content_image/527238.jpg
Below is a list of generic checks that should be used when checking the accuracy of the system prior to flight. 

1. System initialization—pilots should confirm that the navigation database is current and verify that the aircrafts present position has been entered correctly. 

2. Active flight plan check—the active flight plan should be checked by comparing the aeronautical charts, departure and arrival procedures, and other applicable documents with the map display. 

<img src='content_image/527238.jpg'>

3. Prior to takeoff—ensure that the RNAV system is available. If possible, check to see that the system is updating when aircraft position is changing. 

Note: While in flight, continue to verify system accuracy by displaying bearing/range to a VOR/DME on the RNAV system and compare it to the actual RMI reading of that particular NAVAID. 

## Waypoints 

Waypoints are predetermined geographical locations that are defined in terms of latitude/longitude coordinates or fixes, used to define an RNAV route or the flight path of an aircraft employing RNAV. Waypoints may be a simple named point in space or may be associated with existing NAVAIDs, intersections, or fixes. A waypoint is most often used to indicate a change in direction, speed, or altitude along the desired path. Aviation RNAV procedures make use of both fly-over and fly-by waypoints. A fly-over waypoint is a waypoint that must be crossed vertically by an aircraft. A fly-by waypoint is a waypoint that marks the 

intersection of two straight paths, with the transition from one path to another being made by the aircraft using a precisely calculated turn that flies by but does not vertically cross the waypoint. [Figure 2-53] 

## User-Defined Waypoints 

Pilots typically create user-defined waypoints for use in their own random RNAV direct navigation. They are newly established, unpublished airspace fixes that are designated geographic locations/positions that help provide positive course guidance for navigation and a means of checking progress on a flight. They may or may not be actually plotted by the pilot on en route charts, but would normally be communicated to ATC in terms of bearing and distance or latitude/longitude. An example of user-defined waypoints typically includes those generated by various means including keyboard input, and even electronic map mode functions used to establish waypoints with a cursor on the display. 

Another example is an offset phantom waypoint, which is a point-in-space formed by a bearing and distance from NAVAIDs, such as VORTACs and tactical air navigation (TACAN) stations, using a variety of navigation systems. When specifying unpublished waypoints in a flight plan, they can be communicated using the frequency/bearing/ distance format or latitude and longitude, and they automatically become compulsory reporting points unless otherwise advised by ATC. All aircraft with latitude and longitude navigation systems flying above FL 390 must use latitude and longitude to define turning points. 

## Floating Waypoints 

Floating waypoints, or reporting points, represent airspace fixes at a point in space not directly associated with a conventional airway. In many cases, they may be established for such purposes as ATC metering fixes, holding points, RNAV-direct routing, gateway waypoints, STAR origination points leaving the en route structure, and SID terminating points joining the en route structure. In the top example of Figure 2-54, a low altitude en route chart depicts three floating waypoints that have been highlighted: SCORR, FILUP, and CHOOT. Notice that waypoints are named with five-letter identifiers that are unique and pronounceable. Pilots must be careful of similar waypoint names. Notice on the high altitude en route chart excerpt in the bottom example, the similar sounding and spelled floating waypoint named SCOOR, rather than SCORR. This emphasizes the importance of correctly entering waypoints into database-driven navigation systems. One waypoint character incorrectly entered into your navigation system could adversely affect your flight. The SCOOR floating reporting point also is 

