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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
Area Navigation (RNAV) Operations. Type A terminal
procedures require that the aircraft's track keeping accuracy remain bounded by ±2 NM for 95 percent of the total
flight time. For type A procedure RNAV engagement altitudes, the pilot must be able to engage RNAV equipment
no later than 2,000 feet above airport elevation. For Type
A RNAV DPs, it is recommended that pilots use a
CDI/flight director and/or autopilot in lateral navigation
mode.
Type B procedures generally start with an initial RNAV
leg near the DER. In addition, these procedures require
system performance currently met by GPS or
DME/DME/IRU RNAV systems that satisfy the criteria
discussed in AC 90-100. Type B procedures require the
aircraft's track keeping accuracy remain bounded by ±1
NM for 95 percent of the total flight time. For type B procedures, the pilot must be able to engage RNAV equipment no later than 500 feet above airport elevation. For
Type B RNAV DPs, pilots must use a CDI/flight director
and/or autopilot in lateral navigation mode. For Type A
RNAV DPs and STARs, these procedures are recommended. Other methods providing an equivalent level of
performance may also be acceptable. For Type B RNAV
2-29
DPs, pilots of aircraft without GPS using
DME/DME/IRU must ensure that the aircraft navigation
system position is confirmed, within 1,000 feet, at the
start point of take-off roll. The use of an automatic or
manual runway update is an acceptable means of compliance with this requirement. Other methods providing an
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Instrument Procedures Handbook (IPH)仪表程序手册上(58)
