Notice of Proposed Rule Making
Navigation Authorisations –
Proposed CAO 20.91
Annex C
Draft Advisory Circulars:
Draft AC 91U-II-B-2(0) RNAV 5;
Draft AC 91U-II-B-3(0) RNAV 1 & 2;
Draft AC 91U-II-C-3(0) BASIC RNP 1;
Draft AC 91U-II-C-5(0) RNP APPROACH;
Draft AC 91U-II-C-6(0) RNP AR Operations; and
Draft AC 91U-II-ATTACHMENT (0) - APV Baro-VNAV.
Document NPRM 1002AS
Page C1
Notice of Proposed Rule Making
Navigation Authorisations –
Proposed CAO 20.91
INTENTIONALLY LEFT BLANK
Document NPRM 1002AS
Page C2
DRAFT
Advisory Circular
AC 91U-II-B-2 (0)
JULY 2011
NAVIGATION AUTHORISATIONS – RNAV 5
1.
CONTENTS
1.
References
1
2.
Purpose
2
3.
Status of this AC
2
4.
Acronyms
2
5.
Background
3
6.
Applicability
4
7.
Related Publications
4
8.
Navigation Authorisation
4
9.
Navigation Authorisation Process
5
10. Application
6
11. Aircraft Eligibility
6
12. System Performance, Monitoring and
Alerting
7
13. System Functionality
7
14. Operating Standards
8
15. Flight Crew Knowledge and Training
10
16. Mimimum Equipment List
11
17. Navigation Errors
11
•
•
•
•
•
•
•
REFERENCES
ICAO Doc 9613 Performance-based
Navigation Manual, Volume II, Part B,
Chapter 2 - Implementing RNAV 5.
CAO 20.91 Navigation Authorisations,
Appendix 1, Requirements for use of
RNAV 5.
EASA AMC 20-4 Airworthiness
Approval and Operational Criteria For
the Use of Navigation Systems in
European Airspace Designated For
Basic RNAV Operations.
FAA AC 90-96A Approval of U.S.
Operators and Aircraft to Operate under
instrument flight rules (IFR) in
European airspace designated for Basic
Area Navigation (B-RNAV) and
Precision Area Navigation (P-RNAV).
FAA AC 20-138A Airworthiness
Approval of Global Navigation Satellite
System (GNSS) Equipment
FAA AC 20-138B Airworthiness
Approval of Positioning and Navigation
Systems
CASA Form 1307 Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
2.
2
PURPOSE
2.1
This Advisory Circular (AC) provides information for operators of Australian, or
foreign registered aircraft, who wish to gain approval to conduct Performance Based
Navigation (PBN) operations in Australian airspace. These operations are consistent with the
navigation specifications described in International Civil Aviation Organization (ICAO)
Document 9613 Performance-based Navigation Manual (ICAO Doc 9613 PBN Manual) and
include Area Navigation (RNAV) and Required Navigation Performance (RNP) navigation
specifications.
3.
STATUS OF THIS AC
3.1
This is the first AC relating to RNAV 5 navigation authorisations and is based on
information contained in Volume II, Part B, Chapter 2, of ICAO Doc 9613 PBN Manual and
Appendix 1, Requirements for use of RNAV 5 Civil Aviation Order (CAO) 20.91
Navigation Authorisations. The numbering convention used in the title of this AC is also
aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
AMC
Acceptable Means of Compliance
ANSP
Air Navigation Service Provider
ATC
Air Traffic Control
B-RNAV
Basic Area Navigation
CAR
Civil Aviation Regulations 1988
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
CDI
Course deviation Indicator
CDU
Control and Display Unit
DME
Distance Measuring Equipment
EASA
European Aviation Safety Agency
E/HSI
Electronic Horizontal Situation Indicator
EUROCAE
European Organisation for Civil Aviation Equipment
FAA
Federal Aviation Administration
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
INS
Inertial Navigation Systems
IRU
Inertial Reference Unit
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3
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
MASPS
Minimum Aviation System Performance Specifications
MEL
Minimum Equipment List
NDB
Non-Directional Beacon
NOTAM
Notice to Airmen
OEM
Original Equipment Manufacturer
Ops Specs
Operations Specifications
PBN
Performance Based Navigation
QRH
Quick Reference Handbook
RNAV
Area Navigation
RNP
Required Navigation Performance
RTCA
Radio Technical Commission for Aeronautics
RVSM
Reduced Vertical Separation Minimum
SBAS
Space Based Augmentation System
TSO
Technical Standard Order
VOR
Very High Frequency (VHF) Omni Range
5.
BACKGROUND
5.1
RNAV 5 is a navigation specification which is applicable to the en-route phase of
flight and replaces the European Basic RNAV (B-RNAV) navigation specification under the
ICAO PBN concept and rationalisation of navigation specifications. Air Operators
Certificate holders with a B-RNAV navigation authorisation are deemed to hold an RNAV 5
navigation authorisation.
5.2
RNAV 5 systems permit navigation along any desired flight path within the
coverage of station referenced navaids (space or terrestrial) or within the limits of the
capability of self-contained aids, or a combination of both methods.
5.3
RNAV 5 does not require the carriage of a navigation database. Because of the
specific limitations (e.g. pilot workload and potential for data input errors) associated with
manual insertion of waypoint coordinate data, RNAV 5 is restricted to the en-route phase of
flight only.
5.4
RNAV 5 operations are based on the use of RNAV equipment that automatically
determines aircraft position in the horizontal plane using inputs from one or a combination
of the following types of position sensors, together with the means to establish and follow a
desired path:
•
VOR/DME;
•
DME/DME;
•
INS or IRS; and
•
GNSS.
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
4
5.5
RNAV 5 does not require the carriage of dual RNAV systems therefore the
potential for loss of RNAV capability requires an alternative means of navigation.
6.
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. An RNAV 5 navigation authorisation (or equivalent approval from
another State) is not mandatory in order to gain access to Australian ‘PBN airspace’.
However, authorisation must be obtained from the Civil Aviation Safety Authority (CASA)
for RNAV 5 operations to be conducted by the operator.
7.
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
regulations/publications:
•
CASA AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment:
Airworthiness Guidelines;
•
FAA AC 25-4 Inertial Navigation Systems;
•
CASA AC 21-37(0) Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors;
•
AC 90-45A Approval of Area Navigation Systems for use in the U.S. National
Airspace System;
•
AC 20-130 Airworthiness Approval of Navigation or Flight Management Systems
Integrating Multiple Navigation Sensors;
•
AC 20-138 Airworthiness Approval of Global Positioning System (GPS)
Navigation Equipment for use as a VFR and IFR Supplemental Navigation System;
•
AC 25-15 Approval of Flight Management Systems in Transport Category
Airplanes;
•
RTCA DO-236B Minimum Aviation System Performance Standards: Required
Navigation Performance for Area Navigation; and
•
European Organisation for Civil Aviation Equipment (EUROCAE) ED-75B
MASPS Required Navigation Performance for Area Navigation.
8.
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that CASA has sufficient
information to issue a RNAV 5 navigation authorisation:
•
Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for RNAV 5 are described in the
PBN Manual and may be demonstrated through an Aircraft Flight Manual
(AFM) compliance statement, AFM supplement or Original Equipment
Manufacturer (OEM) service letter; however, where aircraft equipment varies
from these requirements subsequent eligibility will be determined by CASA;
Draft only: July 2011
5
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
•
Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aidemêmoire e.g. Quick Reference Handbook (QRH), checklist etc.; and
•
Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and data
base management must be identified in the operations manual.
9.
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation authorisations for all PBN navigation specifications and Reduced
Vertical Separation Minimum (RVSM) operations are as follows:
•
An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using Form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
•
The CASA Permission Application Centre registers the Form 1307 Reduced
Vertical Separation Minimum and Required Navigation Performance and forwards
it to the relevant Certificate Management Team for assessment;
•
The Certificate Management Team conducts the navigation authorisation
assessment:
º Where the application meets the criteria listed in the PBN Manual and this AC,
Certificate Management Team approves the application and returns it to the
Permission Application Centre; or
º Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual and this AC the Certificate Management
Team approves the application and returns it to the Permission Application
Centre; and
•
The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Ops Specs and issues an updated Ops
Specs to the operator.
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time, RNAV 5
navigation authorisations will be issued under CAO 20.91.
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
10.
APPLICATION
10.1
Content of an application for an RNAV 5 navigation authorisation:
•
6
Aircraft airworthiness documents (e.g. the AFM, AFM Supplement or OEM service
letters) that establish that the aircraft is equipped to meet the requirements for
RNAV 5;
Note: Under some circumstances, the operator may not be able to determine the
aircraft’s equipment eligibility from the AFM, or may require an RNAV 5 time limit
extension for non-radio updated Inertial Navigation Systems (INS)-based RNAV systems
beyond two hours from alignment. In this case the operator’s application needs to provide
details of the equipment proposed to be used, evidence of its performance, crew operating
procedures, bulletins and any other pertinent information, sufficient for CASA to make a
determination of the equipment eligibility.
•
A description of aircraft equipment including a configuration list which details
pertinent components and equipment to be used for RNAV 5 operations;
•
A description of the proposed flight crew training, including;
º Training syllabus.
Note: Course material, lesson plans and other training products are subject to CASA
approval of the operator’s Regulation 217 Training and Checking organisation of the Civil
Aviation Regulations 1988 (CAR 1988).
•
Details of the operating procedures to be used, including:
º relevant sections of the company operations manual;
º checklists;
º contingency procedures, QRH etc.; and
•
Sections of the Minimum Equipment List (MEL) applicable to RNAV 5 operations.
Note: The manuals, the aircraft navigation equipment and the manufacturer’s checklist,
as appropriate, form part of the package to be submitted as part of the application process.
•
Maintenance provisions to ensure the continuing airworthiness of aircraft for
RNAV 5 operations; and
•
Details of the method to be used to ensure the continuing integrity of the airborne
navigation database if carried.
11.
AIRCRAFT ELIGIBILITY
11.1
An aircraft is eligible for an RNAV 5 navigation authorisation if:
•
The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for RNAV 5 or B-RNAV operations in accordance
with:
º AMC 20-4 Airworthiness Approval and Operational Criteria For the Use of
Navigation Systems in European Airspace Designated For Basic RNAV
Operations; or
Draft only: July 2011
7
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
º
•
12.
Any of the following Federal Aviation Administration (FAA) documents:
¯ AC 90-96A Approval of U.S. Operators and Aircraft to Operate under
instrument flight rules (IFR) in European airspace designated for Basic
Area Navigation (B-RNAV) and Precision Area Navigation (P-RNAV);
¯ AC 90-45A Approval of Area Navigation Systems for use in the U.S.
National Airspace System;
¯ AC 20-130 Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors;
¯ AC 20-138 Airworthiness Approval of Global Positioning System (GPS)
Navigation Equipment for use as a VFR and IFR Supplemental Navigation
System; and
¯ AC 25-15 Approval of Flight Management Systems in Transport Category
Airplanes;
The requirements of ICAO Doc 9613 Performance Based Navigation Manual
Volume II Part B Chapter 2 Implementing RNAV 5 are demonstrated to be met.
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
System performance, monitoring and alerting requirements for RNAV 5 operations
are stated in ICAO Doc 9613 Volume II Part B Chapter 2 Implementing RNAV 5.
13.
SYSTEM FUNCTIONALITY
13.1
The following system functions are the minimum required for RNAV 5 operations:
•
Continuous indication of aircraft position relative to track displayed on a navigation
display situated in the primary field of view of the pilot flying the aircraft;
•
Where the minimum flight crew is two pilots, indication of the aircraft position
relative to track displayed on a navigation display situated in the primary field of
view of the pilot not flying;
•
Display of distance and bearing to the active (to) waypoint;
•
Display of ground-speed or time to the active (to) waypoint;
•
Storage of waypoints; minimum of 4; and
•
Appropriate failure indication of the RNAV system, including the sensors.
13.2
The following standards apply to navigation displays:
•
Navigation data available on either a display forming part of the RNAV equipment
or on a lateral deviation display (e.g. Course Deviation Indicator (CDI), Electronic
Horizontal Situation Indicator ((E/HSI), or a navigation map display); and
•
Suitable for use as the primary flight instruments for the navigation of the aircraft,
for manoeuvre anticipation and for failure/status/integrity indication:
º Visible to the pilot when looking forward along the flight path;
º Lateral deviation display scaling compatible with any alerting and annunciation
limits, where implemented; and
º Lateral deviation display scaling and full-scale deflection suitable for RNAV 5
operations.
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
14.
OPERATING STANDARDS
14.1
General
8
14.1.1 The operator’s manuals, checklists and guidance material will detail standard
operating procedures applicable to RNAV 5 operations.
14.1.2 Where an aircraft is not equipped with GNSS an evaluation of the capability of the
aircraft to satisfy the RNAV 5 time limits for the route to be flown is required.
Note: An acceptable means of evaluation is contained in ICAO Doc 9613 Performance
Based Navigation Manual.
14.2
Flight Planning
14.2.1
Prior to flight, consider conditions that may affect RNAV 5 operations, including;
•
Verify that the aircraft and operating crew are approved for RNAV 5;
•
Confirm that the aircraft can be operated in accordance with the RNAV 5
requirements for the planned route(s) including the route(s) to any alternate
aerodrome and minimum equipment requirements;
•
Check availability of the navaid infrastructure required for the intended routes,
including any non-RNAV contingencies, for the period of the intended operation;
•
Where a navigation database is used, confirm it is current and appropriate for the
region of intended operation and includes the navigation aids and waypoints
required for the route; and
•
Consider any operating restrictions, including time limits if applicable.
14.2.2 Insert the letter R in item 10 of the flight plan in respect of the flight provided that
the aircraft’s essential RNAV 5 equipment is functioning properly.
14.3
GNSS Integrity Availability
14.3.1 GNSS navigation systems are equipped with a means of monitoring the integrity of
the position solution. Integrity may be assured by a number of methods including Receiver
Autonomous Integrity Monitor (RAIM) and proprietary hybrid IRS/GPS systems.
14.3.2 The availability of the integrity monitoring function can be predicted and can be
obtained from a variety of sources such as Notice to Airmen (NOTAM) and prediction
services. Operators should be familiar with the prediction information available for the
intended route. Prediction services are available from Air Navigation Service Provider
(ANSPs), avionic manufacturers, other entities or through an on-board prediction capability.
14.3.3 Integrity availability prediction should take into account the latest satellite
constellation NOTAM and the integrity system used by the aircraft avionics.
14.3.4 In the event of a predicted, continuous loss of the integrity function of more than
5 minutes for any part of the RNAV 5 operation, the flight plan should be revised
(i.e. delaying the departure or planning a different departure procedure).
Draft only: July 2011
9
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
14.3.5 Operators, pilots and ANSPs need to be aware, that a prediction of integrity
availability, an unplanned failure of GNSS elements can result in a loss of integrity
monitoring capability, and in some cases a complete loss of the navigation function whilst
airborne, which may require reversion to an alternative means of navigation. Pilots should,
therefore, assess their capability to navigate (potentially to an alternate destination) in the
case of failure of GNSS navigation.
14.3.6 For aircraft navigating with Space Based Augmentation System (SBAS) receivers
(all TSO-C145/C146), check GPS INTEGRITY availability in areas where SBAS is
unavailable.
14.4
Flight Procedures
14.4.1 Comply with any instructions or procedures identified by the manufacturer as being
necessary to comply with the performance requirements of the navigation specification.
14.4.2 Adhere to any AFM limitations or operating procedures required to maintain the
navigation accuracy specified for the procedure.
14.4.3
Where installed, confirm that the navigation database is valid.
14.4.4 Cross-check the cleared flight plan by comparing charts or other applicable
resources with the navigation system textual display and the aircraft map display, if
applicable. If required, exclude specific navigation aids.
14.4.5 Where feasible, monitor flight progress for navigational reasonableness, by crosschecks with conventional navigation aids using the primary displays in conjunction with the
RNAV control and display unit (CDU).
14.4.6 Use a lateral deviation indicator, flight director or autopilot in lateral navigation
mode is recommended. A navigation map display without a flight director or autopilot is
acceptable. Ensure that the scaling for a lateral deviation display is suitable for the
navigation accuracy associated with the route/procedure (e.g. full scale deflection: ±5 nm).
14.4.7 The standard for limitation of cross-track error/deviation (the difference between
the computed path and the displayed aircraft position) is ½ the navigation accuracy
(i.e. 2.5 nm)
Note: Brief deviations from this standard during and immediately after turns, are
normally considered acceptable. Accurate cross-track information may not be provided
during turns. Crew procedures and training need to emphasise observance of turn
anticipation commands and management of rate of turn.
14.4.8 If Air Traffic Control (ATC) issues a heading assignment taking the aircraft off a
route, do not modify the flight plan until clearance is received to rejoin the route or the
controller confirms a new clearance.
14.5
Contingency procedures
14.5.1 Notify ATC when the RNAV performance ceases to meet the requirements for
RNAV 5.
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
14.5.2
10
Where stand-alone GNSS equipment is used:
•
Following a loss of integrity monitoring function, continue to navigate using GNSS
and cross-check the aircraft position, with other sources of position information,
(e.g. VOR, DME and/or NDB information) to confirm an acceptable level of
navigation performance. If unable to confirm navigation accuracy, revert to an
alternative means of navigation and advise ATC accordingly.
•
In the event that the navigation display is flagged invalid due to a INTEGRITY
alert, revert to an alternative means of navigation and advise ATC accordingly.
15.
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
Flight crews require the following knowledge:
•
The capabilities and limitations of the RNAV system installed;
•
The operations and airspace for which the RNAV system is approved to operate;
•
The navaid limitations with respect to the RNAV system to be used for the RNAV
5 operation;
•
Contingency procedures for RNAV failures;
•
The radio/telephony phraseology for the airspace, in accordance with
ICAO Doc 4444 – PANS/ATM and ICAO Doc 7030 – Regional Supplementary
Procedures, as appropriate;
•
The flight planning requirements for the RNAV operation;
•
RNAV requirements as determined from chart depiction and textual description;
and
•
RNAV system-specific information, including:
º Levels of automation, mode annunciations, changes, alerts, interactions,
reversions and degradation;
º Functional integration with other aircraft systems;
º Monitoring procedures for each phase of the flight (e.g. monitor PROG or
LEGS page);
º Types of navigation sensors (e.g. DME, IRU, GNSS) utilised by the RNAV
system and associated system prioritisation/weighting/logic;
º Turn anticipation with consideration to speed and altitude effects; and
º Interpretation of electronic displays and symbols.
15.2
Flight crews require training in the following:
•
RNAV equipment operating procedures, as applicable, including;
º
Verify that the aircraft navigation data is current;
º
Verify the successful completion of RNAV system self-tests;
º
Initialise RNAV system position;
º
Fly direct to waypoint;
º
Intercept a course/track;
º
Be vectored off and rejoin a procedure;
º
Draft only: July 2011
11
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
º
º
º
º
Determine cross-track error/deviation;
Remove and reselect navigation sensor input;
Confirm exclusion of a specific navigation aid or navigation aid type; and
Perform gross navigation error checks using conventional aids.
Note: Where crews have the required standard of knowledge based on previous training
or experience a separate training course may not be necessary, provided the applicant
details the relevant knowledge and training elements that are contained in other training
programmes.
16.
MIMIMUM EQUIPMENT LIST
16.1
The operator’s minimum equipment list must identify any unserviceability that
affects the conduct of an RNAV 5 operation.
17.
NAVIGATION ERRORS
17.1
It is the responsibility of the operator to take immediate action to rectify any
condition that has led to navigation error.
17.2
A report to CASA and Airservices Australia, including an initial analysis of the
causal factors and the measures being taken to prevent a recurrence is due within 72 hours.
17.3
Navigation errors exceeding the following limits are reportable to CASA:
•
A lateral navigational error of at least 5 nm;
•
A longitudinal navigational error of at least 5 nm;
•
A longitudinal navigational error of at least 3 minutes variation between the
aircraft’s estimated time of arrival at a reporting point and its actual time of arrival;
or
•
A navigation system failure.
17.4
The Navigation Error Investigation Form is the approved form for reporting a
navigation error or an equipment failure.
17.5
CASA and the operator may determine the reasons for the apparent deviation from
track or altitude and the steps to be taken to prevent a recurrence.
Executive Manager
Standards Development and Future Technology
July 2011
Draft only: July 2011
AC 91U-II-B-2 (0): Navigation Authorisations – RNAV 5
INTENTIONALLY LEFT BLANK
Draft only: July 2011
12
DRAFT
Advisory Circular
AC 91U-II-B-3(0)
JULY 2011
NAVIGATION AUTHORISATIONS – RNAV 1 AND RNAV 2
CONTENTS
1. References
1
2. Purpose
2
3. Status of this AC
2
4. Acronyms
2
5. Background
3
6. Applicability
4
7. Related Publications
4
8. Navigation Authorisation
4
9. Navigation Authorisation Process
5
10. Application
5
11. Aircraft Eligibility
6
12. System Performance, Monitoring and
Alerting
6
13. System Functionality
6
14. Operating Standards
7
15. Flight Crew Knowledge and Training 10
16. Mimimum Equipment List
12
17. Navigation Data Base
12
18. Navigation Errors
13
1.
•
•
•
•
•
•
•
REFERENCES
ICAO Doc 9613 Performance-based
Navigation Manual, Volume II, Part B
Chapter 3, Implementing RNAV 1 and
RNAV 2.
CAO 20.91 Navigation Authorisations,
Appendix 2, Requirements for use of
RNAV 1 and RNAV 2.
FAA AC 90-100A, U.S Terminal and En
Route
Area
Navigation
(RNAV)
Operations
JAA Temporary Guidance Leaflet No 10
(TGL-10): Airworthiness and Operational
Approval
for
Precision
RNAV
Operations in Designated European
Airspace
FAA AC 20-138A Airworthiness
Approval of Global Navigation Satellite
System (GNSS) Equipment
FAA AC 20-138B Airworthiness
Approval of Positioning and Navigation
Systems
CASA Form 1307: Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
2.
2
PURPOSE
2.1
This Advisory Circular (AC) provides information for operators of Australian, or
foreign registered aircraft, who wish to gain approval to conduct Performance Based
Navigation (PBN) operations in Australian airspace. These operations are consistent with the
navigation specifications described in International Civil Aviation Organization (ICAO)
Document 9613 Performance-based Navigation Manual (ICAO Doc 9613 PBN Manual) and
include Area Navigation (RNAV) and Required Navigation Performance (RNP) navigation
specifications.
3.
STATUS OF THIS AC
3.1
This is the first AC relating to RNAV 1 and RNAV 2 navigation authorisations and
is based on information contained in Volume II, Part B, Chapter 3 of ICAO Doc 9613 PBN
Manual and Appendix 2, Requirements for use of RNAV 1 and RNAV 2 Civil Aviation
Order (CAO) 20.91 Navigation Authorisations. The numbering convention used in the title
of this AC is also aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
AIP
Aeronautical Information Publication
ANSP
Air Navigation Service Provider
AOC
Air Operators Certificate
ATC
Air Traffic Control
CAR
Civil Aviation Regulations 1988
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
CDI
Course deviation Indicator
CDU
Control and Display Unit
DME
Distance Measuring Equipment
EASA
European Aviation Safety Agency
E/HSI
Electronic Horizontal Situation Indicator
EUROCAE
European Organisation for Civil Aviation Equipment
FAA
Federal Aviation Administration
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
ICAO
International Civil Aviation Organization
IFR
Instrument Flight Rules
INS
Inertial Navigation Systems
Draft only: July 2011
3
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
IRS
Inertial Reference System
IRU
Inertial Reference Unit
LOA
Letter of Acceptance
MASPS
Minimum Aviation System Performance Specifications
MEL
Minimum Equipment List
NDB
Non-Directional Beacon
NOTAM
Notice to Airmen
OEM
Original Equipment Manufacturer
Ops Specs
Operations Specifications
PBN
Performance Based Navigation
P-RNAV
Precision Area Navigation
QRH
Quick Reference Handbook
RAIM
Receiver Autonomous Integrity Monitor
RNAV
Area Navigation
RNP
Required Navigation Performance
RTCA
Radio Technical Commission for Aeronautics
RVSM
Reduced Vertical Separation Minimum
SBAS
Space Based Augmentation System
SID
Standard Instrument Departure
STAR
Standard Arrival Route
TSO
Technical Standard Order
US
United States
VOR
Very High Frequency (VHF) Omni Range
5.
BACKGROUND
5.1
RNAV 1 and RNAV 2 is a navigation specification which is applicable to the
en-route and terminal phases of flight including Standard Instrument Departures (SIDs) and
Standard Arrival Routes (STARs) an instrument approach procedures up to the final
approach fix. RNAV 1 and RNAV 2 replace the European Precision RNAV (P-RNAV) and
United States RNAV (US-RNAV) navigation specifications under the ICAO PBN concept
and subsequent rationalisation of navigation specifications. Air Operator Certificate (AOC)
holders with a P-RNAV or US-RNAV navigation authorisation are deemed to have an
RNAV 1 and RNAV 2 navigation authorisation.
5.2
RNAV 1 and RNAV 2 aircraft requirements are identical, but some operating
procedures are different. A single navigation authorisation is issued which applies to both
RNAV 1 and RNAV 2 operations.
5.3
Routes may be designed to support RNAV 1 or RNAV 2 depending upon the
supporting navaid infrastructure.
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AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
4
Note: In Australia, as the navaid infrastructure is limited RNAV 1 and 2 operations are
dependent upon self-contained navigation systems.
5.4
The RNAV 1 and RNAV 2 navigation specifications are primarily for use in
environments with direct controller-pilot communication and a surveillance capability.
RNAV 1 and RNAV 2 may be used in non-surveillance environments, safety case
permitting.
6.
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. An RNAV 1 and RNAV 2 navigation authorisation (or equivalent
approval from another State) is not mandatory in order to gain access to Australian ‘PBN
airspace’. However, authorisation must be obtained from the Civil Aviation Safety Authority
(CASA) for RNAV 1 and RNAV 2 operations to be conducted by the operator.
7.
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
CASA publications:
• AC 21-37(0), Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors.
• AC 21-36(0), Global Navigation
Airworthiness Guidelines.
8.
Satellite
System
(GNSS)
Equipment:
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that CASA has sufficient
information to issue a RNAV 1 and RNAV 2 navigation authorisation:
• Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for RNAV 1 and RNAV 2 are
described in the PBN Manual and may be demonstrated through an Aircraft
Flight Manual (AFM) compliance statement, AFM supplement or Original
Equipment Manufacturer (OEM) service letter; however where aircraft
equipment varies from these requirements subsequent eligibility will be
determined by CASA;
• Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aidemêmoire e.g. Quick Reference Handbook (QRH), checklist etc.; and
• Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and data
base management must be identified in the operations manual.
Draft only: July 2011
5
9.
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation authorisations for all PBN navigation specifications and Reduced
Vertical Separation Minimum (RVSM) operations are as follows:
• An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using Form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
• The CASA Permission Application Centre registers the Form 1307 Reduced
Vertical Separation Minimum and Required Navigation Performance and forwards
it to the relevant Certificate Management Team for assessment;
• The Certificate Management Team conducts the navigation authorisation
assessment:
º Where the application meets the criteria listed in the PBN Manual and this AC,
the Certificate Management Team approves the application and returns it to the
Permission Application Centre; or
º Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual and this AC the Certificate Management
Team approves the application and returns it to the Permission Application
Centre; and
• The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Operations Specifications (Ops Specs)
and issues an updated Ops Specs to the operator.
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time, RNAV 1
and RNAV 2 navigation authorisations will be issued under CAO 20.91.
10.
APPLICATION
10.1
Content of an application for an RNAV 1 and RNAV 2 navigation authorisation:
• Aircraft airworthiness documents (e.g. the AFM, AFM Supplement or OEM service
letters) that establish that the aircraft is equipped to meet the requirements for
RNAV 1 and RNAV 2;
• A description of aircraft equipment including a configuration list which details
pertinent components and equipment to be used for RNAV 1 and RNAV 2
operations;
• A description of the proposed flight crew training, including;
º Training syllabus;
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AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
6
Note: Course material, lesson plans and other training products are subject to CASA
approval of the operator’s Regulation 217 Training and Checking organisation of the Civil
Aviation Regulations 1988 (CAR 1988).
• Details of the operating procedures to be used, including:
º Relevant sections of the company operations manual;
º Checklists;
º Contingency procedures, QRH etc.;
• Sections of the Minimum Equipment List (MEL) applicable to Basic RNP 1
operations; and
• Details of the method to be used to ensure the continuing integrity of the airborne
navigation database.
11.
AIRCRAFT ELIGIBILITY
11.1
An aircraft is eligible for an RNAV 1 and RNAV 2 navigation authorisation if:
• The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for RNAV 1 and RNAV 2 operations; or
• The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for P-RNAV in accordance with JAA TGL-10 and
the additional requirements for RNAV 1 and RNAV 2 in ICAO Doc 9613 PBN
Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2 are
met; or
• The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for US RNAV in accordance with Federal Aviation
Administration (FAA)AA AC 90-100A and the additional requirements for RNAV
1 and RNAV 2 in ICAO Doc 9613 PBN Manual, Volume II, Part B, Chapter 3,
Implementing RNAV 1 and RNAV 2 are met; or
• The aircraft is demonstrated to comply with the requirements for RNAV 1 and
RNAV 2 contained in ICAO Doc 9613 PBN Manual, Volume II, Part B, Chapter 3,
Implementing RNAV 1 and RNAV 2.
12.
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
System performance, monitoring and alerting requirements for RNAV 1 and
RNAV 2 operations are stated in ICAO Doc 9613, Volume II, Part B, Chapter 2
Implementing RNAV 1 and RNAV 2.
13.
SYSTEM FUNCTIONALITY
13.1
System functionality for RNAV 1 and RNAV 2 operations are as stated in ICAO
Doc 9613, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2.
Draft only: July 2011
7
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
14.
OPERATING STANDARDS
14.1
Flight Planning
14.1.1 Prior to flight, consider conditions that may affect RNAV 1 and RNAV 2
operations, including;
• Verify that the aircraft and operating crew are approved for RNAV 1 or RNAV 2;
• Confirm that the aircraft can be operated in accordance with the RNAV 1 and/or
RNAV 2 requirements for the planned route(s) including the route/s to any alternate
aerodrome(s) and minimum equipment requirements;
• Check availability of the navaid infrastructure required for the intended routes,
including any non-RNAV contingencies, for the period of the intended operation;
• Confirm that the navigational database is current and appropriate for the region of
intended operation and includes the navigation aids and waypoints required for the
route; and
• Consider any operating restrictions, including time limits if applicable.
14.1.2 Insert the appropriate identifier in the flight plan to indicate the RNAV type
(RNAV 1 or RNAV 2) as set out in the relevant State Aeronautical Information Publication
(AIP).
14.1.3 For navigation relying on Distance Measuring Equipment (DME), check the Notice
to Airmen (NOTAM) to verify the condition of critical DMEs. Consider the capability to
navigate (potentially to an alternate destination) in the case of a failure of a critical DME
while airborne.
14.2
GNSS Integrity and Availability
14.2.1 Global Navigation Satellite System (GNSS) navigation systems are equipped with a
means of monitoring the integrity of the position solution. Integrity may be assured by a
number of methods including Receiver Autonomous Integrity Monitor (RAIM) and
proprietary hybrid Inertial Reference System (IRS)/Global Positioning System (GPS)
systems.
14.2.2 The availability of the integrity monitoring function can be predicted and can be
obtained from a variety of sources such as NOTAM, and prediction services. Operators
should be familiar with the prediction information available for the intended route.
Prediction services are available from Air Navigation Service Providers (ANSPs), avionic
manufacturers, other entities or through an on-board prediction capability.
14.2.3 Integrity availability prediction should take into account the latest satellite
constellation NOTAM and the integrity system used by the aircraft avionics.
14.2.4 In the event of a predicted, continuous loss of the integrity function more than
5 minutes for any part of the RNAV 1 or RNAV 2 operation, the flight plan should be
revised (i.e. delaying the departure or planning a different departure procedure).
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AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
8
14.2.5 Operators, pilots and ANSPs need to be aware, that a prediction of integrity
availability, an unplanned failure of GNSS elements can result in a loss of integrity
monitoring capability, and in some cases a complete loss of the navigation function whilst
airborne, which may require reversion to an alternative means of navigation. Pilots should,
therefore, assess their capability to navigate (potentially to an alternate destination) in the
case of failure of GNSS navigation.
14.2.6 For aircraft navigating with Space Based Augmentation System (SBAS) receivers
(all TSO-C145/C146), check GPS INTEGRITY availability in areas where SBAS is
unavailable.
14.3
Flight Procedures
14.3.1 Comply with any instructions or procedures identified by the manufacturer as being
necessary to comply with the performance requirements of the navigation specification.
14.3.2 At system initialisation, confirm the navigation database is current and verify that
the aircraft position has been entered correctly. Verify proper entry of the Air Traffic
Control (ATC) assigned route upon initial clearance from ATC to conduct the relevant
RNAV route. Ensure the waypoints sequence, depicted by the navigation system, matches
the route depicted on the appropriate chart/s and the assigned route.
14.3.3 An RNAV 1 or RNAV 2 SID or STAR must be selected by route name from the
on-board navigation database and conform to the charted route. Modification of the route
through the insertion or deletion of specific waypoints in response to ATC clearances is
permitted. The manual entry or creation of new waypoints by manual entry, of latitude and
longitude or rho/theta values is not permitted. Change of an RNAV SID or STAR database
waypoint type from a fly-by to a flyover or visa versa is not permitted.
14.3.4 Wherever possible, RNAV 1 and RNAV 2 routes in the en-route domain should be
extracted from the database in their entirety, rather than loading individual waypoints from
the database into the flight plan. It is permitted, however, to select and insert individual,
named fixes/ waypoints from the navigation database, provided all fixes along the published
route to be flown are inserted. The route may subsequently be modified through the insertion
or deletion of specific waypoints in response to ATC clearances. Entry or creation of new
waypoints by manual entry, of latitude and longitude or rho/theta values is not permitted.
14.3.5 Cross-check the cleared flight plan by comparing charts or other applicable
resources with the navigation system textural display and the aircraft map display, if
applicable. If required, confirm the exclusion of specific navigation aids.
Note: Small differences between charted navigation information and displayed navigation
data may be noted. Differences of 3 degrees or less due to the equipment manufacturer’s
application of magnetic variation are operationally acceptable.
14.3.6 During flight, where feasible, confirm navigation reasonableness by cross-reference
to available data from ground-based aids.
14.3.7 For RNAV 2 routes, a lateral deviation indicator, navigation map display, flight
director or autopilot in the lateral navigation mode is recommended.
14.3.8 In lieu of a lateral deviation indicator, a navigation map display with equivalent
functionality to a lateral deviation indicator, as described in ICAO Doc 9613, Volume II,
Part B, Chapter 2 Implementing RNAV 1 and RNAV 2 is acceptable for RNAV 2
operations.
Draft only: July 2011
9
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
14.3.9 For RNAV 1 routes, a lateral deviation indicator, flight director or autopilot in
lateral navigation mode is required to be used.
14.3.10 Select lateral deviation display scaling suitable for the navigation accuracy
associated with the route/procedure (e.g. full scale deflection ±1 nm for RNAV 1, ±2 nm for
RNAV 2, or ±5 nm for TSO-C129 equipment on RNAV 2 routes).
14.3.11 Maintain route centrelines, as depicted by lateral deviation indicators and/or flight
guidance, unless authorised to deviate by ATC or under emergency conditions.
14.3.12 The standard for limitation of cross-track error/deviation (the difference between
the computed path and the displayed aircraft position) is ½ the navigation accuracy
(i.e. 0.5 nm for RNAV 1, 1.0 nm for RNAV 2).
Note: Brief deviations from this standard during and immediately after turns, are
normally considered acceptable. Accurate cross-track information may not be provided
during turns. Crew procedures and training need to emphasise observance of turn
anticipation commands and management of rate of turn.
14.3.13 If ATC issues a heading assignment taking the aircraft off a route, do not modify
the flight plan until clearance is received to rejoin the route or the controller confirms a new
clearance.
14.3.14 Manually selecting aircraft bank-limiting functions may reduce the aircraft’s ability
to maintain its desired track and is, therefore, not recommended. Pilots should recognise that
manually selectable aircraft bank-limiting functions might reduce their ability to satisfy
ATC flight path expectations, especially when executing large angle turns. This should not
be construed as a requirement to deviate from approved aircraft flight manual procedures;
rather pilots should be encouraged to limit the selection of such functions within accepted
procedures.
14.4
RNAV SID Requirements
14.4.1 Prior to commencing take-off, verify the aircraft’s RNAV system is available,
operating correctly and that the correct airport and runway data is loaded. Verify their
aircraft navigation system is operating correctly and the correct runway and departure
procedure (including any applicable en-route transition) is entered and properly depicted.
Where an RNAV departure procedure is assigned and the runway, procedure or transition is
subsequently changed, verify the appropriate changes are entered and available for
navigation prior to take-off. A final check of proper runway entry and correct route
depiction, shortly after take-off, within the constraints of normal operations, is
recommended.
14.4.2 Ensure RNAV guidance is selected and available to provide flight guidance for
lateral RNAV no later than 153 m (500 ft) above the aerodrome field elevation. The altitude
at which RNAV guidance begins on a given route may be higher (e.g. climb to 304 m
(1000 ft) then direct to).
14.4.3 Use an authorised method (lateral deviation indicator/navigation map display/flight
director/autopilot) to achieve an appropriate level of performance for RNAV 1.
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AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
10
14.4.4 For operations without GPS, using DME/DME/Inertial Reference Unit (IRU),
ensure the aircraft navigation system position is confirmed within 304 m (1000 ft) (0.17 nm)
of a known position, at the starting point of the take-off roll. This is usually achieved by the
use of an automatic or manual runway update function. A navigation map may also be used
to confirm aircraft position, if procedures and the display resolution allow for compliance
with the 304 m (1000 ft) tolerance requirement.
Note: Based on evaluated IRU performance, the growth in position error after reverting
to IRU can be expected to be less than 2 nm per 15 minutes.
14.4.5 When using GNSS, the signal must be acquired before the take-off roll commences.
For aircraft using TSO-C129/C129A equipment, the departure airport must be loaded into
the flight plan in order to achieve the appropriate navigation system monitoring and
sensitivity. For aircraft using TSO-C145a/146a avionics, if the departure begins at a runway
waypoint, then the departure airport does not need to be in the flight plan to obtain
appropriate monitoring and sensitivity.
14.5
RNAV STAR Requirements
14.5.1 Verify their aircraft navigation system is operating correctly and that the correct
arrival procedure and runway (including any applicable transition) are entered and properly
depicted.
14.5.2 Check the active flight plan by comparing the charts with the navigation displays.
Confirm waypoint sequence, reasonableness of track angles and distances, altitude or speed
constraints and, where possible, which waypoints are fly-by and which are flyover.
14.5.3 If required by a route, confirm that updating will exclude a particular navigation
aid. A route must not be used if doubt exists as to the validity of the route in the navigation
database.
14.5.4 The creation of new waypoints by manual entry into the RNAV system by the flight
crew is not permitted.
14.5.5 Prior to commencement of the STAR provide for reversion to a conventional arrival
route, if required for contingency procedures.
14.5.6 Route modifications in the terminal area may take the form of radar headings or
‘direct to’ clearances and may require the insertion of tactical waypoints from the navigation
database. Manual entry or modification, by the flight crew, of the loaded route, using
temporary waypoints or fixes not contained in the database, is not permitted.
14.5.7
Observe published altitude and speed constraints.
14.6
Contingency Procedures
14.6.1 Notify ATC when the RNAV performance ceases to meet the requirements for
RNAV 1 and RNAV 2 as appropriate.
15.
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
Flight crew knowledge elements include:
• The meaning and proper use of aircraft equipment/navigation suffixes;
• The capabilities and limitations of the RNAV system installed;
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11
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
• The operations and airspace for which the RNAV system is approved to operate;
• The navaid limitations with respect to the RNAV system to be used for the
RNAV 1 and RNAV 2 operations;
• Required navigation equipment for operation on RNAV routes/SIDs/STARs,
e.g. DME/DME, DME/DME/IRU and GNSS;
• Procedure characteristics as determined from chart depiction and textual
description;
• Depiction of waypoint types (flyover and fly-by) and path terminators (provided in
section 5.4.1 g) Aeronautical Radio Incorporated (ARINC) 424 path terminators)
and any other types used by the operator, as well as associated aircraft flight paths;
• The flight planning requirements for the RNAV operation;
• The radio/telephony phraseology for the airspace, in accordance with
ICAO Doc 4444 – PANS/ATM and ICAO Doc 7030 – Regional Supplementary
Procedures, as appropriate;
• Contingency procedures for RNAV failures; and
• RNAV system-specific information, including:
º Levels of automation, mode annunciations, changes, alerts, interactions,
reversions and degradation;
º Functional integration with other aircraft systems;
º Types of navigation sensors (e.g. DME, IRU, GNSS) utilised by the RNAV
system and associated system prioritisation/weighting/logic;
º Aircraft configuration and operational conditions required to support RNAV
operations, i.e. appropriate selection of Course Deviation Indicator (CDI)
scaling (lateral deviation display scaling);
º Pilot procedures consistent with the operation;
º The meaning and appropriateness of route discontinuities and related flight
crew procedures;
º Monitoring procedures for each phase of the flight (e.g. monitor PROG or
LEGS page);
º Turn anticipation with consideration to speed and altitude effects; and
º Interpretation of electronic displays and symbols.
15.2
Flight crew training elements include:
• RNAV equipment operating procedures, as applicable, including;
º Verify that the aircraft navigation data is current and valid;
º Verify the successful completion of RNAV system self-tests;
º Initialise RNAV system position;
º Perform a manual or automatic update (with take-off point shift, if applicable);
º Retrieve and fly a SID and STAR with appropriate transition;
º Verify waypoints and flight plan programming;
º Resolve route discontinuities;
º Adhere to speed and/or altitude constraints associated with a SID or STAR;
Draft only: July 2011
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
º
º
º
º
º
º
º
º
º
º
º
º
º
12
Fly direct to waypoint;
Fly a course/track to waypoint;
Intercept a course/track;
Vector off track and rejoin a procedure;
Fly radar vectors and rejoining an RNAV route from a ‘heading’ mode;
Determine cross-track error/deviation.
Determine allowable deviation limits and maintain flight within those limits;
Remove and reselect navigation sensor input;
Perform gross navigation error checks using conventional aids.
Confirm exclusion of a specific navigation aid or navigation aid type;
Change arrival airport and alternate airport;
Perform parallel offset function if capability exists. Advise ATC if this
functionality is not available; and
Contingency procedures for RNAV failures.
Note: Where crews have the required standard of knowledge based on previous training
or experience a separate training course may not be necessary, provided the applicant
details the relevant knowledge and training elements that are contained in other training
programmes.
16.
MIMIMUM EQUIPMENT LIST
16.1
The operator’s MEL must identify any unserviceability that affects the conduct of
an RNAV 1 and RNAV 2 operation.
17.
NAVIGATION DATA BASE
17.1
A navigation database should be obtained from a supplier that complies with Radio
technical Commission for Aeronautics (RTCA) DO 200A/ European Organisation for Civil
Aircraft Equipment (EUROCAE) document ED-76, Standards for Processing Aeronautical
Data and should be compatible with the intended function of the equipment (see ICAO
Annex 6, Part 1, Chapter 7). A Letter of Acceptance (LOA), issued by an appropriate
regulatory authority to each of the participants in the data chain, demonstrates compliance
with this requirement (e.g. FAA LOA issued in accordance with FAA AC 20-153 or
European Aviation Safety Agency (EASA) LOA issued in accordance with EASA
Implementing Rule (IR) 21 subpart G).
Note: While a LOA provides assurance of minimum standards for the supply of a
navigation data, errors may still occur and all operators should consider the need to
conduct periodic checks to ensure database integrity.
17.2
Any discrepancy in data is to be reported to the navigation database supplier and
resolved prior to operational use by:
• re-issue of the navigation database; or
• prohibition of the route; or
• instructions to flight crew.
Draft only: July 2011
13
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
17.3
DME/DME RNAV systems must only use DME facilities identified in State AIPs.
Systems must not use facilities indicated by the State as being inappropriate for RNAV 1
and RNAV 2 operations in the AIP or facilities associated with an Instrument Landing
System (ILS) or Microwave Landing System (MLS) that uses a range offset. This may be
accomplished by excluding specific DME facilities, which are known to have a deleterious
effect on the navigation solution, as provided by the aircraft’s navigation database, when the
RNAV routes are within reception range of these DME facilities.
18.
NAVIGATION ERRORS
18.1
It is the responsibility of the operator to take immediate action to rectify any
condition that has led to navigation error.
18.2
A report to CASA and Airservices Australia, including an initial analysis of the
causal factors and the measures being taken to prevent a recurrence is due within 72 hours.
18.3
Navigation errors exceeding the following limits are reportable to CASA:
• a lateral navigational error of at least 1 nm for RNAV 1 or 2 nm for RNAV 2; or
• a longitudinal navigational error of at least 1 nm for RNAV 1 or 2 nm for RNAV 2;
or
• a navigation system failure.
18.4
The Navigation Error Investigation Form is the approved form for reporting a
navigation error or an equipment failure.
18.5
CASA and the operator may determine the reasons for the apparent deviation from
track or altitude and the steps to be taken to prevent a recurrence.
Executive Manager
Standards Development and Future Technology
July 2011
Draft only: July 2011
AC 91U-II-B-3(0): Navigation Authorisations – RNAV 1 and RNAV 2
INTENTIONALLY LEFT BLANK
Draft only: July 2011
14
DRAFT
Advisory Circular
AC 91U-II-C-3 (0)
JULY 2011
NAVIGATION AUTHORISATIONS – BASIC RNP 1
CONTENTS
1. References
2. Purpose
3. Status of this AC
4. Acronyms
5. Background
6. Applicability
7. Related Publications
8. Navigation Authorisation
9. Navigation Authorisation Process
10. Application
11. Aircraft Eligibility
12. System Performance, Monitoring
and Alerting
13. System Functionality
14. Operating Standards
15. Flight Crew Knowledge and
Training
16. Mimimum Equipment List
17. Navigation Data Base
18. Navigation Errors
1.
REFERENCES
1
2
2
2
3
3
3
4
4
5
5
ICAO Doc 9613 Performance-based
Navigation Manual, Volume II, Part C,
Chapter 3, Implementing Basic RNP 1.
5
6
6
FAA AC 20-138B Airworthiness
Approval of Positioning and Navigation
Systems
CAO 20.91 Navigation Authorisations
Appendix 4, Requirements for use of
Basic RNP 1.
CASA Form 1307: Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
FAA AC 20-138A Airworthiness
Approval of Global Navigation Satellite
System (GNSS) Equipment
9
11
11
12
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
2.
2
PURPOSE
2.1
This Advisory Circular (AC) provides information for operators of Australian, or
foreign registered aircraft, who wish to gain approval to conduct Performance Based
Navigation (PBN) operations in Australian airspace. These operations are consistent with
the navigation specifications described in International Civil Aviation Organization (ICAO)
Document 9613 Performance-based Navigation Manual (ICAO Doc 9613 PBN Manual) and
include area navigation (RNAV) and Required Navigation Performance (RNP) navigation
specifications.
3.
STATUS OF THIS AC
3.1
This is the first AC relating to Basic RNP 1 navigation authorisations and is based
on information contained in Volume II, Part C, Chapter 3, of ICAO Doc 9613 PBN Manual
and Appendix 3, Requirements for use of Basic RNP 1 Civil Aviation Order (CAO) 20.91
Navigation Authorisations. The numbering convention used in the title of this AC is also
aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
ANSP
Air Navigation Service Provider
ARINC
Aeronautical Radio Incorporated
ATC
Air Traffic Control
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
CDI
Course Deviation Indicator
EASA
European Aviation Safety Agency
FAA
Federal Aviation Administration
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
ICAO
International Civil Aviation Organization
LOA
Letter of Acceptance
MEL
Minimum Equipment List
NOTAM
Notice to Airmen
OEM
Original Equipment Manufacturer
Ops Specs
Operations Specifications
PBN
Performance Based Navigation
QRH
Quick Reference Handbook
RNAV
Area Navigation
RNP
Required Navigation Performance
Draft only: July 2011
3
AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
SBAS
Space Based Augmentation System
SID
Standard Instrument Departure
STAR
Standard Arrival Route
TSO
Technical Standing Order
5.
BACKGROUND
5.1
Basic RNP 1 is a navigation specification intended to provide connectivity between
en-route structure and terminal airspace with no or limited Air Traffic Control (ATC)
surveillance.
5.2
The Basic RNP 1 navigation specification is applicable to terminal area arrival and
departure phases of flight and to instrument approach procedures up to the final approach
fix.
5.3
Basic RNP 1 requires Global Navigation Satellite System (GNSS) as the primary
navigation sensor, either as a stand-alone navigation system or as part of a multi-sensor
system. Where multi-sensor systems are used and their data is integrated with that of the
GNSS data a means to deselect the non-GNSS navigation sensor may be required to prevent
degradation of the navigation solution.
5.4
The standards applicable to Basic RNP 1 also meet the requirements for:
RNAV 5; and
RNAV 1 and RNAV 2.
Note: The standards for Basic RNP 1 are in most respects identical to RNAV 1 and RNAV
2, with the additional RNP requirement for on-board performance monitoring and alerting.
5.5
Basic RNP 1 is applicable to RNAV routes defined by straight segments, where
turn guidance is provided by turn anticipation algorithms.
Note: Advanced RNP is not yet implemented by ICAO but is intended to support en-route,
terminal, arrival and departure operations with additional functionality such as Radius to
Fix (RF) Aeronautical Radio Incorporated (ARINC) 424 path terminators which enable
circular flight paths to be defined and flown.
6.
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. A Basic RNP 1 navigation authorisation (or equivalent approval from
another State) is not mandatory in order to gain access to Australian ‘PBN airspace’.
However, authorisation must be obtained from the Civil Aviation Safety Authority (CASA)
for Basic RNP 1 operations to be conducted by the operator.
7.
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
publications:
CASA AC 21-37(0) Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors.
CASA AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment:
Airworthiness Guidelines.
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
8.
4
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that CASA has sufficient
information to issue a RNP 1 navigation authorisation:
Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for Basic RNP 1 are described in
the PBN Manual and may be demonstrated through an Aircraft Flight Manual
(AFM) compliance statement, AFM supplement or Original Equipment
Manufacturer (OEM) service letter; however where aircraft equipment varies
from these requirements subsequent eligibility will be determined by CASA;
Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aid
memoir e.g. Quick Reference Handbook (QRH), checklist etc.; and
Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and
database management must be identified in the operations manual.
9.
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation authorisations for all PBN navigation specifications and Reduced
Vertical Separation Minimum operations are as follows:
An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using Form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
The CASA Permission Application Centre registers the Form 1307 Reduced
Vertical Separation Minimum and Required Navigation Performance Application
Form and forwards it to the relevant Certificate Management Team for assessment;
The Certificate Management Team conducts the navigation authorisation
assessment:
º Where the application meets the criteria listed in the PBN Manual and this AC,
the Certificate Management Team approves the application and returns it to the
Permission Application Centre;
º Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual and this AC the Certificate Management
Team approves the application and returns it to the Permission Application
Centre; and
The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Operations Specifications (Ops Specs)
and issues an updated Ops Specs to the operator.
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5
AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time, Basic RNP
1 navigation authorisations will be issued under CAO 20.91.
10.
APPLICATION
10.1
Content of an application for a Basic RNP 1 navigation authorisation:
Aircraft airworthiness documents (e.g. the AFM, AFM Supplement, OEM service
letters) that establish that the aircraft is equipped with RNAV equipment that meets
the requirements of Basic RNP 1;
A description of aircraft equipment including a configuration list which details
pertinent components and equipment to be used for Basic RNP 1 operations;
A description of the proposed flight crew training, including;
º Training syllabus.
Note: Course material, lesson plans and other training products are subject to CASA
approval of the operator’s Regulation 217 Training and Checking organisation of the Civil
Aviation Regulations 1988 (CAR 1988).
details of the operating procedures to be used, including:
º relevant sections of the company operations manual;
º checklists;
º contingency procedures, QRH etc.;
Sections of the Minimum Equipment List (MEL) applicable to Basic RNP 1
operations; and
Details of the method to be used to ensure the continuing integrity of the airborne
navigation database.
11.
AIRCRAFT ELIGIBILITY
11.1
An aircraft is eligible for a Basic RNP 1 navigation authorisation if:
The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for RNP 1 operations; or
The aircraft is demonstrated to comply with the requirements for Basic RNP 1
contained in ICAO Doc 9613 PBN Manual, Volume II, Part C, Chapter 3,
Implementing Basic RNP 1.
12.
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
System performance, monitoring and alerting requirements for Basic RNP 1
operations are as stated in ICAO Doc 9613, Volume II, Part C, Chapter 3 Implementing
Basic RNP 1.
Draft only: July 2011
AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
13.
6
SYSTEM FUNCTIONALITY
13.1
System functionality requirements for Basic RNP 1 operations are as stated in
ICAO Doc 9613 Volume II Part C Chapter 3 Implementing Basic RNP 1.
Note: Guidance in CASA AC 21-36(0) also applies to the application of the
following functionality requirements.
14.
OPERATING STANDARDS
14.1
Flight Planning
14.1.1 Prior to flight, consider conditions that may affect Basic RNP 1 operations,
including:
Verify that the aircraft and operating crew are approved for Basic RNP 1;
Confirm that the aircraft can be operated in accordance with the Basic RNP 1
requirements for the planned route(s) including the route/s to any alternate
aerodrome(s) and minimum equipment requirements;
Check availability of the NAVAID infrastructure required for the intended routes,
including any non-RNAV contingencies, for the period of the intended operation;
Confirm that the navigational database is current and appropriate for the region of
intended operation and includes the NAVAIDs and waypoints required for the
route; and
Consider any operating restrictions, including time limits if applicable.
14.1.2 Insert the appropriate identifier in the flight plan to indicate the RNP type (Basic
RNP 1) as set out in the relevant State Aeronautical Information Publication.
14.2
GNSS Integrity Availability
14.2.1 GNSS navigation systems are equipped with a means of monitoring the integrity of
the position solution. Integrity may be assured by a number of methods including Receiver
Autonomous Integrity Monitor and proprietary hybrid Inertial Reference System/Global
Positioning System (GPS) systems.
14.2.2 The availability of the integrity monitoring function can be predicted and can be
obtained from a variety of sources such as Notice to Airmen (NOTAM), and prediction
services. Operators should be familiar with the prediction information available for the
intended route. Prediction services are available from Air Navigation Service Provider
(ANSPs), avionic manufacturers, other entities or through an on-board prediction capability.
14.2.3 Integrity availability prediction should take into account the latest satellite
constellation NOTAM and the integrity system used by the aircraft avionics.
14.2.4 In the event of a predicted, continuous loss of the integrity function more than
5 minutes for any part of the RNP 1 operation, the flight plan should be revised
(i.e. delaying the departure or planning a different departure procedure).
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
14.2.5 Operators, pilots and ANSPs need to be aware, that a prediction of integrity
availability, an unplanned failure of GNSS elements can result in a loss of integrity
monitoring capability, and in some cases a complete loss of the navigation function whilst
airborne, which may require reversion to an alternative means of navigation. Pilots should,
therefore, assess their capability to navigate (potentially to an alternate destination) in the
case of failure of GNSS navigation.
14.2.6 For aircraft navigating with Space Based Augmentation System (SBAS) receivers
(all Technical Standard Order (TSO)-C145/C146), check GPS INTEGRITY availability in
areas where SBAS is unavailable.
14.3
Flight Procedures
14.3.1 Comply with any instructions or procedures identified by the manufacturer as being
necessary to comply with the performance requirements of the navigation specification.
14.3.2 At system initialisation, confirm the navigation database is current and verify that
the aircraft position has been entered correctly. Verify proper entry of the ATC assigned
route upon initial clearance from ATC to conduct the relevant RNAV route. Ensure the
waypoints sequence, depicted by the navigation system, matches the route depicted on the
appropriate chart/s and the assigned route.
14.3.3 An RNAV Standard Instrument Departure (SID) or Standard Arrival Route (STAR)
must be selected by route name from the on-board navigation database and conform to the
charted route. Modification of the route through the insertion or deletion of specific
waypoints in response to ATC clearances is permitted. The manual entry or creation of new
waypoints by manual entry, of latitude and longitude or rho/theta values is not permitted.
Change of an RNAV SID or STAR database waypoint type from a fly-by to a flyover or visa
versa is not permitted.
14.3.4 Cross-check the cleared flight plan by comparing charts or other applicable
resources with the navigation system textural display and the aircraft map display, if
applicable. If required, confirm the exclusion of specific navigation aids.
Note: Small differences between charted navigation information and displayed navigation
data may be noted. Differences of 3 degrees or less due to the equipment manufacturer’s
application of magnetic variation and are operationally acceptable.
14.3.5 During flight, where feasible, confirm navigation reasonableness by cross-reference
to available data from ground-based aids.
14.3.6 The use of a lateral deviation indicator (e.g. Course Deviation Indicator (CDI) or
Horizontal Situation Indicator), flight director or autopilot is required.
14.3.7 Select lateral deviation display scaling suitable for the navigation accuracy
associated with the route/procedure (e.g. full scale deflection ±1 nm for RNP 1).
14.3.8 Select navigation map scale to enable monitoring of tracking accuracy applicable to
RNP 1.
Note: Map scaling selection is dependent upon a number of factors including display size,
resolution, any numeric cross-track indications and route complexity. Typically a 10 nm
display scaling may be used.
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
8
14.3.9 Maintain route centrelines, as depicted by lateral deviation indicators and/or flight
guidance, unless authorised to deviate by ATC or under emergency conditions.
14.3.10 The standard for limitation of cross-track error/deviation (the difference between
the computed path and the displayed aircraft position) is ½ the navigation accuracy
(i.e. 0.5 nm for Basic RNP 1).
Note: Brief deviations from this standard during and immediately after turns, are
normally considered acceptable. As accurate cross-track information may not be provided
during turns, crew procedures and training need to emphasise observance of turn
anticipation commands and management of rate of turn.
14.3.11 If ATC issues a heading assignment taking the aircraft off a route, do not modify
the flight plan until clearance is received to rejoin the route or the controller confirms a new
clearance.
14.3.12 Manually selecting aircraft bank-limiting functions may reduce the aircraft’s ability
to maintain its desired track and is therefore not recommended. Pilots should recognise that
manually selectable aircraft bank-limiting functions might reduce their ability to satisfy
ATC flight path expectations, especially when executing large angle turns. This should not
be construed as a requirement to deviate from approved aircraft flight manual procedures;
rather pilots should be encouraged to limit the selection of such functions within accepted
procedures.
14.4
RNAV SID Requirements
14.4.1 Prior to commencing take-off, verify the aircraft’s RNAV system is available,
operating correctly and that the correct airport and runway data is loaded. Verify their
aircraft navigation system is operating correctly and the correct runway and departure
procedure (including any applicable en-route transition) is entered and properly depicted.
Where an RNAV departure procedure is assigned and the runway, procedure or transition is
subsequently changed, verify the appropriate changes are entered and available for
navigation prior to take-off. A final check of proper runway entry and correct route
depiction, shortly after take-off, within the constraints of normal operations, is
recommended.
Note: Caution is required to ensure that flight crews are aware of the functional
limitations of some RNAV systems. Typically stand-alone GNSS systems do not support
course to altitude and some other ARINC 424 path terminators that may be required to
provide complete course guidance on departure. The basic RNP 1 navigation specification
accommodates such limitations but relies on flight crew intervention to ensure that the SID
is followed until automatic flight guidance is available. For example, the flight crew may be
required to select and maintain a course (e.g. runway alignment) until reaching a specific
altitude, and to track manually to a point on the SID where automatic tracking and waypoint
sequencing can be engaged. Flight crew training in the limitations of the navigation system
and the correct application of manual tracking procedures is essential in such cases.
14.4.2 Ensure RNAV guidance is selected and available to provide flight guidance for
lateral RNAV no later than 153 m (500 ft) above the aerodrome field elevation. The altitude
at which RNAV guidance begins on a given route may be higher (e.g. climb to 304 m
(1000 ft) then direct to….).
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
14.4.3 Use an authorised method (lateral deviation indicator/navigation map display/flight
director/autopilot) to achieve an appropriate level of performance for Basic RNP 1.
14.4.4 The GNSS signal must be acquired before the take-off roll commences. For aircraft
using TSO-C129/C129A equipment, the departure airport must be loaded into the flight plan
in order to achieve the appropriate navigation system monitoring and sensitivity. For aircraft
using TSO-C145a/146a avionics, if the departure begins at a runway waypoint, then the
departure airport does not need to be in the flight plan to obtain appropriate monitoring and
sensitivity.
14.4.5 Where an Basic RNP 1 SID extends beyond 30 nm from the Aerodrome Reference
Point and CDI scaling automatically changes to en-route mode, manual selection of CDI
scale to +/- 1 nm is required until termination of the SID.
14.5
RNAV STAR Requirements
14.5.1 Verify their aircraft navigation system is operating correctly and that the correct
arrival procedure and runway (including any applicable transition) are entered and properly
depicted.
14.5.2 Check the active flight plan by comparing the charts with the navigation displays.
Confirm waypoint sequence, reasonableness of track angles and distances, altitude or speed
constraints and, where possible, which waypoints are fly-by and which are flyover.
14.5.3 If required by a route, confirm that updating will exclude a particular navigation
aid. A route must not be used if doubt exists as to the validity of the route in the navigation
database.
14.5.4 The creation of new waypoints by manual entry into the RNAV system by the flight
crew is not permitted.
14.5.5 Prior to commencement of the STAR provide for reversion to a conventional arrival
route, if required for contingency procedures.
14.5.6 Route modifications in the terminal area may take the form of radar headings or
‘direct to’ clearances and may require the insertion of tactical waypoints from the navigation
database. Manual entry or modification, by the flight crew, of the loaded route, using
temporary waypoints or fixes not contained in the database, is not permitted.
14.5.7
Observe published altitude and speed constraints.
14.6
Contingency Procedures
14.5.1 Notify ATC when the RNAV performance ceases to meet the requirements for
Basic RNP 1.
15.
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
Flight crew knowledge elements include:
The meaning and proper use of aircraft equipment/navigation suffixes;
The capabilities and limitations of the RNAV system installed;
The operations and airspace for which the RNAV system is approved to operate;
The navaid limitations with respect to the RNAV system to be used for the Basic
RNP 1 operations;
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
10
Required navigation equipment for operation on RNAV routes/SIDs/STARs;
Procedure characteristics as determined from chart depiction and textual
description;
Depiction of waypoint types (fly over and fly-by) and path terminators (both
ARINC 424 path terminators and any other types used by the operator), as well as
associated aircraft flight paths;
The flight planning requirements for the RNAV operation;
The radio/telephony phraseology for the airspace, in accordance with
ICAO Doc 4444 – PANS/ATM and ICAO Doc 7030 – Regional Supplementary
Procedures, as appropriate;
Contingency procedures for RNAV failures;
RNAV system-specific information, including:
º Levels of automation, mode annunciations, changes, alerts, interactions,
reversions and degradation;
º Functional integration with other aircraft systems;
º Types of navigation sensors (e.g. Distance Measuring Equipment, Inertial
Reference Unit (IRU) and GNSS) utilised by the RNAV system and associated
system prioritisation/weighting/logic;
º Aircraft configuration and operational conditions required to support RNAV
operations i.e. appropriate selection of CDI scaling (lateral deviation display
scaling);
º Pilot procedures consistent with the operation;
º The meaning and appropriateness of route discontinuities and related flight
crew procedures;
º Monitoring procedures for each phase of the flight (e.g. monitor PROG or
LEGS page);
º Turn anticipation with consideration to speed and altitude effects; and
º Interpretation of electronic displays and symbols.
15.2
Flight crew training elements include:
Verify that the aircraft navigation data is current and valid;
Verify the successful completion of RNAV system self-tests;
Initialise RNAV system position;
Perform a manual or automatic update (with take-off point shift, if applicable);
Retrieve and fly a SID and STAR with appropriate transition;
Verify waypoints and flight plan programming;
Resolve route discontinuities;
Adhere to speed and/or altitude constraints associated with a SID or STAR;
Fly direct to waypoint;
Fly a course/track to waypoint;
Intercept a course/track;
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
Vector off track and rejoin a procedure;
Fly radar vectors and rejoining an RNAV route from a ‘heading’ mode;
Determine cross-track error/deviation;
Determine allowable deviation limits and maintain flight within those limits;
Remove and reselect navigation sensor input;
Perform gross navigation error checks using conventional aids;
Confirm exclusion of a specific navigation aid or navigation aid type;
Change arrival airport and alternate airport;
Perform parallel offset function if capability exists. Advise ATC if this
functionality is not available; and
Contingency procedures for RNAV failures.
Note 1:
Caution is required to ensure that flight crews are aware of the
functional limitations of some RNAV systems. Typically stand-alone GNSS systems
do not support course to altitude (CA) and some other ARINC 424 path
terminators that may be required to provide complete course guidance on
departure.
The basic RNP 1, navigation specification accommodates such limitations but
relies on flight crew intervention to ensure that a procedure is followed when
automatic flight guidance is not available. For example, in executing a SID, the
flight crew may be required to select and maintain a course (e.g. runway
alignment) until reaching a specific altitude, and to track manually to a point on
the SID where automatic tracking and waypoint sequencing can be engaged. Flight
crew training in the limitations of the navigation system and the correct
application of manual tracking procedures is essential in such cases.
Note 2:
Where crews have the required standard of knowledge based on
previous training or experience a separate training course may not be necessary,
provided the applicant details the relevant knowledge and training elements that
are contained in other training programmes
16.
MIMIMUM EQUIPMENT LIST
16.1
The operator’s MEL must identify any unserviceability that affects the conduct of a
Basic RNP 1 operation.
17.
NAVIGATION DATA BASE
17.1
A navigation database should be obtained from a supplier that complies with Radio
technical Commission for Aeronautics (RTCA) DO 200A/ European Organisation for Civil
Aircraft Equipment (EUROCAE) document ED-76, Standards for Processing Aeronautical
Data and should be compatible with the intended function of the equipment (see ICAO
Annex 6, Part 1, Chapter 7). A Letter of Acceptance (LOA), issued by an appropriate
regulatory authority to each of the participants in the data chain, demonstrates compliance
with this requirement (e.g. Federal Aviation Administration (FAA) LOA issued in
accordance with FAA AC 20-153 or European Aviation Safety Agency (EASA) LOA issued
in accordance with EASA Implementing Rule (IR) 21 subpart G)..
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AC 91U-II-C-3 (0): Navigation Authorisations – Basic RNP 1
12
17.2
An operator who uses a navigation database supplier that does not meet these
standards must implement navigation database integrity checks using appropriate software
tools or approved manual procedures to verify data relating to all waypoints in airspace or
routes where RNP 1 operations are conducted. These checks are in addition to any checks
performed by the Aeronautical Information Services, unapproved navigation database
suppliers or navigation equipment manufacturers.
Note: While a LOA provides assurance of minimum standards for the supply of a
navigation data, errors may still occur and all operators should consider the need to
conduct periodic checks to ensure database integrity.
17.3
Any discrepancy in data is to be reported to the navigation data base supplier and
resolved prior to operational use by:
re-issue of the navigation database;
prohibition of the route; or
instructions to flight crew.
18.
NAVIGATION ERRORS
18.1
It is the responsibility of the operator to take immediate action to rectify any
condition that has led to navigation error.
18.2
A report to CASA and Airservices Australia, including an initial analysis of the
causal factors and the measures being taken to prevent a recurrence is due within 72 hours.
18.3
Navigation errors exceeding the following limits are reportable to CASA:
a lateral navigational error of at least 1 nm for RNP 1;
a longitudinal navigational error of at least 1 nm for RNP 1; or
a navigation system failure.
18.4
The Navigation Error Investigation Form is the approved form for reporting a
navigation error or an equipment failure.
18.5
CASA and the operator may determine the reasons for the apparent deviation from
track or altitude and the steps to be taken to prevent a recurrence.
Executive Manager
Standards Development and Future Technology
July 2011
Draft only: July 2011
DRAFT
Advisory Circular
AC 91U-II-C-5 (0)
JULY 2011
NAVIGATION AUTHORISATIONS – RNP APCH
1.
CONTENTS
1.
References
1
2.
Purpose
2
3.
Status of this AC
2
4.
Acronyms
2
5.
Background
3
6.
Applicability
6
7.
Related Publications
6
8.
Navigation Authorisation
6
9.
Navigation Authorisation Process
7
10. Application
7
11. Aircraft Eligibility
8
12. System Performance, Monitoring and
Alerting
9
13. System Functionality
9
14. Operating Standards
10
15. Flight Crew Knowledge and Training
13
16. Minimum Equipment List
14
17. Continuing Airworthiness
14
18. Navigation Data Base
15
REFERENCES
• ICAO Doc 9613 Performance Based
Navigation Manual Volume II Part C
Chapter 5 Implementing RNP APCH.
• CAO 20.91 Navigation Authorisations,
Appendix 6, Requirements for use of
RNP APCH.
• CAAP 179(A)-1(1) Navigation using
Global Navigation Satellite Systems
(GNSS).
• CASA Form 1307: Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
• FAA AC 20-138A Airworthiness
Approval of Global Navigation Satellite
System (GNSS) Equipment
• FAA AC 20-138B Airworthiness
Approval of Positioning and Navigation
Systems
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
2.
2
PURPOSE
2.1
This Advisory Circular (AC) provides information for operators of Australian, or
foreign registered aircraft, who wish to gain approval to conduct Performance Based
Navigation (PBN) operations in Australian airspace. These operations are consistent with the
navigation specifications described in International Civil Aviation Organization (ICAO)
Document 9613 Performance-based Navigation Manual (ICAO Doc 9613 PBN Manual) and
include area navigation (RNAV) and Required Navigation Performance (RNP) navigation
specifications.
3.
STATUS OF THIS AC
3.1
This is the first AC relating to Required Navigation Performance Approach (RNP
APCH) navigation authorisations and is based on information contained in Volume II, Part
C, Chapter 5, of ICAO Doc 9613 PBN Manual and Appendix 4, Requirements for use of
RNP APCH Civil Aviation Order (CAO) 20.91 Navigation Authorisations. The numbering
convention used in the title of this AC is also aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
ANSP
Air Navigation Service Provider
AOC
Air Operators Certificate
APV
Approach with Vertical Guidance
ATC
Air Traffic Control
Baro-VNAV Barometric Vertical Navigation
CAAP
Civil Aviation Advisory Publication
CAO
Civil Aviation Order
CAR
Civil Aviation Regulations 1988
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
CDI
Course Deviation Indicator
DA
Decision Altitude
EASA
European Aviation Safety Agency
EUROCAE
European Organisation for Civil Aviation Equipment
FAA
Federal Aviation Administration
FAF
Final Approach Fix
FMS
Flight Management System
FTE
Flight Technical Error
GNSS
Global Navigation Satellite System
GPS
Global Positioning System
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3
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
IAL
Instrument Approach and Landing
ICAO
International Civil Aviation Organization
IF
Intermediate Fix
ILS
Instrument Landing System
LNAV
Lateral Navigation
LOA
Letter of Acceptance
LP
Localiser Performance
LPV
Localiser Performance with Vertical Guidance
MEL
Minimum Equipment List
NOTAM
Notice to Airmen
NPA
Non-Precision Approach
OEM
Original Equipment Manufacturer
Ops Specs
Operations Specifications
PBN
Performance Based Navigation
QRH
Quick Reference Handbook
RNAV
Area Navigation
RNP
Required Navigation Performance
RNP APCH RNP Approach
RVSM
Reduced Vertical Separation Minimum
SBAS
Space Based Augmentation System
SIS
Signal in Space
TSO
Technical Standard Order
VNAV
Vertical Navigation
2D
2 Dimensional
3D
3 Dimensional
5.
BACKGROUND
5.1
RNP APCH is an ICAO PBN Manual navigation specification which supports
Global Navigation Satellite System (GNSS) based instrument approach procedures
characterised by straight segments and for which the minimum standard of avionics is
typically a Technical Standard Order (TSO) C129a (or equivalent) stand-alone receiver.
5.2
One type of RNP APCH procedure has been flown in Australia for some years,
initially identified as Global Positioning System Non-Precision Approach (GPS NPA)
procedures and more recently as RNAV (GNSS) procedures. ICAO has identified that this
type of operation meets the basic requirements of an RNP operation and this type of
approach is now known as an RNP APCH - LNAV.
5.3
An RNP APCH procedure may be flown using a stand-alone GNSS system, or a
Flight Management System (FMS) with GNSS input.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
4
5.4
An RNP APCH may be flown using either augmented or non-augmented GNSS
signals as determined by aircraft receiver capability, augmented GNSS service area
availability and aircrew qualifications.
5.5
There are four types of RNP APCH procedures; they are:
• RNP APCH – LNAV (lateral navigation): where lateral guidance is provided by
GNSS signal in space (SIS);
• RNP APCH - LNAV/VNAV (vertical navigation) where lateral guidance is
provided by GNSS SIS and vertical guidance is provided by barometric vertical
navigation (Baro-VNAV);
• RNP APCH - LP (localiser performance): where lateral guidance equivalent to a
localiser approach is provided by augmented GNSS SIS; and
• RNP APCH - LPV (localiser performance with vertical guidance): where lateral
and vertical guidance is provided by augmented GNSS SIS.
5.6
An RNP APCH may be flown as either a 2-dimensional (2D) or 3-dimensional
(3D) procedure. Where RNP APCH procedures involve only 2D guidance they are classified
as NPA, where they have 3D guidance they are classified as Approaches with Vertical
Guidance (APV). Therefore RNP APCH NPA and APV are:
• NPA:
º RNP APCH - LNAV; and
º RNP APCH - LP;
• APV:
º RNP APCH - LNAV/VNAV; and
º RNP APCH - LPV.
Note 1: LP and LPV approaches are designed to similar criteria as Instrument Landing
Systems (ILS) and as such have much narrower splays than a LNAV or LNAV/VNAV
approach. To achieve the required lateral (LP) and vertical (LPV) navigation accuracy,
availability, integrity and continuity requirements some form of GNSS SIS augmentation is
required.
Note 2: This augmentation does not currently exist in Australia and as such RNP APCH
using LP or LPV minima are not available to Australian operators. The requirement for
GNSS augmentation to support LP/LPV operations is unlikely to be removed until a dual
frequency multi-constellation GNSS becomes available; estimated circa 2025.
5.7
A 2D RNP APCH (i.e. an NPA) is flown to a minimum descent altitude which is
charted as either LNAV or LP minima on the approach plate.
5.8
A 3D RNP APCH (i.e. an APV) is flown to a decision altitude which is charted as
either LNAV/VNAV or LPV minima on the approach plate.
Note: Due to the lack of GNSS augmentation in Australia it is unlikely that LP or LPV
minima will be published on Australian approach plates. Australian RNP APCH charts are
likely therefore to be limited to non-augmented GNSS design criteria and two lines of
minima; namely LNAV and LNAV/VNAV.
Draft only: July 2011
5
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
5.9
A basic RNP APCH navigation authorisation (or endorsement) only applies to
lateral navigation using non-augmented GNSS SIS i.e. RNP APCH - LNAV. Due to the
complexity and limitations of Baro-VNAV systems and the effects of temperature and
pressure variations on their operation an additional navigation authorisation/endorsement is
required for LNAV/VNAV operations (see AC 91U-II-Attachment (0) APV Baro-VNAV).
Further, due to the differences in equipment functionality, pilot knowledge and training and
operating procedures between non-augmented and augmented GNSS approach operations it
is likely that a separate navigation authorisation/endorsement will be required for LP and
LPV operations. These requirements will be developed only if Australia acquires a GNSS
augmentation system. Where the additional requirements of AC 91U-II-Attachment (0) APV
Baro-VNAV or those to be determined for LP/LPV operations have been met the RNP
APCH navigation authorisation (or endorsement) may be annotated as follows:
• RNP APCH:
º LNAV;
º LP/LPV; and
º LNAV/VNAV.
Note: RNP APCH – LNAV is simply a name change from RNAV GNSS. There are no
changes to extant operational, training or recent experience requirements for these
procedures. LP and LPV are fundamentally the GNSS equivalent of localiser and ILS but
require an augmentation system to enhance the GNSS SIS performance. Their level of error
tolerance and ease of use would suggest minimal additional training requirements over
those of the current RNAV GNSS syllabus and an ILS endorsement. Training and recent
experience requirements are yet to be fully determined for LP/LPV approach operations. As
an interim measure, for operators holding Civil Aviation Regulations 1988 (CAR) 217
training approvals operational requirements will be met through the relevant CAR 217
training programme. For non-CAR 217 operators the requirements of Civil Aviation Order
(CAO) 40.2.1 are being developed and interim arrangements (such as an Instrument) may
be required.
5.10
Air Operators Certificate (AOC) holders and operators of other RNP APCH –
LNAV/VNAV capable aircraft, typically those equipped with a FMS, are required to operate
in accordance with an RNP APCH navigation authorisation as described in this AC.
5.11
Pilots with an RNAV (GNSS) endorsement on an instrument rating conducting an
RNP APCH - LNAV in an aircraft equipped with an approved stand-alone GNSS navigation
system meet the standards contained in this AC and are not required to operate under an
RNP APCH navigation authorisation.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
6.
6
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. An RNP APCH navigation authorisation (or equivalent approval from
another State) is not mandatory in order to gain access to Australian ‘PBN airspace’.
However, an RNP APCH navigation authorisation/endorsement (or equivalent approval
from another State) must be obtained from the Civil Aviation Safety Authority (CASA) in
order to conduct an RNP APCH - LNAV procedure in Australia. An RNP APCH and an
APV Baro-VNAV navigation authorisation/endorsement (or equivalent approval from
another State) must be obtained from CASA in order to conduct an RNP APCH
(LNAV/VNAV) procedure in Australia.
7.
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
regulations/publications:
• ICAO Doc 8168 Procedures for Air Navigation Services – Aircraft Operations
Volume I.
• CASA AC 21-37(0) Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors.
• CASA AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment:
Airworthiness Guidelines.
• CAO 40.2.1 Instrument Ratings.
8.
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that CASA has sufficient
information to issue a RNP APCH navigation authorisation:
• Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for RNP APCH are described in the
PBN Manual and may be demonstrated through an Aircraft Flight Manual
(AFM) compliance statement, AFM supplement or Original Equipment
Manufacturer (OEM) service letter; however where aircraft equipment varies
from these requirements, subsequent eligibility will be determined by CASA;
• Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aid
memoir e.g. Quick Reference Handbook (QRH), checklist etc.; and
• Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and
database management must be identified in the operations manual.
Draft only: July 2011
7
9.
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation authorisations for all PBN navigation specifications and Reduced
Vertical Separation Minimum operations are as follows:
• An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using Form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
• The CASA Permission Application Centre registers the Form 1307 and forwards it
to the relevant Certificate Management Team for assessment;
• The Certificate Management Team conducts the navigation authorisation
assessment:
º Where the application meets the criteria listed in the PBN Manual and this AC,
the Certificate Management Team approves the application and returns it to the
Permission Application Centre;
º Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual and this AC the Certificate Management
Team approves the application and returns it to the Permission Application
Centre; and
• The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Operations Specifications (Ops Spec)
and issues an updated Ops Spec to the operator.
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time,
RNP APCH navigation authorisations will be issued under CAO 20.91.
10.
APPLICATION
10.1
Content of an application for an RNP APCH navigation authorisation:
• Aircraft airworthiness documents (e.g. the AFM, AFM Supplement, OEM service
letters) that establish that the aircraft is equipped to meet the requirements for
RNP APCH operations (LNAV, LNAV/VNAV or LP/LPV);
• A description of aircraft equipment and components, including a configuration list
that details the components and equipment that the operator will use for
RNP APCH operations;
• A description of the proposed flight crew training, including:
º training syllabus; and
º arrangements to manage RNP APCH recurrent training.
Note: Course material, lesson plans and other training products are subject to CASA
approval.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
8
• A description of training programmes for maintenance personnel, dispatchers and
any other relevant training details of the operating procedures to be used, including:
º relevant sections of the company operations manual;
º checklists; and
º contingency procedures, QRH etc.
• Sections of the Minimum Equipment List (MEL) applicable RNP APCH
operations;
• A description of the maintenance programme including any provisions necessary to
ensure the continuing airworthiness of relevant navigation equipment;
• Details of the method to be used to ensure the continuing integrity of the airborne
navigation database; and
• An implementation programme, including the proposed method to monitor
RNP APCH operations, to identify, report and investigate any failure or potential
failure in the aircraft systems or operating procedures.
11.
AIRCRAFT ELIGIBILITY
11.1
An aircraft is eligible for an RNP APCH navigation authorisation if:
• The AFM, an AFM supplement, or OEM service letter states that the aircraft
navigation system is approved for RNP 0.3 approach operations with GNSS
updating;
• The aircraft is equipped with a navigation system which meets the requirements of
AC 91U-II-C-6 (0) RNP AR navigation authorisation;
• The aircraft is equipped with GNSS stand-alone system approved for NPA
operations in accordance with AC 21-36(0) (TSO-129a/ ETSO-C129a Class A1 or
E/TSO-146 Class Gamma and operational Class 1,2 or 3);
• The aircraft is equipped with a multi-sensor system (e.g. FMS) with GNSS
equipment in accordance with TSO C129()/ETSO-C129() Class B1, C1, B3, C3 or
E/TSO C145() class 1,2 or 3, approved for approach operations in accordance with
AC 21-36(0) and AC 21-37(0); or
• The aircraft is demonstrated to comply with the requirements for RNP APCH
operations (LNAV, LP/LPV or LNAV/VNAV) contained in ICAO Doc 9613 PBN
Manual Volume II, Part C, Chapter 5, Implementing RNP APCH.
Note: LP/LPV and LNAV/VNAV operations are yet to be published in Volume II, Part C,
Chapter 5 of the PBN Manual however they have been released by ICAO under State Letter
SP 65/4-10/53 of 23 July 2010.
Draft only: July 2011
9
12.
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
System performance, monitoring and alerting requirements for RNP APCH
operations are as stated in ICAO Doc 9613 Volume II, Part C, Chapter 5, Implementing
RNP APCH.
13.
SYSTEM FUNCTIONALITY
13.1
System functionality requirements for RNP APCH operations are as stated in ICAO
Doc 9613 Volume II, Part C, Chapter 5, Implementing RNP APCH.
13.2
Guidance provided in AC 21-36(0) Global Navigation Satellite System (GNSS)
Equipment: Airworthiness Guidelines is also relevant.
13.3
An alternative means for the display of cross-track information is:
• Display in the pilot’s primary field of view of aircraft position relative to the path;
• Display of numeric cross-track deviation in 1/10th nm or less outside the pilot’s
primary field of view;
• The flight crew consists of two pilots;
• The pilot not flying is able to monitor the numeric cross-track deviation;
• Crew procedures (including callouts) are implemented to ensure that both operating
crew can perform all normal duties in addition to monitoring cross-track deviation;
and
• CASA has conducted an operational evaluation of the displays and crew
procedures.
Note: In some cases aircraft position is displayed graphically on a map display and it is
possible for the pilot flying to detect off-track deviation and estimate the approximate crosstrack error by reference to the characteristics of the symbol used to indicate the aircraft
position. A display of this type may provide an adequate standard of deviation indication
where supplemented by a numeric indication of deviation, (which may be outside the pilot’s
normal field of view), such as a control and display unit. Commonly this information will be
monitored by the pilot not flying and relayed to the pilot flying in accordance with suitable
crew procedures.
13.4
The requirement for the display of lateral position relative to the desired path is;
• A digital indication in 1/10th nm or less; or
• A relative indication which allows the pilot to determine deviation in proportion to
a known indicator scale.
Note: Display of cross-track deviation is commonly provided by either a course deviation
indicator (CDI) or as a numeric value displayed on a map display. Where the deviation
information is displayed on a CDI or similar instrument, the scaling of the display may vary
depending upon the receiver mode or is fixed. Whichever method of display or display
scaling is used the standard is met if the information available to the pilot is sufficient to
determine that the aircraft is within the permitted cross-track tolerance for each segment of
the approach.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
10
13.5
Where the minimum flight crew is two pilots, a means for the pilot not flying to
verify the desired path and the aircraft position relative to the path is required.
13.6
Display in the pilot’s primary field of view of a navigation system failure or alert is
required for:
• loss of GNSS integrity or integrity monitoring capability; and
• failure of a GNSS sensor.
13.7
Capability is required for determination that:
• GNSS positioning is active; or
• for RNP systems where an alert is not immediately enunciated when GNSS
updating is not available, the current navigation performance is adequate.
Note: Some RNP navigation systems do not provide an alert when GNSS updating is
temporarily not available and the navigation accuracy remains with the requirements for
the selected RNP. In such cases valid guidance remains available until the position solution
is degraded to a level which initiates an alert indicating that the navigation performance
limits are exceeded.
14.
OPERATING STANDARDS
14.1
Flight Planning
14.1.1 The availability of a GNSS service (constellation) sufficient to support the intended
use of an RNP APCH procedure is to be determined prior to commencement of the
procedure and crews must:
• Verify that the aircraft and operating crew are approved for the type of RNP APCH
being planned;
• Confirm that the destination and alternate aerodrome requirements for the type of
RNP APCH being planned are met (refer to AIP and Civil Aviation Advisory
Publication (CAAP) 179(A)-1(1));
• Confirm that the navigational database is current and appropriate for the region of
intended operation and includes the navigation aids and waypoints required for the
operation; and
• Insert the appropriate identifier in the flight plan to indicate the RNP APCH type
(currently only ‘NAV/GPSRNAV’ is recognised/available and is used to
collectively indicate RNP APCH – LNAV, Night Visual Flight Rules (VFR)
RNAV and Instrument Flight Rules (IFR) RNAV).
14.2
GNSS Integrity Availability
14.2.1 GNSS navigation systems are equipped with a means of monitoring the integrity of
the position solution. Integrity may be assured by a number of methods including Receiver
Autonomous Integrity Monitor and proprietary hybrid Inertial Reference System (IRS)GPS
systems (e.g. Honeywell HIGH, Litton AIME). Approved GNSS navigation systems provide
a means to ensure the integrity of GNSS positioning and provide an alert to the crew when
integrity is not available or the system is not able to provide an integrity monitoring
function.
Draft only: July 2011
11
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
14.2.2 The availability of the integrity monitoring function is dependent upon a number of
factors including the satellite constellation geometry and serviceability, terrain masking and
the integrity algorithm used by the on-board navigation system.
14.2.3 The availability of a GNSS service with integrity to support an RNP APCH
operation can be predicted and is available from a variety of sources including Air
Navigation Service Provider (ANSP)s, commercial services, and avionics manufacturers.
Availability prediction should take into account the latest satellite constellation Notice to
Airmen and the integrity algorithms used by the aircraft avionics. An on-board prediction
function may also be available but operators should be aware that a prediction may not take
account of known or planned constellation unserviceability, and may not be reliable.
14.2.4 Operators, pilots and ANSPs need to be aware, that a prediction of integrity
availability, an unplanned failure of GNSS elements can result in a loss of integrity
monitoring capability, and in some cases a complete loss of the navigation function whilst
airborne, which may require reversion to an alternative means of navigation. Pilots should,
therefore, assess their capability to navigate (potentially to an alternate destination) in the
case of failure of GNSS navigation.
14.2.5 For aircraft navigating with Space Based Augmentation System (SBAS) receivers
(all TSO-C145/C146), check GPS INTEGRITY availability in areas where SBAS is
unavailable.
14.3
Flight Procedures
14.3.1 For non AOC holders flight procedures as described in CAAP 179(A)-1(1) apply.
For AOC holders the procedures detailed in the following paragraphs apply.
14.3.2
Flight crew procedure review including:
• verification of the waypoint sequence;
• reasonableness of the tracks and distances;
• that the GNSS sensor is used for position computation; and
• if barometric aiding is used that the current airport barometric altimeter setting is
entered.
14.3.3
Display selection:
• approach procedure path is displayed; and
• cross-track deviation monitoring is available.
Note: Air Traffic Control (ATC) tactical interventions in the terminal area may include
radar headings, or ‘direct to’ clearances which bypass the initial legs of an approach,
intercept an initial or intermediate segment of an approach, or require insertion of
waypoints loaded from the database. In accepting ATC instructions, the flight crew should
be aware of the implications for the navigation system, which may include:
• adequacy of turn guidance;
•
establishment on next segment prior to descent; and
•
where VNAV is used, flight planned limiting altitudes not observed.
Note: As a general rule ‘direct to’ tracking to the intermediate fix (IF) is acceptable
provided groundspeed is limited and the track change at the IF does not exceed 45 degrees.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
12
14.3.4 Aircraft is established on the final approach course no later than the final approach
fix.
14.3.5
Descent in the final segment is not commenced unless:
• the correct approach mode is enunciated; or
• RNP 0.3 is selected and available.
14.3.6
The procedure is discontinued:
• if the navigation system display is flagged invalid;
• in the case of loss of integrity alert;
• if the integrity alerting function is not available; or
• if Flight Technical Error (FTE) is excessive.
Note: An alert may not be provided and a missed approach may not be required for some
multi-sensor systems where continuity of RNP capability is available when GNSS updating
is temporarily lost. Manufacturer documentation should be examined to determine the extent
the system may use in such a configuration.
14.3.7 The standard for limitation of cross-track error/deviation (the difference between
the computed path and the displayed aircraft position) is ½ the navigation accuracy for the
segment, which is:
• 0.5 nm for the initial, intermediate segment and missed approach; and
• 0.15 nm for the final approach segment.
Note 1: Brief deviations from this standard during and immediately after turns, are
normally considered acceptable. As accurate cross-track information is not provided during
turns, crew procedures and training needs to emphasise observance of turn anticipation
commands, and management of rate of turn.
Note 2: In some aircraft, display of track deviation less than the standard for limitation of
cross-track error/deviation in the final approach segment may be limited and the initial
numeric display of deviation may exceed the 0.15 nm standard. The control, by crew
intervention, of maximum cross-track deviation is intended to provide curtailment of the
FTE probability distribution, and there is no absolute value which defines the maximum
acceptable deviation. Consideration of all factors which limit the FTE distribution such as
the use of autopilot and/or flight director may permit a variation to the standard for the
cross-track deviation limit without compromising the safety of operations.
14.3.8
The use of a flight director and/or autopilot is recommended.
14.3.9
Contingency procedures for a loss of RNP APCH capability during the approach.
Note: A loss of some functions which warrant a missed approach may not result in a loss
of navigational guidance. For example, the loss of integrity monitoring does not imply a loss
of integrity, and continued reliable tracking information will normally be available for use
and contingency procedures developed accordingly.
Draft only: July 2011
13
15.
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
Ground and flight (actual or simulated) training in normal and abnormal operations
sufficient to achieve operational competency.
Note 1: The extent of training will vary depending upon many factors including the crew’s
previous experience in the use of RNAV/RNP systems, the navigation system complexity,
aircraft type and the method of training delivery. As a guide, crews typically require 4-8
hours ground training in knowledge elements.
Flight training programmes vary considerably due to the differences in equipment function
and complexity. Stand-alone systems commonly used in general aviation and flown in
single-pilot operations, typically require a number of actual and/or simulated flight training
exercises to achieve proficiency. FMS equipped aircraft flown by crews familiar with FMS
use, commonly require one or more (2-4 hr) simulator exercises per crew.
Normal operations are generally relatively simple and proficiency can be achieved with
minimum training. However operations involving multiple approaches, changes to
procedure selection, contingency procedures and non-normal operations can be challenging
and adequate training in these elements needs to be provided.
Note 2: Depending upon the aircraft and navigation system, training for an RNP APCH –
LNAV (RNAV (GNSS)) endorsement provided by an approved flying training organisation
may provide a suitable standard of training. Where the operator has assessed that such
training is insufficient, the application should detail any supplementary training and/or
checking arrangements.
15.2
Knowledge elements:
• requirements for an RNP APCH navigation authorisation;
• GNSS and RNP principles;
• navigation system operation;
• Instrument Approach to Land (IAL) procedure characteristics as determined from
chart depiction and textural description;
• flight path construction, including waypoint types (flyover and fly-by), path
terminators and other elements;
• for FMS/Multi Mode Radio (MMR) systems, the method used to derive displayed
position including input from navigation sensors (e.g. Inertial Reference Unit
(IRU), GNSS, Distance Measuring Equipment (DME) and system
prioritisation/weighting/logic;
• functional integration with other aircraft systems;
• display symbology and interpretation;
• navigation equipment necessary to conduct RNP APCH operations;
Note: Pilots need to be aware that the type of navigation equipment capable of
RNP APCH procedures includes stand-alone and FMS installations and that the conduct of
an RNP APCH varies accordingly.
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
14
• levels of automation, mode annunciations, changes, alerts, reversions and
degradation;
• speed constraints;
• altitude limitations;
• operator policy on use of automation, including methods to minimise cross-track
error; and
• radio telephony phraseology for RNP APCH applications.
15.3
Training elements:
• Navigation equipment operating procedures, including:
º navigation database currency verification;
º system self-tests;
º position initialisation; and
º retrieval, loading and execution of an RNP APCH;
• approach review, verification of waypoint sequence and flight plan;
• display/equipment set-up;
• management of route discontinuities;
• normal approach and landing;
• missed approach and holding;
• fly direct to a waypoint;
• intercept an initial or intermediate segment of an approach;
• turn anticipation including ground speed and altitude effects;
• determine cross-track error/deviation;
• monitoring procedures for each phase of flight;
• change approach, destination or alternate; and
• conduct contingency procedures following RNP system failure.
16.
MINIMUM EQUIPMENT LIST
16.1
The operator’s MEL must identify any unserviceability that affects the conduct of
an RNP APCH operation.
17.
CONTINUING AIRWORTHINESS
17.1
The operator is required to implement procedures to ensure the continuing
airworthiness of the aircraft for RNP APCH operations.
17.2
Aircraft equipment and configuration control consistent with the RNP APCH
capability and minimum equipment requirements is required.
17.3
Engineering personnel are to be provided with training where required to ensure
that they are familiar with RNP APCH airworthiness requirements.
Draft only: July 2011
15
18.
AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
NAVIGATION DATA BASE
18.1
A navigation database should be obtained from a supplier that complies with Radio
technical Commission for Aeronautics (RTCA) DO 200A/ European Organisation for Civil
Aircraft Equipment (EUROCAE) document ED-76, Standards for Processing Aeronautical
Data and should be compatible with the intended function of the equipment (see ICAO
Annex 6, Part 1, Chapter 7). A Letter of Acceptance (LOA), issued by an appropriate
regulatory authority to each of the participants in the data chain, demonstrates compliance
with this requirement (e.g. Federal Aviation Administration (FAA) LOA issued in
accordance with FAA AC 20-153 or European Aviation Safety Agency (EASA) LOA issued
in accordance with EASA Implementing Rule (IR) 21 subpart G)
18.2
An operator who uses a navigation database supplier that does not meet these
standards must implement navigation database integrity checks using appropriate software
tools or approved manual procedures to verify data relating to all waypoints in airspace or
routes where RNP 1 operations are conducted. These checks are in addition to any checks
performed by the Aeronautical Information Services, unapproved navigation database
suppliers or navigation equipment manufacturers.
Note: While a LOA provides assurance of minimum standards for the supply of a
navigation data, errors may still occur and all operators should consider the need to
conduct periodic checks to ensure database integrity.
18.3
Any discrepancy in data is to be reported to the navigation data base supplier and
resolved prior to operational use by:
• re-issue of the navigation database;
• prohibition of the route; or
• instructions to flight crew.
Note: Typically, airline operators will contract with a navigation database supplier to
provide a customised database and will establish procedures to validate the navigation data
at each 28 day cycle. Other operators may rely on a generic database and may not have the
capability to independently validate the data.
In such cases procedures may need to be implemented to validate navigation data using a
simulator or desk-top device, or additional cockpit procedures applied to validate each
procedure before commencement of an approach.
Executive Manager
Standards Development and Future Technology
July 2011
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AC 91U-II-C-5 (0): Navigation Authorisations – RNP APCH
INTENTIONALLY LEFT BLANK
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16
DRAFT
Advisory Circular
AC 91U-II-C-6 (0)
JULY 2011
NAVIGATION AUTHORISATIONS – RNP AR
OPERATIONS
CONTENTS
1. References
1
2. Purpose
1
3. Status of this AC
2
4. Acronyms
2
5. Background
3
6. Applicability
5
7. Related Publications
5
8. Navigation Authorisation
5
9. Navigation Authorisation Process
6
10. Application
7
11. Aircraft Eligibility
8
12. System Performance, Monitoring and
Alerting
9
13. System Functionality
9
14. Operating Standards
11
15. Flight Crew Knowledge And Training
15
16. MiNimum Equipment List
16
17. Continuing Airworthiness
16
18. Navigation Data Base
17
19. Implementation Programme
18
20. Conditions
On
A
Navigation
Authorisation
19
1.
2.
REFERENCES
• ICAO Doc 9613 Performance Based
Navigation Manual Volume II Part C
Chapter 6 Implementing RNP AR
APCH.
• CAO 20.91 Navigation Authorisations,
Appendix 7, Requirements for use of
RNP AR.
• FAA AC 120-29A Criteria For
Approval of Category I and Category II
Weather Minima for Approach.
• CASA Form 1307 Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
PURPOSE
This Advisory Circular (AC) provides
information for operators of Australian, or
foreign registered aircraft, who wish to gain
approval to conduct Performance Based
Navigation (PBN) operations in Australian
airspace. These operations are consistent with
the navigation specifications described in
International Civil Aviation Organization
(ICAO) Document 9613 PBN Manual and
include Area Navigation (RNAV) and Required
Navigation Performance (RNP) navigation
specifications.
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
3.
2
STATUS OF THIS AC
3.1
This is the first AC relating to RNP AR Navigation Authorisations and is based on
information contained in Volume II, Part C, Chapter 6, of ICAO Doc 9613 Performance
Based Navigation (PBN) Manual and Appendix 5, Requirements for use of RNP AR, Civil
Aviation Order (CAO) 20.91 Navigation Authorisations. The numbering convention used in
the title of this AC is also aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
AHRS`
Attitude and Heading Reference System
ALARP
As Low as Reasonably Practical
AOC
Air Operators Certificate
AMOC
Alternative Means of Compliance
ATS
Air Traffic Services
Baro-VNAV
Barometric Vertical Navigation
CAR
Civil Aviation Regulations 1988
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
CBT
Competency Based Training
CDI
Course Deviation Indicator
DA
Decision Altitude
DME
Distance Measuring Equipment
EOSID
Engine Out Standard Instrument Departure
FAA
Federal Aviation Administration
FFS
Full Flight Simulator
FOSA
Flight Operational Safety Assessment
FMC
Flight Management Computer
FMS
Flight Management System
FTE
Flight Technical Error
GNSS
Global Navigation Satellite System
IAF
Initial Approach Fix
IAL
Instrument Approach and Landing
ICAO
International Civil Aviation Organization
IRS
Inertial Reference System
LNAV
Lateral Navigation
MEL
Minimum Equipment List
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MMR
Multi Mode Radio
NNDP
Non Normal Decision Point
NOTAM
Notice to Airmen
OEI
One Engine Inoperative
OEM
Original Equipment Manufacturer
Ops Specs
Operations Specifications
PBN
Performance Based Navigation
PIC
Pilot in Command
QRH
Quick Reference Handbook
RF
Radius Fixed
RNAV
Area Navigation
RNP
Required Navigation Performance
RNP APCH
RNP Approach
RNP AR APCH
RNP Authorisation Required Approach
RNP AR DEP
RNP Authorisation Required Departure
RPL
Recognition of Prior Learning
RVSM
Reduced Vertical Separation Minimum
SAAAR
Special Aircraft and Aircrew Authorisation Required
TAWS
Terrain Awareness and Warning System
TOGA
Take Off Go Around
TSE
Total System Error
VEB
Vertical Error Budget
VIP
Vertical Intercept Point
VMC
Visual Meteorological Conditions
VNAV
Vertical Navigation
5.
BACKGROUND
5.1
An RNP AR (Authorisation Required) navigation authorisation entitles an operator
to conduct:
•
RNP AR approach (RNP AR APCH) procedures;
•
RNP AR departure (RNP AR DEP) procedures; and
•
RNP AR engine-out SID (RNP AR EOSID) procedures.
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4
5.2
RNP AR APCH is an ICAO PBN Manual navigation specification which supports
GNSS based lateral navigation (LNAV) and barometric vertical navigation (VNAV)
instrument approach procedures. The barometric vertical navigation accuracy requirements
for an RNP AR APCH procedure are demanding and as such RNP AR operations are
applicable to aircraft equipped with GNSS and suitably capable Flight Management Systems
(FMS), supported by advanced flight control and cockpit control and display systems.
Note: This requirement reflects the limitations of current available technology and is not
intended to preclude the approval of RNP AR operations based on non-FMS aircraft and
other vertical navigation systems. An operator may use any acceptable means to meet the
system performance monitoring and alerting requirements for the path definition, lateral
accuracy and vertical error budget (VEB) and airspace containment requirements of RNP
AR APCH.
5.3
Australia operates RNP AR proprietary procedures which include APCH, DEP and
EOSID procedures. The APCH element of these procedures conforms to the highest level
ICAO Doc 9613 PBN Manual Vol II Part C Chapter 6 Implementing RNP AR APCH with
the following additions:
•
Proprietary procedures always operate to full One Engine Inoperative (OEI)
standards, are highly tailored (e.g. to aircraft specific thrust ratings and configuration
changes) and require significant training, procedure design/validation and regulatory
oversight resources.
•
RNP AR (proprietary) are defined path procedures utilising highly accurate track
keeping following a predetermined ground track. RNP AR (proprietary) uses both
straight and turning segments with Radius to Fix (RF) leg transitions used
exclusively for all turning segments.
•
RNP AR (proprietary) use a two times RNP value methodology for TSE and ½ RNP
value for FTE and as such are able to be supported by a two times RNP value
parallel containment procedure design criteria. This design criteria results in
significant operational, safety and environmental benefits through reduced airspace
requirements and reduced aircraft noise and emissions.
5.4
Australia will also implement RNP AR APCH procedures that conform to ICAO
Doc 9613 PBN Manual Vol II Part C Chapter 6 Implementing RNP AR APCH and ICAO
Doc 9905 RNP AR APCH Procedure Design Manual. RNP AR APCH (ICAO) are public
instrument approach procedures which do not include DEP or EOSID procedures. RNP AR
(ICAO) are available to appropriately authorised aircraft and operate to an All Engine
Operating (AEO) standard. RNP AR (ICAO) procedures may or may not include a
requirement for RF leg transitions.
5.5
An RNP AR (proprietary) navigation authorisation may be limited by the type of
procedure ie; APCH, DEP and EOSID or the RNP capability of the aircraft. For example an
RNP AR (proprietary) navigation authorisation may be limited to only APCH and DEP
procedures with an RNP of not less than 0.3 due to operational or airworthiness
considerations.
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5.6
Due to the higher standard of operation an RNP AR APCH (proprietary) navigation
authorisation entitles an operator to also receive an RNP AR APCH (ICAO) navigation
authorisation. An RNP AR APCH (ICAO) navigation authorisation is by definition limited
to approach operations only but still requires annotation of the minimum RNP value to
which an operator is permitted to operate e.g. RNP AR APCH (ICAO) – RNP 0.2. Similarly,
due to the higher standard of operation an RNP AR EOSID navigation authorisation entitles
an operator to also receive an RNP AR DEP navigation authorisation.
5.7
AOC holders and operators of other RNP AR capable aircraft, typically those
equipped with an FMS, are required to operate in accordance with an RNP AR navigation
authorisation as described in this AC.
5.8
Due to the complexity and high regulatory oversight required to implement RNP
AR (proprietary) procedures, navigation authorisations for RNP AR (proprietary) operations
will initially be limited to CAR 217 approved (or equivalent approval from another State)
operators. RNP AR APCH (ICAO) procedures may be used by non-CAR 217 approved
operators and RNP AR APCH (proprietary) DEP (AEO only) procedures may also be
considered in the future for non-CAR 217 approved operators as operational and regulatory
experience is developed.
6.
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. An RNP AR navigation authorisation (or equivalent approval from
another State) is not mandatory in order to gain access to Australian ‘PBN airspace’.
However an RNP AR navigation authorisation (or equivalent approval from another State)
must be obtained from CASA in order to conduct an RNP AR (proprietary) APCH, DEP or
an EOSID procedure in Australia.
6.2
An RNP AR APCH navigation authorisation meets the GNSS lateral and
barometric vertical navigation requirements of an RNP APCH –LNAV/VNAV navigation
authorisation (see AC 91U-II-C-5 (0) Navigation Authorisations - RNP APCH). However
while foreign operators holding an FAA RNP SAAAR (or equivalent approval from another
State) meet the requirements of an RNP APCH –LNAV/VNAV and an RNP AR APCH
(ICAO) navigation authorisation they do not meet Australian RNP AR APCH (proprietary)
requirements. Holders of an FAA SAAAR (or equivalent approval from another State) must
obtain an approval from CASA prior to conducting an RNP AR APCH (proprietary)
operation in Australia.
7.
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
regulations/publications:
8.
•
ICAO Doc 9905 RNP AR Procedure Design Manual;
•
CASA AC 21-37(0) Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors; and
•
CASA AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment:
Airworthiness Guidelines.
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that CASA has sufficient
information to issue a RNP AR Navigation Authorisation:
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6
•
Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for RNP AR are described in the
PBN Manual and may be demonstrated through an AFM compliance
statement, AFM supplement or OEM service letter; however where aircraft
equipment varies from these requirements subsequent eligibility will be
determined by CASA;
•
Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aid
memoir e.g. QRH, checklist etc ; and
•
Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and data
base management must be identified in the operations manual.
9.
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation Authorisations for all PBN navigation specifications and RVSM
operations are as follows:
•
An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
•
The CASA Permission Application Centre registers the Form 1307 and forwards it
to the relevant Certificate Management Team for assessment;
•
The Certificate Management Team conducts the navigation authorisation
assessment and;
º Where the application meets the criteria listed in the PBN Manual and this AC,
the Certificate Management Team approves the application and returns it to the
Permission Application Centre; or
º Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual, CAO 20.91 and this AC the Certificate
Management Team approves the application and returns it to the Permission
Application Centre; and
•
The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Operations Specifications (Ops Spec)
and issues an updated Ops Spec to the operator.
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
7
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time, RNP AR
Navigation Authorisations will be issued under CAO 20.91.
10.
APPLICATION
10.1
An application for an RNP AR navigation authorisation requires a detailed
description of all aspects of the proposed operation and full documentation of the elements
listed in this section, sufficient to provide CASA with the means to satisfy its regulatory
obligations associated with the issue of a navigation authorisation for operations which are
designated ‘Authorisation Required’.
10.2
Content of an application for an RNP AR navigation authorisation:
•
Aircraft airworthiness documents (e.g. the AFM, AFM Supplement, OEM service
letters) that establish that the aircraft is equipped to meet the requirements for RNP
AR operations;
•
A description of aircraft equipment and components, including a configuration list
that details the components and equipment that the operator will use for RNP AR
operations;
•
A description of the proposed flight crew training, including;
º Training syllabus; and
º Arrangements to manage RNP AR recurrent training.
Note: Course material, lesson plans and other training products are subject to CASA
approval of the operator’s Regulation 217 Training and Checking organisation of the Civil
Aviation Regulations 1988 (CAR 1988) or training service provider as appropriate.
•
A description of training programs for maintenance personnel, dispatchers and any
other relevant training details of the operating procedures to be used, including:
º Relevant sections of the company operations manual;
º Checklists; and
º Contingency procedures, QRH etc.
•
Sections of the MEL applicable RNP AR operations;
•
A description of the maintenance program including any provisions necessary to
ensure the continuing airworthiness of relevant navigation equipment;
•
Details of the method to be used to ensure the continuing integrity of the airborne
navigation database;
•
An implementation programme, including the proposed method to monitor RNP
AR operations to identify, report and investigate any failure or potential failure in
the aircraft systems or operating procedures; and
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8
•
A Flight Operational Safety Assessment (FOSA) is required to meet all aspects of
an RNP AR navigation authorisation. A FOSA detailing the methods used to
manage the risks associated with non-normal events associated with each RNP AR
operation. The FOSA is to be consistent with ICAO Doc 9613 PBN Manual
Volume II Part C Chapter 6 Implementing RNP AR APCH. The FOSA must
include mitigations implemented to reduce risks to the level of As Low as
Reasonably Practical (ALARP). Suitable methods to mitigate risk include:
º Flight crew procedures (including contingency procedures);
º Flight crew training;
º Engineering modifications;
º Operating limitations; and
º Procedure design.
•
When the FOSA is assessed to have met all requirements associated with nonnormal events an RNP AR navigation authorisation may be issued and annotated as
follows:
º RNP AR APCH (proprietary or ICAO as appropriate);
º RNP AR DEP; and
º RNP AR EOSID.
Note: Additional guidance on provision for non-normal operations is contained in FAA
AC 120-29A Criteria for Approval of Category I and Category II Weather Minima for
Approach.
11.
AIRCRAFT ELIGIBILITY
11.1
An aircraft is eligible for an RNP AR navigation authorisation if:
•
The aircraft manufacturer has documented that the aircraft is capable of RNP
approach and/or departure operations;
•
The aircraft meets the requirements for RNP AR operations in accordance with
ICAO Doc 9613 PBN Manual Volume II Part C Chapter 6 Implementing RNP AR
APCH as applicable;
•
The aircraft is equipped with the following minimum equipment:
º For aircraft certified to TSO-C129a (or equivalent) standards
º 2 FMS;
º 2 GNSS receivers (may be included in an MMR);
º 1 IRS;
º 2 Flight Directors
º 2 Flight Mode Enunciators;
º 2 RADALT;
º Duplicated primary flight and navigation displays;
º Duplicated AC power source (APU may be used);
º 1 Autopilot channel; and
º 1 TAWS appropriate to class of operation;
•
For aircraft certified to TSO-C145a/C146a (or equivalent) standards:
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9
º
º
º
º
º
º
º
º
º
•
2 FMS;
2 GNSS receivers (may be included in an MMR);
1 Flight Director;
1 Flight Mode Annunciator;
1 RADALT;
Duplicated primary flight and navigation displays;
Duplicated AC power source (APU may be used); and
1 Autopilot channel; and
1 TAWS appropriate to class of operation;
Any modifications, options, or particular part numbers required by the
manufacturer are installed.
Note: An assessment of aircraft capability may include individual assessments made by a
number of sources including the aircraft manufacturer, avionics supplier, the operator,
CASA, and other regulatory bodies.
12.
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
System performance, monitoring and alerting requirements for RNP AR operations
are stated in ICAO Doc 9613 Volume II Part C Chapter 6 Implementing RNP AR APCH,
with the following qualification:
•
RNP AR lateral navigation tolerances are dependent on GNSS positioning.
Positioning data from other navigation sensors may be integrated with GNSS data
provided that data does not cause position errors exceeding the total system error
(TSE) budget. If this is the case a means must be provided to deselect the other
navigation sensor type’s inputs.
Note: An FMS position is commonly derived from inputs from a multi-mode receiver, and
combined (where fitted) with IRS data. In the general case GNSS position has priority,
however less accurate positioning derived from DME or VOR may also be used, commonly
when GNSS updating is unavailable. Consequently it is possible that input from DME
and/or VOR may degrade the GNSS/IRS position. Where degradation of position accuracy is
possible, input from DME or VOR may need to be prevented either by crew de-selection of
specific stations, or by inhibiting DME and/or VOR updating by the FMS. Inhibition may be
available as the default FMS operation, or manually by crew input prior to each approach.
Aircraft OEMs and FMS suppliers are generally able to provide information on the effect of
DME and VOR input to the position solution and options for managing this function.
13.
SYSTEM FUNCTIONALITY
13.1
System functionality requirements for RNP AR operations are stated in ICAO Doc
9613 Volume II Part C Chapter 6 Implementing RNP AR APCH 6.3.3.3 Functional
requirements, with the following qualification:
•
The capability to execute leg transitions and maintain tracks consistent with an RF
leg is required for an RNP AR (proprietary) navigation authorisation.
Note: ICAO Doc 9613 includes this requirement only where approaches are designed
with RF legs, however all Australian RNP AR proprietary operations are dependent upon
RF leg capability.
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
•
10
The standard for the display of cross-track deviation is:
º A suitably scaled course deviation indicator and a map display with a numeric
indication of cross-track deviation in 1/100th NM or less, both in the pilot’s
primary field of view;
º For an RNP AR approach or departure with an RNP not less than 0.3, a map
display in the primary field of view with a numeric display of cross-track
deviation of 1/10th NM or less; or
º For an RNP AR approach or departure with an RNP less than 0.3, an
alternative means of compliance (AMOC) where an operational assessment has
determined after consideration of the following factors that the flight crew is
able to adequately monitor and manage cross-track deviations under all normal
and non-normal conditions within the FTE appropriate to the RNP to be used:
− Information displayed in the pilot’s primary field of view;
− Information displayed outside the pilot’s primary field of view;
− The resolution, scaling, numeric and other cross-track indications
available;
−
−
−
−
−
The predictive display of aircraft flight path;
The crew procedures used to monitor and manage FTE;
Operator procedures for initiation of a missed approach;
Information provided by the aircraft manufacturer; and
Simulator demonstration of FTE management.
Note 1: The recommended standard for the display of cross-track error is a CDI and map
display with a numerical display in 1/100th NM. However it is recognised that the preferred
level of display is not available in some aircraft and in order to permit such aircraft to
achieve the safety and operational advantages of RNP AR some objectivity in meeting the
standard for cross-track deviation display is considered appropriate. The outcome of a
FOSA may determine that limits should apply to the RNP used. The FOSA may determine
that different limits are applicable to approach and departure operations.
Note 2: In conducting an assessment of alternative means of display, it should be recognised
that track adherence with auto-pilot coupled is normally excellent, and that the requirement
for the crew to manage any cross-track error is infrequent. Consequently the primary
consideration is the ability of the crew to recognise a deviation in sufficient time to take
appropriate action, such as a go-round on approach, or a manual correction during a
missed approach or departure.
•
A crew alert when GNSS updating is lost is not required for navigation systems that
provide an alert when the selected RNP no longer meets the criteria for continued
navigation.
Note: This requirement does not remove the need for the annunciation of a GNSS receiver
failure, nor the ability of the crew to determine at any stage of flight that GNSS updating is
available. However in some systems the loss of GNSS updating is not enunciated, where the
navigation accuracy for the selected RNP is able to be maintained, typically by reversion to
IRS coasting. For RNP AR departure operations, lateral navigation guidance after take-off
is required to be available at or below 400ft above departure runway end elevation.
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•
Lateral navigation guidance throughout a go-round, conducted at any point in the
approach is required. (This function is commonly referred to as TOGA to LNAV.)
•
Where continuous lateral navigation guidance is not available an alternative means
may be acceptable if:
º Flight crews receive specific training in accurate track keeping during a goround; and
º The operator demonstrates that the lateral track can be accurately maintained
under all normal and non-normal conditions.
Note: Aircraft not equipped with TOGA to LNAV function will normally revert to IRS
track hold mode when TOGA is activated. On an RF leg, if TOGA is selected, such aircraft
will immediately roll off bank and begin to diverge from the flight path. Crew procedures
need to ensure that the bank angle is maintained despite flight director commands in these
cases. No provision is made in proprietary RNP AR approach procedures for reduction in
track keeping accuracy during a go-round and the maximum FTE of 1 RNP applies
throughout the approach and missed approach.
14.
OPERATING STANDARDS
14.1
General
14.1.1 The operating procedures contained in ICAO Doc 9613 Volume II Part C Chapter 6
Implementing RNP AR APCH are replaced by the operating standards in this Section.
14.2
RNP Availability Prediction
14.2.1 A prediction of the availability of an RNP service is required prior commencement
of an RNP AR operation. The factors to be taken into account in predicting the availability
of service include:
14.3
•
Aerodrome location;
•
Approach or departure operation;
•
Terrain masking;
•
Satellite serviceability (NOTAM); and
•
Installed avionics algorithms.
Radio Updating
14.3.1 Where radio updating may degrade the GNSS position procedures are required for
the crew to inhibit radio updating.
14.4
Procedure Selection
14.4.1 Approach or departure procedures (as appropriate) are required to be retrievable by
procedure identifier from the aircraft navigation database.
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14.5
12
Procedure Verification
14.5.1 Crew procedures are required to verify, prior to execution of a procedure, that the
correct approach or departure procedure has been selected and that the cockpit electronic
displays correctly replicate the route, waypoint sequence and significant operational details
shown on the published IAL procedure chart.
Note: As additional requirements are placed upon the integrity of the navigation database
for RNP AR operations, procedure verification does not require detailed checking of all
elements of the charted procedures, and emphasis is placed upon ensuring that the crew has
extracted the correct procedure from the database, that it is properly displayed by the
navigation system and that pertinent operating elements are displayed and recognised by
the flight crew.
14.6
Procedure Modification
14.6.1
Modification of the loaded procedure by the flight crew is not permitted.
14.7
Vectoring
14.7.1 A procedure may be intercepted at a position inside the IAF but no later than the
VIP when vectored by ATS. Descent on an approach procedure below the minimum
vectoring altitude is not permitted until the aircraft is established within the vertical and
lateral tolerances of the procedure and the appropriate navigation mode(s) is engaged.
14.8
Required List of Equipment
14.8.1 Prior to commencement of an RNP AR operation it is necessary that the flight crew
confirms that the equipment required is serviceable. A list of required equipment should be
readily available to the crew.
14.9
Autopilot and Flight Director
14.9.1 The standard flight control method for RNP AR procedures is autopilot coupled.
The use of a flight director is acceptable provided:
•
The operator provides guidance to crews on the circumstances when a flight
director may be used in lieu of the autopilot;
•
The manufacturer’s recommended operating procedures permit the use of the flight
director in lieu of an autopilot;
•
Flight crews are trained in the conduct of RNP AR operations using the flight
director; and
•
The operator has demonstrated that FTE can be maintained within the permitted
tolerances during all normal, rare-normal and non-normal circumstances, when
flown with flight director.
Note: The FTE used by the aircraft manufacturer to demonstrate RNP capability may be
dependent upon the use of a coupled auto-pilot. A lesser RNP capability may be applicable
to procedures flown using flight director.
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14.10
RNP Selection
14.10.1 A flight crew procedure is required to confirm that prior to commencement of an
RNP AR operation the appropriate RNP is entered into the FMC.
Note: The appropriate RNP is determined by the flight crew after consideration of the
published DA (or multiple DAs), weather and other ambient conditions, the current RNP
service and the predicted RNP service. For proprietary RNP AR procedures, other than a
system default value, RNP is not extracted from the navigation database.
14.11
GNSS Updating
14.11.1 A flight crew procedure to confirm that GNSS updating is operative prior to
commencement of an RNP AR operation is required. If GNSS updating is lost during an
approach but the navigation system continues to provide a solution consistent with the
selected RNP then the approach may be continued.
Note: This paragraph is not intended to contradict the manufacturer’s approved
operating procedures which may require an approach to be discontinued in the event of a
loss of GNSS updating.
14.12
Track Deviation Monitoring
14.12.1 The flight crew is responsible for ensuring that deviation from the defined lateral
path does not exceed 1 x RNP at all stages of flight. Flight crew procedures are required for:
•
Monitoring of lateral tracking;
•
Track deviation alerts/callouts;
•
Flight crew intervention;
•
Regaining track; and
•
Discontinuing the procedure.
Note: Proprietary RNP AR procedures require that the standard for track-keeping is
applied during turns and no allowance is made for overshoot/undershoot during entry/exit
as all turns for proprietary RNP AR procedures are RF legs.
14.13
Vertical Deviation Monitoring
14.13.1 The flight crew is responsible for ensuring that deviation from the defined vertical
path after the aircraft has passed the Vertical Intercept Point (VIP) on an approach does not
exceed the limiting value stated in the operator’s RNP AR operating procedures. The
operator’s limiting value for vertical deviation is determined after consideration of the
aircraft manufacturer’s data relating to vertical flight path accuracy, the cockpit display of
vertical deviation, and the value(s) used by the designer of the IAL procedure(s). The
operator defined vertical limitation is not to exceed 75 ft below the vertical flight path. The
limit for deviation above the flight path is determined by the operator (FOSA) after
consideration of the aircraft flight characteristics, the effect that any deviation may have on
the safe continuation of a stabilised approach, airspeed and energy management. Flight crew
procedures are required for:
•
Monitoring of vertical deviation;
•
Deviation alerts/callouts;
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•
Flight crew intervention; and
•
Missed approach.
14
Note 1: From the VIP the vertical clearance from obstacles is dependent upon a statistical
evaluation of the factors that are associated with barometric vertical guidance, as defined
by a Vertical Error Budget (VEB). The VEB includes a statistical value for vertical FTE
which may vary between aircraft types. The establishment of a maximum permitted FTE
does not affect the computation of the VEB, but provides a means for the flight crew to
monitor the vertical flight accuracy and to intervene when the deviation exceeds a nominal
limit, thereby limiting the vertical FTE and ensuring that the statistical basis for the VEB is
protected.
Note 2: The PBN Study Group is seeking to harmonise the vertical FTE requirements for
both RNP APCH – LNAV/VNAV and RNP AR APCH (Chapters 5 and 6 respectively of
Volume II of the PBN Manual) and it is possible that both specifications will list an FTE of
plus or minus 75ft. Irrespective of the vertical FTE required during the approach it is
accepted that at the VIP aircraft inertia and/or configuration changes may cause some types
of aircraft to balloon above the upper FTE limit. Such transitions above the FTE are normal
and acceptable.
14.14
Maximum Airspeeds
14.14.1 For approach procedures the limiting indicated airspeeds by segment and category
are as stated in ICAO Doc 9613 Volume II Part C Chapter 6 Implementing RNP AR APCH
unless other speeds are specified by the procedure designer. Limiting indicated airspeeds for
departure procedures are specified by the procedure designer.
14.15
Limiting Temperature
14.15.1 Temperature limitations do not apply to aircraft equipped with temperature
compensated barometric vertical navigation systems provided the operator;
•
Determines that the temperature limits are not required (including OEI
considerations);
•
Instructions are provided to flight crew detailing the circumstances when
temperature limitations do not apply; and
•
Flight crew training includes the use of temperature compensated barometric
vertical navigation systems.
Note: RNP AR approach and/or departure procedures may be limited my maximum or
minimum operating temperatures. Limiting temperatures for RNP AR procedures are
determined after consideration of OEI performance as well as the effect of temperature on
barometric vertical navigation. Where an aircraft is equipped with a temperature
compensated vertical navigation system, temperature limitations applicable to vertical
navigation may not apply, however the temperature limits may still be required for other
considerations
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
15
14.16
Altimeter Setting
14.16.1 Remote altimeter settings are not permitted.
14.17
Qualification Flight
14.17.1 Prior to issue on a navigation authorisation, the operator will conduct a
qualification flight to enable the operator and CASA to assess that the operator has met the
required standards for RNP AR operations. The CASA assessment will include:
•
The operator meets the operating standard;
•
The aircraft navigation, flight control, cockpit display and other systems function
correctly;
•
The overall interaction of procedure design, aircraft systems, airworthiness and
crew procedures function correctly; and
•
The operator’s capability to operate the most complex procedures proposed to be
flown.
Note: Where the qualification flight does not demonstrate capability at the operator’s
most complex port, the navigation authorisation may include a limitation on operations.
14.17.2 The qualification flight may be conducted in a full flight simulator provided;
•
the simulator reasonably represents the RNP AR related functions, software
version, and options of the aircraft to be flown;
•
CASA is satisfied that any RNP AR related functions not replicated in the full flight
simulator are not safety critical and may be demonstrated by other means;
•
Where the qualification is flown in an aircraft:
º The flight is to be conducted in an aircraft of the type and configuration to be
operated;
º flown by a crew trained in accordance the operator’s RNP AR training
program; and
º in VMC by day.
Note:
A qualification flight may be conducted on a scheduled revenue service.
15.
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
The flight crew knowledge and training for RNP AR operations provided in ICAO
Doc 9613 Volume II Part C Chapter 6 Implementing RNP AR APCH is applicable to RNP
AR operations, with the following qualifications.
15.2
Guidance on suitable training is provided in Appendix A.
15.3
Where crews have previous relevant RNAV (GNSS) operational experience,
recognition of prior learning (RPL) may be taken into account in the provision of RNP
training. (For this paragraph operational experience in FMC based RNAV procedures is
considered relevant.)
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16
15.4
Recency requirements for RNP AR APCH operations are satisfied if RNP AR
procedures are included in an approved CAR 217 recurrent training programme. For nonCAR 217 operators RNP AR APCH recency requirements are as for ILS (ie: one procedure
within the preceding 35 days).
15.5
Recency requirements for RNP AR APCH, RNP APCH - LNAV/VNAV and RNP
APCH – LNAV are reciprocal and the conduct of any one of these approaches meets the
recency requirements for the other two, provided all approaches are conducted in an FMS
equipped aircraft.
15.6
A Route Training and a Restricted Minima Program should be considered for the
PIC where operations are at a Restricted Airport or involve operations in the vicinity of
mountainous terrain.
Note: A Restricted Airport is one that has specific restrictions placed on it by the operator
for risk mitigation e.g. additional crew training or equipment requirements.
15.7
If route training is not conducted, the PIC should complete at least one RNP
approach at any airfield in VMC prior to unrestricted operations. There are no restrictions to
RNP Departure operations.
Note 1: The extent of training will vary depending upon many factors including the crew’s
previous experience in use of RNAV/RNP systems, the navigation system complexity, aircraft
type and the method of training delivery. As a guide, crews typically require 4-8 hours
ground training in knowledge elements.
Note 2: Flight training programs vary considerably due to the differences in equipment
function and complexity. Stand-alone systems commonly used in general aviation and flown
in single-pilot operations, typically require a number of actual and/or simulated flight
training exercises to achieve proficiency. FMS equipped aircraft flown by crews familiar
with FMS use, commonly require one or more (2-4 hr) simulator exercises per crew.
Note 3: Normal operations are generally relatively simple and proficiency can be achieved
with minimum training. However operations involving multiple approaches, changes to
procedure selection, contingency procedures and non-normal operations can be challenging
and adequate training in these elements needs to be provided.
16.
MINIMUM EQUIPMENT LIST
16.1
The operator’s minimum equipment list must identify any unserviceability that
affects the conduct of an RNP AR operation.
16.2
Redundancy is required for essential systems prior to dispatch ensuring that
capability is maintained following a loss of any individual system. Where redundant
equipment is unserviceable the MEL requirements are determined by consideration of the
effect on the RNP operation caused by a loss of system availability taking into account any
mitigating provisions incorporated in the procedure design or operating procedures.
16.3
The operator’s MEL for RNP AR operations should provide for all operations at all
ports where RNP AR operations are conducted. The MEL may be varied to allow increased
operational flexibility where some MEL items are not warranted at specific ports.
17.
CONTINUING AIRWORTHINESS
17.1
The operator is required to implement procedures to ensure the continuing
airworthiness of the aircraft for RNP AR operations.
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
17
17.2
Aircraft equipment and configuration control consistent with the RNP AR
capability and minimum equipment requirements is required.
17.3
Engineering personnel are to be provided with training, where required, to ensure
that they are familiar with RNP AR airworthiness requirements.
18.
NAVIGATION DATA BASE
18.1
General
18.1.1 The requirements for the management of the navigation databases provided in
ICAO Doc 9613 Volume II Part C Chapter 6 Implementing RNP AR APCH are applicable
to RNP AR operations, subject to the following qualifications:
•
Data Updates
º The provisions of ICAO Doc 9613 Volume II Part C Chapter 6 Implementing
RNP AR APCH relating to Data Updates do not apply to proprietary
procedures.
•
Cyclic Data Checks
º A procedure is required to ensure the continued validity of navigation data at
each data cycle. Any discrepancy in data is to be resolved prior to operational
use by:
− Re-issue of the navigation database;
− Withdrawal of the approach or departure procedure; or
− Instructions to flight crew.
•
Flight Validation
º Where a certificated procedure designer has not conducted a flight validation in
an aircraft of the type and configuration to be operated, the operator is required
to conduct a flight validation for each aircraft type/configuration to verify that:
− The aircraft navigation, flight control, cockpit display and other systems
function correctly;
− The procedure is flyable;
− The operator’s crew procedures are adequate; and
− The overall interaction of procedure design, aircraft systems, airworthiness
º
and crew procedures function correctly.
The validation flight may be conducted in a flight simulator provided:
− The simulator reasonably represents all RNP AR related functions,
software version, and options of the aircraft to be flown; or
− Where the simulator does not fully replicate the aircraft configuration;
− The procedure is typical of other procedures previously validated in the
aircraft type by the operator; and
− The procedure is not complex; and
− CASA is satisfied that the validation is adequate.
Note: For purposes of this paragraph a procedure may be considered complex if there
are turns within the final approach segment, the missed approach includes more than one
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
18
turn in order to achieve obstacle clearance, or a departure includes a turn below 1000ft or
more than one turn in order to achieve obstacle clearance.
º In all other cases the validation flight is to be conducted in the operator’s
aircraft in VMC by day.
Note:
The validation flight may be conducted on a scheduled revenue service.
º
Prior to entry into operational service each procedure is to be flight checked by
the operator in an aircraft of the type/configuration operated;
− In VMC;
− Flown by an RNP AR qualified crew; and
− Assessed in writing as fit for service by the aircraft captain.
Note:
The flight check may be conducted on a scheduled revenue service.
19.
IMPLEMENTATION PROGRAMME
19.1
The implementation of RNP AR operations is to be managed in accordance with a
programme developed by the operator in consultation with CASA.
19.2
For an operator that has not previously conducted RNP AR operations or has not
previously conducted RNP AR operations using a particular aircraft type, the
implementation program will include limits on operating minima until the operator has
demonstrated the capability to safely conduct RNP AR operations.
19.3
The implementation programme will include the monitoring of RNP AR operations
and the collection of data to enable any negative trend in performance or operations to be
identified.
19.4
At intervals as specified in the operator’s implementation programme, the operator
will submit to CASA a report containing a review of operations including the following
elements:
•
Total number of RNP AR procedures conducted;
•
Number of satisfactory approaches and departures by aircraft/system (satisfactory if
completed as planned without any navigation or guidance system anomalies);
•
Reasons for unsatisfactory operations, such as:
º UNABLE REQ NAV PERF - RNP, GPS PRIMARY LOST, or other RNP
related messages;
º Excessive lateral or vertical deviation;
º TAWS warning;
º Autopilot system disconnect;
º Navigation data errors; and
º Pilot report of any anomaly;
•
Crew comments.
Note: The structure of the implementation program, including limited operating minima
or the number or duration of operations applicable to any particular phase of the operator’s
program are subject to many variables and is not specified. Factors such as the operator’s
previous experience in RNAV and RNP approach and departure operations, the frequency of
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
19
RNP AR operations, the number of qualified crews available should be considered and a
suitable programme developed in consultation with CASA. A phased implementation
programme which provides for goals to be met at the conclusion of each phase is
recommended.
20.
CONDITIONS ON A NAVIGATION AUTHORISATION
20.1
A navigation authorisation is issued when the operator has met the standards for
RNP AR operations in accordance with this AC.
20.2
However, full operational capability may not be achieved until the operator has
demonstrated satisfactory operations at defined stages in accordance with the operator’s
approved implementation program.
20.3
The navigation authorisation will specify the conditions to be met at each stage of
the operator’s implementation programme, and the conditions under which the operator may
progress to full operational capability.
Note: A suitable implementation program will impose limits on RNP AR operations until
sufficient operating experience and flight data has been collected to warrant progress,
(usually in stages), to full operational capability. Initial operations will normally be limited
to day VMC, and subsequent phases will permit operations to IMC operations with
ceiling/visibility limits and/or RNP limits until full capability is achieved. It is intended that
a navigation authorisation is issued prior to commencement of the operator’s
implementation program, with specified conditions under which the operator is able to
progress to full operational capability.
Executive Manager
Standards Development and Future Technology
July 2011
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
20
APPENDIX A
RNP AR TRAINING PROFICIENCIES
Introduction:
RNP AR Training Proficiencies are the required knowledge or skill sets that are necessary at
the completion of a training course.
Listed below are a set of RNP AR Training Proficiencies which provide guidance when
planning RNP AR training.
Delivery Method Legend
A
Paper based training1
B
CBT or class room tutorial
#
Recognition of prior learning if qualified to conduct RNP APCH - LNAV or RNP
APCH –LNAV/VNAV operations in the same aircraft and FMS type. A different FMS
update status is considered to be the same FMS type.
S
Full flight simulator training
P
Proficiency check required2
RNP AR TRAINING PROFICIENCIES
DELIVERY
GNSS Theory (Architecture, Accuracy, Integrity, etc)
A
B
#
RNP APCH Procedure Design Basics
A
B
#
RNP AR Procedure Design Basics
A
B
Rare Normal wind protection and maximum coded speeds.
A
B
RNP/ANP/EPE Definitions and the Navigational Concept
A
B
RNP DEP and Engine Out Procedures*
A
B
EO SID obstacle clearance areas*
A
B
Missed Approach Extraction Capability
A
B
FMS System Architecture
A
B
#
Multi Sensor Navigation and Sensor Blending
A
B
#
FMS Failure Modes and Indications
A
B
Navigation Performance Displays (NPS, L/DEV, V/DEV)
A
B
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AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
21
RNP AR TRAINING PROFICIENCIES
DELIVERY
Allowable Lateral and Vertical FTE’s
A
B
Vertical Situation Display (VSD) (Where fitted)
A
B
Minimum Equipment List
A
B
Critical System Losses Prior to the VIP or NNDP4
A
B
P
Critical System Losses after the VIP or NNDP4
A
B
S P
Navigation System Losses after the VIP or NNDP
A
B
S P
FMS Database Integrity
A
B
RNP Performance Prediction
A
B
Selecting an RNP procedures
A
B
Changing an RNP procedure
A
B
Briefing an RNP procedure
A
B
S P
Checking an RNP procedure
A
B
S P
RNP Missed Approach Requirements
A
B
S P
Navigation System Failures
A
B
S
VIP Definition
A
B
Runway Changes inside the VIP
A
B
Managing A Non-Normal prior to the VIP
A
B
S P
Managing a Non-Normal after the VIP
A
B
S P
Autopilot Requirements
A
B
S P
FMS Default RNP Values and Alerts
A
B
#
Effect of an Incorrectly Set Local QNH
A
B
# S
Effect of Non Standard Temperature on Nominal Path
A
B
#
Approach Procedures including PF and PNF/PM duties
A
B
S P
HUGS (if fitted)
A
B
S
4
#
Flight Crew Procedure Review
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S P
AC 91U-II-C-6 (0): Navigation Authorisations – RNP AR operations
22
RNP AR TRAINING PROFICIENCIES
DELIVERY
Monitoring and Flying Raw Data
A
B
#
S
FMS Modes/Functionality (On Approach Logic, VNAV PATH,
FINAL
APP
MODE,
SPD
INTV,
ALT
INTV,
Managed/Selected modes)
A
B
#
S
FCC Lateral and Vertical Go-around functionality
A
B
RNP Holding Patterns and Managing the FMS
A
B
Simulator
Departure*
S
Approach
S P
Approach Dual FMC Failure
S
Departure with High Drift Condition*
S
Approach with High Drift Condition
S
Departure Asymmetric Thrust*
S P
Approach IRS Failure
S
Approach with Asymmetric Thrust and Missed Approach
S
Approach Single GPS Receiver failure
#
S
Approach Navigation System Alerts.
#
S
Notes:
1. Where both paper based and CBT/classroom delivery methods appear, it is intended
that the item is included in written study material as well as ground school/tutorial
sessions.
2. Not all proficiency requirements need to be demonstrated in a Full Flight Simulator
(FFS). Some proficiency items may be demonstrated by exam or quiz.
3. Some RNP AR proficiencies apply to specific manufacturer/operator selected
equipment options. These items need not be covered if they are not applicable to the
aircraft type or the operator’s equipment.
4. Operators may choose to nominate an NNDP (in addition to the VIP) for the purpose
of defining actions to be taken in the event of systems failures.
*
Training requirement for proprietary procedures only.
Draft only: July 2011
DRAFT
Advisory Circular
AC 91U-II-Attachment (0)
JULY 2011
NAVIGATION AUTHORISATIONS –
APV BARO-VNAV
CONTENTS
1. References
2. Purpose
3. Status of this AC
4. Acronyms
5. Background
6. Applicability
7. Related Publications
8. Navigation Authorisation
9. Navigation Authorisation Process
10. Application
11. Aircraft Eligibility
12. System Performance, Monitoring and
Alerting
13. System Functionality
14. Operating Standards
15. Flight Crew Knowledge and Training
16. Minimum Equipment List
17. Continuing Airworthiness
18. Navigation Data Base
19. Implementation Programme
1.
1
2
2
2
3
3
4
4
4
5
6
6
7
7
8
8
8
9
9
•
•
•
•
•
•
•
•
REFERENCES
ICAO Doc 9613 Performance-based
Navigation Manual Volume II Part C
Attachment Barometric VNAV.
CAO 20.91 Navigation Authorisations,
Appendix 8, Requirements for use of
APV Baro-VNAV.
AC
91U-II-C-5
(0)
Navigation
Authorisations – RNP APCH
FAA AC 20-129 Airworthiness
Approval of Vertical Navigation
(VNAV) Systems for use in the U.S.
National Airspace system (NAS) and
Alaska.
FAA AC 90-105 Approval Guidance
for RNP Operations and Barometric
Vertical Navigation in the U.S. National
Airspace System
FAA AC 20-138B Airworthiness
Approval of Positioning and Navigation
Systems
EASA AMC 20-27 Airworthiness
Approval and Operational Criteria for
RNP APPROACH (RNP APCH)
Operations Including APV BAROVNAV Operations
CASA Form 1307: Reduced Vertical
Separation Minimum and Required
Navigation Performance Application
Form.
Advisory Circulars are intended to provide advice and guidance to illustrate a means, but not necessarily the
only means, of complying with the Regulations, or to explain certain regulatory requirements by providing
informative, interpretative and explanatory material.
Where an AC is referred to in a ‘Note’ below the regulation, the AC remains as guidance material.
ACs should always be read in conjunction with the referenced regulations.
This AC has been approved for release by the Executive Manager Standards Development and Future
Technology Division.
Draft only: July 2011
AC 91U-II-Attachment (0): Navigation Authorisations – APV Baro-VNAV
2.
2
PURPOSE
2.1
This Advisory Circular (AC) provides information for operators of Australian, or
foreign registered aircraft, who wish to gain approval to conduct Performance Based
Navigation (PBN) operations in Australian airspace. These operations are consistent with the
navigation specifications described in International Civil Aviation Organization (ICAO)
Document 9613 Performance-based Navigation Manual (ICAO Doc 9613 PBN Manual) and
include area navigation (RNAV) and Required Navigation Performance (RNP) navigation
specifications.
3.
STATUS OF THIS AC
3.1
This is the first AC relating to Approach with Vertical Guidance (APV) Barometric
Vertical Navigation (Baro-VNAV) navigation authorisations and is based on information
contained in Volume II, Attachment, Barometric VNAV of ICAO Doc 9613 PBN Manual
and Appendix 6, Requirements for use of APV Baro-VNAV Civil Aviation Order (CAO)
20.91 Navigation Authorisations. The numbering convention used in the title of this AC is
also aligned to the relevant part of the PBN manual.
4.
ACRONYMS
AC
Advisory Circular
AFM
Aircraft Flight Manual
APV
Approach with Vertical Guidance
Baro-VNAV
Barometric Vertical Navigation
CAO
Civil Aviation Order
CASA
Civil Aviation Safety Authority
CASR
Civil Aviation Safety Regulations 1998
DA
Decision Altitude
EASA
European Aviation Safety Agency
FAA
Federal Aviation Administration
FAF
Final Approach Fix
GNSS
Global Navigation Satellite System
ICAO
International Civil Aviation Organization
LNAV
Lateral Navigation
LOA
Letter of Acceptance
MDA
Minimum Decision Altitude
MEL
Minimum Equipment List
OEM
Original Equipment Manufacturer
Ops Specs
Operational Specifications
PBN
Performance Based Navigation
RNAV
Area Navigation
RNP
Required Navigation Performance
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3
AC 91U-II-Attachment (0): Navigation Authorisations – APV Baro-VNAV
RNP APCH
RNP Approach
RNP AR APCH
RNP Authorisation Required Approach
RVSM
Reduced Vertical Separation Minimum
TSE
Total System Error
VNAV
Vertical Navigation
VPA
Vertical Path Angle
5.
BACKGROUND
5.1
Baro-VNAV is a navigation system that enables a vertical path to be defined by onboard computers based on information derived from air data sensors and a suitable lateral
navigation system.
5.2
An instrument approach procedure utilising Baro-VNAV is one method that may be
used to enable an approach and landing operation with vertical guidance. Such an approach
is classified as an APV.
5.3
When Baro-VNAV is used, the lateral navigation guidance is based on RNP APCH
and RNP AR APCH navigation specifications.
5.4
When combined with an RNP APCH - LNAV navigation authorisation or
endorsement an APV Baro-VNAV navigation authorisation/endorsement permits the
conduct of an APV instrument approach procedure for which LNAV/VNAV minima are
published. In such approaches lateral guidance is provided by the Global Navigation
Satellite System (GNSS) and vertical guidance is provided by a Baro-VNAV system.
Obstacle clearance is assured through the use of Minimum Obstacle Clearance methodology
for both the approach and missed approach segments in the procedure design.
5.5
The final approach vertical flight path is defined by a vertical path angle (VPA)
originating at a specified waypoint (normally the runway threshold or RWY waypoint) and
extending back along the flight path to a final approach point. The VPA is contained in the
specification of the instrument procedure within the RNAV system navigation database.
5.6
An APV Baro-VNAV instrument approach is a 3-dimensional approach and is
flown to a Decision Altitude (DA).
5.7
Baro-VNAV standards in this chapter do not apply to RNP AR APCH operations
however an operator who holds an RNP AR Terminal navigation authorisation meets the
standards applicable to APV Baro-VNAV.
6.
APPLICABILITY
6.1
This AC is applicable to operators of Australian and foreign registered aircraft and
their flight crews. An APV Baro-VNAV navigation authorisation (or equivalent approval
from another State) is not mandatory in order to gain access to Australian ‘PBN airspace’.
However, an APV Baro-VNAV and an RNP APCH - LNAV navigation
authorisation/endorsement (or equivalent approval from another State) must be obtained
from CASA in order to conduct an RNP APCH – LNAV/VNAV procedure in Australia.
Note:
The terms APV Baro-VNAV and RNP APCH – LNAV/VNAV are synonymous.
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AC 91U-II-Attachment (0): Navigation Authorisations – APV Baro-VNAV
7.
4
RELATED PUBLICATIONS
7.1
For further information on this topic, operators are advised to view the following
regulations/publications:
• ICAO Doc 8168 Procedures for Air Navigation Services – Aircraft Operations
Volume I, Part 2, Section 4, Chapter 1.
• Draft AC 173-4(0) Instrument Procedures Design Clarification of RNAV and BaroVNAV criteria.
• CASA AC 21-37(0) Airworthiness Approval of Navigation or Flight Management
Systems Integrating Multiple Navigation Sensors.
• CASA AC 21-36(0) Global Navigation Satellite System (GNSS) Equipment:
Airworthiness Guidelines.
• Civil Aviation Orders (CAO) 40.2.1 Instrument Ratings.
8.
NAVIGATION AUTHORISATION
8.1
An operator should carry out the following steps so that the Civil Aviation Safety
Authority (CASA) has sufficient information to issue a RNP APCH navigation
authorisation:
• Demonstrate Aircraft Eligibility:
º Aircraft equipment eligibility requirements for APV Baro-VNAV are described
in the PBN Manual and may be demonstrated through an Aircraft Flight
Manual (AFM) compliance statement, AFM supplement or Original
Equipment Manufacturer (OEM) service letter; however where aircraft
equipment varies from these requirements subsequent eligibility will be
determined by CASA;
• Describe Training and Operating Procedures:
º Flight crew training and operating procedures for the navigation systems to be
used must be described by the operator in a syllabus of training and an aid
memoir e.g. Quick Reference Handbook, checklist etc.; and
• Document Training and Operating Procedures:
º Methods of control for flight crew training, operational procedures and data
base management must be identified in the operations manual.
9.
NAVIGATION AUTHORISATION PROCESS
9.1
Navigation authorisations for all PBN navigation specifications and Reduced
Vertical Separation Minimum (RVSM) operations are as follows:
• An aircraft operator applies for a navigation authorisation through the CASA
Permission Application Centre using Form 1307 Reduced Vertical Separation
Minimum and Required Navigation Performance Application Form;
• The CASA Permission Application Centre registers the Form 1307 and forwards it
to the relevant Certificate Management Team for assessment;
• The Certificate Management Team conducts the navigation authorisation
assessment and:
º Where the application meets the criteria listed in the PBN Manual and this AC,
the Certificate Management Team approves the application and returns it to the
Permission Application Centre; or
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5
AC 91U-II-Attachment (0): Navigation Authorisations – APV Baro-VNAV
º
•
Where the application does not meet the criteria listed in the PBN Manual and
this AC (e.g. a non-standard application due to specific aircraft equipment
functionality or training requirements) the Certificate Management Team seeks
further information from the applicant. Once sufficient information has been
received such that CASA may assess the application as ‘equivalent’ to the
requirements of the PBN Manual and this AC the Certificate Management
Team approves the application and returns it to the Permission Application
Centre; and
The CASA Permission Application Centre registers the approved navigation
authorisation application in the operator’s Operational Specifications (Ops Specs)
and issues an updated Ops Specs to the operator.
Note: Ops Specs are yet to be provided with a legislative head of power through
Subpart 91U of the Civil Aviation Safety Regulations 1998 (CASR 1998). This will occur in
the future through the Subpart 91U of CASR 1998 update and rewrite process which will
align all navigation authorisations with the ICAO PBN Manual. Until such time, APV BaroVNAV navigation authorisations will be issued under CAO 20.91.
10.
APPLICATION
10.1
The contents of an operator’s application for an APV Baro-VNAV navigation
authorisation include the following technical, operational and training information:
• aircraft airworthiness documents:
º the AFM, an AFM Supplement, OEM service letters etc. that establish that the
aircraft is equipped to meet the requirements for LNAV and Baro-VNAV
operations (i.e.: APV Baro-VNAV or RNP APCH - LNAV/VNAV); or
º where it is not possible to determine an aircraft’s equipment eligibility from
airworthiness documentation, a detailed description of the equipment proposed
to be used, evidence of suitable performance, bulletins and any other pertinent
information, including any relevant crew operating procedures that is sufficient
to allow CASA to make a determination of aircraft eligibility;
• a description of pertinent aircraft equipment including a configuration list which
details components and equipment to be used;
• a description of the proposed training programmes including:
º training provided by the operator;
º training conducted by a CASA approved training organisation;
º evidence of other training and/or qualifications that is sufficient for CASA to
determine that personnel have appropriate knowledge and skills for APV
Baro-VNAV operations; and
º training provided personnel employed by the organisation responsible for the
maintenance of the operator’s aircraft;
• a description of operating procedures, including:
º a statement of any operating procedures applicable to APV Baro-VNAV; and
º any changes to checklists with regard to APV Baro-VNAV operations.
• a description of the method that is to be used to monitor APV Baro-VNAV
operations to identify, report and investigate any failure or potential failure in the
Baro-VNAV system or operating procedures;
• revisions to the Minimum Equipment List (MEL);
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AC 91U-II-Attachment (0): Navigation Authorisations – APV Baro-VNAV
•
•
6
a description of the maintenance programme including any provisions necessary to
ensure the continuing airworthiness of relevant navigation equipment; and
a compliance statement that identifies how the operator’s application conforms to
each individual paragraph in this AC and the associated Regulation under Part 91 of
CASR 1998.
Note: Course material, lesson plans and other training products are subject to CASA
approval of the operator’s Regulation 217 Training and Checking organisation of the Civil
Aviation Regulations 1988 (CAR 1988).
11.
AIRCRAFT ELIGIBILITY
11.1
Eligible aircraft will be equipped with:
•
•
•
•
11.2
•
12.
a Baro-VNAV system;
a navigational database that permits the vertical path to be defined;
navigation displays which enable vertical deviation from the defined VNAV path to
be determined; and
a GNSS RNAV system approved for IFR approach operations in accordance with
an RNP APCH navigation authorisation.
An aircraft is eligible for an APV Baro-VNAV navigation authorisation if:
It is equipped with a barometric VNAV system that meets the requirements of:
º FAA AC 20-129 Airworthiness Approval of Vertical Navigation (VNAV)
Systems for use in the U.S. National Airspace system (NAS) and Alaska;
º FAA AC 90-105 Approval Guidance for RNP Operations and Barometric
Vertical Navigation in the U.S. National Airspace System;
º EASA AMC 20-27 Airworthiness Approval and Operational Criteria for RNP
APPROACH (RNP APCH) Operations Including APV BARO-VNAV
Operations;
º An approval issued in the aircraft state of operation or registry, and which is
assessed by CASA as conforming to this AC; or
º CASA has made an assessment of the aircraft and determines that the aircraft
meets the standards for eligibility.
SYSTEM PERFORMANCE, MONITORING AND ALERTING
12.1
The performance standards for a Baro-VNAV system used in APV Baro-VNAV
operations are met if:
• The Baro-VNAV system satisfies the requirements of FAA AC 20-129
Airworthiness Approval of Vertical Navigation (VNAV) Systems for use in the
United States National Airspace System (NAS) and Alaska; or
• It is demonstrated that the VNAV Total System Error (TSE), including altimetry
errors, is less than 75 m (246 ft) for a probability of 99.99%. For the purpose of this
demonstration, the VNAV TSE analysis includes:
º altimetry errors including allowance for accuracy of reported barometric
pressure (ATIS error);
º VNAV system error, including VPA resolution error;
º waypoint resolution error; and
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º
flight technical error.
Note:
Provision for RNAV along-track system error is not included.
13.
SYSTEM FUNCTIONALITY
13.1
The functions applicable to the Baro-VNAV system used in APV/Baro-VNAV
operations are:
• the capability to load the entire procedure(s) to be flown into the RNAV system
from the on-board navigation database, including the approach, the missed
approach and the approach transitions for the selected airport and runway;
• flight crew modification of instrument approach procedure data is not possible;
• the resolution of VPA entry (from the navigation database) and display is 0.1° or
smaller;
• the vertical path is defined by a waypoint and a vertical angle;
• vertical deviation from the defined VNAV path is continuously displayed;
• in the pilot’s primary field of view;
• vertical deviation resolution is 10 ft;
• where the crew is two pilots, barometric altitude from two independent sources is
displayed, one in each pilot’s primary field of view; and
• a means for the crew to readily determine the VNAV mode of operation, including
establishment/capture of the vertical path, and any mode change or reversion.
13.2
An alternative standard for the display and monitoring of vertical deviation is met
where an operational assessment enables CASA to determine that the pilot flying is able to
readily distinguish vertical deviation not exceeding +100 ft/-50 ft such that timely corrective
action (including a go-round) can be initiated. The assessment will include the following;
• digital display of vertical deviation;
• displays not in the primary field of view;
• aural or other warnings or annunciations;
• crew procedures and training;
• use of flight director and/or autopilot; and
• flight trials and/or other performance indicators.
14.
OPERATING STANDARDS
14.1
The standards for the conduct of APV Baro-VNAV operations are:
Operations are conducted using an approved local barometric pressure source;
Procedures are applied to ensure that the correct barometric pressure is set and a
method of cross-checking is applied prior to the commencement of an approach;
A stabilized approach is flown to a DA indicated on an approach chart by a
LNAV/VNAV minima;
Deviations below the defined vertical path are limited by the flight crew to 75 ft;
A missed approach procedure is conducted if the vertical deviation exceeds 75 ft
below the defined vertical path;
Procedures are applied to limit any sustained deviations above the VNAV path to
75 ft or less;
•
•
•
•
•
•
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•
•
•
•
15.
8
For aircraft operating under a navigation authorisation that is applicable to an
aircraft equipped with a Baro-VNAV system that does provide temperature
compensation in the derivation of the vertical path operations are conducted within
the temperature limitations published on the approach chart;
For aircraft operating under a navigation authorisation that is applicable to an
aircraft equipped with Baro-VNAV systems that provide temperature compensation
in the determination of the vertical path temperature limitations do not apply;
The aircraft is established on the vertical path no later than the final approach fix
(FAF);
If Baro-VNAV guidance is intended for use prior to the FAF operating procedures
ensures that any minimum altitudes are displayed and the computed vertical flight
path does not permit descent below any minimum altitude; and
A means for the flight crew to determine that the aircraft configuration and
serviceability for APV Baro-VNAV operations.
FLIGHT CREW KNOWLEDGE AND TRAINING
15.1
Minimum flight crew knowledge and training elements for the conduct of
APV/Baro-VNAV operations are:
• APV Baro-VNAV instrument approach charts, including LNAV/VNAV minima,
temperature limitations, and vertical flight path angle;
• Principles of Baro-VNAV vertical guidance including path construction and the
effect of temperature;
• Basic APV Baro-VNAV instrument approach procedure design;
• Use of Minimum Decision Altitude and DA for LNAV and LNAV/VNAV minima
respectively;
• Approach procedure selection;
• Barometric datum selection (altimeter subscale setting), and crosschecking/verification procedures including effect of incorrect setting;
• VNAV mode selection and monitoring;
• VNAV failure modes and mode reversions; and
• VNAV flight tolerances.
16.
MINIMUM EQUIPMENT LIST
16.1
The MEL will identify any equipment specifically required for the conduct of APV
Baro-VNAV operations.
17.
CONTINUING AIRWORTHINESS
17.1
The operator is required to implement procedures to ensure the continuing
airworthiness of the aircraft for APV Baro-VNAV operations.
17.2
Aircraft equipment and configuration control consistent with the APV Baro-VNAV
capability and minimum equipment requirements is required.
17.3
Engineering personnel are to be provided with training where required to ensure
that they are familiar with APV Baro-VNAV airworthiness requirements.
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18.
NAVIGATION DATA BASE
18.1
A navigation database should be obtained from a supplier that complies with Radio
technical Commission for Aeronautics (RTCA) DO 200A/ European Organisation for Civil
Aircraft Equipment (EUROCAE) document ED-76, Standards for Processing Aeronautical
Data and should be compatible with the intended function of the equipment (see ICAO
Annex 6, Part 1, Chapter 7). A Letter of Acceptance (LOA), issued by an appropriate
regulatory authority to each of the participants in the data chain, demonstrates compliance
with this requirement (e.g. Federal Aviation Administration (FAA) LOA issued in
accordance with FAA AC 20-153 or European Aviation Safety Agency (EASA) LOA issued
in accordance with EASA Implementing Rule (IR) 21 subpart G).
18.2
An operator who uses a navigation database supplier that does not meet these
standards must implement navigation database integrity checks using appropriate software
tools or approved manual procedures to verify data relating to all waypoints in airspace or
routes where APV Baro-VNAV operations are conducted. These checks are in addition to
any checks performed by the Aeronautical Information Services, unapproved navigation
database suppliers or navigation equipment manufacturers.
Note: While a LOA provides assurance of minimum standards for the supply of a
navigation data, errors may still occur and all operators should consider the need to
conduct periodic checks to ensure database integrity.
18.3
Any discrepancy in data is to be reported to the navigation database supplier and
resolved prior to operational use by:
• re-issue of the navigation database;
• prohibition of the route; or
• instructions to flight crew.
Note: Typically, airline operators will contract with a navigation database supplier to
provide a customised database and will establish procedures to validate the navigation data
at each 28 day cycle. Other operators may rely on a generic database and may not have the
capability to independently validate the data. In such cases procedures may need to be
implemented to validate navigation data using a simulator or desk-top device, or additional
cockpit procedures applied to validate each procedure before commencement of an
approach.
18.4
•
•
•
19.
The data used to compute the APV/Baro-VNAV vertical navigation path:
is extracted from the aircraft electronic database associated with the RNAV system;
defines VPA and runway and other waypoints necessary to compute the vertical
path; and
is not able to be modified by the flight crew.
IMPLEMENTATION PROGRAMME
19.1
The implementation of APV/Baro-VNAV operations is to be managed in
accordance with a programme developed by the operator in consultation with CASA.
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19.2
For an operator that has not previously conducted Baro-VNAV approach operations
or has not previously conducted Baro-VNAV approach operations using a particular aircraft
type, the implementation programme will include limits on operating minima until the
operator has demonstrated the capability to safely conduct APV/Baro-VNAV operations.
Note: The initial operating period is determined after consideration of all relevant factors
including operator RNAV and VNAV operating experience, the number and frequency of
APV Baro-VNAV operations conducted and the number of non-compliant incidents
recorded.
19.3
The implementation programme will include the monitoring of operations and the
collection of data to enable any negative trend in performance or operations to be identified.
19.4
At intervals as specified in the operator’s implementation programme, the operator
will submit to CASA a report containing a review of operations including the following
elements:
• total number of procedures conducted;
• number of satisfactory approaches by aircraft/system (satisfactory if completed as
planned without any navigation or guidance system anomalies);
• reasons for unsatisfactory operations, such as:
º UNABLE REQ NAV PERF, PRI GPS LOST, or other RNP related messages;
º excessive lateral or vertical deviation;
º Terrain Awareness and Warning System warning;
º autopilot system disconnect;
º navigation data errors; and
º pilot report of any anomaly;
• crew comments.
Note: The structure of the implementation programme, including limited operating
minima or the number or duration of operations applicable to any particular phase of the
operator’s programme are subject to many variables and is not specified. Factors such as
the operator’s previous experience in RNAV and RNP approach and departure operations,
the frequency of RNP AR operations, the number of qualified crews available should be
considered and a suitable programme developed in consultation with CASA. A phased
implementation programme which provides for goals to be met at the conclusion of each
phase is recommended.
Executive Manager
Standards Development and Future Technology
July 2011
Draft only: July 2011