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system:
3.2.1 An RNAV system with TSO−C129/
−C145/−C146 (including all revisions (AR)) equipment,
installed in accordance with AC 20−138
(including AR) or AC 20−130A, and authorized for
31 JULY 08
ENR 1.18−6 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
instrument flight rules (IFR) en route and terminal
operations (including those systems previously
qualified for “GPS in lieu of ADF or DME”
operations), or
3.2.2 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.
NOTE−
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, NAVAID, or fix. 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.
3.3 Allowable Operations. Operators may use a
suitable RNAV system in the following ways.
3.3.1 Determine aircraft position over or distance
from a VOR (see NOTE 4 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.
3.3.2 Navigate to or from a VOR, TACAN, NDB, or
compass locator.
3.3.3 Hold over a VOR, TACAN, NDB, compass
locator, or DME fix.
3.3.4 Fly an arc based upon DME.
These operations are allowable even when a facility
is explicitly identified as required on a procedure
(e.g., “Note ADF required”).
These operations do not include navigation on
localizer−based courses (including localizer back−
course guidance).
NOTE−
1. These allowances apply only to operations conducted
within the NAS.
2. The allowances defined in paragraph 3.3 apply even
when a facility is explicitly identified as required on a
procedure (e.g., “Note ADF required”). 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.
3. ADF equipment need not be installed and operational,
although operators of aircraft without an ADF will be
bound by the operational requirements defined in
paragraph 3.3 and not have access to some procedures.
4. For the purpose of paragraph 3.3, “VOR” includes
VOR, VOR/DME, and VORTAC facilities and “compass
locator” includes locator outer marker and locator middle
marker.
3.4 General Operational Requirements
3.4.1 Pilots must comply with the guidelines
contained in their AFM, AFM supplement, operating
manual, or pilot’s guide when operating their aircraft
navigation system.
3.4.2 Pilots may not use their RNAV system as a
substitute or alternate means of navigation guidance
if their aircraft has an AFM or AFM supplement with
a limitation to monitor the underlying navigation aids
for the associated operation.
3.4.3 Pilots of aircraft with an AFM limitation that
requires the aircraft to have other equipment
appropriate to the route to be flown may only use their
RNAV equipment as a substitute means of navigation
in the contiguous U.S. In addition, pilots of these
aircraft may not use their RNAV equipment as a
substitute for inoperable or not−installed equipment.
3.4.4 Pilots must ensure their onboard navigation
data is current, appropriate for the region of intended
operation, and includes the navigation aids, waypoints,
and relevant coded terminal airspace
procedures for the departure, arrival, and alternate
airfields.
NOTE−
The navigation database should 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
　
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