Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) Instrument 2014
13Navigation database — standards and discrepancies
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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.
Section 13 - Civil Aviation Order 20.91 (Instructions and directions for performance-based navigation) Instrument 2014 - Navigation database — standards and discrepancies | Zoe
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).