So you fly the KEA transition like this:
Track RDL 265 KEA until crossing RDL 187 ATV or 27 DME KEA
Start a right turn and intercept RDL 192 ATV
Fly RDL192 until intercepting final
As egid said, RDL 187 ATV is a lead radial which is a radial used only to tell you when to start a turn.
As far as 20 DME ATV, it is actually only used for the PELAG transition ...
No. The FMS does not use rhumb lines.
All RNP/RNAV flight path legs are geodesics. The only exceptions are RF legs (a constant radius circular path about a turn center) and hold legs (a closed racetrack pattern).
To quote RTCA DO-236C, Minimum Aviation System Performance Standards: Required Navigation Performance for Area Navigation:
RNP Routes and ...
FAA Order 8260.46F - Departure Procedure (DP) Program describes "... the policy, guidance, and standardization for initiating, developing,
processing, and managing the Departure Procedure (DP) Program."
Your questions are broad-based, but Order 8260.46F should provide the answers you are looking for.
Here are two figures from Order 8260.46F. These ...
The textual description says clearly:
RWY track to 4.5 DME FFM/1.5 DME FRD or 800, whichever is later
The equivalent encoding is:
[A800+] - DF134 (25C)[L] / DF135 (25L)[L]
The meaning of this is climb to an altitude of 800ft or above, then after passing DF134/DF135 turn left.
From this EUROCONTROL document (Guidance Material for the Design of ...
You asked the question in terms of ARINC 424 which imposes the constraints of the database structure and use. So I'll try to explain SIDs within that constraint and in the broader sense. The reason for that is that ARINC 424 exists to support the use of an FMS (or an RNAV navigator). But some SIDs don't require an FMS to fly them. The ones that start with "...
Yes, a SID can have three parts as you described. The runway transition defines the path from each runway to get to the common route section of the SID. All runways then share the common route section. After the common route, there may be multiple enroute transtions to get an aircraft on to the rest of its flight plan.
Below is the EPKEE RNAV departure from ...
First; you have to understand that ARINC 424 is an industry standard. It is not regulatory. The regulatory documents are published by RTCA (and EUROCAE in the EU). The basic database coding requirements of it are generally well accepted and used by the industry as those are essential to its primary function of interoperability. But there's a lot of ...
These are RNAV procedures as defined in ARINC 424 used for database coding. They define paths which an aircraft must follow during RNAV departures and approaches. Every standard departure and approach can be divided into distinct sections. Each possible path starts at a point and ends at a termination point. The file format is standardized so that each and ...
The PBN manual is the place to start. In Section 5 on departure procedures it includes the following reference:
b. Leg type limitations. See Order 8260.46, paragraph 3-1-5 for
permissible leg types.
Also, all the TERPS requirements also apply, except where modified by the PBN manual.
There's usually no one rule that applies universally. It's about ...
It's in the Altitude/Minimum Altitude data field:
5.30 Altitude/Minimum Altitude
Definition/Description: The Altitude/Minimum Altitude field indicates
the reference altitude associated with (1) Enroute Airways (MEA, MFA
or other minimum altitudes as defined by source), (2) holding pattern
path of Holding Pattern record, (3) altitudes at fixes ...
As the name suggests, MEA is coded for enroute segments lik ethe airways (ARINC permits this). In so far as Instrument Approaches are concerned, the templates takes into account vertical clearances in Primary and secondary areas and then arrives at safe heights at each segment. Geometry of primary and secondary areas and the clearance therein depends on ...