A320 captain reported accepting an approach for which the aircraft was not approved. The approach an...

Narrative:

Day before day 3 we flew 2 legs; with an early east coast wake up and report time. What was supposed to be an easy day tuned into a very long day with multiple delays adding about 4 hours of duty time to our day. Day 3 departed ZZZ on time. Early am once again. Visual conditions prevailed at the time of our arrival into denver approach's airspace. We were told to expect either the ILS 35R or possibly the RNAV rnp Z. We briefed the ILS. I believe somewhere in the descent from 14;000 to 11;000 ft we were given the clearance for the RNAV rnp Z. Being that the prevailing visibility was VFR; I pm/ca gave an abbreviated briefing. I briefed the PF/first officer from the efb checklist. However; I failed to pick up the paper covering the RNAV placard to see that the a/c was not RNAV/rnp approved. It wasn't listed in the remarks section or in the crew briefing of the release. I didn't catch the error until after the approach had been initiated. We continued in VFR conditions and landed with visual conditions uneventfully. Had it been IFR; I wouldn't have done an abbreviated briefing.Suggestions1) to be more vigilant.2) I would like to see some changes with our procedures. Specifically; I would like to see a 'monthly' memo of which aircraft are not rnp/ar certified. With the non-standard fleet and aircraft continuously coming and going; it is hard to remember which item applies to which aircraft. Some aircraft in the fleet are not rnp/ar approved; but lack a placard. In speaking with maintenance; I was told a placard was not a required item. 3) have dispatch continue to state in remarks and crew briefing sections of release; that RNAV/rnp not authorized; even though aircraft has been on property awhile; not only when it's new to the line.4) move placard to glareshield in direct view of both pilots.5) place placard or sticker on logbook stating such (just like overwater aircraft).6) make RNAV rnp not authorized sticker red; not black and white; so it catches your attention.the pilot memos only go back so far in my efb. In searching for information; I could find [only two aircraft] with memos. I feel at times that we are set up for failure. I pride myself on being thorough. It is not my intention to place blame elsewhere; but to draw attention to how easily these simple fixes could help mitigate future error.

Original NASA ASRS Text

Title: A320 Captain reported accepting an approach for which the aircraft was not approved. The approach and landing were without incident due to clear weather.

Narrative: Day before Day 3 we flew 2 legs; with an early east coast wake up and report time. What was supposed to be an easy day tuned into a very long day with multiple delays adding about 4 hours of duty time to our day. Day 3 Departed ZZZ on time. Early AM once again. Visual conditions prevailed at the time of our arrival into Denver approach's airspace. We were told to expect either the ILS 35R or possibly the RNAV RNP Z. We briefed the ILS. I believe somewhere in the descent from 14;000 to 11;000 ft we were given the clearance for the RNAV RNP Z. Being that the prevailing visibility was VFR; I PM/CA gave an abbreviated briefing. I briefed the PF/FO from the EFB checklist. However; I failed to pick up the paper covering the RNAV placard to see that the a/c was not RNAV/RNP approved. It wasn't listed in the remarks section or in the crew briefing of the release. I didn't catch the error until after the approach had been initiated. We continued in VFR conditions and landed with visual conditions uneventfully. Had it been IFR; I wouldn't have done an abbreviated briefing.Suggestions1) To be more vigilant.2) I would like to see some changes with our procedures. Specifically; I would like to see a 'monthly' memo of which aircraft are not RNP/AR certified. With the non-standard fleet and aircraft continuously coming and going; it is hard to remember which item applies to which aircraft. Some aircraft in the fleet are not RNP/AR approved; but lack a placard. In speaking with Maintenance; I was told a placard was not a required item. 3) Have dispatch continue to state in remarks and crew briefing sections of release; that RNAV/RNP not authorized; even though aircraft has been on property awhile; not only when it's new to the line.4) Move placard to glareshield in direct view of both pilots.5) Place placard or sticker on logbook stating such (just like overwater aircraft).6) Make RNAV RNP Not authorized sticker red; not black and white; so it catches your attention.The Pilot memos only go back so far in my EFB. In searching for information; I could find [only two aircraft] with memos. I feel at times that we are set up for failure. I pride myself on being thorough. It is not my intention to place blame elsewhere; but to draw attention to how easily these simple fixes could help mitigate future error.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.

Attributes
ACN	1387242
Time
Date	201609
Local Time Of Day	0601-1200
Place
Locale Reference	DEN.Airport
State Reference	CO
Environment
Flight Conditions	VMC
Light	Daylight
Aircraft 1
Make Model Name	A320
Operating Under FAR Part	Part 121
Flight Phase	Initial Approach
Route In Use	Other RNAV (RNP) Z
Flight Plan	IFR
Person 1
Function	Pilot Not Flying Captain
Qualification	Flight Crew Air Transport Pilot (ATP)
Events
Anomaly	Deviation - Procedural Published Material / Policy Deviation - Procedural FAR

A320 captain reported accepting an approach for which the aircraft was not approved. The approach and landing were without incident due to clear weather.