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Performance−Based Navigation (PBN) and Area Navigation (RNAV)

c. If the pilot experiences interruptions while

navigating with GPS, the pilot and ATC may both

incur a higher workload. In the aircraft, the pilot may

need to change to a position determining method that

does not require GPS−derived signals (for example,

DME/DME/IRU or VOR). If transitioning to VOR

navigation, the pilot should refer to the current Chart

Supplement U.S. to identify airports with available

conventional approaches associated with the VOR

Minimum Operational Network (MON) program. If

the pilot’s aircraft is under ATC radar or multilatera-

tion surveillance, ATC may be able to provide radar

vectors out of the interference affected area or to an

alternate destination upon pilot request. An ADS−B

Out aircraft’s broadcast information may be incorrect

and should not be relied upon for surveillance when

interference or spoofing is suspected unless its

accuracy can be verified by independent means.

During the approach phase, a pilot might elect to

continue in visual conditions or may need to execute

the published missed approach. If the published

missed approach procedure is GPS−based, the pilot

will need alternate instructions. If the pilot were to

choose to continue in visual conditions, the pilot

could aid the controller by cancelling his/her IFR

flight plan and proceeding visually to the airport to

land. ATC would cancel the pilot’s IFR clearance and

issue a VFR squawk; freeing up the controller to

handle other aircraft.

d. The FAA requests that pilots notify ATC if they

experience interruptions to their GPS navigation or

surveillance. GPS interference or outages associated

with a known testing NOTAM should not be reported

to ATC unless the interference/outage affects the

pilot’s ability to navigate his/her aircraft.


AIM Paragraph 1−1−13, User Reports Requested on NAVAID or Global

Navigation Satellite System (GNSS) Performance or Interference.


7110.65R CHG 2