CASA 136/12 - Instructions - RNP APCH LNAV and RNP APCH LNAV/VNAV on Qantas B737-800 aircraft

Link to law: https://www.comlaw.gov.au/Details/F2012L01127

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Instrument number CASA 136/12
I, PETER BEILBY CROMARTY, Acting Executive Manager, Operations Division, a delegate of CASA, make this instrument under regulation 179A of the Civil Aviation Regulations 1988 (CAR 1988).
[Signed P. B. Cromarty]
Peter Cromarty
Acting Executive Manager
Operations Division
18 May 2012
Instructions — RNP APCH LNAV and RNP APCH LNAV/VNAV on Qantas B737-800 aircraft
1          Duration
                 This instrument:
(a)   commences on the day after registration; and
(b)   stops having effect at the end of 30 April 2014.
2          Revocation
            Instrument CASA 61/11 is revoked.
2          Application
                 This instrument applies to the conduct of RNP APCH LNAV and RNP APCH LNAV/VNAV by Qantas Airways Limited, Aviation Reference Number 216147 (Qantas), on Boeing 737-800 type aircraft with an RNP-capable RNAV system (the aircraft).
3          Instructions
                 I issue the instructions in Schedule 1.
4          Definitions
                 In this instrument:
AFM means aircraft flight manual.
approved means approved by CASA.
approved pilot means a pilot employed by Qantas, who has been trained by the Qantas TCO to conduct RNP APCH LNAV or RNP APCH LNAV/VNAV procedures in accordance with the Qantas Flight Crew Operations Manual.
APV means approach with vertical guidance.
Baro-VNAV means barometric vertical navigation.
cross-track error/deviation means the perpendicular distance between the planned flight path of an aircraft and the computed aircraft position as displayed by the aircraft’s navigation instruments.
DA means decision altitude.
FAF means final approach fix.
FMC means flight management computer.
FMS means flight management system.
GNSS means Global Navigation Satellite System.
GPS means Global Positioning System.
LSALT means lowest safe altitude.
LNAV means lateral navigation.
MDA means minimum descent altitude.
MSA means minimum safe altitude.
method of control means autopilot or flight director.
ND means navigational display.
operator means Qantas Airways Limited.
PFD means primary flight display.
RNAV/GNSS approach means area navigation instrument approach procedure providing lateral navigation.
RNP means required navigation performance as displayed by the FMS.
RNP APCH LNAV means area navigation instrument approach procedure providing lateral navigation to an MDA.
RNP APCH LNAV/VNAV means area navigation instrument approach procedure providing lateral and vertical navigation to a DA.
RNP-capable RNAV system means an area navigation system fitted to an aircraft for which the AFM states that it is capable of meeting RNP 0.3 requirements.
TCO means training and checking organisation approved under regulation 217 of CAR 1988.
V/DEV means vertical deviation.
VNAV means vertical navigation.
VNAV path means vertical navigation path.
XTK error has the same meaning as cross-track error/deviation.
Schedule 1          Instructions
1          RNP APCH LNAV (RNAV/GNSS approach)
              The approved pilot of an aircraft operating under the I.F.R. may use an RNP‑capable RNAV system in accordance with these instructions as a non‑precision I.F.R. navigation aid for a published RNP APCH LNAV procedure, including the related missed approach procedure.
2          RNP APCH LNAV/VNAV (RNAV/GNSS approach)
              The approved pilot of an aircraft operating under I.F.R. may use an RNP‑capable RNAV system in accordance with these instructions as an APV Baro‑VNAV I.F.R. navigational aid for a published RNP APCH LNAV/VNAV procedure, including the related missed approach procedure.
3          Requirements
     (1)     The AFM must contain a statement that the aircraft is capable of meeting the requirements for RNP 0.3.
     (2)     The aircraft must be operated in accordance with the manufacturer’s instructions.
     (3)     RNP APCH LNAV and RNP APCH LNAV/VNAV must not be used as a navigation reference for flight below the LSALT/MSA, except in accordance with the published procedure.
4          Procedures
     (1)     Before commencing an RNP APCH LNAV or RNP APCH LNAV/VNAV procedure, the flight crew must ensure that:
(a)   at least 1 of the aircraft’s GPS receivers is operational; and
(b)   the RNP APCH LNAV or RNP APCH LNAV/VNAV procedure is loaded from the current approved navigation database; and
(c)   RNP 0.3 is displayed or selected in the FMS.
     (2)     Before commencing an RNP APCH LNAV or RNP APCH LNAV/VNAV approach the flight crew must ensure that the actual aerodrome surface temperature is within the chart temperature limits.
     (3)     At all times during an RNP APCH LNAV or RNP APCH LNAV/VNAV procedure, the pilot in command of the aircraft must ensure that:
(a)   the approach is flown using a method of control that is in accordance with the AFM and that permits RNP 0.3 operations to be conducted; and
(b)   the approach is flown in accordance with the current company approved navigation database setting out that approach; and
(c)   at least 1 pilot monitors the XTK error and V/DEV as displayed on the PFD, ND or FMC; and
(d)   subject to paragraph 5, the approach must be flown while engaged in LNAV and the VNAV path must be selected no later than the FAF.
     (4)     The pilot in command of the aircraft must ensure that the RNP APCH LNAV or RNP APCH LNAV/VNAV procedure is discontinued if:
(a)   the navigation of the aircraft exceeds the manufacturer’s stated limits for the RNP 0.3 capability; or
(b)   an alert is displayed indicating that the navigation system cannot meet the manufacturer’s stated limits for the RNP 0.3 capability; or
(c)   the monitored XTK error is 0.3NM or more; or
(d)   a tolerance of +/- 75 ft is exceeded with respect to the VNAV path if conducting an RNP APCH LNAV/VNAV procedure.
     (5)     For an RNP APCH LNAV/VNAV procedure, VNAV path must be engaged before the aircraft reaches the FAF.
5          VNAV path assessment – RNP APCH LNAV/VNAV
     (1)     For a planned approach, the pilot in command may use a VNAV path that is derived from the FMS only if the operator has assessed the VNAV path as suitable for the approach.
     (2)     The FMS VNAV path is suitable for the approach if its slope is at or above the slope shown in the published chart for the approach.
     (3)     Despite the assessment of the VNAV path as suitable, the pilot in command must observe vertical limitations in the published chart until the FAF.