Garmin GPS 400W, Installation Manual

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GNS 400W Series Installation Manual Page 1-17
190-00356-08 Rev. G
This RAIM availability 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 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 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, canceled, or rerouted on
a track where RAIM requirements can be met.
For flight planning purposes for operations within European B-RNAV/RNAV-5 and P-RNAV airspace,
if more than one satellite is scheduled to be out of service, then the availability of GPS 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, canceled, or
rerouted on a track where RAIM requirements can be met.
Applicable to dual installations consisting of two Garmin GNSS units : For flight planning purposes for
operations where the route requires Class II navigation, the aircraft‘s operator or flight crew 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 from providing GPS 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) will be unavailable for more than 34 minutes in accordance with
FAA Order 8400.12B 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.
Applicable to dual installations consisting of two Garmin GNSS units : Both Garmin GPS navigation
receivers must be operating and providing GPS navigation guidance for operations requiring RNP-4
performance.
Applicable to dual installations consisting of two Garmin GNSS units : 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 its internal GPS receiver.
Whenever possible, RNP and RNAV routes, including Standard Instrument Departures (SIDs) and
Standard Terminal Arrivals (STARs), 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 system are
prohibited unless the flight crew 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. Flight crew
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 Garmin GNSS navigations system 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.