CASA 314/11 – Instructions, exemption, approval and specification – RNP-AR approaches and departures

Link to law: https://www.comlaw.gov.au/Details/F2011L01602

Instrument number CASA 314/11
I, JOHN FRANCIS McCORMICK, Director of Aviation Safety, on behalf of CASA, make this instrument under:
(a)   subregulation 179A (1) of the Civil Aviation Regulations 1988 (CAR 1988);
(b)   subregulation 11.160 (1) of the Civil Aviation Safety Regulations 1998 (CASR 1998); and
(c)   paragraph 3.1, subparagraph 12.1.1 (b) and paragraph 12A.5 of Civil Aviation Order 20.7.1B (CAO 20.7.1B).
[Signed John F. McCormick]
John F. McCormick
Director of Aviation Safety
26 July 2011
Instructions, exemption, approval and specification — RNP-AR approaches and departures
1          Duration
          This instrument:
(a)   commences on the day after registration; and
(b)   stops having effect at the end of 30 September 2012.
2          Revocation
Instrument CASA 109/10 is revoked.
3          Definitions
          In this instrument:
approved aircraft means an Airbus 320-232 or Airbus 321-231 that is an
RNP-capable aeroplane operated by Jetstar Airways Pty Limited, Aviation Reference Number 510654 (Jetstar), for the purposes of the Jetstar trial.
approved navigation database means a navigation database:
(a)   on a medium approved by the manufacturer of an approved aircraft as suitable for use with the aircraft; and
(b)   incapable of modification by the operator or flight crew of the approved aircraft in which it is installed.
approved pilot means a pilot, employed by Jetstar, who has been trained by the approved Jetstar CAR 217 training and checking organisation to conduct RNP‑AR approaches and departures in accordance with the Jetstar Operations Manual.
authorised RNP-AR IAP means an RNP-AR instrument approach procedure designed by a certified designer under Part 173 of CASR 1998, with charts clearly marked “FOR CASA APPROVED OPERATORS ONLY”.
authorised RNP-AR IDP means an RNP-AR instrument departure procedure designed by a certified designer under Part 173 of CASR 1998, with charts clearly marked “FOR CASA APPROVED OPERATORS ONLY”.
DME means distance measuring equipment.
FMS means the flight management system (of an aeroplane).
FOSA means Flight Operations Safety Assessment.
GNSS means the Global Navigation Satellite System, a satellite system used by the pilot on board an aircraft to determine position from satellite data.
Jetstar proposal means the RNP-AR implementation proposal to CASA contained in the documents titled Jetstar Application to Expand A320/321 RNP AR Operations and Jetstar Application for Navigation Authorisation RNP AR (Queenstown, NZ), Version 1.3 dated 23 April 2010 as amended from time to time with the approval of CASA.
Jetstar trial means the trial of authorised RNP-AR IAP and IDP that is described in the Jetstar proposal accepted by CASA and that complies with the conditions mentioned in Schedule 2.
L/DEV means lateral deviation.
RNAV means an Area Navigation System.
RNP means the required navigation performance as displayed to the flight crew by the FMS.
RNP-AR approach means an RNP-AR instrument approach under the I.F.R. for which authorisation is required by CASA.
RNP-AR departure means an RNP-AR instrument departure under the I.F.R. for which authorisation is required by CASA.
RNP-capable aeroplane means an aeroplane:
(a)   that is approved for area navigation (RNAV); and
(b)   that meets the RNP capability necessary for an approved RNP operation as specified by the aircraft manufacturer; and
(c)   whose FMS permits the RNP type to be selected and displayed to the flight crew.
RNP type means a level of navigation performance capability expressed in nautical miles as specified by the aircraft manufacturer to indicate the minimum navigation system requirements needed to operate in an area, on a route or in a procedure.
Example   RNP 0.3.
V/DEV means vertical deviation.
vertical deviation means the vertical difference between the indicated position of the approved aircraft and the planned position as displayed to the flight crew by the FMS and on the V/DEV scales of the primary flight displays.
XTK error (lateral deviation) means the cross-track (lateral) difference between the indicated position of the approved aircraft and the planned position as displayed to the flight crew by the FMS and on the L/DEV scales of the primary flight displays.
4          Application
          This instrument applies to the instructions for the conduct of an RNP-AR approach or departure under the I.F.R. in Schedule 1 by Jetstar.
5          Instructions
          The instructions in Schedule 1 are issued.
6          Exemption
          Jetstar is exempt from compliance with subparagraph (a) (ii) of the definitions of authorised instrument approach procedure and authorised instrument departure procedure in subregulation 178 (7) of CAR 1988 when undertaking the Jetstar trial.
7          Application — approval and specification
          Section 8 applies to the conduct of the Jetstar trial.
8          Approval and specification for CAO 20.7.1B
(1)     For the definition of RNP-capable aeroplane in paragraph 3.1 of CAO 20.7.1B, Airbus 320-232 and Airbus 321-231 aeroplanes operated by Jetstar on
RNP-AR IAP and IDP are approved for area navigation (RNAV).
(2)     For subparagraph 12.1.1 (b) and paragraph 12A.5 of CAO 20.7.1B:
(a)   the Jetstar trial is an approved RNP operation; and
(b)   the appropriate RNP containment is twice the RNP type used for the
RNP-AR departure.
Note   Under clause 7 of Schedule 2, it is a condition that an RNP-AR departure must be conducted using an RNP type not less than any RNP limitation specified by the aircraft manufacturer for the departure being undertaken.
9          Conditions
          The Jetstar trial must be conducted in accordance with the conditions in Schedule 2.
Schedule 1          Instructions
        1     For an RNP-AR approach or departure, the pilot in command of the aircraft must use the authorised RNP-AR IAP or IDP.
        2     The pilot in command may use an authorised RNP-AR IAP or IDP only when conducting an RNP-AR approach or departure for, and in accordance with, the Jetstar trial.
Schedule 2          Conditions
        1     An RNP-AR approach or departure may only be conducted:
(a)   by an approved pilot flying in a manner consistent with his or her level of training for the approach or departure being undertaken; and
(b)   in a Jetstar Airbus 320-232 or Airbus 321-231 aircraft that is an RNP-capable aeroplane for that approach or departure as specified by the aircraft manufacturer.
        2     Subject to clause 3, an operation involving an RNP-AR approach or departure must be in accordance with the Jetstar proposal and this instrument.
        3     The Jetstar proposal, and operations in accordance with it, may be amended only with the approval of CASA.
        4     Subject to clause 5, an RNP-AR approach must be conducted to no lower than the RNP-AR decision altitude identified on the authorised RNP-AR IAP for the approach unless the associated visual reference has been established.
        5     An RNP-AR approach must be conducted to a decision altitude not lower than that determined by any RNP limitation specified by the aircraft manufacturer for the approach being undertaken.
Note   Although the authorised RNP-AR IAP for the approach may permit a lower decision altitude as described in clause 4, the actual altitude must not be lower than the RNP capability of the aircraft at the time of the operation, taking into account unserviceabilities etc.
        6     Subject to clause 7, an RNP-AR departure must be conducted with not lower than the minimum ceiling and visibility identified on the authorised RNP-AR IDP for the departure.
        7     An RNP-AR departure must be conducted using an RNP type not less than any RNP limitation specified by the aircraft manufacturer for the departure being undertaken.
        8     Jetstar must allow CASA, on request, to attend:
(a)   any simulator training undertaken for RNP-AR approaches and departures; and
(b)   any line flight that includes an RNP-AR approach or departure.
        9     At intervals not exceeding 3 months, Jetstar must report to CASA in writing the number of RNP-AR approaches and departures flown and, for each of them, each of the following events that occurred after passing the initial approach fix on approach or prior to passing the minimum safe altitude on departure:
(a)   NAV accuracy downgrade;
(b)   XTK error (lateral deviation) exceeds half the selected RNP;
(c)   vertical deviation exceeding 100 ft above or 40 ft below the planned position;
(d)   EGPWS warning;
(e)   autoflight system disconnect;
(f)    nav data errors;
(g)   pilot report of any anomaly.
      10     Jetstar must:
(a)   prepare an incident form and a feedback form for authorised RNP-AR IAP and IDP; and
(b)   tell the flight crew, and other persons involved in such an operation, about the forms and make them available to those people.
      11     Jetstar must immediately tell CASA of any matter concerning an authorised RNP-AR IAP or IDP that relates to the safety of such approaches or departures.
      12     An authorised RNP-AR IAP or IDP must not be used to satisfy any planning requirements for alternate aerodromes unless approved by CASA in writing.
      13     Before commencing an authorised RNP-AR IAP or IDP, the pilot in command must ensure that:
(a)   both of the approved aircraft’s GNSS receivers are operational; and
(b)   updating of the FMS by VOR/DME is inhibited; and
(c)   the RNP type for the approach or departure is correctly loaded from the current approved navigation database or selected by the flight crew.
      14     At all times during an authorised RNP-AR operation, the pilot in command must ensure that:
(a)   the approach is flown in final approach mode with the autopilot engaged; and
(b)   the departure is flown in NAV mode with the autopilot engaged; and
(c)   the approach or departure is flown in accordance with the current approved navigation database setting out that approach or departure; and
(d)   during approach, V/DEV scales are displayed to both pilots; and
(e)   L/DEV scales are displayed to both pilots.
      15     Before the Jetstar trial begins for an Australian aerodrome, Jetstar must give CASA a study, acceptable to CASA, of:
(a)   the likely environmental effects of the conduct of the trial at the aerodrome; and
(b)   the measures that would be taken by Jetstar to mitigate those effects.
      16     Jetstar must comply with each of the measures mentioned in paragraph 15 (b) that is acceptable to CASA.
      17     Before the Jetstar trial begins for an Australian aerodrome, Jetstar must give CASA an airport specific FOSA that is acceptable to CASA.
      18     Jetstar must:
(a)   review each FOSA mentioned in clause 17 at least once every 3 months; and
(b)   make amendments, acceptable to CASA, to the FOSA to ensure that it remains current.
 
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