Document ID: chunk:federal_register_of_legislation:F2005L04061:body:0:p7
Version: federal_register_of_legislation:F2005L04061
Segment Type: other
Provision Reference: 
Character Range: 16950–19853

station error contribution, the airborne receiver error and the display system error.

PDE (path definition error) mean the difference between the defined path and the desired path at a specific point and time.

PEE (position estimation error) means the difference between true position and estimated position.

TSE means the total system error, worked out by:
       3.3.2.2For an aircraft that is not capable of autopilot or flight director coupling, the FTE value to be taken into account in determining any limitations for oceanic or remote area operations is 2 NM.

Note   When using the method described in AC 91.U-2(0) Appendix 1 as the basis for RNP 10 approval, the error types noted in clause 3.3.1 are included. For the data collection method described in AC 91.U-2(0) Appendix 6, they are not included because the Appendix 6 method is more conservative. The Appendix 6 method uses radial error instead of cross-track and along-track error.

3.3.3 Navigation systems

       3.3.3.1For an RNP 10 operation in oceanic or remote airspace, there must be at least 2 independent and serviceable LRNSs, comprising INS, IRS/FMS or GNSS, that ensure the navigation system does not provide misleading information with an unacceptable probability.

Section 3.4 Aircraft groups (fleets of aircraft) for CASR 91.5010

3.4.1 Definition of an aircraft group

       3.4.1.1For an aircraft to be considered as a member of an aircraft group for RNP 10 operations, the following conditions must be satisfied:

(a) the aircraft must have been manufactured to a nominally identical design and approved by the same type certificate, type certificate amendment or supplemental type certificate;

      Note   For derivative aircraft, it may be possible to use the database from the parent configuration to minimise the amount of additional data required to show compliance. The extent of the additional data required will depend on the nature of the changes between the parent aircraft and the derivative aircraft when INS/IRU is used to meet RNP 10 navigational requirements.

(b) the navigation system installed must have been manufactured to the manufacturer's specifications and have the same part numbers;

      Note   Aircraft that have INSs/IRUs that are of a different manufacturer or part number may be considered as part of the group, if it is demonstrated that this navigation equipment provides equivalent navigational performance.

(c) if authorisation is sought for an aircraft group, the data package must contain:

 (i) a list of the aircraft group to which the data package applies; and

 (ii) a list of the routes to be flown and the maximum estimated time from alignment to the time when the flight will leave Class II Navigation; and

         Note   Class II navigation is an en route operation conducted outside the operational service volumes of ICAO standard NAVAIDS (VOR, NDB, VOR/NDB).