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duties to miss a waypoint change and be of the mindset that you have one more waypoint to go before descent, or even worse, before a missed approach. Two main values always to include in the cross‑check are: 

1. Verification of the waypoint flying “to.” 

2. Verification that the distance to the waypoint is decreasing. Upon reaching the missed approach point (MAP), the system will automatically go to “Suspend,” “Hold,” or “OBS” at the MAP, and the distance to go will begin counting up or increasing as the distance from the MAP behind increases. Acknowledge the MAP and the beginning of the MAP segment by an action (button, knob, etc.) to allow sequencing to the holding point or procedure. 

Not all units delay commanding a turn prior to reaching the specified turn altitude. You must know the required navigation courses and altitudes. The FMS/GPS unit may not be 100 percent correct, especially if an ADC is not installed. 

Since the FMS/GPS automatically switches to the approach sensitivity, you must not attempt to use the “approach” mode of the autopilot at that time, unless the autopilot documentation specifically directs the use of that mode at that time. Using that mode would make the autopilot hypersensitive and too responsive to navigation signals. 

GPS stand‑alone approaches are nonprecision approaches based solely on the use of the GPS and an IFR‑capable FMS with GPS navigation receiver or GPS RNAV. A GPS stand‑ alone approach is shown in Figure 3-47. 

RNAV (GPS) approaches are designed to accommodate aircraft equipped with a wide variety of GPS receivers. An RNAV (GPS) approach procedure is shown in Figure 3-48. A GPS approach typically offers different approach minimums (and sometimes different missed approach points) depending on the type of GPS receiver, aircraft, and installation being used to complete the approach. 

