2.7. FMS/GPS/INS/RNAV Initialization and Programming

[If the Aeroplane type that these SCSOPs refers to is not equipped with an RNAV system do not include this section.]

INS) is specified in areas of the CARs Standards other than those that pertain to the SCSOPs.]

[If it is necessary to carry out FMS/GPS/INS/RNAV initialization and programming after engine start include the relevant information in the "Normal Flight Procedures Departure" chapter instead of this chapter.]

[Depending on the type of RNAV equipment and company procedures, the depth of guidance presented in this section will vary considerably. Some recommended practises are contained in the documentation that pertains to the specific equipment. Additional general guidance is available from your regional office. The following is a very general indication of some of the types of crew coordination that may be appropriate with a dual linked RNAV system.]

  1. RNAV Designation — The Number 1 RNAV is located adjacent to the pilot's seat. The Number 2 RNAV is located adjacent to the co-pilot's seat. [Or, insert the relevant designations for your Aeroplane.]
  2. Initialization — The pilot should initialize the No. 1 RNAV and the No. 2 RNAV. During initialization it is important to enter the coordinates of the start position with as much accuracy as possible. The track and distance to the first waypoint will later be used to verify correct initialization.
  3. Route Programming — The reverse path checking procedure that is described in this paragraph is similar to that used for single RNAV initialization. It is also intended to reduce the risk of incorrect typing of data into an RNAV system. For use of Waypoints that are extracted from a database that is integral to the RNAV system, the individual waypoint component data shall be verified for accuracy against an external document. The data checking is required any time when it can not be positively determined that the waypoint has been verified since the last database update. Unfortunately, database information has on occasion been reported to have errors.
  4. Pre-programmed Routes — Pre-programmed routes need be checked by the pilot. Errors are to be corrected as described in the preceding paragraph. Pre-programmed routes need to be checked if the database has been updated.
  5. Data transfer — To further reduce typing errors, the flight plan information entered or selected on the first RNAV should be electronically transferred to the other unit using the data link. Information should only be typed into the second system in the event of unserviceability.
  6. RNAV System Comparison — The bearing and distance to the first waypoint as displayed by the two RNAV systems is to be compared. They should be the same. If a discrepancy is found it must be corrected. If one of the systems can be determined to be faulty it must not be used. If the discrepancy can not be accounted for neither system is to be used.

 
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