Instrument number CASA 163/14
I, GERARD JOHN CAMPBELL, Executive Manager, Operations Division, a delegate of CASA, make this instrument under regulation 179A of the Civil Aviation Regulations 1988.
[Signed G.J. Campbell]
Gerard J. Campbell
25 July 2014
Instructions — GNSS primary means navigation (B787-8 aircraft)
(a) commences on the day of registration; and
(b) expires at the end of June 2017, as if it had been repealed by another instrument.
Instrument CASA 220/13 is repealed.
In this instrument:
AFM means the aircraft flight manual.
AHRU means an altitude heading reference unit.
approved navigation database means a navigation database on a medium approved by the manufacturer of the aircraft as suitable for use with the aircraft.
CDU means control display unit.
EASA means European Aviation Safety Agency.
EICAS means engine-indicating and crew-alerting system.
FAA means Federal Aviation Administration.
FMC means flight management computer.
FMCF means flight management computer function.
FMS means flight management system.
FMS guided non-precision approach (commonly referred to as an overlay approach) means any non-precision approach that:
(a) can be derived from the FMS approved navigation database; and
(b) can be flown using GNSS as the primary means of navigation.
GNSS means the Global Navigation Satellite System, a satellite navigation system used by a pilot on board an aircraft to determine position from satellite data.
GNSS primary means of navigation means use of the aircraft’s GNSS equipment as the only navigation equipment required to satisfy the necessary level of accuracy, integrity, continuity and availability for the intended operation.
GPS means the United States Government satellite navigation system known as the Global Positioning System.
IAP means instrument approach procedure.
method of control means autopilot or flight director.
MFD means multifunction display.
non-precision approach and NPA mean an approach conducted using 1 of the following:
(a) RNAV (GNSS);
PFD means primary flight display.
RNP means the required navigation performance for the commencement and continuation of an approach as displayed to the flight crew by the FMS.
RNP-capable RNAV system means an area navigation system fitted to an aircraft for which the AFM for the aircraft states that it is capable of meeting RNP 0.3 (or lower, as required) requirements.
XTK error means the cross-track difference between the indicated position of the aircraft and the planned position, as displayed to the flight crew by the FMS.
This instrument applies to the conduct of NPA procedures by Jetstar Airways Pty Ltd, Aviation Reference Number 510654 (Jetstar Airways), in B787-8 aircraft with an RNP-capable RNAV system.
I issue the instructions in Schedule 1.
Schedule 1 Instructions
1 GNSS primary means of navigation
(1) In GNSS primary means of navigation, B787-8 aircraft operated by Jetstar Airways under the I.F.R. may use an RNP‑capable RNAV system in accordance with these instructions to conduct an FMS guided NPA using a published NPA procedure, including a related missed approach procedure.
(2) The FMC may be used as a substitute means of navigation, instead of a navigation aid, where the approach is in the approved navigation database, including where:
(a) a NOTAM states that the underlying navigation aid is out of service; or
(b) the onboard navigation aid is not serviceable or not installed.
(3) The procedure must not be flown if:
(a) the underlying navigation aid has been decommissioned; or
(b) the IAP for the navigation aid has been withdrawn.
(1) The AFM must contain a statement that the aircraft is capable of meeting the requirements for RNP 0.3 or lower, if required.
(2) The aircraft must be operated in accordance with the manufacturer’s instructions.
(3) The RNP-capable RNAV system must not be used as a navigation reference for flight below the lowest safe altitude/minimum sector altitude except in accordance with a published NPA procedure.
(4) The procedure to be flown by the flight crew must be extracted from an approved navigation database.
(5) Jetstar Airways must inform CASA if any condition, operational bulletin, airworthiness directive or AFM amendment changes or affects this instrument.
(1) Jetstar Airways must ensure that flight crew are appropriately trained in the minimum equipment required for dispatch, commencement of the approach, the approach procedures and reasons to discontinue the approach.
(2) The training syllabus for training of flight crew must be included in the Jetstar Airways approved training and checking manual.
(3) Jetstar Airways’ policy, procedures and limitations on the use of GNSS as the primary means of navigation must be included in the Jetstar Airways operations manual.
(4) For the purpose of planning the international destination alternate minima, Jetstar Airways may base the calculation upon the second lowest of the published NPA (RNP-AR not less than RNP 0.3) landing minima plus the weather forecast tolerance.
(5) Before dispatch, the pilot in command must ensure that if GNSS is to be used as the primary means of navigation:
(a) the following equipment is fitted and serviceable:
(i) 2 FMCFs;
(ii) 2 CDUs;
(iii) 2 IRU (or 1 IRU and 1 AHRU);
(iv) 2 GPS;
(v) 2 PFDs or MFDs to display flight plan data (a PFD mini map is acceptable);
(vi) a flight director or autopilot capable of LNAV and VNAV; and
(b) a prediction of the RNP-GNSS based approach availability is obtained for RNP 0.3 operations, unless:
(i) at least 24 satellites are in operation and available within the GPS constellation; and
(ii) the AFM, or FAA or EASA approved documentation, includes a statement negating the need for ground-based predictions.
(6) Where a prediction under paragraph (6) (b) indicates that the RNP may not be available:
(a) sufficient holding fuel must be carried for the duration of the period for which RNP 0.3 (or lower if required) is not available; or
(b) the flight must be planned using conventional ground-based
radio-navigation aids for which the aircraft is equipped; or
(c) an alternate aerodrome must be planned for which the requirements of paragraph (a) or (b) are met.
(7) Before commencing an FMS guided NPA, the flight crew must ensure that:
(a) 2 GPS sensors are available; and
(b) EICAS does not display NAV UNABLE RNP or FMC VERIFY POSITION; and
(c) the IAP is selected by name from the current approved navigation database; and
(d) the procedure conforms to the charted procedure; and
(e) RNP 0.3 (or lower if required) is displayed or selected in the FMS for the final approach segment; and
(f) no modification of approach or missed approach waypoints is made except as required to modify speeds or apply cold weather temperature corrections, as applicable.
(8) At all times during an FMS guided NPA, the pilot in command must ensure that:
(a) the approach is flown using a method of control that, in accordance with the AFM, permits RNP 0.3 capability (or lower, if required) operations to be conducted; and
(b) the approach is flown in accordance with the current approved charted approach procedure; and
(c) an approved method is used to monitor XTK error; and
(d) at least 1 pilot monitors the XTK error; and
(e) procedure centrelines as depicted by the onboard equipment instrument displays are maintained; and
(f) for normal operations, XTK error is limited to the lesser of:
(i) 1 times the RNP to a maximum of 0.3 nm; or
(ii) the navigation performance scale limits.
(9) The pilot in command must ensure that the FMS guided NPA is discontinued if:
(a) the navigation of the aircraft exceeds the manufacturer’s stated limits for the RNP 0.3 capability (or lower, as required); or
(b) an EICAS alert is displayed indicating either NAV UNABLE RNP or FMC VERIFY POSITION; or
(c) a loss of LNAV mode is indicated.