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chart, both laterally and vertically.
NOTE−
There 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.
3)If the cursory check of procedure logic or
individual waypoint location, specified in 2) 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.
AIP ENR 4.1−29
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
18.7GPS Approach Procedures
18.7.1As 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)
RWY24"). During these GPS approaches, underlying
ground−based 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.
NOTE−
Any 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.
18.8GPS NOTAMs/Aeronautical Information
18.8.1GPS 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.
18.8.2The 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:
18.8.2.1NOTAMs not contained in the ATIS
broadcast.
18.8.2.2Pilot reports of GPS anomalies received
within the preceding 15 minutes.
18.8.3Civilian pilots may obtain GPS RAIM
availability information for nonprecision approach
procedures by specifically requesting GPS 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.
18.8.4The 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.
18.8.5Receiver 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.
18.9Receiver Autonomous Integrity Monitoring
(RAIM)
18.9.1RAIM 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
relative to the horizon, and aircraft attitude may affect
reception of one or more satellites. Since the relative
　
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