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AIM

4/20/23

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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.

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16. RNAV and RNP Operations

a.

During the pre

flight planning phase the availability of the navigation infrastructure required for the

intended operation, including any non

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. Pilots are reminded that on composite VFR to IFR flight plan, or on an IFR clearance, while flying
unpublished departures via RNAV into uncontrolled airspace, the PIC is responsible for terrain and obstruction
clearance until reaching the MEA/MIA/MVA/OROCA.

NOTE

OROCA is a published altitude which provides 1,000 feet of terrain and obstruction clearance in the U.S. (2,000 feet of
clearance in designated mountainous areas). These altitudes are not assessed for NAVAID signal coverage, air traffic
control surveillance, or communications coverage, and are published for general situational awareness, flight planning and
in

flight contingency use.

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

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.

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

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 requirement 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 availability using
model

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

precision approach RAIM;