ROYAL Jordanian Crew Training Department

1. ROYAL JordanianCrew Training Department • RNAV/ RNP /GPS APPROACHES Royal Jordanian Crew Training Department

2. Reference Material • A320 /A330/A340 Flight Crew Operating Manual • PRO-NOR-SOP-19 P 1/20 • LIM-22-10 P ¾ • OEB – Incorrect Vertical Profile during NPA, A320 OEB 31 • Flight Crew Bulletins “Use Of Managed Guidance in Approach and Nav Data Base validation” • Airbus Getting to Grips with Modern Navigation • FCTM • ICAO PBN Doc 9613 • Airbus CBT on Final Approach Mode Royal Jordanian Crew Training Department

3. RNAV RNP GPS Approach • Introduction • RNAV • B-RNAV • P-RNAV • RNP • RNAV Approach introduction • Preflight • RAIM Availability Check using RAIM Holes Chart • RAIM Availability Check Using PREDICTIVE GPS • Temperature check • Flight Path Angle/Rate of descent check • Flight Crew Procedure • ECP Mode • Database Validation • PROCEDURE TURNS • RNP GPS Approach Royal Jordanian Crew Training Department

4. RNAV RNP GPS Approach • Contingencies • GPS PRIMARY Flow Chart • LOSS OF BOTH GPS Flow Chart • ACCURACY LOW Flow Chart • FM/GPS POSITION disagree Flow Chart • One GPS Failing Flow Chart • SINGLE ENGINE Flow Chart • Loss of dual mode Flow Chart • CONTINGENCY MATRIX • FMS Legs • The Transitions • The FLY-BY • The Fly-Over • The By-Pass • Leg Type • TF Leg • CF Leg • PI Leg • NANUs • Pilot / Dispatch guide Royal Jordanian Crew Training Department

5. RNAV RNP GPS Approach RNAV Introduction Definition (ICAO)Area Navigation, RNAV, is a method of navigation which permits aircraft operation on any desired flight path within the coverage of the station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these. RNAV requires a Flight Navigation Computer capable of the following: • To Receive signals from navigational sensor(s) • VOR/DME. • DME/DME • INS or IRS • GPS • To Compute aircraft position • To Determine track to next waypoint • To Continuously update the situation Royal Jordanian Crew Training Department

6. RNAV RNP GPS Approach B-RNAV B-RNAV (Basic RNAV) permits aircraft to navigate at FL95 and above without the use of point source navigation aids. It requires aircraft conformance to a track-keeping accuracy of ± 5NM for at least 95% of flight time (RNP 5) This value includes signal error, airborne receiver error, display system error, and flight technical error. This navigation performance assumes the necessary coverage provided by satellite or ground based navigation aids is available for the intended route to be flown. In the event of a GPS failure, the aircraft retains the capability to navigate relative to ground based navigation aids (e.g., VOR, DME, and NDB). B-RNAV was implemented on 23 April 1998, B-RNAV became mandatory as the primary means of navigation in all ECAC en-route airspace; VOR/DME remained available for reversionary navigation and for use on some Domestic ATS routes in the lower airspace In addition to the functions required for RNAV, B-RNAV Flight Computer must have the following functions: • Continuous indication of aircraft position relative to track to be displayed to the pilot flying on a navigation display situated in his primary field of view, and, information to verify aircraft position must be displayed in the non-flying pilot's primary field of view. • Display of distance and bearing to the active (To) waypoint; • Display of ground speed or time to the active (To) waypoint; • Storage of waypoints; minimum of 4; and • Appropriate failure indication of the RNAV system, including the sensors. Royal Jordanian Crew Training Department

7. RNAV RNP GPS Approach P-RNAV B-RNAV applies to all IFR flights operating in conformity with the ICAO procedures. In some cases B-RNAV has also been implemented on certain SIDs and STARs provided that: • The B-RNAV portion of the route is above Minimum Sector Altitude/Minimum Flight Altitude/Minimum Radar Vectoring Altitude (as appropriate), has been developed in accordance with established PANS-OPS criteria for en-route operations and conforms to B-RNAV en-route design principles. • The initial portion of departure procedures is non-RNAV up to a conventional fix beyond which the B-RNAV procedure is provided in accordance with the criteria given above. • The B-RNAV portion of an arrival route terminates at a conventional fix in accordance with the criteria given above and the arrival is completed by an alternative final approach procedure, also appropriately approved. The specific procedures for B-RNAV operations are incorporated in ICAO Doc 7030/4 Ed. 1997 P-RNAV, Precision Area Navigation, is a further development of Basic Area Navigation (B-RNAV). It is being implemented in Terminal airspace as an interim step to obtain the increased operating capability and environmental benefits arising from route flexibility. The lateral track keeping accuracy of the on-board P-RANV system shall be equal to or better than +/- 1 NM for 95% of the flight time. P-RNAV procedures applies to operations including departures, arrivals, and approaches up to the point of the Final Approach Waypoint (FAWP). Royal Jordanian Crew Training Department

8. RNAV /RNP /GPS Approach RNP RNP as defined in ICAO doc 9613 : • A statement of the navigation performance accuracy necessary for operation within a defined airspace. RNP as defined in ICAO doc 9650 : • A statement of the navigation performance accuracy, integrity, continuity and availability necessary for operation within a defined airspace. RNP from an airborne point of view is defined by the RNP-(x)-RNAV concept described in document ED 75() or DO 236(). These system fully support definition of ICAO doc 9650 (accuracy, integrity and continuity). RNP-(x)-RNAV airborne system: RNP Accuracy is defined as the total system error (x) 95% of the flying time. (x) is the RNP value. • Containment integrity: Probability that the total system error exceeds the specified containment limit without annunciation. • Shall be less than 10-5 per flight hour (99.999%). Containment limit is twice the RNP value (x). • Containment continuity : Probability of annunciated loss of RNP RNAV capability shall be less than 10-4 per flight hour (99.99%). Royal Jordanian Crew Training Department

9. RNAV RNP GPS Approach RNP . 99.999% 2 x RNP Integrity 95% 1 x RNP Accuracy Desired route Accuracy Integrity 95% 1 x RNP 2 x RNP 99.999% Royal Jordanian Crew Training Department

10. RNAV RNP GPS Approach Introduction RNAV Approach introduction NPAs known as dive and drive approaches, contributed a great deal to CFITs, which pushed the regulators and the industry to find a solution. The solution was to merge Lateral RNP with Vertical Capabilities; known as Baro VNAV, into one concept, where the aircraft would be guided Laterally using its natural RNP Lateral Guidance mode, and Vertically on a “Virtual Glide Slope” referenced as VPA Vertical Path Angle, known in the flight deck as the Flight Path Angle, the FPA. The First NPA where simply an Overlay of existing procedures, such as VOR, NDB, etc. Flown by the FMS using ARINC 424 legs, at a later stage when legislators, airframers, and operators gained experience, and confidence, the industry pushed for the usage of GPS technology, which would enable to fly a procedure without any ground station. Classified as RNAV RNP and RNAV GPS, these procedures have their own design criteria, but present a better level of safety than conventional NPAs., due to the fact that the Azimuth is always aligned with the runway, not subject to scalloping, bending and or interference, with a FPA for the vertical guidance. Royal Jordanian Crew Training Department

11. RNAV RNP GPS Approach Introduction RNAV Approach introduction However, Barometric altimeters are calibrated to indicate true altitude only under International Standard Atmosphere (ISA) conditions of temperature and sea level pressure.  In cases where the temperature is higher than ISA, the true altitude will be higher than the altitude indicated by the altimeter. Conversely, when the temperature is lower than ISA, the true altitude will be lower than indicated. Consequently the vertical paths would only be at the published procedure altitudes when ISA conditions exist.  In below ISA conditions, the constant angle vertical path would be at a shallower angle than for ISA conditions.  Likewise the vertical profile defined by the waypoint altitudes would also be lower.  In such cases expected terrain and obstacle clearance during approaches would not be maintained if the aircraft were flown at minimum IFR altitudes, nor would pilots be made aware of this condition. Clearly there is a safety consideration to be addressed for FMS baro VNAV terrain and obstacle clearance margin. One solution was to introduce a temperature compensation within the FMS functions, and the other is to limit the VNAV Baro to a published temperature beyond which the vertical portion of the procedure SHALL NOT be FLOWN. Royal Jordanian Crew Training Department

12. RNAV RNP GPS Approach General The A320/A330/A340 Family FMGS is designed to use the following two Non-Precision Approach strategies: • Approach NAV Strategy for RNAV RNP, RNAV GPS • Approach NAV Strategy for VOR, VOR/DME. NDB, NDB/DME, LOCATOR, LOCATOR DME. Both strategies have the following features in common: • Each specific approach is contained in the FMS database. • Each approach is flown using the TRACK / FPA mode on final. • Each approach is flown using a constant angle descent from the FAF to The MDA. The FMS database provides the course and Flight Path Angle/glide path guidance in an ARINC 424 format, please note that the FMS is not using any ground signal for tracking. Royal Jordanian Crew Training Department

13. RNAV RNP Approach RNAV Approach can be performed in FINAL APP mode provided that: • The FMS is in DUAL MODE • The GPS in PRIMARY or ACCURACY is HIGH • The Approach is stored in the navigation database. • The Final Approach (FAF to runway or MAP) as extracted from the database and inserted in the primary F-PLN including altitude constraints, is not revised (modified) by the crew • Before starting the Approach, the crew must check the lateral flight plan against the published approach chart using the MCDU and ND (In PLAN mode) • The approach trajectory is laterally and vertically intercepted, before the FAF, or equivalent waypoint in the FM F-PLN, so that the aircraft is correctly established on the final approach course before starting the descent. • The final approach is laterally and vertically monitored, using the VDEV and appropriate raw data (distance to the runway, altitude, FPV) Royal Jordanian Crew Training Department

14. RNAV RNP Approach RAIM Holes Chart Preflight: RNAV Approach with GPS PRIMARY: Unless an instrument approach procedure not requiring GPS PRIMARY, is available at the destination or destination alternate (and at required takeoff alternate, and enroute alternate) the GPS PRIMARY availability must be verified before the flight. GPS PRIMARY availability is reflected on RAIM availability. RAIM availability must be checked using RAIM holes charts provided in the PREDICTIVE GPS MCDU Page GPS PRIMARY availability using RAIM HOLES Chart: Our A/Cs are Baro Aided, which means that the system is using the aircraft altitude in order to determine the distance from earth, which is used as a sixths satellite. On the chart above, we can see that in our case RAIM is Available, therefore GPS can be used as the PRIMARY mean of navigation Royal Jordanian Crew Training Department

15. RNAV RNP Approach PREDICTIVE GPS RAIM GPS PRIMARY availability using PREDICTIVE GPS MCDU Page : Receiver Autonomous Integrity Monitoring RAIM, is a software hosted by the GPS receiver, • RAIM is capable of detecting and excluding a faulty satellite from the solution, enabling the receiver to reliably calculate position and altitude. • RAIM computes a pseudo theoretical position and compares it with the GPS position, if there is a difference then RAIM re-computes another pseudo, excluding the satellites one by one until the pseudo position is equal to the GPS position. RAIM Availability Check: Using the PREDICTIVE GPS page accessed from the PROG page, the crew shall deselect the Faulty or off the Air GPS as per NOTAM /NANUs using the PRN (PRN - Pseudo Random Noise), THEN populate the page using Destination ICAO code along with the ETA Ymeans RAIM is available Nmeans RAIM is NOT available RAIM must be available (Y) in order to have GPS confidence level as PRIMARY at the time the NPA is going to be flown, if it not the case then WE CANNOT PLAN FOR AN APPROACH USING GPS as PRIMARY SENSORS. return Select PROG PAGE The prediction status is given for a period of 15 minutes before the ETA , until 15 minutes after in 5 minute steps Select PREDICTIVE GPS Scratchpad the PRN Scratchpad the Destination ETA Enter It Enter the ETA Royal Jordanian Crew Training Department

16. RNAV RNP Approach Temperature Effect One of the major disadvantages of the Baro VNAV functionality is that the system that derives the vertical path angle on an approach does not accommodate the effects of altimeter source temperatures on the vertical path. FMS (REV2+) installed on our fleets have a barometric VNAV approach capability, but do not include a temperature compensation function; therefore a temperature limitation shall be reflected on the Approach chart. Temperature Check: If such temperature limitation is not provided on the Approach plate then, use the Delta ISA at destination, derived from the Forecasted Temperature at destination. Delta ISA -24º C is the Maximum allowed temperature deviation. The table below illustrates the temperature effect on the VPA. Trans Level: FL 150 Trans alt: 13000' 2. Baro-VNAV not authorized below -17° C return If the field temperature is below the BARO-VNAV temperature, the LNAV minimums must be used (MDA + 50), with the procedure flown with VERTICAL SELECTED Royal Jordanian Crew Training Department

17. RNAV RNP Approach FPA ROD Flight Path Angle/Rate Of Descent Limitation: Beyond a rate of descent of 1200 feet/minutes, the FMGS will not be able to maintain the vertical profile. Furthermore, higher rate of descent would trigger GPWS warnings, and/or would present unstabilized approach criteria. Such condition are rare however can be encountered, when one or a combination of the following exists: • The FPA is high • Strong tail wind during the approach • High delta ISA Royal Jordanian Crew Training Department

18. RNAV RNP Approach ECP Mode ND ECP Mode Selection Situational awareness for the PF is improved if the ND is set to the ROSE NAV mode or the ARC mode Use of the ROSE VOR mode on at least one ND is recommended for VOR course guidance MONITORING. . Royal Jordanian Crew Training Department

19. RNAV RNP Approach ECP Mode ARC MODE Monitoring raw data may be difficult in the ARC mode because the bearing pointer is not always visible in the ARC mode. Royal Jordanian Crew Training Department

20. RNAV RNP Approach Database Validation Select the CSTR on the EFIS Control panel Compare the MCDU F-PLN to the Jeppesen approach chart and verify that the database final approach course , altitudes, distances and approach angle are valid. Please note that the course has to be within 2° and the FPA within0.2° Royal Jordanian Crew Training Department

21. Flying a Procedure Turn, PI Leg Flying an Procedure Turn PI leg Configure to FLAPS 1 and slow to ‘S’ speed overhead the approach fix outbound. When turning inbound to the FAF, configure to FLAPS 2 and slow to ‘F’ Speed. The aircraft must be in the final landing configuration and stabilized at VAPP by the FAF. Royal Jordanian Crew Training Department

22. Flying an RNAV RNP GPS Flying an RNAV RNP GPS Approach Select the RNAV approach from the FMS database. Compare the MCDU F-PLN to the Jeppesen approach chart and verify that the database final approach course , altitudes, distances and approach angle are valid Check that the field temperature is not below the BARO-VNAV temperature displayed on the Jeppesen chart, If the field temperature is below the BARO-VNAV temperature, the LNAV minimums must be used (MDA + 50), with the procedure flown with VERTICAL SELECTED. Trans Level: FL 150 Trans alt: 13000' 2. Baro-VNAV not authorized below -17° C Royal Jordanian Crew Training Department

23. Flying an RNAV RNP GPS Flying an RNAV RNP GPS Approach If the field temperature is above the BARO-VNAV temperature, then enter the LNAV/VNAV DA from the RNAV Approach chart into the MDA field of the MCDU PERF APPR page GPS PRIMARYand DUAL FMS are required for RNAV RNP GPS approaches. Configure to FLAPS 1 and slow to ‘S’ speed before reaching the initial approach fix. Upon being “Cleared for the approach”, push the FCU APPR Select TRK – FPA Descend so as to arrive at the final approach fix altitude at or prior to the FAF while complying with all published step-down altitudes and ATC instructions Royal Jordanian Crew Training Department

24. Flying an RNAV RNP GPS Flying an RNAV RNP GPS Approach Approaching the FAF fully configured, verify that the proper ‘TO’ waypoint is displayed on the ND, with the blue descent arrow indicating that FINAL will engage when a descending leg of the vertical profile (brick ) is intercepted. Cross check Altitude versus Distance to Runway Threshold using the Jeppesen Chart and the runway entered in the Progress Page THE AUTOPILOT WILL DISCONNECT AUTOMATICALLY 50 FEET’ BELOW THE (DA) Royal Jordanian Crew Training Department

25. RNAV RNP Approach GPS PRIMARY Flow Chart RNAV NPA APPROACHES LOSS OF GPS PRIMARY GPS PRIMARY LOST GPS PRIMARY? NO NO NO RNAV GPS NOT AUTHORIZED RNAV RNP AUTHORIZED IF DME coverage available to maintain ACCURACY HIGH DISPLAYED Check POSITION PAGE for Sensors RNAV NPA OVERLAY AUTHORIZED IF DME coverage available to maintain ACCURACY HIGH DISPLAYED Check POSITION PAGE for Sensors DME/DME DISPLAYED? DME/DME DISPLAYED? NO YES NO YES PROGRESS PAGE DISPLAYING ACCURACY HIGH CONTINUE MANAGED/MANAGED PROGRESS PAGE DISPLAYING ACCURACY LOW CONTINUE IF RAW DATA IS AVAILABLE AND HAVE CORRECT INDICATIONS USE SELECTED/SELECTED CONTINUE RAW DATA SELECTED/SELECTED DISCONTINUE the APPROACH GO AROUND PROGRESS PAGE DISPLAYING ACCURACY HIGH CONTINUE MANAGED/MANAGED PROGRESS PAGE DISPLAYING ACCURACY LOW DISCONTINUE the APPROACH If the FMS is on DME/DME Radio update, it means that the EPU of 0.3 can be achieved, this is reflected on the ACCURACY HIGH status, since the EPU remains smaller than the RNP. If the FMS is on IRS/IRS it means that soon, the ACCURACY will drop to LOW since IRS drift will pollute the EPU to the point that EPU will exceed RNP value, therefore it is better to discontinue the approach at a stage where the precision is still acceptable and follow the Go-Around Royal Jordanian Crew Training Department

26. RNAV RNP Approach LOSS of Both GPS GPS PRIMARY LOST RNAV NPA APPROACHES LOSS OF BOTH GPS RNAV GPS NOT AUTHORIZED RNAV RNP AUTHORIZED IF DME coverage available to maintain ACCURACY HIGH DISPLAYED Check POSITION PAGE for Sensors RNAV NPA OVERLAY AUTHORIZED IF DME coverage available to maintain ACCURACY HIGH DISPLAYED Check POSITION PAGE for Sensors DME/DME DISPLAYED? DME/DME DISPLAYED? NO YES NO YES PROGRESS PAGE DISPLAYING ACCURACY HIGH CONTINUE MANAGED/MANAGED PROGRESS PAGE DISPLAYING ACCURACY LOW CONTINUE IF RAW DATA IS AVAILABLE AND HAVE CORRECT INDICATIONS USE SELECTED/SELECTED CONTINUE RAW DATA SELECTED/SELECTED DISCONTINUE the APPROACH GO AROUND PROGRESS PAGE DISPLAYING ACCURACY HIGH CONTINUE MANAGED/MANAGED PROGRESS PAGE DISPLAYING ACCURACY LOW DISCONTINUE the APPROACH If the FMS is on DME/DME Radio update, it means that the EPU of 0.3 can be achieved, this is reflected on the ACCURACY HIGH status, since the EPU remains smaller than the RNP. If the FMS is on IRS/IRS it means that soon, the ACCURACY will drop to LOW since IRS drift will pollute the EPU to the point that EPU will exceed RNP value, therefore it is better to discontinue the approach at a stage where the precision is still acceptable and follow the Go-Around Royal Jordanian Crew Training Department

27. RNAV RNP Approach ACCURACY LOW NAV ACCURACY DOWNGRADE PROGRESS PAGE DISPLAYING ACCURACY LOW RNAV GPS NOT AUTHORIZED DISCONTINUE the APPROACH RNAV RNP NOT AUTHORIZED DISCONTINUE the APPROACH RNAV NPA OVERLAY AUTHORIZED CONTINUE IF RAW DATA IS AVAILABLE AND HAVE CORRECT INDICATIONS USE SELECTED/SELECTED Royal Jordanian Crew Training Department

28. RNAV RNP Approach FM/GPS POSITION disagree FM/GPS POSITION DISAGREE ON ECAM RNAV GPS NOT AUTHORIZED DISCONTINUE the APPROACH RNAV RNP NOT AUTHORIZED DISCONTINUE the APPROACH RNAV NPA OVERLAY AUTHORIZED CONTINUE IF RAW DATA IS AVAILABLE AND HAVE CORRECT INDICATIONS USE SELECTED/SELECTED Royal Jordanian Crew Training Department

29. RNAV RNP Approach One GPS Failing One GPS Failing during the Approach RNAV GPS AUTHORIZED Select AP on the remaining GPS side RNAV RNP AUTHORIZED Select AP on the remaining GPS side RNAV NPA OVERLAY AUTHORIZED Select AP on the remaining GPS side Royal Jordanian Crew Training Department

30. RNAV RNP Approach SINGLE ENGINE Flow Chart SINGLE ENGINE RNAV GPS AUTHORIZED RNAV RNP AUTHORIZED RNAV NPA OVERLAY AUTHORIZED Royal Jordanian Crew Training Department

31. RNAV RNP Approach LOSS of DUAL MODE Flow Chart INDEPENDENT OPERATION LOSS of DUAL MODE RNAV GPS NOT AUTHORIZED DISCONTINUE the APPROACH RNAV RNP NOT AUTHORIZED DISCONTINUE the APPROACH RNAV NPA OVERLAY AUTHORIZED CONTINUE IF RAW DATA IS AVAILABLE AND HAVE CORRECT INDICATIONS USE SELECTED/SELECTED RNAV GPS AUTHORIZED RNAV RNP AUTHORIZED RNAV NPA OVERLAY AUTHORIZED Royal Jordanian Crew Training Department

32. RNAV RNP Approach CONTINGENCIES MATRIX Royal Jordanian Crew Training Department

33. RNAV RNP Approach FMS Legs /The Transitions The FMS Basis Elements: The transitions In order to connect legs to one another, the FM generates computed flight paths known as transitions They are generally made of three small segments, such as a straight line followed by one turn, followed by a straight line, Or a turn followed by a straight line, followed by a turn. Royal Jordanian Crew Training Department

34. RNAV RNP Approach FMS Legs THE FLY-BY The FMS Basis Elements: The transitions There are three types of transitions, and they are known as FLY BY, FLY OVER, BY-PASS The FLY-BY The Fly-By is the most common transition, itis built in such a way that the aircraft will start turning at a computed distance before the overhead, and roll out precisely aligned with the outbound track of the next leg Royal Jordanian Crew Training Department

35. RNAV RNP Approach FMS Legs The Fly-Over The Fly-Over The transition is built in such a way that the Aircraft will FLY OVER Δ the Fix (the waypoint) then join the next leg. Normally used for the FAF, and the MAP, fly over can also be generated to protect noise sensitive areas. The FM does have a function Δ enabling the crew to create a Fly Over, and/or to delete a Fly over, without affecting the constraints of the concerned waypoint. Please note that even if the FLY OVER Δ IS NOT DISPLAYED on the FAF or MAP on the MCDU, it is still coded as such and there is no need to modify the transition. Royal Jordanian Crew Training Department

36. RNAV RNP Approach FMS Legs The By-Pass The By-Pass If, due to the geometry of the waypoints, the FM cannot compute a transition, then it elaborates a By-pass using predicted A/C performances data, and uses it as a transition. The Bypass will be as close as possible to the Bypassed waypoints. Please note that FAF and MAP cannot have a By-Pass transition. Royal Jordanian Crew Training Department

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38. RNAV RNP Approach FMS Legs PI Leg Procedure Turn The PI leg has a lateral floating sector prior to intercepting the CF leading to the FAF, furthermore, PI leg dimension is proportional to the aircraft speed, therefore it is important to configure correctly the aircraft, prior to and during the PI leg transition. Royal Jordanian Crew Training Department

39. A320/A330/340 IN-FLIGHT PROCEDURES • NAV-FPV(NAV-V/S) Modes • FINAL (LNAV/VNAV) APP Mode • Not include a PI-CF (PROC T) • APP stored in NAV database has been validated. • Before starting APP, requires 2 NAV systems (2FMGS & 2GPS) • During APP, only one GPS loss can be continued, use the other FMGC • During APP, GPS PRIMARY LOSS discontinue(only if you are shooting GNSS approach) • During APP, If MSG FMS1/2 POS DISAGREE discontinue • OAT considered • Task sharing, TERR P/B on Royal Jordanian Crew Training Department

40. NAV RNP Approach FMS TF Leg TF: Great Circle Track between two Fixes. The label line is blank for TF legs resulting from pilot entry or DIR TO Royal Jordanian Crew Training Department

41. RNAV RNP Approach FMS Legs CF Leg CF: Course to a FIX (magnetic variation sensitive) CF legs are usually not used between the FAF and the MAP because of the magnetic variation sensitivity, however, if they are used, the ND display should not show curved trajectories departing the FAF to the MAP. Royal Jordanian Crew Training Department

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44. RNAV RNP Approach NANUs NANUs SVN - Space Vehicle NAVSTAR, Space Vehicle Number (satellite launch reference number) PRN - Pseudo Random Noise (Transmitting Satellite Reference within the GPS constellation) http://www.navcen.uscg.gov/gps/nanu.htm NOTICE ADVISORY TO NAVSTAR USERS (NANU) 2008084SUBJ: SVN35 (PRN05) UNUSABLE JDAY 218/2338 - UNTIL FURTHER NOTICE1. NANU TYPE: UNUSUFNNANU NUMBER: 2008084NANU DTG: 052349Z AUG 2008REFERENCE NANU: N/AREF NANU DTG: N/ASVN: 35PRN: 05START JDAY: 218START TIME ZULU: 2338START CALENDAR DATE: 05 AUG 2008STOP JDAY: UFNSTOP TIME ZULU: N/ASTOP CALENDAR DATE: N/A2. CONDITION: GPS SATELLITE SVN35 (PRN05) WILL BE UNUSABLE ON JDAY 218(05 AUG 2008) BEGINNING 2338 ZULU UNTIL FURTHER NOTICE. NANUs are sent by automated E-Mails and are managed by the US coast Guards. NANUs provide GPS constellation status information, along with the satellite designation; as PRN XX, along with the period during which that satellite will not be available. The period is given in calendar days and in Day Month Year format, along with the time in UTC. PRN05 is the satellite reference number to be deselected in the predictive GPS page Cause UNUSABLE From day 218 at 2338 UTC Until Further Notice Day 218 corresponds to 05 AUG 2008 PRN05 will be UNUSABLE From that day at 2338 UTC Until Further Notice Royal Jordanian Crew Training Department

45. Pilot / Dispatch Guide • Pre-flight planning • Prior to commencing the approach • During the approach • Missed approach Royal Jordanian Crew Training Department

46. Pre-flight planning • Check whether the current navigation database is valid. Royal Jordanian Crew Training Department

47. Pre-flight planning • Ensure sufficient means are available to land at the destination or at an alternate aerodrome in case of loss of RNP APCH capability. • A non-RNP APCH procedures is available at the alternate, or • At least one non-RNP APCH procedures is available at destination. • Check the Aircraft log for any adverse snags effecting the required systems for operation: • If the missed approach procedure is based on RNAV : • 2 RNAV systems must be available or • A company contingency procedure must be established. • If the missed approach procedure is based on conventional means (VOR, NDB) the appropriate equipment must be serviceable. • Check NOTAMs : - For those systems relying on RAIM, the availability of 15 min before ETA until 15 min after ETA should be verified. Royal Jordanian Crew Training Department

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