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11.3.3 The onboard navigation database must be current and appropriate for the region of intended operation and must include the navigation aids, waypoints, and coded terminal airspace procedures for the departure, arrival and alternate airfields.
11.3.4 During system initialization, pilots of aircraft equipped with a Flight Management System or other RNAV.certified system, must confirm that the navigation database is current, and verify that the aircraft position has been entered correctly. 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. This process includes confirmation of the waypoints sequence, reasonableness of track angles and distances, any altitude or speed constraints, and identification of fly.by or fly.over waypoints. A procedure shall not be used if validity of the navigation database is in doubt.
11.3.5 Prior to commencing takeoff, the flight crew must verify that the RNAV system is operating correctly and the correct airport and runway data have been loaded.
11.3.6 During the pre.flight planning phase RAIM prediction must be performed if TSO.C129() equipment is used to solely satisfy the RNAV and RNP requirement. GPS RAIM availability must be confirmed for the intended route of flight (route and time) using current GPS satellite information. 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. Operators may satisfy the predictive RAIM require-ment through any one of the following methods:
11.3.6.1 Operators may monitor the status of each satellite in its plane/slot position, by accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs), and compute RAIM availability using model.specific RAIM prediction software;
11.3.6.2 Operators may use the FAA en route and terminal RAIM prediction website: www.raimprediction.net;
11.3.6.3 Operators may contact a Flight Service Station (not DUATS) to obtain non.precision approach RAIM;
11.3.6.4 Operators may use a third party interface, incorporating FAA/VOLPE RAIM prediction data without altering performance values, to predict RAIM outages for the aircraft’s predicted flight path and times;
11.3.6.5 Operators may use the receiver’s installed RAIM prediction capability (for TSO.C129a/Class A1/B1/C1 equipment) to provide non.precision approach RAIM, accounting for the latest GPS constellation status (e.g., NOTAMs or NANUs). Receiver non.precision approach RAIM should be checked at airports spaced at intervals not to exceed 60 NM along the RNAV 1 procedure’s flight track. “Terminal” or “Approach” RAIM must be available at the ETA over each airport checked; or,

Federal Aviation Administration Twentieth Edition
11.3.6.6 Operators not using model.specific soft-ware or FAA/VOLPE RAIM data will need FAA operational approval.
NOTE.
If TSO.C145/C146 equipment is used to satisfy the RNAV and RNP requirement, the pilot/operator need not perform the prediction if WAAS coverage is confirmed to be available along the entire route of flight. 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.
12. International Flight Plan (FAA Form 7233.4) . IFR Flights (For Domestic or International Flights)
12.1 FAA Form 7233.4, also known as the International Civil Aviation Organization (ICAO) FPL (Filed Flight Plan), is recommended for domestic IFR flights, and is mandatory for all IFR flights that will depart U.S. domestic airspace.
12.2 ICAO flight plans are to be filed according to ICAO Doc 4444, Procedures for Air Navigation Services — Air Traffic Management (PANS.ATM).
12.3 ICAO flight plans are required whenever the flight intends to cross an international boundary or an oceanic CTA/FIR boundary. For flights departing
U.S. airports and operating over U.S. domestic airspace and/or offshore control areas, but do not penetrate the oceanic CTA/FIR boundary or borders, a U.S. domestic flight plan can be filed, but an ICAO is always preferred.
12.4 If the pilot intends to fly an RNAV arrival and/or departure, then an ICAO FPL must be filed using the qualifier “Z” in addition to the RNAV capabilities in Item 18. Operators should file their maximum capabilities in order to qualify for the most advanced procedures.
12.5 The pilot must file in accordance with (IAW) FAA Form 7233.4 for automatic assignment of RNAV Standard Instrument Departures (SIDs), Standard Terminal Arrival Routes (STARs), and/or Point to Point (PTP) in U.S. domestic airspace and include additional information per the below guidance:
12.5.1 If you are RNAV 1 and/or RNAV 2 capable:
12.5.1.1 Item 10, Equipment
In addition to identifying all available and serviceable communication, navigation, approach aid, and surveillance equipment carried on your aircraft, insert the character “Z”.
　
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