Federal Aviation Administration Twentieth Edition
prevent a serious deviation. See subparagraphs 18.1.6 and 18.1.7 for more information on RAIM.
18.2.3.2 Database Currency
a) In many receivers, an updateable database is used for navigation fixes, airports, and instrument procedures. These databases must be maintained to the current update for IFR operation, but no such requirement exists for VFR use.
b) However, in many cases, the database drives a moving map display which indicates Special Use Airspace and the various classes of airspace, in addition to other operational information. Without a current database the moving map display may be outdated and offer erroneous information to VFR pilots wishing to fly around critical airspace areas, such as a Restricted Area or a Class B airspace segment. Numerous pilots have ventured into airspace they were trying to avoid by using an outdated database. If you don’t have a current database in the receiver, disregard the moving map display for critical navigation decisions.
c) In addition, waypoints are added, removed, relocated, or renamed as required to meet operational needs. When using GPS to navigate relative to a named fix, a current database must be used to properly locate a named waypoint. Without the update, it is the pilot’s responsibility to verify the waypoint location referencing to an official current source, such as the Airport/Facility Directory, Sectional Chart, or En Route Chart.
18.2.3.3 Antenna Location
a) In many VFR installations of GPS receivers, antenna location is more a matter of convenience than performance. In IFR installations, care is exercised to ensure that an adequate clear view is provided for the antenna to see satellites. If an alternate location is used, some portion of the aircraft may block the view of the antenna, causing a greater opportunity to lose navigation signal.
b) This is especially true in the case of hand.helds. The use of hand.held receivers for VFR operations is a growing trend, especially among rental pilots. Typically, suction cups are used to place the GPS antennas on the inside of cockpit windows. While this method has great utility, the antenna location is limited to the cockpit or cabin only and is rarely optimized to provide a clear view of available satellites. Consequently, signal losses may occur in certain situations of aircraft.satellite geometry, causing a loss of navigation signal. These losses, coupled with a lack of RAIM capability, could present erroneous position and navigation informa-tion with no warning to the pilot.
c) While the use of a hand.held GPS for VFR operations is not limited by regulation, modification of the aircraft, such as installing a panel. or yoke.mounted holder, is governed by 14 CFR Part 43. Consult with your mechanic to ensure compliance with the regulation, and a safe installation.
18.2.4 As a result of these and other concerns, here are some tips for using GPS for VFR operations:
18.2.4.1 Always check to see if your unit has RAIM capability. If no RAIM capability exists, be suspicious of your GPS position when any disagreement exists with the position derived from other radio navigation systems, pilotage, or dead reckoning.
18.2.4.2 Check the currency of the database, if any. If expired, update the database using the current revision. If an update of an expired database is not possible, disregard any moving map display of airspace for critical navigation decisions. Be aware that named waypoints may no longer exist or may have been relocated since the database expired. At a minimum, the waypoints planned to be used should be checked against a current official source, such as the Airport/Facility Directory, or a Sectional Aeronautical Chart.
18.2.4.3 While hand.helds can provide excellent navigation capability to VFR pilots, be prepared for intermittent loss of navigation signal, possibly with no RAIM warning to the pilot. If mounting the receiver in the aircraft, be sure to comply with 14 CFR Part 43.
18.2.4.4 Plan flights carefully before taking off. If you wish to navigate to user.defined waypoints, enter them before flight, not on.the.fly. Verify your planned flight against a current source, such as a current sectional chart. There have been cases in which one pilot used waypoints created by another pilot that were not where the pilot flying was expecting. This generally resulted in a navigation error. Minimize head.down time in the aircraft and keep a sharp lookout for traffic, terrain, and obstacles.
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