Garmin GIA 63 Installation Manual page 34

confirmed for the intended flight (route and time). In the event of a predicted continuous loss of RAIM of
more than five minutes for any part of the intended flight, the flight should be delayed, canceled, or re-
routed on a track where RAIM requirements can be met.
For flight planning purposes, operations where the route requires Class II navigation the aircraft's
operator or pilot-in-command must use the Garmin WFDE Prediction program to demonstrate that there
are no outages on the specified route that would prevent the Garmin GNSS navigation system to provide
primary means of Class II navigation in oceanic and remote areas of operation that requires (RNP-10 or
RNP-4) capability. If the Garmin WFDE Prediction program indicates fault exclusion (FDE) availability
will exceed 34 minutes in accordance with FAA Order 8400.12A for RNP-10 requirements, or 25 minutes
in accordance with FAA Order 8400.33 for RNP-4 requirements, then the operation must be rescheduled
when FDE is available.
Both Garmin GPS navigation receivers must be operating and providing GPS navigation guidance to their
respective PFD for operations requiring RNP-4 performance.
North Atlantic (NAT) Minimum Navigational Performance Specifications (MNPS) Airspace operations
per AC 91-49 and AC 120-33 require both GPS/SBAS receivers to be operating and receiving usable
signals except for routes requiring only one Long Range Navigation sensor. Each display computes an
independent navigation solution based on the on-side GPS sensor. However, either display will
automatically revert to the cross-side sensor if the on-side sensor fails or if the cross-side sensor is
determined to be more accurate. [On G1000 installations a "BOTH ON GPS1" or "BOTH ON GPS2"
message does not necessarily mean that one GPS has failed. Refer to the MFD AUX-GPS STATUS page
to determine the state of the unused GPS].
Whenever possible, RNP and RNAV routes including Standard Instrument Departures (SIDs) and
Obstacle Departure Procedures (ODPs), Standard Terminal Arrival (STAR), and enroute RNAV "Q" and
RNAV "T" routes should be loaded into the flight plan from the database in their entirety, rather than
loading route waypoints from the database into the flight plan individually. Selecting and inserting
individual named fixes from the database is permitted, provided all fixes along the published route to be
flown are inserted. Manual entry of waypoints using latitude/longitude or place/bearing is prohibited.
"GPS", "or GPS", and "RNAV (GPS)" instrument approaches using the Garmin navigation systems are
prohibited unless the pilot verifies and uses the current Navigation database. GPS based instrument
approaches must be flown in accordance with an approved instrument approach procedure that is loaded
from the Navigation database.
Not all published Instrument Approach Procedures (IAP) are in the Navigation database. Pilots planning
on flying an RNAV instrument approach must ensure that the Navigation database contains the planned
RNAV Instrument Approach Procedure and that approach procedure must be loaded from the Navigation
database into the FMS flight plan by its name.
IFR non-precision approach approval using the GPS/SBAS sensor is limited to published approaches
within the U.S. National Airspace System. Approaches to airports in other airspace are not approved
unless authorized by the appropriate governing authority.
The navigation equipment required to join and fly an instrument approach procedure is indicated by the
title of the procedure and notes on the IAP chart. Use of the Garmin GPS/SBAS receivers to provide
navigation guidance during the final approach segment of an ILS, LOC, LOC-BC, LDA, SDF, MLS or
any other type of approach not approved for "or GPS" navigation is prohibited. When using the Garmin
VOR/LOC/GS receivers to fly the final approach segment, VOR/LOC/GS navigation data must be
selected and presented on the CDI of the pilot flying.
Page 1-26 GIA 63 Installation Manual
Revision T 190-00303-05