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frequency is tuned, removing the GPS information
from the CDI display. Good advance planning and
intimate knowledge of your navigation systems are
vital to safe and successful use of GPS.
(3) The following are some factors to
consider when preparing to install a GPS receiver in
an aircraft. Installation of the equipment can
determine how easy or how difficult it will be to use
the system.
[a] Consideration should be given to
installing the receiver within the primary instrument
scan to facilitate using the GPS in lieu of ADF and/or
DME. This will preclude breaking the primary
instrument scan while flying the aircraft and tuning,
and identifying waypoints. This becomes increasingly
important on approaches, and missed approaches.
AIM 2/19/04
1−1−34 Air Navigation Aids
[b] Many GPS receivers can drive an
ADF type bearing pointer. Such an installation will
provide the pilot with an enhanced level of situational
awareness by providing GPS navigation information
while the CDI is set to VOR or ILS.
[c] The GPS receiver may be installed so
that when an ILS frequency is tuned, the navigation
display defaults to the VOR/ILS mode, preempting
the GPS mode. However, if the receiver installation
requires a manual selection from GPS to ILS, it
allows the ILS to be tuned and identified while
navigating on the GPS. Additionally, this prevents the
navigation display from automatically switching
back to GPS when a VOR frequency is selected. If the
navigation display automatically switches to GPS
mode when a VOR is selected, the change may go
unnoticed and could result in erroneous navigation
and departing obstruction protected airspace.
[d] GPS is a supplemental navigation
system in part due to signal availability. There will be
times when your system will not receive enough
satellites with proper geometry to provide accurate
positioning or sufficient integrity. Procedures should
be established by the pilot in the event that GPS
outages occur. In these situations, the pilot should
rely on other approved equipment, delay departure,
reroute, or discontinue IFR operations.
g. Equipment and Database Requirements
1. Authorization to fly approaches under IFR
using GPS avionics systems requires that:
(a) A pilot use GPS avionics with TSO−
C129, or equivalent, authorization in class A1, B1,
B3, C1, or C3; and
(b) All approach procedures to be flown must
be retrievable from the current airborne navigation
database supplied by the TSO−C129 equipment
manufacturer or other FAA approved source.
(c) Prior to using a procedure or waypoint
retrieved from the airborne navigation database, the
pilot should verify the validity of the database. This
verification should include the following preflight
and in−flight steps:
(1) Preflight:
[a] Determine the date of database
issuance, and verify that the date/time of proposed
use is before the expiration date/time.
[b] Verify that the database provider has
not published a notice limiting the use of the specific
waypoint or procedure.
(2) Inflight:
[a] Determine that the waypoints and
transition names coincide with names found on the
procedure chart. Do not use waypoints, which do not
exactly match the spelling shown on published
procedure charts.
[b] Determine that the waypoints are
generally logical in location, in the correct order, and
that their orientation to each other is as found on the
procedure chart, both laterally and vertically.
NOTE−
There is no specific requirement to check each waypoint
latitude and longitude, type of waypoint and/or altitude
constraint, only the general relationship of waypoints in
the procedure, or the logic of an individual waypoint’s
location.
[c] If the cursory check of procedure
logic or individual waypoint location, specified in [b]
above, indicates a potential error, do not use the
retrieved procedure or waypoint until a verification of
latitude and longitude, waypoint type, and altitude
constraints indicate full conformity with the
published data.
h. GPS Approach Procedures
As the production of stand−alone GPS approaches
has progressed, many of the original overlay
approaches have been replaced with stand−alone
procedures specifically designed for use by GPS
systems. The title of the remaining GPS overlay
procedures has been revised on the approach chart to
“or GPS” (e.g., VOR or GPS RWY 24). Therefore, all
the approaches that can be used by GPS now contain
　
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