Roberta Aguirre
Pilots are required to have an alternate airport available in case they cannot land at their destination airport. This alternate airport must have an available instrument approach procedure (IAP) that does not require the use of GPS. This restriction includes conducting a conventional approach at the alternate airport using a substitute means of navigation that is based on GPS. However, pilots with WAAS receivers may flight plan to use any instrument approach procedure authorized for use with their WAAS avionics as the planned approach at a required alternate. This means that pilots can use GPS-based IAP at either the destination or the alternate airport, but not at both locations.
| Characteristics | Values |
|---|---|
| Use of GPS-based IAP at destination and alternate airport | Not permitted |
| Use of GPS-based IAP at either destination or alternate airport | Permitted for TSO-C129 and TSO-C196 equipped users with FDE capability, who perform a preflight RAIM prediction at the airport |
| Use of GPS-based IAP at airport with no other approaches | Not permitted |
| Use of GPS-based IAP at airport with no other approaches if destination requires filing an alternate | Permitted with WAAS receivers |
| Use of GPS in lieu of DME/ADF | Permitted for IFR-certified GPS receivers for most IFR operations |
| Use of GPS in lieu of DME/ADF for NDB approaches | Not permitted |
| Use of GPS in lieu of DME/ADF for other approaches | Permitted in some cases |
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What You'll Learn
GPS-based IAP at destination or alternate airport
For GPS-based IAP at the destination or alternate airport, pilots with WAAS receivers may flight plan to use any instrument approach procedure (IAP) authorized for use with their WAAS avionics. However, it is important to note that this is only applicable to either the destination or the alternate airport, but not both. This restriction is in place to ensure that other approaches, such as a ground-based navigation system like VOR or ILS, are available at the airport.
When using WAAS at an alternate airport, flight planning must consider specific requirements. These include flying the RNAV (GPS) LNAV or circling minima line, following minima on a GPS approach procedure, or utilizing a conventional approach procedure with "or GPS" in the title. Additionally, Code of Federal Regulation (CFR) Part 91 non-precision weather requirements must be considered during the planning phase.
Upon arrival at an alternate airport, pilots can utilize vertical guidance to complete the approach using the displayed level of service when the WAAS navigation system indicates that LNAV/VNAV or LPV service is available. This flexibility ensures that pilots can make informed decisions based on the available approach options.
It is worth noting that pilots with WAAS receivers, TSO-C145( ) or TSO-C146(), may have additional flight planning options. They can plan to use any IAP authorized for their WAAS avionics as the planned approach at a required alternate, provided certain restrictions are followed. Properly trained and approved pilots with TSO-C145( ) and TSO-C146( ) equipment can plan for LNAV/VNAV DA at an alternate airport. Furthermore, specifically authorized WAAS users with approved baro-VNAV equipment can plan for RNP 0.3 DA at the alternate airport, given that the pilot has verified RNP availability through an approved prediction program.
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WAAS receivers and GPS approach procedures
The Wide Area Augmentation System (WAAS) is an air navigation aid developed by the Federal Aviation Administration (FAA) to improve the accuracy, integrity, and availability of the Global Positioning System (GPS). WAAS aims to enable aircraft to rely on GPS for all phases of flight, including approaches with vertical guidance to any airport within its coverage area. It uses a network of ground-based reference stations in North America and Hawaii to measure small variations in the GPS satellites' signals in the western hemisphere.
WAAS-certified GPS navigators can be used to substitute for any DME requirement for any portion of an IAP. However, it cannot replace the use of the NAVAID referenced in the title of the IAP for the final approach segment. WAAS provides three classes of GPS sensors: Class 1 provides lateral navigation (LNAV) for approaches but no vertical guidance; Class 2 provides lateral and vertical navigation (LNAV/VNAV) guidance for approaches; and Class 3 provides the highest standard of position, allowing for LPV approaches.
Pilots with WAAS receivers may flight plan to use any instrument approach procedure authorized for use with their WAAS avionics as the planned approach at a required alternate. When using WAAS at an alternate airport, flight planning must be based on flying the RNAV (GPS) LNAV or circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with "or GPS" in the title.
Any required alternate airport must have an available instrument approach procedure (IAP) that does not require the use of GPS. This restriction includes conducting a conventional approach at the alternate airport using a substitute means of navigation that is based on the use of GPS. For example, these restrictions would apply when planning to use GPS equipment as a substitute means of navigation for an out-of-service very high-frequency omnidirectional range (VOR) that supports an instrument landing system (ILS) Missed Approach Procedure (MAP) at an alternate airport.
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Non-WAAS IFR GPS and alternate navigation
For Non-WAAS IFR GPS and alternate navigation, pilots must adhere to specific requirements and considerations to ensure safe and efficient flight operations. Here is an overview of the key aspects:
Firstly, it is important to understand the equipment requirements. Aircraft utilising un-augmented GPS (TSO-C129 or TSO-C196) for navigation under IFR must be equipped with an alternate, approved, and operational means of navigation. This alternate navigation equipment can include VOR, DME/DME/IRU, or other suitable systems. The specific equipment depends on the aircraft's capabilities and the intended route of flight.
When it comes to flight planning, pilots with non-WAAS GPS systems like TSO-C129 or TSO-C196 must consider the availability of non-GPS-based instrument approach procedures (IAPs) at their destination and alternate airports. They are required to have the capability to perform a non-GPS approach at either their destination or alternate airport. This means ensuring that the airport has an available IAP that does not rely solely on GPS.
In terms of navigation during the flight, pilots should actively monitor their alternative navigation equipment when the GPS RAIM (Receiver Autonomous Integrity Monitoring) capability is lost. This ensures accurate and reliable navigation throughout the journey. Additionally, performing a RAIM check during pre-flight preparations is advisable to anticipate any potential issues along the intended route.
While non-WAAS GPS systems can be used for instrument training, WAAS GPS systems offer several advantages. WAAS GPS provides vertical approach guidance, including advisory vertical guidance and LPV (Localizer Performance with Vertical Guidance) approaches, which guide pilots more reliably than traditional ILS (Instrument Landing System) approaches. WAAS GPS also offers faster refresh rates and improved terrain warning systems, contributing to enhanced situational awareness and safety.
During the flight, pilots should refer to their flight plan and utilise the appropriate navigation systems accordingly. If the aircraft is equipped with both VOR and GPS capabilities, pilots can switch between these systems as necessary, especially when navigating towards the final approach segment of the destination airport. Proper training and familiarity with the equipment are crucial for a seamless transition between navigation systems.
In summary, Non-WAAS IFR GPS and alternate navigation involve utilising alternate approved navigation equipment, ensuring non-GPS approach capabilities, actively monitoring RAIM status, and understanding the advantages of WAAS GPS systems for improved flight planning and navigation. Adhering to these considerations ensures safe and efficient flight operations when using Non-WAAS IFR GPS and alternate navigation.
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GPS substitution for DME/ADF
GPS receivers can be used in place of DME and ADF for most IFR operations, as agreed upon by the AOPA and the FAA Flight Standards Division. This policy allows for the removal of DME and ADF avionics with minimal impact on operational capability.
However, there are some important restrictions to consider:
- The receiver must be certified for IFR operations and installed according to FAA guidelines.
- When using GPS course guidance, the course deviation indicator (CDI) must be set to 1 nm or terminal sensitivity.
- The required integrity for these operations must be provided by at least en-route RAIM or an equivalent method.
- Pilots must follow the guidelines in the aircraft flight manual supplement or approved operations manual.
- GPS substitution for DME/ADF is not permitted if the non-GPS approaches that the pilot relies on require DME or ADF. In this case, the aircraft must be equipped with the appropriate avionics.
- GPS cannot be used for lateral guidance along the final approach course of an IAP based on a localizer.
- The ground-based navaids and defined fixes must be in the GPS database.
Pilots with WAAS receivers may use GPS-based approaches at either the destination or alternate airport, but not both. When using WAAS at an alternate airport, flight planning must be based on specific procedures, such as RNAV (GPS) LNAV or circling minima.
It is important to note that GPS substitution may not be allowed in all jurisdictions, and pilots should always refer to their local regulations and guidelines.
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GPS-only equipment for IFR
Destination Airport:
- GPS-only equipment for IFR is permitted at the destination airport under certain conditions.
- Pilots with WAAS receivers (Wide Area Augmentation System) may use any instrument approach procedure (IAP) authorized for their WAAS avionics.
- When using WAAS, flight planning must be based on specific approaches, such as RNAV (GPS) LNAV, circling minima, or GPS approach procedures.
- TSO-C145( ) and TSO-C146( ) equipped users (WAAS users) with approved barometric vertical navigation (baro-VNAV) equipment may plan for LNAV/VNAV DA.
- Specifically authorized WAAS users with approved baro-VNAV equipment may also plan for RNP 0.3 DA if the pilot verifies RNP availability through an approved prediction program.
- Code of Federal Regulation (CFR) Part 91 non-precision weather requirements must be met for planning.
Alternate Airport:
- Any required alternate airport must have an available instrument approach procedure (IAP) that does not rely solely on GPS.
- This restriction includes conventional approaches using GPS as a substitute means of navigation.
- However, there are exceptions. TSO-C129( ) and TSO-C196( ) equipped users (GPS users) with fault detection and exclusion (FDE) capability may file based on a GPS-based IAP at either the destination or alternate airport, but not both.
- Similar to the destination airport, specific approaches like RNAV (GPS) LNAV or circling minima are permitted with proper training and approval.
- Vertical guidance, such as LNAV/VNAV or LPV, may be used to complete the approach if the WAAS navigation system indicates its availability.
General Considerations:
- GPS equipment for IFR must be certified and contain a current database. Retrofit installations must have a Flight Manual Supplement permitting specific approaches.
- While GPS-only equipment is possible, it is important to have backup options. VORs are still crucial, and ATC assumes pilots have GPS capabilities.
- Autopilot is expected to be used during tests, and examiners will review maintenance logs for any inoperative equipment, including GPS.
- IFR-certified GPS is required for IFR navigation, and VFR-only or handheld GPS systems are not authorized for primary navigation.
In summary, GPS-only equipment for IFR is feasible, but proper planning, training, approvals, and backup options are essential. The specific GPS equipment and airport considerations must be carefully addressed to ensure safe and compliant operations.
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Frequently asked questions
Yes, pilots with WAAS receivers may use a GPS-based approach at a non-GPS airport, with certain restrictions.
Flight planning must be based on flying the RNAV (GPS) LNAV or circling minima line, or minima on a GPS approach procedure, or conventional approach procedure with "or GPS" in the title.
Pilots with WAAS receivers, TSO-C145() or TSO-C146(), may flight plan to use any IAP authorized for use with their WAAS avionics.
Yes, any required alternate airport must have an approved instrument approach procedure other than GPS-based that is anticipated to be operational and available at the estimated time of arrival.
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