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(4.0 NM example)
Route or Procedure
Centerline
2.0 NM
example
2.0 NM
example
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
FCT 777/787 Preliminary (TM) 1.37
• intercept course to or direct to route modifications delete an RF leg if
done to the second waypoint on an RF leg
• RF legs are not preserved in the event of an FMC failure. They become
route discontinuities
• if a go-around is executed while on an RF leg, it is important to
immediately re-select LNAV to avoid excessive course deviation. GA roll
mode is a track hold mode and is not compatible with low RNP operations
if left engaged. The pilot flying must continue to track the LNAV course
using the map display as a reference until LNAV is re-engaged.
• if a go-around is executed while on an RF leg, it is important to verify
LNAV has re-engaged to avoid excessive course deviation. GA roll mode
is a track hold mode and is not compatible with low RNP operations if left
engaged. The pilot flying must continue to track the LNAV course using
the map display as a reference until LNAV is re-engaged.
RNAV Operations: En-route, Terminal, and Approach
All Boeing FMCs are capable of performing RNAV operations. Regarding
navigation accuracy, these FMCs differ only by demonstrated RNP capabilities
and the ability to use GPS updating.
En-route operations can be defined as oceanic and domestic. Oceanic RNAV
requirements are described in detail in the applicable MNPS guidance material
such as the Pacific or North Atlantic manuals. Specific routes or areas of operation
are given RNPs based on route separation requirements. RNP 10 routes are
suitable for all FMCs that are capable of GPS updating and those FMCs that
cannot update from GPS but have received the last radio update within the
previous six hours.
In general, oceanic operations require dual navigation systems (dual FMC or
single FMC in combination with alternate navigation capability).
Domestic en-route RNAV operations depend on the availability of radio updating
(DME-DME) sources to support domestic RNPs. The following domestic RNP
operations are fully supported by any Boeing FMC with DME-DME or GPS
updating active:
• USA and Canada - RNP 2.0 or higher
• Europe - B-RNAV (RNP 5.0)
• Asia - As specified for the route or area (e.g. RNP 4 or RNP 10 routes)
• Africa - As specified for the route or area
Terminal RNAV operations (SIDs, STARs and Transitions) are fully compatible
with all FMCs with DME-DME or GPS updating active and are defined as:
• USA and Canada - RNP 1.0 SIDs and STARS
• Europe - P-RNAV (RNP 1.0).
October 31, 2006
777/787 Flight Crew Training Manual
General Information
Copyright © The Boeing Company. See title page for details.
1.38 FCT 777/787 Preliminary (TM)
RNAV approaches are compatible with all FMCs provided DME-DME or GPS
updating is active at the beginning of the approach and the approach RNP is equal
to or greater than the minimum demonstrated RNP in the AFM. Restrictions
published on some RNAV approaches may preclude their use without GPS
updating active.
For published RNAV approaches, all Boeing FMCs have RNP 0.5 capability with
DME-DME updating active without GPS updating. See the Approach section of
this manual for further details regarding the techniques for flying RNAV
approaches.
GPS Use in Non-WGS-84 Reference Datum Airspace
In non-WGS-84 airspace, the local datum (position basis) used to survey the
navigation data base position information may result in significant position errors
from a survey done using the WGS-84 datum. To the pilot, this means that the
position of runways, airports, waypoints, navaids, etc., may not be as accurate as
depicted on the map display and may not agree with the GPS position. Operators
should consult appropriate sources to determine the current status of airspace in
which they operate.
A worldwide survey has been conducted which determined that using the FMC
while receiving GPS position updating during SIDS, STARS and enroute
navigation meets the required navigation accuracy in non-WGS-84 airspace. This
navigation position accuracy may not be adequate for approaches, therefore the
AFM requires the crew to inhibit GPS position updating while flying approaches
in non-WGS-84 airspace “unless other appropriate procedures are used.”
Boeing's recommendations for operators are as follows:
• provided operational approval has been received and measures to ensure
　
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