getting to grips with RNP AR Required Navigation Performance(19)

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In order to avoid unexpected FINAL APP mode disengagement, no constraint should be added or other FMS entries performed, once FINAL APP mode is engaged.
5.2.3. MANAGED SPEED VERSUS SELECTED SPEED
During the operational evaluation, the operator will need to determine if managed speed can be used or if selected speed technique is better to fly a specific RNP procedure. It is a characteristic of RNP AR operations that each individual RNP procedure has its own particularities that need to be addressed.
When the FMS approach phase is activated, the short term managed speed target will be Green Dot, “S” Speed, “F” Speed, or VAPP according to the aircraft configuration (although the displayed speed target is VAPP) and speed constraints are no longer considered. If managed speed is used, procedures should be established so that the speed targets and aircraft configuration are compatible with the intended flight path tracking. Speed constraints that may be entered by the pilot, or that are coded in the navigation data base, are “at or below” constraints. Considering the above limitation and the close relationship between aircraft speed and lateral guidance performance, the use of selected speed may have to be considered. Also, the procedure should be assessed to determine if the use of the minimum Ground Speed function is adequate (for example if the approach flight path includes a circling procedure).
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5. The navigation and guidance system design
Getting to grips with RNP AR

5.2.4. BANK ANGLE LIMITATIONS
The maximum commanded roll angle is limited by the Flight Management System (FM) and by
the AP/FD Flight Guidance (FG).
With All Engines Operative (AEO), the FG limits the bank angle to 30°. 
With one engine inoperative, the maximum bank angle is limited when the IAS is lower than
the manoeuvring speeds (Vman) “F”, “S”, “Green Dot” depending of the flap configuration: 

.
At IAS < Vman -10 kt the bank angle limit is 15°

.
At IAS > Vman - 3 kt the bank angle limit is 30° (25° on LR aircraft)

. With a ramp between both values During go-around or departure with one engine inoperative, the IAS may be lower than the above manoeuvring speed, which will limit the bank angle accordingly.
5.3.   L/DEV AND V/DEV MONITORING
The L/DEV and the XTK error with 2 digits are essential features for the pilot to monitor the AP
guidance in operations with RNP<0.3NM. 
Flight crew procedures must be established and trained to ensure that the pilots will not let the
L/DEV or the V/DEV exceed the maximum allowable deviation without appropriate reaction,
taking over manually and initiating a go around.

V/DEV
1dot = 100ft

L/DEV
1 dot = 0.1 NM

Note: On later standards of DMC, the L/DEV and V/DEV symbols will be in green color more representative of the FMS flight plan on ND and to increase the differentiation with LS symbols (magenta diamond). 
　
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