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equivalent level of performance may also be acceptable.
For procedures requiring GPS and/or aircraft approvals
requiring GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, aircraft operators must develop procedures to verify correct GPS
operation. If not equipped with GPS, or for multi-sensor
systems with GPS that do not alert upon loss of GPS, aircraft must be capable of navigation system updating using
DME/DME or DME/DME/IRU for type A and B procedures. AC 90-100 may be used as operational guidance
for RNAV ODPs. Pilots of FMS-equipped aircraft, who
are assigned an RNAV DP procedure and subsequently
receive a change of runway, transition, or procedure, must
verify that the appropriate changes are loaded and available for navigation.
RNAV departure procedures are developed as SIDs and
ODPs—both are charted graphically. An RNAV departure is identifiable by the inclusion of the term RNAV in
the title of the departure. From an RNP standpoint, RNAV
departure routes are designed with a 1 or 2 NM performance standard. This means you as the pilot and your aircraft equipment must be able to maintain the aircraft
within 1 NM or 2 NM either side of route centerline.
[Figure 2-27]
Additionally, new waypoint symbols are used in conjunction with RNAV charts. There are two types of waypoints
currently in use: fly-by (FB) and fly-over (FO). A fly-by
waypoint typically is used in a position at which a change
in the course of procedure occurs. Charts represent them
with four-pointed stars. This type of waypoint is designed
to allow you to anticipate and begin your turn prior to
reaching the waypoint, thus providing smoother transitions. Conversely, RNAV charts show a fly-over waypoint
as a four-pointed star enclosed in a circle. This type of
waypoint is used to denote a missed approach point, a
missed approach holding point, or other specific points in
space that must be flown over. [Figure 2-28 on page 2-30]
RNAV departure procedures are being developed at a
rapid pace to provide RNAV capabilities at all airports.
With every chart revision cycle, new RNAV departures
are being added for small and large airports. These
departures are flown in the same manner as traditional
navigation-based departures; you are provided headings,
altitudes, navigation waypoint, and departure descriptions. RNAV SIDs are found in the TPP with traditional
departure procedures. On the plan view of this procedure, in the lower left corner of the chart, the previous
aircraft equipment suffix code and equipment notes have
been replaced with note 3, the new type code, Type B
RNAV departure procedure. Additionally, ATC has the
aircraft equipment suffix code on file from the flight
plan. [Figure 2-29 on page 2-31]
1.0 NM
1.0 NM
Path Centerline
2.0 NM
2.0 NM
Figure 2-27. RNP Departure Levels.
2-30
RNAV ODPs are always charted graphically, and like
other ODPs, a note in the Takeoff Minimums and IFR
Obstacle Departure Procedures section refers you to the
graphic ODP chart contained in the main body of the TPP.
[Figure 2-30 on page 2-32]
There are specific requirements, however, that must be
met before using RNAV procedures. Every RNAV departure chart lists general notes and may include specific
equipment and performance requirements, as well as the
type of RNAV departure procedure in the chart plan view.
New aircraft equipment suffix codes are used to denote
capabilities for advanced RNAV navigation, for flight
plan filing purposes. [Figure 2-31 on page 2-33]
The chart notes may also include operational information
for certain types of equipment, systems, and performance
requirements, in addition to the type of RNAV departure
procedure. DME/DME navigation system updating may
require specific DME facilities to meet performance stan-
dards. Based on DME availability evaluations at the time
of publication, current DME coverage is not sufficient to
support DME/DME RNAV operations everywhere without IRU augmentation or use of GPS. [Figure 2-32 on
page 2-33]
PILOT RESPONSIBILITY
FOR USE OF RNAV DEPARTURES
RNAV usage brings with it multitudes of complications
as it is being implemented. It takes time to transition, to
disseminate information, and to educate current and
potential users. As a current pilot using the NAS, you need
to have a clear understanding of the aircraft equipment
requirements for operating in a given RNP environment.
You must understand the type of navigation system
installed in your aircraft, and furthermore, you must know
how your system operates to ensure that you can comply
　
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