Advisory Circular (AC) No. 700-024

1.1.1 The conduct of RNP AR APCH instrument approaches requires the following authorization:

• (a) Special Authorization/Specific Approval RNP AR APCH.

All conditions of the applicable SA must be met; the conditions appear in Appendix A of this AC.

The SA forms the basis upon which a foreign National Aviation Authority (NAA) may authorize, within their jurisdiction, a Canadian air operator or private operator to conduct instrument approaches designated as RNP AR APCH.

1.2.1 The operator’s Company Operations Manual (COM), or private operator equivalent, will address the conduct of RNP AR APCH approaches. The contents of the COM will include, but is not limited to:

• (a) the conditions as stipulated in Appendix A of this Advisory Circular (AC) and associated guidance;
• (b) any safety information respecting RNP AR APCH which the operator deems appropriate.

Operators are to examine the aircraft manufacturer documentation of RNP AR APCH approaches in accordance with this AC as to provide recommended procedures and practices. In addition, the Operational Evaluation Report may have also identified required procedures and training area of special emphasis (TASE).

1.3.1 The operator must establish procedures with respect to the following in order to conduct RNP AR APCH approaches:

• (a) Pre-flight considerations

(1) Minimum equipment list (MEL)

If a MEL in respect to an operator’s aircraft has been approved by the Minister, the operator must:

• establish guidance, restrictions and procedures (as required) in the MEL for use in the event of RNP AR APCH equipment unavailability, and
• amend its Maintenance Program accordingly.

The MEL should be developed/revised to address the equipment requirements for RNP AR APCH instrument approaches.

• Guidance for these equipment requirements is available from the aircraft manufacturer.
• The required equipment may depend on the intended navigation accuracy and whether the missed approach requires an RNP less than 1.0 Nautical Mile (nm). For example, GNSS and autopilot are typically required for high navigation accuracy.
• Dual equipment is typically required when conducting an approach requiring an RNP value less than 0.3 nm and/or where the missed approach has an RNP less than 1.0 nm.
• The Aircraft Flight Manual (AFM) RNP AR APCH Supplement outlines the certification capability and the equipment required. The navigation system limitations are listed in the RNP AR APCH Equipment List Prior to Approach. This list outlines the dual equipment required to begin the approach and equipment required to continue the approach.

The AFM RNP AR APCH equipment list required describes aircraft configurations or modes of operations:

• for RNP value of 0.3 and MAP 1.0;
• for RNP values less than 0.3 and MAP less than 1.0.

(2) TAWS

An operable Class A terrain awareness warning system (TAWS) is required for all RNP AR APCH procedures.

(3) Autopilot and flight director

RNP AR APCH procedures with lateral navigation accuracy less than RNP 0.3 nm or with RF legs require the use of an autopilot or flight director driven by the RNP system in all cases. Thus, the autopilot/flight director must be serviceable and able to track the lateral and vertical paths defined by the procedure.

When the dispatch of a flight is predicated on flying an RNP AR APCH procedure requiring the autopilot at the destination and/or alternate, the operator must determine that the autopilot is operational.

(4) Dispatch RNP availability prediction

The operator must have a predictive performance capability which can forecast whether or not the specified RNP will be available at the time and location of a desired RNP AR APCH operation.

• This capability can be a ground service and need not be resident in the aircraft's avionics equipment.

The operator must establish procedures requiring use of this capability as both a pre-flight dispatch tool and as a flight-following tool, where required, in the event of reported failures. The RNP assessment must consider the specific combination of the aircraft capabilities (sensors and integration).

• (a) RNP assessment when GNSS updating
  • This predictive capability must account for known and predicted outages of GNSS satellites or other impacts on the navigation system’s sensors.
  • The prediction programme should not use a mask angle below 5 degrees, as operational experience indicates that satellite signals at low elevations are not reliable.
  • The prediction must use the actual GNSS constellation with the integrity monitoring algorithm (Receiver Autonomous Integrity Monitoring (RAIM), Aircraft Autonomous Integrity Monitoring (AAIM) etc.) identical to that used in the actual equipment.
  • For RNP AR APCHs with high terrain, use a mask angle appropriate to the terrain.
• (b) RNP AR APCH operations must have GNSS updating available prior to commencement of the procedure.

(5) NAVAID exclusion

The operator must establish procedures to exclude NAVAID facilities in accordance with NOTAMs (e.g., DMEs, VORs, localizers).

(6) Navigation database currency

During system initialization, flight crew members of aircraft equipped with an RNP capable system must confirm that the navigation database is current.

Navigation databases are expected to be current for the duration of the flight. If the AIRAC cycle will change during flight, operators and flight crew members must establish procedures to ensure the accuracy of the navigation data, including the suitability of the navigation facilities used to define the routes and procedures for the flight.

An outdated database must not be used to conduct the RNP AR APCH operation unless it has been established that any amendments to the database has no material impact on the procedure.

If an amended chart is published for the procedure, the database must not be used to conduct the operation.

(1) Modification of the flight plan.

Flight crew members are not authorized to fly a published RNP AR APCH procedure unless it is retrievable by the procedure name from the aircraft navigation database and conforms to the charted procedure. The lateral path must not be modified, with the exception of:

• (a) Accepting a clearance to go direct to a fix in the approach procedure, that is before the FAF/FAP and that does not immediately precede an RF leg.
• (b) Changing the altitude and/or airspeed waypoint constraints on the initial, intermediate, or missed approach segments (e.g., to apply cold temperature corrections or comply with an Air Traffic Control (ATC) clearance/instruction).

(2) Required list of equipment.

The flight crew members must have a required list of equipment for conducting RNP AR APCH operations or alternate methods to address in-flight equipment failures prohibiting RNP AR APCHs (e.g., a quick reference handbook).

(3) RNP management.

The flight crew member’s operating procedures must ensure the navigation system uses the appropriate navigation accuracy throughout the approach.

If multiple lines of minima associated with different navigation accuracies are shown on the approach chart, the flight crew members must confirm that the desired navigation accuracy is entered in the RNP system. If the navigation system does not extract and set the navigation accuracy from the on- board navigation database for each leg of the procedure, then the flight crew member’s operating procedures must ensure that the smallest navigation accuracy value (i.e., highest degree of accuracy) required to complete the approach or the missed approach is selected before initiating the procedure (e.g., before the initial approach fix (IAF)).

Different segments may have different navigation accuracy requirements, which are annotated on the approach chart.

(4) GNSS updating.

All RNP AR APCH instrument approach procedures require GNSS updating of the navigation position solution.

The flight crew members must verify that GNSS updating is available prior to commencing the RNP AR APCH procedure.

If GNSS updating is lost at any time during an RNP AR APCH procedure, the flight crew members must abandon the RNP AR APCH procedure unless the flight crew members have the visual references in sight required to continue the approach.

See section 1.3.1 (c) Appendix B Contingency Procedures of this AC for more information.

(5) Radio Updating.

Initiation of any RNP AR APCH procedure is based on the availability of GNSS updating.

• DME/DME and VOR updating are not authorized for use as the primary form of positioning during RNP AR APCH procedures.
• The flight crew members must comply with the operator’s procedures for inhibiting specific facilities.

(6) Procedure confirmation.

The flight crew members must confirm that the correct procedure has been selected.

• This process includes confirmation of the waypoint sequence, reasonableness of track angles and distances, and any parameters that can be altered by the flight crew members, such as altitude or speed constraints.

A procedure must not be used if the validity of the navigation database is in doubt.

• A navigation system textual display or navigation map display must be used.

(7) System cross-check.

For approaches with navigation accuracy less than RNP 0.3 nm, the flight crew members must monitor the lateral and vertical guidance provided by the navigation system by ensuring it is consistent with other available data and displays that are provided by an independent means.

Note: This cross-check may not be necessary if the lateral and vertical guidance systems have been developed consistent with a hazardous (severe-major) failure condition for misleading information and if the normal system performance supports airspace containment.

(8) Approach procedures.

• (a) Procedures with RF Legs

An RNP AR APCH procedure may require the ability to execute an RF leg to avoid terrain or obstacles.

• This requirement will be noted on the approach chart.

As not all aircraft have this capability, flight crew members must be aware of whether they can conduct these procedures.

• (b) Indicated Airspeed Limitations

When flying an RNP AR APCH approach with RF legs, flight crew members must not exceed the maximum airspeeds shown in Table 1 throughout the RF approach segment being flown.

For example, a Category C A320 must slow to 140 KIAS at the FAF/FAP or may fly as fast as 165 KIAS if using Category D minima.

A missed approach prior to DA may require the segment speed for that segment be maintained.

This is crucial for RNP AR APCH having RF legs.

• This will require appropriate emphasis in training, as it differs from other types of approaches.
• This may require aircraft to remain in specific configuration as to respect the required airspeed, hence delaying clean up.

SOPs specific to RNP AR APCH with RF legs must be developed to include considerations appropriate to that type of approach.

(9) Navigation system with temperature compensation

For aircraft with temperature compensation capabilities, approved operating procedures may allow flight crew members to disregard the temperature limits on RNP AR APCH procedures if the operator provides flight crew member training on the use of the temperature compensation function. Temperature compensation by the system is applicable to the baro-VNAV guidance and is not a substitute for the flight crew members correcting, as required, for the cold temperature effects on minimum altitudes such as DA and MSA.

Flight crew members should be familiar with the effects of the temperature compensation on intercepting the compensated path.

(10) Navigation system without temperature compensation.

For aircraft without temperature compensation capabilities, the operation must occur within the temperature limits (TLim) published on the approach chart.

Despite being uncompensated, the baro-VNAV path in the final segment will provide the required obstacle clearance.

The flight crew members must correct, as required, for the cold temperature effects on minimum altitudes such as IAF, IF, FAF/FAP, DA, MA and MSA.

In below ISA temperatures the baro-VNAV path will cross the FAF/FAP at an altitude below the temperature-corrected FAF/FAP crossing altitude. It is permissible to follow the baro-VNAV path from the temperature-corrected intermediate segment altitude.

(11) GNSS vertical navigation.

When using augmented GNSS vertical guidance on RNP AR APCH operations (e.g., SBAS or GBAS), the temperature limits for the procedure do not apply. However, the flight crew members must still correct, as required, for the cold temperature effects on minimum altitudes such as DA and MSA.

(12) Altimeter setting.

RNP AR APCH instrument approach procedures use barometric data to drive vertical guidance.

The flight crew members must ensure that the current local altimeter setting (QNH) is set prior to the FAF/FAP.

The use of remote altimeter settings is not permitted.

(13) Altimeter cross-check.

The intent of this check is to detect a gross error or a bias error in an altimeter system.

The flight crew members must complete an altimetry cross-check ensuring both pilots’ altimeters agree within 100 ft (±30 m) not later than the FAF/FAP after receiving the current local altimeter setting at the airport of intended landing. Do not continue the procedure if the altimetry crosscheck fails.

If the altimetry cross-check fails, then the procedure must not be conducted.

This operational cross- check is not necessary if the aircraft automatically compares the altitudes to within 100 ft (30 m).

(14) Lateral and vertical path deviation monitoring

• (a) Flight crew members must use a lateral deviation indicator and/or flight director in lateral navigation mode on RNP AR APCH procedures.
• Flight crew members of aircraft with a lateral deviation indicator must ensure that lateral deviation indicator scaling (full-scale deflection) is suitable for the navigation accuracy associated with the various segments of the RNP AR APCH procedure.
• All flight crew members are expected to maintain approach procedure centrelines, as depicted by on-board lateral deviation indicators and/or flight guidance during all RNP AR APCH operations described in this AC, unless authorized to deviate by ATC or under emergency conditions.
• For normal operations, cross-track error/deviation (the difference between the RNP system computed path and the aircraft position relative to the path) should be limited to ±1⁄2 x the navigation accuracy associated with the procedure segment.
• Brief lateral deviations from this standard (e.g., overshoots or undershoots) during and immediately after turns, up to a maximum of 1 x the navigation accuracy of the procedure segment are tolerable.
• (b) The vertical deviation must be within 75 ft (22 m) during the final approach segment, noting that transients in excess of 75 ft (22 m) above the vertical path are acceptable (e.g., configuration changes or energy management actions).
• Vertical deviation should be monitored above and below the glide path. While being above the glide path provides margin against obstacles on the final approach, continued intentional flight above the vertical path can result in a go-around decision closer to the runway and reduce the margin against obstacles in the missed approach.
• (c) Pilots must execute a missed approach if the lateral deviation exceeds 1 × RNP or the vertical deviation exceeds 75 ft (22 m) below the vertical path, unless the flight crew members have the visual references in sight required to continue the approach.
  • (i) Some aircraft navigation displays do not incorporate lateral and vertical deviations scaled for each RNP AR APCH operation in the primary field of view. Where a moving map, low-resolution vertical deviation indicator (VDI), or numeric display of deviations are to be used, flight crew member training and procedures must ensure the effectiveness of these displays.
  • Typically, this involves the demonstration of the procedure with a number of trained flight crews and inclusion of this monitoring procedure in the recurrent RNP AR APCH training programme.
  • (ii) For installations that use a CDI for lateral path tracking, the AFM or aircraft qualification guidance should state which navigation accuracy and operations the aircraft supports and the operational effects on the CDI scale. The flight crew members must know the CDI full-scale deflection value. The avionics may automatically set the CDI scale (dependent on the phase of flight) or the flight crew members may manually set the scale. If the flight crew members manually select the CDI scale, the operator must have procedures and training in place to assure the selected CDI scale is appropriate for the intended RNP operation. The deviation limit must be readily apparent, given the scale (e.g., full-scale deflection).
  • Note: For dual RNP systems that independently display lateral and vertical paths, the approach must be discontinued when either system indicates a deviation that exceeds the above thresholds.

(15) VNAV altitude transitions

The Aircraft Barometric VNAV system provides fly-by vertical guidance, and may result in a path that starts to intercept the vertical path prior to the FAF/FAP. The small vertical displacement which may occur at a vertical constraint (e.g., the FAF/FAP) is considered operationally acceptable, and may provide a smoother transition to the next flight path vertical segment. This momentary deviation below the published minimum procedure altitude is acceptable provided the deviation is limited to no more than 100 ft (30 m) and is a result of a normal VNAV capture. This applies to “level off” and “altitude acquire” segments following a climb or descent or vertical climb or descent segment initiation or joining of climb or descent paths with different gradients.

(16) Non-standard climb gradient.

When an approach procedure specifies a non-standard climb gradient, the operator and flight crew members must ensure the aircraft is capable of complying with the published climb gradient at the aircraft landing weight under ambient atmospheric conditions.

For specific guidance, please see Advisory Circular AC 700-049 Missed Approaches with Published Climb Gradients: Special Authorization and Guidance and AC 700-016 Compliance with Regulations and Standards for Engine Inoperative Obstacle Avoidance.

(17) Go-around or missed approach

• (a) Where possible, the missed approach will require a navigation accuracy value of RNP 1.0 nm. The missed approach portion of these procedures is similar to a missed approach of an RNP APCH approach. Where necessary, a navigation accuracy value less than RNP 1.0 nm (i.e., a higher degree of accuracy) will be used in the missed approach.
  • Operators must receive approval to conduct:
    • NP AR approach less than 0.3, and
    • RNP AR Missed approach with RNP less than 1.0, as indicated on their Special Authorization/Specific Approval.
• (b) In some aircraft, activating take-off/go-around (TOGA) during the initiation of a go-around or missed approach, may cause a change in lateral navigation mode or functionality (i.e., TOGA disengages the autopilot and flight director from LNAV guidance) and track guidance may revert to track-hold function. In such cases, LNAV guidance to the autopilot and flight director should be re-engaged as quickly as possible.
• (c) The flight crew member procedures and training must address the impact on navigation capability and flight guidance if the flight crew member initiates a go-around while the aircraft is in a turn.
• When initiating an early go-around, the flight crew members must ensure adherence to the published track unless ATC has issued a different clearance.
• The flight crew members should also be aware that RF legs are designed for a maximum ground speed. Initiating an early go-around at speeds higher than those considered in the design may cause the aircraft to diverge throughout the turn and require flight crew member intervention to maintain the path.
• Note: Consideration should be given to aircraft configuration during approach and any configuration changes associated with a go around (e.g., engine failure, flap retraction, reengagement of lateral navigation).

(1) Operator contingency procedures must, as a minimum, incorporate the manufacturer contingency procedures.

(2) Contingency procedures — failure while en-route:

The aircraft RNP capability is dependent on operational aircraft equipment and GNSS.

The flight crew members must be able to assess the impact of equipment failure or inadequate GNSS constellation configuration on the ability to conduct RNP AR APCH procedures, and take appropriate action.

(3) Contingency procedures — failure on approach:

The operator’s contingency procedures need to address at least the following conditions:

• (a) Failure of the RNP system components, including those affecting lateral and vertical deviation performance (e.g., failures of a GNSS sensor, the flight director or automatic pilot);
• (b) Loss of navigation signal in-space (loss or degradation of external signal); and
• (c) Identification of hazards and special procedures unique to a particular approach.

• pre-flight considerations and procedures,
• in-flight considerations and procedures,
• normal and abnormal procedures;
• contingency procedures.

(1) A thorough understanding of the operational procedures and best practices is critical to the safe operation of aircraft during RNP AR APCH operations.

The flight crew member training must provide sufficient detail on the aircraft’s navigation and flight control systems to enable the flight crew members to identify failures affecting the aircraft’s RNP capability and the appropriate abnormal/emergency procedures.

Training must include both knowledge and skill assessments of the flight crew members and dispatchers. Each operator is responsible for the training of all personnel for the specific RNP AR APCH operations exercised by the operator.

(2) Each operator is responsible for the training of all personnel for the specific RNP AR APCH operations exercised by the operator.

The operator must include training on the different types of RNP AR APCH procedures and required equipment. These requirements and procedures must be included in their company operations manual and training manuals (as applicable). This material must cover all aspects of the operator’s RNP AR APCH operations including the content of the Special Authorization/Specific Approval.

An individual must have completed the appropriate ground and/or flight training programs, as applicable, and, in the case of flight crew members, the evaluation program before engaging in RNP AR APCH operations.

(3) The flight training syllabus must include training and qualification content representative of the type of RNP AR APCH operations the operator conducts during line-oriented flying activities.

RNP AR APCH procedures are eligible for inclusion in an operator’s Advance Qualification Programs (AQP).

The operator may conduct required flight training and qualification in flight training devices, aircraft simulators, and other enhanced training devices as long as these training devices accurately replicate the operator’s equipment and RNP AR APCH operations, and are approved by TCCA.

(4) An operator may use restricted RNP approach procedures for the purpose of satisfying the RNP AR APCH training and evaluation requirements.

Approval to use restricted RNP approach procedures for this purpose must be received prior to their use.

• The operator must submit the proposed approach procedure with supporting rationale for equivalency to the POI, or private operator equivalent.
• A determination will be made by TCCA AARTF as to the eligibility of the proposed approach.

(5) Operators must address initial flight crew member RNP AR APCH training and checking during initial, transition, upgrade, recurrent, differences, or stand-alone training and checking programs.

The qualification standards assess each flight crew member’s ability to properly understand and use RNP AR procedures (RNP AR APCH initial evaluation).

The operator must also conduct a recurrent qualification program to ensure their flight crew members maintain appropriate RNP AR APCH knowledge and skills.

(6) Operators may address RNP AR APCH operation topics separately on initial training, when it is not practical to combine it with the aircraft training curriculum, or integrate them with other curriculum elements where practicable.

For example, an RNP AR APCH flight crew member qualification may focus on a specific aircraft during transition, upgrade or differences courses.

General training may also address RNP AR APCH qualification (e.g., during recurrent training or checking events such as recurrent proficiency check/proficiency training, line oriented evaluation or special purpose operational training).

A separate, independent RNP AR APCH qualification program may also address RNP AR APCH training.

(7) Operators may receive credit towards the requirements of this Special Authorization/Specific Approval for elements of RNP training already conducted as part of an existing training program (e.g., RNAV 1 and 2, RNP APCH).

• Such operators must receive approval from their principal operations inspector or equivalent.
• In such cases, the operator must include flight crew member training on the differences between RNP AR APCH procedures and the operation(s) associated with the common training elements.

1.4.2 Ground training syllabus

(1) The following personnel require RNP AR APCH ground training:

• (a) Flight crew members: all pilots who will conduct RNP AR APCH procedures;
• (b) Operational control personnel: all dispatchers, flight followers involved in the planning and operational control of flights intended to conduct RNP AR APCH procedures; and
• (c) Maintenance personnel: maintenance personnel involved in the routine or detailed checks of RNP AR APCH avionics.

(1) The ground training syllabus must address the following subjects in an approved RNP AR APCH training program during the initial introduction of an operator’s personnel to RNP AR APCH operations:

• (a) General knowledge:
  • (i) The definition of RNP AR APCH;
  • (ii) The differences between RNAV and RNP;
  • (iii) The types of RNP AR APCH procedures and familiarity with the chart depiction of these procedures;
  • (iv) The importance of specific equipment during RNP AR APCH operations e.g., prior to the start of the approach and during the approach;
  • (v) The requirement for GNSS for all RNP AR APCH procedures;
  • (vi) The RNP AR APCH regulatory requirements (Appendix A of this AC) and procedures including any restrictions associated with the Special Authorization/Specific Approval (e.g., RF legs not authorized);
  • (vii) The RNP AR APCH availability (considering aircraft equipment capabilities);
• (b) ATC and flight planning:
  • (i) The prefixes and suffixes to be used on flight plans;
  • (ii) Any ATC procedures applicable to RNP AR APCH operations;
  • (iii) The use of GPS RAIM (or equivalent) forecasts and the effects of RAIM availability on RNP AR APCH procedures;
  • (iv) The use of WAAS NOTAMs if the aircraft avionics are WAAS capable;
  • (v) The impact of a failure of any avionics or a known loss of ground- or space-based systems on the remainder of the flight plan.
• (c) Equipment and procedures:
  • (i) The RNP terminology, symbology, operation, optional controls, and display features including any items unique to an operator’s implementation or systems;
  • (ii) Airspeed chart limitations associated with RNP AR APCH, including maximum airspeeds throughout RF leg segments;
  • (iii) How bank angle restrictions, wind and groundspeed impact the ability to remain on the course centerline, particularly on an RF leg;
  • (iv) The equipment required prior to the start of the approach and during the RNP AR APCH approach;
  • (v) The consideration and implication of interrupting the approach prior to the MAP, including prior to or after the FAF/FAP, and in RF legs (possibility of maintaining configuration due to speed restriction);
  • (vi) The description of failure alerts;
  • (vii) The equipment used in RNP operations and any limitations on the use of the equipment during those operations;
  • (viii) The programming and displaying of RNP and aircraft specific displays (e.g., actual navigation performance (ANP display));
  • (ix) How to enable and disable the navigation updating modes related to RNP;
  • (x) The navigation accuracy appropriate for different phases of flight, including RNP AR APCH procedures, and how to select the navigation accuracy, if required;
  • (xi) When and how to terminate RNP navigation and transfer to traditional navigation due to the loss of RNP and/or required equipment;
  • (xii) How to determine database currency and whether it contains the navigational data required for use of GNSS waypoints;
  • (xiii) An explanation of the different components that contribute to the total system error and their characteristics;
  • (xiv) Temperature compensation: Flight crew members operating avionics systems with compensation for altimetry errors introduced by deviations from ISA may disregard the temperature limits on RNP AR APCH procedures if they have received approved training from the operator on the use of the temperature compensation function and the compensation function is utilized by the flight crew members. However, the training must also recognize that the temperature compensation by the system is applicable to the VNAV guidance and is not a substitute for the flight crew correcting, as required, for the cold temperature effects on minimum altitudes such as DA and MSA;
  • (xv) The normal and abnormal flight crew operating procedures, responses to failure alerts, and any equipment limitations, including related information on RNP modes of operation;
  • (xvi) The approved flight operations manual(s) must contain the contingency procedures for loss or degradation of RNP capability.
• (d) MEL Operating Provisions:
  • (i) The MEL requirements supporting RNP AR APCH operations.

1.4.3 Flight training syllabus

(1) Flight training programs must cover the proper execution of RNP AR APCH procedures in accordance with the Original Equipment Manufacturer (OEM)’s documentation.

Flight crew members are required to complete initial flight training for each operating capacity for which they will be authorized (as pilot flying and pilot monitoring).

(1) The operational training must include:

• (a) RNP AR APCH procedures and limitations;
• (b) standardization of the set-up of the cockpit’s electronic displays during an RNP AR APCH procedure;
• (c) recognition of the aural advisories, alerts and other annunciations that can impact compliance with an RNP AR APCH procedure;
• (d) timely and correct responses to loss of RNP AR APCH capability in a variety of scenarios, within the group of the RNP AR APCH procedures which the operator plans to use;
• (e) the unique characteristics of RNP AR APCH procedure contingencies (i.e., RF legs, RNP missed approach); and
• (f) A minimum of four RNP AR APCH procedures must be completed by each crew member (two as pilot flying and two as pilot monitoring). One of the RNP AR APCH procedures must be flown to a landing.

(2) This training must address the following specific elements:

• (a) briefing all RNP AR APCH procedures and the important role cockpit resource management (CRM) plays in successfully completing an RNP AR APCH procedure;
• (b) verifying that each pilot’s altimeters agree within ±100 feet not later than the FAF/FAP after receiving the current local altimeter setting at the airport of intended landing. Do not continue the procedure if the altimetry crosscheck fails, including any operational limitations associated with the source(s) for the altimeter setting, and the cross-checking of the altimeters approaching the FAF/FAP;
• (c) using aircraft radar, TAWS, GPWS, or other avionics systems to support the flight crew member’s track monitoring, and weather and obstacle avoidance;
• (d) determining the source of positioning information, and confirming that GNSS has been given priority over all others (i.e., DME/DME, VOR/DME);
• (e) confirming and correcting, as applicable, the required RNP accuracy value;
• (f) recognizing alerts associated with the loading and use of improper navigation accuracy data for a desired segment of an RNP AR APCH procedure;
• (g) coupling the autopilot/flight director to the navigation system’s lateral guidance on RNP AR APCH procedures requiring an RNP of less than RNP 0.3 nm;
• (h) recognizing the effect of wind on aircraft performance during RNP AR APCH procedures and the need to remain within RNP containment area, including any operational wind limitation and aircraft configuration essential to safely complete an RNP AR APCH procedure;
• (i) identifying any bank angle restrictions or operational limitations on RNP AR APCH procedures (e.g., temperature limitations);
• (j) recognizing the potentially detrimental effect on the ability to comply with an RNP AR APCH procedure when reducing the flap setting, reducing the bank angle, increasing airspeed, or having an engine inoperative;
  • Training shall include One Engine Inoperative (OEI) scenarios.
• (k) understanding that aircraft are expected to maintain the standard speeds associated with the applicable category, and that RNP AR APCH aircraft category airspeeds associated with RF legs, as published in Table 1 of this AC, are different from aircraft category airspeeds published in the Canada Air Pilot (CAP GEN).
• The speed limits found in Table 1 are applicable to procedures designed according to TERPs. Operators intending to conduct RNP AR APCH procedures not designed to TERPs criteria, such as PANS OPS, must train flight crew members on the speed limits applicable to RF legs included in those procedures;
• (l) understanding the relationship between RNP and the appropriate approach minima line on an approved published RNP AR APCH;
• (m) Missed Approach:
  • (i) responding to the loss of GNSS during a procedure;
  • (ii) identifying the events triggering a missed approach when using the aircraft’s RNP capability;
  • (iii) missed approach operational and aircraft configuration considerations when initiated prior to the miss approach point (MAP) with respect to RF legs, airspeed restrictions.
  • (iv) recognizing the effect of activating TOGA while in a turn;
  • (v) monitoring of and the impact on go-around decision and operation;
  • (vi) following flight crew contingency procedures for a loss of RNP capability during a missed approach. Due to the lack of navigation guidance, the training should emphasize the flight crew contingency actions that achieve separation from terrain and obstacles.

1.4.4 Recurrent training

(1) Flight crew recurrent training for RNP AR APCH must occur at least every second training event but not less than once per year.

Flight crew members are required to complete recurrent training for each operating capacity for which they will be authorized (as pilot flying and pilot monitoring).

(1) The operator should incorporate recurrent RNP training that employs the unique RNP AR APCH approach characteristics of the operator’s approved procedures (i.e., RF legs, RNP missed approach) as part of the overall program.

(2) A minimum of two RNP AR APCH approaches must be flown by each pilot (one as pilot flying and one as pilot monitoring), with one culminating in a landing and one culminating in a missed approach.

The RNP AR APCH approaches shall employ unique AR characteristics procedures (i.e., RF legs, RNP missed approach).

(3) For operational control and maintenance personnel, recurrent RNP AR APCH training should be as per appropriate approved company manuals.

1.4.5 Training evaluation

(1) The operator must evaluate the knowledge of each individual flight crew member (as pilot flying and pilot monitoring) involved in RNP AR APCH procedures, prior to that flight crew member commencing RNP AR APCH operations.

(1) Initial evaluation of RNP AR APCH knowledge and procedures:

Flight crew members must demonstrate a satisfactory level of competency in procedures and specific aircraft performance requirements for RNP AR APCH operations.

Flight crew member assessment may be conducted as:

• (a) An evaluation during a proficiency check or practical test event by an AQP evaluator, an Approved Check Pilot (ACP) or Transport Canada Inspector using an approved simulator or training device which accurately replicates the operator’s equipment; or
• (b) An evaluation, using an approved simulator which accurately replicates the operator’s equipment, by an AQP evaluator, an ACP or Transport Canada Inspector during line-oriented flight training (LOFT)/line-oriented evaluation (LOE) programs which incorporate RNP operations that employ the unique RNP AR APCH characteristics of the operator’s approved procedures.
• Note: The AQP evaluator or ACP mentioned above must have completed the RNP AR APCH training and evaluation.

• (a) Demonstrate the use of any RNP limits that may impact various RNP AR APCH procedures;
• (b) Demonstrate the application of radio-updating procedures, such as enabling and disabling ground-based radio updating of the flight management computer (FMC) (i.e., DME/DME and VOR/DME updating) and knowledge of when to use this feature.
• Note: If the aircraft’s avionics do not include the capability to disable radio updating, then the training must ensure the flight crew is able to accomplish the operational actions that mitigate the lack of this feature;
• (c) Demonstrate knowledge of the operational limit for deviation below the desired flight path on an RNP AR APCH procedure and how to accurately monitor the aircraft’s position relative to the vertical flight path;
• (d) Demonstrate the ability to monitor the actual lateral and vertical flight paths relative to the programmed flight path and complete the appropriate flight crew procedures when exceeding a lateral or vertical FTE limit;
• (e) Demonstrate the ability to read and adapt to a RAIM (or equivalent) forecast, including forecasts predicting a lack of RAIM availability;
• (f) Demonstrate the proper set-up of the FMC, the weather radar, TAWS, and moving map for the various RNP AR APCH operations and scenarios the operator plans to implement;
• (g) Demonstrate the use of flight crew briefings and checklists for RNP AR APCH operations with emphasis on CRM;
• (h) Demonstrate knowledge of and ability to perform an RNP AR APCH missed approach procedure in an operational scenario (i.e., loss of navigation or failure to acquire visual conditions);
• (i) Demonstrate speed control during segments requiring speed restrictions to ensure compliance with an RNP AR APCH procedures;
• (j) Demonstrate competent use of RNP AR APCH plates, briefing cards, and checklists; and
• (k) Demonstrate the ability to complete a stable RNP AR APCH operation including bank angle, speed, and track control.

(3) Recurrent Evaluation/Check:

Recurrent evaluation or check for RNP AR APCH should occur during or following each training event where training for RNP AR APCH was conducted, and may be conducted by an AQP evaluator, an ACP, or a Transport Canada Inspector.

• (a) FAA AC 20-138 (D); or later
• (b) FAA AC 90-101(A); or later; or;
• (c) EASA AMC 20-26
• Note: AC 90-101 is useful background information but not intended to achieve full airworthiness approval on its own.

(1) The aircraft eligibility is determined through demonstration of compliance against the relevant airworthiness criteria and the criteria contained in this AC.

The design approval holder will demonstrate compliance, and the approval will be documented in manufacturer documentation. The design approval holder must contact TCCA Aircraft Certification to coordinate a demonstration of compliance.

(2) In addition to the specific criteria below, the aircraft must comply with:

• (a) FAA AC 20-138 (D) - or later versions of this document.

(1) Each operator who applies for RNP AR APCH operational approval is required to incorporate the RNP AR APCH equipment inspection requirements specified by the design approval holder, and amend the aircraft maintenance schedule as required. This requirement is designed to ensure that navigation systems continue to meet the RNP AR APCH approval criteria.

Note: If the aircraft was delivered by the aircraft manufacturer with RNP AR APCH capability, the maintenance requirements may already exist in the maintenance schedule.

(2) Maintenance for the affected aircraft is required to include the maintenance practices listed in the maintenance manuals of the aircraft manufacturer and its components, and must consider:

• (a) that the equipment involved in the RNP AR APCH operation is required to be maintained according to the instructions for continuing airworthiness (ICAs) from the component design approval holder;
• (b) that any amendment or change of navigation system affecting in any way RNP AR APCH initial approval, must be submitted to the Principal Maintenance Inspector (PMI) and reviewed for acceptance or approval of such changes prior to its implementation; and
• (c) that any repair that is not included in the approved/accepted maintenance documentation, and that could affect the integrity of navigation performance, is required to be forwarded to the PMI or regional airworthiness office for acceptance for approval thereof prior to conducting any further RNP AR APCH procedures.

(1) The TAWS:

• (a) should be updated to have the most current version of its functional software;
• (b) should be updated to the most current version of the terrain and obstacle database;
• (c) must meet the altitude accuracy alerting criteria of TSO-C151b (or later version):
  • (i) without any pilot action or input;
  • (ii) independent of altimeter setting on the altimeter(s); and
  • (iii) independent of temperature and pressure deviations from the International Standard Atmosphere (ISA);
• (d) should use a navigation source that is independent of the navigator/FMS position (usually the GNSS position can be considered independent of the navigation source if used directly by TAWS, and is not the same position as that used by the flight crew and autoflight systems).

• (a) The operator must identify a responsible manager for the database updating process within their procedures;
• (b) The operator must document a process for accepting, verifying and loading navigation data into the aircraft;
• (c) The operator must place their documented data process and database management under a Quality Assurance program;
• (d) The operator must have a procedure in place to prevent flight crew members from using an RNP AR APCH procedure which is accessible to flight crew members in the on-board database, but which has not been validated.

2.4.2 Initial data validation

(1) In order to validate the integrity of the database and the ability of the RNP system to operationally execute the procedure as intended, the operator must do an initial data validation of every RNP AR APCH procedure before flying the procedure in instrument meteorological conditions (IMC).

(1) As a minimum, the operator must:

• (a) Compare the navigation data for the procedure(s) to be loaded into the flight management system with the published procedure;
• (b) Once the procedure is validated, retain and maintain a copy of the validated navigation data for comparison to subsequent data updates.

2.4.3 Data updates

(1) Upon receipt of each navigation data update, and before using the navigation data in the aircraft, the operator must compare the update to the validated procedure.

(1) This comparison must identify and resolve any discrepancies in the navigation data.

Note: If there are significant changes (any change affecting the approach path or performance) to any portion of a procedure and source data verifies the changes, the operator must revalidate the amended procedure, prior to its use, in accordance with initial data validation.

2.4.4 Data suppliers

(1) Data suppliers must have a Letter of Acceptance (LOA), or equivalent regulatory acceptance, for processing and supplying navigation updates.

(1) For example, see FAA AC 20-153, and EASA Conditions for the issuance of LOA for navigation data Suppliers by the Agency.

(2) An LOA recognizes the data supplier as one whose data quality, integrity and quality management practices are consistent with the criteria of DO-200A/ED-76.

Note: If an operator switches data providers, all RNP AR APCH procedures must undergo initial data validation before use.

2.4.5 Aircraft modifications

(1) If an aircraft system required for RNP AR APCH is modified (e.g., software change), the operator is responsible for the validation of RNP AR APCH procedures using the navigation database and the modified system.

(1) This may be accomplished without any direct evaluation if the manufacturer verifies that the modification has no effect on the navigation database or path computation.

Note: If no such assurance from the manufacturer is available, the operator must conduct an initial data validation using the modified system, noting which flight control computers, FMS operations and display software changes are particularly critical.

2.5.1 Operators must have an RNP monitoring program to ensure continued compliance and to identify any negative trends in performance.

(1) TCCA may consider any anomaly reports in determining remedial action. Repeated navigation error occurrences attributed to a specific piece of navigation equipment may result in the cancellation of the approval for use of that equipment.

(2) Information that indicates the potential for repeated errors may require modification of an operator’s training program. Information that attributes multiple errors to a particular flight crew member may necessitate remedial training or license review.

2.5.2 Operators must collect and periodically review data items to identify potential safety concerns.

(1) Data should include:

• (a) total number of RNP AR APCH procedures conducted;
• (b) number of satisfactory approaches by aircraft/system (satisfactory if completed as planned without any navigation or guidance system anomalies);
• (c) reasons for unsatisfactory approaches, such as:
  • (i) UNABLE REQ NAV PERF, NAV ACCUR DOWNGRAD, or other RNP messages during approaches;
  • (ii) excessive lateral or vertical deviation;
  • (iii) TAWS warning;
  • (iv) autopilot system disconnect;
  • (v) navigation data errors; and
  • (vi) pilot report of an anomaly.
• (d) Crew comments

Paragraph 1.1.1

The conduct of Special Authorization/Specific Approval RNP AR APCH

Paragraph 1.2.1

COM contents

Paragraph 1.3.1(a)

The conduct of RNP AR APCH – Pre-flight considerations

Paragraph 1.3.1(b)

The conduct of RNP AR APCH – In-flight considerations

Paragraph 1.3.1(c)

The conduct of RNP AR APCH – Contingency Procedures

Paragraph 1.3.2

SOP development

Paragraph 1.4.1

Training program

Paragraph 1.4.2

Ground training syllabus

Paragraph 1.4.3

Flight training syllabus

Paragraph 1.4.4

Recurrent training

Paragraph 1.4.5

Training evaluation

Paragraph 2.1.1

Certification standards – certification approval

Paragraph 2.2.1

Continued airworthiness - navigation system

Paragraph 2.3.1

Aircraft eligibility - TAWS

Paragraph 2.4.1

Navigation database updates

Paragraph 2.4.2

Initial data validation

Paragraph 2.4.3

Data base validation (procedure)

Paragraph 2.4.4

Data suppliers

Paragraph 2.4.5

Aircraft modifications

Paragraph 2.5.1

RNP AR APCH monitoring program

Paragraph 2.5.2

Data items - review