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N. Approach Procedures.
Flying a GPS approach is much like flying any other non-precision approach. For procedures
regarding equipment specifics and setup, reference NATOPS and the IEC 9002M FMS Operator's
Manual. 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.
Inbound Course. The course displayed on the FMS between the FAF and the MAP may be slightly
different than that printed on the approach chart, and should not affect approach performance. This is
due to the way the FMS connects the approach waypoints.
GPS Integrity Warning Prior to FAF. If a GPS integrity warning occurs prior to the FAF, the pilot
should not descend to the MDA, but should proceed to the MAP via the FAF, perform a missed
approach, and notify ATC as soon as practical. Alternatively, the pilot may continue provided a
backup approach is available using another approved source of navigation.
Stepdown Waypoints. The navigation database does not provide stepdown waypoints after the FAF.
In all cases, the next waypoint is the MAP. The flightcrew can determine the location of the stepdown
waypoints and visual descent points (if published) by referring to the GPS distance from the MAP as
depicted on the approach plate.
GPS Integrity Warning After the FAF. A GPS integrity warning occurring after the FAF is a serious
situation and pilots must be prepared to take immediate action. Transition to your backup approach (if
available) or proceed to the MAP along the final approach course and execute the missed approach via
the route and altitudes specified in the published missed approach procedure or comply with ATC
O. Performing the Published Missed Approach Procedure.
(MAP. The MAP will be labeled on the approach plate by a named waypoint.
Select Missed Approach Mode. At the MAP, the equipment will not automatically sequence to the
next required waypoint; therefore, the pilot must manually sequence the GPS equipment to the next
waypoint using the LEGS screen. Alternatively, the MAP discontinuity may be cleared by pressing
the G/A button on the power lever when within 2 nautical miles of the FAF. If the G/A button is used,
the EXEC key will still need to be pressed at the appropriate time to execute the missed approach
procedure. Refer to the IEC 9002M FMS operator's manual for further instructions/restrictions
regarding the use of the G/A button.
Performing the Missed Approach. If the missed approach is initiated prior to the MAP, proceed to the
MAP along the final approach course and then via the route and altitudes specified in the published
missed approach procedure or comply with ATC instructions. If the missed approach procedure
includes a turn, do not begin the turn prior to the MAP. The obstacle clearance area provided for the
missed approach is predicated upon the missed approach being started at the MAP. The FMS/GPS
may or may not provide proper guidance along the missed approach path, therefore it is imperative to
review the missed approach procedure fully prior to flying it!
Missed Approach Climb Gradient. Regardless of the method used to navigate the missed approach
procedure, the pilot is still responsible for terrain and obstacle avoidance as well as any ATC-required
climb gradients. Pilots must plan to climb at a minimum gradient of 200 ft/nm unless a higher gradient
is published.
Additional Information and Guidance.
Radio Failure. Ensure you check all switches, volume controls, and plugs. Attempt contact on VHF
and UHF, including Guard frequency. Monitor any available voice NAVAID. Make all radio calls "in
the blind" and comply with the detailed instructions in the FIH or locally in the FAA/CTW-4 LOA.
Unicom Voice Reports. When operating at uncontrolled fields, recommend the student make the VHF
(UNICOM/CTAF) reports and direct the instructor to handle the UHF (Approach/Center)

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