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• Controllers are assigning routes that do not require
overflying ground-based NAVAIDs such as VORs.
• The lateral separation between aircraft tracks is
being reduced.
• RNAV routes lower altitude minimums on existing
Victor airways where ground-based NAVAID performance (minimum reception altitude) required
higher minimums.
2
A release time is a departure restriction issued to a pilot by ATC, specifying the earliest and latest time an aircraft may depart.
3
The runway release time assigned to an aircraft in a controlled departure time program and shown on the flight progress strip as an EDCT.
1-12
• RNAV routes may allow continued use of existing
airways where the ground-based NAVAID has
been decommissioned or where the signal is no
longer suitable for en route navigation.
• The route structure can be modified quickly and
easily to meet the changing requirements of the
user community.
• Shorter, simpler routes can be designed to minimize environmental impact.
Dozens of new RNAV routes have been designated, and
new ones are being added continuously. In order to designate RNAV airways, the FAA developed criteria, en
route procedures, procedures for airway flight checks,
and created new charting specifications. Some of the
considerations include:
• Navigation infrastructure (i.e., the ground-based
and space-based navigation positioning systems)
provides adequate coverage for the proposed
route/procedure.
• Navigation coordinate data meets International
Civil Aviation Organization (ICAO) accuracy and
integrity requirements. This means that all of the
coordinates published in the Aeronautical
Information Publication (AIP) and used in the aircraft navigation databases must be referenced to
WGS 84, and the user must have the necessary
assurance that this data has not been corrupted or
inadvertently modified.
• Airborne systems meet airworthiness performance
for use on the RNAV routes and procedures.
• Flight crews have the necessary approval to operate on the RNAV routes and procedures.
In the future, as aircraft achieve higher levels of navigation accuracy and integrity, closely spaced parallel
routes may be introduced, effectively multiplying the
number of available routes between terminal areas.
RNAV can be used in all phases of flight and, when
implemented correctly, results in:
• Improved situational awareness for the pilot.
• Reduced workloads for both controller and pilot.
• Reduced environmental impact from improved
route and procedure designs.
• Reduced fuel consumption from shorter, more
direct routes.
For example, take the situation at Philadelphia
International Airport, located in the middle of some
highly popular north-south traffic lanes carrying New
York and Boston traffic to or from Washington, Atlanta,
and Miami. Philadelphia’s position is right underneath
these flows. Chokepoints resulted from traffic departing
Philadelphia, needing to wait for a “hole” in the traffic
above into which they could merge. The CAASD helped
US Airways and Philadelphia airport officials establish a
set of RNAV departure routes that do not interfere with
the prevailing established traffic. Traffic heading north
or south can join the established flows at a point further
ahead when higher altitudes and speeds have been
attained. Aircraft properly equipped to execute RNAV
procedural routes can exit the terminal area faster — a
powerful inducement for aircraft operators to upgrade
their navigation equipment.
Another example of an RNAV departure is the PRYME
TWO DEPARTURE from Washington Dulles
International. Notice in Figure 1-10 the RNAV waypoints not associated with VORs help free up the flow of
IFR traffic out of the airport by not funneling them to
one point through a common NAVAID.
RNAV IFR TERMINAL TRANSITION ROUTES
The FAA is moving forward with an initiative to chart
RNAV terminal transition routes through busy airspace.
In 2001, some specific RNAV routes were implemented
through Charlotte’s Class B airspace, allowing RNAVcapable aircraft to cross through the airspace instead of
Figure 1-10. RNAV Departure Routes.
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using costly and time-consuming routing around the
Class B area. The original RNAV terminal transition
routes have evolved into RNAV IFR terminal transition
routes, or simply RITTRs.
Beginning in March 2005, with the publication of the
notice of proposed rulemaking (NPRM) for the
Charlotte, North Carolina, RITTRs, the FAA advanced
　
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