Document ID: chunk:federal_register_of_legislation:F2005L04061:body:0:p14
Version: federal_register_of_legislation:F2005L04061
Segment Type: other
Provision Reference: 
Character Range: 35599–38434

of RNP involved; and

(b) confirmed that the operator and the aircraft have been authorised by CASA for RNP operations; and

(c) confirmed that the aircraft can be operated in accordance with the RNP requirements for the planned route of flight, including any routes to alternate aerodromes.

3.8.2 Availability of navaids

       3.8.2.1At dispatch or during the flight planning phase, adequate navigation aids must be available en-route to enable the aircraft to navigate to RNP 10.

3.8.3 Route evaluation for RNP 10 time limits for aircraft equipped with only INSs or IRUs

       3.8.3.1An RNP 10 time limit applies to aircraft equipped only with INSs or IRUs (see subclause 3.5.6).

       3.8.3.2An operator who plans operations in areas where RNP 10 is applied must ensure that it is able to meet the time limitation.

       3.8.3.3For 3.8.3.2, the operator must take into account the effect of headwinds and, for aircraft not capable of coupling the navigation system or flight director to the autopilot, FTE.

       3.8.3.4A route may be evaluated:

(a) once only; or

(b) for each flight.

       3.8.3.5In carrying out the evaluation, the operator must consider the following:

(a) a route evaluation that establishes the aircraft's capability to satisfy the RNP 10 time limit established for dispatch or departure into airspace where RNP 10 is applied;

(b) the start point for calculation, being the point where the system is placed in the navigation mode or the last point at which the system is expected to be updated;

(c) the stop point for calculation, being:

 (i) the point where the aircraft will begin to navigate by reference to ICAO Standard Navaids (VOR, DME, NDB) or will come under radar surveillance from ATC; or

 (ii) the first point where the navigation system is expected to be updated;

(d) the following sources of wind component data:

 (i) the Bureau of Meteorology;

 (ii) National Weather Service;

 (iii) Bracknell;

 (v) industry sources, eg Boeing Winds on World Air Routes and historical data supplied by the operator;

(e) a one-time calculation based on 75% probability wind components;

Note   Some sources of wind data establish the probability of experiencing a given wind component on routes between city pairs annually.

(f) a calculation of time limit for each specific flight.

Note  The operator may choose to evaluate each individual flight using flight planned winds to determine if the aircraft will comply with the specified time limit.

       3.8.3.6If a one-time calculation of RNP 10 time limit compliance is chosen, the annual 75% probability level to calculate the effect of headwinds can be used.

       3.8.3.7If it is determined that the time limit will be exceeded, the aircraft must fly an alternate route or delay the flight until the time limit can be met.

Note