If you are operating a flight into a spoofing

area tomorrow, this guidance will help to

mitigate the impact of GPS Spoofing.

This is based on best practices collected from the flight

crew participating in the GPS Spoofing Workgroup, as well
as OEM and other expert input.

Nothing here is intended to replace or override company

procedures, OEM advice, or legal requirements.

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 Pre-Flight Briefing

For flights into known spoofing areas, include GPS Spoofing as a full briefing item.
Consider:
• Likely entry and exit points of spoofing areas
• Intentions before, during, and after spoofing
• Availability of ground-based Navaids
• Likely system downgrades/losses (e.g. EGPWS, Weather radar, CPDLC, RNP)
• Expected indications of jamming, indications of spoofing
• Contingency planning (e.g. Engine failure, depressurization) in spoofing area
• Impact of spoofing on RNP requirements later in flight

Spoofing Maps

Check online spoofing map for latest locations of active spoofing. Knowing where the
spoofing is happening is the best mitigation. (e.g. SkAI Live GPS Spoofing Tracker Map)

GPWS

Specifically review likely EGPWS impact, brief actions for EGPWS alerts in cruise, use of
Terrain Override, EGPWS alerts on approach below MSA. Plan action in case of repeated
EGPWS alerts on second approach in case of EGPWS response. Review difference between
basic GPWS alerts and enhanced/Look-Ahead alerts. Be fully prepared for unusual EGPWS
behavior.

IRS

Perform a full IRS Alignment for each flight into known spoofing areas. If departing from an
airport within a spoofing area (e.g., LCLK, LLBG, OLBA), perform manual IRS alignment.
Caution risk of IRS automatically taking GPS position.

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 Flight Planning

If practical, file airways associated with ground based navaids. Review GPS required routes,
RNP-1 or -2 airways. Consider alternate routes further from the spoofing area. Review
forecasted Cb activity, considering Weather Radar failure is possible. Consider if destination
requires RNP approaches.

Contingencies/Emergencies
Consider the impact of spoofing on a diversion while in the spoofing area, or afterwards.
Conventional arrival and approach / missed available or daylight VMC from MSA down.
Review safe altitudes enroute (MEA/MORA) and at destination/alternate on approach (MSA).

Refresh Technical Understanding

Review difference between GPS Spoofing and GPS Jamming. Know which aircraft systems
use GPS (long list!). Loss of ADS-B, SVS, GPWS etc. is not possible to be avoided. Refresh
conventional navigation skills, be aware that most enroute airspace isn't actually RNP
airspace. Spoofing takes place in areas with low Navaid coverage - may be many hundreds of
miles between DMEs and VORs. Understand difference between Conventional/Standalone
IRS and Hybrid IRS (B787, G650 etc.).

Synch watches
Synch mechanical watch to known source (e.g. iPhone) at dispatch, in preparation for aircraft
clock failure.

NO-TAMS
Don’t rely purely on NOTAMs to give comprehensive warnings of spoofing locations.

Crosscheck MEL items

Consider the impact of any MEL (Minimum Equipment List) items. Review impact of
unserviceable system items in light of expected GPS Spoofing impacts, especially any
inoperative radio navigation items.

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 Operations at airports WITHIN spoofing areas
• Expect on-ground spoofing, which creates greater risk of system impacts

• IRS Alignment: Turn off the GPS receiver via the FMC prior to aligning the IRS, and
carry out a manual alignment. Be vigilant for automatic capturing of the spoofed GPS
position during alignment.

• Do not plan GPS/RNP approaches, SIDs, STARs, into/out of known spoofing areas

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 Prepare for spoofing

Commence preparation and system setup well prior to first expected spoofing location.
Spoofing area ETA -45 minutes, or 300 nm is suggested.

• Consider declining direct routings to remain on airway, especially if airway is based on

Navaids.

• Evaluate emergency descent and diversion options with regard to spoofing impact on
systems

Re-Brief plan
A quick re-brief of actions when spoofing is encountered. Intentions, and expected systems
loss, e.g. ADS-B, CPDLC. Re-brief EGPWS actions in event of alert in cruise.

Monitor
Monitor EPU (Estimated Position Uncertainty) and ANP (Actual Navigation Performance)
values. Open Sensor/Pos Ref page for GPS status. Anticipate jamming to commence before
spoofing: the typical spoofing encounter now commences with a period of GPS jamming,
which makes the GPS receiver more vulnerable to spoofing. Monitor aircraft clock for jumps
or changes.

Increase vigilance
• Keep an eye on all aircraft systems for unusual behavior.

• Monitor aircraft position and navigation system status using all available means,
including use of a handheld GPS e.g. Bad Elf, Garmin, iPad/iPhone, EFB. Keep the
antenna of the external GPS system in sight of satellites but as shielded from the

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 horizon as possible, using glareshield or aircraft frame. Any disagreement between
aircraft GPS and external GPS will suggest spoofing.

• Use an alerting App such as APG‘s NaviGuard. Regularly cross-check aircraft system
indications to standalone systems (e.g. Watch, VOR/DME position, EFB/External GPS)
to detect spoofing early.

• Listen out for ATC or other aircraft reports of spoofing

• Be ready to apply systems setup as soon as typical initial warnings occur, in case of
surprise/early spoofing encounter.

• Have Nav Log (OFP/CFP) tracks, times, distances ready to assist with manual/DR
navigation.

• Keep an eye on GPS date (in sensors page). A date change is a strong indicator of
likely problems recovering the GPS receiver post-spoofing.

Set up aircraft systems

• Always follow OEM and Operator Procedure as primary spoofing setup guidance.

• De-select GPS input to FMS. Note that this will only prevent the FMS position from
including spoofed GPS values, but will not protect other systems e.g. EGPWS, Weather
Radar.

• Deselect “IRS HYBRID” mode if applicable.

• Set the aircraft clock to “Internal” (INT) / manual, if possible, to protect CPDLC and
other datalink functions.

• If procedure approved - Inhibit EGPWS Look Ahead mode to prevent false alerts at
cruise altitude.

• Stow Head Up Display and do not use.

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 Typical indications of Jamming

It is common for jamming to precede spoofing. Jamming will result in the loss of GPS Signal
only. The time from jamming to spoofing varies.

• GPS Failure message

• ADS-B Failure/Warning
• GPWS Terrain caution message
• Loss of Ka SATCOM
• EGPWS Terrain fail
• Loss of SVS

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 Typical indications of Spoofing

Unlike jamming, a GPS signal is present, but it has fake information. False GPS position, time,
and date information will be processed by the GPS receiver as being valid. As soon as this is
fed to other systems, failure messages will begin.

• Rapid EPU or ANP increase

• GPS position and IRS or FMS position disagree caution message
• Aircraft Clock time changes, or difference between Capt/FO clocks
• Transponder failure: EICAS/ECAM “ATC FAIL”
• Autopilot turns aircraft unexpectedly
• ADS-B Failure/Warning
• Synthetic Vision reverting to blue over brown
• Loss of enhanced display, such as display of terrain on PDI
• Wind indication on ND is illogical or has a major shift - erratic groundspeed
• GPS position symbol on ND drifts away from the FMS and the IRS symbols
• Datalink (CPDLC, ADS-C) failure warning
• GPS information on sensor page shows unusual values: altitude, etc.
• Handheld GPS (e.g. Garmin, iPad) disagrees with aircraft GPS position
• EGPWS audible warning (‘Pull Up”)
• GPS 1 and 2 dramatically different i.e. more than 100 meters, which may also give an
ECAM/EICAS GPS miscompare warning.
• Spoofing Alerting app e.g. Naviguard gives alert
• ACARS message from ground/ops advises of spoofing (based on aircraft downlink
message with unusual values).

Actions following confirmation of active spoofing

• Aviate, navigate, communicate – back to basics.

• Note the time on personal watch, record on log.
• Check system settings are correct for spoofing protection. Also applies to unexpected
“surprise spoofing”.
• Check GPS input de-selected
• Check IRS Hybrid mode de-selected
• Heading mode: Consider selecting heading mode to keep the aircraft on track during
troubleshooting
• Confirm Nav Source in FMS: DME/DME, IRS, etc.
• Report to ATC. Advise ATC of spoofing encounter ASAP. Include position so that other
crew on frequency are aware.
• Request ATC vectors or confirmation of correct position and track if required.

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 • If company procedures allow, inhibit EGPWS at cruise altitude (TERR OVRD). This
avoids false “PULL UP” etc. warnings triggered by spoofed altitude data.
• Use Conventional Navigation
• Check Aircraft Clock Time and compare to current time.
• Check GPS Date on sensors page. A change of date, especially forward in time, is
likely to create greater GPS receiver problems after spoofing.
• FMS Auto-tune may not function correctly (uses GPS to check Navaid position).
• Set reminders based on waypoint or coordinates (not time) to reverse all system
settings changed for spoofing.

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Most spoofing encounters can be fully recovered from in flight. However, an increasing
number of aircraft are left with severe impacts to navigation, communications, and safety
systems (e.g. EGPWS) that are not recoverable before reaching destination.

Before beginning recovery, be certain that spoofing has finished. Double check known
spoofing location map, and be alert to the possibility that another round of spoofing may
occur. Allow a time period of normal GPS readings, e.g. 10 minutes.

Indications that spoofing is complete

The following items may be helpful to identify the end of GPS Spoofing:

On Sensors/Pos Ref page, GPS shows:

• Correct UTC time and date, and

• GS (Ground Speed) consistent with TAS, ND, and
• Consistent position and altitude

Actions after exiting spoofing area

• Re-select GPS sensor input to FMS

• Assess all systems for failures, especially Weather Radar, CPDLC/Datalink,

• If required, and if procedure exists/allows, carry out in-flight reset of MMR/GPS

Receiver

• If required, and if procedure exists/allows, carry out in-flight reset of GPWS computer

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 ATC

• Advise ATC of any relevant systems remaining failed, e.g. Nav, CPDLC, ADS-C and
impact on navigation (e.g. Unable RNP)

• Disregard any CPDLC mandate for domestic FIR’s – airspace entry will not be denied.

• If planning an oceanic crossing with degraded RNP or Comms systems, advise the
first oceanic ACC well before Oceanic Entry. For example, Shanwick requests a
freetext remark in the RCL message at OEP -90, “RMK/RNP 10 ONLY DUE GPS
INTERFERENCE / NO CPDLC”

• For the NAT HLA, note that RNP4 is required for PBCS tracks, as well as CPDLC and
ADS-C for the RCP/RSP requirement. Elsewhere in the HLA, RNP 10 is the minimum,
but RNP4 is often used for tactical separation outside the NAT PBCS Tracks. If you are
RNP10 only, expect lower crossing altitudes and reroutes.

• Request to follow STARs (/SIDs) based on conventional navaids.

• Avoid/decline RNP approaches.

Destination/Alternate Approach considerations

• Even if the GPS receiver appears normal after spoofing, there is a risk of later failure
or incorrect behavior. This is because the spoofing may have contaminated the
receiver settings. In most cases, only a hard reset will guarantee receiver integrity.

• Avoid RNP approaches unless there is certainty that all systems are operating
normally. Check missed approach for any RNP/RNAV requirement.

• Advise ATC of your earlier GPS interference, e.g. “Due to earlier GPS interference,
unable xxx approach, request xxx approach”. This will also give ATC a heads-up to
monitor your tracking more closely.

• Brief intentions re. GPWS responses. Expect false EGPWS alerts, but re-brief to be
clear on difference between GPWS basic mode alerts (Radio Altimeter based) and
EGPWS alerts (GPS altitude based). Ensure all basic GPWS mode alerts are followed
without delay, as these are not affected by spoofing. Brief intentions for different alert
types.

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 • Brief possible ECAM/EICAS alerts on descent and approach, especially ones that may
occur on final approach but can be disregarded, e.g. RNP related warnings.

• Check alternate non-GPS approach availability.

Post Flight

• File an Air Safety Report for tracking of the GPS Spoofing problem.

• Tech Log: Note any GPS Spoofing in the aircraft tech log each flight, to ensure a hard
reset of the GPS / MMR is carried out

• For any unusual system impacts, send data to avionics manufacturers e.g. Honeywell,
Collins.

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