![]() It will say LNAV, LNAV + V, LNAV/VNAV, or LPV.īaro/Vnav is very common and fully supported by Honeywell Primus, Collins Pro-line and Universal UNS series navigators. I'll say it one hundred times if it makes a difference You don't have to fly anywhere to verify this, climb into your airplane with a x30w navigator (and SBAS turned ON and the satellite status page displaying a black letter D at the top of all satellite strength bars), put in a destination with an RNAV approach, load that approach, and after you select the transition you can see in the lower left the approach basis. Yes glideslope really does display and can be coupled to. I hope this helps clarify the forum a little bit. Last I heard the plan was to get there with either small ground correction units and/or enhanced GPS receivers. GLS is the assigned name for the next generation of GPS approaches with vertical guidance that reach cat I minimums. Unless you need the last 50 feet of the minimums, LPV approaches are (hard to believe) superior to ILS approaches in many ways. However in every other way it is identical to an ILS, with much greater beam stability, reliability and freedom from radio interference. It is called LPV because it doesn't have Cat I minimums, instead offering at the lowest, 250 foot DH altitudes. LPV is the current generation best precision GPS approach available. It can also be flown with Garmin x30W navigators properly installed. ![]() LNAV/VNAV is a precision approach where the glideslope is regulatory, and has been available in baro-vnav certified ships like Pilatus NG (Honeywell Primus) and bigger birds. And for the moment 99% of European approaches with vertical guidance are the +V variety. Minimums are generally 400 ft or higher.ĩ5% of Canadian RNAV approaches with vertical guidance are the +V variety, and 60% of US approaches with vertical guidance are this way. The good news is these work right now, pretty much on every EU GPS approach not subject to the Jeppesen Data Advisory (these have also been NOTAMed unusable - see EDDW notams for example) Next Airac cycle in early Feb is slated to fix these 30 airports with mis-matches between Jepp glideslopes and national authority Constant Descent Angle guidance. You might have terrain clearance on your ILS approach being 3/4 deflection low on the glideslope, but with a LNAV + V approach there are no such guarantees, your guarantees come from the step-down altitudes. As a pilot you are 100% responsible for being above all step down fixes on the approach. ![]() Good judgment says initiate the missed upon reaching the MDA(H), but from a regulatory perspective it is lateral the MAP point, not reaching MDA(H) that defined the missed approach. the regulatory basis for the approach is LNAV, with an MDA(H) and a MAP. Yes the glide slope appears, yes your autopilot can couple to it. LNAV + V is a regular old LNAV approach with a glideslope from Jeppesen. My understanding is that EASA describes all approaches with vertical guidance as APVs, but an APV is not a minima or type of approach. It shares an approach plate with some other types described below. LPV is a very specific sub-type of GPS approach, with its own minimums and equipment requirements. ![]() Referring to them interchangeably is like confusing an ILS with a LOC.Īnd LPV is not an "FAA" thing, it is part of the language used to describe different classes of GPS approaches. LNAV + V and LPV approaches are totally different from a regulatory structure. In Eurocontrol documents the goal is described as providing a glide path and approach guidance to every IFR runway end on the continent. The biggest revolution since lateral GPS is vertical GPS. I know this is all new material for those not immersed in US/Canada aviation as the evolution of the past 5 years over there took place, but it's all worth learning now as it will change the way EU GA flight operations are done in the next 5 years. Lets clear up a few things as there is a bit of confusion in this thread.
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