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when flying an NDB approach and the waypoint
altitude constraints were modified to comply with the
approach to be flown
• Manually constructed waypoints are not compatible
with on-approach logic
• Automatic procedure tuning will not occur for pilotconstructed
approaches (747-400, 767-400 and 777
only)
The Boeing Company W100.54
Operations in Non-WGS-84
Airspace
• SIDs, STARs and enroute navigation are OK with
GPS updating active
• GPS need not be turned off if “appropriate
procedures are used”
• RNAV approaches may be flown with GPS active
only if appropriately verified in the non-WGS-84
environment
• VOR or ADF approaches may be flown using LNAV
with GPS active if raw data monitoring is used
throughout the approach
The Boeing Company W100.55
Cold and Warm Temperature
Considerations
• The VNAV path coincides with the published angle only when the
temperature is ISA (standard). It will be:
– Steeper in warmer temperatures
– Shallower in colder temperatures
• Some approaches have a published minimum temperature
• In extreme cold temperatures, when appropriate, the pilot should
consider adding a cold temperature altitude correction to the FAF
and approach transition waypoint constraints to correct the path
• The altimeter error will be greater near the FAF and smaller near
the runway
The Boeing Company W100.56
The VNAV Path Is Affected By
Temperature
50 ft.
RW12
FAF
3.00
Warmer than ISA
Standard day (ISA)
Correction Colder than ISA
The Boeing Company W100.57
System failures
• With dual navigation systems most single navigation system
failures will not result in an UNABLE RNP alert or otherwise
prevent an approach from being flown
• Loss of a single FMC or GPS receiver will not affect ANP
• If operating with a single updating sensor (such as GPS or DME if
GPS is not being used) or a single FMC there must be a non-
FMC means of navigation available for the approach and missed
approach:
– Radar vectors, or
– VOR, or
– NDB, etc.
The Boeing Company W100.58
RNAV with Non-GPS Airplanes
• Without GPS updating the FMC meets accuracy requirements for
en-route and terminal area navigation (RNP 2.0 and 1.0)
assuming DME-DME updating is active
• The 777/747/757/767 (both GPS failed) satisfies RNP 10
assuming max time from last DME update less than 6 hours
• For approaches, including RNAV, RNP 0.5 capability exists but
DME-DME updating must be confirmed by the crew prior to
starting the approach
• RNP display capability is not required provided approach RNP is
0.5 or greater
• GPS approaches at US airports require GPS updating to be
active (D-D updating not allowed for RNP 0.3)
The Boeing Company W100.59
Summary
• RNAV/RNP operations can be a significant operational
advantage to most airlines
– Increased payload by creative procedure design
– More reliable airport access thru lower minima
– Possibility to eliminate ‘problem’ approaches
• LNAV/VNAV PTH operations are becoming the best way to
conduct non-ILS operations
– Better control of lateral and vertical path
– Lower minima
– Lower workload; easier to fly & stabilize

　
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