Is autopilot or FD necessary for PBN RNP APCH (LNAV)
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Is autopilot or FD necessary for PBN RNP APCH (LNAV)
Hi,
Looking for information regarding PBN. Have to figure-out is autopilot or flight-director is necessary on board to get operational approval for RNP APCH (LNAV). In AMC 20-27 You can find some not very clear statements, from which can be understood, that AFCS is necessary. Thanks in advance!
Looking for information regarding PBN. Have to figure-out is autopilot or flight-director is necessary on board to get operational approval for RNP APCH (LNAV). In AMC 20-27 You can find some not very clear statements, from which can be understood, that AFCS is necessary. Thanks in advance!
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To be specific for RNP Approach or Rnav(GNSS) in which RNP not less than 0.3 NM with LNAV Minimar
Auto Pilot is NOT required, however FD is required to be followed
REF1: A330 / A320 FCOM-> Procedures->Special Operations -> 51 Performance Based Navigation (PBN) -> RNP APCH/RNAV (GNSS) 30 NOV 2019
REF2 :ICAO DOC9997 Performance-Based Navigation (PBN) Operational Approval Manual 2018 -> Chapter 4 Nav Spec & DOC 9613 AN/937
EASA CS-ACNS ACM 20-27
FAA AC90-105
SOP -> Procedure -> DES Prep & Approach using FINAL APP
Auto Pilot is NOT required, however FD is required to be followed
REF1: A330 / A320 FCOM-> Procedures->Special Operations -> 51 Performance Based Navigation (PBN) -> RNP APCH/RNAV (GNSS) 30 NOV 2019
REF2 :ICAO DOC9997 Performance-Based Navigation (PBN) Operational Approval Manual 2018 -> Chapter 4 Nav Spec & DOC 9613 AN/937
EASA CS-ACNS ACM 20-27
FAA AC90-105
SOP -> Procedure -> DES Prep & Approach using FINAL APP
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Well, how is it in FLS (airbus) or IAN (Boeing)? Different indication which is completely ILS alike in looks and behaviour. Considering that we can easily fly GLS/ILS approaches to CAT I limits and with a HUD in some cases to CAT III limits, why would we not be able fly an RNP approach to a lower limit if the indication system supports that?
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Originally Posted by Denti
Well, how is it in FLS (airbus) or IAN (Boeing)? Different indication which is completely ILS alike in looks and behaviour. Considering that we can easily fly GLS/ILS approaches to CAT I limits and with a HUD in some cases to CAT III limits, why would we not be able fly an RNP approach to a lower limit if the indication system supports that?
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A characteristic of the FLS is that it can only be used for straight-in approaches. It is not compatible with curved RNP-AR approaches.
For curved approaches, crews need to undertake specific training and checking, and use the FINAL APP (or APP-DES on A350 aircraft) mode.
Airbus is working towards co-existence of the two modes so that all non-ILS/MLS approaches are flown in FLS and the FINAL APP mode remains available for RNP-AR.
For curved approaches, crews need to undertake specific training and checking, and use the FINAL APP (or APP-DES on A350 aircraft) mode.
Airbus is working towards co-existence of the two modes so that all non-ILS/MLS approaches are flown in FLS and the FINAL APP mode remains available for RNP-AR.
Does anyone know of a definitive source document re autopilot use on an RNP approach; do I have to fly it AP-in, or is it dependent upon each aircraft type’s certification?
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Originally Posted by H Peacock
Does anyone know of a definitive source document re autopilot use on an RNP approach; do I have to fly it AP-in, or is it dependent upon each aircraft type’s certification?
