Document ID: chunk:federal_register_of_legislation:F2025C00187:reg:4:p1
Version: federal_register_of_legislation:F2025C00187
Segment Type: reg
Provision Reference: reg 4 (pt 1/3)
Character Range: 195134–198008

4     Final approach segment                            RNP APCH

       (3) Before using GNSS as a substitute for or alternative to a ground-based navigation aid during an en route phase of flight, the pilot in command must ensure that:
(a) when a waypoint of the route of the flight that is the ground-based navigation aid is entered into the GNSS — the waypoint is loaded from the navigation database by name; and
(b) latitude and longitude coordinates for the ground-based navigation aid are not manually entered into the GNSS.
       (4) GNSS must not be used as a substitute or alternative to a ground-based navigation aid that has been decommissioned.

14.06 Availability of GNSS integrity for instrument approaches
       (1) Before the departure of a flight that is planned to conduct an IAP that requires the use of GNSS at the planned destination aerodrome or at the destination alternate aerodrome, the pilot in command must obtain a prediction for GNSS integrity availability.
       (2) For subsection (1), if a continuous loss of GNSS integrity for more than 5 minutes is predicted for any part of the IAP, the pilot in command must revise the flight plan.
Note   Some examples of flight plan revisions include delaying the departure time, planning a different route or providing for an alternate.
       (3) The pilot in command of a flight that is navigating with SBAS-capable receivers must regularly check for the availability of GNSS integrity indication in areas where the SBAS is not available.
       (4) The pilot in command of an aircraft whose approved GNSS can achieve LNAV accuracy of less than 0.3 NM using requisite GNSS satellites may disregard subsections (1) and (2).
Note   Requisite GNSS satellites is defined in section 1.07.

14.07 Navigation database requirements
       (1) In this section:
current, for a navigation database, means that the database is up-to-date in accordance with the AIRAC cycle.
valid, for a navigation database, means that the database must be provided by an approved provider.
       (2) The data in the navigation database must be:
(a) valid; and
(b) subject to subsection (7) — current; and
(c) in a form that cannot be changed by the operator or a flight crew member.
       (3) Updating of the navigation database must be carried out in accordance with the instructions issued by the manufacturer of the navigation system.
       (4) The aircraft operator must ensure that any person updating the navigation database is appropriately qualified and competent to properly perform that task.
       (5) The operator of an aircraft must:
(a) regularly check the navigation database for integrity; and
(b) if any discrepancy in the data is discovered:
           (i) report the discrepancy as soon as practicable to the approved provider; and
           (ii) deal with the discrepancy before further operational