AIM
4/3/14
5−1−31
Preflight
navigation equipment necessary for the route to be
flown must be confirmed.
b.
If a pilot determines a specified RNP level
cannot be achieved, revise the route or delay the
operation until appropriate RNP level can be ensured.
c.
The onboard navigation database must be
current and appropriate for the region of intended
operation and must include the navigation aids,
waypoints, and coded terminal airspace procedures
for the departure, arrival and alternate airfields.
d.
During system initialization, pilots of aircraft
equipped with a Flight Management System or other
RNAV−certified system, must confirm that the
navigation database is current, and verify that the
aircraft position has been entered correctly. Flight
crews should crosscheck the cleared flight plan
against charts or other applicable resources, as well as
the navigation system textual display and the aircraft
map display. This process includes confirmation of
the waypoints sequence, reasonableness of track
angles and distances, any altitude or speed
constraints, and identification of fly−by or fly−over
waypoints. A procedure must not be used if validity
of the navigation database is in doubt.
e.
Prior to commencing takeoff, the flight crew
must verify that the RNAV system is operating
correctly and the correct airport and runway data have
been loaded.
f.
During the pre−flight planning phase RAIM
prediction must be performed if TSO−C129()
equipment is used to solely satisfy the RNAV and
RNP requirement. GPS RAIM availability must be
confirmed for the intended route of flight (route and
time) using current GPS satellite information. In the
event of a predicted, continuous loss of RAIM of
more than five (5) minutes for any part of the intended
flight, the flight should be delayed, canceled, or
re−routed where RAIM requirements can be met.
Operators may satisfy the predictive RAIM require-
ment through any one of the following methods:
1.
Operators may monitor the status of each
satellite in its plane/slot position, by accounting for
the latest GPS constellation status (e.g., NOTAMs or
NANUs), and compute RAIM availability using
model−specific RAIM prediction software;
2.
Operators may use the FAA en route and
terminal RAIM prediction website:
www.raimprediction.net;
3.
Operators may contact a Flight Service
Station (not DUATS) to obtain non−precision
approach RAIM;
4.
Operators may use a third party interface,
incorporating FAA/VOLPE RAIM prediction data
without altering performance values, to predict
RAIM outages for the aircraft’s predicted flight path
and times;
5.
Operators may use the receiver’s installed
RAIM prediction capability (for TSO−C129a/Class
A1/B1/C1 equipment) to provide non−precision
approach RAIM, accounting for the latest GPS
constellation status (e.g., NOTAMs or NANUs).
Receiver non−precision approach RAIM should be
checked at airports spaced at intervals not to exceed
60 NM along the RNAV 1 procedure’s flight track.
“Terminal” or “Approach” RAIM must be available
at the ETA over each airport checked; or,
6.
Operators not using model−specific software
or FAA/VOLPE RAIM data will need FAA
operational approval.
NOTE
−
If TSO
−C145/C146 equipment is used to satisfy the RNAV
and RNP requirement, the pilot/operator need not perform
the prediction if WAAS coverage is confirmed to be
available along the entire route of flight. Outside the U.S.
or in areas where WAAS coverage is not available,
operators using TSO
−C145/C146 receivers are required to
check GPS RAIM availability.