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on a separate chart and for the GLS minima line to be
used only for LAAS. ATC clearance for the RNAV
procedure authorizes a properly certified pilot to
utilize any minimums for which the aircraft is
certified: e.g. a WAAS equipped aircraft utilize the
LPV or LP minima but a GPS only aircraft may not.
The RNAV chart includes information formatted for
quick reference by the pilot or flight crew at the top
of the chart. This portion of the chart, developed
based on a study by the Department of
Transportation, Volpe National Transportation
System Center, is commonly referred to as the pilot
briefing.
12.11.1 The minima lines are:
12.11.1.1 GLS. “GLS” is the acronym for GNSS
landing system; GNSS is the ICAO acronym for
Global Navigation Satellite System (the international
term for all GPS type systems). This line was
originally published as a placeholder for both WAAS
and LAAS minima and marked as N/A since no
minima was published. As the concepts for LAAS
and WAAS procedure publication have evolved, GLS
will now be used only for LAAS minima, which will
be on a separate approach chart. Most RNAV(GPS)
approach charts have had the GLS minima line
replaced by a WAAS LPV line of minima.
12.11.1.2 LPV. “LPV” is the acronym for localizer
performance with vertical guidance. LPV identifies
WAAS APV approach minimums with electronic
lateral and vertical guidance. The lateral guidance is
equivalent to localizer and the protected area for LPV
procedures is now the same as for an ILS. The
obstacle clearance area is considerably smaller than
the LNAV/VNAV protection, allowing lower minima
in many cases. Aircraft can fly this minima line with
a statement in the Aircraft Flight Manual that the
installed equipment supports LPV approaches. This
includes Class 3 and 4 TSO−C146 WAAS equipment.
12.11.1.3 LNAV/VNAV. 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. 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.
12.11.1.4 LP. “LP” is the acronym for localizer
performance. LP identifies nonprecision WAAS
procedures which are equivalent to ILS Localizer
procedures. LP is intended for use in locations where
vertical guidance cannot be provided due to terrain or
other obstacles. The protected area is considerably
smaller than the area for LNAV lateral protection and
will provide a lower MDA in many cases. WAAS
equipment may not support LP, even if it supports
LPV, if it was approved before TSO C−145B and
TSO C−146B. Receivers approved under previous
TSOs may require an upgrade by the manufacturer in
order to be used to fly to LP minima. Receivers
approved for LP must have a statement in the
approved Flight Manual or Supplemental Flight
Manual including LP as one of the approved
approach types. LPV and LP cannot be published as
part of the same instrument procedure due to the
inability to change integrity limits during an
approach.
12.11.1.5 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
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AIP ENR 1.5−37
United States of America 15 MAR 07
Federal Aviation Administration Nineteenth Edition
which are presently authorized to conduct GPS
approaches. Existing GPS approaches continue to be
　
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