Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) Instrument 2014 (Cth)

Civil Aviation Order 20.91 (Instructions and directions for performance‑based navigation) Instrument 2014

as amended

made under regulation 179A of the Civil Aviation Regulations 1988, regulation 11.245 of the Civil Aviation Safety Regulations 1998 and subsection 33 (3) of the Acts Interpretation Act 1901.

This compilation was prepared on 30 November 2018 taking into account amendments up to Civil Aviation Order 20.91 Amendment Instrument 2018 (No. 1). It is a compilation of Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) Instrument 2014 as amended and in force on 2 November 2018.

Prepared by the Advisory & Drafting Branch, Legal & Regulatory Affairs Division, Civil Aviation Safety Authority, Canberra.

Compilation No. 2.

1 Name of instrument

This instrument is the Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) Instrument 2014.

2 Repeal

Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) 2012 is repealed.

3 Commencement and duration

3.1 This Order commences on the day of registration.

3.2 For paragraph 11.250 (a) of CASR, anything in this Order that is a direction under regulation 11.245 of CASR, ceases to be in force on 30 November 2024.

Note To support this Order, CASA is using both the power to issue instructions under regulation 179A of CAR, and the power to issue directions under regulation 11.245 of CASR. For paragraph 11.250 (a) of CASR, an expiry date must be included for a direction which is to endure for longer than 1 year.

4 Definitions

Note In this Civil Aviation Order terms and expressions have the same meaning as they have in the Civil Aviation Act 1988 and the regulations.

4.1 The acronyms and abbreviations used in this Order have the following meanings:

Acronym		Explanation
14 CFR		Title 14 Code of Federal Regulations Note 14 CFR is used instead of FAR and is consistent with the current practice in FAA documentation. Example: a reference to 14 CFR, Part 23 is a reference to Part 23 of the FAR.
ABAS		Aircraft Based Augmentation System
AFM		Aircraft Flight Manual
AFMS		Aircraft Flight Manual Supplement
AMM		Aircraft Maintenance Manual
AP		Autopilot
AP/FD		Autopilot/Flight Director
APCH		Approach
APV		Approach with Vertical Guidance
AR		Authorisation Required
ARINC 424		Aeronautical Radio Incorporated Specification 424
A-RNP		Advanced Required Navigation Performance
ASE		Altimetry System Error
BARO		Barometric
Baro-VNAV		Barometric Vertical Navigation
B-RNAV		Basic RNAV
CBT		Computer-based Training
CDI		Course Deviation Indicator
CPDLC		Controller-Pilot Data Link Communications
CS		EASA Certification Specification
DA		Decision Altitude
EADI	Electronic Attitude Director Indicator
(E)TSO		FAA Technical Standard Order and/or European Technical Standard Order
ETSO		European Technical Standard Order
FAF		Final Approach Fix
FAP		Final Approach Point
FAS		Final Approach Segment
FD		Fault Detection or Flight Director
FDE		Fault Detection and Exclusion
FM		Path Terminator: Course from Fix to Manual Termination
FMC		Flight Management Computer
FMS		Flight Management System
FOSA		Flight Operational Safety Assessment
FRT		Fixed Radius Transition
FTE		Flight Technical Error
GBAS		Ground-based Augmentation System
GNSS/FMS		An FMS area navigation system that has GNSS capability but does not have IRU or IRS inputs
HPL		Horizontal Protection Limit
HSI		Horizontal Situation Indicator
IAF		Initial Approach Fix
IF		Path Terminator: Initial Fix
INS		Inertial Navigation System
IRS		Inertial Reference System
IRU		Inertial Reference Unit
JAA		Joint Aviation Authorities
LNAV		Lateral Navigation
LNAV/VNAV		Lateral Navigation with Vertical Navigation
LOA		Letter of Acceptance or Letter of Authorisation
LOC		ILS Localizer
LP		Localiser Performance
LPV		Localiser Performance with Vertical Guidance
LRNS		Long-range Navigation System
MAP		Map Display
MMR		Multi-mode Receiver
MNPS		Minimum Navigation Performance Specifications
NM		nautical mile
NNDP		Non-normal Decision Point
NPA		Non-precision Approach
NPS		Navigation Performance Scales
NSE		Navigation System Error
OEI		One Engine Inoperative
OEM		Original Equipment Manufacturer
PBN		Performance-based Navigation
PF		Pilot flying
PNF/PM		Pilot not flying/pilot monitoring
P-RNAV		Precision Area Navigation
QRH		Quick Reference Handbook
RADALT		Radio Altimeter.
RAIM		Receiver Autonomous Integrity Monitor
RF Leg		Path Terminator: Radius to Fix Path Terminator
RNAV		Area Navigation
RNP		Required Navigation Performance
RNP APCH		RNP Approach
RNP AR APCH		RNP AR Approach
RNP AR DEP		RNP AR Departure
RTCA		Radio Technical Commission for Aeronautics
SBAS		Space-based Augmentation System
SIS		Signal-in-space
TSE		Total System Error
VDEV		Vertical Deviation
VI		Path Terminator: Heading Vector to Intercept
VIP		Vertical Intercept Point
VNAV		Vertical Navigation
VPA		Vertical Path Angle
VSD		Vertical Situation Display
XTK		Cross-track Error/Deviation

4.2 Terms defined for this Order:

Term	Definition (meaning)
AIRAC cycle	The Aeronautical Information Regulation and Control cycle. Note In accordance with Annex 15, Aeronautical Information Services (AIS), of the Chicago Convention, the AIRAC cycle documents and defines a series of common dates, and an associated standard aeronautical information publication procedure, for each Convention State.
Airspace	An area, route or procedure (the *designated environment*) in respect of which all or any of the following requirements must be satisfied, before an aircraft to which this Order applies is able to use it: (a) navigation specifications (RNAV or RNP) applicable in the designated environment, for which the aircraft must hold an authorisation or approval; (b) aircraft navigation equipment requirements that the aircraft must satisfy; (c) aircraft navigation system functional and performance requirements that the aircraft must satisfy; (d) aircraft navigation equipment installation requirements that the aircraft must satisfy.
Alternate Means of Navigation	The use of information from an area navigation system in lieu of that from conventional navigation aids and navigation equipment that is installed, operational and compatible with conventional navigation aids.
ARINC 424 Path Terminator	Aeronautical Radio Incorporated Specification 424 format for coding airborne navigation databases.
Augmentation Systems	Augmentation systems are GNSS supplemental systems used to augment core satellite constellation signals to meet safety and reliability requirements. These systems may include ranging, integrity or differential elements in any combination. There are 3 categories of augmentation systems: Aircraft-based Augmentation Systems (*ABAS); Ground-based Augmentation Systems (GBAS); Space-based Augmentation Systems (SBAS*). Within each category there are multiple independent systems.
Cross-track Error/Deviation	The perpendicular distance between the planned flight path of an aircraft and the computed aircraft position as displayed by the aircraft’s navigation instruments. Note This term is also referred to as “lateral deviation”.
(E)TSO	European Technical Standard Order and/or FAA Technical Standard Order. Note Both will have the same reference number.
Flight Day	A 24 hour period (from midnight to midnight) either Universal Coordinated Time (UCT) or local time, as established by the operator, during which at least 1 flight is initiated for the affected aircraft.
Letter of Acceptance (LOA)	A letter of acceptance issued by a regulatory authority to a data supplier that has demonstrated compliance with the requirements of RTCA DO-200A/EUROCAE ED-76 Standards for Processing Aeronautical Data. A LOA may be a Type 1 LOA or a Type 2 LOA.
Type 1 LOA	Provides recognition of a data supplier’s compliance with RTCA DO-200A/EUROCAE ED-76 Standards for Processing Aeronautical Data with no identified compatibility with an aircraft system.
Type 2 LOA	Provides recognition of a data supplier’s compliance with RTCA DO-200A/EUROCAE ED-76 Standards for Processing Aeronautical Data and identifies the compatibility of its delivered data with a particular avionic system or avionic systems.
Long range navigation system	A navigation system comprising an INS, an IRS or a GNSS capable of use in oceanic or remote airspace.
Navigation specification	A set of aircraft and aircrew requirements needed to support PBN operations within a defined airspace. Note There are 2 kinds of navigation specification: RNAV and RNP (see Definitions).
Operator	The individual or entity responsible for flight operation of the aircraft. This might or might not be the registered operator for maintenance purposes.
Path Terminator	A specific type of flight path along a segment of a route or procedure along with a specific type of termination of that flight path, as assigned to all area navigation routes, SID, STAR and approach procedure segments in an aircraft navigation database, and defined in ICAO Doc. 8168, Volume II, Part III, Section 2, Chapter 5.
Performance-based Navigation	Area navigation based on performance requirements for aircraft operating along an ATS route, on an instrument approach procedure or in a designated airspace.
Receiver Autonomous Integrity Monitor	A form of ABAS whereby a GNSS receiver processor determines the integrity of the GNSS navigation signals using only GPS signals or GPS signals augmented with altitude (baro-aiding). This determination is achieved by a consistency check among redundant pseudo-range measurements. For the receiver to perform the RAIM function, at least 1 additional satellite needs to be available with the correct geometry, over and above the requisite GNSS satellites needed for the position estimation.
Requisite GNSS satellites	Not less than the number of serviceable GNSS satellites specified in writing by the manufacturer of an RNP system to provide a particular level of RNP capability.
Restricted aerodrome	An aerodrome for which an operator restricts operations to aircraft with certain equipment, or flight crew with a certain combination of training, qualifications and experience, as set out in the operations manual.
RNAV Specification	A navigation specification based on area navigation that does not include the requirement for on-board performance monitoring and alerting, designated by the prefix RNAV, e.g. RNAV 5, RNAV 1.
RNP Specification	A navigation specification based on area navigation that includes the requirement for on-board performance monitoring and alerting, designated by the prefix RNP, e.g. RNP 4, RNP APCH.
State of the Operator	In relation to an aircraft, means the country in which the principal place of business of the aircraft operator is situated or, if the aircraft operator has no place of business, the country in which the principal place of residence of the aircraft operator is situated.
Substitute Means of Navigation	The use of information from an area navigation system in lieu of that from out-of-service conventional navigation aids and/or inoperative or not-installed navigation equipment compatible with conventional navigation aids.

4.3 In this Order, unless the contrary intention appears, a reference to a TSO standard, an ETSO standard, an (E)TSO standard, an ICAO document, an FAA document, an EASA document, an AC or other CASA document is taken to include a later version of the standard or document as in force or existing from time to time.

Note Subsection 98 (5D) of the Civil Aviation Act 1988 permits the Order to apply, adopt or incorporate matter contained in any instruments or other writing as in force or existing from time to time.

4.4 Without affecting paragraph 4.3, in this Order, a reference to an (E)TSO, a TSO or an ETSO with an empty bracket at the end of the reference includes the (E)TSO, TSO or ETSO in a version that contains a number within the bracket.

4.5 In this Order, a reference to the PBN Manual means ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, 4^th edition or later revised version.

5 Transitional — MNPS (Reserved)

Note MNPS will be retained until the North Atlantic Program Coordination Office publishes a navigation specification alternative procedure. It is anticipated that RNP 2, used in an Oceanic application, may provide this alternative. In the interim, CASA MNPS approvals will remain in force according to their terms.

6 Scope of Order

The instructions and directions in this Order apply to the operation of an Australian aircraft that uses PBN in I.F.R. flight, and to foreign registered aircraft, where expressed to do so, and contain:

(a) instructions to pilots in command for I.F.R. flights, specifying the method by which an aircraft engaged in PBN is to be navigated; and

(b) directions to pilots in command and operators in relation to the conduct of I.F.R. flight using a PBN navigation specification mentioned in subsection 7.

7 Application — navigation specifications

7.1 The instructions and directions in this Order apply to the operation of an Australian aircraft that uses 1 or more of the following navigation specifications in I.F.R. flight:

(a) RNAV 5;

Note See Appendix 1.

(b) RNAV 1 and RNAV 2;

Note See Appendix 2.

(c) RNP 2;

Note See Appendix 3.

(d) RNP 1;

Note See Appendix 4.

(e) RNP 0.3;

Note See Appendix 5.

(f) RNP APCH, including:

(i) LNAV; and

(ii) LNAV/VNAV (Baro-VNAV); and

(iii) LP; and

(iv) LPV;

Note See Appendix 6.

(g) RNP AR, including:

(i) RNP AR APCH; and

(ii) RNP AR DEP.

Note 1 See Appendix 7.

Note 2 RNP AR APCH and RNP AR DEP operations may include OEI procedures.

(h) Baro-VNAV;

Note 1 See Appendix 8.

Note 2 Navigation specification RNAV 10 and RNP 4 are each dealt with in Part 91 of CASR, as RNP 10 and RNP 4, respectively.

(i) Advanced RNP;

Note See Appendix 9.

(j) Radius to Fix Path Terminator;

Note See Appendix 10.

(k) Fixed Radius Transition;

Note See Appendix 11.

(l) Time of Arrival Control;

Note See Appendix 12 (reserved pending technical development by ICAO).

(m) Use of suitable area navigation systems on conventional routes and procedures.

Note See Appendix 13.

7.2 Foreign registered aircraft operating into or out of, and within, the Brisbane or Melbourne Flight Information Regions (FIR) are directed to have authorisations equivalent to those for Australian registered aircraft under this Order issued by the National Aviation Authority of their State of Registration or State of the Operator, as applicable.

8 Instructions and directions for authorised use of PBN navigation specifications

8.1 An Australian aircraft using a navigation specification mentioned in subsection 7 (the particular navigation specification) may be navigated in I.F.R. flight in any airspace for which that PBN is required only in accordance with the requirements set out in this Order and in any Appendix to this Order that apply for the use of the specification.

8.2 The pilot in command of an I.F.R. flight must not use the particular navigation specification unless:

(a) he or she satisfies each requirement to be satisfied by the pilot under this Order for the use of the particular navigation specification; and

(b) for RNP 0.3 and RNP AR, the operator of the aircraft holds a navigation authorisation under this Order for the particular navigation specification; and

(c) the flight is conducted in accordance with the particular navigation specification; and

(d) the operating instructions for the area navigation system(s) installed in the aircraft are carried in the aircraft and are easily accessible to the pilot(s). The operating instructions may be:

(i) the operating instructions provided by the navigation system manufacturer; or

(ii) the AFM, provided the instructions are complete and not an abbreviated version; or

(iii) an applicable AFMS, provided the instructions are complete and not an abbreviated version; or

(iv) other operating instructions specified by the AFM or an applicable AFMS; or

(v) other operating instructions acceptable to CASA.

8.3 The operator of an aircraft engaged in an I.F.R. flight using a navigation specification mentioned in subparagraph 8.2 (b) is directed not to permit the flight to commence unless the operator:

(a) holds a navigation authorisation under the Appendix of this Order which applies for the use of the RNP 0.3 or RNP AR navigation specification (the relevant Appendix); and

(b) complies with each requirement for the flight set out in the relevant Appendix; and

(c) ensures that each member of the flight crew of the aircraft:

(i) satisfies each flight crew requirement for the flight set out in the relevant Appendix; and

(ii) conducts the flight in accordance with the navigation authorisation.

8.4 Operators of foreign registered aircraft holding an RNP AR navigation authorisation must not navigate in accordance with RNP AR procedures in Australia without prior CASA acceptance of that navigation authorisation.

9 Certain aircraft are deemed to be approved for navigation specifications in Appendices 1, 2, 3 and 4

9.1 Subject to compliance with paragraphs 9.2 and 9.3, an Australian aircraft is deemed to be approved for navigation in accordance with any of the following navigation specifications:

(a) RNAV 5;

(b) RNAV 1 and RNAV 2;

(c) RNP 2;

(d) RNP 1.

9.2 The aircraft must be equipped with a GNSS stand-alone system with en route and terminal navigation capability having:

(a) (E)TSO-C129 ( ) authorisation for Class A1 or A2; or

(b) (E)TSO-C146 ( ) authorisation for Class Gamma and operational Class 1, 2 or 3; or

(c) an integrated avionics system using GNSS sensors with (E)TSO‑C129 ( ) Class B1, B2, C1 or C2 authorisation, or (E)TSO‑C145 ( ) Class Beta and operational Class 1, 2 or 3 authorisation as the only primary sensor input to the area navigation function, that is accepted as a stand-alone system for this subsection.

Note The integrated avionics systems referred to are those systems typically installed in US 14 CFR/EASA CS Part 23 or Part 27 aircraft that combine flight displays, communications, radio navigation (VOR and ILS) and area navigation into a single integrated system. (E)TSO C115 multi-sensor systems that utilise independent discrete sensor inputs are not addressed under this subsection.

9.3 The aircraft is approved for navigation during a flight in accordance with a navigation specification mentioned in paragraph 9.1 if the AFM or AFMS for the aircraft, as published at the time of the flight, states that the aircraft:

(a) is capable of the navigation specification; or

(b) has the GPS capability mentioned in an item of the Table that corresponds to the navigation specification.

Table

GPS capability

(Column 1)

Navigation specification

(Column 2)

1 GPS RNAV EN ROUTE RNAV 5; RNAV 2 or RNP 2

2 GPS RNAV TERMINAL RNAV 1 or RNP 1

Note For example, for the purposes of subparagraph 9.3 (b), if the AFM or AFMS for an aircraft states that the aircraft is capable of GPS RNAV TERMINAL (a “GPS capability”), then the aircraft would be approved to navigate in accordance with RNAV 1 (the corresponding “navigation specification”).

9.5 If the AFM or AFMS for an aircraft states that the aircraft is approved for RF Legs and the aircraft:

(a) meets the requirements of paragraph 9.3; and

(b) is equipped with a map display depicting the computed flight path of the aircraft;

the aircraft is taken to be approved for RF Legs in conjunction with RNP 1 operations.

9.6 If the AFM or AFMS for an aircraft states that the aircraft is approved for Radius to FRT, and the aircraft:

(a) meets the requirements in paragraph 9.3 above; and

(b) is equipped with a map display depicting the computed flight path of the aircraft;

the aircraft is taken to be approved for FRT in conjunction with RNP 2 operations.

10 Certain aircraft are deemed to be approved for navigation specifications in Appendices 1, 2, 3, 4 and 6

10.1 Subject to compliance with paragraphs 10.2 and 10.3, an Australian aircraft is deemed to be approved for navigation in accordance with any of the following navigation specifications:

(a) RNAV 5;

(b) RNAV 1 and RNAV 2;

(c) RNP 2;

(d) RNP 1;

(e) RNP APCH-LNAV;

(f) RNP APCH-LNAV/VNAV;

(g) RNP APCH-LP or RNP APCH-LPV.

10.2 The aircraft must be equipped with:

(a) a GNSS stand-alone system with en route, terminal and NPA capability having (E)TSO-C129a authorisation for Class A1; or

(b) a GNSS stand-alone system with en route, terminal and NPA capability having (E)TSO-C146 Class Gamma and operational Class 1, 2 or 3; or

(c) an integrated avionics system using a GNSS sensor with (E)TSO‑C129a Class B1 or C1 or (E)TSO-C145 Class Beta and operational Class 1, 2 or 3 authorisation as the only primary sensor input to the area navigation function that is accepted as a stand‑alone system for this subsection.

Note The integrated avionics systems referred to in subparagraph 10.2 (b) are those systems typically installed in US 14 CFR/EASA CS Part 23 or Part 27 aircraft that combine flight displays, communications, radio navigation (VOR and ILS) and area navigation into a single integrated system. (E)TSO C115 multi-sensor systems that utilise independent discrete sensor inputs are not addressed under this subsection.

10.3 The aircraft is approved for navigation during a flight in accordance with a navigation specification mentioned in paragraph 10.1 if the AFM or AFMS for the aircraft, as published at the time of the flight, states that the aircraft:

(a) is capable of the navigation specification; or

(b) has the GPS capability mentioned in an item of the Table that corresponds to the navigation specification.

Table

GPS capability

(Column 1)

Navigation specification

(Column 2)

1 GPS RNAV EN ROUTE RNAV 5; RNAV 2 or RNP 2

2 GPS RNAV TERMINAL RNAV 1 or RNP 1

3 GPS RNAV NON-PRECISION APPROACH RNP APCH-LNAV

4 GPS RNAV LP RNP APCH-LP

5 GPS RNAV LPV RNP APCH-LPV

Note For example, for the purposes of subparagraph 10.3 (b), if the AFM or AFMS for an aircraft states that the aircraft is capable of GPS RNAV NON-PRECISION APPROACH (a “GPS capability”), then the aircraft would be approved to navigate in accordance with RNP APCH-LNAV (the corresponding “navigation specification”).

10.4 If the AFM or an AFMS for an aircraft states that the aircraft is approved for Baro‑VNAV and the aircraft meets the requirements in paragraph 10.3, then the aircraft is deemed to be approved for Baro‑VNAV in conjunction with RNP APCH‑LNAV/VNAV.

10.5 In addition, if the aircraft is equipped with GNSS equipment authorised for:

(a) (E)TSO-C129a Class A1, B1or C1; or

(b) (E)TSO-C146 ( ) Class Gamma and operational Class 2 or 3; or

(c) (E)TSO-C145 Class Beta and operational Class 2 or 3;

the aircraft is deemed to be approved for RNP APCH – LNAV/VNAV operations.

10.6 If the AFM or an AFMS for an aircraft states that the aircraft is approved for RF Legs and the aircraft:

(a) meets the requirements of paragraph 10.3 above; and

(b) is equipped with a map display depicting the computed flight path of the aircraft;

the aircraft is deemed to be approved for RF Legs in conjunction with RNP 1 and RNP APCH – LNAV operations.

10.7 If the AFM or an AFMS for an aircraft states that the aircraft is approved for Radius to FRT and the aircraft:

(a) meets the requirements in paragraph 10.3 above; and

(b) is equipped with a map display depicting the computed flight path of the aircraft;

the aircraft is deemed to be approved for Radius to FRT in conjunction with RNP 2 operations.

11 Certain other aircraft deemed to be approved for navigation authorisations in Appendices 1, 2, 3, 4 and 6

11.1 Subject to compliance with paragraphs 11.2 and 11.3, an Australian aircraft is deemed to be approved for navigation in accordance with any of the following navigation specifications:

(a) RNAV 5;

(b) RNAV 1 and RNAV 2;

(c) RNP 2;

(d) RNP 1;

(e) RNP APCH-LNAV;

(f) RNP APCH-LNAV/VNAV;

(g) RNP APCH-LP or RNP APCH-LPV.

11.2 The aircraft must be equipped with:

(a) a GNSS stand-alone system with en route, terminal, NPA and LPV capability having (E)TSO-C146 ( ) authorisation for Class Gamma and operational Class 3; or

(b) an integrated avionics system using GNSS sensors with (E)TSO‑C145 ( ) Class Beta and operational Class 3 authorisation as the only primary sensor input to the area navigation function is deemed to be a stand-alone system for this subsection.

Note The integrated avionics systems referred to are those systems typically installed in US 14 CFR/EASA CS Part 23 or Part 27 aircraft that combine flight displays, communications, radio navigation (VOR and ILS) and area navigation into a single integrated system. (E)TSO C115 multi-sensor systems that utilise independent discrete sensor inputs are not addressed under this subsection.

11.3 The aircraft is approved for navigation during a flight in accordance with a navigation specification mentioned in paragraph 11.1 if the AFM or AFMS for the aircraft, as published at the time of the flight, states that the aircraft:

(a) is capable of the navigation specification; or

(b) has the GPS capability mentioned in an item in the Table that corresponds to the navigation specification.

Table

GPS capability

(Column 1)

Navigation specification

(Column 2)

1 GPS RNAV EN ROUTE RNAV 5; RNAV 2 or RNP 2

2 GPS RNAV TERMINAL RNAV 1 or RNP 1

3 GPS RNAV NON-PRECISION APPROACH RNP APCH-LNAV

4 GPS RNAV LP RNP APCH-LP

5 GPS RNAV LPV RNP APCH-LPV

Note For example, for the purposes of subparagraph 11.3 (b), if the AFM or AFMS for an aircraft states that the aircraft is capable of GPS RNAV NON-PRECISION APPROACH (a “GPS capability”), then the aircraft would be approved to navigate in accordance with RNP APCH-LNAV (the corresponding “navigation specification”).

11.4 If the AFM or an AFMS for an aircraft states that the aircraft meets the requirements in subsection 11.3, then it is deemed to be approved for Baro‑VNAV in conjunction with RNP APCH‑LNAV/VNAV operations.

11.5 If an aircraft:

(a) meets the requirements of paragraph 11.3 above; and

(b) is equipped with a map display depicting the computed flight path of the aircraft; and

(c) the AFM or AFMS states that the aircraft is approved for RF Legs;

it is deemed to be approved for RF Legs in conjunction with RNP 1, RNP APCH – LNAV, RNP APCH – LP, and RNP APCH – LPV operations.

11.6 If an aircraft:

(a) meets the requirements in paragraph 11.3 above; and

(b) is equipped with a map display depicting the computed flight path of the aircraft; and

(c) the AFM or AFMS states that the aircraft is approved for Radius to FRT;

it is deemed to be approved for FRT in conjunction with RNP 2 operations.

12 Pilot qualifications

12.1 To operate to a performance-based navigation specification, the pilot must hold:

(a) a current instrument endorsement valid for the navigation specification:

(i) in accordance with CASR Subpart 61.M.2; or

(ii) in accordance with Civil Aviation Order (CAO) 40.2.1; or

(b) the pilot must hold a current private instrument rating and flight procedure approvals or endorsements valid for the navigation specification:

(i) in accordance with CASR Subpart 61.N.2; or

(ii) in accordance with CAO 40.2.3.

12.2 The pilot must also comply with any requirements in the Order or an Appendix stating additional qualifications or conditions for use of the navigation specification.

13 Navigation database — standards and discrepancies

13.1 This subsection applies in relation to all area navigation systems in an aircraft used for PBN operations and sets out CASA’s directions for the purposes of regulation 232A of CAR.

13.2 If particulars of way points and navigation aids that are published in maps and charts required to be carried in the aircraft under paragraph 233 (1) (h) of CAR are included in a navigation computer’s database, then those particulars must be in a form that cannot be modified by the aircraft operator or flight crew members.

13.3 A navigation database for PBN operations must be valid. To be valid, a navigation database must be:

(a) obtained from a supplier who complies with:

(i) Radio Technical Commission for Aeronautics (RTCA) DO 200A; or

(ii) European Organisation for Civil Aviation Equipment (EUROCAE) document ED-76, Standards for Processing Aeronautical Data; and

(b) compatible with the intended function of the equipment in accordance with ICAO Annex 6, Part 1, Chapter 7.

Note 1 Annex 6, Part 1, Chapter 7 states that an operator shall not employ electronic navigation data products that have been processed for application in the air and on the ground unless the State regulatory authority has approved the operator’s procedures for ensuring that the process applied and the products delivered have met acceptable standards of integrity and that the products are compatible with the intended function of the equipment that will use them. The State regulatory authority shall ensure that the operator continues to monitor both process and products.

Note 2 An LOA, issued by an appropriate regulatory authority to each of the participants in the data chain, demonstrates compliance with this requirement, for example, FAA LOA issued in accordance with FAA AC 20-153 or EASA LOA issued in accordance with EASA Agency Opinion 01/2005 and the associated “Conditions for the issuance of Letters of Acceptance for Navigation Database Suppliers by the Agency”.

Note 3 A Type 1 LOA provides recognition of a data supplier’s compliance with RTCA/DO-200A/EUROCAE ED-76 with no identified compatibility with an aircraft system. A Type 1 LOA ensures the processes for producing the aeronautical data comply with the documents identified in Note 1 and the documented data quality requirements (DQRs).

Note 4 A Type 2 LOA provides recognition of a data supplier’s compliance with RTCA/DO-200A/EUROCAE ED-76 and the compatibility of its delivered data with particular avionic systems that are identified in the LOA letter.

Note 5 A CASR Part 175 approval equates to an EASA or FAA Type 1 LOA.

(c) current for the present AIRAC cycle.

13.4 Operators carrying out RNP APCH, Baro-VNAV, Advanced RNP, RNP 0.3 or RNP AR approach operations must obtain their navigation databases from suppliers holding a Type 2 LOA.

13.5 An operator who has a navigation authorisation from CASA must periodically check the navigation database for database integrity.

Note While an LOA provides assurance of minimum standards for the supply of a navigation database, errors may still occur. All operators must conduct periodic checks to ensure database integrity against a current navigation data source.

13.6 Any discrepancy in data in the operator’s navigation database must be:

(a) reported as soon as practicable to the navigation database supplier; and

(b) resolved, before further operational use, by:

(i) reissue of the database; or

(ii) prohibition of the route; or

(iii) instructions to the flight crew.

13.7 Without affecting the operator’s obligation under paragraph 13.6, any discrepancy in the operator’s navigation database that is likely to lead to a hazardous condition arising through either loss of separation between the aircraft and terrain, or obstacles or loss of separation between aircraft, must be reported in accordance with the Transport Safety Investigation Regulations 2003.

13.8 If an event occurs in relation to a navigation database that is referred to in subregulation 2.3 (3) or regulation 2.4 of the Transport Safety Investigation Regulations 2003, it must be reported in accordance with that subregulation.

13.9 If the current AIRAC cycle of a navigation database changes to the next AIRAC cycle while an aircraft is in flight, the aircraft should continue to use the original AIRAC cycle navigation database for the remainder of the flight.

13.10 Subject to the limitations in paragraphs 13.7 and 13.8, a navigation database that is not current, or will not be current for the duration of a flight, may be used for navigation provided any data used for navigation is verified before use from a current navigation data source. A navigation database that is not current must not be used for radio updating of a navigation system.

Note 1 A current navigation data source can be either current maps, charts or other sources of navigation information provided by supplier meeting the requirements of subparagraph 13.3 (a). An Electronic Flight Bag that is current is an acceptable reference source for navigation database verification.

Note 2 Inertial systems (INS or IRS) may be used without radio updating provided that the conditions and limitations for inertial only operations are complied with.

13.11 An aircraft that is not operated with an MEL may operate for a period of not more than 72 hours from the time that the database expires.

13.12 An aircraft that is operated with an MEL may operate for up to 3 Flight Days from the time that the database expires.

13.13 Manually entered data in a navigation system must be checked for accuracy by 2 flight crew members.

13.14 In the case of a single-pilot operation, manually entered data in a navigation system must be checked against other aeronautical information, such as current maps and charts carried in the aircraft (see Note 1 to paragraph 13.10).

14 Operating standards – flight planning – GNSS integrity availability

14.1 When an RNP APCH is planned at the intended destination or designated alternate as part of flight planning, a prediction for GNSS integrity availability must be obtained from a ground-based source.

14.2 If a continuous loss of the GNSS integrity function for more than 5 minutes is predicted for any part of the RNP APCH operation, the flight plan must be revised, for example, by delaying the departure time or planning a different route.

14.3 When an aircraft is operating in oceanic airspace and navigation is based on GNSS, as part of flight planning a prediction for GNSS Fault Detection and Exclusion (FDE) availability for the intended route must be obtained.

14.4 For oceanic/remote operations, the maximum FDE outage duration cannot exceed 25 minutes for RNP-4 operation, 34 minutes for RNP-10 operation and 51 minutes for minimum navigation performance standards (MNPS) operation.

14.5 For continental en route operations a prediction for GNSS integrity availability is not required. If a continuous loss of the GNSS integrity function for more than 5 minutes occurs during PBN operations, Air Traffic Control must be advised.

14.6 For a PBN operation navigating with SBAS receivers, a check must be made for GNSS integrity availability in areas where SBAS is unavailable.

14.7 Paragraphs 14.1, 14.2, 14.3 and 14.4 do not apply to an aircraft whose RNP system can achieve LNAV accuracy less than 0.3 NM using requisite GNSS satellites.

Note Requisite GNSS satellites is defined in subsection 4 of this Order.

15 Navigation errors

15.1 The operator must take immediate action to remedy any condition that led to, or is likely to lead to, navigation error in the course of an RNAV or RNP operation.

15.2 Without affecting the obligation in paragraphs 13.7, 13.8 and 15.1, each of the following navigation errors or events must be reported in accordance with paragraph 2.4 (i) of the Transport Safety Investigation Regulations 2003:

(a) a lateral or longitudinal navigational error that exceeds the required accuracy value i.e. the RNAV or RNP value, for other than a transient duration during a turn; or

(b) an aircraft system failure that results in the aircraft losing the currently active navigation capability i.e. there is a loss of the navigation function.

Note Loss of the RNAV or RNP capability in use in the aircraft must be reported but the failure of 1 navigation system in a dual installation need not be reported since the capability to meet the navigation specification requirements has not been lost.

15.3 If an event occurs in relation to a navigation system that is referred to in subregulation 2.3 (3) of the Transport Safety Investigation Regulations 2003, it must be reported in accordance with that subregulation.

15.4 Each report mentioned in paragraph 15.2 or 15.3 must:

(a) contain a preliminary analysis of the cause of the error; and

(b) include a statement of the remedial action taken, and to be taken, to prevent a recurrence of the error.

5 Unless paragraph 15.6 applies, the operator must take the remedial action mentioned in paragraph 15.4 as soon as practicable.

15.6 Without affecting paragraphs 15.1 to 15.4, for this subsection CASA may:

(a) determine the cause of the error; and

(b) notify the operator of the cause of the error and of the remedial action to be taken to prevent a recurrence of the error.

15.7 If paragraph 15.6 applies, the operator must take the remedial action notified by CASA to prevent a recurrence of the error.

16 Oceanic/remote continental region operations

16.1 Aircraft operating in oceanic/remote continental airspace, where the routes or airspace being used are designated as RNP 10, RNP 4, RNP 2 or other navigation specification, must comply with all requirements for those respective navigation specifications and authorisations.

16.2 Aircraft operating in oceanic/remote continental airspace must be equipped in accordance with either paragraph 16.3 or 16.4 if:

(a) the routes or airspace being used are not designated as RNP 10, RNP 4, RNP 2 or other navigation specification; and

(b) GNSS is the primary means of navigation.

16.3 An aircraft is eligible for oceanic/remote continental airspace operations where the routes or airspace being used are not designated as RNP 10, RNP 4, RNP 2 or other navigation specification if the aircraft is equipped with dual independent stand-alone GNSS that are certified by the State of Manufacture for en route operations, installed in accordance with AC 21-36( ) or FAA AC 20-138D, and compliant with:

(a) (E)TSO-C129 Class A1 or A2 and the equipment is certified as complying with the requirements of FAA Notice 8110.60; or

(b) (E)TSO-C129 Class A1 or A2 and the equipment is certified as complying with the requirements of FAA Advisory Circular 20‑138D, Appendix 1; or

(c) (E)TSO-C146 Class Gamma and operational Class 1, 2 or 3; or

(d) standards that CASA considers are equivalent to the standards mentioned in subparagraph (a), (b) or (c).

16.4 An aircraft is eligible for oceanic/remote continental airspace operations where the routes or airspace being used are not designated as RNP 10, RNP 4, RNP 2 or other navigation specification if the aircraft is equipped with dual independent multi-sensor systems (for example, FMS) with GNSS equipment that is certified by the State of Manufacture for en route operations, installed in accordance with FAA AC 20‑138D, and meets:

(a) the requirements of (E)TSO-C115b FMS and 1 of the following:

(i) (E)TSO-C129 ( ) sensor Class B or C and the equipment is certified as complying with the requirements of FAA Notice 8110.60;

(ii) (E)TSO-C129 ( ) sensor Class B or C and the equipment is certified as complying with the requirements of FAA Advisory Circular 20-138D Appendix 1;

(iii) (E)TSO-C145 ( ) Class Beta and operational class 1, 2 or 3;

(iv) (E)TSO-C196 ( ); or

(b) standards that CASA considers are equivalent to the standards mentioned in subparagraph (a).

16.5 If the GNSS receiver has the capability for barometric aiding, this capability must be connected and operative.

17 Use of suitable area navigation systems on conventional routes and procedures

17.1 While operating on, or transitioning to, conventional routes and procedures (not RNAV or RNP), provided that the requirements in Appendix 13 are complied with, operators may use a suitable GNSS‑based area navigation system as either:

(a) a substitute means of navigation when a conventional navigation aid is not available, or the aircraft is not equipped with an ADF, VOR or DME or the installed ADF, VOR or DME is inoperative; or

(b) as an alternate means of navigation when a conventional navigation aid is operative and the aircraft is equipped with operative equipment that is compatible with the conventional navigation aids.

17.2 A suitable GNSS-based area navigation system may be used as a substitute or alternate to the following conventional navigation aids:

(a) VOR; or

(b) DME; or

(c) VOR/DME; or

(d) NDB; or

(e) Outer Marker; or

(f) Middle Marker.

17.3 Appendix 13 details the requirements for a suitable GNSS-based area navigation system to be used as a substitute or alternate to the conventional navigation aids listed above when an aircraft is operating in the en route, terminal operations (SID or STAR) or approach operations phases of flight.

17.4 Before using a GNSS-based area navigation system as a substitute or alternate to the conventional navigation aids for terminal operations (SID or STAR) or approach operations phases of flight, the operator or pilot must verify that:

(a) the intended waypoints or procedure(s) can be loaded from the navigation database by name in accordance with Appendix 13; and

(b) the navigation system will fly the procedure as published in the relevant State AIP.

18 MEL

The operator’s MEL must identify any unserviceability that affects the conduct of any PBN operation for which the aircraft is authorised.

Appendix 1 — Requirements for use of RNAV 5

RNAV 5 navigation eligibility for I.F.R. flights

1.1 RNAV 5 may only be used for PBN by an aircraft if the aircraft meets the eligibility requirements for RNAV 5 as set out in this Appendix.

Note Air routes may be designed to support RNAV 5 depending on the supporting navaid infrastructure. In Australia, as the navaid infrastructure is limited, RNAV 5 operations are typically dependent on self-contained navigation systems.

1.2 RNAV 5 may be used by an aircraft if the operator has been issued with, or is deemed to hold, an RNAV 5 navigation authorisation under Civil Aviation Order 20.91 as in force immediately before the commencement of this Order.

1.3 An aircraft to which subclause 2.1 of this Appendix applies may be considered eligible for RNAV 5 operations subject to conditions that CASA considers necessary in the interests of safety.

1.4 An aircraft using RNAV 5 must comply with the operational requirements of this Appendix.

1.5 Where an operational check, consideration, procedure or task (however described) is required under this Appendix, the operator must ensure that it is performed, given, followed or carried out, as the case may be.

Note The check, consideration, procedure or task may in practice be performed by the pilot in command, other members of the flight crew, the despatch officer or other operational personnel. However, legal responsibility for compliance is placed on the operator who must ensure that the performance occurs in accordance with his or her established procedures.

2 Application — documents

2.1 If the aircraft is not covered by subclause 1.1 or 1.2 of this Appendix, approval of an aircraft for RNAV 5 operations is required.

2.2 If subclause 2.1 applies, an operator must be able to supply to CASA at its request, in order to establish eligibility, aircraft airworthiness documents that satisfy CASA the aircraft is equipped for RNAV 5 operations, for example, the AFM, the AFMS or OEM service letters.

3 RNAV 5 system performance

3.1 For RNAV 5 eligibility, an aircraft’s navigation system (the system) must meet the performance, monitoring and alerting requirements for RNAV 5 operations as stated in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 2, Implementing RNAV 5.

3.2 If GNSS is used for an RNAV 5 operation, positioning data from non‑GNSS navigation sensors may be integrated with GNSS data if:

(a) the non-GNSS data does not cause position errors exceeding the TSE limit; or

(b) if paragraph (a) cannot be complied with — there is a means to deselect the non‑GNSS inputs.

4 RNAV 5 system functionality

4.1 For RNAV 5 eligibility, the system must meet the following minimum standards of functionality:

(a) the aircraft position relative to track must be continuously displayed on a navigation display situated in the primary field of view of the pilot flying the aircraft;

(b) where the minimum flight crew is 2 pilots, the aircraft position relative to track must also be continuously displayed on a navigation display situated in the primary field of view of the pilot not flying the aircraft;

(c) the system must display distance and bearing to the active (to) waypoint;

(d) the system must display ground-speed or time to the active (to) waypoint;

(e) the system must store at least 4 waypoints;

(f) the system must indicate failure of the system, including the sensors.

4.2 The following standards apply to navigation displays:

(a) navigation data must be available on:

(i) a display forming part of the RNAV equipment; or

(ii) a lateral deviation display, for example, CDI, (E)HSI, or a navigation map display;

(b)the display must be suitable for use:

(i) as the primary flight instrument for navigation of the aircraft; and

(ii) for manoeuvre anticipation; and

(iii) for failure, status or integrity indication;

(c) the display must be visible to the pilot when looking forward along the flight path;

(d) where a lateral deviation display is implemented, the lateral deviation display must have:

(i) scaling compatible with any alerting and annunciation limits; and

(ii) scaling and full-scale deflection suitable for RNAV 5 operations.

5 RNAV 5 equipment

5.1 For RNAV 5 eligibility, an aircraft’s navigation equipment must:

(a) enable the aircraft to establish and follow a desired flight path; and

(b) automatically determine the aircraft’s position in the horizontal plane using inputs from 1 or more of the following types or combinations of position sensors:

(i) VOR/DME;

(ii) DME/DME;

(iii) INS or IRS;

(iv) GNSS.

5.2 If an aircraft is not equipped with GNSS, it must, nevertheless, have the capability to satisfy the RNAV 5 inertial only time limits for any relevant route on which it is flown.

6 Operating standards – flight planning – general

6.1 Before an RNAV 5 operation commences, proper consideration must be given to matters that may affect the safety of the operation, including the following:

(a) whether the aircraft and the flight crew have relevant authorisations for RNAV 5;

(b) whether the aircraft can be operated in accordance with the RNAV 5 requirements for:

(i) the planned route, including the route to any alternate aerodromes; and

(ii) minimum equipment requirements for the flight;

(c) whether the navaids required for the planned route are available and adequate for the period of the operation, including any non-RNAV contingencies;

(d) whether, if a navigation database is used, it is current and appropriate for the region of operation and includes the navaids and waypoints required for the route;

(e) whether operating restrictions, including time limits, apply to the operation.

6.2 If the aircraft’s essential RNAV 5 equipment is functioning properly, the PBN capability of the aircraft must be indicated in the flight plan.

7 Operating standards – flight procedures – general

7.1 An RNAV 5 operation must comply with the following:

(a) the instructions and procedures of the OEM in relation to the performance requirements of RNAV 5;

(b) any AFM limitations or operating procedures required to maintain the navigation accuracy specified for RNAV 5.

7.2 The following checks and cross-checks must be made:

(a) a check that the navigation database is valid;

(b) a cross-check of the flight plan by comparing charts or other applicable resources with the navigation system flight plan and the aircraft map display (if applicable) and, if necessary, excluding specific navaids.

3 Flight progress must be monitored for navigational reasonableness by periodic cross-checks with conventional navaids, where available.

7.4 Subject to subclause 7.5, the aircraft must be flown to maintain the route centreline as close as practicable.

Note Piloting standards usually require the aircraft to be flown to maintain lateral deviation not exceeding half the current accuracy requirement (RNP value) or half the lateral deviation scale. Whilst this standard should be observed, pilots must also be aware that Navigation System Error + Flight Technical Error (lateral deviation) may not exceed the specified navigation accuracy.

7.5 Brief deviations from the standard mentioned in subclause 8.4 are acceptable during and immediately after turns, but only to the minimal extent that accurate cross‑track information may not be provided during the turn. Unless emergency conditions exist, any other intentional deviation from the route centreline requires prior clearance from ATC.

Note Flight crew procedures and training should emphasise observance of turn anticipation commands and management of rate of turn.

7.6 If ATC issues a heading assignment taking the aircraft off a route, the navigation system flight plan may only be modified when:

(a) ATC clearance is received to rejoin the route; or

(b) ATC confirms a new clearance.

8 Contingency procedures for performance failure

8.1 If the system performance ceases to meet RNAV 5 requirements during an RNAV 5 operation in controlled airspace, ATC must be notified immediately.

8.2 Where stand-alone GNSS or GNSS/FMS equipment is used for an RNAV 5 operation and a loss of the integrity monitoring function occurs, the following checks and procedures must be followed:

(a) while continuing to navigate using GNSS — cross-check the aircraft position with other sources of position information, for example, VOR, DME and NDB information, to confirm an acceptable level of navigation performance;

(b) if unable to confirm navigation accuracy — revert to an alternative means of navigation and advise ATC accordingly.

8.3 If:

(a) stand-alone GNSS or GNSS/FMS equipment is used for an RNAV 5 operation; and

(b) a navigation display is flagged invalid due to an integrity alert;

the aircraft must:

(c) revert to an alternative means of navigation; and

(d) ATC must be advised accordingly.

Appendix 2 – Requirements for use of RNAV 1 and RNAV 2

1 RNAV 1 and RNAV 2 eligibility for I.F.R. flights

1.1 RNAV 1 and RNAV 2 may only be used for PBN by an aircraft if the aircraft meets the requirements for RNAV 1 and RNAV 2 as set out in this Appendix.

Note Air routes may be designed to support RNAV 1 or RNAV 2 depending on the supporting navaid infrastructure. In Australia, as the navaid infrastructure is limited, RNAV 1 and RNAV 2 operations are dependent on self-contained navigation systems.

1.2 RNAV 1 and RNAV 2 requirements are identical, however, some operating procedures may be different.

Note In Australian airspace, RNAV 1 will be used only in terminal area operations and RNAV 2 routes or procedures will not be used.

1.3 RNAV 1 and RNAV 2 may be used by an aircraft:

(a) if it meets the aircraft eligibility requirements for use of RNP 1 or RNP 2; or

(b) the operator has been issued with, or is deemed to hold, an RNAV 1 and RNAV 2 navigation authorisation under Civil Aviation Order 20.91 as in force immediately before the commencement of this Order.

1.4 An aircraft to which subclause 3.3 of this Appendix applies may be considered eligible for RNAV 1 and RNAV 2 operations subject to conditions that CASA considers necessary in the interests of safety.

1.5 An aircraft using RNAV 1 and RNAV 2 must comply with the operational requirements of this Appendix.

1.6 Where an operational check, consideration, procedure or task (however described) is required under this Appendix, the operator must ensure that it is performed, given, followed or carried out, as the case may be.

Note The check, consideration, procedure or task may in practice be performed by the pilot in command, other members of the flight crew, the despatch officer or other operational personnel. However, legal responsibility for compliance is placed on the operator who must ensure that the performance occurs in accordance with his or her established procedures.

2 Application — documents

If the aircraft is not covered by subclause 1.3 of this Appendix, approval of the aircraft for RNAV 1 and RNAV 2 operations is required. In that case, an operator must be able to supply to CASA at its request:

(a) aircraft airworthiness documents which satisfy CASA that the aircraft is equipped for RNAV 1 and RNAV 2 operations, for example, the AFM, the AFMS or OEM service letters; and

(b) a detailed description of relevant aircraft equipment for RNAV 1 and RNAV 2 operations, including a configuration list of the components and equipment; and

(c) a detailed description of the operating procedures to be used for RNAV 1 and RNAV 2 operations (including flight planning and flight procedures) supported by relevant copies of, or extracts from, the following:

(i) the checklists;

(ii) the contingency procedures;

(iii) the QRH; and

(d) copies of the sections of the MEL applicable to RNAV 1 and RNAV 2 operations; and

(e) a detailed description of the maintenance program used to ensure the continuing airworthiness of the aircraft for RNAV 1 and RNAV 2 operations; and

(f) a detailed description of the method used to ensure the validity and continuing integrity of the airborne navigation database; and

(g) if requested in writing by CASA — a copy of any relevant document referred to in any of the documents mentioned in clauses (a) to (f).

3 Aircraft eligibility

3.1 An aircraft is eligible for RNAV 1 and RNAV 2 operations if the requirements of either subclause 3.2 or 3.3 of this Appendix are satisfied.

3.2 Subject to subclause 3.3, an aircraft is eligible for RNAV 1 and RNAV 2 operations if the operator has demonstrated to CASA that the aircraft meets the requirements of ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2.

3.3 At least 1 of the following must apply:

(a) the aircraft’s AFM, an AFMS or an OEM service letter states that the aircraft navigation system is approved for RNAV 1 and RNAV 2 operations;

(b) the aircraft’s AFM, an AFMS or an OEM service letter states that the aircraft navigation system is approved for P-RNAV in accordance with JAA TGL-10, and the additional requirements for RNAV 1 and RNAV 2 are met as set out in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2 (see Table 1 below);

(c) the aircraft’s AFM, an AFMS or an OEM service letter states that the aircraft navigation system is approved for US-RNAV in accordance with FAA AC 90-100A, and the additional requirements for RNAV 1 and RNAV 2 are met as set out in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2 (see Table 2 below).

3.4 The additional requirements to obtain an RNAV 1 and RNAV 2 aircraft eligibility under clause 3.3 of this Appendix beginning with either a TGL-10 or AC 90-100 approval are listed in Tables 1 and 2 below.

Table 1 Additional requirements for obtaining an RNAV 1 and RNAV 2 approval from a TGL-10 approval

Operator has TGL-10	Needs to confirm these performance capabilities for ICAO RNAV 1 and RNAV 2	Note
If approval includes use of DME/VOR (DME/VOR may be used as the only positioning input where this is explicitly allowed.)	RNAV 1 does not accommodate any routes based on DME/VOR RNAV	RNAV system performance must be based on GNSS, DME/DME, or DME/DME/IRU. However, DME/VOR input does not have to be inhibited or deselected
If approval includes use of DME/DME	No action required if RNAV system performance meets specific navigation service criteria in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Vol II, Part B, Chapter 3, clause 3.3.3.2.2 (DME/DME only) or 3.3.3.2.3 (DME/DME/IRU)	Operator can ask manufacturer or check FAA website for list of compliant systems (see the Note below this Table)
RNAV SID specific requirement with DME/DME aircraft	RNAV guidance available no later than 500 ft above field elevation (AFE)	Operator should add these operational procedures
If approval includes use of GNSS	No action required

Table 2 Additional requirements for obtaining RNAV 1 and RNAV 2 approval from an AC 90-100 approval

Operator has AC 90-100	Needs to confirm these performance capabilities to ICAO RNAV 1/RNAV 2	Note
If approval is based on GNSS (TSO-C129 OR ETSO-C129)	GPS pseudo-range step detector and GPS health word checking is required in accordance with TSO C129a/ETSO C129a	The operator should check if pseudo-range step detector and health word checking is supported by the installed GPS receiver or check if GPS receiver is approved in accordance with TSO C129a/ETSO C129a
No navigation database updating process required under AC 90-100	Data suppliers and avionics data suppliers must have Letter of Acceptance (LOA) in accordance with ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Vol II, Part B, Chapter 3, clause 3.3.3.3 m)	The operator should ask the data supplier for the status of the RNAV equipment

4 RNAV 1 and RNAV 2 system performance

4.1 To establish RNAV 1 and RNAV 2 aircraft eligibility, the navigation system must meet the system performance, monitoring and alerting requirements for RNAV 1 and RNAV 2 operations as stated in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2.

4.2If GNSS is used for an RNAV 1 and RNAV 2 operation, positioning data from non-GNSS navigation sensors may be integrated with GNSS data if:

(a) the non-GNSS data does not cause position errors exceeding the TSE budget; or

(b) if paragraph (a) cannot be complied with — there is a means to deselect the non‑GNSS inputs.

5 RNAV 1 and RNAV 2 system functionality

5.1 To establish RNAV 1 and RNAV 2 aircraft eligibility, the navigation system must as a minimum meet the functional requirements for navigation displays and standards stated in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part B, Chapter 3, Implementing RNAV 1 and RNAV 2.

5.2 Baro-VNAV authorised in accordance with Appendix 8 may be used in conjunction with RNAV 1 under this Appendix.

6 Operating standards – flight planning – general

6.1 Before an RNAV 1 and RNAV 2 operation commences, consideration must be given to matters that may affect the safety of the RNAV 1 and RNAV 2 operation, including the following:

(a) whether the aircraft and the flight crew have relevant authorisations for RNAV 1 and RNAV 2;

(b) whether the aircraft can be operated in accordance with the RNAV 1 and RNAV 2 requirements for:

(i) the planned route, including the route to any alternate aerodromes; and

(ii) minimum equipment requirements for the flight;

(c) whether the navaids (if any) required for the planned route are available and adequate for the period of the operation, including any non-RNAV contingencies;

(d) whether the navigation database is current and appropriate for the region of operation and includes the navaids and waypoints required for the route;

(e) for navigation relying on DME — whether operating procedures properly require the pilot in command:

(i) to check NOTAMs to verify the condition of critical DMEs; and

(ii) to consider his or her capability to navigate (including to an alternate destination) in the case of a failure of a critical DME while airborne;

(f) whether operating restrictions, including time limits, apply to the operation.

6.2 If the aircraft’s essential RNAV 1 and RNAV 2 equipment is functioning properly, the PBN capability of the aircraft must be indicated in the flight plan.

7 Operating standards – flight procedures – general

7.1 An RNAV 1 and RNAV 2 operation must comply with the instructions and procedures of the OEM in relation to the performance requirements of RNAV 1 and RNAV 2.

7.2 At system initialisation, the following must occur:

(a) confirmation that the navigation database is current;

(b) verification that the aircraft position has been entered correctly;

(c) verification of proper entry of the ATC-assigned route immediately after initial clearance from ATC to conduct the relevant RNAV route;

(d) action to ensure the waypoints sequence, depicted by the navigation system, matches the route depicted on the appropriate charts and the assigned route.

7.3 The following steps must occur:

(a) selection of an RNAV 1 or RNAV 2 SID or STAR by route name from the on-board navigation database;

(b) confirmation that the selected route conforms to the charted route, or the route as modified through the insertion or deletion of specific waypoints in response to ATC clearances.

4 Except in response to ATC clearances, the following must not occur:

(a) creation of new waypoints by manual entry; or

(b) making manual entry of latitude, longitude or rho/theta values; or

(c) changing an RNAV SID or STAR database waypoint type from a fly-by to a flyover or vice versa.

Note Wherever possible, the pilot in command should extract RNAV 1 and RNAV 2 routes in the en route domain from the database in their entirety rather than load individual waypoints from the database into the navigation system flight plan. The pilot in command may, however, select and insert individual, named fixes and waypoints from the navigation database, provided all fixes along the published route to be flown are inserted.

7.5 The following checks and cross-checks must be made:

(a) a cross-check of the flight plan by comparing charts or other applicable resources with the navigation system flight plan and the aircraft map display (if applicable);

(b) if required, confirm the exclusion of specific navaids.

NoteSmall differences between charted navigation information and displayed navigation data may be noted. Differences of 3 degrees or less due to the equipment manufacturer’s application of magnetic variation or leg track averaging are operationally acceptable.

6 Flight progress must be monitored for navigational reasonableness by periodic cross‑checks with available data from ground-based aids, if available.

7 For RNAV 1 routes, a lateral deviation indicator, flight director or autopilot in LNAV mode must be used.

Note For RNAV 2 routes, a lateral deviation indicator, flight director or autopilot in the LNAV mode is recommended. In lieu of a lateral deviation indicator, a navigation map display with equivalent functionality to a lateral deviation indicator is recommended.

7.8 Where a lateral deviation indicator is used, scaling must be selected suitable for the navigation accuracy associated with the route or procedure, for example, full scale deflection ±1 NM for RNAV 1, ±2 NM for RNAV 2, or ±5 NM for (E)TSO-C129 ( ) equipment on RNAV 2 routes.

7.9 Route centrelines must be maintained as close as practicable, as depicted by lateral deviation indicators or flight guidance, unless authorised to deviate by ATC or under emergency conditions. Navigation System Error + Flight Technical Error (lateral deviation) must not exceed the specified navigation accuracy.

7.10 Brief deviations from the standard mentioned in subclause 7.9 of this Appendix are acceptable during and immediately after turns, but only to the minimal extent that accurate cross‑track information may not be provided during the turn.

7.11 If ATC issues a heading assignment taking the aircraft off a route, the navigation system flight plan may only be modified when:

(a) ATC clearance is received to rejoin the route; or

(b) ATC confirms a new clearance.

8 Operating standards – flight procedures – RNAV SID requirements

8.1 Before an eligible aircraft takes-off, the following RNAV SID requirements must be verified:

(a) that the aircraft’s RNAV system is available, is operating correctly and the correct aerodrome and runway data is loaded;

(b) that the correct runway and departure procedure (including any applicable en route transition) is entered in the navigation system flight plan and properly depicted;

2 RNAV guidance must be selected and available to provide flight guidance for lateral RNAV at no later than 153 m (or 500 ft) above the aerodrome field elevation.

3 For an RNAV 1 operation, an authorised method must be used to achieve an appropriate level of performance, for example, lateral deviation indicator, flight director or autopilot.

4 For operations without GNSS using DME/DME/IRU, the aircraft navigation system position must be confirmed within 304 m (or 1 000 ft) of a known position, at the starting point of the take-off roll.

8.5 When the aircraft is using GNSS, the signal must be acquired before the take-off roll commences.

9 Operating standards – flight procedures – RNAV STAR requirements

1 The following must be checked and confirmed for RNAV STAR:

(a) that the aircraft navigation system is operating correctly;

(b) that the correct arrival procedure and runway (including any applicable transition) are entered in the navigation system flight plan and properly depicted.

2 A route is not to be used if doubt exists as to its validity in the navigation database.

3 No member of the flight crew may create a new waypoint by manual entry into the RNAV system.

4 If the operator’s contingency procedures require reversion to a conventional arrival route, provision for that arrival route must be made before commencement of the RNAV STAR.

5 Route modifications in the terminal area may take the form of radar headings or “direct to” clearances and may require the insertion of tactical waypoints from the navigation database. However, no member of the flight crew may make a manual entry or modification of the loaded route using temporary waypoints or fixes not contained in the database.

6 All relevant published altitude and speed constraints must be observed.

10 Contingency procedures for performance failure

ATC must be notified immediately if the system performance ceases to meet RNAV 1 and RNAV 2 requirements (as applicable) during an RNAV 1 and RNAV 2 operation in controlled airspace.

Appendix 3 — Requirements for use of RNP 2

1 Eligibility for RNP 2 I.F.R. flights

1.1 RNP 2 navigation may only be used for PBN by an aircraft that meets the requirements of this Appendix.

1.2 RNP 2 may only be used for PBN by an aircraft that has GNSS as the primary navigation sensor.

1.3 RNP 2 may be used by an aircraft:

(a) if it meets the aircraft eligibility requirements for use of RNP 1 or an RNP APCH or RNP AR navigation authorisation; or

(b) the operator has been issued with, or is deemed to hold, an RNP 2 navigation authorisation under Civil Aviation Order 20.91 as in force immediately before the commencement of this Order.

1.4 An aircraft to which subclause 3.3 of this Appendix applies may be considered eligible for RNP 2 operations subject to conditions that CASA considers necessary in the interests of safety.

1.5 The applicable operational requirements of this Appendix must be complied with by an aircraft using RNP 2.

1.6 It is a condition of the issue of a navigation authorisation that where an operational check, consideration, procedure or task (however described) is required under this Appendix, the operator must ensure that it is performed, given, followed or carried out, as the case may be.

Note The check, consideration, procedure or task may in practice be performed by the pilot in command, other members of the flight crew, the despatch officer or other operational personnel. However, legal responsibility for compliance is placed on the operator who must ensure that the performance occurs in accordance with his or her established procedures.

2 Application — documents

If the aircraft does not comply with subclauses 1.1 and 1.2 or subclause 1.3 of this Appendix, approval of the aircraft for RNP 2 operations is required. In that case, an operator must be able to supply to CASA at its request:

(a) aircraft airworthiness documents which satisfy CASA that the aircraft is equipped for RNP 2 operations, for example, the AFM, the AFMS or OEM service letters; and

(b) a detailed description of relevant aircraft equipment for RNP 2 operations, including a configuration list of the components and equipment; and

(c) a detailed description of the operating procedures to be used for RNP 2 operations (including flight planning and flight procedures) supported by relevant copies of, or extracts from, the following:

(i) the checklists;

(ii) the contingency procedures;

(iii) the QRH; and

(d) copies of the sections of the MEL applicable to RNP 2 operations; and

(e) a detailed description of the maintenance program used to ensure the continuing airworthiness of the aircraft for RNP 2 operations; and

(f) a detailed description of the method used to ensure the validity and continuing integrity of the airborne navigation database; and

(g) if requested in writing by CASA — a copy of any relevant document referred to in any of the documents mentioned in paragraphs (a) to (f).

3 Aircraft eligibility

3.1 An aircraft is eligible for RNP 2 operations if subclause 3.2, 3.3, 3.4 or 3.5 of this Appendix is satisfied.

3.2 The aircraft’s AFM, AFMS or OEM service letter must state that the aircraft navigation system is approved for RNP 2 operations.

3.3 An aircraft is eligible for RNP 2 operations if the aircraft is equipped with a stand-alone GNSS that is certified by the manufacturer for en route operations, installed in accordance with AC 21-36 ( ), and compliant with:

(a) (E)TSO-C129 ( ) Class A1 or A2; or

(b) (E)TSO-C146 Class Gamma and operational Class 1, 2 or 3; or

(c) standards that CASA considers are equivalent to the standards mentioned in paragraph (a) or (b).

3.4 An aircraft is eligible for RNP 2 operations if the aircraft is equipped with a multi-sensor system (for example, FMS) with GNSS equipment that is certified by the manufacturer for en route operations, installed in accordance with AC 21‑37 (0), and meets:

(a) the requirements of TSO-C115b FMS or ETSO-C115b FMS, and 1 of the following:

(i) (E)TSO-C129 sensor Class B or C;

(ii) (E)TSO-C145 Class Beta and operational Class 1, 2 or 3;

(iii) (E)TSO-C196; or

(b) standards that CASA considers are equivalent to the standards mentioned in paragraph (a).

3.5 An aircraft is eligible for RNP 2 operations if the operator has demonstrated to CASA that the aircraft meets the requirements of ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part C, Chapter 2, Implementing RNP 2.

4 RNP 2 system performance

4.1 To meet the requirements of clause 3 of this Appendix, the system must meet the performance, monitoring and alerting requirements for RNP 2 operations as stated in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part C, Chapter 2, Implementing RNP 2.

4.2 Positioning data from non-GNSS navigation sensors may be integrated with GNSS data if:

(a) the non-GNSS data does not cause position errors exceeding the TSE limit; or

(b) if paragraph (a) does not apply — there is a means to deselect the non‑GNSS inputs.

5 RNP 2 system functionality

5.1 To meet the requirements of clause 3 of this Appendix, the system must as a minimum meet the standards of functionality stated in ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part C, Chapter 2, Implementing RNP 2.

5.2 An aircraft conducting RNP 2 operations in oceanic or remote airspace must be equipped with appropriate dual, independent, serviceable LRNS.

5.3 An aircraft conducting RNP 2 operations in continental en route airspace must be equipped with at least an appropriate single GNSS RNAV system, provided that an alternative means of navigation is available if required for the class of operation.

5.4 FRT authorised in accordance with Appendix 11 may be used in conjunction with this Appendix.

5.5 If FRT are authorised for use in conjunction with this Appendix, the aircraft must be equipped with a map display depicting the computed flight path of the aircraft.

6 Operating standards – flight planning – general

6.1 Before an RNP 2 operation commences, consideration must be given to matters that may affect the safety of the operation, including the following:

(a) whether the aircraft and the flight crew have relevant authorisations for RNP 2;

(b) whether the aircraft can be operated in accordance with the RNP 2 requirements for:

(i) the planned route, including the route to any alternate aerodromes; and

(ii) minimum equipment requirements for the flight;

(c) whether, the navigation database is current and appropriate for the region of operation and includes the navaids and waypoints required for the route;

(d) whether operating restrictions, including time limits, apply to the operation.

6.2 If the aircraft’s essential RNP 2 equipment is functioning properly, the PBN capability of the aircraft must be indicated in the flight plan.

7 Operating standards – flight procedures – general

7.1 An RNP 2 operation must comply with the instructions and procedures of the OEM in relation to the performance requirements of RNP 2.

7.2 At system initialisation, the following must occur:

(a) confirmation that the navigation database is current;

(b) verification of proper entry of the ATC-assigned route immediately after initial clearance from ATC to conduct the relevant RNAV route;

(c) action to ensure the waypoints sequence, depicted by the navigation system, matches the route depicted on the appropriate charts and the assigned route.

7.3 The following checks and cross-checks must be made:

(a) a cross-check of the flight plan by comparing charts or other applicable resources with the navigation system flight plan and the aircraft map display (if applicable);

(b) if required, confirm the exclusion of specific navaids.

NoteSmall differences between charted navigation information and displayed navigation data may be noted. Differences of 3 degrees or less due to the equipment manufacturer’s application of magnetic variation or leg track averaging are operationally acceptable.

7.4 During flight, as far as practicable, navigation reasonableness must be periodically confirmed by cross-reference to available data from ground‑based aids, if available.

7.5 For RNP 2 routes, 1 or more of the following must be used:

(a) subject to subclause 7.6 of this Appendix, a lateral deviation indicator;

(b) a flight director; or

(c) an autopilot in the lateral deviation mode.

7.6A navigation map display may be used instead of a lateral deviation indicator, if the navigation map display has functionality equivalent to a lateral deviation indicator as described in ICAO Doc. 9613, Performance-based Manual (PBN), Volume II, Part C, Chapter 2, Implementing RNP 2.

7.7 Where a lateral deviation indicator is used, scaling must be selected suitable for the navigation accuracy associated with the route or procedure, for example:

(a) full scale deflection ±2 NM; or

(b) on an RNP 2 route using a lateral deviation indicator that complies with (E)TSO-C129 ( ) — full scale deflection ±5 NM.

7.8 Route centrelines must be maintained as close as practicable, as depicted by lateral deviation indicators or flight guidance, unless authorised to deviate by ATC or under emergency conditions. Navigation System Error + Flight Technical Error (lateral deviation) must not exceed the specified navigation accuracy

7.9 Brief deviations from the standard mentioned in subclause 7.8 of this Appendix are acceptable during and immediately after turns, but only to the minimal extent that accurate cross-track information may not be provided during the turn.

7.10 If ATC issues a heading assignment taking the aircraft off a route, the navigation system flight plan may only be modified when:

(a) ATC clearance is received to rejoin the route; or

(b) ATC confirms a new clearance.

8 Contingency procedures for performance failure

ATC must be notified immediately if the system performance ceases to meet RNP 2 requirements during an RNP 2 operation in controlled airspace.

Appendix 4 — Requirements for use of RNP 1

1 Eligibility for RNP 1 I.F.R. flights

1.1 RNP 1 may only be used for PBN by an aircraft that meets the requirements of this Appendix.

1.2 RNP 1 may only be used for PBN by an aircraft that has GNSS as the primary navigation sensor.

1.3 RNP 1 may be used by an aircraft which meets the aircraft eligibility requirements for an RNP APCH or RNP AR navigation authorisation.

1.4 RNP 1 may be used by an aircraft if the operator has been issued with, or is deemed to hold, an RNP 1 navigation authorisation under Civil Aviation Order 20.91 as in force immediately before the commencement of this Order.

1.5 An aircraft to which clause 3.3 applies may be considered eligible for RNP 1 operations subject to conditions that CASA considers necessary in the interests of safety.

1.6 The applicable operational requirements of this Appendix must be complied with by an aircraft using RNP 1.

1.7 It is a condition of the issue of a navigation authorisation that where an operational check, consideration, procedure or task (however described) is required under this Appendix, the operator must ensure that it is performed, given, followed or carried out, as the case may be, by a person holding a relevant authorisation, if required.

Note The check, consideration, procedure or task may in practice be performed by the pilot in command, other members of the flight crew, the despatch officer or other operational personnel. However, legal responsibility for compliance is placed on the operator who must ensure that the performance occurs in accordance with his or her established procedures.

2 Application — documents

If the aircraft does not comply with subclauses 1.1 and 1.2 or subclause 1.3 or 1.4 of this Appendix, approval of the aircraft for RNP 1 operations is required. In that case, an operator must be able to supply to CASA at its request:

6 RF path terminator system functionality

To meet the requirements of clause 4 above, an eligible aircraft’s RF path terminator system must have the following functionality:

(a) an autopilot or flight director with at least “roll-steering” capability that is driven by the RNP system. The autopilot/flight director must operate with suitable accuracy to track the lateral and, as appropriate, vertical paths required by a specific RNP procedure;

(b) an electronic map display depicting the RNP computed path of the selected procedure;

(c) the flight management computer, the flight director system, and the autopilot must be capable of commanding and achieving a bank angle up to 25 degrees above 400 feet AGL;

(d) the flight guidance mode should remain in LNAV while on an RF Leg, when a procedure is abandoned or a missed approach/go-round is initiated (through activation of TOGA or other means) to enable display of deviation and display of positive course guidance during the RF Leg. As an alternative means, crew procedures may be used that ensure that the aircraft adheres to the specified flight path throughout the RF Leg segment.

7Operating standards

7.1 The standards for the conduct of RF path terminator operations are as follows:

(a) RF path terminator operations must be conducted in association with RNP 1, RNP 0.3, RNP APCH or A-RNP operations;

(b) when the intended route includes flying an RNP route with an RF Leg, the RNP system and autopilot/flight director must be operational on despatch;

(c) the route must be retrieved from the aircraft navigation database and conform to the charted procedure;

(d) the lateral path must not be modified except when complying with ATC clearances/instructions;

(e) the pilot must use either a flight director or autopilot and comply with any instructions or procedures identified by the manufacturer as necessary to comply with the performance requirements in this Appendix;

(f) the aircraft must be established on the procedure or route before beginning the RF Leg;

(g) where published, the pilot must not exceed maximum airspeeds associated with the fly-ability (design) of the RF Leg.

7.2 Route centrelines must be maintained as close as practicable unless authorised to deviate by ATC or under emergency conditions. Navigation System Error + Flight Technical Error (lateral deviation) must not exceed the specified navigation accuracy.

8 Flight crew knowledge and training

An RF path terminator operation may only be commenced if each member of the flight crew has knowledge of, and approved training in, how to safely conduct an RF path terminator operation, with particular reference to the following:

(a) the meaning and proper use of RF functionality in RNP systems;

(b) associated procedure characteristics as determined from chart depiction and textual description;

(c) associated levels of automation, mode annunciations, changes, alerts, interactions, reversions, and degradation;

(d) monitoring track-keeping performance;

Note Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain its desired track and are not permitted. Pilots should recognise that manually selectable aircraft bank-limiting functions may reduce their ability to satisfy ATC path expectations, especially when executing large angle turns.

(e) the effect of wind on aircraft performance during execution of RF Legs and the need to remain within the RNP containment area. The training program should address any operational wind limitations and aircraft configurations essential to safely complete the RF Leg;

(f) the effect of ground speed on compliance with RF paths and bank angle restrictions impacting the ability to remain on the course centreline;

(g) interpretation of electronic displays and symbols;

(h) contingency procedures.

Note It is not required to establish a separate training program or regime if RNP and RF Leg training is already an integrated element of a training program. However, it should be possible to identify what aspects of RF Leg use are covered within a training program. Private operators should be familiar with the practices and procedures identified in CAO 20.91, section 17.

Appendix 11 — Requirements for Fixed Radius Transitions (FRTs)

1 FRT navigation authorisation for I.F.R. flights

1.1 The FRT provides the functionality for aircraft to fly a defined radius transition path when separation between parallel routes is required and the fly-by transition is not compatible with separation criteria.

Note FRT is likely to be a requirement for operation in European airspace from 2018.

1.2 FRT may only be used in conjunction with the RNP 4, RNP 2 and Advanced RNP navigation specifications.

1.3 FRT may only be used for PBN by an aircraft if the operator has an FRT navigation authorisation in writing from CASA unless subsection 9, 10 or 11 are applicable.

2 Requirements for FRTs

2.1 An FRT navigation authorisation may only be issued to an operator who:

(a) holds an RNP 2 or A-RNP navigation authorisation; and

(b) complies with subclause 2.2 and the other requirements of this Appendix.

2.2 For paragraph 2.1 (b) of this Appendix, an FRT navigation authorisation may only be issued to an operator who:

(a) applies in writing to CASA for it; and

(b) supplies the documents mentioned in clause 3 of this Appendix; and

(c) satisfies CASA that FRT operations can, and are likely to continue to, meet the requirements of this Appendix, including in relation to the following:

(i) aircraft eligibility;

(ii) RNP system equipment, system performance and system functionality;

(iii) operating standards, including flight planning and flight procedures;

(iv) approved flight crew training;

(v) MEL procedures;

(vi) aircraft and RNP system maintenance;

(vii) validity and continuing integrity of the airborne navigation database;

(viii) navigation error reporting procedures.

2.3 Despite subclauses 2.1 and 2.2 of this Appendix, an FRT navigation authorisation may be issued to an operator who:

(a) holds an RNP 2 or A-RNP navigation authorisation; and

(b) operates an aircraft which meets the aircraft eligibility requirements for an RNP 2 or A-RNP navigation authorisation; and

(c) applies in writing to CASA for an FRT navigation authorisation.

2.4 An FRT navigation authorisation may be issued, subject to conditions, if CASA considers this is necessary in the interests of safety.

2.5 It is a condition of the issue of a navigation authorisation that the applicable operational requirements of this Appendix are complied with after the issue of the authorisation.

2.6 It is a condition of the issue of a navigation authorisation that where an operational check, consideration, procedure or task (however described) is required under this Appendix, the operator must ensure that it is performed, given, followed or carried out, as the case may be.

Note The check, consideration, procedure or task may in practice be performed by the pilot in command, other members of the flight crew, the despatch officer or other operational personnel. However, legal responsibility for compliance is placed on the operator who must ensure that the performance occurs in accordance with his or her established procedures.

3 Application — documents

The application must be made on the approved form and be accompanied by the following documents:

(a) aircraft airworthiness documents which satisfy CASA that the aircraft is equipped for FRT operations, for example, the AFM, the AFMS or OEM service letters;

(b) a detailed description of relevant aircraft equipment for FRT operations, including a configuration list of the components and equipment;

(c) a detailed description of the proposed flight crew training for FRT operations, including a copy of the training syllabus, for approval by CASA;

(d) a detailed description of the proposed training for maintenance personnel in FRT operations, including a copy of the training syllabus, for approval by CASA;

(e) a detailed description of the operating procedures to be used for FRT operations (including flight planning and flight procedures) supported by relevant copies of, or extracts from, the following:

(i) the operations manual;

(ii) the checklists;

(iii) the contingency procedures;

(iv) the QRH;

(f) copies of the sections of the MEL applicable to FRT operations;

(g) a detailed description of the maintenance program used to ensure the continuing airworthiness of the aircraft for FRT operations;

(h) a detailed description of the method used to ensure the validity and continuing integrity of the airborne navigation database;

(i) revisions to the MEL;

(j) if requested in writing by CASA — a copy of any relevant document referred to in any of the documents mentioned in paragraphs (a) to (i).

4 Aircraft eligibility

4.1 An aircraft is eligible for FRT operations if:

(a) the aircraft is equipped with an RNP 2 or A-RNP system and the OEM has documented that the aircraft is capable of FRT operations; and

(b) the aircraft meets the requirements for FRT operations in accordance with ICAO Doc. 9613, Performance-based Navigation (PBN) Manual, Volume II, Part C, Appendix 2, Fixed Radius Transition.

Note The system performance and functional requirements for FRT operations are replicated in clauses 5 and 6 of this Appendix.

4.2 For paragraph 4.1 (a) of this Appendix, an RNP system with an FRT function must meet the requirements of at least 1 of the following:

(a) AC 20-138B — Airworthiness Approval of Positioning and Navigation Systems;

(b) an approval issued in the aircraft’s State of Operation or Registry, and which is assessed by CASA as meeting requirements that are the same as, or equivalent to, the requirements of this clause;

(c) a CASA assessment of the aircraft which results in a CASA determination that the aircraft meets the standards for eligibility set out in this clause.

4.3 The flight manual or referenced airworthiness eligibility document should contain the following information:

(a) a statement indicating that the aircraft meets the requirements for RNP operations with FRT and has demonstrated the established minimum capabilities for these operations. This documentation should include the phase of flight, mode of flight (e.g. FD on or off, and/or AP on or off, and applicable lateral and vertical modes), minimum demonstrated L/NAV accuracy, and sensor limitations, if any;

(b) any conditions or constraints on path steering performance (e.g. A/P engaged, FD with map display, including lateral and vertical modes, and/or CDI/map scaling requirements) should be identified. Use of manual control with CDI only, is not allowed on FRT;

(c) the criteria used for the demonstration of the system, acceptable normal and non-normal configurations and procedures, the demonstrated configurations and any constraints or limitations necessary for safe operation should be identified.

5 FRT system performance

To meet the requirements of clause 4 of this Appendix, an eligible aircraft’s FRT system must meet the following performance standards:

(a) the performance requirements set out in any of the documents listed in clause 4.2 of this Appendix;

(b) a demonstration to CASA that the navigation system has the capability to execute leg transitions and maintain track consistent with an FRT at each waypoint. The lateral Total System Error must be within ±1 × RNP of the path defined by the published procedures for at least 95% of the total flight time for each phase of flight and each autopilot and/or flight director mode requested.

6 FRT system functionality

To meet the requirements of clause 4 of this Appendix, an eligible aircraft’s FRT system must have the following functionality:

(a) the system must have the capability to execute a flight path transition and maintain a track consistent with a fixed radius between 2 route segments. The lateral TSE must be within ±1 × RNP of the path defined by the published procedure for at least 95% of the total flight time for each phase of flight and any manual, autopilot and/or flight director mode. For path transitions where the next route segment requires a different TSE and the path transition required is an FRT, the navigation system may retain the navigation accuracy value for the previous route segment throughout the entire FRT segment. For example, when a transition occurs from a route segment requiring an accuracy value of 2.0 to a route segment requiring an accuracy value of 1.0, the navigation system may use an accuracy value of 2.0 throughout the FRT;

(b) the system must have an electronic map display depicting the RNP computed path of the selected route with pilot selectable range and a numerical indication of the cross-track error value;

(c) the system must be able to define transitions between flight path segments using a 3-digit numeric value for the radius of turn (to 1 decimal place) in nautical miles e.g. 15.0, 22.5. The navigation database will specify the radius associated with a particular waypoint along an airway.

7Operating standards

7.1 The standards for the conduct of FRT operations are as follows:

(a) FRT operations must be conducted in association with RNP 4, RNP 2 or Advanced RNP operations;

(b) when the intended route includes flying an RNP route with an FRT, the RNP system must be operational on despatch and autopilot/flight director should be operational;

(c) the route must be retrieved from the aircraft navigation database and conform to the charted procedure;

(d) the lateral path must not be modified except when complying with ATC clearances/instructions;

(e) the pilot should use either a flight director or autopilot and must comply with any instructions or procedures identified by the manufacturer as necessary to comply with the performance requirements in this Appendix.

7.2 Route centrelines must be maintained as close as practicable unless authorised to deviate by ATC or under emergency conditions. NSE + FTE (lateral deviation) must not exceed the specified navigation accuracy.

8 Flight crew knowledge and training

An FRT operation may only be commenced if each member of the flight crew has knowledge of, and approved training in, how to safely conduct an FRT operation, with particular reference to the following:

(a) the meaning and proper use of FRT functionality in RNP systems;

(b) associated procedure characteristics as determined from chart depiction and textual description;

(c) associated levels of automation, mode annunciations, changes, alerts, interactions, reversions, and degradation;

(d) monitoring track-keeping performance;

Note Manually selecting aircraft bank limiting functions may reduce the aircraft’s ability to maintain its desired track and are not permitted. Pilots should recognise that manually selectable aircraft bank-limiting functions may reduce their ability to satisfy ATC path expectations, especially when executing large angle turns.

(e) the effect of wind on aircraft performance during execution of FRT and the need to remain within the RNP containment area. The training program should address any operational wind limitations and aircraft configurations essential to safely complete the FRT;

(f) the effect of ground speed on compliance with FRT and bank angle restrictions impacting the ability to remain on the course centreline;

(g) interpretation of electronic displays and symbols;

(h) contingency procedures.

Note It is not required to establish a separate training program or regime if RNP and FRT training is already an integrated element of a training program. However, it should be possible to identify what aspects of FRT use are covered within a training program.

Appendix 12 — Requirements for Time of Arrival Control

Reserved pending standards development by ICAO.

Appendix 13 — Use of suitable area navigation systems on conventional routes and procedures

1 Purpose

The purpose of this Appendix is to define the requirements for using GNSS-based area navigation systems as either a substitute means of navigation or as an alternate means of navigation while operating on, or transitioning to, conventional (not RNAV or RNP) routes and procedures in Australia.

2 Applicability

This Appendix is applicable to operators and pilots using GNSS-based area navigation systems as substitute or alternate means of navigation when operating on, or transitioning to, conventional routes or procedures.

3 Suitable GNSS-based area navigation systems

3.1 (E)TSO-C129, (E)TSO-C145, (E)TSO-C146 or (E)TSO-C196 GNSS when either a stand-alone system or part of a multi-sensor navigation system where the operator holds, or is deemed to hold, a navigation authorisation for RNP 2 in accordance with the requirements of Appendix 3 are suitable for use as substitute means of navigation or alternate means of navigation during the en route phase of flight.

3.2 (E)TSO-C129, (E)TSO-C145, (E)TSO-C146 or (E)TSO-C196 GNSS when either a stand-alone system or part of a multi-sensor navigation system where the operator holds, or is deemed to hold, a navigation authorisation for RNP 1 and RNP APCH in accordance with the requirements of Appendix 4 and Appendix 6 are suitable for use as substitute means of navigation or alternate means of navigation during the terminal and approach phases of flight provided that they have been verified as capable of flying the procedures as published.

3.3 Many GNSS-based area navigation systems have been shown to be not capable of flying conventional terminal and approach procedures in Australia as published. Terminal and approach operations using GNSS‑based area navigation systems as substitute or alternate means of navigation are not permitted when the procedure includes either a “tear drop turn” or a “DME arc” unless approved in the AFM.

Note Some departure procedures will also be difficult to fly using GNSS-based navigation systems as a substitute or alternate means of navigation, particularly when the first turn occurs at an altitude. Departures need to be carefully verified.

4 Use of suitable GNSS-based area navigation systems

4.1 Subject to the operating requirements of this Appendix, operators may use suitable GNSS-based area navigation systems to:

(a) determine the aircraft position relative to, or its distance from, a VOR, NDB, DME fix, a named fix defined by a VOR/DME location, VOR radial, or NDB bearing; and

(b) navigate to or from a VOR or NDB; and

(c) hold over a VOR, NDB or DME fix.

Note The operational uses of GNSS described in this clause apply even when a navigation aid is identified as required on a procedure.

5 Use of suitable GNSS-based area navigation systems not permitted

An otherwise suitable GNSS-based area navigation system is not permitted to be used for:

(a) NOTAMed procedures. Unless otherwise specified, navigation on procedures that are identified as not authorised without exception by a NOTAM. For example, an operator may not use a suitable GNSS‑based area navigation system to navigate on a procedure that is based on a recently decommissioned navigation aid;

(b) Lateral navigation on LOC-based courses. Lateral navigation on LOC-based courses (including LOC back-course guidance) without reference to raw LOC data.

6 Operating requirements

General operating requirements

6.1.1 Pilots must comply with the AFM, AFMS, operating manual, QRH or pilot’s guide when operating the aircraft navigation system.

6.1.2 Pilots may not use the GNSS-based area navigation system as a substitute or alternate means of navigation if the aircraft has an AFM or AFMS with a limitation to monitor the underlying navigation aids for the associated operation.

6.1.3 Pilots of aircraft with an AFM limitation that requires the aircraft to have other equipment appropriate to the route being flown may only use the area navigation system as a substitute means of navigation for out‑of‑service navigation aids, but not for inoperative or not installed equipment.

Navigation database requirements

6.2.1 Pilots must ensure that the installed navigation database is:

(a) current (except as provided for by subsection 13 of this CAO); and

(b) appropriate for the region of intended operation and includes the waypoints, navigation aids, and fixes for departure, arrival and alternate aerodromes; and

(c) has been obtained from a supplier holding a Letter of Acceptance in accordance with paragraph 13.3 of this CAO.

6.2.2 For en route and terminal area operations, pilots must:

(a) extract the routes or procedures from the on-board navigation database by name; or

(b) extract waypoints, navigation aids, and fixes by name from the on‑board navigation database; and

(c) comply with the charted route or procedure. Heading-based legs associated with procedures may be flown using manual technique (based on indicated magnetic heading) or, if available, extracted from the aircraft database and flown using area navigation system guidance.

6.2.3 For approach procedures, pilots must:

(a) extract the procedure from the on-board navigation database by name; and

(b) comply with the charted procedure. Heading-based legs associated with procedures may be flown using manual technique (based on indicated magnetic heading).

Procedure validation

6.3.1 Procedures used with suitable GNSS-based area navigation systems, as either a substitute means of navigation or as an alternate means of navigation, must be verified for navigation data and operability using 1 of the following processes before being used:

(a) on-going, system-wide checks of navigation data and operability;

(b) as-needed, procedure specific checks of navigation data and operability.

6.3.2 These processes must ensure navigation data (e.g. waypoint names, waypoint sequence, distance between waypoints, heading/course/track information, and vertical path angles) used in airborne equipment conform to published information. The following methods to check the operability of procedure(s) are acceptable:

(a) suitable desktop analysis;

(b) simulator evaluation; or

(c) flight (in visual meteorological conditions).

Operating requirements

6.4.1 Pilots may not manually enter published procedure or route waypoints via latitude/longitude, place/bearing, or place/bearing/distance into the aircraft navigation system.

6.4.2 Route centrelines must be maintained as close as practicable, as depicted by lateral deviation indicators or flight guidance systems during all operations described in this Appendix unless authorised to deviate by ATC or under emergency conditions.

Note 1 Brief deviations from the standard mentioned above are acceptable during and immediately after turns, but only to the minimal extent that accurate cross-track information may not be provided during the turn.

Note 2 Piloting standards usually require the aircraft to be flown to maintain lateral deviation not exceeding half the current accuracy requirement (RNP value) or half the lateral deviation scale. While this standard should be observed, pilots must also be aware that Navigation System Error + Flight Technical Error (lateral deviation) may not exceed the specified navigation accuracy. When carrying out approach operations, if the GNSS Horizontal Protection Limit (HPL) exceeds 0.15 NM, the allowable lateral deviation will be limited to less than the half scale value.

6.4.3 Operation on NDB or VOR procedures authorised under this Appendix requires navigation system accuracies of less than or equal to:

(a) 2 NM for en route operations (RNP 2);

(b) 1 NM for initial, intermediate and Missed Approach Segments (RNP 1); and

(c) 0.3 NM for Final Approach Segments (RNP APCH).

Note GNSS system as a substitute for VOR may not be approved within 8 NM of the VOR and within 4 NM from the NDB.

6.4.4 RAIM or other approved integrity monitor must be available during these operations.

Equipment requirements

6.5.1 Operators conducting regular passenger transport, or charter, operations must be equipped with at least 1 other independent navigation system in addition to the installed and operative GNSS-based area navigation system.

6.5.2 This additional system must be suitable for the intended route so that, in the event of an area navigation system failing, the aircraft is capable of proceeding safely to an aerodrome and completing an instrument approach. For example:

(a) for an aircraft equipped with (E)TSO- C145 ( ), (E)TSO-C146 ( ) or (E)TSO-C196 ( ) GNSS-based area navigation systems, an acceptable installation requires dual GNSS but no additional navigation equipment is required; and

(b) an aircraft equipped with (E)TSO-C129 GNSS-based area navigation systems requires operative VOR and/or ADF navigation equipment suitable for the intended en route, terminal, and approach operations, including any alternates.

6.5.3 ADF equipment need not be installed and operative, although operators of aircraft without an ADF will be bound by the operational requirements defined in this Appendix and may not have access to some procedures (that is, there may be instances when some operations might not be conducted without ADF equipment).

6.5.4 Use of an area navigation system as a substitute means of navigation may be applicable to normal in-flight use, to continuation of flight after failure, or to dispatch with inoperative conventional capability if consistent with the applicable MMEL for the aircraft type and an applicable CASA approved operator’s MEL.

Alternate aerodrome requirements

6.6 For the purposes of flight planning, any required alternate aerodrome must have an available instrument approach procedure that meets the requirements of this Appendix for the equipment installed in the aircraft.

6.7 For aircraft equipped with (E)TSO-C129 ( ) GNSS systems, the alternate aerodrome must have a non-GNSS approach procedure available and the aircraft must have the requisite equipment installed and operative.

6.8 For aircraft equipped with (E)TSO-C145 ( ), (E)TSO-146 ( ) or (E)TSO‑196 ( ) equipment, the approach procedures at an alternate aerodrome may be GNSS based.

7 GNSS requirements

7.1 GNSS-based area navigation systems may be used as an alternate means of navigation without restriction providing the aircraft is fitted with the equipment for the underlying navigation aid, the system is operative and the ground-based navigation aid is operative.

7.2 As part of flight planning, a prediction for GNSS integrity availability must be obtained where GNSS will be used as a substitute or alternate means of navigation.

Notes to Civil Aviation Order 20.91 (Instructions and directions for performance‑based navigation) Instrument 2014

The Civil Aviation Order (in force under the Civil Aviation Regulations 1988, the Civil Aviation Safety Regulations 1998 and the Acts Interpretation Act 1901) as shown in this document comprises Civil Aviation Order 20.91 (Instructions and directions for performance‑based navigation) Instrument 2014 amended as indicated in the Tables below.

Table of Orders

Year and number	Date of registration on FRL	Date of commencement	Application, saving or transitional provisions
CAO 20.91 Instrument 2014	15 December 2014 (see F2014L01703)	15 December 2014 (see s. 3)	—
CAO 20.91 Am Instrument 2017 (No. 1)	15 November 2017 (see F2017L01471)	16 November 2017 (see s. 2)	—
CAO 20.91 Am Instrument 2018 (No. 1)	1 November 2018 (see F2018L01527)	2 November 2018	—

Table of Amendments ad. = added or inserted am. = amended rep. = repealed rs. = repealed and substituted
Provision affected	How affected
subs. 3	am. F2017L01471, F2018L01527
subs. 4	am. F2018L01527
subs. 5	am. F2018L01527
subs. 6	am. F2018L01527
subs. 7	am. F2018L01527
subs. 8	am. F2018L01527
subs. 9	am. F2018L01527
subs. 10	am. F2018L01527
subs. 11	am. F2018L01527
subs. 13	am. F2018L01527
Appendix 1	am. F2018L01527
Appendix 2	am. F2018L01527
Appendix 5	am. F2018L01527
Appendix 6	am. F2018L01527
Appendix 7	am. F2018L01527
Appendix 8	am. F2018L01527
Appendix 9	am. F2018L01527
Appendix 10	am. F2018L01527
Appendix 11	am. F2018L01527
Appendix 13	am. F2018L01527

GPS capability (Column 1)	Navigation specification (Column 2)
1	GPS RNAV EN ROUTE	RNAV 5; RNAV 2 or RNP 2
2	GPS RNAV TERMINAL	RNAV 1 or RNP 1
3	GPS RNAV NON-PRECISION APPROACH	RNP APCH-LNAV
4	GPS RNAV LP	RNP APCH-LP
5	GPS RNAV LPV	RNP APCH-LPV