTERMEDIATE APPROACH

6.7 Abnormal procedures:

For managed or laterally managed and vertically selected if any of followings happens, then the
approach can be continued, provided it is monitored by raw data and the approach is within
the limits otherwise revert to Selected:
 Accuracy low
 FMGS Position Disagree
 FMGS Independent Operation
6.8 Approaches based on FMS; like RNAV (GPS or RNP) which cannot be monitored
by the pilot using raw data. It uses the full navigation capabilities of the FMS computer and are
highly dependent on the FMS database therefore it must be validated before it is used.
Those approaches are flown either managed (LNAV/VNAV) or laterally managed and vertically
selected (LNAV).
LNAV/VNAV approaches have a temperature limitation because of true altitude, in the example
below the approach cannot be flown managed (LNAV/VNAV) if the temperature falls below 15
degrees, but it can be flown Laterally managed and Vertically selected (LNAV) regardless of the
temperature.

On the example below, from the minima box you can see on the left the LNAV/VNAV minima
and on the right the LNAV minima. If you are flying managed (LNAV/VNAV) then you do not
need to the add 50 feet to the DA as it is a decision altitude and not an MDA, however if you
are flying laterally managed and vertically selected (LNAV) then you have to add 50 feet on the
MDA.
6.8.1 RNAV GPS or RNP managed approaches (LNAV/VNAV)

6.9 Database requirement.

 The FMS database provider must be certified in accordance with European Aviation
Safety Agency – LoA Type1. Our provider is certified.
 The approach MUST be stored in the database.
 MUST not be modified from FAF to MAP.
 MUST be validated by the pilot against the approach plate.
6.9.1 Lateral and Vertical validation.

a) Lateral Validation as follow:
 COURSE: Final approach course must be the same as the approach chart.
b) Vertical Validation as follow:
 FPA: must be the same as the approach plate.
 Distance: between the FAF and the RWY, the distance must be the same as the
approach plate. The FMS round the 0.5nm to 1nm and the 0.4nm to zero, so if the
distance is 3.4nm the FMS will display 3nm and if it is 3.5nm the FMS will display
4nm.
 Altitude: the altitude on the RWY point must not be higher than the RWY elevation
+ 50’ or TCH.
 Waypoint: If there is a waypoint between FAF and MAP with an altitude, the FMS
altitude at this point must not be lower than the approach plate, however if it is not
in the database, then the pilot must assure that the aircraft does not descent below
that altitude.
6.10 Flying the Approach

a. ACCURACY: must be high, BUT if it becomes low during the approach, lateral deviation
on the ND and if it exceeds (0.15 for RNP or GPS) or if the GPS is lost in case of a GPS
approach then the approach must be discontinued.
b. INTERCEPTION: The FAF must be intercepted by an angle less than 30 degree.
c. SEQUENCED: The FAF cannot be sequenced by other than NAV, so it is highly
d. FAF: The approach cannot be intercepted after the FAF.
e. SPEED CONSTRAINT: Insert VAPP at FAF as Speed constraint to get the correct position
of the DECEL point.
f. PLATFORM ALT: The aircraft must be at the platform altitude before the FAF.

g. Stabilized technique: The aircraft must be stabilized before the FAF.

h. TRK FPA: is recommended to be in line with all non-precision approaches technique, but
if the approach is flown manually (no autopilot) then keep HDG -V/S.
i. Monitoring the Vertical profile: the PM must monitor the vertical profile by selecting
the runway on the progress page and cross check the chart altitude using the progress
page distance see below example.
6.10.1 FMA Display

INTERMEDIATE APPROACH (arming NAV)

6.11 Lateral managed/vertical selected (LNAV)
NPA is flown laterally managed and vertically selected when the lateral validation is satisfactory
and the vertical is not.
Note: for lateral and vertical validation refer to (2.1.2)
6.11.1 Flying the Approach
a. Accuracy: must be high, BUT if it becomes low during the approach, lateral deviation on
the ND and if it exceeds (0.xx for RNP or 0.xx for GPS) or if the GPS is lost in case of a
GPS approach then the approach must be discontinued.
b. Interception: The FAF must be intercepted by an angle less than 30 degree.
c. Sequenced: The FAF cannot be sequenced by other than NAV, so it is highly
d. FAF: The approach cannot be intercepted after the FAF.
e. Speed constraint: Insert VAPP at FAF as Speed constraint to get the correct position of
the DECEL point.
f. Platform ALT: The aircraft must be at the platform altitude before the FAF.
g. Stabilized technique: The aircraft must be stabilized before the FAF.
h. TRK FPA: Select FPA at 0.3nmbefore FAF for a 3° approach (it is 0.1nm for each degree).
i. Monitoring the vertical profile: the PNF must monitor the vertical profile by selecting
the runway on the progress page and cross check the altitude using the progress page.

6.11.2 FMA Display – Lateral Managed / Vertical Selected.

INTERMEDIATE APPROACH (Arming NAV)

6.12 Abnormal Procedures
** FOR SIGLE AISLE AIRCRAFT REFER TO LIMITATION CHAPTER: AUTO FLT SECTION
Figure 1

6.12.1 RNP approaches and navigation alerts

GPS primary lost: An amber message, "GPS PRIMARY LOST", is displayed at the bottom of the
ND and in the scratchpad of the MCDU in all modes when GPS/IRS updating is abandoned due
to loss of GPS integrity detected or GPS/IRS updating is kept but estimated accuracy of GPS/IRS
position is not satisfying the Required Accuracy criteria. For the latter case, loss of expected
navigation accuracy, the “GPS PRIMARY LOST” message is associated with “NAV ACCUR DOWN
GRAD” message on ND and in the scratchpad of the MCDU and “LOW” accuracy on MCDU
PROGRESS page. The display of GPS PRIMARY LOST or NAV ACCUDOWNGRAD message on both
navigation systems in approach will require the crew to perform a Go-around.
GPS PRIMARY LOST.
FM/GPS POSITION DISAGREE or FM1/FM2 POS DIFF:

If one of these alerts occurs, the flight crew is expected to initiate a go around and try to
determine the faulty system to navigate with the valid SYS.
 LOSS OF BOTH FMGS
 LOSS OF BOTH AP
 LOSS OF NAV or FINAL APP
 RNP – Go Around
For the majority of SA and LR aircraft, at GA initiation, the AP/FD mode will revert from NAV,
APP NAV or FINAL APP to GA TRK mode and will maintain the previous track filtered by a 15s
time constant, until the NAV mode is re-engaged by the flight crew. Therefore, prompt
reengagement of NAV mode is required after go-around initiation to remain on the lateral flight
path.
For the aircraft with this AP/FD definition, the minimum RNP certified by EASA is 0.3nm during
missed approach.
New standard of the flight guidance part of FMGC are, or will be, certified to implement an
automatic NAV mode reengagement at go around initiation.

With these standards RNP<0.3 are, or will, be approved in missed approach. Initiation of missed
approach from any point in the approach, including during RF legs, should be assessed, during
the operational evaluation. A missed approach must be considered from any point of the
approach, and obstacle clearance must be considered with respect to the certified RNP.
Very Important Note:

For normal operations, cross- track error/deviation i.e. lateral deviation (the difference
between the RNAV system computed path and the aircraft position relative to the path) should
be limited to + or – half (1/2) the navigation accuracy associated with the procedure (i.e., .5nm
for the initial and intermediate segments, .15nm for the final approach segment, and .5nm for
the missed approach segment. Brief deviations from this standard (e.g. Overshoots or
undershoots) during and immediately after turns, up to a maximum of 1 times the navigation
accuracy (i.e. 1.0nm for the initial and intermediate segments) are allowable.
Deviations above and below the vertical path must not respectively exceed +100/ -50 feet.
Pilots must execute a missed approach if the vertical deviation exceeds the criteria above,
unless the pilot has in sight the visual references required to continue the approach.
6.13 Requirements:
GPS primary availability (if installed) for RNAV (GNSS) approaches.
RAIM and AIME are available worldwide, if 24 GPS satellites or more are operative.
If the number of GPS satellites is 23 or less, check RAIM/AIME availability using the approved
version of the Honeywell/Litton ground-based prediction software.
RAIM availability may be checked using the PREDICTIVE GPS MCDU page.
RNAV approaches including:
 RNAV (GNSS) approaches with LNAV minimum or LNAV/VNAV minimum
 RNAV (RNP) approaches for which Authorization is required (AR) - If capability
installed.
Note: In relation to the names in the ICAO Performance-Based Navigation (PBN) Manual:
 "RNP APCH operations" corresponds to RNAV (GNSS) approaches
 "RNP AR APCH operations" corresponds to RNAV (RNP) approaches.

The aircraft navigation system, required by regulation to fly within a Required Navigation
Performance (RNP) airspace, shall comply with RNAV functionality criteria and with navigation
position accuracy and integrity criteria.
When referring to RNP-X, the value of X is the navigation accuracy expressed in NM, which
has to be met with a probability of 95 %.
An RNP value can be associated with an airspace, a route, a SID, a STAR, a RNAV approach, or
an RNAV missed approach procedure.
Depending on the RNP value, and on the airspace environment (ground radio navaid),
different navigation equipment may be necessary.
An operational approval from the airline's national authorities may be necessary.
6.14 Navigation system capability (for reference only)

European BRNAV (RNP-5) and P-RNAV (RNP-1) capability meets the certification
requirements of JAA TGL 2 and TGL 10. Terminal and enroute RNAV operations comply
with the certification requirements of the FAA Advisory Circular 90-100.
RNP-4 capability in oceanic or remote areas complies with FAA Notice 8400.33.
RNP-10 capability in oceanic or remote areas complies with paragraph 12.b (1) of FAA
Notice 8400.12a., or with paragraph 12.a. or 12.b (5), if GPS is installed and is
operative.
Navigation system with the GPS PRIMARY function (if GPS installed) meets the
certification requirements of FAA AC 20-130A and TSO C 129A in class C1 (for
navigation system with multiple sensor inputs including GPS).
6.15 RNP capability

In order to match a given RNP value, the FMS-estimated position accuracy (also called
Estimated Position Error) must be better than the RNP value. Obviously, this is
dependent on the FMS navigation-updating mode (GPS/DME/DME, VORDME, or IRS).
On the MCDU PROG page, the required and the estimated position accuracy are
displayed, and determine the HIGH/LOW accuracy indication (Refer to DSC-22_20-20-
20 Estimated Position Uncertainty).
The required accuracy can be a default value, which is either a function of the flight
phase, or a value manually-entered by the crew.

6.16 Required Navigation Performance (RNP)

When flying in an RNP environment, the crew can insert the appropriate RNP value in the
REQUIRED ACCUR field of the PROG page.
When HIGH is displayed The RNP requirement is estimated to be fulfilled.
When LOW is displayed The RNP requirement is estimated not to be fulfilled. In this case:
 The crew crosschecks navigation with raw data, if available,
 If the crosscheck is negative, or if raw data is unavailable, the crew informs the ATC.
When leaving the RNP environment, the crew will clear the manually-entered required
accuracy.
6.16.1 Without GPS primary function
RNP accuracy criteria are met provided radio navaid coverage supports it for:
 RNP 1 en route and in the terminal area, provided a required accuracy of 1nm see (1)
is checked, or manually entered in the MCDU.
 RNP 0.3 in approach, provided a required accuracy of 0.3nm, see (1) is checked, or
manually entered in the MCDU.
Note: It is possible to enter the radial equivalent to the specified cross track (XTK) accuracy
that is the RNP multiplied by 1.2, the EPE being an estimated radial position error.
6.16.2 With the GPS primary function
RNP requirements are met, provided GPS PRIMARY is available, for:
 RNP 1 en route.
 RNP 0.5 in the terminal areas, provided the AP or FD in NAV mode is used.
 RNP 0.3 in approach, provided the AP or FD in NAV mode is used.
6.16.3 BRNAV in European airspace
In this airspace, radio navaid coverage is assumed to support RNP 5 accuracy.
The minimum required equipment to enter BRNAV airspace is:
a) One RNAV system, which means:
 One FMGC
 One MCDU
 One VOR for FM navigation update
 One DME for FM navigation update
 One IRS

b) In addition:
 On the PF side: PFD and ND must be operative.
 On the PNF side: at least one of the two EFIS must be operative (to enable
temporary display of ND information through the PFD/ND switch).
6.17 Procedures
When GPS PRIMARY is not available, periodically crosscheck the FM position with navaid raw
data.
Manual selection of a required accuracy on the MCDU is optional.
 If manual entry of a required accuracy is desired enter 5nm or use the radial
equivalent to 5nm XTK accuracy, which is 6.1nm.
 When leaving RNP 5 airspace, or when entering the terminal area revert to the default
required accuracy, or enter the appropriate value on the MCDU.
If one of the following MCDU or ECAM messages is displayed check navigation accuracy with
navaid raw data, or with the GPS MONITOR page (if GPS installed):
 NAV ACCUR DOWNGRAD
 FMS1/FMS2 POS DIFF
 CHECK A/C POSITION
 ECAM: FM/GPS POS DISAGREE (if GPS installed)
If the accuracy check confirms that RNP 5 capability is lost, or if both FMGCs have failed
inform ATC, and revert to conventional navigation.
If the accuracy check confirms that only one FMGC position is incorrect, resume navigation
with the other FMGC.
In inertial navigation, BRNAV capability is maintained for 2 hrs, independently of the
estimated accuracy displayed on the MCDU.
6.18 P-RNAV/RNP-1 terminal procedures

For terminal procedures requiring P-RNAV or RNP 1 capability, the flight crew can assume that
the radio navaid coverage supports the RNP 1 accuracy. Otherwise, the procedure may
specify that GPS equipment is required (refer to the published procedure chart).
The minimum equipment required to fly a P-RNAV or RNP 1 procedure is:
a) One RNAV system, which includes:
 One FMGC

 One MCDU
 One GPS receiver, or one VOR & one DME, for FM navigation update, see *
 Two IRS, and
 One FD in NAV mode.
b) In addition:
 On the PF side: PFD and ND must be operative.
 On the PNF side: at least one of the two EFIS must be operative (to enable
temporary display of ND information through the PFD/ND switch).
Note: GPS may be required for RNP-1 terminal procedures.
For terminal procedures with legs below the MSA, or with legs that may not have sufficient
radar coverage, two RNAV systems may be mandated by the procedure chart.
The terminal procedure (RNAV SID, RNAV STAR, RNAV TRANSITION, ...) must be loaded from
the FM navigation database and checked for reasonableness, by comparing the waypoints,
tracks, distances and altitude constraints (displayed on the F-PLN page), with the procedure
chart.
The flight crew must not modify the procedure that is loaded from the navigation database,
unless instructed to do so by the ATC (DIR TO, radar vectoring, insertion of waypoints loaded
from the navigation database).
6.18.1 If GPS is required for the P-RNAV/RNP 1 procedure:
Before starting the departure/approach procedure, check that GPS PRIMARY is available (GPS
PRIMARY displayed on the MCDU PROG page).
a) If GPS PRIMARY is not available before starting the procedure inform the ATC, and
request another departure/arrival procedure that does not require GPS.
b) If GPS PRIMARY is lost while flying the procedure, inform the ATC of this loss of
capability, and follow ATC instructions.
6.18.2 If GPS is NOT required for the P-RNAV/RNP-1 procedure:
 Check that GPS PRIMARY is available (GPS PRIMARY displayed on the MCDU PROG
page).
6.18.3 If GPS PRIMARY is not available:
 Crosscheck the FM position with the navaid raw data, before starting the procedure.
 Check or enter RNP 1 in the REQUIRED field of the MCDU PROG page, and check that
HIGH accuracy is available. When completing the terminal procedure, revert to the
default value or enter the appropriate value on the MCDU PROG page.

6.18.4 If one of the following messages appears, while flying the procedure
i) ”NAV ACCUR DOWNGRAD” (on MCDU and ND) on both sides, or
ii) “FMS1/FMS2 POS DIFF” (on MCDU), or
iii) ”CHECK IRS 1(2)(3)/FM POSITION” (on MCDU), or
iv) ”NAV FM/GPS POS DISAGREE” (on ECAM, if GPS installed)
 Then:
Inform the ATC of the loss of P-RNAV/RNP 1 capability, and follow ATC instructions.
Note: If the “NAV ACCUR DOWNGRAD” message displayed on one side only, navigation
may be continued using the other FMGC.

KUWAIT AIRWAYS Performance Based A320/A330
A320/A330
7.1 INTRODUCTION
This section covers general information applicable to all approach types. Techniques, which
apply to specific approach types, will be covered in dedicated chapters. All approaches are
divided into three parts (initial, intermediate and final) where various drills have to be achieved
regardless of the approach type.
7.2 Approach General
7.2.1 RNP APCH/RNAV (GNSS)

RNP APCH operations correspond to RNAV (GNSS) or RNAV (GPS) operations. For these
operations, the GPS is required to support the RNP value of 0.3nm.
Ident: PRO-SPO-51-G-00015652.0001001 / 09 SEP 14

7.2.2 Required RNP APCH equipment

The minimum equipment required to perform RNP APCH operations is:
 One FMGEC 
 One GPS
 One MCDU
 One FD 
 One PFD 
 One ND on the PF side
 Two FCU channels
Ident: PRO-SPO-51-G-00015768.0001001 / 09 SEP 14
Procedures
Refer to PRO-NOR-SOP-18-C Approach using FINAL APP Guidance - General Refer to PRO-NOR-
SOP-18-C Approach using FPA Guidance - General
7.3 Initial Approach

7.3.1 Navigation accuracy
Prior to any approach, a navigation accuracy check is to be carried out. On aircraft equipped
with GPS however, no navigation accuracy check is required as long as GPS PRIMARY is available
7.3.2 Flying reference

It is recommended to use the FD crossbars for approach using vertical managed guidance (LOC
G/S, F-LOC F-G/S and LOC F-G/S). The FPV (also called "bird") with FPD is used for approach
using FPA guidance (LOC FPA, NAV FPA and TRK FPA).

7.3.3 Approach phase activation

Activation of the approach phase will initiate a deceleration towards VAPP or the speed
constraint inserted at FAF. When in NAV mode with managed speed, the approach phase
activates automatically when sequencing the deceleration pseudo-waypoint. If an early
deceleration is required, the approach phase can be manually activated on the MCDU PERF
APPR page. When the approach phase is activated, the magenta target speed becomes VAPP.
When in HDG mode, e.g. for radar vectoring, the flight crew will activate the approach phase
manually.
There are two approach techniques:
 The decelerated approach
 The early stabilized approach.
7.3.3.1 The decelerated approach

This technique refers to an approach where the aircraft reaches 1 000 ft in the landing
configuration at VAPP. In most cases, this equates to the aircraft being in CONF 1 and at S speed
at the FAF. This is the preferred technique for an approach using vertical managed guidance
and for a non-precision approach flown with the FLS function. The deceleration pseudo
waypoint, D, assumes a decelerated approach technique.
7.3.3.2 The early stabilized approach

This technique refers to an approach where the aircraft reaches the FAF in the landing
configuration at VAPP. This technique is recommended for non-precision approaches (LOC FPA,
NAV FPA and TRK FPA) flown without the FLS function. To get a valuable deceleration pseudo
waypoint and to ensure a timely deceleration, the pilot should enter VAPP as a speed constraint
at the FAF.

7.3.3.3 Early stabilized versus decelerated approach
7.3.4 F-PLN Sequencing

 When in NAV mode, the F-PLN will sequence automatically.
 In HDG/TRK mode, the F-PLN waypoints will sequence automatically only if the aircraft
flies close to the planned route.
- Correct F-PLN sequencing is important to ensure that the planned missed approach
route is available in case of go-around and to ensure correct predictions.
- A good cue to monitor the proper F-PLN sequencing is the TO waypoint on the upper
right side of the ND, which should remain meaningful.
 If under radar vectors and automatic waypoint sequencing does not occur, the F-PLN
will be sequenced by either using the DIR TO RADIAL IN function or by deleting the
FROM WPT on the F-PLN page until the next likely WPT to be over flown is displayed as
the TO WPT on the ND.
- Using DIR TO or DIR TO RADIAL IN function arms the NAV mode. If NAV mode is not
appropriate, pull the HDG knob to disarm it.
7.3.5 Intermediate approach

The purpose of the intermediate approach is to bring the aircraft at the proper speed, altitude
and configuration at FAF.
7.3.5.1 Deceleration and configuration change

Managed speed is recommended for the approach. Once the approach phase has been
activated, the A/THR will guide aircraft speed towards the maneuvering speed of the current
configuration, when higher than VAPP, e.g. green dot for CONF 0, S speed for CONF 1 etc. To
achieve a constant deceleration and to minimize thrust variation, the flight crew should extend
the next configuration when reaching the current configuration maneuvering speed +10 kt (IAS

must be lower than VFE next), e.g. when the speed reaches green dot +10 kt, the flight crew
should select CONF 1. Using this technique, the mean deceleration rate will be approximately
10 kt/nm in level flight. This deceleration rate will be twice, i.e. 20 kt/nm, with the use of the
speedbrakes. If selected speed is to be used to comply with ATC, the requested speed should
be selected on the FCU. A speed below the manoeuvring speed of the present configuration
may be selected provided it is above VLS. When the ATC speed constraint no longer applies,
the flight crew should push the FCU speed selector to resume managed speed. When flying
the intermediate approach in selected speed, the flight crew will activate the approach phase.
This will ensure further proper speed deceleration when resuming managed speed; otherwise
the aircraft will accelerate to the previous applicable descent phase speed. In certain
circumstances, e.g. tail wind or high weight, the deceleration rate may be insufficient. In this
case, the landing gear may be lowered, preferably below 220 kt (to avoid gear doors
overstress), and before selection of Flap 2.
Speedbrakes can also be used to increase the deceleration rate but the flight crew should be
aware of:
 The increase in VLS with the use of speedbrakes
 The limited effect at low speeds.
7.3.5.2 Interception of final approach course

To ensure a smooth interception of final approach course, the aircraft ground speed should be
appropriate, depending upon interception angle and distance to runway threshold. The flight
crew will refer to applicable raw data (LOC, F-LOC, needles), XTK information on ND and wind
component for the selection of an appropriate IAS.
If ATC provides radar vectors, the flight crew will use the DIR TO RADIAL in facility.
This ensures:
 A proper F-PLN sequencing
 A comprehensive ND display
 An assistance for lateral interception
 The VDEV to be computed on reasonable distance assumptions
However, considerations should be given the following:
 A radial is to be inserted in the MCDU. In the following example, the final approach
course is 090° corresponding to radial 270°.
 Deceleration will not occur automatically as long as lateral mode is HDG  The flight crew
should sequence the F-PLN first, and then press the APPR pb. When the LOC or F-LOC
mode is armed or engaged, the flight crew should not perform a DIR TO, in order to

sequence the F-PLN, as this will result in the FMGES to revert to the NAV mode. In this
case, the LOC or F-LOC mode will have to be re-armed and re-engaged, increasing
workload unduly.  The final approach course interception in NAV mode is possible if
GPS is PRIMARY or if the navigation accuracy check is positive.
7.3.6 Final approach

7.3.6.1 Final approach mode engagement monitoring
The flight crew will monitor the engagement of F-G/S* for NPA flown with the FLS function or
will select the Final Path Angle (FPA) reaching final descent for vertical selected NPA. If the
capture or engagement is abnormal, the flight crew will either use an appropriate selected
mode or take over manually.
7.3.6.2 Final approach monitoring

The final approach is to be monitored through available data. Those data depends on the
approach type and the result of the navigation accuracy check.
7.4 Normal operations non precision approach

7.4.1 Preface
This chapter deals with some characteristics of the Non Precision Approach (NPA). General
recommendations mentioned in APPROACH GENERAL Chapter apply. Most of RNAV, RNAV
(GNSS), GPS, VOR, VOR/DME, NDB, and NDB/DME approaches may be flown with the FMS
Landing System (FLS) function for lateral and vertical navigation.
The flight crew should preferably use the FLS function to fly a NPA each time it is possible. Flying
a NPA with the FLS function is described in the following sections.
Flying a NPA without the FLS function is described in a specific section.
7.5 FLS principle

7.5.1 General
The FLS function allows to fly a NPA in an "ILS look-alike" manner. The FMS uses information
from the Navigation Database to compute a virtual FLS beam. The FMS sends the virtual FLS
beam and the FMS position to the Multi-Mode Receiver (MMR).
The virtual FLS beam is characterized by:
 An anchor point (the anchor point IDENT is RWY if it is located on the runway threshold,
EP in the others cases)
 A slope

 An approach course (materialized by a double dagger on the PFD heading scale).  The
final approach leg from the Navigation Database defines the course and slope of the
virtual FLS beam. On the ND, the virtual FLS LOC beam is materialized by a magenta
dotted line.  The MMR computes and displays the lateral and vertical angular deviations
from this virtual FLS beam like for an ILS approach. These deviations are presented as
double diamonds both on PFD and ND. The virtual FLS beam may be flown with F-LOC
or F-G/S AP/FD modes.
The MMR computes and displays the lateral and vertical angular deviations from this virtual FLS
beam like for an ILS approach. These deviations are presented as double diamonds both on PFD
and ND. The virtual FLS beam may be flown with F-LOC or F-G/S AP/FD modes.

7.5.2 Approach capability

The approach capability is displayed on FMA when the LS pb is pressed. This approach capability
helps the flight crew to determine their strategy:
 F-APP: FLS deviations and guidance with F-G/S and F-LOC modes are reliable 
Notes:
1. Any approach capability degradation on the FMA is associated with a triple click (as for
ILS).
2. The flight crew must not fly RNAV approaches when FLS capability is F-APP+RAW, or
RAW ONLY since no NAVAID raw data is available for this approach.
7.5.3 F-G/S Deviations reference

Unlike the ILS G/S, the F-G/S deviations are baro referenced. At sea-level, a 1hPa altimeter
setting error moves the F-G/S vertical profile about 30 ft up or down. Therefore the flight crew
should pay particular attention to the altimeter setting, and any altimeter setting change
during the approach must be reflected both on the FCU and on the MCDU PERF APPR page.
Regardless of the altimeter reference used prior or during the approach, i.e. STD, QNH, or QFE,
the virtual FLS G/S beam is always based on QNH. The QNH value used for the FLS beam is
either:
 The QNH value entered on PERF APPR page (as long as STD is used for baro ref), 
 The QNH value entered on FCU (when QNH is used for baro ref), 
 Computed from the QFE set on FCU and the runway elevation from the FM data base
(when QFE is used for baro ref).

 When temperature is below ISA, the F-G/S deviations are corrected in temperature
(Refer to NO-130 Cold Weather Operations).
7.5.4 Earth curvation

For NPA flown with the FLS function, the final path crossing altitudes are geometric altitudes
referring to the anchor point. When intercepting the final approach path, and due to the earth
curvature, a slight altitude deviation between the altimeter and the published approach chart
may be noticed. Typically, at FAF, the virtual F-G/S beam is about 50 ft higher.
7.5.5 Limitations
It is essential to understand that the virtual FLS beam is generated from the FMS approach
coding. Therefore, lateral and vertical managed guidance (F-LOC and F-G/S) can only be used
when the following two conditions are met:
 The FMS approach coding has been crosschecked against the published approach
procedure
 The final approach leg in the MCDU FPLN has not been modified by the crew
7.6 Initial approach with FLS

7.6.1 Flying reference
For NPA with the FLS function, it is recommended to use the FD crossbars (HDG/VS flying
reference).
7.6.2 Approach phase activation

The flight crew can perform a decelerated approach, as it is the case for ILS approaches.
However, depending on anticipated workload (wind, failures, etc.) the flight crew can also
choose to perform a stabilized approach.
7.6.3 Intermediate approach with FLS

The virtual FLS beam is displayed in magenta and is 80nm long. It could be intercepted at any
point along the magenta line. When cleared for final approach course interception, and when
on the intercept trajectory for the final approach course, the flight crew presses APPR pb on
the FCU. The flight crew must check that F-G/S and F-LOC become armed on the FMA.
7.6.4 Final approach with FLS

When the aircraft reaches the FAF, the flight crew must check that the F-G/S is engaged. As for
ILS, when passing the FAF, the flight crew must check the altitude and location of the FAF thanks
to an altitude/distance check. When the FLS capability is F-APP+RAW, the flight crew must

monitor the final approach using the FLS deviations and cross-check with NAVAID raw data i.e.
VOR, NDB or DME (needles, distance/altitude). This is not applicable for RNAV approaches
(Refer to NO-130 FLS Principle).
7.6.5 Reaching the minima with FLS

The applicable minimum is the one associated with the NPA. Reaching the minimum, the PM
should either call or monitor "MINIMUM". The current altitude value becomes amber.
 If the required visual conditions are not met at minimum:
- A go-around must be initiated.
 If the required visual conditions are met:
- The flight crew can continue visually.
The following applies:
o The PF must disengage the AP  As a reminder, if the AP is still engaged at
minimum minus 50 ft, the DISCONNECT AP FOR LDG message pulses on the FMA.
o The PF orders the PM to set the FDs off
o The PF orders the PM to select TRK/FPA ("bird")
o The PF orders the PM to set the runway track
o The PF orders the PM to set the LS pb OFF
Note: Below minimum, visual references must prevail until landing. However, the FLS
deviations remain valid and the flight crew may continue to use them when the following
conditions are met:
- The FLS beam anchor point is the runway threshold
- The F-LOC beam is aligned with the runway course. In such a case, the flight crew
can keep the APs and FDs engaged down to an altitude lower than the approach
minimum (200 ft at the latest). In addition, the flight crew can keep LS deviations
displayed until the landing. The F-LOC beam can be considered as aligned with the
runway, if the difference between the final approach course and the runway course
is less than 4°.

7.7 Type of approaches and how to conduct them

7.7.1 Introduction
The APPROACH section provides the standard operating procedures RNAV (GNSS) approaches
with LNAV minimum or LNAV/VNAV minimum:
- RNAV (RNP) approaches for which Authorization is Required (AR). (Not Applicable to
KAC)
Note: In relation to the names in the ICAO Performance-Based Navigation (PBN) Manual: ‐ "RNP
APCH operations" corresponds to RNAV(GNSS) approaches ‐ "RNP AR APCH operations"
corresponds to RNAV(RNP) approaches.
7.7.2 Cross-reference table

This table provides Guidance Modes that may be used depending on the Approach Types.
Guidance Modes per Approach Types
LOC F-G/S or LOC LOC FPA or

LOC G/S F-LOC F-G/S NAV FPA TRK FPA
B/C F-G/S LOC B/C FPA
Refer to APPR
ILS/GLS N/A N/A N/A N/A N/A
using LOC G/S
LOC ONLY Refer to APPR

Refer to APPR using
ILS G/S OUT N/A N/A using FPA N/A N/A
F-LOC F-G/S (1)
LOC B/C Guidance
RNAV(GNSS)
with Refer to APPR using
N/A N/A N/A Not Authorized Not Authorized
LNAV/VNAV F-LOC F-G/S
minima
RNAV(GNSS) Refer to APPR
Refer to APPR using
with LNAV N/A N/A N/A using FPA Not Authorized
F-LOC F-G/S (1)
minima Guidance
RNAV(GNSS)
with LPV N/A Not Authorized N/A N/A Not Authorized Not Authorized
minima
VOR VOR- Refer to APPR Refer to APPR
Refer to APPR using
DME NDB N/A N/A N/A using FPA using FPA
F-LOC F-G/S (1)
NDB-DME Guidance Guidance

7.8 Limitations:
7.8.1 Flight management function:
The FLS (FMS Landing System) function has been certified:
 For RNAV, RNAV (GNSS), GPS, VOR, VOR/DME, NDB, NDB/DME instrument approach
procedures using FMS navigation for lateral and vertical navigation.
RNP accuracy with GPS PRIMARY, has been demonstrated to be:
With A/P ON With A/P OFF and FD ON in With A/P OFF and
in NAV NAV F/D OFF
En route 1nm 1nm 1.1nm
In terminal
0.5nm 0.51nm 0.51nm
area
With F-LOC
deviation: 0.3nm
In approach 0.3nm 0.3nm Without F-LOC
deviation: not
authorized
FMGES approval is based on the assumption that the navigation database has been validated
for intended use. The Precision RNAV Airworthiness approval does not account for database
accuracy or compatibility. Obstacle clearance and adherence to airspace constraints remains
the flight crew’s responsibility. Fuel, time predictions/performance information is provided for
advisory purposes only.
NAV mode may be used after takeoff, provided FMGES runway updating has been checked.

7.9 Use of FLS for final (non-precision) approach

The FLS may be used:
 For RNAV, RNAV (GNSS) or GPS approach provided F-APP is displayed for FMA
7.9.1 Approach using F-LOC F-G/S guidance

7.9.1.1 General
The following items are to be performed in addition to previous SOP chapters in the following
cases:
 RNAV (GNSS) approaches with LNAV and LNAV/VNAV minima
7.9.1.2 Aircraft equipment

For RNAV (GNSS) approaches, 1 FMS must be operative in GPS PRIMARY. In addition, the
following equipment is recommended:
 1 MCDU, 1 FD, 1 PFD and 1 ND on the PF side, and 2 FCU channels (AUTO FLT FCU FAULT
not displayed on the ECAM).
7.10 Descent preparation

WEATHER and LANDING INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OBTAIN
 The FLS vertical beam (F-G/S) computation takes into account the effect of low OAT on
obstacle clearance if the destination temperature is correctly inserted on the MCDU PERF
APPR page.
F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
 0.1° of difference between the MCDU and the charted final vertical path is acceptable
 1° of difference between the MCDU and the charted final lateral track is acceptable
 3° of difference between the MCDU and the charted final lateral track is acceptable for
 approach in overlay to a conventional radio NAVAID.
FLS DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
 Press the LS pb to display FLS data on PFD and ND.
 Check the following FLS data against the published approach chart:
- The anchor point;
- The course of the F-LOC / LOC / LOC B/C beam;
- The slope of the F-G/S beam.
 On the ND, check the compatibility of the FLS beam with the final approach leg of the
flight plan.
Note: For ILS G/S out, LOC only, and LOC B/C approaches, FLS data is only composed of the F-

G/S beam.
For ILS G/S out
 G/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . DESELECT
 Deselect the G/S on the RAD NAV page.
PROG PAGE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
 Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
GO-AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
 The briefing should include a review of the "Management of Degraded Navigation"
chapter.
7.10.1 Descent
At 10,000 ft
For RNAV (GNSS) approach
FLS CAPABILITY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Check F-APP
BARO REF . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
 The vertical guidance requires a precise baro setting. The maximum acceptable
discrepancy between altimeters is 100 ft.
Initial/intermediate approach
APPR PB on FCU . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
 Press the APPR pb when cleared for approach and on the intercept trajectory for the final
approach course. This arms the F-LOC and F-G/S modes.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the F-LOC.
 For ILS G/S OUT and LOC ONLY approaches, this arms the LOC and F-G/S modes.
 For LOC B/C approaches, this arms the LOC B/C F-G/S modes.
F-LOC / LOC / LOC B/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
F-G/S . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECKARMED
F-LOC / LOC / LOC B/C CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
 Check that the aircraft sequences the waypoint associated to the FAF, at the altitude
specified on the published approach chart.
F-G/S CAPTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR

GO AROUND ALT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET

 Set the go around altitude on the FCU.
7.10.2 Final approach
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
The PM will make callouts for the following conditions during final approach. Attitude callouts
also to be made through to landing.
 "SPEED" if the speed decreases below the speed target -5 kt, or increases above the
speed target  +10 kt.
 "SINK RATE" when V/S is greater than -1 000 ft/min
 "BANK" when bank angle becomes greater than 7°
 "PITCH" when pitch attitude becomes lower than 0° or higher than +10°
 "LOC" or "GLIDE" when either localizer or glide slope deviation is:
- 1⁄2 dot LOC
- 1⁄2 dot GS
 "CROSS TRACK" when the XTK is greater than 0.1nm
 "VDEV" when the vertical deviation is greater than 1⁄2 dot
 "COURSE" when greater than 1⁄2 dot or 2.5°(VOR) or 5° (ADF)
 "__FT HIGH (LOW)" at altitude checks points.
At entered minimum +100 FT
ONE HUNDRED ABOVE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR OR ANNOUNCE
At entered minimum
MINIMUM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR or ANNOUNCE
Below minimum, the visual references must be the primary reference until landing.
If visual references are sufficient:
CONTINUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
When appropriate:
AP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
 At minimum -50 ft, if the AP is still engaged, the message DISCONNECT AP FOR LDG  
pulses on the FMA to remind the flight crew that automatic landing is not available.
FD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . OFF
 The PF orders the PM to set both FDs off.

TRK FPA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT

RUNWAYTRACK . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK/SET
 If needed, the PF orders the PM to set the runway track.
If visual references are not sufficient
GO AROUND . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ANNOUNCE
 Initiate a go around.
7.10.3 Management of degraded navigation

For RNAV (GNSS) approaches, with LNAV minima and LNAV/VNAV minima
 Use the appropriate remaining AP/FD in the following cases:
 Discontinue the approach in the following cases, if external visual references are not
sufficient to proceed visually:
- GPS PRIMARY LOST on one ND;
- NAV ACCUR DOWNGRAD on one FMGS;
- F-APP capability lost;
- F-LOC deviation exceeds 1 dot;
- NAV FM/GPS POS DISAGREE on ECAM.
For RNAV (GNSS) approaches with LNAV/VNAV minima
 Discontinue the approach if the F-G/S deviation exceeds 1⁄2 dot below the F-G/S beam.
7.11 Approach using final APP guidance

7.11.1 Flight preparation
For RNAV (GNSS) approaches, GPS PRIMARY availability should be confirmed.
For RNP operations requiring RAIM/AIME check: RAIM and AIME are available worldwide, if 24
GPS satellites or more are operative. If the number of GPS satellites is 23 or less, the flight crew
should check RAIM/AIME availability using the approved version of the Honeywell/Litton
ground-based prediction software.
7.12 Approach using FPA guidance

7.12.1 General
The following items are to be performed in addition to previous SOP chapters in the following
cases:
 RNAV (GNSS) approaches using mixed NAV FPA guidance with LNAV minima only.

7.12.2 Aircraft equipment

For RNAV (GNSS) approaches, Refer to PRO-SPO-51 RNP APCH / RNAV (GNSS) - Required RNP
APCH Equipment
Ident: PRO-NOR-SOP-18-C-E-00015665.0001001 / 09 SEP 14
7.12.3 Flight preparation

For RNAV (GNSS) approaches, GPS PRIMARY availability should be confirmed.
Refer to PRO-NOR-SOP-02 GPS PRIMARY Availability
7.12.4 Descent preparation

F-PLN A page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
 For approaches using NAV FPA
 1 degree of difference between the MCDU and the charted final lateral track is
acceptable.
 3 degree of difference between the MCDU and the charted final lateral track is
acceptable for  conventional radio NAVAID approach.
PROG page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . COMPLETE
 Insert the reference RWY threshold in the BRG/DIST field for position monitoring during
approach.
GO AROUND STRATEGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . REVIEW
 The briefing should include a review of the “Management of Degraded Navigation”
chapter.
Ident: PRO-NOR-SOP-18-C-E-00014530.0002001 / 03 MAR 14
7.12.5 Descent at 10,000 ft

NAV ACCURACY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
 If NAV accuracy is LOW, use TRK mode for approach.
For RNAV (GNSS) approach:
GPS PRIMARY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK
 GPS PRIMARY must be available on at least 1 FMS.
Initial/Intermediate/Final approach
LATERAL GUIDANCE MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET FOR APPROACH
 Arm NAV or LOC or LOC B/C mode as appropriate

For LOC ONLY, ILS G/S OUT and back course localizer approaches
 LOC pb-sw . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PRESS
 Press the LOC pb-sw when cleared for approach, and on the intercept trajectory for the
final approach course.
Note: In NAV mode, the aircraft may leave the F-PLN to capture the LOC.
LOC/LOC B/C . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ARMED
LATERAL PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . INTERCEPT
 Monitor NAV or LOC or LOC B/C engagement as appropriate
TRK-FPA pb (Bird) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SELECT
FPA FOR FINAL APPROACH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
At 0.3nm from the Final Descent Point
FPA selector . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . PULL
FPA MODE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . CHECK ENGAGED
 Check NAV FPA, TRK FPA, LOC FPA or LOC B/C FPA is engaged.
POSITION/FLIGHT PATH . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR/ADJUST

GO AROUND ALTITUDE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . SET
 Set, when below the go-around altitude to avoid unexpected altitude capture.
FLIGHT PARAMETERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . MONITOR
 Crosscheck distances versus altitudes as published on the charts.
 If approaching on a conventional radio NAVAID procedure, monitor the lateral and
vertical  guidance using raw data.
 For approaches using NAV FPA, monitor XTK error on ND to check the lateral guidance.
The PM calls out if excessive lateral deviation occurs
 Approach using NAV MODE: XTK > 0.1nm
 Approach using LOC or LOC B/C MODE:
 LOC 1⁄2 dot
 Approach using TRK MODE:
 VOR 1⁄2 dot or 2.5°
 NDB 5°

AT ENTERED MINIMUM +100 FT

 Same as APPR using F-LOC F-G/S guidance
AT ENTERED MINIMUM
 Same as APPR using F-LOC F-G/S guidance
7.12.6 Management of degraded navigation

For RNAV (GNSS) approaches with LNAV minima
Use the appropriate remaining AP/FD in the following cases:
 GPS PRIMARY LOST on one ND
 NAV ACCUR DOWNGRAD on one FMGS.
Discontinue the approach in the following cases, if external visual references are not sufficient
to proceed visually:
 GPS PRIMARY LOST on both NDs
 XTK > 0.3nm
 NAV FM/GPS POS DISAGREE on ECAM
 NAV ACCUR DOWNGRAD on both FMGS.

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0.1 Table of contents

Ch. Chapter 1 Pg.

Ch. Chapter 2 Pg.

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Ch. Chapter 3 Pg.

Ch. Chapter 4 Pg.

Ch. Chapter 5 Pg.

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5.13 Contingency procedure 89

Ch. Chapter 6 Pg.

Ch. Chapter 7 Pg.

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0.3 Grammar, Verb structure and use of common language

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0.4 Document Revision

0.4.1 Temporary revisions

0.4.2 System of amendment and revision

Tel: +965 – 2434 5555 ext. 4488

Tel: +965 2431 4473

Fax: +965 – 2476 9165

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0.4.3 Amendment Request Form

0.4.4 Document Control

0.4.5 Distribution of Documents

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0.4.6 Disposal and Retention of Obsolete Documents

0.5 Distribution List

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0.6 Record of Revisions

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0.7 Record of Approval of Revisions

Issue & Rev. No. Dy. Operations Approval

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0.8 List of Effective Pages

Chapter 1 Page Date Status

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Chapter 2 Page Date Status

Chapter 3 Page Date Status

Chapter 4 Page Date Status

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Chapter 5 Page Date Status

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Chapter 6 Page Date Status

Chapter 7 Page Date Status

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SID Standard instrument departure

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1.2 Transition from conventional navigation to PBN

1.2.2 Performance based navigation

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1.3 Performance based navigation

1.4 RNAV vs. RNP

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1.5 Area navigation

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1.5.2 Geodetic reference