File

I3202
WORKSHEET
Planned Route:
Takeoff:
KHBG, RWY 13
Altitude:
8000’
Route:
KHBG LBY 2. LBY LBY.RYTHM4 KNEW
Approaches: KNEW ILS RWY 18R
KNBG LOC RWY 04
KNBG RNAV (GPS) RWY 22
SID
STAR
Prerequisites:
-I3201, SY0302
Syllabus Notes:
-None
Special Syllabus Requirements:
-None
Discuss Items
a. FMS flight plan usage
 Building the ACTIVE ROUTE
o Reviewing LEGS AIM Guidance
o Discontinuities
o Reviewing Rose Plan
 Building a STANDBY ROUTE
 Activating a standby route
b. FMS SID
 Loading SID
o Selecting the appropriate transition
o Selecting the appropriate runway
c. FMS STAR
 Loading the STAR
o Selecting the appropriate transition
d. FMS holding
 User created holding pattern
 Deleting a holding pattern
 Exiting a holding pattern
o Manual exit
o Automatic exit
1
e. FMS arcing approach
 Importance of loading a transition
 PFD source for the final approach segment
o For all Localizer based courses
(before and during the final approach segment)
o With GPS not in the title
o With GPS in the title
2
CNATRAINST 1552.165A IUT T-6B RADIO INSTRUMENTS
I3200 BLOCK
IUT GRADE SHEET
DATE __________________
MEDIA: OFT/UTD VT- ________
CTS
REF
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3
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5
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9
10
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13
INSTRUCTOR __________________________
BRIEF TIME: ________
NAME: ________________________________
EVENT:__________
MANEUVER
GEN KNOWLEDGE / PROCEDURES
EMERGENCY PROCEDURES
HEADWORK / SITUATIONAL AWARENESS
BASIC AIRWORK
IN-FLIGHT CHECKS / FUEL MANAGEMENT
IN-FLIGHT PLANNING /
AREA ORIENTATION
TASK MANAGEMENT
COMMUNICATION
MISSION PLANNING / BRIEFING /
DEBRIEFING
GROUND OPERATIONS
TAKEOFF
DEPARTURE
STEEP TURNS
IFR UNUSUAL ATTITUDES
POINT-TO-POINT
HOLDING
ENROUTE PROCEDURES
ENROUTE DESCENT
HIGH-ALTITUDE APPROACH
TEARDROP APPROACH
ARCING APPROACH
HILO APPROACH
PROCEDURE TURN APPROACH
RVFAC APPROACH
GPS APPROACH
PAR APPROACH
ASR APPROACH
VOR FINAL
ILS FINAL
LOC FINAL
GPS FINAL
BACKUP FLIGHT INSTRUMENT APPROACH
CIRCLING APPROACH
MISSED APPROACH
TRANSITION TO LANDING / LANDING
INSTRUCTIONAL SKILLS / STUNDENT
MANAGEMENT
MIF
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I3201
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I3202
X
X
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13203
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Syllabus Notes: I3201 shall be conducted in the OFT. I3202 and I3203
should be conducted in the OFT, but they may be conducted in the UTD.
Discuss Items
I3201
Clearance and departure procedures, lost communications, local procedures/FIH, and radar approaches.
I3202
FMS flight plan usage, FMS SID, FMS STAR, FMS holding, and FMS arcing approach.
I3203
FMS HILO approach, FMS procedure turn approach, GPS approach, RVFAC, and FMS missed approach.
1542.165A CH-2 Rev 11/05/2013
SL-853 (FAA)
(LBY2.LBY)16203
HATTIESBURG BOBBY L. CHAIN MUNI(HBG)
EATON TWO DEPARTURE
HATTIESBURG, MISSISSIPPI
TOP ALTITUDE:
ASOS 135.425
HOUSTON CENTER
126.8 327.8
CTAF 122.8
3000
L
B
Y
EATON
110.6 LBY
Chan 43
N31°25.12'-W089°20.26'
166
R-
L-22
346°
30
9°
TAKEOFF MINIMUMS:
established on heading 320°.
Rwy 31: Standard.
0°
32
SC-4, 18 AUG 2016 to 15 SEP 2016
DE SOTO 1
MOA
NM to 600.
Rwy 13: Do not exceed 230K until
TAKEOFF OBSTACLE NOTES:
Rwy 13: Numerous trees beginning 1184' from DER, 26' left of
centerline up to 111' AGL/251' MSL. Multiple trees
beginning 2023' from DER, 49' right of centerline, up
to 89' AGL/229' MSL.
Rwy 31: Numerous trees beginning 189' from DER, 111' left of
centerline, up to 103' AGL/253' MSL. Multiple trees
beginning 894' from DER, 69' right of centerline, up
to 84' AGL/234' MSL.
R4401A & B
DE SOTO 1
MOA
Note: Chart not to scale.
T
DEPARTURE ROUTE DESCRIPTION
TAKEOFF RUNWAY 13: Climbing right turn heading 320° and LBY VORTAC R-166 to
LBY VORTAC. Thence . . . .
TAKEOFF RUNWAY 31: Climb heading 309° and LBY VORTAC R-166 to LBY VORTAC.
Thence . . . .
. . . . Maintain 3000 or ATC assigned altitude. Expect clearance to filed altitude 10 minutes
after departure.
EATON TWO DEPARTURE
(LBY2.LBY)21JUL16
HATTIESBURG, MISSISSIPPI
HATTIESBURG BOBBY L. CHAIN MUNI(HBG)
SC-4, 18 AUG 2016 to 15 SEP 2016
Rwy 13: ATC climb of 300' per
(RYTHM.RYTHM4) 16035
ST-609 (FAA)
RYTHM FOUR ARRIVAL
NEW ORLEANS, LOUISIANA
NEW ORLEANS APP CON
MERIDIAN
133.15 290.3
117.0 MEI
125.5 350.35
Chan 117
LAKEFRONT ATIS
124.9
N3222.71’-W8848.26’
LOUIS ARMSTRONG NEW ORLEANS INTL ATIS
L-18, H-6
FL
NATCHEZ
110.0 HEZ
Chan 37
5)
21 180
5
(
5
127.55
MC COMB
116.7 MCB
N3137.09’-W9117.98’
Chan 114
L-22, H-6
N3118.27’-W9015.49’
L-21-22, H-6
BLEUZ
N3140.14’
W8929.35’
EATON
110.6 LBY
Chan 43
L-22, H-6
37
FOILS
12)
(
2000
N3053.26’
W9013.65’
173
ZYDCO
N3125.12’
W8920.26’
R30
2
N3041.26’
46
9)
(
W9012.77’
2
6
2
R
RYTHM
N3032.41’-W9012.13’
50
353
PLANNING INFORMATION
4)
(
TURBOJET VERTICAL NAVIGATION
R
2
8
2
3
25
RPICAYUNE
112.2 PCU
250K Expect 11000
OYSTY
15)
(
173
NOTE: DME required.
Chan 59
N3028.25’
W9011.82’
NOT
E
:R
AD
ARr
e
q
u
i
r
e
d
.
65
RESERVE
RAYOP
110.8 RQR
N3012.82’
Chan 45
LOCALIZER 111.7
W9010.70’
RW Y 2
0
8
06
R-
LAKEFRONT
LOUIS ARMSTRONG
NEW ORLEANS INTL
I-ONW
Chan 54
NOTE: Chart not to scale.
RYTHM FOUR ARRIVAL
(RYTHM.RYTHM4) 10OCT15
(NARRATIVE ON FOLLOWING PAGE)
NEW ORLEANS, LOUISIANA
SC-4, 18 AUG 2016 to 15 SEP 2016
5
*1 000
9
21 00
(6 6
9)
353
11
5
2000
25)
(
173
SC-4, 18 AUG 2016 to 15 SEP 2016
0)
(
60
)
5
*19000
12 00
5
(
7
(RYTHM.RYTHM4) 15288
ST-609 (FAA)
RYTHM FOUR ARRIVAL
NEW ORLEANS, LOUISIANA
ARRIVAL ROUTE DESCRIPTION
EATON TRANSITION (LBY.RYTHM4): From over LBY VORTAC via LBY R-216 to
RYTHM INT. Thence . . . .
MC COMB TRANSITION (MCB.RYTHM4): From over MCB VORTAC via MCB R-173
to RYTHM INT. Thence . . . .
MERIDIAN TRANSITION (MEI.RYTHM4): From over MEI VORTAC via MEI R-215
to ZYDCO INT then via MCB R-173 to RYTHM INT. Thence . . . .
NATCHEZ TRANSITION (HEZ.RYTHM4): From over HEZ VOR/DME via HEZ R-125
to ZYDCO INT then via MCB R-173 to RYTHM INT. Thence . . . .
. . . . from over RYTHM INT via MCB R-173 to RAYOP INT. Thence . . . .
expect clearance for LOC Rwy 20 approach.
LANDING OTHER RUNWAYS: Expect vectors to final approach course.
RYTHM FOUR ARRIVAL
(RYTHM.RYTHM4) 15288
NEW ORLEANS, LOUISIANA
SC-4, 18 AUG 2016 to 15 SEP 2016
SC-4, 18 AUG 2016 to 15 SEP 2016
LANDING LOUIS ARMSTRONG RWY 20: Intercept I-ONW localizer course and
NEW ORLEANS, LOUISIANA
LOC/DME I-NEW
111.3
Chan
A
16091
ILS or LOC RWY 18R
LAKEFRONT(NEW)
Inoperative table does not apply to S-ILS 18R. For inoperative MALSR
when using Louis Armstrong New Orleans Intl altimeter setting, increase
S-LOC 18R Cats A-C visibility to 1 mile. For inoperative MALSR, increase
S-LOC 18R all Cats visibility to 1 mile. DME or Radar required. Visibility
reduction by helicopters NA. When local altimeter setting not received,
use Louis Armstrong New Orleans Intl altimeter setting and increase all
DA 29 feet and all MDA 40 feet; increase Circling Cat D visibility14 mile.
NEW ORLEANS APP CON
ATIS
133.15
SOUTH 123.85
NORTH
124.9
MISSED APPROACH: Climb to 500
MALSF
then climbing left turn to 2100 on
HRV VORTAC R-016 to SNAKI INT
A
4
and hold.
LAKEFRONT TOWER
GND CON
CLNC DEL
119.9 (CTAF)
121.7
127.4
290.3
256.9
357
RADAR REQUIRED
112
.
2 P
CU
Cha
n5
9
T
50
AL-288 (FAA)
5510
APP CRS
TDZE
8
177
Apt Elev
8
Rwy Idg
(IF)
WIPIB
12.2
R193
I-NEW
RADAR
1700
1)
6.
(
177
BOGLY
QR
8R
.
0
1
1
5
n4
a
h
C
I-NEW
SC-4, 18 AUG 2016 to 15 SEP 2016
2
8
0
R
2
6
2
SNAKI INT
HRV 18.9
6.2
RADAR
ETOSE
1.7
125
I
N
E
W
148
I-NEW
Chan 50
295
148
388
353
505
1049
1049
2100
ELEV
8
R
8
1
114
.
1 H
RV
Cha
n8
8
177 to
A
4
1049
1030
I-NEW
I-NEW 12.2
6.2
SNAKI
HRV
RADAR
RADAR
R-016
TWR
122
P
Procedure
9
ETOSE
I-NEW
177
P
P
1700
P
R
6
3
Turn NA
1700
RW18R
P
2100
3697 X 75
500
BOGLY
WIPIB
6879 X 150
1049
8
TDZE
D
738
x x
5
4X7
1
1
3
1.7
x
27x
M
V2
5N
HR
M
149
162
LOCALIZER 111.3
SA
60
10
40
R016
I-NEW
L
8
1
SC-4, 18 AUG 2016 to 15 SEP 2016
2
8
0
97
x
x
L
6
3
128
1700
GS 3.00
TCH 48
92
6.1 NM
CATEGORY
A
4.5 NM
B
0.6
C
S-ILS 18R
3
258-34 250 (300- 4 )
S-LOC 18R
3
3
3204 312 (400- 4 )
CIRCLING
460-1 452 (500-1)
D
MIRL Rwys 18L-36R
REIL Rwys 9, 18L, 36L and 36R
FAF to MAP 4.5 NM
1
520-1
2
660-2
1
512 (600-1
2 )
652 (700-2)
NEW ORLEANS, LOUISIANA
Amdt 1 18NOV10
MIRL Rwys 9-27 and 18R-36L L
Knots
60
90
120
150
180
Min:Sec 4:30 3:00 2:15 1:48 1:30
LAKEFRONT(NEW)
3003’ N-9002’ W
ILS or LOC RWY 18R
SC-4, 18 AUG 2016 to 15 SEP 2016
SC-4, 18 AUG 2016 to 15 SEP 2016
SC-4, 18 AUG 2016 to 15 SEP 2016
SC-4, 18 AUG 2016 to 15 SEP 2016
Building an active
flight plan
•
appears beside the
approach and transition you
have selected.
•Use LSK R6 to move to the
LEGS pages to verify the flight
plan waypoint data and
sequence.
Note
if you wish to change your selected
approach, reselecting LSK R1 will
restore the list of available
approaches.
If you wish to change the selected
transition, reselecting LSK R2 will
restore the list of available
transitions.
29
Building an active
flight plan
Note
In our example we are viewing LEGS page
1/3.
•Use current charts and approach
publications (updated with NOTAMS
and TCNs) to review the flight plan
sequence insuring there are no
discrepancies between what is
current and what has been
retrieved from the NAV database.
•Notice that the V222 waypoints
(YARBO and PICAN) between our
V222 airway entry/exit points have
been automatically included.
•Use LSK LR to move through the
remaining pages 2/2 and 3/3.
30
Building an active
flight plan
•If the last point entered in the
route of flight differs from the
first waypoint on the selected
approach, a ROUTE
DISCONTINUITY
will
be inserted following the last
waypoint point in the Route of
flight.
•The FMS will not
automatically sequence past a
discontinuity.
•To remove a discontinuity,
copy the first point following
the discontinuity into the
SCRATCHPAD using the
adjacent LSK (DIYET at LSK L2 in
our example).
31
Building an active
flight plan
•Upload the waypoint to the
position of the discontinuity
(DIYET to LSK L1 in our example).
32
Building an active
flight plan
•Use LSK LR to continue
reviewing the remaining
pages for all waypoints
including missed approach
procedures, for sequence
and accuracy.
33
Building an active
flight plan
•There will be a flashing
light located near LSK UR .
• This indicates that the
(modifications) have not
been saved/executed.
34
Building an active
flight plan
•An additional method to aid
checking for route accuracy
(sanity check), is to use the
ROSE PLAN view on the NAV
page.
•From the NAV page select
LSK LL until the ROSE PLAN
view is displayed.
36
Building an active
flight plan
•Select a range scale that will
provide an uncluttered view
of the selected waypoint
(the 5 nm scale works well).
•Use the NEXT button at LSK
R6 to cycle through the
waypoints. Each time it is
pressed the display will cycle
to the next point in the
planned sequence.
•In this frame we are at KNSE
and the next point is to our
WNW.
37
Building an active
flight plan
•Now PENSI is centered with
the next point to the North.
•The magenta line from
KNSE to PENSI indicates the
active leg of our flight
•The white lines from PENSI
onward indicate inactive legs
of the flight plan.
•Press LSK R6 again to move
to the next waypoint.
38
Building an active
flight plan
•Now MVC is centered with
the next point to the West
(this is where we joined
V222).
•Press LSK R6 to move to the
next point
39
Building an active
flight plan
•YARBO with the next point
to the West.
•Press LSK R6 to move to the
next point.
40
Building an active
flight plan
•PICAN with the next point
to the West.
•Press LSK R6 to move to the
next point.
41
Building an active
flight plan
•LBY with the next point to
the North.
42
Building an active
flight plan
•Now that we are close to
the airport changing the
range scale will allow you to
view most of the waypoints
for the approach.
•The (IAF) DIYET, (IF) HILGA,
(FAF) CUPPA and part of the
the (MAP) RWY13/O.
•Press LSK R6 to cycle
through each point.
Note
NETTI on the approach plate is not
in the FMS database. It is identified
in relation to RWY13/O.
43
Building an active
flight plan
•IAF DIYET
44
Building an active
flight plan
•(IF) HILGA
45
Building an active
flight plan
•(FAF) CUPPA
46
Building an active
flight plan
•(MAP) RWY13/O
•The /O at RWY13 indicates a
“FLY OVER” waypoint (all GPS
missed approach waypoints are
FLY OVER points).
•After the MAP, selecting
NEXT (LSK R6) brings you
back to the beginning of the
flight plan.
NOTE
On the NAV page, missed approach
waypoints are not shown until MISS
APR is selected. All waypoints can
be viewed on the TSD display once
within range.
47
Building an active
flight plan
•At this point you can return
to the ROSE MAP view by
using LSK LL.
48
Activating
RTE-2
•The inactive route (in our
example RTE-2) can be
activated to fly to your next
destination.
•This may be done on the
deck prior to taking off for
the second leg of your flight
or during a missed approach.
•To activate an inactive
route, from the NAV page
select LSK L5 to access the
ROUTE page.
128
Activating
RTE-2
•On the ACT RTE page 1,
select LSK L6 to bring up the
inactive route (RTE 2 in our
example).
129
Activating
RTE-2
•INACTIVE route information
will be displayed in CYAN.
•Select LSK R6 (ACTIVATE) to
change this route from
inactive to active.
130
Activating
RTE-2
•This will bring up the RTE 2
LEGS page.
•The modification
will have to be accepted by
pressing the EXEC button on
the UFCP.
131
Activating
RTE-2
•Once executed, RTE 2 will
be displayed as ACT RTE 2
LEGS on the top line.
•At this time you could
return to the NAV page and
continue your flight to the
next destination.
132
Building a standby
flight plan
•From the NAV PAGE select
LSK R5 to access the
DEP/ARR page.
NOTE
DEP/ARR pages are also available
from the MFD MENU page 1/2.
61
Building a standby
flight plan
•Select DEP (departure
procedures) for KHBG using
LSK L3.
62
Building a standby
flight plan
•There is a SID (standard
instrument departure)
available for both runway 13
and 31. It is the LBY1. (The
graphic depiction for this
departure is located in the
Low Altitude Approach
Plates.
•Based on preflight weather
we will plan on runway 13
for the departure.
•Select the LBY1 SID using
LSK L1.
63
Building a standby
flight plan
•
appears next to
LBY1 indicating it has been
selected.
•A note in the scratchpad
directs you to select a
departure runway.
•Use LSK R1 to select runway
13.
64
Building a standby
flight plan
•
appears next to
LBY1 and runway 13
indicating they are both now
selected for use.
•Return to the NAV page
using LSK UL.
NOTE
To change the SID, reselecting LSK L1
will bring up the list of available
SIDs.
To change the RWY, reselecting LSK
R1 will bring up the list of available
RWYs.
65
Building a standby
flight plan
•From the NAV page select
LSK R5 to return to the
DEP/ARR page 1/1.
66
Building a standby
flight plan
•On the DEP/ARR page 1/1,
select LSK R4 to access
available Arrival options for
KMSY (all available STARs and or
approach procedures).
67
Building a standby
flight plan
•On the ARRIVALS page,
STARS will be listed on the
left, approaches on the right.
•In the STAR publication, we
find that our destination has
4 STAR options. The
RHYTHM THREE ARRIVAL,
(EATON TRANSITION), begins at
LBY (the point at which our
selected SID terminated).
•Select the RHYTHM THREE
ARRIVAL “RYTHM3” using
LSK L3.
68
Building a standby
flight plan
•Note that the RYTHM3
ARRIVAL has been selected.
•There are 4 published
transitions for this arrival.
•In our example, select the
LBY (EATON TRANSITION) using
LSK L3.
69
Building a standby
flight plan
•Note that the RYTHM3 STAR and
LBY TRANS indicate selected.
•The associated waypoints will
provide navigational guidance to
our destination terminal area.
•Next from the right side, we can
load an approach based on
preflight weather, NOTAMS or
information from the AP/1 and
IFR Enroute Supplement.
•Note, there are 4 pages of
available approach procedures in
this example.
•Use the LR and LL LSKs to find
the page with the desired
approach procedure.
70
Manually inserting
a holding fix
•During the flight it may be
necessary to hold at any of
the waypoints along your
route.
•This can be accomplished
by accessing the HOLD page
from the MFD MENU page
1/2.
NOTE
If there are no holding points in the
current route of flight, a /H will be
loaded into the SCRATCHPAD and
the LEGS page 1 will be displayed.
100
Manually inserting
a holding fix
•If there is a holding point
already in the flight plan, the
first one in sequence will be
displayed. (in our example it is
HILGA, our missed approach
holding fix)
•On the RTE HOLD page 1/1,
select NEW HOLD at LSK L6.
NOTES
Selecting New Hold, will place a /H in
the SCRATCHPAD and bring up the
LEGS pages.
The /H can also be put into the
SCRATCHPAD manually using the UFCP
and manually switching to the LEGS
page.
101
Manually inserting
a holding fix
•Upload the /H to the LSK
adjacent to the desired
holding waypoint (we will
use MVC for our example).
•This will return you to the
HOLD page with the
waypoint already loaded
with a default pattern
102
Manually inserting
a holding fix
•LSK L1 shows the proposed
holding FIX.
•LSK L2 can be used to toggle
between a RIGHT (standard)
or LEFT (non-standard)
pattern.
•LSK L3 shows the flight plan
course leading to the FIX.
•LSK L4 is leg time (defaulted
to 1.0 minutes).
•LSK L5 provides leg length
in distance if required.
•LSK R5 displays the EXIT
TYPE (This will always be
MANUAL for user created
holding fixes).
103
Manually inserting
a holding fix
•For our example we will use
the holding clearance;
“Hold south of the MVC VOR
on the 180 radial make left
turns with 5 mile legs, expect
further clearance five
minutes after never.”
•Using LSK L2 we have
toggled TURN DIR to LEFT for
Non-Standard holding.
104
Manually inserting
a holding fix
•The Holding course will be
360.
•Enter 360 into the
scratchpad and uploaded it to
LSK L3.
105
Manually inserting
a holding fix
•To set the leg length, enter
5 into the scratch pad and
upload it to LSK L5.
106
Manually inserting
a holding fix
•Review Holding data
LSK L1 FIX MVC
LSK L2 TURN DIR LEFT
LSK L3 INBD CRS 360°
LSK L5 LEG DIS 5.0 NM
•Once all data is reviewed
and correct the
(modification) will need to
be executed using the EXEC
button on the UFCP.
•The green
light will be
flashing at the top of the
display as a reminder.
107
Manually inserting
a holding fix
•Once the new holding has
been activated a green /H
will appear next to the
holding waypoint on the
LEGS page.
108
Manually inserting
a holding fix
•The holding pattern will be
depicted on the NAV page
once it is within range.
•As you approach the fix a
message will be displayed
prompting the type of
holding entry to be used.
•Crossing the fix, the FMS
will not sequence beyond a
manually entered holding
waypoint until the exit is
armed or another waypoint
is maually selected as the
active waypoint.
Type of
holding
entry
Holding
depiction
109
Exiting Holding
•Once established in holding
(anytime after first passage
of the holding waypoint) and
cleared to proceed on
course, the EXIT HOLD
should be armed to allow
the FMS to resume normal
sequencing.
•To ARM the EXIT, select the
HOLD page from the MFD
MENU page 1/2.
110
Exiting Holding
•Use LSK R6 to select EXIT
HOLD.
111
Exiting Holding
•The green
light is a
reminder that this
has
not been saved/activated.
•Pressing the EXEC button on
the UFCP will save/activate
the change.
112
Exiting Holding
•Once executed on the UFCP,
EXIT ARMED will appear at
LSK R6.
•With the EXIT ARMED, the
FMS will sequence to the
next waypoint at the next
passage of the holding
waypoint.
113
Deleting
a holding fix
•To cancel or remove an
existing holding waypoint
prior to entering holding,
simply enter / in the
scratchpad and upload it to
the existing holding waypoint
on the LEGS page.
114
Deleting
a holding fix
•The modification will
require that the EXEC button
be selected on the UFCP for
the change to take effect.
•This process will remove
Manually entered holding
fixes.
•It can also be used to delete
holding patterns that are
part of a loaded approach
procedure.
115
12/10/15
AIM
manually entered series of waypoints. Manual entry
of waypoints using latitude/longitude or place/bearing is not permitted for approach procedures.
(4) Prior to using a procedure or waypoint
retrieved from the airborne navigation database, the
pilot should verify the validity of the database. This
verification should include the following preflight
and inflight steps:
[a] Preflight:
[1] Determine the date of database
issuance, and verify that the date/time of proposed
use is before the expiration date/time.
[2] Verify that the database provider
has not published a notice limiting the use of the
specific waypoint or procedure.
[b] Inflight:
[1] Determine that the waypoints
and transition names coincide with names found on
the procedure chart. Do not use waypoints which do
not exactly match the spelling shown on published
procedure charts.
[2] Determine that the waypoints are
logical in location, in the correct order, and their
orientation to each other is as found on the procedure
chart, both laterally and vertically.
NOTE−
There is no specific requirement to check each waypoint
latitude and longitude, type of waypoint and/or altitude
constraint, only the general relationship of waypoints in
the procedure, or the logic of an individual waypoint’s
location.
[3] If the cursory check of procedure
logic or individual waypoint location, specified in [b]
above, indicates a potential error, do not use the
retrieved procedure or waypoint until a verification of
latitude and longitude, waypoint type, and altitude
constraints indicate full conformity with the
published data.
(5) Air carrier and commercial operators
must meet the appropriate provisions of their
approved operations specifications.
[a] During domestic operations for commerce or for hire, operators must have a second
navigation system capable of reversion or contingency operations.
Navigation Aids
[b] Operators must have two independent navigation systems appropriate to the route to be
flown, or one system that is suitable and a second,
independent backup capability that allows the
operator to proceed safely and land at a different
airport, and the aircraft must have sufficient fuel
(reference 14 CFR 121.349, 125.203, 129.17, and
135.165). These rules ensure the safety of the
operation by preventing a single point of failure.
NOTE−
An aircraft approved for multi-sensor navigation and
equipped with a single navigation system must maintain an
ability to navigate or proceed safely in the event that any
one component of the navigation system fails, including the
flight management system (FMS). Retaining a FMS-independent VOR capability would satisfy this requirement.
[c] The requirements for a second
system apply to the entire set of equipment needed to
achieve the navigation capability, not just the
individual components of the system such as the radio
navigation receiver. For example, to use two RNAV
systems (e.g., GPS and DME/DME/IRU) to comply
with the requirements, the aircraft must be equipped
with two independent radio navigation receivers and
two independent navigation computers (e.g., flight
management systems (FMS)). Alternatively, to
comply with the requirements using a single RNAV
system with an installed and operable VOR
capability, the VOR capability must be independent
of the FMS.
[d] To satisfy the requirement for two
independent navigation systems, if the primary
navigation system is GPS−based, the second system
must be independent of GPS (for example, VOR or
DME/DME/IRU). This allows continued navigation
in case of failure of the GPS or WAAS services.
Recognizing that GPS interference and test events
resulting in the loss of GPS services have become
more common, the FAA requires operators conducting IFR operations under 14 CFR 121.349, 125.203,
129.17 and 135.65 to retain a non-GPS navigation
capability consisting of either DME/DME, IRU, or
VOR for en route and terminal operations, and VOR
and ILS for final approach. Since this system is to be
used as a reversionary capability, single equipage is
sufficient.
3. Oceanic, Domestic, En Route, and
Terminal Area Operations
(a) Conduct GPS IFR operations in oceanic
areas only when approved avionics systems are
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5/26/16
12/10/15
following systems qualify as a suitable RNAV
system:
1. An RNAV system with TSO−C129/
−C145/−C146 equipment, installed in accordance
with AC 20−138, Airworthiness Approval of Global
Positioning System (GPS) Navigation Equipment for
Use as a VFR and IFR Supplemental Navigation
System, or AC 20−130A, Airworthiness Approval of
Navigation or Flight Management Systems Integrating Multiple Navigation Sensors, and authorized for
instrument flight rules (IFR) en route and terminal
operations (including those systems previously
qualified for “GPS in lieu of ADF or DME”
operations), or
2. An RNAV system with DME/DME/IRU
inputs that is compliant with the equipment
provisions of AC 90−100A, U.S. Terminal and
En Route Area Navigation (RNAV) Operations, for
RNAV routes. A table of compliant equipment is
available at the following website:
h t t p : / / w w w. f a a . g o v / a b o u t / o f f i c e _ o r g /
headquarters_offices/avs/offices/afs/afs400/afs47
0/policy_guidance/
NOTE−
Approved RNAV systems using DME/DME/IRU, without
GPS/WAAS position input, may only be used as a substitute
means of navigation when specifically authorized by a
Notice to Airmen (NOTAM) or other FAA guidance for a
specific procedure. The NOTAM or other FAA guidance
authorizing the use of DME/DME/IRU systems will also
identify any required DME facilities based on an FAA
assessment of the DME navigation infrastructure.
c. Uses of Suitable RNAV Systems. Subject to
the operating requirements, operators may use a
suitable RNAV system in the following ways.
1. Determine aircraft position relative to, or
distance from a VOR (see NOTE 5 below), TACAN,
NDB, compass locator, DME fix; or a named fix
defined by a VOR radial, TACAN course, NDB
bearing, or compass locator bearing intersecting a
VOR or localizer course.
2. Navigate to or from a VOR, TACAN, NDB,
or compass locator.
3. Hold over a VOR, TACAN, NDB, compass
locator, or DME fix.
4. Fly an arc based upon DME.
AIM
NOTE−
1. The allowances described in this section apply even
when a facility is identified as required on a procedure (for
example, “Note ADF required”).
2. These operations do not include lateral navigation on
localizer−based courses (including localizer back−course
guidance) without reference to raw localizer data.
3. Unless otherwise specified, a suitable RNAV system
cannot be used for navigation on procedures that are
identified as not authorized (“NA”) without exception by
a NOTAM. For example, an operator may not use a RNAV
system to navigate on a procedure affected by an expired or
unsatisfactory flight inspection, or a procedure that is
based upon a recently decommissioned NAVAID.
4. Pilots may not substitute for the NAVAID (for example,
a VOR or NDB) providing lateral guidance for the final
approach segment. This restriction does not refer to
instrument approach procedures with “or GPS” in the title
when using GPS or WAAS. These allowances do not apply
to procedures that are identified as not authorized (NA)
without exception by a NOTAM, as other conditions may
still exist and result in a procedure not being available. For
example, these allowances do not apply to a procedure
associated with an expired or unsatisfactory flight
inspection, or is based upon a recently decommissioned
NAVAID.
5. Use of a suitable RNAV system as a means to navigate
on the final approach segment of an instrument approach
procedure based on a VOR, TACAN or NDB signal, is
allowable. The underlying NAVAID must be operational
and the NAVAID monitored for final segment course
alignment.
6. For the purpose of paragraph c, “VOR” includes VOR,
VOR/DME, and VORTAC facilities and “compass
locator” includes locator outer marker and locator middle
marker.
d. Alternate Airport Considerations. For the
purposes of flight planning, any required alternate
airport must have an available instrument approach
procedure that does not require the use of GPS. This
restriction includes conducting a conventional
approach at the alternate airport using a substitute
means of navigation that is based upon the use of
GPS. For example, these restrictions would apply
when planning to use GPS equipment as a substitute
means of navigation for an out−of−service VOR that
supports an ILS missed approach procedure at an
alternate airport. In this case, some other approach
not reliant upon the use of GPS must be available.
This restriction does not apply to RNAV systems
Performance−Based Navigation (PBN) and Area Navigation (RNAV)
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