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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.
NOTEThere
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.
g. 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
“GPS” in the title (e.g., “VOR or GPS RWY 24,”
“GPS RWY 24,” or “RNAV (GPS) RWY 24”).
During these GPS approaches, underlying groundbased
NAVAIDs are not required to be operational
and associated aircraft avionics need not be installed,
operational, turned on or monitored (monitoring of
the underlying approach is suggested when equipment
is available and functional). Existing overlay
approaches may be requested using the GPS title,
such as “GPS RWY 24” for the VOR or GPS
RWY24.
NOTEAny
required alternate airport must have an approved
instrument approach procedure other than GPS that is
anticipated to be operational and available at the
estimated time of arrival, and which the aircraft is
equipped to fly.
h. GPS NOTAMs/Aeronautical Information
1. GPS satellite outages are issued as GPS
NOTAMs both domestically and internationally.
However, the effect of an outage on the intended
operation cannot be determined unless the pilot has a
RAIM availability prediction program which allows
excluding a satellite which is predicted to be out of
service based on the NOTAM information.
2. The term UNRELIABLE is used in conjunction
with GPS NOTAMs. The term UNRELIABLE
is an advisory to pilots indicating the expected level
of service may not be available. GPS operation may
be NOTAMed UNRELIABLE due to testing or
anomalies. Air Traffic Control will advise pilots
requesting a GPS or RNAV (GPS) approach of GPS
UNRELIABLE for:
(a) NOTAMs not contained in the ATIS
broadcast.
(b) Pilot reports of GPS anomalies received
within the preceding 15 minutes.
3. Civilian pilots may obtain GPS RAIM
availability information for nonprecision approach
procedures by specifically requesting GPS
AIM 2/14/08
1-1-32 Navigation Aids
aeronautical information from an Automated Flight
Service Station during preflight briefings. GPS
RAIM aeronautical information can be obtained for
a period of 3 hours (ETA hour and 1 hour before to 1
hour after the ETA hour) or a 24 hour time frame at
a particular airport. FAA briefers will provide RAIM
information for a period of 1 hour before to 1 hour
after the ETA, unless a specific time frame is
requested by the pilot. If flying a published GPS
departure, a RAIM prediction should also be
requested for the departure airport.
4. The military provides airfield specific GPS
RAIM NOTAMs for nonprecision approach procedures
at military airfields. The RAIM outages are
issued as M-series NOTAMs and may be obtained for
up to 24 hours from the time of request.
5. Receiver manufacturers and/or database
suppliers may supply “NOTAM” type information
concerning database errors. Pilots should check these
sources, when available, to ensure that they have the
most current information concerning their electronic
database.
i. Receiver Autonomous Integrity Monitoring
(RAIM)
1. RAIM outages may occur due to an
insufficient number of satellites or due to unsuitable
satellite geometry which causes the error in the
position solution to become too large. Loss of satellite
reception and RAIM warnings may occur due to
aircraft dynamics (changes in pitch or bank angle).
Antenna location on the aircraft, satellite position
　
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