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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
±0.3NM. 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.
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.
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.
o. 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
AIM 2/14/08
1-1-36 Navigation Aids
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
　
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