AIM

8/15/19

5

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1

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30

Preflight

e.

If operating on an IFR flight plan to an airport

with a functioning control tower, the flight plan is
automatically closed upon landing.

f.

If operating on an IFR flight plan to an airport

where there is no functioning control tower, the pilot
must initiate cancellation of the IFR flight plan. This
can be done after landing if there is a functioning FSS
or other means of direct communications with ATC.
In the event there is no FSS and/or air/ground
communications with ATC is not possible below a
certain altitude, the pilot should, weather conditions
permitting, cancel the IFR flight plan while still
airborne and able to communicate with ATC by radio.
This will not only save the time and expense of
canceling the flight plan by telephone but will quickly
release the airspace for use by other aircraft.

5

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1

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16. RNAV and RNP Operations

a.

During the pre

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flight planning phase the

availability of the navigation infrastructure required
for the intended operation, including any non

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RNAV

contingencies, must be confirmed for the period of
intended operation. Availability of the onboard
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

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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

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by or fly

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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

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flight planning phase RAIM

prediction must be performed if TSO

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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

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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 (for example,
NOTAMs or NANUs), and compute RAIM availabil-
ity using model

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specific RAIM prediction software;

2.

Operators may use the Service Availability

Prediction Tool (SAPT) on the FAA en route and
terminal RAIM prediction website;

3.

Operators may contact a Flight Service

Station to obtain non

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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

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C129a/Class

A1/B1/C1 equipment) to provide non

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precision

approach RAIM, accounting for the latest GPS
constellation status (for example, NOTAMs or
NANUs). Receiver non

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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

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specific software

or FAA/VOLPE RAIM data will need FAA
operational approval.

NOTE

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If TSO

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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