To Navigate TO or FROM an NDB/Compass  Locator: To Hold Over an NDB/Compass Locator: To Determine Aircraft Position Over an NDB/ Compass Locator: IFR Flight Using GPS To Determine Aircraft Position Over a Fix Made up  of an NDB/Compass Locator Bearing Crossing a  VOR/LOC Course: 1.  Verify aircraft GPS system integrity monitoring is  functioning properly and indicates satisfactory integrity. 2.  Select the NDB/compass locator facility from the  airborne database as the active WP. If the chart depicts  the compass locator collocated with a fix of the same  name, use of that fix as the active WP in place of the  compass locator facility is authorized. 3.  Select and navigate on the appropriate course to or  from the active WP. 1.  Verify aircraft GPS system integrity monitoring is  functioning properly and indicates satisfactory integrity. 2.  Select the NDB/compass locator facility from the  airborne database. When using an NDB/compass  locator, the facility must be charted and be in the  airborne database. If the facility is not in the airborne  database, pilots are not authorized to use a facility WP  for this operation. 3.  A pilot is over the NDB/compass locator when the  GPS system indicates arrival at the active WP. 1.  Verify aircraft GPS system integrity monitoring is  functioning properly and indicates satisfactory integrity. 2.  A fix made up by a crossing NDB/compass locator  bearing is identified by a five-letter fix name. Pilots  may select either the named fix or the NDB/compass  locator facility providing the crossing bearing to  establish the fix as the active GPS WP. When using  an NDB/compass locator, that facility must be charted  and be in the airborne database. If the facility is not  in the airborne database, pilots are not authorized to  use a facility WP for this operation. 3.  When selecting the named fix as the active GPS WP,  pilot is over the fix when the GPS system indicates  the pilot is at the WP. 4.  When selecting the NDB/compass locator facility  as the active GPS WP, pilots are over the fix when  the GPS bearing to the active WP is the same as  the charted NDB/compass locator bearing for the  fix flying the prescribed track from the non-GPS  navigation source. 1.  Verify aircraft GPS system integrity monitoring is  functioning properly and indicates satisfactory integrity. 2.  Select the NDB/compass locator facility from the  airborne database as the active WP. When using a  facility as the active WP, the only acceptable facility  is the NDB/compass locator facility which is charted.  If this facility is not in the airborne database, its use  is not authorized. 3.  Select nonsequencing (e.g., “HOLD” or “OBS”) mode  and the appropriate course in accordance with the  POH/AFM or supplement. 4.  Hold using the GPS system in accordance with the  POH/AFM or supplement. Preflight preparations should ensure that the GPS is properly  installed and certified with a current database for the type  of operation. The GPS operation must be conducted in  accordance with the FAA-approved POH/AFM or flight  manual supplement. Flightcrew members must be thoroughly  familiar with the particular GPS equipment installed in the  aircraft, the receiver operation manual, and the POH/AFM  or flight manual supplement. Unlike ILS and VOR, the  basic operation, receiver presentation to the pilot and some  capabilities of the equipment can vary greatly. Due to these  differences, operation of different brands or even models  of the same brand of GPS receiver under IFR should not be  attempted without thorough study of the operation of that  particular receiver and installation. Using the equipment in  flight under VFR conditions prior to attempting IFR operation  allows for further familiarization. Required preflight preparations should include checking  NOTAMs relating to the IFR flight when using GPS as a  supplemental method of navigation. GPS satellite outages  are issued as GPS NOTAMs both domestically and  internationally. Pilots may obtain GPS RAIM availability  information for an airport by specifically requesting GPS  aeronautical information from an FSS during preflight  briefings. GPS RAIM aeronautical information can be  obtained for a 3-hour period: the estimated time of arrival  (ETA), and 1 hour before to 1 hour after the ETA hour, or  a 24-hour time frame for a specific airport. FAA briefers  provide RAIM information for a period of 1 hour before to 1  hour after the ETA, unless a specific timeframe is requested  by the pilot. If flying a published GPS departure, the pilot  should also request a RAIM prediction for the departure  airport. Some GPS receivers have the capability to predict  RAIM availability. The pilot should also ensure that the  9-28