U.S.

Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Use of Suitable Area Navigation Date: 4/21/15 AC No: 90-108
(RNAV) Systems on Conventional Initiated by: AFS-400 Change: 1
Routes and Procedures

1. PURPOSE. This advisory circular (AC) is intended for the following purposes: (a) to
provide operational and airworthiness guidance regarding the suitability and use of Area
Navigation (RNAV) systems while operating on, or transitioning to, conventional, i.e., non-
RNAV, routes and procedures within the U.S. National Airspace System (NAS); (b) to describe
the types of RNAV systems that qualify as “suitable RNAV systems” as adopted in the final rule
titled, Area Navigation (RNAV) and Miscellaneous Amendments; (c) to describe a “suitable
RNAV system” for operations on published RNAV segments of certain instrument landing
system (ILS) procedures; and (d) to outline an alternative compliance method, provided the
alternative method is acceptable to the Federal Aviation Administration (FAA).

2. PRINCIPAL CHANGES. All users of http://www.raimprediction.net will now need to use

the Service Availability Prediction Tool (SAPT) on the FAA en route and terminal receiver
autonomous integrity monitoring (RAIM) prediction website at https://sapt.faa.gov. This change
updates subparagraph 11a(2) to add the new link.

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John Barbagallo
Deputy Director, Flight Standards Service
3/3/11 AC 90-108

U.S. Department
of Transportation
Advisory
Federal Aviation
Administration Circular
Subject: Use of Suitable Area Navigation Date: 3/3/11 AC No: 90-108
(RNAV) Systems on Conventional Initiated by: AFS-400 Change:
Routes and Procedures

1. PURPOSE. This advisory circular (AC) is intended for the following purposes:

a. Operational and Airworthiness Guidance. Provides operational and airworthiness

guidance regarding the suitability and use of Area Navigation (RNAV) systems while operating
on, or transitioning to, conventional, i.e., non-RNAV, routes and procedures within the U.S.
National Airspace System (NAS). This guidance material applies to two broad categories:

(1) Use of a suitable RNAV system as a Substitute Means of Navigation when a very
high frequency (VHF) omni-directional range (VOR), distance measuring equipment (DME),
Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, non-directional
radio beacon (NDB), or compass locator facility including Locator Outer Marker (LOM) and
Locator Middle Marker (LMM) is out-of-service, i.e., the Navigation Aid (NAVAID)
information is not available; an aircraft is not equipped with an automatic direction finder (ADF)
or DME; or the installed ADF or DME on an aircraft is not operational. For example, if equipped
with a suitable RNAV system, a pilot may hold over an out-of-service NDB.

(2) Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR,
DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including LOM and
LMM is operational, and the respective aircraft is equipped with operational navigation
equipment that is compatible with conventional NAVAIDs. For example, if equipped with a
suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that
RNAV system without monitoring the VOR.

b. Qualified RNAV Systems. Describes the types of RNAV systems that qualify as
“suitable RNAV systems” as adopted in the final rule titled, Area Navigation (RNAV) and
Miscellaneous Amendments, published in the Federal Register (FR) on June 7, 2007, published
in the Federal Register (FR) on June 7, 2007, which amended the Title 14 of the Code of Federal
Regulations (14 CFR) sections listed in paragraph 2 of this AC.

c. Operations on Certain Segments of ILS Procedures. Describes a “suitable RNAV

system” for operations on published RNAV segments of certain instrument landing system (ILS)
procedures.

d. Alternative Compliance Method. In lieu of following the methods described in this AC,
i.e., the operating requirements detailed in this document, without deviation, operators may
follow an alternative method, provided the alternative method is acceptable by the
Federal Aviation Administration (FAA). The contents of this document do not have the force and
AC 90-108 3/3/11

effect of law and are not meant to bind the public in any way. This document is only intended
only to provide clarity to the public regarding existing requirements under the law or agency
policies.

NOTE: This AC does not address the use of RNAV systems on RNAV routes
and RNAV terminal procedures. The current edition of AC 90-100, U.S.
Terminal and En Route Area Navigation (RNAV) Operations, applies to
those operations. This AC also does not address the use of RNAV systems on
instrument approach procedures (IAP) titled, RNAV (GPS) and GPS. The
current edition of AC 90-105, Approval Guidance for RNP Operations and
Barometric Vertical Navigation in the U.S. National Airspace System, applies
to those operations.

2. RELATED 14 CFR PARTS.

• Part 1, Definitions and Abbreviations, § 1.1, General Definitions.

• Part 91, General Operating and Flight Rules, § 91.131, Operations in Class B Airspace,
§ 91.175, Takeoff and Landing Under IFR, § 91.205, Powered Civil Aircraft with
Standard Category U.S. Airworthiness Certificates: Instrument and Equipment
Requirements, § 91.711, Special Rules for Foreign Civil Aircraft.

• Part 121, Operating Requirements: Domestic, Flag, and Supplemental Operations,

§ 121.349, Communications and Navigation Equipment for Operations under VFR Over
Routes Not Navigated by Pilotage or for Operations Under IFR or Over the Top.

• Part 125, Certification and Operations: Airplanes Having a Seating Capacity of 20 or

More Passengers or a Maximum Payload Capacity of 6,000 Pounds or More and Rules
Governing Persons On Board Such Aircraft, § 125.203, Communication and Navigation
Equipment.

• Part 129, Operations: Foreign Air Carriers and Foreign Operators of U.S.-Registered
Aircraft Engaged in Common Carriage, § 129.17, Aircraft Communication and
Navigation Equipment for Operations Under IFR or Over the Top.

• Part 135, Operating Requirements: Commuter and On Demand Operations and Rules
Governing Persons On Board Such Aircraft; § 135.165, Communication and Navigation
Equipment: Extended Over-Water or IFR Operations.

3. DEFINITIONS. For the purposes of this AC, the following definitions are provided:

a. Alternate Means of Navigation. The use of information from a RNAV system in lieu of
that from operating conventional NAVAIDs and navigation equipment that is installed,
operational and compatible with conventional NAVAIDs.

b. Area Navigation (RNAV). A method of navigation which permits aircraft operation on

any desired flightpath within the coverage of ground- or space-based navigation aids or within
the limits of the capability of self-contained aids, or a combination of these.

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3/3/11 AC 90-108

c. DME/DME/Inertial (DME/DME/IRU) RNAV. Refers to navigation using DME

ranging from at least two DME facilities to determine position along with use of an integrated
Inertial Reference Unit (IRU). DME/DME/IRU airworthiness performance criteria is provided in
AC 90-100.

d. Global Navigation Satellite System (GNSS). A worldwide position and time

determination system, which includes one or more satellite constellations, aircraft receivers, and
system integrity monitoring. GNSS is augmented as necessary to support the required navigation
performance for the actual phase of operation.

e. Global Positioning System (GPS). The U.S. GNSS core satellite constellation providing
space-based positioning, velocity, and time. GPS is composed of space, control, and user
equipment elements.

f. Receiver Autonomous Integrity Monitoring (RAIM). A technique used within a GPS

receiver/processor to monitor GPS signal performance. This integrity determination is achieved
by a consistency check among redundant measurements.

g. Substitute Means of Navigation. The use of information from an RNAV system in lieu
of that from out-of-service conventional NAVAIDs and/or inoperative or not-installed navigation
equipment compatible with conventional NAVAIDs.

h. Suitable RNAV System. An RNAV system that (1) meets the required performance
established for a type of operations, for example, instrument flight rules (IFR); and (2) is suitable
for operation over the route to be flown in terms of any performance criteria (including accuracy)
established by the air navigation service provider for certain routes, for example, oceanic, Air
Traffic Service (ATS) routes, and IAPs. An RNAV system’s suitability is dependent upon the
availability of ground and/or satellite NAVAIDs that are needed to meet any route performance
criteria that may be prescribed in route specifications to navigate the aircraft along the route to be
flown.

i. Terminal Procedure. Means an instrument departure procedure (DP) or Standard

Terminal Arrival Route (STAR).

j. Wide Area Augmentation System (WAAS). The U.S. implementation of

Satellite-based Augmentation System (SBAS), a satellite navigation system, which augments the
GPS Standard Positioning Service (SPS).

4. RELATED READING MATERIAL (current editions). The following documents relate

to this AC.

• AC 20-138, Airworthiness Approval of Positioning and Navigation Systems.

• AC 25-15, Approval of Flight Management Systems in Transport Category Airplanes.

• AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations.

Par 3 Page 3
AC 90-108 3/3/11

• Technical Standard Order (TSO)-C115, Required Navigation Performance (RNP)

Equipment Using Multi-Sensor Inputs.

• TSO-C145, Airborne Navigation Sensors Using the Global Positioning System

Augmented by the Satellite-based Augmentation System (SBAS).

• TSO-C146, Stand-Alone Airborne Navigation Equipment Using the Global Positioning

System Augmented by the Satellite-based Augmentation System (SBAS).

5. BACKGROUND. In 1998, the FAA developed and published criteria and guidance for the
use of GPS, in lieu of an ADF and DME. Since that time, a number of questions surfaced
regarding the use of different technologies, equipage requirements, and potential situations for
conventional NAVAID substitution. Based on data gained from operational experience, the FAA
amended its regulations to allow for greater use of RNAV systems, and this AC updates the
applicable guidance material.

6. TYPES OF RNAV SYSTEMS THAT QUALIFY AS A SUITABLE RNAV SYSTEM.

When installed in accordance with appropriate airworthiness installation requirements and
operated in accordance with this AC, the following systems qualify as suitable RNAV systems:

a. Systems Using TSO-C129/-C145/-C146 Equipment. An RNAV system with

TSO-C129/-C145/-C146 (all revisions), equipment, installed in accordance with AC 20-138 (all
revisions), Airworthiness Approval of Positioning and Navigation Systems, or AC 20-130A,
Airworthiness Approval of Navigation or Flight Management Systems Integrating Multiple
Navigation Sensors, and authorized for IFR en route and terminal operations (including those
systems previously qualified for “GPS in lieu of ADF or DME” operations), or

b. Systems Using DME/DME/IRU. An RNAV system with DME/DME/IRU inputs that is

compliant with the equipment provisions of AC 90-100, U.S. Terminal and En Route Area
Navigation (RNAV) Operations, for RNAV routes.

NOTE: Approved RNAV systems using DME/DME/IRU, without GPS or

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. 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.

NOTE: Specific approval is required for operators operating under parts 91

subpart K (part 91K), 121, 125, 129, and 135.

7. USES OF SUITABLE RNAV SYSTEMS.

a. Usage of Suitable RNAV Systems. Subject to the operating requirements in this AC,
operators may use a suitable RNAV system in the following ways.

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3/3/11 AC 90-108

(1) Determine aircraft position relative to or distance from a VOR (see first note in
subparagraph 7b), TACAN, NDB, compass locator (see second note in subparagraph 7b), DME
fix; or a named fix defined by a VOR radial, TACAN course, NDB bearing, or compass locator
bearing intersecting a VOR or Localizer (LOC) course.

(2) Navigate to or from a VOR, TACAN, NDB, or compass locator.

(3) Hold over a VOR, TACAN, NDB, compass locator, or DME fix.

(4) Fly an arc based upon DME.

b. Specific Allowances. The allowances described in this section apply even when a facility
is identified as required on a procedure (for example, “Note: ADF required”).

NOTE: For the purpose of this AC, “VOR” includes VOR, VOR/DME, and
VORTAC facilities.

NOTE: For the purpose of this AC, “compass locator” includes LOM and
LMM.

8. USES OF SUITABLE RNAV SYSTEMS NOT ALLOWED BY THIS AC. An otherwise

suitable RNAV system cannot be used for the following:

a. NOTAMed Procedures. Unless otherwise specified, navigation on procedures that are

identified as not authorized (“NA”) without exception by a NOTAM. For example, an operator
may not use a RNAV system to navigate on a procedure affected by an expired or unsatisfactory
flight inspection, or a procedure that is based upon a recently decommissioned NAVAID.

b. Substitution on a Final Approach Segment (FAS). Substitution for the NAVAID (for
example, a VOR or NDB) providing lateral guidance for the FAS.

c. Lateral Navigation on LOC-Based Courses. Lateral navigation on LOC-based courses

(including LOC back-course guidance) without reference to raw LOC data.

9. OPERATING REQUIREMENTS AND CONSIDERATIONS.

a. General Considerations.

(1) Pilots must comply with the guidelines contained in their Aircraft Flight Manual
(AFM), AFM Supplement, operating manual, or pilot’s guide when operating their aircraft
RNAV system.

(2) Pilots may not use their RNAV system as a substitute or alternate means of
navigation if their aircraft has an AFM or AFM supplement with a limitation to monitor the
underlying NAVAIDs for the associated operation.

(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 system as a substitute

Par 7 Page 5
AC 90-108 3/3/11

means of navigation in the contiguous U.S., and only for out-of-service NAVAIDs, not for
inoperable or not-installed aircraft equipment.

b. RNAV System Database Considerations.

(1) Pilots must ensure their onboard navigation data is current, appropriate for the region
of intended operation, and includes the waypoints, NAVAIDs, and fixes for departure, arrival,
and alternate airfields.

NOTE: The navigation data should be current for the duration of the flight.
If the Aeronautical Information Regulation and Control (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.

(2) Pilots must extract waypoints, NAVAIDs, and fixes by name from the onboard
navigation database and comply with the charted procedure or route. Heading-based legs
associated with procedures may be flown using manual technique (based on indicated magnetic
heading) or, if available, extracted from the aircraft database and flown using RNAV system
guidance.

c. Operating Requirements.

(1) For the purposes described in this AC, pilots may not manually enter published
procedure or route waypoints via latitude/longitude, place/bearing, or place/bearing/distance into
the aircraft system.

(2) Pilots are expected to accurately track procedure and route centerlines (CL), as
depicted by onboard lateral deviation indicators (LDI), displays, and/or flight guidance during all
operations described in this AC unless otherwise authorized to deviate by air traffic control
(ATC) or in the instance of an emergency condition.

d. Equipage Considerations.

(1) Operators operating under parts 91K, 121, 125, 129, and 135 must also be equipped
with at least one other independent navigation system in addition to an installed and operable
RNAV system. This additional system must be suitable, in the event of loss of navigation
capability of the RNAV system, for proceeding safely to a suitable airport and completing an
instrument approach. For example, an acceptable installation would include single- and dual-
RNAV systems based upon the use of GNSS, in combination with onboard VOR and ILS
navigation equipment for terminal, en route, and approach operations.

(2) ADF equipment need not be installed and operational, although operators of aircraft
without an ADF will be bound by the operational requirements defined in this AC and not have
access to some procedures (that is, there may be instances when some operations might not be
conducted without ADF equipment).

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3/3/11 AC 90-108

(3) Operators of aircraft equipped with RNAV systems based solely upon GPS may
experience some operational limitations in the future as conventional NAVAIDs are
decommissioned. In addition, operators of aircraft with single-RNAV systems may expect some
operational limitations as a result of considerations such as continuity of function. As with
current operations, reversionary and backup capability will remain important considerations.

(4) Use of an RNAV system as a substitute means of navigation may be applicable to

normal in-flight use, to continuation of flight after failure, or to dispatch with inoperative
conventional capability if consistent with the applicable Master Minimum Equipment List
(MMEL) for the aircraft type.

e. Alternate Airport Considerations. For the purposes of flight planning, any required
alternate airport must have an available IAP that does not require the use of GPS. This restriction
includes conducting a conventional approach at the alternate airport using a substitute means of
navigation that is based upon the use of GPS. For example, these restrictions would apply when
planning to use GPS equipment as a substitute means of navigation for an out an out-of-service
VOR that supports an ILS missed approach procedure at an alternate airport. In this case, some
other approach not reliant upon the use of GPS must be available. This restriction does not apply
to RNAV systems using TSO-C145/-C146 WAAS equipment.

10. SPECIFIC REQUIREMENTS TO FLY RNAV SEGMENTS PUBLISHED ON ILS

PROCEDURES. In order to fly RNAV transitions to an ILS final approach or RNAV missed
approach segments of an ILS procedure, pilots must comply with the operating requirements of
this AC. RNAV systems used for this type of operation must allow for a means to become
established on the ILS final approach course with minimal overshoot or undershoot.

NOTE: Charts for ILS procedures with RNAV transitions will contain notes
specifying the requirement for suitable RNAV capability. These RNAV
transitions are also identified by the use of waypoint symbols on the
procedure.
NOTE: Operators must ensure information from the correct navigation
source (for example, RNAV source for RNAV segment) is displayed.
NOTE: Qualification criteria for operation on Radius to Fix (RF)
transitions to an ILS, outside the FAS, are covered in AC 90-105.

11. OPERATIONAL REQUIREMENTS FOR SPECIFIC SENSOR INPUTS. The

following sensor inputs have some associated operational requirements. For all RNAV systems,
substitute and alternate means of navigation must be discontinued upon loss of integrity (for
example, RAIM alert) or unacceptable degradation of system performance.

a. GPS.

(1) RNAV systems using GPS input may be used as an alternate means of navigation
without restriction.

Par 9 Page 7
AC 90-108 CHG 1 4/21/15

(2) Operators planning to use TSO-C129 equipment as a substitute means of navigation

must perform a RAIM prediction during preflight. GPS RAIM availability must be confirmed for
the applicable operation and time using current GPS satellite information. Operators may satisfy
the predictive RAIM requirement through any one of the following methods:
• Operators may monitor the status of each satellite in its plane/slot position, by
accounting for the latest GPS constellation status (for example, NOTAM or
Notice Advisory to Navstar Users (NANU)), and compute RAIM availability
using model-specific RAIM prediction software, or
• Operators may use the Service Availability Prediction Tool (SAPT), located at
https://sapt.faa.gov, or
• Operators may contact a Flight Service Station (FSS)(not Direct User Access
Terminal (DUAT)) to obtain Nonprecision Approach (NPA) RAIM, or
• 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 flightpath and times, or
• Operators may use the receiver’s installed RAIM prediction capability (for
TSO-C129a/Class A1/B1/C1 equipment) to provide NPA RAIM, accounting for
the latest GPS constellation status (for example, NOTAM or NANU). Receiver
NPA RAIM should be checked at airports spaced at intervals not to exceed 60
nautical miles (NM) along the applicable procedure flight track.
• “Terminal” or “Approach” RAIM must be available at the estimated time of
arrival (ETA) over each airport checked, or
• Operators not using model-specific software or FAA/VOLPE RAIM data will
need FAA operational approval.

NOTE: The planned use of ground-based NAVAIDs for equivalent RAIM is

not acceptable.

(3) Operators of aircraft with RNAV systems that use GPS input but do not automatically
alert the pilot of a loss of GPS must develop procedures to verify correct GPS operation.

(4) Operators should not plan to use GPS in areas affected by a GPS “unreliable” or
“may not be available” NOTAM.

b. WAAS.

(1) RNAV systems using WAAS input may be used as an alternate means of navigation
without restriction.

(2) Operators planning to use TSO-C145/-C146 equipment as a substitute means of

navigation must check WAAS NOTAMs and confirm WAAS availability for the applicable
operation and time.

(3) Operators should not plan to use WAAS in areas affected by a GPS “unreliable” or
“may not be available” NOTAM.

Page 8 Par 11
3/3/11 AC 90-108

c. DME/DME/IRU.

(1) RNAV systems using DME/DME/IRU, without GPS input, may be used as an
alternate means of navigation where valid DME/DME position updating is published as available
(for example, by NOTAM or authorization).

(2) In order to use a substitute means of navigation on departure procedures, pilots of

aircraft with RNAV systems using DME/DME/IRU, without GPS input, must ensure their
aircraft navigation system position is confirmed, within 1,000 feet, at the start point of takeoff
roll. The use of an automatic or manual runway update is an acceptable means of compliance
with this requirement. A navigation map display may also be used to confirm aircraft position, if
pilot procedures and display resolution allow for compliance with the 1,000-foot tolerance
requirement.

12. PILOT KNOWLEDGE AND TRAINING. Pilots should be familiar with the information
in this AC prior to conducting the operations discussed herein. For parts 91K, 121, 125, 129,
and 135 operators, the approved operating procedures and training program should address the
elements listed in this AC. A review of applicable portions of the Pilot Knowledge Requirements
and Training section in AC 90-100 is also recommended.

13. AC FEEDBACK FORM. For your convenience, the AC Feedback Form is the last page of
this AC. Note any deficiencies found, clarifications needed, or suggested improvements
regarding the contents of this AC on the Feedback Form.

Par 11 Page 9 (and 10)

 Advisory Circular Feedback Form

If you find an error in this AC, have recommendations for improving it, or have suggestions for
new items/subjects to be added, you may let us know by contacting the Flight Technologies
and Procedures Division (AFS-400) at [email protected] or the Flight
Standards Directives Management Officer at [email protected].
Subject: AC 90-108 CHG 1, Use of Suitable Area Navigation (RNAV) Systems on
Conventional Routes and Procedures

Date: _____________________

Please check all appropriate line items:

An error (procedural or typographical) has been noted in paragraph ____________
on page _______.

Recommend paragraph _____________ on page __________ be changed as follows:

______________________________________________________________________

______________________________________________________________________

In a future change to this AC, please cover the following subject:

(Briefly describe what you want added.)

______________________________________________________________________

______________________________________________________________________

Other comments:

______________________________________________________________________

______________________________________________________________________

I would like to discuss the above. Please contact me.

Submitted by: Date: ______________________