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These procedures may require manual intervention
by the pilot to stop the sequencing of waypoints by the
receiver and to resume automatic GPS navigation
sequencing once the maneuver is complete. The same
waypoint may appear in the route of flight more than
once consecutively (e.g., IAWP, FAWP, MAHWP on
a procedure turn). Care must be exercised to ensure
that the receiver is sequenced to the appropriate
waypoint for the segment of the procedure being
flown, especially if one or more fly−overs are skipped
(e.g., FAWP rather than IAWP if the procedure turn
is not flown). The pilot may have to sequence past one
or more fly−overs of the same waypoint in order to
start GPS automatic sequencing at the proper place in
the sequence of waypoints.
10. Incorrect inputs into the GPS receiver are
especially critical during approaches. In some cases,
an incorrect entry can cause the receiver to leave the
approach mode.
11. A fix on an overlay approach identified by a
DME fix will not be in the waypoint sequence on the
GPS receiver unless there is a published name
assigned to it. When a name is assigned, the along
track to the waypoint may be zero rather than the
DME stated on the approach chart. The pilot should
be alert for this on any overlay procedure where the
original approach used DME.
8/5/04 AIM
Air Navigation Aids 1−1−39
12. If a visual descent point (VDP) is published,
it will not be included in the sequence of waypoints.
Pilots are expected to use normal piloting techniques
for beginning the visual descent, such as ATD.
13. Unnamed stepdown fixes in the final
approach segment will not be coded in the waypoint
sequence of the aircraft’s navigation database and
must be identified using ATD. Stepdown fixes in the
final approach segment of RNAV (GPS) approaches
are being named, in addition to being identified by
ATD. However, since most GPS avionics do not
accommodate waypoints between the FAF and MAP,
even when the waypoint is named, the waypoints for
these stepdown fixes may not appear in the sequence
of waypoints in the navigation database. Pilots must
continue to identify these stepdown fixes using ATD.
p. Missed Approach
1. A GPS missed approach requires pilot
action to sequence the receiver past the MAWP to the
missed approach portion of the procedure. The pilot
must be thoroughly familiar with the activation
procedure for the particular GPS receiver installed in
the aircraft and must initiate appropriate action
after the MAWP. Activating the missed approach
prior to the MAWP will cause CDI sensitivity to
immediately change to terminal (±1NM) sensitivity
and the receiver will continue to navigate to the
MAWP. The receiver will not sequence past the
MAWP. Turns should not begin prior to the MAWP.
If the missed approach is not activated, the GPS
receiver will display an extension of the inbound final
approach course and the ATD will increase from the
MAWP until it is manually sequenced after crossing
the MAWP.
2. Missed approach routings in which the first
track is via a course rather than direct to the next
waypoint require additional action by the pilot to
set the course. Being familiar with all of the inputs
required is especially critical during this phase of
flight.
q. GPS Familiarization
Pilots should practice GPS approaches under visual
meteorological conditions (VMC) until thoroughly
proficient with all aspects of their equipment
(receiver and installation) prior to attempting flight
by IFR in instrument meteorological conditions
(IMC). Some of the areas which the pilot should
practice are:
1. Utilizing the receiver autonomous integrity
monitoring (RAIM) prediction function;
2. Inserting a DP into the flight plan, including
setting terminal CDI sensitivity, if required, and the
conditions under which terminal RAIM is available
for departure (some receivers are not DP or STAR
capable);
3. Programming the destination airport;
4. Programming and flying the overlay approaches
(especially procedure turns and arcs);
5. Changing to another approach after selecting
an approach;
6. Programming and flying “direct” missed
approaches;
7. Programming and flying “routed” missed
approaches;
8. Entering, flying, and exiting holding patterns,
particularly on overlay approaches with a second
waypoint in the holding pattern;
9. Programming and flying a “route” from a
holding pattern;
10. Programming and flying an approach with
　
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