JOINT ADVANCED MULTI-ENGINE T-44A
The aircraft must have other approved navigation equipment installed and functioning
appropriate for the route to the destination airport and any required alternate. Ground-based
facilities necessary for these routes must also be operational. GPS overlay and GPS stand-alone
approaches may be flown without the need to tune, ident, or monitor any other navaid (though
this is NOT recommended).
Alternate Airport. When an alternate airport is required, it must be served by an approach based on
other than GPS navigation, the aircraft must have operational equipment capable of using that
navigation aid, and the required navigation aid must be operational.
H. Aircrew Preflight Actions.
In addition to being intimately familiar with operation of their GPS equipment, pilots need to
accomplish several additional actions prior to flight using GPS.
GPS NOTAMs. Review NOTAMs by referring to the installation NOTAMs for your destination and
any alternates. GPS satellite outages are issued as GPS NOTAMS using pseudo random noise (PRN)
number or satellite vehicle number (SVN) and can be accessed using the "KGPS" identifier. It is
important any affected satellites be de-selected using the SV CONTROL function (found on the RAIM
2-2 page) of the IEC 9002 FMS. This ensures the particular satellites de-selected are not used for the
navigation solution or RAIM calculations.
NavData NOTAMs. Jeppesen NavData NOTAMs highlight significant changes affecting navigation
data in our database. These NOTAMs are issued every other database cycle (every two months) and
can be found on the Jeppesen website (http://www.jeppesen.com/onlinepubs/navdatanot.phtml).
Check these before flight.
File the Appropriate Equipment Suffix. Aircraft navigating using GPS are considered to be RNAV
equipped aircraft and the appropriate equipment suffix should be included on the flight plan. When all
of the requirements of this section are met, use BE-9L/G instead of BE-9L/I in the aircraft
GPS Equipment Checks. Check GPS ground equipment by following the specific start-up and self-test
procedures for the GPS receiver or Flight Management System (FMS) as outlined in the aircraft
NATOPS manual. Check the currency of your database, and predicted RAIM available status for the
approach you plan to fly at your ETA.
Crew Resource Management (CRM) Procedures.
In order to minimize incorrect inputs to the FMS and pilot "heads down" time, the following
procedures shall be followed by all crews during FMS/GPS operation.
On deck, the right-seat pilot enters the flight plan into the FMS.
In flight, the pilot not flying (PNF) will change or modify flight plan data, as required. The PNF
will verbalize modifications to the active plan. The pilot flying (PF) will verify the modification.
Both pilots should review a newly constructed, modified, or previously loaded flight plan prior to
Either pilot will verbalize the need to enter a discontinuity. The PNF will enter the discontinuity
and advise the PF when the entry is complete.
Either pilot will verbalize the need to close up a discontinuity. The PNF will receive concurrence
from the PF prior to closing up the discontinuity.
Either pilot will verbalize the need to enter or edit a waypoint. The PNF will enter the waypoint
and execute it after receiving concurrence from the PF.
The PNF shall monitor flight progress via the LEGS page.
Either pilot should verbalize the fact that an annunciator has illuminated. The PNF looks up
amplifying information, if necessary. The pilots should discuss the situation to determine what
RADIO INSTRUMENTS STAGE