RNAV approaches rely on internal data, programmed (and pre-programmed) into the FMC, not on external signals from the airportģ. There is of course no G/S as such, as in ILS, so you don't rely on entering any external data into the NAV radio.Ģ. What I do know (though I think that this varies greatly from aircraft to aircraft and even airline to airline (SOP)) is that ( in no particular order):ġ. I'm pretty sure the NOTAM is in place to cover some unlikely but nonzero operator error.Can I ask (any answers in terms of not too highly technical a nature, please: I am not a real-world pilot: I have tens of thousands of hours, but in X-Plane! ) how the RNAV is effected on approach. I'm not privy to the testing, but my guess is the "jammer" is only turned up until test instrumentation shows the smallest measurable loss of signal/noise ratio, and then only briefly. lost satellite nav?Īnyway, suspect that whatever issue the OP is having is not caused by the GPS testing. Can you imagine the uproar if every iPhone in Albuquerque, Phoenix, Denver, etc. If signal loss was common, you can bet it would make the news. Not saying it never happens, but my guess is the liklihood of signal loss on an aircraft GPS (or car GPS or phone or any of a bazillion other GPS-based devices on the ground within the affected surface area) is very low. In fact, I flew just this morning with no issues despite it being during the active test time. No one I know around here has ever actually experienced a loss of GPS signal while flying during the advisory times. ![]() I'm in Colorado, but similar distance from the "epicenter" of the testing as folks in Phoenix. ![]() Those GPS testing NOTAMs are not new, they've been doing this on and off for several years. PS, the cool glasses smiley face are how the Notam is written out and then read by the message board. These notams are very common around California, Arizona, and New Mexico and correct, some that I attached aren't valid now but they pop up frequently. Note: At 10,000 ft, it's 359-385 nm away and if your flying IFR across Arizona to California, you are above that where it extends even farther. It seems far away but it has stray signals across all of those areas. !GPS 05/105 ZLA NAV (CHLK GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADSB) MAY NOT BE AVAILABLE WITHIN A 454NM RADIUS CENTERED AT 360822N1173846W (BTY 214059) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 430NM RADIUS AT FL250, 359NM RADIUS AT 10000FT, 301NM RADIUS AT 4000FT AGL, 251NM RADIUS AT 50FT AGL 1506041630-1506042230 !GPS 06/013 (KZLA A1279/15) ZLA NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL 1506051830-1506052230 !GPS 06/001 ZAB NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL. !GPS 06/008 (KZAB A0002/15) ZAB NAV (WSMR GPS 15-07) GPS (INCLUDING WAAS, GBAS, AND ADS- MAY NOT BE AVAILABLE WITHIN A 499NM RADIUS CENTERED AT 332339N1063058W (TCS 070039) FL400-UNL DECREASING IN AREA WITH A DECREASE IN ALTITUDE DEFINED AS: 454NM RADIUS AT FL250, 385NM RADIUS AT 10000FT, 378NM RADIUS AT 4000FT AGL, 366NM RADIUS AT 50FT AGL 1506051830-1506052230
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