AIM
4/3/14
1−1−21
Navigation Aids
and Class C airspace, and enhanced navigation
around Special Use Airspace. VFR pilots should rely
on appropriate and current aeronautical charts
published specifically for visual navigation. If
operating in a terminal area, pilots should take
advantage of the Terminal Area Chart available for
that area, if published. The use of VFR waypoints
does not relieve the pilot of any responsibility to
comply with the operational requirements of 14 CFR
Part 91.
2.
VFR waypoint names (for computer−entry
and flight plans) consist of five letters beginning with
the letters “VP” and are retrievable from navigation
databases. The VFR waypoint names are not intended
to be pronounceable, and they are not for use in ATC
communications. On VFR charts, stand−alone VFR
waypoints will be portrayed using the same
four−point star symbol used for IFR waypoints. VFR
waypoints collocated with visual check points on the
chart will be identified by small magenta flag
symbols. VFR waypoints collocated with visual
check points will be pronounceable based on the
name of the visual check point and may be used for
ATC communications. Each VFR waypoint name
will appear in parentheses adjacent to the geographic
location on the chart. Latitude/longitude data for all
established VFR waypoints may be found in the
appropriate regional Airport/Facility Directory
(A/FD).
3.
VFR waypoints must not be used to plan
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flights under IFR. VFR waypoints will not be
recognized by the IFR system and will be rejected for
IFR routing purposes.
4.
When filing VFR flight plans, pilots may use
the five letter identifier as a waypoint in the route of
flight section if there is an intended course change at
that point or if used to describe the planned route of
flight. This VFR filing would be similar to how a
VOR would be used in a route of flight. Pilots must
use the VFR waypoints only when operating under
VFR conditions.
5.
Any VFR waypoints intended for use during
a flight should be loaded into the receiver while on the
ground and prior to departure. Once airborne, pilots
should avoid programming routes or VFR waypoint
chains into their receivers.
6.
Pilots should be especially vigilant for other
traffic while operating near VFR waypoints. The
same effort to see and avoid other aircraft near VFR
waypoints will be necessary, as was the case with
VORs and NDBs in the past. In fact, the increased
accuracy of navigation through the use of GPS will
demand even greater vigilance, as off−course
deviations among different pilots and receivers will
be less. When operating near a VFR waypoint, use
whatever ATC services are available, even if outside
a class of airspace where communications are
required. Regardless of the class of airspace, monitor
the available ATC frequency closely for information
on other aircraft operating in the vicinity. It is also a
good idea to turn on your landing light(s) when
operating near a VFR waypoint to make your aircraft
more conspicuous to other pilots, especially when
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visibility is reduced. See paragraph 7−5−2, VFR in
Congested Areas, for more information.
d. General Requirements
1.
Authorization to conduct any GPS operation
under IFR requires that:
(a)
GPS navigation equipment used must be
approved in accordance with the requirements
specified in Technical Standard Order (TSO)
TSO−C129 (as revised), TSO-C196 (as revised),
TSO-C145 (as revised), or TSO-C146 (as revised),
and the installation must be done in accordance with
Advisory Circular AC 20−138, Airworthiness Ap-
proval of Positioning and Navigation Systems.
Equipment approved in accordance with TSO−C115a
does not meet the requirements of TSO−C129. Visual
flight rules (VFR) and hand−held GPS systems are
not authorized for IFR navigation, instrument
approaches, or as a principal instrument flight
reference. During IFR operations they may be
considered only as an aid to situational awareness.
(b)
Aircraft using GPS (TSO-C129 (as
revised) or TSO-C196 (as revised)) navigation
equipment under IFR must be equipped with an
approved and operational alternate means of
navigation appropriate to the flight. Active monitor-
ing of alternative navigation equipment is not
required if the GPS receiver uses RAIM for integrity
monitoring. Active monitoring of an alternate means
of navigation is required when the RAIM capability
of the GPS equipment is lost.
(c)
Procedures must be established for use in
the event that the loss of RAIM capability is predicted
to occur. In situations where this is encountered, the
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