o   Location of the waypoint where the FINAL APP mode must be engaged

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Review the RNP value for approach and missed approach. Unless the RNP is coded in the FMS NDB, the more limiting RNP must be entered in the MCDU.

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Deselect the radio-navaids as indicated in the Airline documentation,

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Enter the DA, corresponding to the RNP value, in the MDA (or BARO) field of the MCDU approach page.

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Review the GO AROUND page and check that THR RED altitude and ACC altitude or waypoint, ENG OUT ACC altitude or waypoint

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Review any specific flight crew procedure as indicated in the Airline documentation for the intended approach.

From an approach procedure design point of view the latest point where the FINAL APP mode must be engaged is the FAF or FAP. From this waypoint, an Obstacle Clearance Surface is defined for obstacle assessment. Consequently, from this waypoint, the aircraft must follow the FMS vertical flight path and FINAL APP mode must be engaged. Earlier in approach, the vertical obstacle clearance is conventional with minimum altitude steps. The RNP AR approach are usually constructed so that a constant angle flight path can be flown from a waypoint well before the FAF(VIP, or FDP). This waypoint, where the FINAL APP mode can be engaged, should also be the decision point to start or not the final approach (minimum equipment, weather).
7. RNP AR Operations and Training

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Katmandu Project
In this example, KT403 is the FAF.
But a constant  3° vertical flight path angle has been defined from NOPEN to the runway.
It is recommended to plan the approach so that FINAL APP mode engages at NOPEN
Depending the aircraft type, the minimum certified RNP in approach can be different in APP NAV mode and FINAL APP. In this situation, typically for RNP 0.1, the crew must ensure that FINAL APP is engaged before flying the  leg with RNP 0.1.
The flight crew should review and brief the particularities of the approach and the missed approach procedure, for example the radius of turns and the associated speed constraints.  In approach, when the FMS approach phase is activated the speed constraints are considered as maximum speeds, the target speed being S, F or Vapp function of the flap configuration. If a specific speed is required to fly a part of the procedure, in some cases, the best technique is to fly selected speed.
7.2.4.2     FLYING THE APPROACH
During descent, the crew will select the EGPWS terrain on both ND unless weather radar is
required on one side.
Before the IAF, the flight crew will check that both GPS sensors are in NAV mode on the GPS
MONITOR page and on PROG page that GPS PRIMARY is available.
The RNP P/B must be selected ON to display the L/DEV indication.

Note: With some recent aircraft definition the L/DEV is automatically selected, no RNP P/B is installed.
　
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