CAT.OP.MPA.175 Flight preparation

FLIGHT PREPARATION FOR PBN OPERATIONS

(a)The flight crew should ensure that RNAV 1, RNAV 2, RNP 1 RNP 2, and RNP APCH routes or procedures to be used for the intended flight, including for any alternate aerodromes, are selectable from the navigation database and are not prohibited by NOTAM.

(b)The flight crew should take account of any NOTAMs or operator briefing material that could adversely affect the aircraft system operation along its flight plan including any alternate aerodromes.

(c)When PBN relies on GNSS systems for which RAIM is required for integrity, its availability should be verified during the preflight planning. In the event of a predicted continuous loss of fault detection of more than five minutes, the flight planning should be revised to reflect the lack of full PBN capability for that period.

(d)For RNP 4 operations with only GNSS sensors, a fault detection and exclusion (FDE) check should be performed. The maximum allowable time for which FDE capability is projected to be unavailable on any one event is 25 minutes. If predictions indicate that the maximum allowable FDE outage will be exceeded, the operation should be rescheduled to a time when FDE is available.

(e)For RNAV 10 operations, the flight crew should take account of the RNAV 10 time limit declared for the inertial system, if applicable, considering also the effect of weather conditions that could affect flight duration in RNAV 10 airspace. Where an extension to the time limit is permitted, the flight crew will need to ensure that en route radio facilities are serviceable before departure, and to apply radio updates in accordance with any AFM limitation.

DATABASE SUITABILITY

(a)The flight crew should check that any navigational database required for PBN operations includes the routes and procedures required for the flight.

DATABASE CURRENCY

(b)The database validity (current AIRAC cycle) should be checked before the flight.

(c)Navigation databases should be current for the duration of the flight. If the AIRAC cycle is due to change during flight, the flight crew should follow procedures established by the operator to ensure the accuracy of navigation data, including the suitability of navigation facilities used to define the routes and procedures for the flight.

(d)An expired database may only be used if the following conditions are satisfied:

(1)the operator has confirmed that the parts of the database which are intended to be used during the flight and any contingencies that are reasonable to expect are not changed in the current version;

(2)any NOTAMs associated with the navigational data are taken into account;

(3)maps and charts corresponding to those parts of the flight are current and have not been amended since the last cycle;

(4)any MEL limitations are observed; and

(5)the database has expired by no more than 28 days.

OPERATIONAL FLIGHT PLAN — COMPLEX MOTOR-POWERED AIRCRAFT

(a)The operational flight plan used and the entries made during flight should contain the following items:

(1)aircraft registration;

(2)aircraft type and variant;

(3)date of flight;

(4)flight identification;

(5)names of flight crew members;

(6)duty assignment of flight crew members;

(7)place of departure;

(8)time of departure (actual off-block time, take-off time);

(9)place of arrival (planned and actual);

(10)time of arrival (actual landing and on-block time);

(11)type of operation (ETOPS, VFR, ferry flight, etc.);

(12)route and route segments with checkpoints/waypoints, distances, time and tracks;

(13)planned cruising speed and flying times between check-points/waypoints (estimated, revised, and actual times overhead);

(14)safe altitudes and minimum levels;

(15)planned altitudes and flight levels;

(16)fuel calculations (records of in-flight fuel checks);

(17)fuel on board when starting engines;

(18)alternate(s) for destination, including the information required in (a)(12) to (15), as well as destination 2 and destination 2 alternate aerodromes in case of a reduced contingency fuel (RCF) procedure;

(19)where applicable, a take-off alternate and fuel ERA aerodrome(s);

(20)initial ATS flight plan clearance and subsequent reclearance;

(21)in-flight replanning calculations; and

(22)meteorological information, as specified in point (a) of point MET.TR.215 of Part-MET.

(b)Items that are readily available in other documentation or from another acceptable source or are irrelevant to the type of operation may be omitted from the operational flight plan.

(c)The operational flight plan and its use should be described in the operations manual.

(d)All entries on the operational flight plan should be made concurrently and be permanent in nature. OPERATIONAL FLIGHT PLAN — OTHER-THAN-COMPLEX MOTOR-POWERED AIRCRAFT OPERATIONS AND LOCAL OPERATIONS

(e)An operational flight plan may be established in a simplified form relevant to the type of operation for operations with other-than-complex motor-powered aircraft as well as local operations with any aircraft. Local operations should be defined in the OM. OPERATIONAL FLIGHT PLAN — HELICOPTERS OPERATED WITH A SINGLE PILOT AND WITHOUT A STABILITY AUGMENTATION SYSTEM OR AN AUTOMATIC FLIGHT CONTROL SYSTEM (AFCS)

(f)No entries should be made in the operational flight plan during the flight. OPERATIONAL FLIGHT PLAN PRODUCED BY A COMPUTERISED FLIGHT-PLANNING SYSTEM

(g)When the operator uses a computerised flight-planning system to produce an operational flight plan, the functionality of this system should be described in the OM.

(h)If the computerised flight-planning system is used in conjunction with a basic fuel scheme with variations or an individual fuel scheme, the operator should ensure that the quality and the proper functionality of the software are tested after each upgrade. The test should verify that the changes to the software do not affect the final output.

CONVERSION TABLES The documentation should include any conversion tables necessary to support operations where metric heights, altitudes and flight levels are used.