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CASA 404/05 - Instructions – use of Global Positioning System (GPS)

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Instrument number CASA 404/05 I, bruce robert gemmell, Deputy Chief Executive and Chief Operating Officer, a delegate of CASA, make this instrument under regulations 174A and 179A of the Civil Aviation Regulations 1988 (CAR 1988). [Signed B. Gemmell] Bruce Gemmell Deputy Chief Executive and
   Chief Operating Officer 2 November 2005 Instructions — use of Global Positioning System (GPS)
1          Duration             This instrument: (a)   commences on the day after it is registered on the Federal Register of Legislative Instruments; and (b)   stops having effect at the end of July 2008. 2          Revocation              Instrument CASA 112/03 is revoked. 3          Instructions             I issue the instructions in Schedule 1. Schedule 1          Instructions 1          Definitions    (1)     In this schedule: approved database means a database: (a)   supplied by a person approved for paragraph 233 (1) (h) of CAR 1988; and (b)   on a medium approved by the manufacturer of the GPS receiver as suitable for use with the receiver; and (c)   incapable of modification by the operator or flight crew of an aircraft in which it is installed. ATS means Air Traffic Service as defined in the Air Services Regulations. en-route aircraft means an aircraft engaged in an oceanic, remote area or domestic en-route phase of flight. ground based navigation aid means: (a)   a non-directional beacon (NDB); or (b)   a VHF omni-directional radio range (VOR); or (c)   distance measuring equipment (DME). GPS means the United States Department of Defence satellite navigation system known as the Global Positioning System. RAIM means Receiver Autonomous Integrity Monitoring or another method of monitoring satellite signals approved by CASA under regulation 179A of CAR 1988. RAIM loss means an indication that the RAIM system is unable to monitor compliance with the applicable horizontal integrity limit. RAIM warning means an indication that the RAIM system has detected an anomalous condition causing position uncertainty to exceed the applicable horizontal integrity limit. RNAV means a method of navigation that permits aircraft operation on a desired flight path within the coverage of station referenced navigation aids, or within the limits of the capability of self-contained aids, or a combination of these.    (2)     The applicable horizontal integrity limit is: (a)   in an en-route phase of flight — 2 nautical miles; or (b)   within 30 nautical miles of the departure or destination aerodrome (GPS terminal mode) — 1 nautical mile; or (c)   during an approach — 0.3 nautical mile. 2        Application             This schedule applies to the following levels of equipment specification: (a)   TSO C129/C129a; (b)   TSO C129/C129a Oceanic; (c)   TSO C145/C145a/C146/C146a. Note   Where the equivalent levels of RNP capability can be demonstrated, the same level of approval may be given by CASA. 3        Use of GPS    (1)     The pilot in command of an aircraft may use GPS in accordance with these instructions as a navigation system for: (a)   an oceanic, remote area or domestic en-route phase of flight; or (b)   an approved instrument approach procedure, including a related missed approach procedure; or (c)   standard instrument departure (SID) or standard instrument arrival (STAR); or (d)   VFR operations.    (2)     Table 1 sets out the equipment requirements for each level of approval.    (3)     The operator of an aircraft that is approved for RNP operations may seek approval from CASA for equivalent operations according to the equipment capability of the aircraft. 4          Procedures for using GPS for oceanic, remote area or domestic en-route phase of flight    (1)     The pilot in command may use GPS as a navigation aid for descent below the relevant lowest safe altitude (LSALT) or minimum safe altitude (MSA) only in accordance with clause 5, 8 or 9.    (2)     The pilot in command of an en-route aircraft may use GPS with data that has been manually entered in a database only if the data entries: (a)   have been cross-checked for accuracy by at least 2 flight crew members; or (b)   for a single pilot operation — have been checked independently against other aeronautical information, such as current maps and charts carried in the aircraft in accordance with paragraph 233 (1) (h) of CAR 1988.    (3)     The pilot in command of an en-route aircraft must ensure that GPS derived position and tracking information obtained from manually entered data or supplied data is checked: (a)   at, or before, each compulsory reporting point designated under regulation 158 of CAR 1988; and (b)   at, or before, each en-route waypoint; and (c)   at hourly intervals during area navigation; and (d)   after the insertion of new data relating to the flight, such as a new flight plan or alteration of an existing flight plan.    (4)     The pilot in command may use GPS as a navigation aid for an oceanic or remote area phase of flight only if an appropriate en-route prediction analysis conducted before the flight ensures that GPS availability will provide a useable service. 5          Use of RNAV(GNSS) for carrying out RNAV(GNSS) approach procedures    (1)     If the pilot in command is using GPS, he or she: (a)   may only use a current approved database with a GPS non-precision approach procedure for the destination to carry out a GPS non-precision approach; and (b)   if carrying out a non-precision approach procedure or missed approach procedure — must not use a GPS with data that has been manually entered.    (2)     Subject to subclause (3), if the pilot in command is carrying out a RNAV(GNSS) non-precision approach procedure that has passed the initial approach fix but has not arrived at the final approach fix, he or she must carry out a missed approach procedure if there is: (a)   a RAIM warning or other reason to doubt the validity of GPS derived information; or (b)   RAIM loss.    (3)     If there is reason to doubt the validity of GPS arrival derived information, the pilot in command must adopt procedures appropriate to loss of GPS as a navigation aid.    (4)     If a RAIM warning or RAIM loss ends before the pilot in command commences a missed approach procedure, he or she may execute the missed approach using GPS derived information. 6          Use of GPS in VFR operations    (1)     GPS may be used under the VFR: (a)   to supplement map reading and other visual navigation techniques; or (b)   for RNAV operations at night — for:              (i)  position fixing and long-range navigation in accordance with ENR 1.1 Section 19; or             (ii)  operations on designated RNAV routes, including application of RNAV based LSALT; or             (iii)  deriving distance information for en-route navigation, traffic separation and ATC separation; or            (iv)  meeting the night VFR requirements for radio navigation systems mentioned in GEN 1.5 Section 2 and alternate aerodrome requirements in accordance with ENR 1.1 section 72. Note   ATC may apply RNAV based separation standards to aircraft meeting the requirements for night VFR RNAV.    (2)     If GPS is used for night VFR RNAV applications, the flight crew must be appropriately qualified. 7          Operating without RAIM on domestic en-route phase of flight    (1)     If there is RAIM loss or loss of integrity on a domestic en-route phase of a flight while using GPS, the pilot in command must: (a)   monitor the aircraft’s track by reference to other navigation aids with which the aircraft is equipped: or (b)   carry our procedures appropriate to the loss of navigation equipment.    (2)     If the pilot in command of an aircraft on a domestic en-route phase of flight is using GPS within a control area, he or she must advise ATS if: (a)   there is RAIM loss or loss of integrity for more than 10 minutes; or (b)   RAIM or data integrity is not available when ATS requests the provision of GPS derived information; or (c)   RAIM or data integrity is not available when ATS grants a clearance or imposes a requirement, based on GPS derived information; or (d)   the GPS receiver is in dead reckoning mode, or experiences loss of its navigation function, for more than 1 minute; or (e)   the indicated displacement of the aircraft from the centre line of its track is found to exceed 2 miles.    (3)     If valid position information is lost, with the GPS receiver being placed in 2-dimensional or dead reckoning mode, or if there is RAIM loss for more than 10 minutes, the pilot in command must use another means of navigation until RAIM is restored and the aircraft is re-established on track.    (4)     If RAIM has been lost for more than 10 minutes, the pilot in command: (a)   must not use GPS derived information or supply it to ATS; and (b)   after RAIM is restored — must notify ATS before using or supplying information of that kind.    (5)       After RAIM or data integrity is restored, the pilot in command must notify ATS of the restoration before GPS derived information is used.    (6)                 When advising ATS of the loss for more than 10 minutes of RAIM or of its subsequent restoration, the pilot in command must use the expression “RAIM failure” or “RAIM restored”.    (7)       If GPS derived information is supplied to ATS when RAIM has been unavailable for less than 10 minutes, the pilot in command must conclude the report with the expression “Negative RAIM”. 8          Use and supply of GPS derived distance information    (1)     This section applies if the pilot in command is using GPS.    (2)     If ATS asks for distance information without specifying the source of the information, the pilot in command may provide GPS derived distance information.    (3)     If ATS asks for a DME distance, the pilot in command may provide GPS derived distance information instead if a DME distance is not available.    (4)     When supplying GPS derived distance information to ATS, the pilot in command must include the source and the point of reference. Examples   “115 GPS ML VOR”, “80 GPS CTM NDB”, “267 GPS BEEZA”    (5)     The pilot in command must only supply GPS derived distance information: (a)   by reference to waypoints and navigation aids shown in maps and charts carried in the aircraft in accordance with paragraph 233 (1) (h) of CAR 1988; and (b)   from a current approved database. 9          GPS arrivals and DME or GPS arrivals    (1)     The pilot in command may use GPS in a GPS arrival, or a DME or GPS arrival only if: (a)   the coordinates of the destination VOR or NDB to which the procedure relates are obtained from a current approved database; and (b)   RAIM or data integrity is available at the time of descending below the applicable LSALT or MSA.    (2)       During a GPS arrival, or DME or GPS arrival, the pilot in command must: (a)   use the destination VOR or NDB to provide the primary track guidance; and (b)   if there is a significant disparity between the track guidance provided by the destination VOR or NDB and the GPS track indication — discontinue the arrival procedure.    (3)       If, at any time during the approach, there is doubt as to the validity of the GPS information (eg RAIM warning) or if GPS integrity is lost (eg RAIM not available), the pilot must conduct a missed approach.    (4)       For paragraph (2) (b) and subclause (3), a significant disparity is: (a)   for an NDB — a divergence of more than 6.9o; and (b)   for a VOR — a divergence of more than 5.2o. 10        Use of GPS instead of DME              A GPS receiver that complies with the GPS navigation equipment standards in section 10 may be used instead of DME instrument approaches for which DME is required on the following conditions: (a)   the substituted DME reference position can be selected from the database; and (b)   the reference position used is annotated on the approach chart. 11        GPS navigation equipment standards    (1)     The pilot in command may use GPS as a navigation system and approved non-precision approach procedure only if the aircraft is equipped with navigation equipment that: (a)   complies with:              (i)  Technical Standard Order C129, C129a, C145, C145a, C146 or C146a issued by the Federal Aviation Administration of the United States of America; or             (ii)  a design standard issued by CASA under regulation 21 of CAR 1988; and (c)   is capable of navigating a non-precision approach procedure.    (2)     A GPS receiver must be installed in an Australian aircraft in accordance with: (a)   if fitted before the date of this instrument — CAAP 35-1 or Advisory Circular (AC) 21-36; or (b)   if fitted on or after the date of this instrument — AC 21-36; or (c)   a design that provides an equivalent level of safety and is approved by CASA or an authorised person under subregulation 35 (2) of CAR 1988.    (3)     The automatic barometric aiding options as specified in TSO C129, C129a, C145, C145a, C146 or C146a, if provided in the GPS unit, must be connected.
Table 1     Equipment requirements                                                                                                   (subclause 3 (2))
Phase of flight
Equipment requirement
Automatic barometer aiding
Manually entered data
RAIM prediction service
Loss RAIM
Alternate requirements
RNAV(GNSS) approach (TSO 129/129a equipment)
TSO C129 or C129a
Must be fitted and connected
Not allowed
Advisory
Do not commence or continue approach
Weather based alternate must have suitable alternate approach using ground based navigation aids, or the alternate destination must be suitable for approach in VMC
RNAV(GNSS) approach (TSO 145a/ 146a or equivalent equipment)
TSO C145a or C146a, with FDE, or approved equivalent equipment
Must be connected if receiver has the capability
Not allowed
Must use FDE or, if it is unavailable, the alternate requirements for TSO C129/C129a equipment apply
Do not commence or continue approach
Weather based alternate may use GNSS(RNAV) approach without alternate approach
SID, STAR, and procedures other than RNAV procedures
VOR or ADF, and any of the following TSOed equipment: C129
C129a
C145a
C146a Equivalent equipment may be approved
Must be connected if receiver has the capability
Not allowed
Not available
Do not descend below the LSALT for the applicable part of the arrival
Weather based alternate must have suitable alternate approach using ground based navigation aids
IFR RNAV
Any of the following TSOed equipment: C129
C129a
C145a
C146a Equivalent equipment may be approved
Must be connected if receiver has the capability
1  Cross checked by at least 2 crew members 2  In single pilot operations, cross checked against other aeronautical information such as current maps and charts carried in accordance with paragraph 233 (1) (h) of CAR 1988 3  Must be checked:    (a)  at or before each compulsory reporting point designated under regulation 158 of CAR 1988; and    (b)  at, or before, each en-route waypoint; and    (c)  at hourly intervals during area navigation; and    (d)  after the insertion of new data relating to the flight, such as a new flight plan or alteration of an existing plan
Not available
1  Monitor the aircraft’s track by reference to other navigation aids with which the aircraft is equipped 2  Advise ATS and use an alternative means of navigation if there is RAIM loss or loss of integrity for more than 10 minutes 3  Use the phrases ‘RAIM failure’ and ‘RAIM restored’ as appropriate to advise ATS of RAIM status when required 4  Advise ATS if RAIM is not available when ATS requests GPS derived information 5  Use the phrase ‘negative RAIM’ to indicate that the position is based on non-RAIM information 6  Advise ATS if RAIM or data integrity is not available when ATS grants a clearance or gives instructions based on GPS derived information 7  Advise ATS if the GPS receiver is in dead reckoning mode for more than 1 minute 8  Advise ATS if the indicated displacement of the aircraft from the centre line of its track is found to exceed 2 miles
Not applicable
DR substitute
Any of the following TSOed equipment: C129
C129a
C145a
C146a
Must be connected if receiver has the capability
As for IFR RNAV
Not available
In accordance with IFR RNAV procedures when navigating by RNAV only
Not applicable
Visual navigation
Any GPS receiver may be used
If GPS receiver is installed, barometric aiding must be connected if the receiver has the capability
Permitted
Not available
Not applicable
Not applicable
Night VFR RNAV
Any of the following TSOed equipment: C129
C129a
C145a
C146a Equivalent equipment may be approved
Must be connected if receiver has the capability
As for IFR RNAV
Not available
As for IFR RNAV
Not applicable
Oceanic RNAV
Any 2 of the following TSOed equipment with FDE and certified as compliant with FAA Notice 8110.60: C129
C129a
C145a
C146a
Must be connected if receiver has the capability
As for IFR RNAV
Mandatory
As for IFR RNAV
Not applicable
GLS RNAV
Requires an approval issued by CASA
 
In accordance with approval
In accordance with approval
In accordance with approval
Not applicable