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airport without being able to meet the established
climb gradient. Instead, they must see and avoid
obstacles in the departure path. In these situations,
ATC provides radar traffic information for radar-identified aircraft outside controlled airspace, workload
permitting, and safety alerts to pilots believed to be
within an unsafe proximity to obstacles or aircraft.
AREA NAVIGATION DEPARTURES
In the past, area navigation (RNAV) was most commonly
associated with the station-mover/phantom waypoint technology developed around ground-based Very High
Frequency Omni-directional Range (VOR) stations.
RNAV today, however, refers to a variety of navigation
systems that provide navigation beyond VOR and NDB.
RNAV is a method of navigation which permits aircraft
operation on any desired flight path within the coverage of
station-referenced navigation aids or within the limits of
the capability of self-contained aids, or a combination of
these. The term also has become synonymous with the
concept of “free flight,” the goal of which is to provide
easy, direct, efficient, cost-saving traffic management as
a result of the inherent flexibility of RNAV.
In the past, departure procedures were built around
existing ground-based technology and were typically
designed to accommodate lower traffic volumes. Often,
departure and arrival routes use the same navigation aids
creating interdependent, capacity diminishing routes. As
a part of the evolving RNAV structure, the FAA has
developed departure procedures for pilots flying aircraft
equipped with some type of RNAV technology. RNAV
allows for the creation of new departure routes that are
independent of present fixes and navigation aids. RNAV
routing is part of the National Airspace Redesign and is
expected to reduce complexity and increase efficiency
of terminal airspace.
When new RNAV departure procedures are designed with
all interests in mind, they require minimal vectoring and
communications between pilots and ATC. Usually, each
departure procedure includes position, time, and altitude,
which increase the ability to predict what the pilot will
actually do. All told, RNAV departure procedures have
the ability to increase the capacity of terminal airspace by
increasing on-time departures, airspace utilization, and
improved predictability.
If unable to comply with the requirements of an RNAV
or required navigation performance (RNP) procedure,
pilots need to advise ATC as soon as possible. For example, ". . .N1234, failure of GPS system, unable RNAV,
request amended clearance." Pilots are not authorized to
fly a published RNAV or RNP procedure unless it is
retrievable by the procedure name from the navigation
database and conforms to the charted procedure. Pilots
shall not change any database waypoint type from a fly-
by to fly-over, or vice versa. No other modification of
database waypoints or creation of user-defined waypoints on published RNAV or RNP procedures is permitted, except to change altitude and/or airspeed
waypoint constraints to comply with an ATC clearance/instruction, or to insert a waypoint along the published route to assist in complying with an ATC
instruction, for example, "Climb via the WILIT departure except cross 30 north of CHUCK at/or above FL
210." This is limited only to systems that allow along
track waypoint construction.
Pilots of aircraft utilizing DME/DME for primary navigation updating shall ensure any required DME stations are
in service as determined by NOTAM, ATIS, or ATC advisory. No pilot monitoring of an FMS navigation source is
required. While operating on RNAV segments, pilots are
encouraged to use the flight director in lateral navigation
mode. RNAV terminal procedures may be amended by
ATC issuing radar vectors and/or clearances direct to a
waypoint. Pilots should avoid premature manual deletion
of waypoints from their active "legs" page to allow for
rejoining procedures. While operating on RNAV segments, pilots operating /R aircraft shall adhere to any
flight manual limitation or operating procedure required
to maintain the RNP value specified for the procedure.
RNAV DEPARTURE PROCEDURES
There are two types of public RNAV SIDs and graphic
ODPs. Type A procedures generally start with a heading
or vector from the DER, and have an initial RNAV fix
around 15 NM from the departure airport. In addition,
these procedures require system performance currently
met by GPS, DME/DME, or DME/DME/Inertial
Reference Unit (IRU) RNAV systems that satisfy the criteria discussed in AC 90-100, U.S. Terminal and En Route
　
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