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I replied “VFR” GPS. Used GPS to aid navigation to
vector fix. When handed over to next Center controller, he
rerouted my flight plan and current radar vector to a quite
distant VOR fix. All was going well until we were handed
over to Approach, who complained that we were filed
equipment /A but were flying to a distant fix on GPS
navigation. He said I should have refused the unsolicited
rerouting by Center. I remain confused, as it’s my
understanding that using any GPS as an adjunct to flying
an assigned radar vector to a fix is legal. Nothing
dangerous occurred. Conditions CAVU, VMC, continuous
radar contact.
IFR equipment rules apply to all conditions under which
instrument flights may be made, including CAVU.
According to Section 5-1-7(a)3 of the current Aeronautical
Information Manual, the /A notation on an IFR flight plan
indicates that the aircraft has transponder with Mode C
capability only. The /G notation indicates that the
aircraft is GPS/GNSS equipped with enroute, terminal,
and approach GPS capability.
The reporter erred twice — in requesting a route short-cut
using VFR-certified GPS on an IFR flight plan; and in
accepting the Center controller’s reroute to the distant fix.
The Center controller in this case should not have
approved the direct reroute, since the pilot legally should
have had IFR-certified GPS on board in case radar
coverage was lost.
Experiences with GPS
A Monthly Safety Bulletin
from
The Office of the NASA
Aviation Safety Reporting
System,
P.O. Box 189,
Moffett Field, CA
94035-0189
http://asrs.arc.nasa.gov/
Number 257 January 2001
ASRS Recently Issued Alerts On…
B757-200 power port converter electrical short
Multiple reports of ATC incidents at a major NY airport
A319 pitch-up on approach with engines in auto throttle
Laptop computer interference with B767 cabin speakers
Bulb replacement anomaly involving a SF340A gear light
November 2000 Report Intake
Air Carrier / Air Taxi Pilots 2388
General Aviation Pilots 662
Controllers 74
Cabin/Mechanics/Military/Other 168
TOTAL 3292
The Global Positioning System (GPS) is a worldwide,
satellite-based radio navigation system that is based on
several components — ground stations that control the
system; a “constellation” of 24 or more satellites orbiting
11,000 miles above the surface of the earth; and receivers
carried by users.
GPS signals are derived from the atomic frequency
standards on board each satellite. When receiving the
signals from at least 4 satellites, a ground-based receiver
can determine latitude, longitude, altitude, and time –
highly accurate information used by both air carrier and
general aviation pilots. But GPS use also requires
judicious cross-checking with cockpit charts and
instruments, as well as knowledge of the technology’s
limitations. Several ASRS reports explain:
I was enroute and intended to utilize the GPS approach.
After loading the approach into my IFR-certified GPS
[unit], I decided to head direct to the XYZ GPS fix. I
thought that the XYZ fix was the same as the XYZ airport.
Unfortunately, the fix was slightly northwest of the airport.
My path took me directly over a Restricted Area. Since I
was descending for the GPS approach I possibly broke the
2999 foot MSL ceiling of the Restricted Area.
ASRS frequently hears from pilots who “go direct” with
GPS and neglect other flight planning. A quick look at a
VFR chart, low altitude IFR chart, or the airport GPS
approach plate would have helped this pilot differentiate
between the location of the GPS fix and the airport
location. The use of flight following, even with no flight
plan filed, might also have prevented the airspace
violation.
Confused by the Map
Our next reporter relied on a visual feature of GPS for
navigation when other features would have better served
the purpose:
Took off from field, relied on GPS moving map for
Class G guidance. Too many lines on screen and I
interpreted [them] to mean I was under Class B segment
with base at 3,000 feet. At 2,200 feet Tower informed me I
should be at 1,700 feet. Flew east at 1,700 feet until clear,
then back up to 3,000 feet under Class B airspace. Should
not have relied on moving map. Should have calculated
Class B transition points with GPS or VOR/DME.
An additional factor past ASRS research has
demonstrated leads to Class B airspace violations is flying
too close to the floor (or ceiling) of Class B airspace. ATC
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