Evan's CFI Notebook

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====== 206A - Navigation Systems ======

===== VOR Principles =====

[[https://docs.google.com/document/d/e/2PACX-1vR2wKy_qJpMUJVcJS3u1Kpr69ZVlW6Cy4YaIanJcSTlMcvLZ-N1LYW2oHgcufWc-rRErCNkW1MU4W9E/pub|VOR & DME Nav Systems]]

===== VOR Operational Procedures & Checks =====


===== Chart Supplement / NOTAMs =====


===== GPS Principles =====


===== GPS Requirements for IFR =====

<note>See AIM 1-1-17 Section 2</note>

 GPS navigation equipment used for IFR operations must be approved in accordance with the requirements specified in Technical Standard Order (TSO) TSO−C129(), TSO−C196(), TSO−C145(), or TSO−C146(), and the installation must be done in accordance  with  Advisory  Circular  AC  20−138, Airworthiness Approval of Positioning and Navigation  Systems.  Equipment  approved  in  accordance with TSO−C115a does not meet the requirements of TSO−C129.  **Visual flight rules (VFR) and hand−held GPS systems are not authorized for IFR navigation, instrument approaches, or as a principal instrument flight reference.**

Aircraft  using  un-augmented  GPS (TSO-C129() or TSO-C196()) for navigation under IFR **must be equipped with an alternate approved and operational  means  of  navigation  suitable  for navigating the proposed route of flight.** (Examples of alternate  navigation  equipment  include  VOR  or DME/DME/IRU  capability).  Active  monitoring  of
alternative  navigation  equipment  is  not  required when  RAIM  is  available  for  integrity  monitoring.
Active  monitoring  of  an  alternate  means  of navigation  is  required  when  the  GPS  RAIM capability is lost.

 Procedures must be established for use
in  the  event  that  the  loss  of  RAIM  capability  is
predicted  to  occur.  In  situations  where  RAIM  is
predicted to be unavailable, the flight must rely on
other  approved  navigation  equipment,  re-route  to
where RAIM is available, delay departure, or cancel
the flight.

The GPS operation must be conducted
in accordance with the FAA−approved aircraft flight
manual (AFM) or flight manual supplement. Flight
crew members must be thoroughly familiar with the
particular GPS equipment installed in the aircraft, the
receiver operation manual, and the AFM or flight
manual  supplement.  Operation,  receiver  presenta-
tion and capabilities of GPS equipment vary. Due to
these  differences,  operation  of  GPS  receivers  of
different brands, or even models of the same brand,
under IFR should not be attempted without thorough
operational  knowledge.  Most  receivers  have  a
built−in simulator mode, which allows the pilot to
become familiar with operation prior to attempting
operation in the aircraft.

Aircraft  navigating  by IFR−approved
GPS  are  considered  to  be  performance−based
navigation (PBN) aircraft and have special equip-
ment suffixes. File the appropriate equipment suffix
in accordance with TBL 5−1−3 on the ATC flight
plan. If GPS avionics become inoperative, the pilot
should advise ATC and amend the equipment suffix.

Prior  to  any  GPS  IFR  operation,  the
pilot  must  review  appropriate  NOTAMs  and
aeronautical information. (See GPS NOTAMs/Aero-
nautical Information).

==== GPS Databases & IFR Flight ====

<note>See AIM 1-1-17 2 b</note>

The  onboard navigation data must be current and appropriate for the region of intended operation and should include the navigation aids, waypoints, and relevant coded terminal  airspace  procedures  for  the  departure,
arrival, and alternate airfields.

All  approach  procedures  to  be  flown must  be  retrievable  from  the  current  airborne navigation  database  supplied  by  the  equipment manufacturer  or  other  FAA−approved source. The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints. Manual entry of waypoints using latitude/longitude or place/bearing is not permitted for approach procedures.


===== GPS Initialization & Operational Use =====

Prior to using a procedure or waypoint retrieved from the airborne navigation database, the pilot should verify the validity of the database. This verification  should  include  the  following  preflight and inflight steps:
  - [a] Preflight:
    - [1]  Determine the date of database issuance, and verify that the date/time of proposed use is before the expiration date/time.
    - [2]  Verify that the database provider has  not  published  a  notice  limiting  the  use  of  the specific waypoint or procedure.
  - [b] Inflight:
    - [1]  Determine  that  the  waypoints and transition names coincide with names found on the procedure chart. Do not use waypoints which do not exactly match the spelling shown on published procedure charts.
    - [2]  Determine that the waypoints are logical  in  location,  in  the  correct  order,  and  their orientation to each other is as found on the procedure chart, both laterally and vertically.

===== G1000 RMI Feature =====

{{ :courses:206a:g1000_rmi.jpg?direct&400 |}}
Evan's CFI Notebook

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