RNP APPROACHES GROUND TRAINING

Approved for operation from 1st of January 2017

Mandatory training from 1st of July 2016
 INTRODUCTION

AMC 20-27
compliance
Statement
A320 family

• This PPT is part of the RNP APCH ground training.

• The technical basis of this PPT reflects the Airworthiness compliance statement for AMC 20-27 in
the AFM (Limitations)
• Throughout this training there are different airports used as generic airports.
• Charts, RNP and operational procedures discussed here shall not supersede any applicable
regulation, FCOM, AFM, or Company policy (OM part B).

2
 HISTORY

International Civil Federal Aviation Joint Aviation Radio Technical

Aviation Administration Authorities & European Commission for
Organization (SAAAR) Aviation Safety Agency Aeronautics

The Required Navigation Performance (RNP) concept has a long history.

Initially, organizations such as ICAO, FAA, JAA/EASA and RTCA developed RNP concepts independently. Therefore, there are
different definitions and uses of the term RNP.

3
 SOME TERMS
PBN: PERFORMANCE-BASED NAVIGATION (CONCEPT)

RNAV: AREA NAVIGATION, METHOD OF NAVIGATION

B-RNAV: BASIC RNAV (MINIMUM STANDARD FOR EN ROUTE)

P-RNAV: PRECISION RNAV (MINIMUM STANDARD FOR APPROACH)

GNSS: GLOBAL NAVIGATION SATELLITE SYSTEM (NAVIGATION SYSTEM USING GPS)

RAIM: RECEIVER AUTONOMOUS INTEGRITY MONITORING

AAIM: AIRCRAFT AUTONOMOUS INTEGRITY MONITORING

RNP: REQUIRED NAVIGATION PERFORMANCE

RNP AR: REQUIRED NAVIGATION PERFORMANCE AUTHORIZATION REQUIRED

Designed to optimize obstacle protection areas. E.g. RNP for mountainous
airports NOT IMPLEMENTED IN WIZZ Air

4
SOME KEY MESSAGES TO START WITH RNP

Required Navigation Performance (RNP) approaches are instrument

approach procedures and categorized as non-precision approaches (NPA).

The GNSS is used as the primary navigation mean and provides ALERTS
regarding navigation system integrity and accuracy.

The approach monitoring and response to failures is similar to non precision

approaches, with some RNP related specificities.

The vertical for Baro-VNAV guidance in final approach is computed by the

flight management system (FMS) using NAV data base stored data.

The minima for RNP approaches are published either as MDA (MDH) for
LNAV only, or as DA (DH) for LNAV / VNAV.

5
REQUIRED EQUIPMENT FOR DISPATCH
THE MEL TAKES IN ACCOUNT THE RNP OPERATIONS
GENERAL
RNP APCH operations correspond to RNAV(GNSS) or NAV(GPS) operations.
For these operations, the GPS is required to support the RNP value of 0.3 nm.

REQUIRED RNP APPROACH EQUIPMENT

The minimum equipment required to perform RNP APPROACHES is:
‐ One FMS
‐ One GPS
‐ One MCDU
‐ One FD
‐ One PFD on the PF side
‐ One ND on the PF side
‐ Two FCU channels

6
 ICAO DOCUMENT 9613 – PBN MANUAL
Performance Based Navigation
(PBN)

Area Navigation (RNAV) Required Navigation Performance (RNP)

Navigation specifications Navigation specifications

Without Performance Monitoring & Alerting System With Performance Monitoring & Alerting System

EN-ROUTE TERMINAL APPROACH/DEPARTURE

EN-ROUTE TERMINAL
RNAV 10 RNAV 1 RNP
RNP4 RNP1
RNAV 5 RNAV 2 RNP AR

ICAO published document 9613 – The Performance Based Navigation (PBN) Manual. The diagram provides an overview
of the main content and navigation specifications described in this PBN manual.
RNP operations for approach and departure are described in the RNP section of the manual.
To simplify, the major difference between RNAV and RNP operations is that for RNP an “On board Performance
Monitoring and Alerting” (OBPMA) system is required. You will find a detailed description in the Aircraft Positioning
module.

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 RNP VS CONVENTIONAL ROUTE

Performance-Based Navigation (PBN) specifies that Conventional

aircraft RNP and RNAV systems performance route
requirements be defined in terms of accuracy, integrity,
availability, continuity, and functionality required for the
proposed operations in the context of a particular
airspace, when supported by the appropriate navigation
infrastructure. This concept allows optimized instrument
procedure design along with aircraft navigation
performance.

This concept is used:

• En route, to reduce aircraft separation
• In the terminal area, to optimize approach and departure
procedures.
RNP route

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 FROM CONVENTIONAL TO RNP
Ground Waypoints RNAV + On
NAVAIDs Board
Performance
Monitoring &
Alerting
system

“Curved”
paths

Conventional
Routes RNAV RNP
(advanced) RNP
ARR and DEP

RNP AR
Conventional routes use ground navigation aids while area navigation (RNAV) is a method of navigation which approach
permits aircraft operation on any desired flight path within the coverage of station-referenced navigation aids
or within the limits of the capability of self-contained aids, or a combination of these. Therefore, with RNAV the
navigation can be independent of ground navigation aids.
RNP uses the RNAV navigation method plus an on board performance monitoring and alerting system.
RNP Arrivals and Departures may contain “curved paths” or RF legs (radius to fix).

9
The RNP approach is an RNAV (GNSS) approach and introduced a long time ago.
The RNP approach is charted as RNAV (GNSS) or RNAV (GPS).
The segment between Final Approach Fix (FAF) and Runway is straight
Obstacle clearance surface for RNP approach is determined using a similar method as for conventional non-precision approaches.
If the RNP approach is flown with LNAV only guidance, the published minima are a MDA.
If the RNP approach is flown with LNAV/VNAV guidance, the published minima are a DA.

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 RNP VS RNP AR
RNP AR OPERATION
RNP OPERATION
NOT IN WIZZ Air

RNP Value 0.3

RNP Value < 0.3 (down to 0.1)

Straight segment between FAP and RWY

Curve between FAP and RWY

Minima DA / DH could be as low as 250ft

* Note: MDA / MDH might be given as well *
(LNAV only Minima).

Departure and/or missed approach

RNP Value < 1

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 APPROVAL PROCESS & TRAINING
Regulations
Flight
Training
ICAO
PBN Manual

FAA AC
RNP APCH CBT
Training
EASA AMC

National
Regulations Ground
Documentation
Training

Airline policy

Instructor

12
 AIRCRAFT POSITIONING
Position
Computation

GPS

•GPS
•Position Computation
•Augmentation (A/C & GPS)
•RAIM RAIM

•RAIM Prediction.

Augmentation

RAIM
Prediction

13
 GNSS / GPS
e.g.: GPS as US satellite
GNSS Satellite constellation(s)
navigation system

Aircraft receivers

System integrity monitoring

GNSS : Global Navigation Satellite System

A worldwide position and time determination system that includes one or more satellite constellations, aircraft receivers and
system integrity monitoring, augmented as necessary to support the required navigation performance for the intended
operation.

GPS : Global Positioning System

The satellite navigation system operated by the United States.

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 GPS SYSTEM

• Worldwide coverage

• Position computed in WGS84*

• High accuracy

GPS is a navigation system consisting of a minimum

constellation of 24 satellites.
These satellites provide complete global coverage.

The GPS system provides also:

• position computed in WGS84,
• high accuracy.

*WGS84 is the standard U.S. Department of Defense definition of a

global reference system for geospatial information and is the reference
system for the Global Positioning System (GPS).

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 GPS AUGMENTATION SYSTEMS
SBAS SBAS
(EGNOS) (WAAS)
SBAS
(MSAS)

ABAS
GBAS

GBAS GPS

GBAS

Augmentation systemsGBAS
complement the core satellite constellations to increase the quality of positioning.

This augmentation could be based on:

• Aircraft systems - Aircraft Based Augmentation Systems (ABAS) also known as RAIM or AAIM
• Geo stationary satellites - Space Based Augmentation Systems (SBAS)
• Ground stations - Ground Based Augmentation Systems (GBAS)
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 AIRCRAFT POSITIONS COMPUTATION

MMR Hybrid (Mix IRS / GPS 1) FM 1

GPS 1 ADIRU 1 FM 1
1 position Position

ADIRU 3

MMR Hybrid (Mix IRS / GPS 2) FM 2

GPS 2 ADIRU 2 FM 2
2 position Position

In normal operation there are two independent position computations using GPS.

For example: MMR1 processes the data received from GPS1, transfers them to the ADIRU1 which then computes the GPIRS 1
position which will be used by the FMS 1 to compute the FMS 1 position.

Each FM computes its position using IRS and GPS (or IRS and radio aids in case of loss of GPS).

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 AIRCRAFT POSITIONS COMPUTATION
Used by
MMR Hybrid (Mix IRS / FM 1
GPS 1 ADIRU 1 FM 1
1 GPS 1) position Position
Displayed on ND 1

ADIRU 3

Used by
MMR Hybrid (Mix IRS / FM 2
GPS 2 ADIRU 2 FM 2
2 GPS 2) position Position
Displayed on ND 2

Pure GPS data are displayed on the GPS MONITOR page (MCDU). Aircraft symbol on ND1 is related to FM1
position. ND2 displays the aircraft symbol related to the FM2 position.

AP/FD are using their onside FMS position.

The GPS MONITOR page on MCDU 1 or MCDU 2 displays pure GPS position, true track, ground speed,
estimated position, accuracy level, and mode of operation for the information and use of the flight crew.

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 AIRCRAFT POSITIONS COMPUTATION

IRS

GPS

DME / DME

For some procedures, the RAD/NAV position update might not be accurate
enough for the intended RNP operations. VOR / DME

For such operations, DESELECT NAVAIDS to avoid radio update of the FM

positions in case of GPS loss.

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 AUTOMATIC NAVIGATION MONITORING

GPIRS position
Integrity Accuracy
Computed position

The GPIRS position is characterized by two parameters:

• Integrity
• Accuracy Actual position

Integrity is a measure of trust that can be placed in the correctness of the

position information supplied by the total system.

Integrity includes the ability of the system to provide timely and valid warnings
to the user.

Accuracy is the difference between the computed position and the actual position of the aircraft.
The RNP Value, e.g. RNP 0.3, defines the required accuracy.
The Estimated Position Uncertainty (EPU) shall not exceed the required accuracy (RNP value).

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 AUTOMATIC NAVIGATION MONITORING

If the Estimated Position Uncertainty (EPU) exceeds

the RNP value (required accuracy) the
On Board Performance Monitoring and Alerting
system (OBPMA) alerts the crew with the message:
NAV ACCUR DOWNGRAD. Consequently, the RNP
procedure may not be continued.

Make sure that the correct RNP value is displayed

on the MCDU.

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 AUTOMATIC NAVIGATION MONITORING

GPIRS
position

Satellites
Integrity Accuracy
number

The ADIRU continuously monitors the integrity and the accuracy of the GPIRS position.
The GPIRS integrity is a direct function of the number of satellites in view of the aircraft.

Note: When the MMR can track 4 or more satellites, it enters NAV mode and continuously
supplies data to the ADIRUs.

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AUTOMATIC NAVIGATION MONITORING

4 satellites  NAV position

Min 5 satellites  FD

Min 6 satellites  FDE

RAIM or AAIM = INTEGRITY & ACCURACY ALERT

RAIM or AAIM are Autonomous Integrity Monitoring systems which need:

• min 5 satellites for Fault Detection (FD)
• min 6 satellites for Fault Detection & Exclusion (FDE).

RAIM & AAIM provide integrity and warning.

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 AUTOMATIC NAVIGATION MONITORING
R.A.I.M

OBPMA

Aircraft Sensors

INDICATING ALERTING

GPS PRIMARY GPS PRIMARY LOST

NAV ACCUR DOWNGRAD

FM/GPS POSITION DISAGREE

FMS1/FMS2 POS DIFF

The On Board Performance Monitoring and Alerting system uses RAIM or AAIM and NAV ALT DISCREPANCY
other aircraft sensors like speed, altitude, IRS drift, to provide the GPS PRIMARY
message and alerts.

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 AUTOMATIC NAVIGATION MONITORING

Integrity Accuracy

As long as the GPIRS position fulfils both the integrity and the
accuracy criteria, GPS PRIMARY is displayed on the MCDU PROG
page. Integrity and availability pre-flight check for all
airports where a RNP approach is considered.
For RNP operations, the flight crew should check before flight that
GPS PRIMARY is predicted available. It can be done during the This is done using RAIM technology prediction
cockpit preparation with the MCDU PREDICTIVE GPS page . website. (Self-briefing package).

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 ACCURACY PREDICTION

The onboard prediction tool predicts GPS PRIMARY availability with a

default mask angle of 5 degrees.

This prediction is valid in flat terrain areas only.

Note: Page available only with Honeywell ADIRS

FCOM DSC 22-20-20 evaluation of position accuracy- predictive GPS page

5° mask angle 5° mask angle

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 THE VERTICAL PATH

Published profil

Altimetry
VPA
system

The vertical path (VPA) for a Baro VNAV final is constructed inside the FMS,
based on the procedure in the navigation data base and the information from
the barometric altimetry system.

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 THE VERTICAL PATH
Hot temperature

Actual vertical profile

flown by the A/C due to Published profile
temperature effect

Cold temperature

FMS assumes ISA temp. No temperature compensation

To compute the barometric indicated altitude, the FMS assumes ISA temperature.
Compensation for temperature deviation is provided by protection in the procedure design as the FMS has no capability to correct
the VPA for temperature (not temperature compensated).
In cold temperatures, a minimum OAT, for which the minimum obstacle clearance remains acceptable in FINAL APP mode must be
published.
A max OAT might be published if the resulting VPA exceeds the maximum permissible angle.

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 THE VERTICAL PATH

Vertical Path
IAF IF FAP

2 x RNP

FAS
MOC:
Min 1000ft MOC:
Min 500ft

FAS DA

The final approach segment for a RNP approach with Baro VNAV guidance is defined:
• Laterally by a corridor of 2x RNP plus a buffer area on either side of track
• Vertically protected by an Final Approach Surface (FAS) which clears all obstacles by a decreasing margin.

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 THE VERTICAL PATH
FAP

Vertical Flight
Plan

Vertical
protecion

FAS
origin

FAS

The Position of the FAS is defined by the VPA and the minimum temperature of the procedure. Thus the required vertical protection
in final approach is granted whenever the OAT is above the minimum temperature.

Note: As a general guideline, the obstacle clearance margin is about 350 ft at the FAP down to 250 ft close to the runway.

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 THE VERTICAL PATH
RNP APCH - LNAV RNP APCH LNAV/VNAV

• Standard NPA obstacle clearance (MOC). • Final Approach Surface.

• Intermediate approach altitude and step- • Intermediate approach altitude must be

down fix altitudes must be corrected by corrected by the crew for low

the crew for low temperatures. temperatures. Final approach is

protected down to the minimum
published OAT

For RNP approaches with LNAV guidance the standard obstacle clearance for non-precision approaches applies.
In case of low temperature, the intermediate approach altitude and the step-down fix altitudes must be corrected and - if FINAL APP
mode is used, the crew has to pay attention to the resulting shift of the VIP for proper engagement of the FINAL APP mode.

For RNP approaches with LNAV/VNAV guidance, a FAS is provided after the FAP (protecting the final approach down to the
minimum OAT of the procedure) In case of low temperature, the intermediate approach altitude must be corrected and
the crew has to pay attention to the resulting shift of VIP for proper engagement of the FINAL APP mode.

In case a low temperature correction is applied to the intermediate approach altitude, it is not recommended to use FINAL APP
mode because it might not engage.

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 THE VERTICAL PATH
RNP APCH - LNAV/VNAV

DA

The loss of height in case of a go-around is taken into account by procedure design. The resulting minimum is a DA (baroVNAV).

32
 FINAL APP

VIP Vertical Interception PointINTERCEPT\

POINTVERTICAL INTERCEPT POINT
VERTICAL INTERCEPT POINT
D VERTICAL INTERCEPT POINT

Final Path Angle MAP

FINAL APP is a managed lateral and vertical guidance mode dedicated to the final descent
segment of Non Precision Approaches.
FINAL APP guidance is available from the DECEL pseudo waypoint down to the applicable
minima or Missed Approach point (MAP).
This common mode is the combination of:
• APP NAV (Lateral Guidance mode) and
• FINAL (Vertical Guidance mode).

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LIMITATIONS TO USE FINAL APP

Lateral and vertical managed guidance (FINAL APP) in IMC conditions can
be used provided the following conditions are met:
The approach stored in the navigation database has been produced by
approved suppliers compliant with ED76/DO200A requirements, or has
been validated and approved by the operator.

The Flight Crew must respect:

• The FCOM Limitations
• The FCOM SOPs
• The FCOM TRs and OEBs (if any) and
• The Applicable company policy.
You must refer to your company documentation to get the limitations corresponding to your
A/C.

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 LIMITATIONS TO USE FINAL APP

As for any other approach, the Flight Crew must check the associated F-PLN but several points must be reinforced:
 No modifications, including altitude constraints, from the Final Approach Fix (FAF) or Vertical Intercept Point (VIP) to MAP, all
included, or RWY, are allowed.
 When FAF is the “TO” waypoint, the “FROM” waypoint must not be cleared.
 DIR TO FAF is NOT permitted (by procedure).
 If a DIR TO IF is given, max intercept angle is 45° (by procedure)

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FINAL APP ARMING CONDITIONS

Let us review the FINAL APP (FINAL and APP NAV) arming conditions:
• An active F-PLN is defined (lateral flight plan for APP NAV + vertical profile for FINAL),
• A Non Precision Approach is inserted in the active F-PLN (such as RNV, VOR, NDB...)

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FINAL APP ENGAGEMENT CONDITIONS

150 ft

1.5 nm 1.5 nm
Here are the FINAL APP engagement conditions:
VIP • FINAL is armed (by pressing APPR on the FCU),
• APP NAV is engaged and X-track is less than 1.5 nm,
• The A/C is within the capture area of the vertical profile (from below constraint altitude up
to constraint altitude + 150 feet),
• Predictions are available and
• APPROACH phase is activated and DECEL point has been sequenced.

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 FLIGHT PLAN VERIFICATION

The lateral and vertical profiles must be checked

before using FINAL APP. Let us review how to do that.

38
 FLIGHT PLAN VERIFICATION

Flight Path Angle (FPA) segment and Vertical Intercept Point (VIP)
Identification.
The Flight Crew must identify:
TheFPA
The FPAsegment,
segment
The
TheVIP
VIPposition,
position
The Specified
The Specified altitude and
altitude
The
TheMAP.
MAP
Check MCDU F-PLN page as for any arrival.
Note: The MAP may be shown as the threshold when close to it.

39
 FLIGHT PLAN VERIFICATION

FPA specified altitude:

• The VIP is the FMS WPT at which an FPA segment starts (e.g. –3°). This WPT
has always a coded altitude constraint that may be “at” or “at or above”
(e.g. +3000ft).

• This Constraint is displayed on ND (in magenta), next to the corresponding

WPT, when the CSTR key is selected on the EFIS CP. It is also shown on the
vertical revision page at this WPT.

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 FINAL APP ARMING

Arming FINAL APP:

• FINAL APP will arm by pressing the APPR mode pb on the FCU, with the active F-PLN containing a
selected Non Precision Approach (NPA).

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 FINAL APP ARMING

Arming FINAL APP when previously in NAV mode:

• On FMA:
•NAV will be replaced by APP NAV, and
•FINAL will appear as an armed vertical mode.
• At this stage no change will occur in the A/C guidance: APP NAV mode is equivalent to NAV mode.

42
 FINAL APP ARMING

Arming FINAL APP when previously in HDG mode:

• On FMA:
•HDG will stay as lateral active mode, with APP NAV displayed as lateral armed mode, and
•FINAL will appear as vertical armed mode.
• At this stage no change will occur in the A/C guidance (lateral HDG mode and active vertical mode
remain unchanged).
• APP NAV will engage when the A/C respects the lateral capture conditions. (Same conditions as for
NAV mode). i.e. Be On Track Before Reaching The VIP!

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 FINAL APP ENGAGEMENT

Engagement of FINAL APP:

• FINAL vertical mode will engage (and FINAL APP displayed on FMA) when the A/C respects the vertical
capture conditions. i.e. Be At The Right Altitude!
• A blue arrow ( ) is displayed where the final descent will begin.
Notes: If below, the blue arrow will be shown at the interception of the descent path and not at the VIP.
If the same arrow is shown in white ( ), at least one engagement condition is not fulfilled and FINAL
APP will not engage.

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 GUIDANCE MONITORING

As you already know, the lateral deviation to the F-PLN is shown by:
• The position of the A/C symbol relative to the F-PLN and the digital cross track displayed
on ND and
• The L/DEV displayed on PFD (optional, for specific operations).

+/- 0.2 nm

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 GUIDANCE MONITORING

+/- 200 ft

In the same way, the vertical deviation to the vertical profile is shown
by:
• V/DEV on PFD and
• VDEV on MCDU PROG page.

46
 SUMMARY

• Identify the waypoint or pseudo-waypoint where the FINAL APP will

engage ( ).

• Ensure the DECEL point ( D ) is sequenced and the FMS approach

phase is activated.
• Be stabilized before the VIP:
– Horizontal F-PLN interception:
• When in HDG/TRK, the approach must be intercepted before
the VIP as the VIP should be sequenced in APP NAV, with
A/C established on the final approach course.
– Vertical F-PLN interception:
• Be level at the specified altitude before the VIP.

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 SUMMARY CONT’D

• Modification of the vertical profile (ALT or SPD constraint

modifications), when FINAL APP is engaged, is prohibited.

• When FINAL APP is engaged, the vertical guidance follows

the vertical profile. The FCU selected altitude is
disregarded.

NOTE: When the FINAL APP mode is engaged, a maximum vertical speed limit of
1800 ft/min in CONF 0 or CONF 1 and 1200 ft/min in CONF 2 or more applies
to the guidance.
This limits can be reached only in case of a strong tailwind precluding the
landing.

48
 WHAT IF?
What if I am too high before the VIP?
• FINAL APP will NOT engage (so the A/C will not descent), therefore,

• Bring back the A/C on profile before the VIP using the appropriate
vertical mode.

VIP

49
 WHAT IF?
What if I am below the specified altitude at the VIP?
• With an A/C below the FMS flight path altitude (e.g. the A/C is
vectored at 2000 ft when the start of final descent is coded at 3000
ft):
 FINAL APP will engage (and the A/C descent) when intercepting
the FMS profile. The T/D symbol ( ) on ND will depict
approximately the place where this interception will occur.

VIP

50
 WHAT IF?
What if FINAL APP is not engaging at the VIP? (1/3)
• When all precautions above have been taken, including:
– A/C positioned laterally and vertically with respect to the F-PLN
– APPR phase active
– APP NAV active and FINAL armed

– Blue T/D arrow displayed ahead of the A/C

... then FINAL APP should engage as planned.
VIP

51
 WHAT IF?
What if FINAL APP is not engaging at the VIP? (2/3)
• If, however, FINAL APP fails to engage and consequently the A/C
remains level, this may come from:

– One or more of the engagement conditions are not matched, or

– A problem has occurred with the FMS profile computation or the

approach coding

VIP

52
 WHAT IF?
What if FINAL APP is not engaging at the VIP? (3/3)
• In this case, consider interrupting the instrument approach procedure
unless required visual reference can be maintained throughout the
approach.

VIP

53
 WHAT IF?
What if FINAL APP is armed but FMS APPROACH PHASE is not
yet activated?
• The FMA display will be correct, as well as the lateral guidance. The
T/D symbol on ND will remain in white , while it should turn
blue when FINAL APP is armed with all conditions respected.

• The FINAL vertical mode will not engage in this situation, even if the
A/C respects the other vertical capture conditions.
VIP

VIP

54
 WHAT IF?
What if FINAL APP is armed but FMS predictions are not
available?
• Missing predictions can be due to the absence of one parameter such
as A/C weight or Cost Index. The crew will detect that predictions are
missing by the display of dashes on the F-PLN page.
• FMA displays will be correct, as well as the lateral guidance. The T/D
symbol on ND will remain in white (while it should turn blue
when FINAL APP is armed with all conditions respected).
• FINAL vertical mode will not engage in this situation, even if the A/C
respects the other vertical capture conditions.

55
 WHAT IF?

What if the approach starts at a high altitude above

the destination airport elevation?

• There is NO maximum altitude for the use of FINAL APP, but when the
DECEL point is located more than 7200 ft AAL (or 9500 ft AAL depending
on FMS standards), the FMS APPROACH phase will not activate
automatically when sequencing the DECEL point. Therefore, the activation
has to be done manually through the MCDU, otherwise, FINAL APP will
not engage.

56
 WHAT IF?
What if the actual temperature is below the published
minimum temperature for the intended NPA?
• The FMS vertical profile is based on barometric reference (baro-VNAV).
• The FMS does not apply temperature corrections to the computed
approach profile.
• Consequently, FINAL APP cannot be used:
– When the actual temperature is below the published minimum
temperature for the intended NPA and/or 
– If temperature corrections are required. VIP ↓Colder

3°
Too cold → too low:
Actual vertical profile flown by
Obstacle margin may not be sufficient the A/C due to cold
 temperature effect, without
altitude correction.

57
 WHAT IF?
What if the arrow is in white i.o. in blue?
• The blue T/D symbol on the ND shows where the system predicts that
the A/C will automatically start the descent.

• The same symbol, displayed in white, with FINAL APP armed,

indicates that at least one condition is missing for FINAL APP
engagement.

58
 WHAT IF?

What if during a RNP approach, and visual references are not

sufficient, one of the following messages pops up?
GPS PRIMARY LOST
NAV ACCUR DOWNGRAD
FMS1 / FMS2 POS DIFF
CHECK IRS 1(2)(3) / FM POSITION
NAV FM/GPS POS DISAGREE
NAV ALTI DISCREPANCY

THE APPROACH MUST BE DISCONTINUED

59
RNP CHARTS PRESENTATION

Note: These LIDO charts don’t reflect the latest

revision and are for information only.
Refer to WIZZ Air latest LIDO update.

60
RNP CHARTS PRESENTATION
Procedure title

Min temperature for

Baro VNAV Operations

61
RNP CHARTS PRESENTATION
Procedure title
Procedure titles

Not to be confused with “RNP AR” Indicating the useable

Navigation aids

62
RNP CHARTS PRESENTATION
Procedure title

Procedure
Requirements
Indicating the useable
Navigation aids and
other specifications

63
RNP CHARTS PRESENTATION

VIP

FAP

Minimum is a DA

64
 RNP CHARTS PRESENTATION

Minimum is a MDA

Note: If a procedure contains both types of guidance (LNAV and LNAV/VNAV) this
kind of presentation is shown.

65
 RNP CHARTS PRESENTATION

VNAV or LNAV

DA MDA

Min temperature for VNAV only

66
RNP CHARTS PRESENTATION

Procedure key waypoints

67
RNP CHARTS PRESENTATION
Alt/Dist profile, Runway

Missed Approach
Profile description

VIP

FAP

68
‹#›