Unlike a VOR approach, the OBS knob will have no effect on the selected course for a LOC approach or one of its derivatives.įour separate applications of the localizer:Ĥ. It is part of the ILS system, on which the localizer provides horizontal guidance for a precision approach. The Localizer (LOC) can provide both precision and non-precision app capabilities. When TAA is published it replaces the MSA for that app procedure.Įxample (out of date, do not use in an actual approach!): The objective of a TAA is to provide a seamless transition from the en route structure to the terminal environment for arriving AC equipped with Flight Management System (FMS) and/or GPS. Many GPS approaches now incorporate Terminal Arrival Areas (TAA) which depict boundaries of specific arrival area and the MSA for those areas. If you have an approach approved GPS but it is not a WAAS TSO C146a GPS, you can only fly RNAV (GPS) approaches to the LNAV MDA or the circling MDA. The RNAV (GPS) approach may have up to four types of minima: LPV, LNAV/VNAV, LNAV, or circling. (Source, AOPA GPS articles)Īny approach with GPS in the approach name, such as GPS RWY 2, NDB or GPS RWY 4 are non-precision approaches.
#YOU HAVE BEEN CLEARED IN THE STARIGHT IN LOCALIZER APPROACH FREE#
For more information, read the AOPA Air Safety Foundation's Safety Advisor, GPS From the Ground Up, or take the foundation's free interactive course, GPS for IFR Operations. Over the next several years, the FAA will slowly adopt a single terminology, renaming all GPS approaches as RNAV. As of 2006, stand-alone GPS approaches were identified as RNAV (GPS). So what is the difference between an RNAV approach and a GPS approach? Early, stand-alone GPS approaches were labeled as such, but newer procedures are identified with RNAV in the heading, recognizing the fact that some more sophisticated aircraft are equipped with flight management systems (FMS) in which GPS may be only one of several navigation sensors.
This restriction does not refer to instrument approach procedures with “or GPS” in the title when using GPS or WAAS." Thus, the approach must say "or GPS" in order to use GPS past the FAF. According to the AIM section 1-2-3, the primarily limitation of substituting GPS for another navigational facility is that "Pilots may not substitute for the navigation aid providing lateral guidance for the final approach segment. It can be used to perform holds, determine fixes, navigate to or from a station, or fly a DME arc. When flying IFR, in general, GPS (or a suitable RNAV system) can be used in lieu of a VOR, TACAN, DME, NDB, or compass locator. Most common among these are the Garmin 530 and 430, G1000, Garmin 480, and King KLN 94B, though there are many others. The GPS approach requires an IFR certified (TSO C129a) GPS receiver to fly. Here are a few examples (all of which will be out of date when you read this, so don't use them to fly an actual approach):Įxample (out of date!): GHM VOR/DME 2 (arc) There are a variety of the VOR approaches, including VOR/DME with and without a DME arc. VOR approaches can provide MDAs as low as 250 ft above the runway, and include a minimum of 300 ft of obstacle clearance in final app area. The minimum required navigational equipment is one VOR receiver, though some also require DME. VOR approaches are widely used non-precision approaches. At that point, a missed approach must be executed if the runway environment is not in view.Ī variety of non-precision approaches are enumerated below. It is not a decision height, so the pilot should level off and motor along at the MDA (and not a foot lower!) until reaching the Missed Approach Point. This typically leads to particular fixes on the approach at which the pilot must descend to an appropriate minimum altitude for that segment, levelling off until the next fix, and repeating until the pilot reaches the Minimum Descent Altitude (MDA).Īnother primary difference is that the missed approach point is not necessarily the point at which the pilot reaches the MDA. Non-precision approaches differ from precision approaches in that only lateral guidance, not vertical guidance, is provided by the navigational signal upon which the approach is based.
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