Document ID: chunk:federal_register_of_legislation:F2018C00889:reg:5:p38
Version: federal_register_of_legislation:F2018C00889
Segment Type: reg
Provision Reference: reg 5 (pt 38/51)
Character Range: 125839–128884

for the initial segment, the intermediate segment and a missed approach, and to 0.15 NM (½ x RNP) for the final approach segment. Brief deviations are acceptable during and immediately after turns where accurate cross-track information is not provided during the turn. The use of a flight director or autopilot is recommended. Flight crew procedures and training should emphasise observance of turn anticipation commands and management of rate of turn.
       7.7 In subclause 7.6, Estimate of Position Uncertainty, or EPU, means a measure of NSE provided by the navigation system of an aircraft based on a defined scale in NM that displays the current performance of the navigation system in accurately estimating the aircraft position.
Note   Different system manufacturers assign specific names for EPU, including "Horizontal Protection Limit" or "HPL", "Actual Navigation Performance" or "ANP" and "Estimate of Position Error" or "EPE".
       7.11 Transient deviations greater than 75 ft above the flight path are acceptable during aircraft configuration changes. Deviations greater than 75 ft below the flight path are not acceptable during aircraft configuration changes.

8 Contingency procedures for performance failure
       The operator must ensure that the flight crew have and implement contingency procedures for a loss of RNP APCH capability during the approach.

Appendix 7 — Requirements for use of RNP AR

1 RNP AR navigation authorisation for I.F.R. flights
       1.1 RNP AR procedures may only be used for PBN by an aircraft if the operator has an RNP AR navigation authorisation in writing from CASA.
       1.2 RNP AR procedures may only be used for PBN by an aircraft for instrument approach and departure procedures that are supported by:
(a) a GNSS LNAV system; and
(b) an FMS supported by suitable flight control, cockpit control and display systems; and
(c) a Baro-VNAV system.
Note   An aircraft equipped with an SBAS augmented GNSS system and operating within an SBAS service volume may use GNSS derived vertical guidance in lieu of Baro-VNAV.
     1.3 An RNP AR navigation authorisation may only be issued to an operator who:
(a) applies in writing to CASA; and
(b) supplies the documents mentioned in clause 3 of this Appendix; and
(c) satisfies CASA that RNP AR operations for the navigation authorisation sought can, and are likely to continue to, meet the requirements of this Appendix, including in relation to the following:
           (i) aircraft eligibility;
           (ii) RNP AR equipment, system performance and system functionality;
           (iii) operating standards, including flight planning and flight procedures;
           (iv) approved flight crew training and recency;
           (v) MEL procedures;
           (vi) aircraft and RNP system maintenance;
           (vii) continued integrity of the airborne navigation database;
           (viii) navigation error reporting procedures;
           (ix) FOSA.
       1.4 An RNP AR navigation authorisation may not be issued unless the aircraft