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bank angles and speeds—are not depicted
because these aircraft performance characteristics are encoded in the navigation database.
Figure 5-17. RNAV (RNP) Approach Procedure with Curved Flight Tracks.
5-25
Baro-VNAV avionics provide advisory VNAV path
indications to the pilot referencing a procedure’s
vertical path angle (VPA). The computer calculated
vertical guidance is based on barometric altitude,
and is either computed as a geometric path between
two waypoints or an angle from a single waypoint. If
a flight crew is authorized to conduct VNAV
approaches using an RNAV system that falls into this
category, the Baro-VNAV temperature limitations
listed in the notes section of the approach procedure
apply. Also, since Baro-VNAV is advisory guidance,
the pilot must continuously crosscheck the primary
barometric altimeter to ensure compliance with all
altitude restrictions on an instrument procedure.
Figure 5-18. North Platte Regional (KLBF), North Platte, Nebraska, RNAV (GPS) RWY 30.
5-26
Considering the pronounced effect of cold temperatures on Baro-VNAV operations, a minimum
temperature limitation is published for each
procedure for which Baro-VNAV minimums are
published. This temperature represents the airport
temperature below which the use of Baro-VNAV
is not authorized to the LNAV/VNAV DA. The
note “Baro-VNAV NA below -20°C (-4°F)”
implies that the approach may not be flown at all
using Baro-VNAV when the temperature is below
-20° Celsius. However, Baro-VNAV may be used
for approach guidance down to the published
LNAV MDA. This information can be seen in the
notes section of the previous example.
In the example for the RNAV (GPS) RWY 30
approach, the note “DME/DME RNP-0.3 NA” prohibits aircraft that use only DME/DME sensors for
RNAV from conducting the approach.
Because these procedures can be flown with an
approach approved RNP system and “RNP” is not sensor specific, it was necessary to add this note to make it
clear that those aircraft deriving RNP 0.3 using
DME/DME only are not authorized to conduct the procedure.
The lowest performing sensor authorized for RNP navigation is DME/DME. The necessary DME NAVAID
ground infrastructure may or may not be available at
the airport of intended landing. The procedure designer
has a computer program for determining the usability
of DME based on geometry and coverage. Where FAA
Flight Inspection successfully determines that the coverage and accuracy of DME facilities support RNP, and
that the DME signal meets inspection tolerances,
although there are none currently published, the note
“DME/DME RNP 0.3 Authorized” would be charted.
Where DME facility availability is a factor, the note
would read, “DME/DME RNP 0.3 Authorized; ABC
and XYZ required,” meaning that ABC and XYZ DME
facilities are required to assure RNP 0.3.
AIRPORT/RUNWAY INFORMATION
Another important piece of a thorough approach
briefing is the discussion of the airport and runway
environment. A detailed examination of the runway
length (this must include the Airport/Facility
Directory for the landing distance available), the
intended turnoff taxiway, and the route of taxi to the
parking area, are all important briefing items. In
addition, runway conditions should be discussed.
The effect on the aircraft’s performance must be
considered if the runway is wet or contaminated.
NACO approach charts include a runway sketch on each
approach chart to make important airport information
easily accessible to pilots. In addition, at airports that
have complex runway/taxiway configurations, a separate full-page airport diagram will be published.
The airport diagram also includes the latitude/longitude
information required for initial programming of FMS
equipment. The included latitude/longitude grid shows
the specific location of each parking area on the airport
surface for use in initializing FMSs. Figure 5-19 shows
the airport sketch and diagram for Chicago-O’Hare
International Airport.
Pilots making approaches to airports that have this type
of complex runway and taxiway configuration must
ensure that they are familiar with the airport diagram
prior to initiating an instrument approach. A combination of poor weather, high traffic volume, and high
ground controller workload makes the pilot’s job on the
ground every bit as critical as the one just performed in
the air.
INSTRUMENT APPROACH PROCEDURE
BRIEFING
A thorough instrument approach briefing greatly
　
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