This is a non-WAAS approach down to an MDA, but your GPS unit may still give you a +V. One other type of GPS approach that you will encounter is an LNAV approach. If you arrive at the MDA on the advisory glide path and the runway isn’t in sight, DON’T GO BELOW THE MDA! Most autopilots won’t level off at the MDA, even if that altitude is set in the altitude pre-select, so this will involve turning off the autopilot before the MDA and manually leveling off, or engaging the altitude mode of your autopilot at the MDA. Look out the windscreen and make sure you won’t hit anything. LPV, LP, LNAV/VNAV and LNAV approaches LPV is the most desired APV approach. However, the tighter lateral guidance for LP means the area evaluated is much narrower than for the LNAV approach. The MDA for LNAV and LP approaches are set 250 feet above the highest obstacle in the evaluated area of the final approach segment. Don’t just hone in on your instruments when you break out of the clouds. LNAV/VNAV 3.0 Aircraft Eligibility Requirements 3.1 Documentation. These are LP approaches, and are in many ways a GPS equivalent to a localizer-only approach. The big thing I tell people is, when you arrive at the MDA and the runway is in sight, following the advisory glide path below the MDA could get you in trouble with obstacles. LPV approach dealthe first is an old school dive and drive non-precision approach the second is basically an ILS that uses GPS instead of ground-based navigation aids. The kicker is obstacle clearance is not guaranteed and the pilot needs to keep an eye on minimum altitudes at the different waypoints on the approach. After some practice, you’ve just about figured out this whole LNAV vs. What does LP+V indicate? An advisory glide path is just advisory, but it is totally legal to follow down on a non-precision LP approach.
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