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aircraft is within 30 miles of the airport/heliport
reference point even if the approach is armed earlier.
Feeder route obstacle clearance is predicated on the
receiver being in terminal (±1 NM) CDI sensitivity
and RAIM within 30 NM of the airport/heliport
reference point, therefore, the receiver should always
be armed (if required) not later than the 30 NM
annunciation.
4. The pilot must be aware of what bank
angle/turn rate the particular receiver uses to compute
turn anticipation, and whether wind and airspeed are
included in the receiver’s calculations. This information
should be in the receiver operating manual. Over
or under banking the turn onto the final approach
course may significantly delay getting on course and
may result in high descent rates to achieve the next
segment altitude.
5. When within 2 NM of the FAWP with the
approach mode armed, the approach mode will
switch to active, which results in RAIM changing to
approach sensitivity and a change in CDI sensitivity.
Beginning 2 NM prior to the FAWP, the full scale CDI
sensitivity will smoothly change from ±1 NM to
±0.3 NM at the FAWP. As sensitivity changes from
±1 NM to ±0.3 NM approaching the FAWP, with the
AIM 2/19/04
1−1−38 Air Navigation Aids
CDI not centered, the corresponding increase in CDI
displacement may give the impression that the
aircraft is moving further away from the intended
course even though it is on an acceptable intercept
heading. Referencing the digital track displacement
information (cross track error), if it is available in the
approach mode, may help the pilot remain position
oriented in this situation. Being established on the
final approach course prior to the beginning of the
sensitivity change at 2 NM will help prevent
problems in interpreting the CDI display during ramp
down. Therefore, requesting or accepting vectors
which will cause the aircraft to intercept the final
approach course within 2 NM of the FAWP is not
recommended.
6. When receiving vectors to final, most
receiver operating manuals suggest placing the
receiver in the nonsequencing mode on the FAWP
and manually setting the course. This provides an
extended final approach course in cases where the
aircraft is vectored onto the final approach course
outside of any existing segment which is aligned with
the runway. Assigned altitudes must be maintained
until established on a published segment of the
approach. Required altitudes at waypoints outside the
FAWP or stepdown fixes must be considered.
Calculating the distance to the FAWP may be
required in order to descend at the proper location.
7. Overriding an automatically selected sensitivity
during an approach will cancel the approach
mode annunciation. If the approach mode is not
armed by 2 NM prior to the FAWP, the approach
mode will not become active at 2 NM prior to the
FAWP, and the equipment will flag. In these
conditions, the RAIM and CDI sensitivity will not
ramp down, and the pilot should not descend to MDA,
but fly to the MAWP and execute a missed approach.
The approach active annunciator and/or the receiver
should be checked to ensure the approach mode is
active prior to the FAWP.
8. Do not attempt to fly an approach unless the
procedure is contained in the current, on−board
navigation database and identified as “GPS” on the
approach chart. The navigation database may contain
information about nonoverlay approach procedures
that is intended to be used to enhance position
orientation, generally by providing a map, while
flying these approaches using conventional
NAVAIDs. This approach information should not be
confused with a GPS overlay approach (see the
receiver operating manual, AFM, or AFM
Supplement for details on how to identify these
procedures in the navigation database). Flying point
to point on the approach does not assure compliance
with the published approach procedure. The proper
RAIM sensitivity will not be available and the CDI
sensitivity will not automatically change to
±0.3 NM. Manually setting CDI sensitivity does not
automatically change the RAIM sensitivity on some
receivers. Some existing nonprecision approach
procedures cannot be coded for use with GPS and will
not be available as overlays.
9. Pilots should pay particular attention to the
exact operation of their GPS receivers for performing
holding patterns and in the case of overlay
approaches, operations such as procedure turns.
　
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