Area Navigation (RNAV) Departures
Historically, 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 NAVAIDs creating interdependent, capacity diminishing routes. RNAV is a method of navigation that permits aircraft operation on any desired flight path within the coverage of ground- or spaced- based NAVAIDs or within the limits of the capability of self-contained aids or a combination of these. In the future, there will be an increased dependence on the use of RNAV in lieu of routes defined by ground-based NAVAIDs. 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 NAVAIDs. RNAV routing is part of the National Airspace Redesign (NAR) and is expected to reduce complexity and increase efficiency of terminal airspace.
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Rod Machado's Secrets of Instrument Approaches and Departures – If you’re an active IFR pilot or preparing for an IPC or even your ATP or IFR rating, then this interactive course is for you. The IFR pilot’s weakest link is approach and departure knowledge as it relates to instrument charts.When new RNAV departure procedures are designed, they will 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. RNAV departure procedures have the ability to increase the capacity of terminal airspace by increasing on-time departures, airspace utilization, and improved predictability.
All public RNAV SIDs and graphic ODPs are RNAV 1. These procedures generally start with an initial RNAV or heading leg near the departure end runway. In addition, these procedures require system performance currently met by GPS, 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. RNAV departures are identifiable by the inclusion of the term RNAV in the title of the departure. From a required navigation performance (RNP) standpoint, RNAV departure routes are designed with 1 or 2 NM performance standards as listed below. This means you as the pilot and your aircraft equipment must be able to maintain the aircraft within 1 or 2 NM either side of route centerline. [Figure 1-27]
- RNAV 1 procedures require that the aircraft’s total system error remain bounded by ±1 NM for 95 percent of the total flight time.
- RNAV 2 requires a total system error of not more than 2 NM for 95 percent of the total flight time.
If unable to comply with the requirements of an RNAV or 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. 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 should ensure any required DME stations are in service as determined by NOTAM, ATIS, or ATC advisory. DME/DME navigation system updating may require specific DME facilities to meet performance standards. Based on DME availability evaluations at the time of publication, current DME coverage is not sufficient to support DME/DME RNAV operations everywhere without IRU augmentation or use of GPS. [Figure 1-28] DP chart notes may also include operational information for certain types of equipment, systems, and performance requirements, in addition to the type of RNAV departure procedure.
For procedures requiring GPS and/or aircraft approvals requiring GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, aircraft operators must develop procedures to verify correct GPS operation. If not equipped with GPS, or for multi-sensor systems with GPS that do not alert upon loss of GPS, aircraft must be capable of navigation system updating using DME/ DME or DME/DME/ IRU for type 1 and 2 procedures. AC 90100 may be used as operational guidance for RNAV ODPs. Pilots of FMS-equipped aircraft who are assigned an RNAV DP procedure and subsequently receive a change of runway, transition, or procedure, must verify that the appropriate changes are loaded and available for navigation. [Figures 1-29 and 1-30]
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