AIM
4/3/14
5−5−8
Pilot/Controller Roles and Responsibilities
with this requirement. Other methods providing an
equivalent level of performance may also be
acceptable.
8.
For procedures or routes requiring the use of
GPS, if the navigation system does not automatically
alert the flight crew of a loss of GPS, the operator
must develop procedures to verify correct GPS
operation.
9.
RNAV terminal procedures (DP and STAR)
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.
10.
RAIM Prediction: 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). If RAIM is not available, pilots need an
approved alternate means of navigation.
REFERENCE
−
AIM, RNAV and RNP Operations, Paragraph 5
11. Definition of “established” for RNAV and
RNP operations.
An aircraft is considered to be
established on-course during RNAV and RNP
operations anytime it is within 1 times the required
accuracy for the segment being flown. For example,
while operating on a Q-Route (RNAV 2), the aircraft
is considered to be established on-course when it is
within 2 nm of the course centerline.
NOTE
−
Pilots must be aware of how their navigation system
operates, along with any AFM limitations, and confirm
that the aircraft’s lateral deviation display (or map display
if being used as an allowed alternate means) is suitable for
the accuracy of the segment being flown. Automatic scaling
and alerting changes are appropriate for some operations.
For example, TSO-C129 systems change within 30 miles of
destination and within 2 miles of FAF to support approach
operations. For some navigation systems and operations,
manual selection of scaling will be necessary.
(a) Pilots flying FMS equipped aircraft with barometric
vertical navigation (Baro-VNAV) may descend when the
aircraft is established on-course following FMS leg
transition to the next segment. Leg transition normally
occurs at the turn bisector for a fly-by waypoint (reference
paragraph 1-2-1 for more on waypoints). When using full
automation, pilots should monitor the aircraft to ensure the
aircraft is turning at appropriate lead times and
descending once established on-course.
(b) Pilots flying TSO-C129 navigation system equipped
aircraft without full automation should use normal lead
points to begin the turn. Pilots may descend when
established on-course on the next segment of the approach.