1
Instrument approaches must be conducted in the FMS approach mode and GPS integrity
monitoring must be available at the Final Approach Fix.
2
APP (approach active) mode indication must be displayed on the Primary Flight Display
(PFD) at the Final Approach Fix (FAF).
3
Accomplishment of ILS, LOC, LOC-BC, LDA, SDF and MLS approaches using the FMS
is prohibited.
4
RNAV approaches are prohibited in non-WGS-84 airspace. Radio based (VOR, NDB,
etc.) approaches are authorized using GPS updating provided the underlying NAVAID is
tuned and monitored to ensure aircraft position accuracy relative to the published
procedure. If at any time during the approach the GPS position does not match the radio
based data, the radio based data shall be used for navigation (Refer to AC 90-108 for
additional information).
The use of the FMS to perform RNAV operations in the designated European airspace is
limited as follows:
Given a GPS constellation of 23 satellites or less (22 or less when the FMS incorporates
automatic pressure altitude aiding) is projected to be operational, the availability of RAIM
must be confirmed for the intended flight (route and time). Dispatch for RNAV must not
be made in the event of predicted continuous loss of RAIM of more than 5 minutes for
any part of the intended flight. For RAIM prediction the Honeywell Program “Preflight” or
equivalent approved software must be used.
Traditional approved navigation equipment (e.g. VOR, DME, ADF) adequate for the route to be
flown must be installed and serviceable for use of the FMS in accordance with the operational
approval.
Dead reckoning mode of navigation based on AHRS is not available in the high latitude
regions (approximately north of 82° north latitude and south of 82° south latitude) since the
ADAHRS magnetometers do not provide accurate information near the poles.
When using the VNAV system, the altimeter must be used as the primary altitude reference for
all operations.
When using the VNAV path deviation indicator during approach the LNAV/VNAV minimums
apply as published on the approach charts. Below the minimum the crew must fly the aircraft
based on visual references. Due to the large tolerances of the VNAV system the deviation
indicator must not be relied on below the minimum.
If flying on LNAV approach using the vertical guidance provided by the FMS, the crew must at
no point allow the aircraft to descend below the published LNAV MDA, unless required visibility
of the runway is provided.
Barometric VNAV guidance during approach including the approach transition, final approach
segment, and the missed approach procedure can be temperature compensated and minimum
IFR altitudes will provide terrain and obstacle clearance for temperatures below ISA.
Temperature can be compensated by the pilot by: entering the destination airport Outside Air
Temperature (OAT) into the Flight Management Window (FMW) Tab for temperature
compensation, calculate and crosscheck the corrected altitudes on the Waypoints lists before
activating the changes.
Section 2 - Limitations (EASA Approved)
Primus Apex - Flight Management System
Pilot's Operating Handbook
Report No: 02406
Issue date: Dec 18, 2020
Page 2-21-5
12-C-A15-10-0221-00A-043A-A
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GENERAL
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