4 RPN Approach

EMBRAER 170/175/190/195
RNP APPROACH OPERATION

EMBRAER S.A.
GP–5873
SEPTEMBER 30, 2015
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Copyright © 2015 by Embraer S.A. All rights reserved.
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TABLE OF CONTENTS
GENERAL...........................................................................................1
INTRODUCTION ................................................................................1
ABBREVIATIONS ...............................................................................2
RNP APPROACH OPERATION.........................................................4
E-JETS ELIGIBILITY AND QUALIFICATION .....................................6
NAVIGATION DATA VALIDATION PROGRAM.................................7
OPERATIONAL MANUALS AND CHECKLISTS................................8
NORMAL PROCEDURES................................................................8
PRIOR TO FLIGHT .......................................................................8
APPROACH BRIEFING...............................................................10
APPROACH.................................................................................11
GO-AROUND ..............................................................................16
CHECKLISTS.................................................................................17
ABNORMAL PROCEDURES ...........................................................19
DEGRADED NAVIGATION............................................................19
FMS FAILURE................................................................................20
FMS 1 (2) - GPS POS DISAG........................................................21
FMS POS DISAG ...........................................................................21
GPS FAILURE................................................................................22
FLIGHT DIRECTOR FAILURE ......................................................23
MCDU SCRATCHPAD MESSAGES ................................................24
LOSS OF MINIMUM EQUIPMENT REQUIRED...............................25
TRAINING PROGRAMS...................................................................26
TRAINING DOCUMENTATION .....................................................26
FLIGHT DISPATCHER TRAINING ................................................26
MAINTENANCE TRAINING...........................................................26
FLIGHT CREW TRAINING ............................................................26
APPENDIX I......................................................................................28
NAVIGATION DATABASE CURRENCY .......................................28
APPENDIX II.....................................................................................29
NOTAM NAVAIDS..........................................................................29
APPENDIX III....................................................................................31
GPS NOTAMS ...............................................................................31
APPENDIX IV ...................................................................................34
GPS RAIM PREDICTION ..............................................................34
APPENDIX V ....................................................................................39
TEMPERATURE COMPENSATION..............................................39
APPENDIX VI ...................................................................................45
RNP APPROACH COMPLIANCE MATRIX ...................................45
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GENERAL
INTRODUCTION
This publication presents guidance information to help operators on
the approval process for RNP Approach operations as required
through FAA AC 90-105 and EASA AMC 20-27.
This publication uses Jeppesen navigation charts as granted through
a license agreement with Jeppesen. These charts are not for
navigation and have been reduced for illustrative purposes.
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ABBREVIATIONS
AC Advisory Circular
ADI Attitude Director Indicator
AFM Airplane Flight Manual
AMC Acceptable Means of Compliance
AOM Airplane Operations Manual
APV Approach with Vertical Guidance
ATC Air Traffic Control
Baro-VNAV Barometric Vertical Navigation
CDI Course Deviation Indicator
DA Decision Altitude
DH Decision Height
DME Distance Measurement Equipment
DR Dead Reckoning
DTK Desired Track
EASA European Aviation Safety Agency
FAA Federal Aviation Administration
FAF Final Approach Fix
FMA Flight Mode Annunciator
FMS Flight Management System
FPA Flight Path Angle
FTE Flight Technical Error
GNSS Global Navigation Satellite System
GP General Publication
GPS Global Positioning System
HSI Horizontal Situation Indicator
IAF Initial Approach Fix
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IAP Instrument Approach Procedure

ICAO International Civil Aviation Organization
IF Intermediate FIX
LNAV Lateral Navigation
MAP Missed Approach Point
MCDU Multifunction Control Display Unit
MDA Minimum Descent Altitude
MDH Minimum Descent Height
MFD Multifunction Display
NAVAID Navigation Aid
PFD Primary Flight Display
PBN Performance-based Navigation
RAIM Receiver Autonomous Integrity Monitoring
RNAV Area Navigation
RNP Required Navigation Performance
RTCA Radio Technical Commission for Aeronautics
TSE Total System Error
VGP Vertical Glide Path
VNAV Vertical Navigation
VOR VHF Omni-Range
VSD Vertical Situation Display
XTK Crosstrack
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The RNP Approach (RNP APCH) is a PBN navigation specification
and is intended for use in non-precision approach procedures
designed with straight segments. For details about the PBN concept,
refer to GP-4998.
In countries that use the Global Positioning System (GPS), RNP
approach procedures are charted as RNAV (GPS) (Figure 01). In
countries that use any satellite-based positioning system, RNP
approach procedures are charted as RNAV (GNSS) (Figure 02).
RNP approach procedures offer the option to use the LNAV and
LNAV/VNAV lines of minimums on the approach charts.
RNP approaches using the LNAV minimums require the use of
GNSS signals to provide lateral guidance. RNP approaches using
the LNAV/VNAV minimums require GNSS and Barometric Vertical
Navigation (Baro-VNAV) for lateral and vertical guidance,
respectively.
Baro-VNAV is a functionality of some area navigation systems. It
uses barometric altitude information to provide vertical guidance as a
geometric path between two waypoints or an angle based on a single
waypoint. This functionality is beneficial to avoid controlled flights into
terrain (CFIT) during approach.
Approach procedures that require Baro-VNAV are defined as
Approach Procedures with Vertical Guidance (APV). APVs use
lateral and vertical guidance and are published with a decision
altitude or height (DA/H). However, they do not meet the
requirements for precision approach operations.
Airplanes with approved RNP equipment carrying the Baro-VNAV
functionality are eligible to fly RNP approaches using the LNAV or
LNAV/VNAV minimums. Airplanes with RNP systems without Baro-
VNAV may fly RNP approaches using only the LNAV line of
minimums (Figure 03).
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Figure 01: RNP approach charted as RNAV (GPS).
Figure 02: RNP approach charted as RNAV (GNSS).
Figure 03: LNAV/VNAV line of minimums.

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E-JETS ELIGIBILITY AND QUALIFICATION

▶ ANAC or FAA Certification
The AFM FMS supplement states that the FMS complies with FAA
AC 90-101 (RNP AR APCH). Therefore, according to FAA AC 90-105,
the E-Jets are qualified for RNP approach operations without further
examination.
Also, the AFM FMS supplement states that the FMS complies with
FAA AC 90-94 (GPS for non-precision approach) and FAA AC 90-97
(Baro-VNAV for instrument approach).
AC 90-105 canceled AC 90-94 and AC 90-97. However, AC 90-105
states that previous approvals under AC 90-94 and AC 90-97 are still
valid to obtain approval for RNP APCH operations.
Additionally, there is a statement of compliance with AC 90-105 on
AOM section 2-64.
◀
▶ EASA/JAA Certification
The AFM FMS supplement states compliance with AMC 20-27 for
RNP approaches provided the equipment on Table 1 is installed and
operative.
◀
Some RNP approach procedures have Radius-to Fix legs (RF legs).
The FMS complies with the requirements of RTCA DO-283 (refer to
AFM FMS supplement), including the capability to fly RF legs.
For details on the E-Jets compliance with the requirements of
AC 90-105 and EASA AMC 20-27, refer to Appendix VII.
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NAVIGATION DATA VALIDATION PROGRAM

The navigation database suppliers should comply with AC 20-153. This
AC provides guidelines to evaluate whether data processes comply
with RTCA DO-200A and to obtain a Letter of Acceptance (LOA) from
the appropriate authorities.
A type 2 Letter of Acceptance issued to each of the participants in the
data chain demonstrates compliance with AC 90-105 for
database integrity.
In case of discrepancies that invalidate a procedure (for example,
database errors), report the discrepancies to the navigation database
supplier. Inform flight crews that the use of the affected procedures is
prohibited.
The navigation database is expected to be current during the flight
(refer to Appendix I).
In addition, operators should:
 Assign a responsible manager for the data updating process.
 Establish a documentation process for accepting, verifying, and
loading navigation data into the airplane.
 Document this process and place it under configuration control.
 Ensure that pilots confirm that the navigation database is current
at system initialization (refer to Normal Procedures).
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OPERATIONAL MANUALS AND CHECKLISTS

Operations manuals must address applicable information related to
RNP Approach systems, standard operating procedures, navigation
operating instructions, and contingency procedures. Operators must
submit manuals and checklists as part of the application process for
review and acceptance, or approval, as appropriate.
NORMAL PROCEDURES
PRIOR TO FLIGHT
Airplane minimum configuration.................................... CHECK
Table 1: minimum equipment required for RNP APCH.
Minimum Equipment Required
Load 21.4 or later versions
1 Flight Director
1 FMS
1 FMS Source Selector Button
1 GPS
1 MCDU
4 Display Units
2 Air Data Systems compliant with RVSM
VGP (not required for RNP APCH without BARO-VNAV)
NOTE: - Operator shall develop contingency procedures for

the loss of RNP APCH capability during approach.
- RNP APCH operation with HGS is allowed only
when HUD is used as a repeater of the PFD.
- TAT sensor failure does not affect ADS compliance
with RVSM.
- Make sure that enough means are available to
navigate and land at destination and alternate
airports in case of loss of RNP APCH capability.
- FMS Source Selector Button is not necessary in
case the FMS is already selected as the
navigation source.
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NAV Database ............................................................VERIFY

CURRENCY
Verify that the Navigation Database is current for the flight. Refer to
Appendix I.
FMS Position...............................................................INITIALIZE
Approach Chart...........................................................CHECK
Check that the procedure is charted as RNAV (GNSS) or
RNAV (GPS).
Flight Plan ...................................................................ACTIVATE
Confirm that the correct procedure has been selected by comparing
the waypoints sequence on the MCDU with the assigned route and
the route on the chart.
There may be a slight difference between the navigation information
on the chart and the heading shown on the PFD. A maximum
difference of 3° is acceptable.
Performance INIT .......................................................CONFIRM INIT

After an RTO, reconfirm the performance initialization.
NOTAM NAVAIDS ......................................................INSERT

Insert the appropriate NAVAIDs in accordance with NOTAMs for
the destination and alternate airports. Refer to Appendix II.
GPS NOTAM ..............................................................INSERT

For an accurate predictive RAIM, deselect inoperative
GPS satellites. Refer to Appendix III.
GPS PREDICTIVE RAIM............................................CHECK

Check that GPS RAIM is within the approach criteria at the time and
location of the desired approach through an offline ground station or
through the airplane capability.
In case of predicted continuous loss of RAIM of more than 5
minutes for any part of the approach, delay, cancel, or reroute the
flight so that RAIM requirements are met.
For airplanes with SBAS receivers, take into account the latest GPS
constellation and SBAS NOTAMs. If the NOTAMs indicate that the
SBAS signal is not available over the intended flight route, check
appropriate GPS RAIM availability. Refer to Appendix IV.
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Takeoff page ..........................................................SET/CONFIRM

PFD NAV Source ...................................................SELECT FMS
APPROACH BRIEFING
Accomplish the approach briefing before starting the approach (before
sequencing the IAF), preferably before starting the descent.
Accomplish the following procedure:
Equipment required.....................................................VERIFY
If an inflight failure occurs, evaluate whether the failure affects any
equipment required to perform the RNP approach. Refer to
Minimum Equipment Required (Table 1).
Approach procedure....................................................CONFIRM
Before the IAF, confirm that the correct approach procedure has
been loaded. On the MFD Map, verify the waypoints sequence,
integrity of tracks and distances, and the accuracy of the inbound
course of the final approach segment.
Check which waypoints are fly-by or flyover on the published chart,
MFD Map, or MCDU.
CAUTION: DO NOT MODIFY THE PROCEDURE FROM THE
NAVIGATION DATABASE. DO NOT REVISE THE
LATERAL DEFINITION OF THE FLIGHT PATH
BETWEEN THE FAF AND THE MAP.
Navigation Sensor .......................................................CONFIRM

Confirm on the MCDU PROGRESS 1/3 page that GPS is the
sensor used for position computation.
▶ According to EASA AMC 20-27

NOTE: During ATC tactical interventions:
 Manual entry of coordinates into the RNP system for
operations within the terminal area is prohibited.
 Flight crew may accept “Direct-to” clearances up to the
intermediate fix (IF), provided the resulting track change at
the IF does not exceed 45º.
 “Direct-to” clearance to the FAF is prohibited.
◀
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Temperature Compensation (if applicable) ................AS REQUIRED

For RNP approach using the LNAV/VNAV minimums, activate the
temperature compensation using the current local temperature for
the airport and runway of intended landing. Refer to Appendix V.
CAUTION: COORDINATE WITH ATC THE USE OF

TEMPERATURE COMPENSATION TO ENSURE
PROPER VERTICAL SEPARATION WITH OTHER
TRAFFIC.
APPROACH
Landing Speeds ..................................................SET
Approach Speeds................................................VERIFY
Go-around Speeds..............................................VERIFY
At the IAF:
Altimeters ............................................................SET/X-CHECK
Set a current local altimeter setting. If the altimeter setting is
not available, do not perform the approach.
Check that the altimeters provide equivalent altitude with a
maximum difference of 100 ft. If the difference exceeds 100 ft,
do not perform the approach.
CAUTION: DO NOT USE A REMOTE ALTIMETER

SETTING.
During all the RNP approach procedure:

Track deviation....................................................MONITOR
The deviation is monitored through the vertical and lateral
scales and CDI on PFD (Figure 04). Additionally, the lateral
deviation is displayed on the MFD Map in NM (Figure 05).
Ensure that lateral deviation scale (full scale deflection) is
adequate to the navigation accuracy for all segments of the
procedure. For example, ±1.0 NM for initial and intermediate
segments, ±0.3 NM for final approach segment, and ±1.0 NM
for missed approach segment.
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Pilots are expected to maintain the airplane position

centralized on the lateral deviation scale during all the
approach procedure unless authorized by ATC or under
emergency condition.
For normal operations, lateral deviation must be within half of
the navigation accuracy of the procedure (½ x RNP or one dot
on CDI or PFD). For example, 0.15 NM for the final approach
segment. Slight lateral deviations up to the RNP
value (1 x RNP or two dots on CDI or PFD) are acceptable
during or immediately after turns.
During the final approach segment, vertical deviation must be
within +100/-50 ft (ICAO/FAA) or ±75 ft (EASA).
If lateral or vertical deviation exceeds the limits, do not perform
the approach and start the go-around procedure unless there
are visual references to perform the approach safely.
NOTE: - In the lateral deviation scale, full-scale deflection (two
dots) corresponds to 1xRNP lateral (both on CDI and
ADI).
- The vertical deviation scale is 250 ft/dot on the
terminal area. At 2 NM from the FAF, the scale
changes to 75 ft/dot.
CAUTION: THERE IS NO ALERT FOR EXCESSIVE
DEVIATION. IF EXCESSIVE DEVIATION
OCCURS, THE PILOT IS RESPONSIBLE FOR
MONITORING THE DEVIATION AND INITATING
A GO-AROUND.
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MAIN PANEL
SPD T AP LNAV ALT

21O AT O6O OO
731O 4
24O 2O 2O
VTA 2
1O 1O 8OOO 1 1
1 8O
2 1O 77 6O
9
19O FS 75OO 1
1O 1O 2
18O
2O 2O 4
17O
RA
2OO 1O13 HPA
GSPD HDG DTK

235 KT 21O 3O2 2
21O
FMS2 O DME2
YOCUL O
21 24 29.7 NM
2.O NM S
MIN
O MIN RNP 1.OO
15
TERM
EM170AOM980131B.DGN
12
3O
3
33
E
6 N
VHF1 3 NAV2
118 5O 116.2O
119 25 114.8O
Figure 04: Lateral and vertical deviation scales on PFD.
1 - Vertical deviation scale.

2 - Lateral deviation scale.
3 - CDI Lateral deviation scale.
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MFD
FMS1 36O 15 SAT ^C

5 25 TAT ^C
ZUN
3OO TAS KTS
55.6 NM PUMPS
23 MIN N DME1
3 LAX
33 GUP44 65.3 NM
2O MIN
3O
6
GUP
ZUN
1
W
E
1OO 1OO
WEATHER
EM170AOM980132B.DGN
5 A O.O5 L
PROGRESS
WX/R/T S WPT DIST ETE FUEL

STAB TGT NEXT ZUN 55.6 O1+32 11.4
LX DEST GUP 95 O2+52 1O.4
Figure 05: lateral deviation displayed on MFD in NM (1).
2 NM before the FAF:

APPR Annunciation .............................................CHECK
The APPR annunciation on the PFD indicates that the EPU
value is less than the RNP value and that GPS
operates normally.
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PFD
GSPD HDG DTK

235 KT 21O 3O2
21O
FMS2 O DME2
JEXOT O
21 24 29.7 NM
2.O NM S
MIN
O MIN RNP O.3O
15
W
APPR
12
EM170AOM980133B.DGN
3O
33
1
E
6 N
VHF1 3 NAV2
118 5O 116.2O
119 25 114.8O
Figure 06: APPR annunciation on PFD (1).
NOTE: For a stabilized final approach, intercept the final approach

path no later than at the FAF before starting the descent to
ensure terrain and obstacle clearance
Do not perform the RNP approach when any of the following occurs:
 DEGRAD or DR is displayed on PFD, or
 Loss of VGP or VGP not engaged after the FAF, or
 Minimum required equipment not available or inoperative, or
 Excessive lateral or vertical deviation, or
 Vertical path is not consistent with altimeters information or
vertical speed information.
At the FAF:
Speed Selector Knob.............................................. MAN
When VGP is engaged, the altitude preselector does not limit
the FMS descent path.
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GO-AROUND
For RNP approach procedures, it is important to follow the missed
approach path correctly. For this reason, make sure that LNAV is
engaged after starting the missed approach.
For missed approach procedures based on conventional NAVAIDs (for
example VOR, NDB), verify that the airborne equipment required for
such procedures is installed and operate normally. Verify that the
associated ground-based NAVAIDs operate normally.
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CHECKLISTS
The following procedures are supplementary normal procedures for
RNP approach procedures. Use these procedures with the applicable
normal procedure of each flight phase.
PRE FLIGHT
CHALLENGE RESPONSE
Airplane minimum configuration ............................ CHECK

NAV Database................................. VERIFY CURRENCY
Refer to Appendix I
FMS Position .................................................... INITIALIZE
Approach Chart ..................................................... CHECK
Flight Plan......................................................... ACTIVATE
Performance INIT .............................. SET/CONFIRM INIT
NOTAM NAVAIDS.................................................INSERT
Refer to Appendix II
GPS NOTAM .........................................................INSERT
Refer to Appendix III
GPS PREDICTIVE RAIM ...................................... CHECK
Refer to Appendix IV
Takeoff Page ............................................. SET/CONFIRM
PFD NAV Source......................................... SELECT FMS
APPROACH BRIEFING
Equipment required ...............................................VERIFY
Approach procedure .......................................... CONFIRM
Navigation Sensor ............................................. CONFIRM
Temperature compensation ...................... AS REQUIRED
Refer to Appendix V
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APPROACH
Landing Speeds .......................................................... SET
Approach Speeds ..................................................VERIFY
Go-around Speeds.................................................VERIFY
…….…….……….…….At the IAF..…….……….…….…….
Altimeters ................................................... SET/X-CHECK
………….During all the RNP approach procedure……….
Track deviation ................................................. MONITOR
…….………..….….2 NM before the FAF…….……….…….
APPR Annunciation ............................................... CHECK
…….…….……….…….At the FAF..…….…….……….…….
Speed Selector Knob ..................................................MAN
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ABNORMAL PROCEDURES
DEGRADED NAVIGATION
CONDITION: DGRAD flag is displayed on PFD.
Go-around procedure .............................................. ACCOMPLISH
The navigation is degraded when the EPU value is greater
than the RNP value or when the navigation sensors required
for the approach are not available on final approach. When the
navigation is degraded, the following occurs:
 DGRAD flag is displayed on the PFD (Figure 07).
 Message UNABLE RNP NEXT WAYPOINT is displayed
on the MCDU scratchpad.
 Message UNABLE RNP WAYPOINT is displayed on the
MCDU scratchpad.
 VGP mode does not engage. Automatic reversion to basic
mode (FPA) occurs and the EICAS message FD VERT
MODE OFF is displayed.
PFD
GSPD HDG MAG1 36O CHR

3OO KT 33O O7:12
PUMPS 1O
FMS1 N
33 3
GUP44
ZUN
55.6 NM
23 MIN RNP 1.1O
GUP
EM170AOM980135B.DGN
DGRAD
ZUN 1
1OO
VHF1 NAV1
118 5O 119 1O
119 25 119 15
O.4 R
Figure 07: DGRAD annunciation on PFD (1).

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DEGRADED NAVIGATION DURING GO-AROUND

The DGRAD flag may be displayed for a second time during
go-around, after the EPU value exceeds 1xRNP due to the IRS
drift rate.
An example of this scenario is described as follows:
 During a 0.3 approach, the DGRAD flag appears on PFD due to
dual GPS failure.
 Crew initiates go-around with 1.0 RNP using IRS.
 Due to the change in RNP to 1.0, the DGRAD flag disappears.
 During a long go-around, the EPU value may become greater
than 1.0 due to the IRS drift rate.
 The DGRAD flag is displayed again on the PFD.
This situation is expected for long go-around paths. In this case,

continue the go-around normally.
FMS FAILURE
SINGLE FMS FAILURE
Failure of one FMS results in the following:
 The airplane reverts to basic mode (ROLL and FPA), and
 The EICAS messages FMS 1 (2) FAIL, FD VERT MODE OFF,
and FD LATERAL MODE OFF are displayed, and
 The MCDU with failed FMS reverts to basic mode, and
 The associated CDI and HSI display a red "X”, and
 The associated MFD Map does not display the flight plan route.
SINGLE FMS FAILURE ON PILOT-FLYING SIDE

FMS Source Selector Button ................................... PRESS
Changes the source to the operative FMS.
APP Button............................................................... PRESS

Re-engages LNAV and VGP.
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SINGLE FMS FAILURE ON PILOT-NOT-FLYING SIDE

FMS Source Selector Button ................................... PRESS
Displays the information from the operative FMS.
NOTE: If lateral and vertical deviations are not excessive after the
reconfiguration, the flight crew may decide to continue the
approach.
DUAL FMS FAILURE
Failure of both FMS results in the following:
 The airplane reverts to basic mode (ROLL and FPA), and
 The EICAS messages FMS 1 FAIL, FMS 2 FAIL, FD VERT
MODE OFF, and FD LATERAL MODE OFF are displayed, and
 Both MCDUs revert to basic mode, and
 Both CDIs and HSIs display a red “X”, and
 Both MFD Maps do not display the flight plan route.
After dual FMS failure, the airplane is not capable of accurately
following the approach or missed approach path. In this case, perform
a go-around.
FMS 1 (2) - GPS POS DISAG

The EICAS message FMS 1 (2) GPS POS DISAG indicates position
disagreement between the associated FMS and GPS and may result
from a misleading FMS. If this message is displayed, perform the
go-around procedure.
FMS POS DISAG

The EICAS message FMS POS DISAG indicates position
disagreement between FMS 1 and FMS 2. As it may not be possible to
determine which FMS is providing the erroneous data, perform the go-
procedure.
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GPS FAILURE
Only one GPS is required for RNP approach. If operating with two
GPSs, failure of the active GPS results in automatic reversion and the
flight crew may continue approach.
In case the second GPS fails (or GPS signal is lost), perform the
go-around procedure, even if the EPU value is lower than RNP.
Go-around procedure............................................... ACCOMPLISH
After GPS failure, the MSG flag is displayed on PFD
(Figure 08) and the MCDU scratchpad message GPS 1
FAILED or GPS 2 FAILED is displayed.
NOTE: - Loss of GPS signal is annunciated through the
scratchpad messages GPS 1 FAILED and
GPS 2 FAILED.
PFD
GSPD HDG MAG1 DTK CRS CHR

3OO KT 33O O7O O9O O7:12
O8O
1O
FMS1 LOC1 5
6 E DME1
KPHX LRX
55.6 NM
12 H 65.3 NM
23 MIN 20 NM
3
1
RNP 1.10
EM170AOM980134B.DGN
VOR1
VOR2 MSG DR
APPR
VHF1 NAV1
118 5 118 O3
119 25 119 O3
O.2R
Figure 08: MSG flag on PFD (1).

If after failure of the second GPS failure the EPU value is lower than
RNP, no additional message is displayed, but a go-around is still
mandatory.
Dual GPS failure results in the DGRAD flag displayed on PFD only
when the airplane is on final approach (2 NM before the FAF).
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FLIGHT DIRECTOR FAILURE

If the flight director guidance is lost during RNP approach, perform the
go-around procedure.
Increase in flight crew workload may occur during raw data go-around.
For this case, consider the following recommendations and
techniques:
 If available, request radar vectors or alternate means of navigation
for the missed approach.
 To maintain lateral track, use the MFD Map in minimum range
with the HSI.
 To maintain the RNP lateral track during turns, the recommended
bank angle is usually less than 20º.
 To minimize lateral deviation, consider the use of low airspeeds,
and intermediate flap setting.
 The pilot-not-flying should monitor and callout lateral and altitude
deviations, and help the pilot-flying control airspeed in case the
Autothrottle is not available.
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MCDU SCRATCHPAD MESSAGES

MCDU scratchpad messages are available to provide awareness on
current or upcoming conditions.
The MSG flag on PFD (Figure 08) indicates that one or more
scratchpad messages are displayed. In some cases, scratchpad
messages are associated with other indications.
PILOT RNP CANCEL NEXT WP

The next flight plan leg has a smaller RNP than the current
pilot-entered RNP.
PILOT RNP CANCEL

The RNP of the next flight plan leg cancels and replaces the
pilot-entered RNP upon leg transition.
UNABLE RNP
The current navigation precision does not meet the required navigation
precision. This scratchpad message is associated with the DGRAD
flag on the PFD. In this case, perform the go-around procedure.
UNABLE RNP NEXT WP
The current EPU is greater than the RNP required at the next
waypoint. In this case, to avoid the DGRAD flag displayed on PFD at
the next waypoint, perform the go-around procedure.
VERIFY RNP ENTRY
Manual entry of RNP is greater than the RNP for the current flight
phase or si greater than the RNP from the navigation database.
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LOSS OF MINIMUM EQUIPMENT REQUIRED

Make sure that the equipment listed on Table 1 is operational before
initiating the approach.
Failure of any required equipment results in reduction of safety
margins to perform the RNP approach. The flight crew should evaluate
whether current conditions are safe to perform the RNP approach, or
should perform the go-around procedure.
The following guidance may be used to help defining whether
go-around is necessary:
GPS FAILURE
Refer to GPS FAILURE.
FMS FAILURE
Refer to FMS FAILURE.
MCDU FAILURE
If one MCDU remains operative (single MCDU failure) and all the tasks
requiring its use have been completed, the flight crew may continue
the approach. If both MCDUs fail, perform a go-around.
DISPLAY UNIT FAILURE

If four display units remain operative, the flight crew may continue
the approach. If two or more display units fail, perform a go-around.
ADS FAILURE
If at least two ADSs remain operative and all the associated indications
are available, the flight crew may continue the approach. If three or all
ADSs fail, perform a go-around.
FLIGHT DIRECTOR FAILURE

If one flight director remains operative, the flight crew may continue
the approach. If both flight directors fail, perform a go-around.
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TRAINING PROGRAMS
TRAINING DOCUMENTATION
Establish a training program in accordance with FAA Order 8900.1,
where applicable. The training program must address operational
practices, procedures, and training items related to RNP operations
(initial, upgrade, or recurrent training for flight crew, dispatchers, and
maintenance personnel). If Baro-VNAV is used, the training program
should also address Baro-VNAV operation.
NOTE: If RNAV training is part of the current training program, a
separate training program is not required. However, it is
required that the existing training program allows identification
of the training elements related to RNP approach.
FLIGHT DISPATCHER TRAINING

Training for flight dispatchers should address the following:
 RAIM prediction tools
 Flight Planning
 Charts
 Weather.
MAINTENANCE TRAINING
Training for maintenance personnel should address the following:
 MEL related to required equipment
 FMS navigation database load and control.
FLIGHT CREW TRAINING
The training program for flight crew should provide enough training (for
example, through computer-based training, simulator, training device,
or airplane) on the airplane RNP system so that the pilots are familiar
with the following:
 The information contained in this GP and in the AC 90-105, as
applicable.
 The meaning and proper use of Airplane Equipment and
Navigation Suffixes.
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 Procedure characteristics as determined from chart depiction and

textual description.
 Depiction of waypoint types (fly-over and fly-by), path terminators,
and any other types that the operator uses as well as associated
airplane flight paths.
 Required navigation equipment for RNP operations.
 Levels of automation, mode annunciations, changes, alerts,
interactions, reversions, and degradations.
 Functional integration with other airplane systems.
 Meaning of route discontinuities and appropriate flight crew
procedures.
 Types of navigation sensors used on the RNP system and their
weighting.
 Turn anticipation with consideration to speed and altitude effects.
 Interpretation of electronic displays and symbols.
 Understanding the operational conditions used to support RNP
operations (for example, selection of proper CDI scaling).
 If applicable, the importance of maintaining the published path
and maximum airspeeds while performing RNP operations with
RF legs.
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APPENDIX I
NAVIGATION DATABASE CURRENCY
To verify that the navigation database is current during the flight,
proceed as follows:
 On page NAV IDENT 1/1, verify the navigation database currency
on field ACTIVE NDB.
NOTE: If the AIRAC cycle is to change during the flight, use current
navigation charts to verify the locations of waypoints used to
define routes and procedures.
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APPENDIX II
NOTAM NAVAIDS
Insert the inoperative NAVAIDs according to NOTAMs:
 Access page POS SENSORS 1/1 (NAV INDEX > NAV IDENT 1/1
> POS INIT).
1/2
NAV INDEX
NAV IDENT
WPT LIST DATALINK
FPL LIST FLT SUM
POS SENSORS
FIX INFO HOLD
EM170AOM980108A.DGN
DEPARTURE ARRIVAL
 On page POS SENSOR 1/1, select VOR/DME (LSK 6L).

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 On page VOR/DME 1/2, select NOTAM (LSK 6R).
VOR/DME 1 1 / 2
BRG DIST
SLI 115.70 102 20.2
SXC 111.40 33.6
PDZ 112.20 44.3
EM170AOM980116A.DGN
POS SENSORS NOTAM
 On page NOTAM NAVAIDS 1/1, insert the inoperative NAVAIDS

according to NOTAMs.
NOTAM NAVAIDS 1 / 1
PERMANENT TEMPORARY
SLI USA ----
LAX USA ----
SMD USA ----

EM170AOM980117B.DGN
VOR/DME DATA BASE WPT

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APPENDIX III
GPS NOTAMS
If there are GPS NOTAMs, deselect the inoperative satellites for an
accurate predictive RAIM.
 Access page POS SENSORS 1/1 (NAV INDEX > NAV IDENT
1/1 > POS INIT).
1/2
NAV INDEX
NAV IDENT
WPT LIST DATALINK
FPL LIST FLT SUM
POS SENSORS
FIX INFO HOLD
EM170AOM980108A.DGN
DEPARTURE ARRIVAL
 Select GPS 1 or GPS 2 (LSK 4R or 5R).

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 Select PRED RAIM (LSK 6R).
 Select DEST (LSK 1L).
PREDICTIVE RAIM 1 / 1
FROM GPS 1
DEST PILOT SEL
KLAX KPHX
0953Z < - TIME - > 1521Z
YES < - RAIM - > NO
EM170AOM980138A.DGN
POS SENSORS RETURN

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 Insert the inoperative satellites, according to NOTAMs on page

DESTINATION RAIM 2/2.
DESTINATION RAIM 1 / 2
PLACE RAIM@TIME
KLAX NO 0953Z
RAIM@TIME RAIM@TIME
YES 0938Z NO 0958Z
YES 0948Z NO 1003Z
NO 0948Z NO 1008Z
EM170AOM980139A.DGN
POS SENSORS PRED RAIM
SATELLITE DESELECT
BY PRN NUMBER
4 - -
- - - -
EM170AOM980140A.DGN

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APPENDIX IV
GPS RAIM PREDICTION
There are three methods to check the GPS RAIM for the destination at
the time of the approach:
NOTE: - Additionally, this check may be performed through an offline
ground station using for example the Honeywell Sure Flight
Offline RAIM.
METHOD 1:
 Insert the estimated time of departure (ETD) on page
ACTIVE FLT PLAN, on field ORIGIN/ETD (LSK 1L).
 Access page POS SENSORS 1/1 (NAV INDEX > NAV IDENT 1/1
> POS INIT).
 Select GPS 1 or GPS 2 (LSK 4R or 5R).
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1/2
NAV INDEX
NAV IDENT
WPT LIST DATALINK
FPL LIST FLT SUM
POS SENSORS
FIX INFO HOLD
EM170AOM980108A.DGN
DEPARTURE ARRIVAL
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 Select PRED RAIM (LSK 6R) on page GPS 1(2) STATUS 1/2.
 Confirm that the RAIM status is YES.
FROM GPS 1
DEST PILOT SEL
KPSP
0933Z < -TIME- >
YES < -RAIM- >
EM170AOM980111A.DGN
POS SENSORS RETURN

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METHOD 2:
 Check the GPS RAIM status on page DESTINATION RAIM 1/2
(to access this page, refer to Appendix III). GPS RAIM may be
checked for different times on this page.
PLACE RAIM@TIME
KPSP YES 0933Z
RAIM@TIME RAIM@TIME
YES 0918Z YES 0938Z
YES 0923Z YES 0943Z
YES 0928Z YES 0948Z
EM170AOM980112A.DGN
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METHOD 3:
 On page PREDICTIVE RAIM 1/1 (to access this page, refer to
method 1), select PILOT SEL (LSK 1R).
FROM GPS 1
DEST PILOT SEL
KPSP
0933Z < -TIME- >
YES < -RAIM- >
EM170AOM980113A.DGN
POS SENSORS RETURN
 On page PILOT SELECT RAIM 1/1, insert the desired airport

(LSK 1L) and check the RAIM status.
PILOT SELECT RAIM 1 / 1
PLACE RAIM@TIME
------
RAIM@TIME RAIM@TIME
EM170AOM980114B.DGN

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APPENDIX V
TEMPERATURE COMPENSATION
If Temperature Compensation is used, the flight crew must enable and
activate this feature on the MCDU.
TEMPERATURE COMPENSATION - ENABLING

If Temperature Compensation is enabled on ground through the
following procedure, it remains enabled until the flight crew disables it.
 On page NAV INDEX 2/2, select MAINTENANCE (LSK 2R).
 On page FMS 1 (2) MAINTENANCE 2/2, select SETUP (LSK 6L).
NAV INDEX 2/ 2
POS INIT CONVERSION
DATA LOAD MAINTENANCE
PATTERNS CROSS PTS
EM170AOM980121B.DGN
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FMS 2 MAINTENANCE 2/2

FAILED SENSORS
ADS 1 ADS 2
ADS 3 NAV 2
EM170AOM980122A.DGN
SETUP SENSOR HISTORY
 On page FMS SETUP 1/1, select FLT CONFIG (LSK 1R).
1/1
FMS SETUP
FLT CONFIG
ENGR DATA
EM170AOM980123A.DGN
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 On page FLIGHT CONFIG 2/2, select TEMP COMP CONFIG

(LSK 3R).
FLIGHT CONFIG 2/ 2
FLIGHT SUMMARY OUTPUT

MCDU OR
TEMP COMP CONFIG
COLD OR
EM170AOM980124A.DGN
SETUP
 On page TEMP COMP CONFIG 1/1, select HOT & COLD

(LSK 3L).
TEMP COMP CONFIG 1/1
OFF
COLD (AFC) RETURN
HOT & COLD FLT SUM
POS SENSORS
EM170AOM980125B.DGN
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TEMPERATURE COMPENSATION - ACTIVATION

 On page LANDING 1/2, insert the appropriate temperature value
(LSK 1L), then select TEMP COMP (LSK 6R).
-15 OC TEMP COMP 1/4

DB <-ALT-> BARO
YAGUS 7000A 7760A
CUXIT 7000A 7760A
HOPLI 7000A 7760A
YOCUL 6600A 7310A
WASAK 6000A 6640A

EM170AOM980127B.DGN
RNP VNAV DATA

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 Verify the following:

 Altitudes displayed in inverse video on page ACTIVE FLT
PLAN.
 Altitudes displayed in inverse video on the vertical profile
(VSD).
 On the last TEMP COMP page, insert the appropriate MDA/DA

and check the compensated MDA/DA (COMP MDA/DA).
-30 C TEMP COMP 3/3
MDA COMP MDA

2430 2870
EM170AOM980146A.DGN
LANDING
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APPENDIX VI
RNP APPROACH COMPLIANCE MATRIX
This appendix presents the E-Jets compliance with the requirements of
FAA AC 90-105 and EASA AMC 20-27.
Only the requirements related to airplane, manufacturer, procedures
and training are presented. Operators may have to associate these
requirements with the applicable publications when applying to the
appropriate local authority.
Requirements that are only related to operators are referenced as
"Operator requirement". In this case, refer to FAA AC 90-105 or EASA
AMC 20-27 for details.
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COMPLIANCE WITH
FAA AC 90-105
Effective: 12/15/2005
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AC 90-105
Criteria Compliance Remarks
Section
8b (1)(2)(3) Navigation Data Validation Program Operator requirement. Refer to this general publication for guidance.
9 Operator Responsibilities  
9a Operations Manuals and Checklists  Operator requirement. Refer to this general publication for guidance.
9b Training Documentation  Operator requirement. Refer to this general publication for guidance.
Minimum Equipment List (MEL)
9c  Refer to Table 1 of this general publication (Minimum Equipment Required).
Considerations
9d Operator Approval  
9d(1) Aircraft Eligibility  Refer to Eligibility and Qualification on this general publication.
9d(2)(a) Operating Procedures  Operator requirement. Refer to this general publication for guidance.
9d(2)(b) Control of Procedures  Operator requirement.
9d(2)(c) Flight Crew Training  Operator requirement.
9d(2)(d) Navigation Database Control  Operator requirement.
Credit for Previous RNAV (GPS)
9e  Operator requirement.
Instrument Approach Approval
Credit for Previous
9f  Operator requirement.
RNP SAAAR Approvals
9g Pilot Knowledge and Training  Operator requirement. Refer to this general publication for guidance.
9h RNP System-Specific Information  
Performance Requirement to Couple
9h(1)  Refer to the Performance section of the AFM FMS supplement.
Autopilot/Flight Director
Procedures not Supported
9h(2)  Procedures not supported by the FMS are not included in the navigation DB.
by the Equipment
9h(3) RNP System Operating Procedures  Operator requirement. Refer to this general publication for guidance.
Qualification and Criteria for
Appendix 1  
RNP Approach Operations
A1(2)(b) Statement of Compliance  The AOM contains statement of compliance with AC 90-105.
GPS sensors used in The possible GPS sensors used with the FMS are: P/N 245-604067-001 (compliant with TSO-
A(2)(e) 
multisensor systems C129a) and GPS P/N 245-604067-100 (compliant with TSO-C145b class Beta 3).
The FMS is a multisensor system and complies with AC 20-130 (refer to AFM FMS supplement)
A(2)(f) Multisensor systems 
and TSO-C115b.
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AC 90-105
Section
Performance and Functionality
A1(3)  
Requirements for RNP Systems
The E-Jets comply with section 2.1.1 of RTCA DO-236B, provided it is equipped with the
A1(3)(a) Accuracy 
minimum equipment of 9 (c).
The E-Jets comply with this paragraph provided the airplane is equipped with the minimum
A1(3)(b) Integrity 
equipment of 9(c).
The E-Jets comply with this paragraph provided the airplane is equipped with the minimum
A1(3)(c) Continuity 
equipment of 9(c).
The DGRAD flag is displayed on the HSI in case of loss of RNP approach capability. Refer to
A1(3)(d) Performance Monitoring and Alerting 
Abnormal Procedures of this general publication.
FMS monitors the GPS HIL value. The FMS issues the DGRAD annunciation when HIL is
A1(3)(e) Signal-in-Space  greater than 2 for active RNP of 1.0 or when HIL is greater than 0.3 for active RNP of 0.3.
Therefore, the system is more conservative for RNP 0.3, providing the alert sooner.
A1(3)(f) Path Definition  The FMS complies with these sections of RTCA DO-236B.
Functional Requirements of Navigation data, including a to-from indication and a failure indicator (through MSG for sensors
A1(3)(g) 
Navigation Displays and red X for FMS failure), are displayed on the CDI and on the map display.
A1(3)(g)(1) Displays Location  The displays are located in the primary field of view looking forward along the flight path.
The ADI provides a lateral deviation scale (nonnumeric). The CDI and MFD Map also provide
A1(3)(g)(2) Lateral Deviation Scaling 
lateral deviation indication.
The display scaling is automatically set according to the active RNP value when the FMS is
selected as the primary navigation source. Full scale deflection (two dots deflection)
A1(3)(g)(3) Lateral Deviation Display 
corresponds to the active RNP value. The default RNP value is set to 1.0 for terminal and 0.3 for
approach.
The display scaling is automatically set according to the active RNP value when the FMS is
A1(3)(g)(4) Display scaling  selected as the primary navigation source. Full scale deflection (two dots deflection)
corresponds to the active RNP value.
A1(3)(g)(5) Lateral Deviation Display Slaving  The CDI is displayed and slaved to the RNAV computed path.
There is no need for alternate means since the system already complies with the previous
A1(3)(g)(6) Navigation Map Display 
requirements. But in addition to these indications, navigation data is also provided on the MFD.
A1(3)(h) System Capabilities  
Capability to Continuously Display the
A1(3)(h)(1)  The CDI and the MFD Map on both PFDs display the RNP the path.
RNP Desired Path
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AC 90-105
Section
The database supplier (Honeywell) has a Type 2 Letter of Authorization (LOA) and complies
A1(3)(h)(2) Navigation Database  with this requirement. The navigation database is protected from pilot modification of stored
data.
The navigation database currency is displayed to the flight crew on page NAV IDENT 1/1. On
A1(3)(h)(3) Navigation Database Validity 
this page, refer to field ACTIVE NDB (LSK 1R).
Retrieve and Display Data from Waypoints, NAVAIDs, and airport names are retrieved from the FMS and displayed near the
A1(3)(h)(4) 
Navigation Database respective symbols on the MFD Plan display for enhanced situational awareness.
Approach Loading from The navigation system loads the approach procedure from the navigation database into the
A1(3)(h)(5) 
Navigation Database RNP system.
A1(3)(h)(6)(a) Distance between waypoints  Distance between flight plan waypoints is displayed on MCDU page ACTIVE FLT PLAN.
If the waypoint is part of the flight plan, the flight crew may verify the distance to go on Progress
A1(3)(h)(6)(b) Distance to go 
page. Distance from present position to any waypoint is displayed through the FIX INFO page.
A1(3)(h)(6)(c) Along track distance between waypoints  Distance between flight plan waypoints is displayed on MCDU page ACTIVE FLT PLAN.
A1(3)(h)(6)(d) Active Navigation Sensor Type  The active navigation sensor is displayed on Progress page 1/3.
The active waypoint is displayed on MCDU page ACTIVE FLT PLAN, on MFD Map, MFD Plan,
A1(3)(h)(6)(e) Identification of Active (To) Waypoint 
and on HSI.
Groundspeed and time to
A1(3)(h)(6)(f)  Ground speed and time to the active waypoint is displayed on the HSI.
Active (To) Waypoint
Distance and Bearing to
A1(3)(h)(6)(g)  Distance and bearing are displayed on the HSI.
Active (To) Waypoint
A1(3)(h)(7) Direct-To function  The FMS incorporates the Direct-to function that is available any time to any waypoint.
A1(3)(h)(8) Automatic Leg Sequencing  The FMS was designed to perform automatic legs sequencing.
A1(3)(h)(9) Fly-by and fly-over turns  The FMS was designed to perform fly-by and fly-over turns.
The FMS complies with RTCA DO-283 and provides lateral guidance for the following ARINC
A1(3)(h)(10) Capability to fly IF, TF, and DF legs 
424 leg types: IF, TF, CF, DF, FA, RF, HF, HM, and HA.
The DGRAD flag is displayed on the HSI in case of loss of RNP approach capability. Refer to
A1(3)(h)(11) Display of system failure  Abnormal Procedures of this general publication. Also, a red X is displayed on the CDI in case
of FMS failure.
The Navigation System Error (NSE) is displayed through the EPU value available on the MCDU
A1(3)(h)(12) NSE indication 
PROGRESS page.
A1(3)(i) Flight Director/Autopilot  It is mandatory to be coupled with flight director for an RNP APCH procedure.
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AC 90-105
Section
A1(3)(j) Database Integrity 
with this requirement.
Special Characteristics of RNP
A1(4)  
Instrument Approaches
System Eligibility and Approval for
A1(5)  
RNP Operations
Eligibility for RNP Instrument
A1(5)(b)  The FMS complies with AC 90-101 (refer to AFM FMS supplement).
Approach Operations
System Eligibility for
A1(5)(c)  
LNAV/VNAV Line of
A1(5)(c)(1)  
Minima Qualification
The FMS is a multisensor and complies with TSO-C115b and AC 20-130. The possible GPS
A1(5)(c)(1)(b) Multisensor Systems  sensors used with the FMS are: P/N 245-604067-001 (compliant with TSO-C129a) and GPS
P/N 245-604067-100 (compliant with TSO-C145b class Beta 3).
Operational Approval for
A1(6)  
Airplanes currently approved for
A1(6)(a)(1)  FMS complies with AC 90-94. Refer to AFM FMS supplement.
RNAV (GPS) or GPS approaches
Airplanes currently not approved for
A1(6)(a)(2)  Refer to this general publication for guidance.
RNAV (GPS) or GPS approaches
RNP Operational Documentation|
A1(6)(b)  Refer to this general publication for guidance.
Developed by the Manufacturer
A1(7) Operational Considerations  Operator requirement. Refer to this general publication for guidance.
A4 Use of Barometric VNAV  The FMS complies with AC 20-129 regarding barometric VNAV.
A4(5) VNAV Operating Procedures (General)  
A4(5)(a) Actions at DA  Operator requirement. Refer to this general publication for guidance.
The system provides a temperature compensation feature. Refer to this general publication for
A4(5)(b) Temperature Limitation 
guidance.
A4(5)(c) VNAV Path Mode Selection  Operator requirement. Refer to this general publication for guidance.
A4(5)(d) Remote Altimeter Setting Restriction  Operator requirement. Refer to this general publication for guidance.
A4(5)(e) Manual Adjustments  Operator requirement. Refer to this general publication for guidance.
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AC 90-105
Section
A4(5)(f) Pilot Knowledge  Operator requirement. Refer to this general publication for guidance.
A5 Advanced Features  
The FMS complies with RTCA DO-283 and provides lateral guidance for the following ARINC
A5(2) Radius to Fix (RF) leg capability 
424 leg types: IF, TF, CF, DF, FA, RF, HF, HM, and HA.
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COMPLIANCE WITH
EASA AMC 20-27
Effective: 23/12/2009
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AMC 20-27
Section
6 Airworthiness Criteria  
The FMS is a multisensor system and complies with AC 20-130A for approach operation (refer
6.1 General 
to AFM FMS supplement).
6.2 Equipment Qualification  
The FMS is a multisensor system and complies with TSO-C115b. The possible GPS sensors
6.2.1 General  used with the FMS are: P/N 245-604067-001 (compliant with TSO-C129a class B1/C1) and
GPS P/N 245-604067-100 (compliant with TSO-C145b class Beta 3).
Altimeter requirement for APV BARO-
6.2.2  The Air Data System for the E-Jets complies with TSO-C106.
VNAV operations
6.3 Accuracy  
Refer to last paragraph of this requirement. The FMS complies with AC 20-130A (refer to AFM
6.3.1 Horizontal 
FMS supplement).
6.3.2 Vertical  
6.3.2 (a) Altimetry System Error (ASE)  The altimetry system is certified in compliance with JAR 25.1325.
The vertical FTE for the E-Jets was demonstrated compliant with the AMC requirements
6.3.2 (b) VNAV Equipment Error 
through flight tests.
Alternative
Obtained error was a little larger than the assumption made on this case. But the total system
6.3.2 (c) Horizontal Coupling Error Mean of
error is within the limits established on AMC 20-27.
Compliance
The vertical FTE for the E-Jets was demonstrated compliant with the AMC requirements
through flight tests. the FMS complies with the requirements even concerning more stringent
6.3.2 (d) Vertical Flight Technical Error (FTE) 
performance than AC 20-129, considering a 99.7% probability basis interval. The FTE tests
were made considering the use of autopilot and flight director.
The FMS complies with AC 20-129. The vertical FTE for the E-Jets was demonstrated
6.3.2 (e) Vertical Total System Error 
compliant with the AMC requirements through flight tests.
According to safety assessment, the probability of loss of RNP continuity displaying misleading
navigational or positional information to the flight crew is remote. The system and pilot
combination (monitoring FTE) complies with the requirement for TSE. Also The airborne VNAV
6.4 Integrity 
system is designed in accordance a major failure condition regarding the computation of an
erroneous vertical guidance. The E-Jets are equipped with three independent altimeter
systems, where 2 are required to perform RNP APCH procedures.
According to safety assessment, the probability of loss of RNP continuity (availability) is
6.5 Continuity 
remote.
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AMC 20-27
Section
7 Functional Criteria  
7.1 Required Function for RNP APCH  
The PFD (ADI and HSI) and the MFD Map provide navigation data, including a to-from
indication. These displays are in the primary field of view.
The ADI provides a lateral deviation scale (nonnumeric). The CDI also provides lateral
Item 1 Integration with displays  deviation indication. The display scaling is automatically set according to the active RNP
value when the FMS is selected as the primary navigation source. Full scale deflection (two
dots deflection) corresponds to the active RNP value. The default RNP value is set to 1.0
for terminal and 0.3 for approach.
Desired track (DTK) is displayed on the HSI. The crosstrack (XTK) is displayed on the MFD
Item 2 DTK and XTK display 
Map under the airplane symbol, and through the lateral deviation scale on the ADI.
Navigation database content, resolution, and
Item 3  with this requirement. The navigation database is protected from pilot modification of stored
protection
data.
The navigation database currency is displayed to the flight crew on page NAV IDENT 1/1.
Item 4 Navigation database Validity 
On this page, refer to field ACTIVE NDB (LSK 1R).
Retrieve procedures from the Navigation Waypoints, NAVAIDs, and airport names are retrieved from the FMS and displayed near the
Item 6 
database respective symbols on the MFD Plan display for enhanced situational awareness.
The active waypoint is displayed on MCDU page ACTIVE FLT PLAN, on MFD Map, MFD
Item 7 Display of active waypoint identification 
Plan display, and on HSI.
Display of distance and bearing to active Distance and bearing to the active waypoint is displayed on MCDU page ACTIVE FLT
Item 8 
waypoint PLAN.
Display of distance between flight plan
Item 9  Distance between flight plan waypoints is displayed on MCDU page ACTIVE FLT PLAN.
waypoints
Display distance from present position to any
Item 10  Distance from present position to any waypoint is displayed through the FIX INFO page.
waypoint
Display of groundspeed or time to active
Item 11  Ground speed and time to the active waypoint is displayed on the HSI.
waypoint
Item 12 Capability for the “Direct-to” function  The FMS incorporates the Direct-to function that is available any time to any waypoint.
Automatic leg sequencing with display to the
Item 13  The FMS was designed to perform automatic legs sequencing.
flight crew
Item 14 Capability to execute fly-over and fly-by turns  The FMS was designed to perform fly-by and fly-over turns.
Capability to execute IF, TF and DF leg The FMS complies with RTCA DO-283 and provides lateral guidance for the following
Item 15 
transitions ARINC 424 leg types: IF, TF, CF, DF, FA, RF, HF, HM, and HA.
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Section
Capability to execute transitions consistent The FMS complies with RTCA DO-283 and provides lateral guidance for the following
Item 16 
with ARINC 424 FA ARINC 424 leg types: IF, TF, CF, DF, FA, RF, HF, HM, and HA.
The DGRAD flag is displayed on the HSI in case of loss of RNP approach capability. Refer
Item 17 Indication of RNAV system failure  to Abnormal Procedures of this general publication. Also, a red X is displayed on the CDI in
case of FMS failure.
FMS monitors the GPS HIL value. The FMS issues the DGRAD annunciation when HIL is
Item 18 Indication of LOI function on primary FOV  greater than 2 for active RNP of 1.0 or when HIL is greater than 0.3 for active RNP of 0.3.
Therefore, the system is more conservative for RNP 0.3, providing the alert sooner.
Accomplishment of holding patterns and The FMS supports planning and guidance features for holding patterns. Holding patterns
Item 19 
procedure turns are managed through the HOLD page that is available on page NAV INDEX 1/2 (LSK 5R).
Additional requirements for BARO-VNAV
7.2  
Operations
The ADI on both PFDs provides a vertical deviation scale (nonnumeric) in the same location
of the glideslope deviation. The vertical deviation scale is continuously updated to reflect
Item 1 Display of Baro-VNAV deviation 
the current vertical distance between the defined vertical path and airplane altitude for the
current flight phase. For approach, the vertical deviation scaling is set to 75 ft/dot.
The ADI on both PFDs provides a vertical deviation scale (nonnumeric) in the same location
Display of vertical deviation relative to the of the glideslope deviation. The vertical deviation scale is continuously updated to reflect
Item 2 
Final approach segment the current vertical distance between the defined vertical path and airplane altitude for the
current flight phase. For approach, the vertical deviation scaling is set to 75 ft/dot.
The FMS vertical profile is displayed on the VSD when the MFD Map or MFD Plan are
Item 3 Definition of a vertical path 
selected.
Display readout and entry resolution for
Item 4  The FMS complies with this requirement.
vertical navigation
All necessary data is displayed on MCDU page ACTIVE FLT PLAN, including vertical speed
Navigation database of RNP approach with and vertical path angle (VPA) for each approach waypoint. Vertical altitude constraints are
Item 5 
Baro-VNAV automatically extracted from the navigation database when the RNP approach procedure is
selected.
In case of loss of vertical navigation during final approach with VGP engaged, the VGP
Item 6 Indication of loss of navigation 
disengages from FMA and the EICAS message FD VERT MODE OFF is displayed.
Display of barometric altitude from two Each ADS provides independent barometric altitude that is displayed on the PFDs. Normal
Item 7 
independent altimetry sources configuration is ADS 1 on PFD 1 and ADS 2 on PFD 2.
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Section
7.3 Recommended Function for RNP-APCH  
Display of deviation to extended Primus Epic FMS provides a vectored approach transition through an ACT VECTORS
Item 1 
final approach segment prompt accessible through the MCDU.
Course selector of deviation automatically
Item 2  The CDI is displayed and slaved to the RNAV computed path.
slaved to the RNAV computed path
Recommended Function for APV BARO-
7.4  
VNAV Operations
The temperature compensation function of the FMS complies with RTCA DO-236B,
Item 1 Temperature Compensation 
Appendix H.2.
Vertical path interception using vertical fly by
Item 2  The FMS complies with this requirement.
technique
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4 RPN Approach

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4 RPN Approach

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EMBRAER 170/175/190/195

RNP APPROACH OPERATION

LIST OF EFFECTIVE PAGES

ORIGINAL ............0 ........... SEP 30, 2015

Title ................... ORIGINAL 19...................... ORIGINAL

* Asterisk indicates pages revised, added or deleted by the current revision.

* Asterisk indicates pages revised, added or deleted by the current revision.

RNP APPROACH OPERATION

IAP Instrument Approach Procedure

RNP APPROACH OPERATION

Figure 01: RNP approach charted as RNAV (GPS).

Figure 02: RNP approach charted as RNAV (GNSS).

Figure 03: LNAV/VNAV line of minimums.

E-JETS ELIGIBILITY AND QUALIFICATION

NAVIGATION DATA VALIDATION PROGRAM

OPERATIONAL MANUALS AND CHECKLISTS

NOTE: - Operator shall develop contingency procedures for

NAV Database ............................................................VERIFY

Performance INIT .......................................................CONFIRM INIT

NOTAM NAVAIDS ......................................................INSERT

GPS NOTAM ..............................................................INSERT

GPS PREDICTIVE RAIM............................................CHECK

Takeoff page ..........................................................SET/CONFIRM

Navigation Sensor .......................................................CONFIRM

▶ According to EASA AMC 20-27

Temperature Compensation (if applicable) ................AS REQUIRED

CAUTION: COORDINATE WITH ATC THE USE OF

CAUTION: DO NOT USE A REMOTE ALTIMETER

During all the RNP approach procedure:

Pilots are expected to maintain the airplane position

SPD T AP LNAV ALT

GSPD HDG DTK

Figure 04: Lateral and vertical deviation scales on PFD.

1 - Vertical deviation scale.

FMS1 36O 15 SAT ^C

WX/R/T S WPT DIST ETE FUEL

Figure 05: lateral deviation displayed on MFD in NM (1).

2 NM before the FAF:

GSPD HDG DTK

Figure 06: APPR annunciation on PFD (1).

NOTE: For a stabilized final approach, intercept the final approach

Airplane minimum configuration ............................ CHECK

GSPD HDG MAG1 36O CHR

Figure 07: DGRAD annunciation on PFD (1).

DEGRADED NAVIGATION DURING GO-AROUND

This situation is expected for long go-around paths. In this case,

SINGLE FMS FAILURE ON PILOT-FLYING SIDE

APP Button............................................................... PRESS

SINGLE FMS FAILURE ON PILOT-NOT-FLYING SIDE

FMS 1 (2) - GPS POS DISAG

FMS POS DISAG

GSPD HDG MAG1 DTK CRS CHR

Figure 08: MSG flag on PFD (1).

FLIGHT DIRECTOR FAILURE

MCDU SCRATCHPAD MESSAGES

PILOT RNP CANCEL NEXT WP

PILOT RNP CANCEL

LOSS OF MINIMUM EQUIPMENT REQUIRED

DISPLAY UNIT FAILURE

FLIGHT DIRECTOR FAILURE

FLIGHT DISPATCHER TRAINING

 Procedure characteristics as determined from chart depiction and

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