CREW

TRAINING

Performance
Based Navigation

Copyright © AIR ALGERIE, Crew Training – REV.1 – Effective 01-

 PBN – B737

Introduction

The purpose of this presentation is to provide

knowledge, support in performance based navigation
‘’PBN’’ and training for pilots conducting RNP APCH
on the B737.
 Introduction
What is PBN ?

• Performance Based Navigation (PBN) is widely established for all phases of

flight. We routinely use RNAV arrivals and departures, and RNP navigation
specifications enroute.

• The PBN concept specifies that aircraft RNAV system performance

requirements be defined in terms of the accuracy, integrity, availability,
continuity and functionality, which are needed for the PNB operations in the
context of a particular airspace concept. The PBN concept represents a shift
from sensor-based to performance based navigation.

• Performance requirements are identified in navigation specifications, which

also identify the choice of navigation sensors and equipment that may be used
to meet the performance requirements.
 PBN – B737
Aircraft Certification/Approval
• All Air Algerie B737 aircrafts are certified for PBN (RNP/RNAV) operations.

• RNP 1 (Basic RNP1) /RNAV 1 operations require the use of Auto Pilot / Autothrust.

RNAV and RNP specifications

• A navigation specification is either an RNP specification or an RNAV specification.
An RNP specification includes a requirement for on-board self-contained
performance monitoring and alerting, while an RNAV specification does not. In cases
where navigation accuracy is used as part of the designation of a navigation
specification, it should be noted that navigation accuracy is only one of the many
performance requirements included in a navigation specification. Because specific
performance requirements are defined for each navigation specification, an aircraft
approved for an RNP specification is not automatically approved for all RNAV
specifications.
• Similarly, an aircraft approved for an RNP or RNAV specification having a stringent
accuracy requirement (e.g. RNP 0.3 specification) is not automatically approved for a
navigation specification having a less stringent accuracy requirement (e.g. RNP 4).
The existing RNP 10 designation is inconsistent with RNP and RNAV specifications.
RNP 10 is the historical designation for oceanic routes and does not include
requirements for on-board performance monitoring and alerting.
 PBN – B737
RNP airspace environment and implementation
• The numbers given in the table below refer to the 95 percent accuracy requirements
(NM).
• RNAV 5 is an en-route navigation specification which may be used for the initial part
of the STAR outside 30 NM and above MSA.
• RNP 2 and Advanced RNP 1 are expected to be included in the future.

• a. The navigation application is limited to use on STARs & SIDs only.

• b. The area of application can only be used after the initial climb of a missed approach phase.
• c. Beyond 30 NM from the airport reference point (ARP), the accuracy value for alerting becomes
2 NM.
 PBN – B737
RNP airspace environment and implementation

• A flight may commence in an airspace using a Basic-RNP 1 SID, transit through enroute
then oceanic airspace requiring RNAV 2 and RNP 4, respectively, and culminate with
terminal and approach operations requiring RNAV 1 and RNP APCH. (see figure above).

• RNAV 10 retains the RNP 10 designation.

• European BRNAV and Middle East Region RNP-5 may be considered equivalent to the
ICAO RNAV 5 specification.

• European P-RNAV may be considered equivalent to the ICAO RNP-1 specification.

 PBN – B737
ABAS Requirements
• Whenever the GPS is mandatory, the Aircraft Based Augmentation System (ABAS) is
mandatory as well. The availability of the ABAS is done by monitoring the RAIM of the GPS.

• RAIM availability prediction should take into account the latest GPS constellation NOTAMs.
The service will be provided by inclusion into the Flight Planning system, of RAIM
prediction NOTAMS that are updated by Flight Dispatch using RAIM Availability Prediction
web services.

• In the event of a predicted, continuous loss of appropriate level of fault detection of more
than 5 minutes for any part of the RNP/RNAV operation where GPS is mandatory, the flight
plan should be revised (e.g. delaying the departure or planning a different departure/arrival
procedure).

• RAIM availability prediction software does not guarantee the service; they are rather tools
to assess the expected capability to meet the required navigation performance.

• Because of unplanned failure of some GNSS elements, pilots 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
(including diversion to an alternate) in case of failure of GPS navigation.
 PBN – B737
Flight crew procedures
• For RNP/RNAV airspace and routes, the flight crew must:

• Note that the correct flight plan suffixes have been filed on the ATC flight plan. The letter “R”
should be placed in block 10 of the ICAO flight plan to indicate the pilot has reviewed the
planned route of flight and determined the RNP requirements and the aircraft and operator
approval for RNP routes. Refer to Jeppesen Manual Air Traffic Control – Air Traffic
Management – Appendix 2 – Flight Plan.

• Where only RNAV approaches are available at the destination, an alternate aerodrome is
required that has an IAP based on conventional navigation aids.

• If an alternate is required, it must have an approved non-GPS instrument approach

procedure expected to be available at the estimated time of arrival.

• Review NOTAMS to verify the availability and status of ground based navigation aids and or
GPS satellites that may be utilized for updating purposes in the RNAV/RNP airspace.

• Review maintenance logs and forms to ascertain the serviceability of the equipment
required for flight in RNP/RNAV airspace or on routes requiring RNP/RNAV navigation.
 PBN – B737
Flight crew procedures

• Comply with any instructions or procedures identified by the manufacturer as necessary to

comply with the performance requirements in this Section. These are listed in the FCOM.

• Request or file RNP and RNAV routes only if all the criteria in the relevant State documents
is satisfied. If an aircraft not meeting these criteria receives a clearance from ATC to
conduct an RNAV/RNP route, the pilot must advise ATC that he/she is unable to accept the
clearance and must request alternate instructions.

• All pilots are expected to maintain route centre-lines, as depicted by on-board lateral
deviation indicators and/or flight guidance during all RNAV-1, RNP-1 and RNP-4 operations,
unless authorized to deviate by ATC or under emergency conditions. For operations in
RNAV/RNAV-5/10, Strategic Lateral Offset Procedures may be employed.

• Note that when the aircraft is not on the published route, the specified accuracy
requirement of the route does not apply.

• Not modify the flight plan in the RNP system, if ATC issues a heading assignment, until a
clearance is received to rejoin the route or the controller confirms a new route clearance.
 PBN – B737
Flight crew procedures CONT

• Conduct mandatory cross-checking procedures to identify navigation errors in sufficient

time to prevent inadvertent deviation from ATC-cleared routes. These checks on the
navigation accuracy are given in the FCOM/AOM.

• Use RNAV/RNP equipment to follow flight guidance for lateral navigation no later than 500 ft
above the airport elevation, when on an RNAV/RNP SID.

• Follow the navigation procedures inherent in the applicable FCOM/AOM.

• For RNAV 10, the minimum equipment required must be serviceable at the oceanic entry
point.

• For RNP 4, the minimum equipment required must be operational at the entry point of the
RNP airspace.

• For aircraft using a lateral deviation display (i.e navigation map display), the scale must be
set for the RNP 1 SID.
 PBN – B737
Electronic Database management
• Pilots must:

• Verify that the on-board navigation data is current and appropriate for the region of
intended operation; the verification must include the navigation aids, waypoints, and
relevant coded ATS routes for departure, arrival, and alternate airfields.

• 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.

• Verify the aircraft’s RNP/RNAV system is available, operating correctly, and the correct
airport and runway data are loaded, prior to commencing take-off.

• Note that the Navigation databases are expected to be current for the duration of the flight.
If the AIRAC cycle is due to change during flight, pilots should collect an additional
Operational Flight Plan with the data of the next cycle, and use both plans on currently,
until the ARINC cycle changes, at which point the OFP based on the expired ARINC cycle
may be discarded. The electronic database must not be switched during flight.
 PBN – B737
Electronic Database management CONT
• Not fly an RNP/RNAV SID or STAR unless it is retrievable by route name from the onboard
navigation database and conforms to the charted route. However, the route may
subsequently be modified through the insertion or deletion of specific waypoints in
response to ATC clearances. The manual entry, or creation of new waypoints by a manual
entry, of latitude and longitude or Place/Bearing/Distance 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.

• Extract, whenever possible, RNAV routes in the en-route domain from the database in their
entirety, rather than loading individual waypoints from the database into the flight plan.
However, it is 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.

• Moreover, the route may subsequently be modified through the insertion or deletion of
specific waypoints in response to ATC clearances. The creation of new waypoints by
manual entry of latitude and longitude or Place/Bearing/Distance values is not permitted.

• 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 navigation aids should be confirmed.
 PBN – B737
Electronic Database management CONT

• At times, 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.

• Verify that the correct terminal route has been loaded, prior to the arrival phase. 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 navigation aid. A route must not be
used if doubt exists as to the validity of the route in the navigation database.

• Note that route modifications in the terminal area may take the form of radar headings or
“direct to” clearances and the flight crew 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 flight crew of the loaded route, using temporary waypoints or fixes
not provided in the database, is not permitted.
 PBN – B737
Electronic Database management CONT

• Any published altitude and speed constraints must be observed.

• Pilots of aircraft with RNP input selection capability must select RNP 1 or lower for Basic
RNP 1 SIDs, STARs or procedures.

• For RNP APCH, pilots must ensure that the approaches which may be used for the intended
flight (including alternate aerodrome):

• (1) are selected from a valid navigation data base (current AIRAC cycle);

• (2) have not been prohibited by any NOTAM issued by the DACM or by the air navigation
service providers or by an operational instruction of the company.
 PBN – B737
In-flight System Degradation & Contingency procedures

• The normal FMC position monitoring with navaid raw data as described in FCOM/AOM must
be observed as long as the aircraft is still within radio navaid coverage. Any discrepancy,
between navaid raw data and FMC position, with a magnitude of the order of the RNP-X
value shall be considered as a loss of RNP capability.

• Messages like CHECK A/C POSITION, may also indicate a capability loss except if the faulty
system has been identified and the healthy system is used for navigation and is being
monitored.

• Crews must advise ATC of any deterioration or failure of the navigation equipment that
cause navigation performance to fall below the required level, and/or any deviations
required for a contingency procedure.

• Where the contingency procedure requires reversion to a conventional arrival route,

necessary preparations must be completed before commencing the RNP 1 procedure. In
the event of communications failure, the flight crew should continue with the RNAV route in
accordance with established lost communications procedures and obtain clearance as
soon as possible.
 PBN – B737
Incidents Reporting

• Significant incidents associated with the operation of the aircraft which affect RNAV
operations, need to be reported in ATL/Commanders Voyage Report as applicable.
• Examples:

• Aircraft system malfunctions:

• (Errors attributed to navigation database or navigation equipment failure)

• Ground navigational facilities:

• (Problems with ground navaids leading to significant navigation errors)

• Post Flight, the following information should be included in the ATL:

A. Time at which the loss of accuracy occurred.

B. Phase of flight
C. Flight Parameters
 PBN – B737
Strategic Lateral Offset Procedure (SLOP)

• It has been determined that by allowing aircraft to conduct flights over remote or non radar
environments, employing a lateral offset, there will be an additional safety margin. This will
mitigate the risk of conflict when non-normal events such as aircraft navigation errors,
altitude deviation errors and turbulence-induced altitude-keeping errors occur.

• Strategic Lateral Offset Procedures are intended for both the mitigation of the increasing
lateral overlap probability and wake turbulence encounters.
 PBN – B737
Strategic Lateral Offset Procedure (SLOP) CONT

• The SLOP provides for offsets within the following guidelines:

• Along a route or track there will be three positions that an aircraft may fly:

centre line or one or 2 miles right. Offsets will not exceed 2 NM right of centre line. The intent
of this procedure is to reduce risk (add safety margin) by distributing aircraft laterally across
the three available positions.

a) Aircraft should neither offset to the left of centre line nor offset more than 2 NM right of
centre line.

b) While there is no ATC clearance required for this procedure, an advisory of the offset, to
the relevant ATC, is recommended.

c) The SLOP must be discontinued in the terminal area or at the beginning of an approach
procedure, at a hold, or during large changes of track.
 RNAV
What is RNP APCH?
• Performance Based Navigation (PBN) is widely established for all phases of flight.
We routinely use RNAV arrivals and departures, and RNP navigation specifications
enroute.
• The PBN concept also encompasses RNP Approach (RNP APCH).
• The main difference between RNP APCH and other traditional approaches: RNP
APCH does not require ground based approach facilities because it uses the
navigation performance of the aircraft.
• RNP APCH are flown using the aircraft’s RNAV capabilities within a performance
based navigation concept.
• RNP APCH requires a global satellite navigation system (GNSS), such as GPS, and
an on-board performance monitoring and alerting system to alert the crew in case
of malfunction or exceedance of RNP.

• The first RNAV approaches were developed before the definition of RNP. That is
why RNP APCH are usually charted as RNAV (GNSS) and why they are traditionally
called RNAV approaches.
 RNAV
Why fly RNP APCH ?

• RNP APCH can replace visual and circling approaches at many airports.

• Lower weather minima (compared to visual and traditional non-precision

approaches) means better airport access.

Chargement…
• Better safety margin, lower risk of CFIT and fewer unstabilized approaches.

• Full automation reduces crew workload and increases situational awareness.

• Cost savings – Because the probability of go-arounds and diversions is lower.

• For airports – easier to establish than approaches which need ground-based aids.

• ICAO is planning to replace traditional non-precision approaches with RNP APCH.

By establishing RNP APCH operations, we are preparing ourselves for this
transition.
 RNAV
“RNAV approach” or “RNP approach”?

• The terminology can be confusing because the term “RNAV” can refer to

a navigation capability of the aircraft

types of operation and navigation specifications
chart names (in the case of RNP APCH)

RNP approaches are published on charts with a title in the form of RNAV (GNSS)
RWY xx or RNAV (GPS) RWY xx, and their navigation specification is RNP APCH.

This is an RNP APCH

 RNAV

• There are different types of RNP APCH, depending on the procedure design.
• The most basic RNP approach may be associated with a lateral track in space only.
Then it is a NPA (non-precision) RNP APCH, similar to a VOR or NDB approach.
This type of approach usually has an RNP of 0.3 (never less than 0.3).
• An RNP approach may also have a vertical path as part of its procedure design.
Then it is an APV (approach with vertical guidance) RNP APCH. An APV RNP
approach is neither a non-precision, nor a precision approach, but a third type!

WITHOUT RNP APCH WITH

a defined a defined
vertical path vertical path
(lateral track
only)

NPA RNP APCH APV RNP APCH

 RNAV

• The lateral guidance and the vertical guidance requires specific sensors and
aircraft capabilities, and different lines of minima may be shown on the chart
according to these requirements.

• When the lateral guidance of the NPA RNP APCH is based on GNSS sensors such
as those installed in on our fleet, it uses LNAV minima.

We can use LNAV minima when they are published on the approach chart.

• When, in addition to the lateral guidance, the vertical guidance is based on

barometric sensor inputs, the approach is called a APV Baro-VNAV approach and
uses LNAV/VNAV minima.

We can use LNAV/VNAV minima too – under certain conditions!

• When the lateral or vertical guidance requires a special GPS installation supporting
space-based GNSS augmentation (SBAS), they may use LP or LPV minima on the
chart. Some charts publish these minima too.

We are NOT approved to use LP or LPV minima on the B737.

 RNAV
When using LNAV minima (NPA):

chart minima are published as MDA/H or DA/H.

the approach has a lateral RNP, usually 0.3 and never less.
There is no precise vertical path, but the approach must always be flown as CDFA.
As with other NPA, VNAV is the recommended pitch mode, but V/S is permitted.

When using LNAV/VNAV minima (APV Baro-VNAV):

the minima may be lower and are published as DA/H.

in addition to the lateral RNP, the approach has a vertical RNP = 75ft
additional equipment and operational procedures apply.
VNAV must be used as a pitch mode, other pitch modes are not permitted.
 RNAV
• RNP (AR) APCH are another type of APV RNP approach, but they are different from
“normal” RNP approaches in at least one of the following characteristics:

they may have a curved leg on final approach (RF / “radius-to-fix” leg), or
they may have an approach RNP below 0.3, or
they may have a missed approach RNP below 1.0
• You can also identify an RNP AR APCH as follows:

chart header reads RNAV (RNP), not RNAV (GNSS)

the words AR or Authorization Required are in the briefing strip.
 RNAV

CAUTION:
• Air Algerie B737 is currently not approved to fly RNP AR approaches.
Refer to Air Operator Certificat to check our current approvals.
• Do not use RNP APCH charts with a chart header RNAV (RNP) or which show
AUTHORIZATION REQUIRED in the briefing strip.
• Do not use FCOM Supplementary Procedure 4.7 (RNP AR APCH) to fly a regular
RNP approach, because this includes steps not applicable to our operation.

Chargement…
 RNAV
Summary

• There are different subtypes of RNP approach. These can have several lines of

minima depending on the type of final approach segment and the sensors
required.

✔ ✔
• We can use LNAV chart minima or LNAV / VNAV chart minima.
• LP and LPV minima are not approved on AH B737 and must not be used.
• RNP (AR) approach is not approved on AH B737 and must not be used.
 RNAV
Should we use LNAV or LNAV / VNAV minima ?

• Use of LNAV/VNAV chart minima is preferred. LNAV / VNAV minima are usually

lower than LNAV-only minima on the chart.

• But, to use LNAV/VNAV minima:

Navigation Performance Scales (NPS) must be installed.

Check that your aircraft has NPS installed.

Temperature limits must be published on the chart

Airport temperature must be within these limits to use LNAV/VNAV minima.

A vertical RNP must be entered in the RNP PROGRESS page and monitored.
 RNAV
Why is temperature important for LNAV/VNAV?

• If temperature is different from ISA (or “design temperature” of the approach), the
vertical path flown by the aircraft in VNAV PATH will be different from the nominal

design of the procedure, and no indication of the deviation is shown to the pilot.

Airport temperature warmer than ISA = steeper approach = you will be high
Airport temperature colder than ISA = flatter approach = you will be low
 RNAV
Effects of temperature

• The B737 FMS is not temperature compensated for the approach. Entry of
QNH and temperature on the Descent Forecast page does not apply
corrections to the approach.
• If temperature is non-ISA (or different from the design temperature of the
approach), you WILL be high or low. But the temperature envelope associated
with a Baro-VNAV approach (when using LNAV/VNAV chart minima) ensures
the path deviation remains within acceptable limits.
• The approach can be flown outside the temperature limits published on the
chart, using LNAV minima (as a non-precision approach). You can still use
VNAV as a pitch mode, as for any NPA like VOR, NDB etc.
• For low temperatures, altitude corrections must be applied to ensure obstacle
clearance when using LNAV chart minima.
 RNAV
Equipment Requirements for RNP APCH

• Refer to the MEL Special Operations section and to QRH Ops Info to determine
required equipment for dispatch and to fly the approach.

• To use LNAV/VNAV chart minima,

Navigation Performance Scales (NPS)
must be installed.
• Refer to FCOM 10.11 to check
availability of NPS – or look at your
PFD!
• All required equipment must be
operational throughout the approach.
 RNAV
General monitoring requirements

• Just as with other types of instrument approach, it is important to monitor the

lateral and vertical profile of the approach.
• The LEGS page is selected by the PF, and it shows waypoints and associated
constraints which must be met.
• The RNP PROGRESS page is selected by the PM, and it allows the crew to monitor
RNP, ANP and FTE throughout the approach.
• FTE (Flight Technical Error) means the capability of the pilot or aircraft systems to
track the required path, so it describes path tracking accuracy.
• If installed, the Navigation Performance Scales provide an indication of ANP, RNP
and FTE all at the same time.
• ANP and FTE must be lower than RNP = 0.3 throughout the approach.
If (ANP + FTE) exceeds RNP, the requirements of the approach are not met.
• When using LNAV/VNAV chart minima, the vertical path must also be monitored.
 RNAV
• Two different types of RNP PROGRESS page are installed in our B737 fleet.
• They differ in the availability of vertical RNP features
(entry of vertical RNP and monitoring of vertical RNP).
• Aircraft with vertical RNP features also have Navigation Performance Scales (NPS).
• Vertical RNP features and NPS are required to use LNAV/VNAV chart minima.

Vertical RNP feature

 RNAV
Navigation Performance Scales

• NPS provide a direct indication of ANP, RNP and FTE (path deviation).
 RNAV
The normally white bars on the NPS visually indicate the allowable limits of
deviation (maximum flight technical error) and the triangular magenta pointer
displays the current deviation (location of the desired path relative to aircraft).
The width of the NPS bars indicate the relationship between ANP and RNP. When
RNP and ANP get closer to each other, this extends the white bars towards the
center, and it will be easier for the magenta pointer to touch the bar (FTE limit).
When the deviation pointer exceeds the FTE limit with LNAV engaged, the pointer
will visually overlap the deviation limit bar, the deviation limit bars will turn amber,
and the pointer will blink for 10 seconds.

Lateral ANP bars can be displayed in all phases of flight. Vertical ANP bars can be
displayed only after reaching top-of-descent.

White NPS bar

Maximum allowed FTE

Deviation pointer
 RNAV
Navigation Performance Scales

• So, if the NPS bars (normally white) turns AMBER, it means either:

excessive deviation from the required path has occurred, and/or

ANP exceeds RNP

• If this happens during the approach, perform a go-around unless the approach can
be continued as a visual approach.

Amber NPS bars

Excessive deviation
 RNAV
Vertical path deviation band

• Deviation from the vertical path is also shown on the ND. The depiction of vertical
path deviation differs between aircraft.

Deviation display
Fixed deviation with scaled deviation
display band
• The basic path deviation display is fixed to show +/- 400ft deviation at full

deflection. It cannot accurately depict the vertical RNP associated with Baro-VNAV
approaches, and is not suitable when using LNAV/VNAV chart minima.

• Aircraft with NPS and vertical RNP features have a scaled vertical path deviation
band which corresponds to the vertical RNP entered on RNP progress.

• The magenta deviation band is symmetric around the pointer, and it represents the
vertical RNP as entered on the RNP PROGRESS page.
• Whenever ANP exceeds RNP, the ANP/RNP labels and values are shown in amber.
 RNAV
Radio Phraseology

The same phraseology is applicable regardless of which chart minima are used. At the
first radio contact with approach air traffic control, approach clearance is requested.

Basic phraseology between the pilot and ATC for an RNAV(GNSS) approach RWY18L:

Pilot : Lyon approach, Air Algerie 1036, requesting RNAV approach RWY 18 Left.
ATC : Air Algerie 1036, Lyon approach, cleared for RNAV approach RWY 18 Left.

Phraseology in case of loss of RNP APCH capability:

Pilot : Lyon approach, Air Algerie 1036, RNAV impossible due to equipment.

Phraseology in case of radar vectoring followed by a final RNAV (GNSS) approach:

Pilot: Lyon approach, Air Algerie 1036, request final RNAV approach on RWY 18 left.
ATC: Air Algerie 1036, turn right heading 230, descend to 3000ft, QNH 1019, final RNAV
approach authorized on RWY 18 left.
 Approach Procedures

• To fly the approach, refer to FCTM 5.46 FCOM NP21.46 and QRH – Ops Info-
BRNAV/PRNAV requirements PBN OMA 8.3.2.1.
• It’s not a memory exercise – refer to the books.
 Preflight planning stage
• Verify availability of RAIM at the planning stage . RAIM must be available at least at
+/ 15 minutes from ETA.

Note: RAIM is a method for the GPS receivers on the aircraft to monitor the
integrity of the GPS signal. RAIM requires additional satellites. The RAIM
availability check on the ground is based on a mathematical model which predicts
whether sufficient satellites are available to support this integrity check.

• If only RNP approaches are available at the destination, an alternate aerodrome is

required that has an instrument approach based on conventional navigation aids.
• An RNP approach cannot be used to select a takeoff alternate airport.

• If dispatching with unserviceable items, also refer to MEL Special Operations

section for RNP APCH to make sure required equipment is operational.

• On the ground, check that the FMC database is valid, and that the intended RNP
approaches are contained in it. Only published database approaches can be flown.

• Check there are sufficient means to navigate at the destination / alternate

aerodrome in case of loss of RNP APCH capability.
 Approach preparation
Do these steps before top of descent:

• Check that the required aircraft equipment is operational and available.

Refer to QRH OI Performance Based Navigation table.
• Check crew qualifications are valid and current.
• Review RAIM availability predictions.
• Obtain destination and alternate weather. The alternate must have an available
non-RNP APCH.

• Check that the chart header identifies the RNP APCH as RNAV (GNSS) or
equivalent, and that it shows whether the approach uses LNAV or LNAV/VNAV
minima.
• Obtain and set the current airport QNH, and obtain the airport temperature.

• Decide if the approach will be flown to LNAV or LNAV / VNAV minima.

 Approach preparation
How to check RAIM availability prediction

• The RAIM prediction is provided for departure, destination and alternate airports at
the end of the CFP
• It covers a 24-hour period, starting at STD-6 hours. Check the time period is valid!

• RAIM outages may occur during a 24-hour period. Outages are acceptable,
provided they do not occur at the time when the RNP approach will be flown.
Approach preparation
How to check RAIM availability prediction

Chargement…
Do not fly the RNP
approach during these
times.
Approach preparation
Use LNAV or LNAV / VNAV minima?

✔
use
NPS installed

IF: Temperature limits published✔

Temperature is within limits✔

use
NPS NOT installed, or

IF: No temp limits published, or

Temperature is outside limits

 Approach preparation
Cold temperature corrections when using LNAV minima

Airport temperature is below minimum chart temperature, or Cold

IF: temperature
corrections
No chart temperature published & airport temperature < 0°c
required !

• Use of LNAV / VNAV minima is prohibited, you can use LNAV minima only.
• Obtain the cold temperature corrections necessary as per FCOM SP 16.12, and
calculate the corrections for all published arrival and approach altitudes, including
missed approach altitudes.

• Manually enter the increased altitudes for each waypoint on the FMC LEGS page
after the approach is selected. Both pilots must cross-check entries!
• Set the corrected minima on the barometric minimums selectors.
• Advise ATC of the corrections.
 Approach preparation

• Set the minimum bugs for LNAV or LNAV/VNAV (MDA/H or DA/H) + 50ft.
• The lowest permitted MDH when using LNAV minima is 300ft,
• the lowest permitted MDH or DH when using LNAV/VNAV minima is 250ft.

Why do we add 50ft in all cases - even if the published NPA minimum is a DA/H?

All non-precision approaches must be flown using CFDA. For that reason, Jeppesen
is replacing charted MDA/H for non-precision approaches with DA/H. However, when
current MDA(H) is replaced by DA(H) on the chart, Jeppesen is not adding an
increment to account for the height loss when initiating a go-around at minimums.
That is why the the 50ft increment is required in all cases, even when the NPA
minimum is published as a DA/H.
 FMC Setup

• Select the approach from the FMC database. Do not build it manually.
• Manual entry of waypoints is not permitted.

• Only the following modifications are permitted on the LEGS page:

“at or above” restrictions may be changed to “at” / hard altitudes.

FMC-retrieved waypoint speeds may be reduced, but not increased.
waypoint altitudes may be increased, for low temperature corrections only.
any changes made on the LEGS page must be confirmed by both pilots.
• Verify that no FMC error messages or messages indicating a degradation of
navigation capability are displayed, such as:

UNABLE REQD NAV PERF – RNP

FMC – DISAGREE
VERIFY POSITION
GPS INVALID
 FMC Setup
• Verify that the LEGS page matches the charted approach. This must include:

waypoint sequence
altitude crossing requirements are correct and shown in BOLD
tracks and distances between waypoints
inbound course
mileage of the final approach segment
that the RWxx / MXxx waypoint is shown
the vertical path angle is shown (if not, do not use LNAV/VNAV minima)

If there is a discrepancy between the chart and LEGS page, don’t fly the approach.
• On the NAV OPTIONS page:

select VOR UPDATE – OFF

select DME UPDATE – OFF
verify GPS UPDATE – ON
• On the APPROACH REF page

enter wind corrections (if required)

 FMC Setup
Summary: LEGS page

Waypoint SEQUENCE Waypoint restrictions

check correct check correct & BOLD
8000A may be changed
Waypoint TRACKS to 8000.
check correct 3.00°
Waypoint speed
When using may be reduced or made
LNAV/VNAV minima: RW09 BOLD
vertical path angle
shown Waypoint mileage
check correct
When using LNAV
/VNAV minima:
RWxx or MXxx
waypoint shown
 FMC Setup
Summary: NAV OPTIONS page

DME UPDATE:
select OFF GPS UPDATE:
verify ON
VOR UPDATE:
select OFF
 FMC Setup
• On the RNP PROGRESS page, enter the lateral RNP as stated on the approach
chart. If no RNP is stated, enter RNP=0.3. Operations below 0.3 are not approved.
• Verify that RNP is greater than ANP. Check on the RNP PROGRESS or LEGS page.

• If you fly the approach using LNAV/VNAV chart minima:

enter vertical RNP=125 on the RNP PROGRESS page.

Vertical RNP for Baro VNAV operations is 75ft. The entry of 125 feet will cause
the NPS amber indication to occur at 75 feet or slightly less deviation, since
vertical ANP will be at least 50 feet at all times.
Note:

Because the vertical ANP will exceed 125 feet at higher altitudes, entering a
vertical RNP of 125 in the cruise may result in an FMC message “VERIFY VERT
RNP VALUE”, and an amber NPS when the descent is commenced. This is
acceptable, provided the crew is aware of the reason for the amber indication
during that phase of flight. The yellow indication must not be present during
the approach.
 FMC Setup
Summary: RNP PROGRESS page

When using
In all cases LNAV/VNAV
manually enter a minima: manually
lateral RNP = 0.3 in enter vertical RNP =
this field. 125 in this field.
0.30 125

Verify RNP > ANP.

0.30 appears here. 125 appears here
0.30 NM✔ 125FT✔

While ANP > 125: Yellow NPS and “VERIFY VERT RNP
 Approach Procedures
Approach briefing

Brief the approach as per Air Algerie SOP

During the briefing, cover the following additional points:

Checked that required equipment is operational and available

Checked that crew qualifications are valid and current
Checked RAIM availability predictions
Use of minima (LNAV or LNAV / VNAV)
Use of automation
- Autopilot and F/D is mandatory until the approach can be continued visually
- Use of roll and pitch modes during the arrival and approach
Temperature effects and the expected rate of descent
Effects of any existing failures / malfunctions on the approach
Specific events requiring a go-around (these are listed in NP61 – RNP APCH).
 Approach Procedures
Use the normal procedures as described in NP 61 to fly the approach
 Approach Procedures
Flying the approach

• Use of Autopilot and F/D is mandatory until the approach can be continued visual.
• Use of ALT INTV (where installed) is prohibited.
• Do not accept a direct-to-FAF clearance from ATC.

Direct-to may only be accepted to the intermediate fix (IF), not to the FAF.
Radar vectors can be accepted to intercept inbound course before the FAF.
• PF to select: TERR on ND
LEGS page on CDU
map scale 10NM or less.

PM to select TERR or WX radar on ND

RNP PROGRESS page on CDU.
• At the FAF, crosscheck the primary altimeters. The maximum difference between
primary altimeters is 100ft. If the difference is greater, perform a missed approach.
 Approach Procedures
Flying the approach

• The approach procedure must be flown using LNAV as a roll mode.

• VNAV is the mandatory pitch mode when using LNAV/ VNAV chart minima.
VNAV is also the recommended pitch mode when using LNAV chart minima,
but V/S may be used as a backup.
• For aircraft equipped with NPS: PF and PM monitor NPS and map display.
For aircraft without NPS: PM monitors RNP PROGRESS page.

- maximum lateral deviation (XTK ERROR): NPS amber indication or 1 x RNP (0.3)
- maximum vertical deviation from FAF to DA: 75 feet (for LNAV/VNAV minima)
- ANP must remain below RNP.

• Distance vs. Altitude tables may also be available for final approach monitoring.
 Approach Procedures
Monitoring the approach (on Navigation Display)

Map scale = 10 NM

Path deviation band

shows on profile
FTE / cross-track
error = 0.00 NM
Vertical RNP and ANP
Yellow, because
ANP > RNP !

Lateral RNP = 0.3 NM Lateral ANP = 0.02

 Approach Procedures
Monitoring the approach (on CDU)

Lateral RNP and ANP Vertical RNP and ANP

Current lateral FTE / Current vertical

cross-track error deviation from FMC-
calculated path

These fields replicate the lateral and vertical RNP entries (display only, no entry possible)
 Contingency Procedures

• The usual criteria for performing a missed-approach apply. In addition, after

commencing the approach, the following require a go-around, unless visual:

failure of any required equipment

If ANP exceeds RNP, or if deviation is excessive

If NPS display is amber

any FMC message indicating a degradation of navigation capability

loss of lateral guidance, or loss of vertical guidance (for LNAV/VNAV minima)

any additional system failure or malfunction occurring during the approach,

which has not already been briefed / addressed.

• If in doubt, go-around and re-assess capability!

 Missed approach
Flying the missed approach

• If executing a missed approach, ensure that the missed approach path is tracked
and that the missed approach is flown in accordance with the published
procedures.

This is particularly important on aircraft where TOGAtoLNAV is not available. On

these aircraft, initially use the map to track the required path manually, and then
reengage LNAV as soon as possible.

• If the missed approach is based on RNP (not conventional navigation) verify that
the ANP is less than the RNP associated with the missed approach (normally RNP
1.0).
• If navigation capability is degraded, or the required missed approach track cannot
be flown, inform ATC and request an alternate clearance.
• Determine if another approach should be attempted, based on the cause of the go-
around, aircraft status, fuel available etc.
 Caution!
Some additional precautions

• It is crucial that the correct modes are selected on the MCP. Incorrect pitch modes
can lead to descent below profile.
• Before selection of Flaps 15 or greater, while descending in VNAV PTH in strong
gusty wind conditions, the AFDS may revert from VNAV PTH to LVL CHG due to
minimum speed reversion protection.

This could result in a high rate of descent toward the MCP altitude and a possible
risk of CFIT.

If an AFDS reversion occurs after the FAF or on a leg that requires use of VNAV
PTH, immediately initiate a missed approach.
• The use of ALT INTV (where installed) is not permitted on an RNP APCH because it
may inadvertently delete hard altitude constraints on the LEGS page.
Safe flying!