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5−4−20 Arrival Procedures
for the present LNAV and LNAV/VNAV lateral
protection. This minima line can be flown by aircraft
with a statement in the Aircraft Flight Manual that the
installed equipment supports LPV approach
procedures. This includes Class 3 and 4 TSO−C146
WAAS equipment. Depending on the location of the
obstacles around an airport this may result in lower
minima than a LNAV/VNAV procedure. The vertical
performance accommodates equipment with
integrity limits larger than required for precision, but
with precision approach 5 Hz update rates to help
control flight technical error. The minima will be
published as a DA. This procedure takes advantage of
the precise lateral guidance available from the WAAS
system at initial operational capability, allowing
lower minimums at a large number of airports while
the vertical integrity limits of WAAS are being
further improved. This minima can also be used as a
fail down mode if the WAAS vertical integrity does
not meet the requirement for a precision approach.
(c) LNAV/VNAV identifies APV minimums
developed to accommodate an RNAV IAP with
vertical guidance, usually provided by approach
certified Baro−VNAV, but with lateral and vertical
integrity limits larger than a precision approach or
LPV. LNAV stands for Lateral Navigation; VNAV
stands for Vertical Navigation. This minima line can
be flown by aircraft with a statement in the Aircraft
Flight Manual that the installed equipment supports
GPS approaches and has an approach−approved
barometric VNAV, or if the aircraft has been
demonstrated to support LNAV/VNAV approaches.
This includes Class 2, 3 and 4 TSO−C146 WAAS
equipment. Aircraft using LNAV/VNAV minimums
will descend to landing via an internally generated
descent path based on satellite or other approach
approved VNAV systems. WAAS equipment may
revert to this mode of operation when the signal does
not support precision or LPV integrity. Since
electronic vertical guidance is provided, the minima
will be published as a DA. Other navigation systems
may be specifically authorized to use this line of
minima, see Section A, Terms/Landing Minima Data,
of the U.S. Terminal Procedures books.
(d) LNAV. This minima is for lateral navigation
only, and the approach minimum altitude will be
published as a minimum descent altitude (MDA).
LNAV provides the same level of service as the
present GPS stand alone approaches. LNAV
minimums support the following navigation systems:
WAAS, when the navigation solution will not support
vertical navigation; and, GPS navigation systems
which are presently authorized to conduct GPS
approaches. Existing GPS approaches continue to be
converted to the RNAV (GPS) format as they are
revised or reviewed.
NOTE−
GPS receivers approved for approach operations in
accordance with: AC 20−138, Airworthiness Approval of
Global Positioning System (GPS) Navigation Equipment
for Use as a VFR and IFR Supplemental Navigation
System, for stand−alone Technical Standard Order (TSO)
TSO−C129 Class A(1) systems; or AC 20−130A,
Airworthiness Approval of Navigation or Flight
Management Systems Integrating Multiple Navigation
Sensors, for GPS as part of a multi−sensor system, qualify
for this minima. WAAS navigation equipment must be
approved in accordance with the requirements specified in
TSO−C145 or TSO−C146 and installed in accordance with
Advisory Circular AC 20−138A, Airworthiness Approval
of Global Navigation Satellite System (GNSS) Equipment.
2. Other systems may be authorized to utilize
these approaches. See the description in Section A of
the U.S. Terminal Procedures books for details. These
systems may include aircraft equipped with an FMS
that can file /E or /F. Operational approval must also
be obtained for Baro−VNAV systems to operate to the
LNAV/VNAV minimums. Baro−VNAV may not be
authorized on some approaches due to other factors,
such as no local altimeter source being available.
Baro−VNAV is not authorized on LPV procedures.
Pilots are directed to their local Flight Standards
District Office (FSDO) for additional information.
NOTE−
RNAV and Baro−VNAV systems must have a manufacturer
supplied electronic database which shall include the
waypoints, altitudes, and vertical data for the procedure to
be flown. The system shall also be able to extract the
procedure in its entirety, not just as a manually entered
series of waypoints.
　
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