8/15/19 AIM 3/15/07 12/31/20 AIM  1/30/20 7110.65R CHG 2 AIM The GPS receiver must be set to terminal ( ± 1 NM) CDI sensitivity and the navigation routes contained in the database in order to fly published IFR charted departures and DPs. Terminal RAIM should be automatically provided by the receiver. (Terminal RAIM for departure may not be available unless the waypoints are part of the active flight plan rather than proceeding direct to the first destination.) Certain segments of a DP may require some manual intervention by the pilot, especially when radar vectored to a course or required to intercept a specific course to a waypoint. The database may not contain all of the transitions or departures from all runways and some GPS receivers do not contain DPs in the database. It is necessary that helicopter procedures be flown at 70 knots or less since helicopter departure procedures and missed approaches use a 20:1 obstacle clearance surface (OCS), which is double the fixed − wing OCS, and turning areas are based on this speed as well. 5. GPS Instrument Approach Procedures (a) GPS overlay approaches are designated non − precision instrument approach procedures that pilots are authorized to fly using GPS avionics. Localizer (LOC), localizer type directional aid (LDA), and simplified directional facility (SDF) procedures are not authorized. Overlay procedures are identified by the “name of the procedure” and “or GPS” (e.g., VOR/DME or GPS RWY 15) in the title. Authorized procedures must be retrievable from a current onboard navigation database. The naviga- tion database may also enhance position orientation by displaying a map containing information on conventional NAVAID approaches. This approach information should not be confused with a GPS overlay approach (see the receiver operating manual, AFM, or AFM Supplement for details on how to identify these approaches in the navigation database). “VOR or GPS RWY 24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”) can be flown using GPS. GPS − equipped aircraft do not need underlying ground − based NAVAIDs or associated aircraft avionics to fly the approach. Monitoring the underlying approach with ground − based NAVAIDs is suggested when able. Existing overlay approaches may be requested using the GPS title; for example, the VOR or GPS RWY 24 may be requested as “GPS RWY 24.” Some GPS procedures have a Terminal Arrival Area (TAA) with an underlining RNAV approach. (c) For flight planning purposes, TSO-C129() and TSO-C196() − equipped users (GPS users) whose navigation systems have fault detection and exclusion (FDE) capability, who perform a preflight RAIM prediction for the approach integrity at the airport where the RNAV (GPS) approach will be flown, and have proper knowledge and any required training and/or approval to conduct a GPS-based IAP, may file based on a GPS − based IAP at either the destination or the alternate airport, but not at both locations. At the alternate airport, pilots may plan for: (1) Lateral navigation (LNAV) or circling minimum descent altitude (MDA); (2) LNAV/vertical navigation (LNAV/ VNAV) DA, if equipped with and using approved barometric vertical navigation (baro-VNAV) equip- ment; (3) RNP 0.3 DA on an RNAV (RNP) IAP, if they are specifically authorized users using approved baro-VNAV equipment and the pilot has verified required navigation performance (RNP) availability through an approved prediction program. (d) If the above conditions cannot be met, any required alternate airport must have an approved instrument approach procedure other than GPS − based that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly. (e) Procedures for Accomplishing GPS Approaches NOTE − Overlay approaches do not adhere to the design criteria described in Paragraph 5 − 4 − 5m, Area Navigation (RNAV) Instrument Approach Charts, for stand − alone GPS approaches. Overlay approach criteria is based on the design criteria used for ground − based NAVAID ap- proaches. (b) Stand − alone approach procedures spe- cifically designed for GPS systems have replaced many of the original overlay approaches. All approaches that contain “GPS” in the title (e.g., (1) An RNAV (GPS) procedure may be associated with a Terminal Arrival Area (TAA). The basic design of the RNAV procedure is the “T” design or a modification of the “T” (See Paragraph 5-4-5d, Terminal Arrival Area (TAA), for complete informa- tion). Navigation Aids 1 − 1 − 24