(b) Conduct GPS domestic, en route, and terminal IFR operations only when approved avionics systems are installed. Pilots may use GPS via TSO-C129() authorized for Class A1, B1, B3, C1, or C3 operations GPS via TSO-C196(); or GPS/WAAS with either TSO-C145() or TSO-C146(). When using TSO-C129() or TSO-C196() receivers, the avionics necessary to receive all of the ground-based facilities appropriate for the route to the destination airport and any required alternate airport must be installed and operational. Ground-based facilities necessary for these routes must be operational. (1) GPS en route IFR operations may be conducted in Alaska outside the operational service volume of ground-based navigation aids when a TSO-C145() or TSO-C146() GPS/wide areugmentation system (WAAS) system is installed and operating. WAAS is the U.S. version of a satellite-based augmentation system (SBAS). [a] In Alaska, aircraft may operate on GNSS Q-routes with GPS (TSO-C129 () or TSO-C196 ()) equipment while the aircraft remains in Air Traffic Control (ATC) radar surveillance or with GPS/WAAS (TSO-C145 () or TSO-C146 ()) which does not require ATC radar surveillance. [b] In Alaska, aircraft may only operate on GNSS T-routes with GPS/WAAS (TSO-C145 () or TSO-C146 ()) equipment. (2) Ground-based navigation equipment is not required to be installed and operating for en route IFR operations when using GPS/WAAS navigation systems. All operators should ensure that an alternate means of navigation is available in the unlikely event the GPS/WAAS navigation system becomes inoperative. (3) Q-routes and T-routes outside Alaska. Q-routes require system performance currently met by GPS, GPS/WAAS, or DME/DME/IRU RNAV systems that satisfy the criteria discussed in AC 90-100, U.S. Terminal and En Route Area Navigation (RNAV) Operations. T-routes require GPS or GPS/WAAS equipment. REFERENCE- AIM, Para 5-3-4, Airways and Route Systems. (c) GPS IFR approach/departure operations can be conducted when approved avionics systems are installed and the following requirements are met: (1) The aircraft is TSO-C145() or TSO-C146() or TSO-C196() or TSO-C129() in Class A1, B1, B3, C1, or C3; and (2) The approach/departure must be retrievable from the current airborne navigation database in the navigation computer. The system must be able to retrieve the procedure by name from the aircraft navigation database. Manual entry of waypoints using latitude/longitude or place/bearing is not permitted for approach procedures. (3) The authorization to fly instrument approaches/departures with GPS is limited to U.S. airspace. (4) The use of GPS in any other airspace must be expressly authorized by the FAA Administrator. (5) GPS instrument approach/departure operations outside the U.S. must be authorized by the appropriate sovereign authority. 4. Departures and Instrument Departure Procedures (DPs) 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 Navigation Aids 1-1-27