It looks correct in the EASA world, with the proviso that point (b) and (c) in the AMC underneath allow for continuing the approach with specific conditions.
Point (b) if navigation systems offer enough contingency, and point (c) if a downgrade to LNAV is deemed safe above 1000 ft.
Originally Posted by CAT.OP Regulation
CAT.OP.MPA.126 Performance-based navigation
Regulation (EU) 2016/1199
The operator shall ensure that, when performance-based navigation (PBN) is required for the route or procedure to be flown:
(a) the relevant PBN navigation specification is stated in the AFM or other document that has been approved by the certifying authority as part of an airworthiness assessment or is based on such approval; and
(b) the aircraft is operated in conformance with the relevant navigation specification and limitations in the AFM or other document referred above.
Originally Posted by CAT.OP AMC
AMC6 CAT.OP.MPA.126
Performance-based navigation
ED Decision 2016/015/R
ALERTING AND ABORT
(a) Unless the flight crew has sufficient visual reference to continue the approach operation to a safe landing, an RNP APCH operation should be discontinued if:
(1) navigation system failure is annunciated (e.g. warning flag);
(2) lateral or vertical deviations exceed the tolerances;
(3) loss of the on-board monitoring and alerting system.
(b) Discontinuing the approach operation may not be necessary for a multi-sensor navigation system that includes demonstrated RNP capability without GNSS in accordance with the AFM.
(c) Where vertical guidance is lost while the aircraft is still above 1 000 ft AGL, the flight crew may decide to continue the approach to LNAV minima, when supported by the navigation system.