✅ RNP AR (Authorization Required) Approach Explained For Pilots

[@mistermystery1999]

Just what I was looking for, thank you!

[@xcrafts_development]

These videos are extremely helpful, thank you!

[@ATPLStudent]

Thank you for your feedback, I am glad you've found it helpful

[@xcrafts_development]

​@@ATPLStudent One thing though, I am still confused about what RNP (without AR) really is, because different sources say they are something else. Some sources say that there is RNAV and then there is RNP (AR), like your video However, this document from airbus (safetyfirst.airbus.com/app/themes/mh_newsdesk/documents/archives/performance-based-navigation-rnp-and-rnp-ar-approaches.pdf) says that there is only "RNP", (straight final segment) or "RNP AR" (allows curved final segments), and these are both considered "RNAV" approaches. There isn't a separate RNAV approach on its own that would be a third category. Furthermore, one pilot told me yesterday: ICAO realized that the naming convention for RNAV approaches lacks consistency throughout different countries and from the 1st December 2022, all the different variations of RNAV approaches will be known as RNP approaches. Could you please clarify?

[@billionaire101HD]

Excellent explanation thank you sir

[@ATPLStudent]

You are welcome

[@pablojudezaragall5520]

LPV CAT I is not an APV, is a PA. APV is for approaches that do not meet the requirements of precision and hence, APV approaches minimums do not go below 250ft. Hope it helps. Now they are either Type A (DA/H above 250ft) or Type B (DA/H below 250 ft)

[@ATPLStudent]

LPV is indeed an APV Approach my friend. Recently however, there has been a new category to classify approaches based on the guidance they provide. 2D has replaced (Non-precision) and 3D approaches has replaced Precision as well as APV approaches

[@harshitahuja1205]

LPV is indeed an APV, you might wanna revise the 8168 again.

[@maxence3700]

I have a question, if we encounter NAV UNABLE RNP during the final leg, how to follow the go around track without an ANP below the 0,3 Rnp required for the go around ?

[@ATPLStudent]

The position of the aircraft on the approach must be considered. Commander must decide whether to continue or GO-AROUND. If you continue the approach, ensure Final Approach remains engaged. If a GO-AROUND is decided upon verify NAV or GA TRACK engaged. A turn may be part of the approach following selection of TOGA. Select/verify NAV as soon as possible to ensure proper tracking.

[@JVIce-44]

Your video is very good, however, I´m still confused and I don´t seem to be able to find a clear and concise explanation on the subject. So, I´ll keep searching.

[@ATPLStudent]

How can I help you understand it?

[@JVIce-44]

@@ATPLStudent Thanks for the reply. The bit that is missing in my puzzle is the preparation prior to initiating the RNP. For instance, when using ILS, I program the FMC/MCDU with the airport and runway details like frequency etc. That is where I don't get the process of programming the equivalent details into the flight management computer for the RNP. Maybe this is some kind of a block in my brain and I just can't join the dots that are already there. Thanks again for your time and willingness to get the message across. I watched a very good video by Captain Joe where he and his captain fly RNP into Luxembourg and it is very informative of the process. However, I still don't get what they had to do prior to initiating the decent.

[@conned]

If you're playing mssim, nothing. The actual planes are loaded with the RNP data by Nav folks..very expensive subscription n last only 28days...

[@conned]

He doesn't tell you everything,or important part.

[@MikeSierra8282]

could you please explain exact correlation between ANP/RNP, exact dimensions,criteria etc.... that was my question during pilot interview in airline. I must say it was thought

[@ATPLStudent]

Think of RNP2 for example as the require track error, which is 2 NM in this case, this mean you can be off track by up to 2NM either side of your airway. ANP on the other hand however stands for Actual Navigation Performance which is the actual accuracy of your aircraft at any given time, it must always be at or lower than the RNP segment you're flying. depending on your aircraft type it is always displayed somewhere on ND or FMGS etc. So RNP2 is your max limit deviation and ANP shows your actual track error deviation.

[@conned]

ANP is exact XTK indicated on the FMS.agsinst the RNP value of that particular AWY.. each airspace has its own RNP value n unique MEL.

[@johnmbrog]

Where do you find the required equipment for RNP approaches?

[@ATPLStudent]

PBN Manual (Doc 9613), Volume 2

[@jorgedelgado3357]

How do you determine that an RNP approach is AR?

[@ATPLStudent]

Two ways: Either it is clearly mentioned next to RNP; RNP AR or in some FAA states the approach is named RNAV (RNP)

[@LaverneBorrigo-w2k]

Kozey Road

[@Thomas625Davis-u6w]

Jaida Mission

[@MichelleWilliams-q1g]

Courtney Via

[@conned]

Dont like, very dangerous manuvre, most airports will give option of AR or ILS, usually well take the latter.

[@ATPLStudent]

Usually RNP AR is allocated for airports where ILS is not convenient or possible due to terrain

[@conned]

@@ATPLStudent yea,ikr, just flew to vnkt, linzi

[@SuzieAsbill]

4888 Durgan Fords