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navigation equipment necessary for the route to be

flown must be confirmed.


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.


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.


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.


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.


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:


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;


Operators may use the FAA en route and

terminal RAIM prediction website:;


Operators may contact a Flight Service

Station (not DUATS) to obtain non−precision

approach RAIM;


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;


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,


Operators not using model−specific software

or FAA/VOLPE RAIM data will need FAA

operational approval.



−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.

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