RNAV SIDS/STARs RNAV SIDS and STARS. This presentation is for training purposes only. It may not be...

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RNAV SIDS/STARsRNAV SIDS and

www.themanualmasters.com

• 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 station-referenced navigation aids or within the limits of the capability of self-contained aids, or a combination of these.

As per AC 91-100, the specified RNAV

accuracy must be met 95% of the flight time.

Not Met

RNAV 1

• Requires a total system error of not more than 1 NM for 95% of the total flight time.

RNAV 2

• Requires a total system error of not more than 2 NM for 95% of the total flight time.

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 space-based 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 ProcedureRNAV Procedure

An RNAV Instrument Departure Procedure or RNAV Standard Terminal Arrival.

Instrument Departure ProcedureInstrument 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

Standard Instrument Departures (SIDs)

Obstacle Departure Procedures

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 Baro-VNAV 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

• 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

• 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/headquarters_offices/avs/offices/afs/afs400/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/RNVD1A1E2NAV/RNVA1D1E2

Special Note 3

• - Additional items required by other automation systems may be filed after NAV/, in any order.

NAV/RNP10 RNVD1E2A1NAV/RNVD1E2A1 RNP4NAV/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!

• 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.

• 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.

• 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 model-

specific 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.

GPS Only Approach

Alternate

Destination

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

POS INIT

Initial Position

N 39 13.4

W 122 31.9

Navigation Database is Current The Aircraft’s Current Position

N 39 13.4

W 122 31.9

Date03/15/09

Database Expires

03/31/09

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

STARSLINDZ 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

STARSLINDZ 5PITKN 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

InsertInsert

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

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.

• 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

Departure 1/1 Depart

Runway

BOACH2

Correct RunwayCorrect SID and Transition if Applicable

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

Arrival 1/1 Arrive

Runway

8LSTAR

EYW.CURSO1

Correct RunwayCorrect STAR and Transition if Applicable

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

• Flight director and/or autopilot in lateral navigation mode

Pilots must use a lateral deviation indicator (or equivalent navigation map display),

RNAV 2 Routes – Pilots Encouraged to Use

Lateral Deviation Indicator 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 (full-scale 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).

• 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

1.0 nm for RNAV 2

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

2.0 nm for RNAV 2

• 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.

RNAV 1 vs RNAV 2

• RNAV routes are flown as RNAV 2 unless otherwise specified.

DPs and STARs are flown as RNAV 1 procedures.

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

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 1,000-foot tolerance requirement.

(4) GNSS Aircraft.

• When using GNSS, the signal must be acquired before the takeoff roll commences.

• 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."

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?

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.”

“Cancel the Speed Restriction at WACKI”

You are here

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.

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

“Resume Normal Speed”

What a do you need to do now in regards to the arrival assuming you were cleared to “Descend Via”

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.

• 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.

• 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.

• Minimum en route altitudes (MEA) are not considered restrictions; however, pilots are expected to remain above MEAs.

EXAMPLE

• Lateral/routing clearance only.

"Cleared JAIKE TWO arrival."

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.

"Cleared JAIKE Two arrival, descend at pilot's discretion, maintain Flight Level two four zero.”

Routing with assigned altitude.

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."

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

• 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

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."

"Proceed direct BUZIE, descend via JAIKE TWO arrival."

Pretty Much Self Explanatory

• Direct routing to intercept a STAR/RNAV STAR/FMSP and vertical navigation clearance.

•"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

RNAV SIDS/STARs RNAV SIDS and STARS. This presentation is for training purposes only. It may not be...

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