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12/2/21 

AIM 

TRSA, Class C airspace, or Class B airspace, has been 
established. 

d. 

If a DVFR flight plan requirement exists, the 

pilot is responsible for filing this flight plan to replace 
the canceled IFR flight plan. If a subsequent IFR 
operation becomes necessary, a new IFR flight plan 
must be filed and an ATC clearance obtained before 
operating in IFR conditions. 

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clearance, while flying unpublished departures via 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 require-
ment 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 availabil-
ity 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; 

4. 

Operators may use a third party interface, 

incorporating FAA/VOLPE RAIM prediction data 
without altering performance values, to predict 

Preflight 

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