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Pilot/Controller Roles and Responsibilities

their entirety, rather than loading RNAV route

waypoints from the database into the flight plan

individually. However, selecting and inserting

individual, named fixes from the database is

permitted, provided all fixes along the published

route to be flown are inserted.

4. Pilots must not change any database

waypoint type from a fly−by to fly−over, or vice

versa. No other modification of database waypoints

or the creation of user−defined waypoints on

published RNAV or RNP procedures is permitted,

except to:

(a) Change altitude and/or airspeed waypoint

constraints to comply with an ATC clearance/


(b) Insert a waypoint along the published

route to assist in complying with ATC instruction,

example, “Descend via the WILMS arrival except

cross 30 north of BRUCE at/or below FL 210.” This

is limited only to systems that allow along−track

waypoint construction.

5. Pilots of FMS−equipped aircraft, who are

assigned an RNAV DP or STAR procedure and

subsequently receive a change of runway, transition

or procedure, must verify that the appropriate

changes are loaded and available for navigation.

6. For RNAV 1 DPs and STARs, pilots must use

a CDI, flight director and/or autopilot, in lateral

navigation mode. Other methods providing an

equivalent level of performance may also be


7. For RNAV 1 DPs and STARs, pilots of

aircraft without GPS, using DME/DME/IRU, must

ensure 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

equivalent level of performance may also be


8. For procedures or routes requiring the use of

GPS, if the navigation system does not automatically

alert the flight crew of a loss of GPS, the operator

must develop procedures to verify correct GPS


9. RNAV terminal procedures (DP and STAR)

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.

10. RAIM Prediction: 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). If RAIM is not available, pilots need an

approved alternate means of navigation.


AIM, Paragraph 5−1−16 , RNAV and RNP Operations

11. Definition of “established” for RNAV and

RNP operations. An aircraft is considered to be

established on-course during RNAV and RNP

operations anytime it is within 1 times the required

accuracy for the segment being flown. For example,

while operating on a Q-Route (RNAV 2), the aircraft

is considered to be established on-course when it is

within 2 NM of the course centerline.


1. Pilots must be aware of how their navigation system

operates, along with any AFM limitations, and confirm

that the aircraft’s lateral deviation display (or map display

if being used as an allowed alternate means) is suitable for

the accuracy of the segment being flown. Automatic scaling

and alerting changes are appropriate for some operations.

For example, TSO-C129 systems change within 30 miles of

destination and within 2 miles of FAF to support approach

operations. For some navigation systems and operations,

manual selection of scaling will be necessary.
2. Pilots flying FMS equipped aircraft with barometric
vertical navigation (Baro-VNAV) may descend when the
aircraft is established on-course following FMS leg
transition to the next segment. Leg transition normally
occurs at the turn bisector for a fly-by waypoint (reference
paragraph 1-2-1 for more on waypoints). When using full
automation, pilots should monitor the aircraft to ensure the
aircraft is turning at appropriate lead times and
descending once established on-course.
3. Pilots flying TSO-C129 navigation system equipped
aircraft without full automation should use normal lead
points to begin the turn. Pilots may descend when
established on-course on the next segment of the approach.