CASA 89/07 Instructions use of RNAV (GNSS) approaches by RNP-capable aircraft (Cth)

Instrument number CASA 89/07

I, bruce robert gemmell, Deputy Chief Executive Officer, Operations, a delegate of CASA, make this instrument under regulation 179A of the Civil Aviation Regulations 1988 (CAR 1988).

[Signed B. Gemmell]

Bruce Gemmell
Deputy Chief Executive Officer, Operations

26 March 2007

Instructions — use of RNAV (GNSS) approaches by RNP-capable aircraft

1          Duration

            This instrument:

(a)   commences on the day after it is registered; and

(b)   stops having effect at the end of March 2009.

2          Application

            This instrument applies to the conduct of RNAV (GNSS) approaches by Qantas Airways Ltd, Aviation Reference Number 216147, using Airbus A330 aircraft with an RNP-capable RNAV system.

3          Instructions

            I issue the instructions in Schedule 1.

4          Definitions

            In this instrument:

AFM means the aircraft flight manual.

approved navigation database means a navigation database on a medium approved by the manufacturer of the aircraft as suitable for use with the aircraft.

FAF means final approach fix.

FCOM means flight crew operations manual.

FMS means the aircraft’s flight management system.

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.

GPS means theUnited States Government satellite navigation system known as the Global Positioning System.

LSALT means lowest safe altitude.

MSA means minimum safe altitude.

navigation database means electronic data such as waypoints, altitudes, constraints and similar details as coded and entered into the FMS from time to time.

operator means Qantas Airways Ltd.

RNAV (GNSS) approach means an area navigation instrument approach procedure published in the Australian AIP.

RNP means the required navigation performance as displayed to the pilot in command by the FMS.

RNP-capable RNAV system means an area navigation system, fitted to an aircraft, which the AFM states is capable of meeting RNP 0.3 requirements.

XTK error means the cross-track difference between the indicated position of the aircraft and the planned position, as displayed to the pilot in command by the FMS.

Schedule 1          Instructions

1          Use of RNP capability for RNAV (GNSS) approaches

            Instead of complying with the instructions issued under regulation 179A of CAR 1988 in instrument CASA 404/05, the pilot in command 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 approach I.F.R. navigation aid for a published RNAV (GNSS) approach procedure, including a related missed approach procedure.

2          Requirements

   (1)     The AFM must contain a statement that the aircraft is capable of meeting the RNP 0.3 requirements.

   (2)     The operator must maintain and validate the FMS Navigation Database in accordance with the manufacturer’s procedures.

   (3)     The operator must:

(a)   have a means of predicting the availability and integrity of GPS satellites; and

(b)   make the relevant information available to flight crews before flight.

   (4)     Subject to these instructions, the pilot in command must ensure that RNAV (GNSS) approaches are flown in accordance with the procedures published in the FCOM and other Qantas A330 operations manuals and instructions.

   (5)     RNAV (GNSS) must not be used to satisfy any of the requirements for alternate aerodrome planning.

   (6)     RNAV (GNSS) must not be used as a navigation reference for flight below the LSALT or MSA, except in accordance with an RNAV (GNSS) approach.

   (7)     RNAV (GNSS) approach charts must be verified by the operator before use.

3          Procedures

   (1)     The pilot in command must ensure that RNAV (GNSS) approaches are flown in accordance with authorised instrument approach procedures validated by Qantas.

   (2)     The pilot in command must use, wherever practicable, a managed approach instead of a selected approach. The pilot in command must ensure that all approach chart altitude requirements are complied with.

   (3)     The pilot in command must ensure that a vertical approach path remains above the vertical limitations published in the approach chart.

   (4)     The pilot in command must discontinue an RNAV (GNSS) approach if an RNP of 0.3 or less cannot be maintained from the FAF, or if the vertical flight path cannot be maintained above the vertical limitations published in the approach chart.

   (5)     Since the FMS is currently miscomputing RNAV (GNSS) approach profiles when missed approach points are located before the landing thresholds on the published RNAV (GNSS) approach charts, the pilot in command must conduct RNAV (GNSS) approaches in accordance with the temporary solution provided by Honeywell, and published in the Airbus Industries FCOM Bulletin No. 811/1 titled Use of managed guidance in Approach and Nav Database Validation (FCOM Bulletin No. 811/1), in accordance with the following instructions:

(a)   the temporary solution must be approved, and remain approved, by Airbus Industries as suitable for use by Qantas in conducting those approaches;

(b)   the temporary solution may only be used until the FMS is reprogrammed with the next FMS P3 standard in 2007;

(c)   Honeywell must relabel the FMS navigation database “RNAV” approaches to display “GPS”;

(d)   Qantas must comply with the checks and processes prescribed in FCOM Bulletin No. 811/1, particularly in respect of navigation database customer customisation;

(e)   before RNAV (GNSS) approaches become operational, Qantas must have published a notice to flight crews introducing RNAV (GNSS) approaches which specifically includes an explanation of the temporary solution.