Daher-Socata TBM 900 Pilot's Information Manual page 39

SECTION 2
PILOT'S OPERATING HANDBOOK
LIMITATIONS
EASA Approved
For flight planning purposes, in areas where SBAS coverage is not available, the pilot must check RAIM
availability.
Within the United States, RAIM availability can be determined using the G1000 WFDE Prediction program, part
number 006-A0154-01 (010-G1000-00) or later approved version with GARMIN GA36 and GA37 antennas
selected, or the FAA's en route and terminal RAIM prediction website: www.raimprediction.net, or by contacting a
Flight Service Station.
Within Europe, RAIM availability can be determined using the G1000 WFDE Prediction program or Europe's
AUGER GPS RAIM Prediction Tool at http://augur.ecacnav.com/augur/app/home.
For other areas, use the G1000 WFDE Prediction program.
This requirement is not necessary if SBAS coverage is confirmed to be available along the entire route of flight.
The route planning and WFDE prediction program may be downloaded from the GARMIN G1000 website on the
internet. For information on using the WFDE Prediction Program, refer to GARMIN WAAS FDE Prediction
Program, part number 190-00643-01, `WFDE Prediction Program Instructions'.
For flight planning purposes, operations within the U.S. National Airspace System on RNP and RNAV
procedures when SBAS signals are not available, the availability of GPS integrity RAIM shall be confirmed
for the intended route of flight.
In the event of a predicted continuous loss of RAIM of more than five minutes for any part of the intended route of
flight, the flight should be delayed, cancelled, or re-routed on a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV and P-RNAV airspace, if more than
one satellite is scheduled to be out of service, then the availability of GPS integrity RAIM shall be
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, cancelled, 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 airplane's
operator or pilot-in-command must use the G1000 WFDE Prediction program to demonstrate that there
are no outages on the specified route that would prevent the G1000 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 G1000 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 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. 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.
Manual entry of waypoints using latitude/longitude or place/bearing is prohibited.
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.
Edition 0 -- October 31, 2013 Page 2.6.3
Rev. 1