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1. Verify aircraft GPS system integrity monitoring
is functioning properly and indicates satisfactory
integrity.
2. Select the NDB/compass locator facility from the
airborne database as the active WP. If the chart depicts
the compass locator collocated with a fix of the same
name, use of that fix as the active WP in place of the
compass locator facility is authorized.
3. Select and navigate on the appropriate course to or
from the active WP.
7-30
To Determine Aircraft Position Over an NDB/
Compass Locator:
1. Verify aircraft GPS system integrity monitoring
is functioning properly and indicates satisfactory
integrity.
2. Select the NDB/compass locator facility from the
airborne database. When using an NDB/compass
locator, the facility must be charted and be in the
airborne database. If the facility is not in the airborne
database, pilots are not authorized to use a facility WP
for this operation.
3. A pilot is over the NDB/compass locator when the
GPS system indicates arrival at the active WP.
To Determine Aircraft Position Over a Fix Made up
of an NDB/Compass Locator Bearing Crossing a
VOR/LOC Course:
1. Verify aircraft GPS system integrity monitoring
is functioning properly and indicates satisfactory
integrity.
2. A fix made up by a crossing NDB/compass locator
bearing is identified by a five-letter fix name. Pilots
may select either the named fix or the NDB/compass
locator facility providing the crossing bearing to
establish the fix as the active GPS WP. When using
an NDB/compass locator, that facility must be charted
and be in the airborne database. If the facility is not
in the airborne database, pilots are not authorized to
use a facility WP for this operation.
3. When selecting the named fix as the active GPS WP,
pilot is over the fix when the GPS system indicates
the pilot is at the WP.
4. When selecting the NDB/compass locator facility
as the active GPS WP, pilots are over the fix when
the GPS bearing to the active WP is the same as
the charted NDB/compass locator bearing for the
fix flying the prescribed track from the non-GPS
navigation source.
To Hold Over an NDB/Compass Locator:
1. Verify aircraft GPS system integrity monitoring
is functioning properly and indicates satisfactory
integrity.
2. Select the NDB/compass locator facility from the
airborne database as the active WP. When using a
facility as the active WP, the only acceptable facility
is the NDB/compass locator facility which is charted.
If this facility is not in the airborne database, its use
is not authorized.
3. Select nonsequencing (e.g., “HOLD” or “OBS”) mode
and the appropriate course in accordance with the
POH/AFM, or supplement.
4. Hold using the GPS system in accordance with the
POH/AFM, or supplement.
IFR Flight Using GPS
Preflight preparations should ensure that the GPS is properly
installed and certified with a current database for the type
of operation. The GPS operation must be conducted in
accordance with the FAA-approved POH/AFM or flight
manual supplement. Flightcrew members must be thoroughly
familiar with the particular GPS equipment installed in the
aircraft, the receiver operation manual, and the POH/AFM
or flight manual supplement. Unlike ILS and VOR, the
basic operation, receiver presentation to the pilot and some
capabilities of the equipment can vary greatly. Due to these
differences, operation of different brands, or even models
of the same brand of GPS receiver under IFR should not be
attempted without thorough study of the operation of that
particular receiver and installation. Using the equipment in
flight under VFR conditions prior to attempting IFR operation
will allow further familiarization.
Required preflight preparations should include checking
NOTAMs relating to the IFR flight when using GPS as a
supplemental method of navigation. GPS satellite outages are
issued as GPS NOTAMs both domestically and internationally.
Pilots may obtain GPS RAIM availability information
for an airport by specifically requesting GPS aeronautical
information from an automated flight service station
(AFSS) during preflight briefings. GPS RAIM aeronautical
information can be obtained for a 3-hour period: the estimated
time of arrival (ETA), and 1 hour before to 1 hour after the
ETA hour, or a 24-hour time frame for a specific airport. FAA
briefers will provide RAIM information for a period of 1 hour
before to 1 hour after the ETA, unless a specific timeframe is
requested by the pilot. If flying a published GPS departure, the
　
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