JEZJE  KENIW DYNER  RNG PULL SCAN PUSH ON BRT PROC CRSR MSG OBS ALT NRST CLR ENT D MENU APR ARM LEG APT VOR NDB INT USR ACT NAV 1 FPL SET AUX DTK035° 035° TK 1.3 nm 150 kt 0.01nm :1.0nm RNG PULL SCAN PUSH ON BRT PROC CRSR MSG OBS ALT NRST CLR ENT D MENU APR ARM LEG APT VOR NDB INT USR ACT NAV 1 FPL SET AUX DTK040° 040° 048° To 00:24 TK 1.0 nm 150 kt 0.01nm :1.0nm RNG PULL SCAN PUSH ON BRT PROC CRSR MSG OBS ALT NRST CLR ENT D MENU APR ARM LEG APT VOR NDB INT USR ACT NAV 1 FPL SET AUX DTK048° 048° 053° To 00:17 TK 0.7 nm 150 kt 0.01nm :1.0nm DO NOT USE FOR NAVIGATION OBS 0 9 18 27 3 33 24 21 15 12 30 6 TO N A V 8 4 0 If you are using a conventional course  deviation indicator, you must use the  OBS knob to adjust the course manually. The FMS/RNAV automatically adjusts the desired track as you make your way along the arc. Figure 3-45. Flying an approach with an arc. duties to miss a waypoint change and be of the mindset that  you have one more waypoint to go before descent, or even  worse, before a missed approach. Two main values always  to include in the cross‑check are: Since the FMS/GPS automatically switches to the approach  sensitivity, you must not attempt to use the “approach”  mode of the autopilot at that time, unless the autopilot  documentation specifically directs the use of that mode  at that time. Using that mode would make the autopilot  hypersensitive and too responsive to navigation signals. GPS stand‑alone approaches are nonprecision approaches  based solely on the use of the GPS and an IFR‑capable FMS  with GPS navigation receiver or GPS RNAV. A GPS stand‑ alone approach is shown in  Figure 3-47. RNAV (GPS) approaches are designed to accommodate  aircraft equipped with a wide variety of GPS receivers. An  RNAV (GPS) approach procedure is shown in  Figure 3-48. A GPS approach typically offers different approach  minimums (and sometimes different missed approach  points) depending on the type of GPS receiver, aircraft, and  installation being used to complete the approach. Not all units delay commanding a turn prior to reaching  the specified turn altitude. You must know the required  navigation courses and altitudes. The FMS/GPS unit may not  be 100 percent correct, especially if an ADC is not installed. 1. Verification of the waypoint flying “to.” 2. Verification that the distance to the waypoint is  decreasing. Upon reaching the missed approach point  (MAP), the system will automatically go to “Suspend,”  “Hold,” or “OBS” at the MAP, and the distance to go  will begin counting up or increasing as the distance  from the MAP behind increases. Acknowledge the  MAP and the beginning of the MAP segment by an  action (button, knob, etc.) to allow sequencing to the  holding point or procedure. 3-31