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RNAV SIDS and
RNAVSTARS
SIDS/STARs
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• This presentation is for training purposes
only. It may not be accurate or up to date.
Please check the appropriate sources for
up to date information.
• Copyright – July 2009 – Manual Masters
LLC
For Additional Information – Reference
AC 90-100A
You can find it at the FAA website
These Procedures Apply To:
• US RNAV Routes (Q
and T Routes)
• US RNAV SIDs and
STARs
These Procedures Do Not Apply to:
• Over water RNAV routes including Q routes in
the Gulf of Mexico and Atlantic Routes
• Alaska VOR/DME RNAV Routes (JxxxR)
• Also does not apply to
–
–
–
–
Off Route RNAV Operations
Alaska GPS Routes
Caribbean Routes
Helicopter operations involving offshore or special
heliport operations
Terminology
Aircraft-Based Augmentation
System (ABAS)
• A system augmenting and/or integrating
information obtained from other GNSS
elements with information on board the
aircraft.
• The most common form of ABAS is
receiver autonomous integrity monitoring
(RAIM).
Area Navigation RNAV
A method of navigation which permits
aircraft operation on any desired flight
path within the coverage of stationreferenced navigation aids or within
the limits of the capability of selfcontained aids, or a combination of
these.
As per AC 91-100, the specified RNAV
accuracy must be met 95% of the flight time.
Met
Not Met
RNAV 1
• Requires a total system error of not more
than 1 NM for 95% of the total flight time.
1 NM
1 NM
RNAV 2
• Requires a total system error of not more
than 2 NM for 95% of the total flight time.
2 NM
2 NM
Area Navigation (RNAV) System
• AC 90-100 only addresses RNAV
systems using positioning inputs from
GPS/GNSS and DME, and IRU.
• For procedures requiring GPS and/or
aircraft approvals requiring 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 operation.
Critical DME
• A DME facility that, when unavailable,
results in navigation service which is
insufficient for DME/DME/IRU supported
operations along a specific route or
procedure.
• For example, terminal RNAV DPs and
STARs may be published with only two
DMEs, in which case, both are critical.
Critical DME
Seal Beach is a Critical
DME for this procedure
DME/DME (D/D) RNAV
• Refers to navigation using DME ranging
from at least two DME facilities to
determine position.
DME/DME/Inertial (D/D/I) RNAV
• Refers to navigation using DME ranging
from at least two DME facilities to
determine position along with use of an
inertial reference unit (IRU) to provide
sufficient position information during
limited DME gaps.
Flight Technical Error (FTE)
• Accuracy with which an aircraft is
controlled, as measured by the indicated
aircraft position with respect to the
indicated command or desired position.
• It does not include procedural blunder
errors.
Global Navigation Satellite
System (GNSS)
• The GNSS is a worldwide
position and time
determination system,
which includes one or
more satellite
constellations, aircraft
receivers, and system
integrity monitoring.
• GNSS is augmented as
necessary to support the
required navigation
performance for the
actual phase of operation.
Global Positioning System (GPS)
• The U.S. GNSS core
satellite constellation
providing spacebased positioning,
velocity, and time.
• GPS is composed of
following elements
– Space
– Control
– User
Position estimation error (PEE)
• Difference between true position and
estimated position.
Receiver Autonomous Integrity
Monitoring (RAIM)
• A technique used within a GPS
receiver/processor to monitor GPS signal
performance.
• This integrity determination is achieved by
a consistency check among redundant
measurements.
RNAV
Procedure
RNAV Procedure
An RNAV Instrument Departure
Procedure or RNAV Standard Terminal
Arrival.
Instrument
Departure
Procedure
Instrument Departure Procedure
A DP is a published
IFR procedure
providing obstruction
clearance from the
terminal area to the
en route structure.
There are two types of DPs
Obstacle
Departure
Procedures
Standard
Instrument
Departures (SIDs)
Standard Instrument Departure
(SID)
• A SID is a published IFR air traffic control
(ATC) departure procedure providing
obstacle clearance and a transition from
the terminal area to the en route structure.
• SIDs are primarily designed to expedite
traffic flow and to reduce pilot/controller
workload.
Obstacle Departure Procedure
(ODP)
• A preplanned instrument flight rule (IFR)
departure procedure printed for pilot use in
textual or graphic form to provide obstruction
clearance via the least onerous route from the
terminal area to the appropriate en route
structure.
• ODPs are recommended for obstruction
clearance and may be flown without ATC
clearance unless an alternate departure
procedure (SID or radar vector) has been
specifically assigned by ATC.
Standard Terminal Arrival
(STAR)
• A STAR is a published IFR air traffic
control arrival procedure that provides a
transition from the en route structure to the
terminal area.
• STARs may include one or more runway
transitions providing guidance to either a
standard instrument approach procedure
or a point in space from which radar
vectors are provided by ATC.
RNAV Route
• An RNAV route (“Q” or “T”), within the high or
low altitude structure of the Contiguous United
States, requiring system performance by
GPS/GNSS or DME/DME/IRU RNAV systems,
as required.
Total System Error
• The difference between the true position
and the desired position.
• This error is equal to the vector sum of the
path steering error, path definition error,
and position estimation error.
Operation on U.S. RNAV routes,
DPs, and STARs:
• Relies on normal descent profiles and identifies
minimum segment altitude requirements;
– NOTE: Pilots operating aircraft with an approved
Baro-VNAV system may continue to use their BaroVNAV system while executing U.S. RNAV routes,
DPs, and STARs.
– Operators must ensure compliance with all altitude
constraints as published in the procedure by
reference to the barometric altimeter.
Use of Ground Based NAVAIDS
• Does not require the pilot to monitor
ground-based NAVAIDs used in position
updating unless required by the Airplane
Flight Manual (AFM), Pilot Operating
Handbook (POH), or the operating manual
for their avionics
Radar
• Unless the RNAV route, DP, or STAR
specifically requires GPS or GNSS
equipage, aircraft on the RNAV route, DP,
or STAR must be within ATC radar
surveillance and communication.
Is the Aircraft Approved
• Aircraft with a statement of compliance
to this AC in their Aircraft Flight Manual
(AFM), Pilot Operating Handbook (POH),
or the operating manual for their avionics
meet the performance and functional
requirements of AC 91-100
• Aircraft with P-RNAV approval based
on GNSS capability meet the functional
requirements of this AC 91-00
Following Systems May Meet
Requirement of AC 90-100
• TSO-C129/C129a sensor (Class B or C)
and the requirements in a TSO-C115b
FMS
• Aircraft with TSO-C145a sensor, and the
requirements in a TSO-C115b FMS,
• Aircraft with TSO-C129/C129a Class A1
• Aircraft with TSO-C146a
Example
Note
• The manufacturer of the previously listed
equipment still must evaluate the
equipment to ensure it meets all of the
requirement of AC 90-100
Aircraft with a statement from
the manufacturer
• Documenting compliance with the criteria
in this AC (appendix 1 or 2, as applicable,
and appendix 3) meet the performance
and functional requirements of this AC.
• These statements should include the
airworthiness basis for compliance.
Example
List of Approved Equipment
• http://www.faa.gov/about/office_org/he
adquarters_offices/avs/offices/afs/afs40
0/afs410/policy_guidance/
Ops Specs Approval
• Part 91 should follow the aircraft and
training guidance of AC 90-100
– A letter of authorization is not required
• Other operations – need operations
specifications approval
Training
• Part 91 operators should be familiar with
the practices and procedures listed in AC
90-100
• Other operators are required to have a
training program
– Initial, upgrade and recurrent
Pre-Flight Planning
•
•
•
•
•
•
•
Flight Plan Suffix Codes
NOTAMs
The onboard navigation data
If not equipped with GPS/GNSS,
If Unit is TSO-C129 equipment
If Unit is TSO-C145/C146 equipment
Proper interpretation of Pre-Departure
Clearance (PDC) and printed routings.
(Click on Each Item For More Information)
(Click Here to Continue to General Procedures)
Flight Plan Suffix Codes
• Operators and pilots intending to
conduct operations on U.S. RNAV routes,
DPs, and STARs are expected to file the
appropriate flight plan suffix code as
designated in the current Aeronautical
Information Manual (AIM) and other FLIP.
ICAO Flight Plan
• Users must file in
accordance with FAA
Form 7233-4 for
automatic assignment
of RNAV SIDs,
STARs and/or PTP
routes in U.S.
domestic airspace
Not Regular Flight Plan Form
For RNAV 1 and/or RNAV 2
capable flights:
• Item 10, Equipment - In addition to
identifying all available and serviceable
communication, navigation, approach aid
and surveillance equipment carried, insert
the character "Z".
Item 18, Other Information Insert "NAV/RNV"
• Followed by the appropriate RNAV
accuracy value(s) per the following:
– To be assigned an RNAV 1 SID, insert the
characters "D1".
– To be assigned an RNAV 1 STAR, insert the
characters "A1".
– To be assigned en route extensions and/or
RNAV PTP, insert the characters "E2".
Example1
• In this case, you are stating that you
are capable of accepting RNAV 1 SIDS
NAV/RNVD1
Example 2
• In this case, you are stating that you
can accept RNAV 1 STARS
NAV/RNVA1
Example 3
• In this case, you are stating the you can
accept T or Q routes
NAV/RNVE2
Example 4
• In this example, you a stating that you can
accept RNAV 1 SIDS and STARS
NAV/RNVD1A1
Example 6
• In this case, you are stating that you
can accept RNAV 1 SIDS/STARS and
Q/T routes.
NAV/RNVD1E2A1
Flights RNAV PTP capable but not
RNAV 1 and/or RNAV 2 capable:
• Item 10, Equipment - In addition to
identifying all available and serviceable
communication, navigation, approach aid
and surveillance equipment carried, insert
the character "Z".
Item 18, Other Information
• Insert "RMK/PTP" and "NAV/RNVE99"
RMK/PTP NAV/RNVE99
Special Notes
• The following variations will be accepted in
for automatic assignment of RNAV routes:
• - One or more spaces may follow "NAV/".
NAV/ RNVD1A1
Special Note 2
• - The "D", "E" and "A" characters may
appear in any order following "NAV/RNV".
NAV/RNVD1A1E2
NAV/RNVA1D1E2
Special Note 3
• - Additional items required by other
automation systems may be filed after
NAV/, in any order.
NAV/RNP10 RNVD1E2A1
NAV/RNVD1E2A1 RNP4
NAV/RNAV1 RNAV5 RNVD1E2A1
When the Item 18 entries following "NAV/"
do not follow the above instructions,
the flight plan may be accepted by
Host/ERAM but RNAV routes will not be
automatically assigned.
Common errors include:
• Putting spaces between RNV, D1, A1
and/or E2 - no spaces are allowed
between the segments.
NAV/RNVD1 E2 A1
NOT ALLOWED!
OR
• Filing "RNAV" instead of "RNV" - RNAV is
not acceptable in the U.S. domestic string
after "NAV/"
NAV/RNAV D1E2A1
NOT ALLOWED!
NOTAMS
• Should be checked to verify the health
of critical DMEs for navigation relying on
DME.
• Pilots should assess their capability to
navigate (potentially to an alternate
destination) in case of failure of critical
DME while airborne.
The onboard navigation data
• Must be current and appropriate for the
region of intended operation and must
include the navigation aids, waypoints,
and relevant coded terminal airspace
procedures for the departure, arrival, and
alternate airfields.
RNAV STAR procedures may be designed
using multiple runway transitions.
If NAV Unit – Does Not Have This
Option
• Operators not having this functionality
shall provide an acceptable alternative
means (for example, a tailored navigation
data base).
• If no equivalent means are available to fly
the charted RNAV procedure containing
multiple runway transitions, operators will
not file or accept clearance for these
procedures.
NOTE:
• Navigation databases are expected to be
current for the duration of the flight.
• If the AIRAC cycle will change during
flight, operators and pilots should establish
procedures to ensure the accuracy of
navigation data, including suitability of
navigation facilities used to define the
routes and procedures for flight.
NOTE:
• Traditionally, this has been accomplished by
verifying electronic data against paper products.
• One acceptable means is to compare
aeronautical charts (new and old) to verify
navigation fixes prior to dispatch.
• If an amended chart affecting navigation data is
published for the procedure, the database must
not be used to conduct the procedure.
If Unit Not Equipped With
GPS/GNSS
• Aircraft must be
capable of navigation
system updating
using DME/DME/IRU
for RNAV 2 or RNAV
1 routes, as well as
RNAV 1 Departure
Procedures (DPs)
and Standard
Terminal Arrivals
(STARs).
If TSO-C129 equipment
• Is used to solely satisfy the RNAV requirement,
GPS RAIM availability must be confirmed for the
intended route of flight (route and time) using
current GPS satellite information.
• The availability of SBAS or ABAS fault detection
can be determined through NOTAMs (if
available) or through prediction for the intended
RNAV 1 or RNAV 2 operation.
RAIM Prediction
• Operators may choose to monitor the
status of each satellite in its plane/slot
position, account for the latest GPS
constellation NOTAMs, and
– Compute RAIM availability using modelspecific RAIM prediction software, or
– Use the FAA en route and terminal RAIM
prediction website: www.raimprediction.net ,
or by contacting a Flight Service Station.
Units RAIM Capability
• Receiver RAIM prediction capability can
also be used.
RAIM PREDICTION
+/- 5 Minutes Along Route
APP - +/-0.3
RAIM Limits
• 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.
Alternatives if GPS Fails
• Pilots should assess their capability to
navigate (potentially to an alternate
destination) in case of failure of GPS
navigation.
Destination
VOR
Alternate
GPS Only
Approach
If TSO-C145/C146 equipment
• Is used to satisfy the RNAV requirement, the
pilot/ operator need not perform the prediction if
WAAS coverage is confirmed to be available
along the entire route of flight.
• NOTE: 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.
•http://www.nstb.tc.faa.gov/RT_VerticalProtectionLevel.htm
Proper interpretation of Pre-Departure
Clearance (PDC) and printed routings
• Pilots of operators using PDC and printed
routings must be able to properly interpret their
assigned clearance.
• Specifically, pilots must be able to recognize
direct routings, assigned altitudes, revised
clearances, SIDs, and en route transitions.
• Pilots must understand their operator’s PDC
notation and must request clarification from ATC
if any doubt exists with regard to their clearance.
General Operating Procedures
• Operators and pilots should not request or
file U.S. RNAV routes or procedures
unless satisfying the criteria in AC 90-100.
• If an aircraft not meeting these criteria
receives a clearance from ATC to conduct
an RNAV procedure, the pilot must advise
ATC that he/she is unable to accept the
clearance and request alternate
instructions.
Follow Manufacturer Instructions
• The pilot should comply with any
instructions or procedures identified by
the manufacturer as necessary to comply
with the equipment requirements of AC
90-100.
System initialization
• Pilots must confirm the Following
Navigation Database is Current
The Aircraft’s
Current Position
POS INIT
Initial Position
Date
03/15/09
Database Expires
03/31/09
N 39 13.4
W 122 31.9
N 39 13.4
W 122 31.9
Retrieval Process
• RNAV DPs and STAR procedures must
be retrieved by procedure name from
the onboard navigation database and
conform to the charted procedure.
ARRIVAL PROCEDURES
STARS
LINDZ 5
PITKN 1
Loading the Route
• Whenever possible, RNAV routes should be
extracted from the database in their entirety,
rather than loading RNAV route waypoints from
the database into the flight plan individually.
ARRIVAL PROCEDURES
STARS
LINDZ 5
PITKN 1
Manual Entries Allowed
• Selecting and inserting individual, named
fixes from the database is permitted,
provided all fixes along the published route
to be flown are inserted.
Manual Entries Not Allowed
• Manual entry of waypoints using
latitude/longitude or place/bearing is
not permitted.
Create Waypoint
Insert
Insert
Latitude
Longitude
NAVAID
Radial/Distance
No Changing Type of Waypoints
• Additionally, pilots must not change any
RNAV DP or STAR database waypoint
type from a fly-by to a fly-over or vice
versa.
WAYPOINT
CRG*
CANCEL OVERFLY
Crosscheck With Clearance
• 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, if applicable.
• If required, confirm exclusion of a specific
navigation aid.
• A procedure should not be used if doubt
exists as to the validity of the procedure in
the navigation database.
NOTE:
• Pilots may notice a slight difference
between the navigation information
portrayed on the chart and their primary
navigation display.
• Differences of 3° or less may result from
equipment manufacturer's application of
magnetic variation and are operationally
acceptable.
Verification of assigned route and
correct entry of transitions – DPs
• Prior to flight, pilots verify their
aircraft navigation system is
operating correctly and
Correct SID and
Transition if
Applicable
Departure 1/1
Correct Runway
Depart
KLAS
Runway
7R
SID
BOACH2
Runway Change
• Pilots who are assigned an RNAV
departure procedure and subsequently
receive a change of runway, procedure or
transition must verify the appropriate
changes are entered and available for
navigation prior to takeoff.
Final Check
• A final check of proper runway entry and
correct route depiction, shortly before
takeoff, is recommended.
Verification of assigned route and
correct entry of transitions – Routes
• Pilots must verify proper entry of their ATC
assigned route upon initial clearance and
any subsequent change of route.
• Pilots must ensure the waypoints
sequence depicted by their navigation
system matches the route depicted on the
appropriate chart(s) and their assigned
route.
Verification of assigned route and
correct entry of transitions – STARs
• Pilots must verify their aircraft
navigation system is
operating correctly and the
Correct STAR and
Transition if
Applicable
Arrival 1/1
Correct Runway
Arrive
KMIA
Runway
8L
STAR
EYW.CURSO1
Use of navigation map displays
• Prior to takeoff, pilots of aircraft with a
navigation map display should verify the
relationship of the aircraft position symbol
to their assigned runway (if available) and
route on their display matches external
visual cues, as well as charts.
Cross Check Prior To Departure
• Specifically, once on or near their
assigned runway, pilots should ensure
their navigation display reflects the same
relative position to the runway and the
route depiction reflects that of the
respective chart.
Use of Navigation Displays in
Flight
• During flight, these displays should be
used in concert with textual displays for
route verification.
Pilots Must Use the Following on
RNAV 1 Routes
Pilots must use a lateral deviation
indicator (or equivalent
navigation map display),
G
S
33
N
G
S
3
30
6
W
E
12
24
21
15
S
• Flight director
and/or autopilot in
lateral navigation
mode
RNAV 2 Routes – Pilots
Encouraged to Use
Lateral Deviation Indicator
G
S
33
N
G
S
3
30
6
W
E
12
24
21
15
S
Flight Director Lateral
Guidance
Check Lateral Deviation Scaling
• Pilots of aircraft with a lateral
deviation indicator (e.g., a standalone
GNSS receiver) must ensure that
lateral deviation indicator scaling (fullscale deflection) is suitable for the
navigation accuracy associated with
the route/procedure (i.e., ±1 nm for
RNAV 1, ± 2.0 nm for RNAV 2).
NOTE
• Some TSO-C129() equipment
automatically goes to ±5.0 NM beyond 30
NM from the airport reference point.
• This is acceptable provided the pilot
maintains the required minimum
performance standard associated with the
procedure.
Maintain The Centerline
• All pilots are expected to maintain route
centerlines, as depicted by onboard lateral
deviation indicators and/or flight guidance
during all RNAV operations described in
AC 90-100 unless authorized to deviate by
ATC or under emergency conditions.
Cross Track Error Limits
• For normal operations, cross-track
error/deviation (the difference between the
RNAV system computed path and the
aircraft position relative to the path) should
be limited to ± ½ the navigation accuracy
associated with the procedure or route
0.5 nm for
RNAV 1
0.5 NM
0.5 NM
1.0 nm for RNAV 2
1 NM
1 NM
Brief Deviations from Limits
• Brief deviations from this standard (e.g.,
overshoots or undershoots) during and
immediately after procedure/route turns,
up to a maximum of 1 times the navigation
accuracy are allowable.
1.0 nm for
RNAV 1
1 NM
1 NM
1 NM
1 NM
2.0 nm for
RNAV 2
2 NM
2 NM
2 NM
2 NM
NOTE:
• Some aircraft do not display or compute a
path during turns.
• As such, pilots of these aircraft may not be
able to adhere to the ± ½ lateral navigation
accuracy during procedural/route turns but
are still expected to satisfy the standard
during intercepts following turns and on
straight segments.
ATC Vectors
• If ATC issues a heading assignment
taking the aircraft off a procedure, the pilot
should not modify the route in the RNAV
system until a clearance is received to
rejoin the procedure or the controller
confirms a new route clearance.
• When the aircraft is not on the published
procedure, the specified accuracy
requirement does not apply.
Bank Limiting Functions
• Manually selecting aircraft bank limiting functions
may reduce the aircraft’s ability to maintain its desired
track and are not recommended.
• Pilots should recognize manually selectable aircraft
bank-limiting functions might reduce their ability to satisfy
ATC path expectations, especially when executing large
angle turns.
• This should not be construed as a requirement to deviate
from Airplane Flight Manual procedures; rather, pilots
should be encouraged to limit the selection of such
functions within accepted procedures.
HB
RNAV 1 vs RNAV 2
DPs and STARs
are flown as RNAV
1 procedures.
• RNAV routes are
flown as RNAV 2
unless otherwise
specified.
RNP Aircraft
• Pilots operating RNP-approved
aircraft under the provisions of AC
90-100 are not required to modify
manufacturer's RNP default values
established in the Flight Management
Computers.
RNAV DP and SID Specific
Procedures
(1) RNAV DP Engagement
Altitudes
• For DPs, the pilot must be able to engage RNAV
equipment to follow flight guidance for lateral
RNAV no later than 500 feet above airport
elevation.
500 Feet AGL
RNAV Lateral Guidance On By
500 FT AGL
(2) Pilots must use a lateral
deviation indicator
Scaling - +/- 1 NM
G
S
33
N
G
S
3
30
6
W
E
12
24
21
15
S
Pilots must use a Flight Director
or Autopilot On RNAV 1
(3) DME/DME/IRU (D/D/I) Aircraft.
• Pilots of aircraft without GPS/GNSS, 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.
• A navigation map may also be used to confirm
aircraft position, if pilot procedures and display
resolution allow for compliance with the 1,000foot tolerance requirement.
(4) GNSS Aircraft.
• When using
GNSS, the signal
must be acquired
before the
takeoff roll
commences.
NOTE
• For aircraft using TSO-C129/C129a, the
departure airport must be loaded into the flight
plan in order to achieve the appropriate
navigation system monitoring and sensitivity.
• For aircraft using TSO-C145a/C146a avionics, if
the departure begins at a runway waypoint, then
the departure airport does not need to be in the
flight plan to obtain appropriate monitoring and
sensitivity.
Contingency Procedures
• The pilot must notify ATC of any loss of
the RNAV capability, together with the
proposed course of action.
• If unable to comply with the requirements
of an RNAV procedure, pilots must advise
Air Traffic Control as soon as possible.
For example
• ". . .N1234, failure of GPS/GNSS system,
unable RNAV, request amended
clearance."
• The loss of RNAV capability includes any
failure or event causing the aircraft to no
longer satisfy the criteria of AC 90-100
Example failures include, but are
not limited to
• Loss of autopilot/flight director (if required),
• Reversion to navigation other than GNSS
or DME/DME/IRU (even though no pilot
monitoring of navigation updating source
is required).
Lost Communications
• In the event of communications failure,
established lost communication
procedures should be followed
Depiction of waypoint types
• A waypoint is a predetermined geographical
position that is defined in terms of
latitude/longitude coordinates.
• Waypoints may be a simple named point in
space or associated with existing navaids,
intersections, or fixes.
• A waypoint is most often used to indicate a
change in direction, speed, or altitude along the
desired path.
• RNAV procedures make use of both fly-over and
fly-by waypoints
Fly By Waypoint
• Fly-by waypoints are used when an aircraft should begin
a turn to the next course prior to reaching the waypoint
separating the two route segments.
• This is known as turn anticipation.
Fly Over Waypoint
Fly-over waypoints are used when the
aircraft must fly over the point prior to
starting a turn.
RNAV Leg Types
• A leg type describes the desired path
proceeding, following, or between
waypoints on an RNAV procedure.
• Leg types are identified by a two-letter
code that describes the path (e.g.,
heading, course, track, etc.) and the
termination point (e.g., the path terminates
at an altitude, distance, fix, etc.).
What Leg Type Is Expected?
• Leg types used for procedure design are
included in the aircraft navigation database, but
not normally provided on the procedure chart.
• The narrative depiction of the RNAV chart
describes how a procedure is flown.
• The "path and terminator concept" defines that
every leg of a procedure has a termination point
and some kind of path into that termination point.
• Some of the available leg types are described
next.
Track to Fix
• A Track to Fix (TF) leg is intercepted and
acquired as the flight track to the following
waypoint.
• Track to a Fix legs are sometimes called
point-to-point legs for this reason.
• Narrative: "via 087° track to CHEZZ WP."
Track to Fix Example – Fly By
Track to Fix
Track to Fix Example – Fly Over
Track to Fix
Direct to Fix
Aircraft's track from an initial
area direct to the next waypoint.
Narrative: "left
turn direct BARGN
WP."
Direct to Fix
Course to Fix
Path that terminates at a fix with
a specified course at that fix.
Narrative: "via 078° course to PRIMY WP."
Heading
• A Heading leg may be defined as, but not
limited to
– Heading to Altitude (VA),
– Heading to DME range (VD)
– Heading to Manual Termination, (VM)
• i.e., Vector
Narrative
• "climb runway heading to 1500", "heading
265°, at 9 DME west of PXR VORTAC,
right turn heading 360°", "fly heading 090°,
expect radar vectors to DRYHT INT."
Chart Phraseology.
• Some RNAV procedures may incorporate
the use of “Descend via” clearances.
• Pilots should be familiar with the correct
use of the terminology and procedures as
mentioned in AIM (refer to Air Traffic
Procedures, Arrival Procedures).
Changes to Published Constraints
• Published constraints are shown on charts
and may be amended by Notices to
Airmen (NOTAMs).
• So make sure you check your NOTAMS
prior to flight
Cancellation of Altitude
Constraints
• Cancellation of one or more altitude
restrictions will normally include the use of
“maintain” and/or “except” phraseology,
which does not cancel published speed
constraints associated with the
procedure.
“Descend and
Maintain 4000 Feet,
Cross REGLE at or
Below – 7000 Feet”
You are here
What are you
required to do
as per the
clearance and
the STAR?
“Descend and
Maintain 4000 Feet,
Cross REGLE at or
Below – 7000 Feet”
You are here
The 11,000 does
not apply, but
the 250 Kts still
does.
You have to
ensure you are
at least 7000 or
below when
passing REGLE
Cancellation of Speed
Constraints.
• Cancellation of published speed
constraints will be indicated by the use of
“speed your discretion” or “cancel
speed restriction(s)/constraint(s)”
phraseology.
• The use of “except” phraseology may also
be used
– Example - “except cross MAVVS at 250
knots.”
“Descend and
Maintain 4000 Feet,
Cross REGLE at or
Below – 7000 Feet”
You are here
“Cancel the Speed
Restriction at
WACKI”
Resume Normal Speed
• The phraseology “resume normal speed”
does not cancel published speed
constraints;
• It cancels speed constraints previously
issued by ATC and returns the aircraft to
the published speed for the procedure.
“Resume Normal
Speed”
What a do you
need to do now
in regards to the
arrival assuming
you were cleared
to “Descend Via”
You are here.
You were
previously
issued a speed
restriction of
270 kts
“Resume Normal
Speed”
What a do you
need to do now
in regards to the
arrival assuming
you were cleared
to “Descend Via”
You are here.
You were
previously
issued a speed
restriction of
270 kts
You need to
meet all the
altitude
restrictions.
You can now
fly what your
normal speed
but you will
need to slow to
250 kts prior to
WACKI
Speeds between Waypoints with
Published Speed Constraints
Departure and Missed Approach
Procedures
• Pilots should not exceed published speed
associated with a waypoint until passing
that waypoint.
When can you accelerate to 250
kts below 10,000, on the
transition in red.
Departure and Missed Approach
Procedures
• Pilots should not exceed published speed
associated with a waypoint until passing
that waypoint.
When can you accelerate to 250
kts below 10,000, on the
transition in red.
After passing HAZKL
There is also a note indicating this
Arrival and Instrument Approach
Procedures (Excluding Missed Approach
Procedures)
• Pilots should plan to cross waypoints with
a published speed restriction in
accordance with the published speed and
should not exceed this speed after passing
the associated waypoint unless authorized
by ATC or published note to do so
Once past WACKI – Stay at 250
kts.
Mandatory Speed
Altitudes
• Pilots navigating on STAR/RNAV
STAR/FMSP procedures shall maintain
last assigned altitude until receiving
authorization to descend so as to comply
with all published/issued restrictions.
• This authorization will contain the
phraseology "DESCEND VIA."
Clearance to "descend via"
authorizes pilots to
• Vertically and laterally navigate on a
STAR/RNAV STAR/FMSP.
• When cleared to a waypoint depicted on a
STAR/RNAV STAR/FMSP, to descend
from a previously assigned altitude at
pilot's discretion to the altitude depicted for
that waypoint, and once established on the
depicted arrival, to navigate laterally and
vertically to meet all published restrictions.
NOTE
• ATC is responsible for obstacle clearance
when issuing a "descend via" instruction to
the pilot.
• The descend via is used in conjunction
with STARs/RNAV STARs/FMSPs to
reduce phraseology by not requiring the
controller to restate the altitude at the next
waypoint/fix to which the pilot has been
cleared.
NOTE
• Air traffic will assign an altitude to cross
the waypoint/fix, if no altitude is depicted
at the waypoint/fix, for aircraft on a direct
routing to a STAR/RNAV STAR/FMSP.
NOTE
• Minimum en route altitudes (MEA) are not
considered restrictions; however, pilots are
expected to remain above MEAs.
EXAMPLE
"Cleared JAIKE
TWO arrival."
• Lateral/routing
clearance only.
Do not start decent
until cleared to do so
by ATC
Routing with
assigned
altitude.
"Cleared JAIKE Two
One arrival, descend
and maintain Flight
Level two four zero."
Pilots are expected to descend to FL 240 as directed, and maintain
FL 240 until cleared for further vertical navigation with a newly
assigned altitude or a "descend via" clearance.
Routing with
assigned
altitude.
"Cleared JAIKE Two
arrival, descend at
pilot's discretion,
maintain Flight Level
two four zero.”
Pilots can descent to FL 240 at their discretion, and maintain FL 240
until cleared for further vertical navigation with a newly assigned
altitude or a "descend via" clearance.
Lateral/routing and
vertical navigation
clearance
•"Descend via the
JAIKE TWO
arrival."
How would you handle
this clearance?
Lateral/routing and
vertical navigation
clearance
•"Descend via the
JAIKE TWO
arrival."
How would you handle
this clearance?
You would descend at
you discretion to meet
all of the restrictions
listed on the chart
“Descend via the JAIKE
Two arrival, except, cross
ILENE at or above one one
thousand."
How would you handle this
one?
“Descend via the JAIKE
Two arrival, except, cross
ILENE at or above one one
thousand."
How would you handle this
one?
You would need to meet all
of the restrictions except
the one at ILENE.
You need to just cross that
one at or above 11,000 feet
• Lateral/routing and vertical
navigation clearance when
assigning altitude not
published on procedure.
“Descend via the
JAIKE TWO arrival,
except after REGLE
, maintain 6000
Feet
How would you handle
this one?
• Lateral/routing and vertical
navigation clearance when
assigning altitude not
published on procedure.
“Descend via the
JAIKE TWO arrival,
except after REGLE
, descend and
maintain 6000 Feet
How would you handle
this one?
You would need to meet all
of the restrictions but after
REGLE you would also need
to descend down to and
maintain 6000 feet
“Descend via the
Haris One arrival,
except cross Bruno
at one three
thousand then
maintain one zero
thousand."
• Direct routing to intercept a
STAR/RNAV STAR/FMSP and
vertical navigation clearance.
"Proceed direct BUZIE,
descend via JAIKE
TWO arrival."
Pretty Much Self Explanatory
•"Proceed direct BUZIE,
cross BUZIE at or above
flight level two zero
zero, then descend via
the JAIKE TWO Arrival."
One Last Easy Example
New Controller
• Pilots cleared for vertical navigation using
the phraseology "descend via" shall inform
ATC upon initial contact with a new
frequency.
• EXAMPLE"Delta One Twenty One leaving FL 240,
descending via the Civit One arrival."
“Climb” Via Video
• Click Here to Start Video
You Should Be Familiar With the
Following For Your Specific RNAV
• Levels of automation, mode annunciations, changes, alerts,
interactions, reversions, and degradation.
• Functional integration with other aircraft systems.
• The meaning and appropriateness of route discontinuities as
well as related flight crew procedures.
• Monitoring procedures for each phase of flight (for example,
monitor PROG or LEGS page).
• Types of navigation sensors (for example, DME, IRU,
GPS/GNSS) utilized by the RNAV system and associated system
prioritization/weighting/logic.
• Turn anticipation with consideration to speed and altitude
effects.
• Interpretation of electronic displays and symbols.
You Should Also Be Able to
Accomplish the Following For Your
RNAV System
•
•
•
•
•
•
•
•
•
Verify currency of aircraft navigation
data.
Verify successful completion of RNAV
system self-tests.
Initialize RNAV system position.
Retrieve and fly a DP or STAR with
appropriate transition.
Adhere to speed and/or altitude
constraints associated with a DP or
STAR.
Make a runway change associated
with a DP or STAR.
Verify waypoints and flight plan
programming.
Perform a manual or automatic runway
update (with takeoff point shift, if
applicable).
Fly direct to a waypoint.
•
•
•
•
•
•
•
•
•
•
Fly a course/track to a waypoint.
Intercept a course/track.
Be vectored off and rejoin a
procedure.
Determine cross-track error/deviation.
Insert and delete/clear route
discontinuity.
Remove and reselect navigation
sensor input(s).
When required, confirm exclusion of a
specific navigation aid or navigation
aid type.
Insert and delete a lateral offset.
Change the arrival airport and
alternate airport.
Insert and delete a holding pattern.
Operator-recommended levels of
automation
• Make sure you understand any
recommended levels of automation for
phase of flight and workload, including
methods to minimize cross-track error to
maintain procedure centerline that your
company may have