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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.
12.11.2 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.
12.11.3 ILS or RNAV (GPS) charts. Some RNAV
(GPS) charts will also contain an ILS line of minima
to make use of the ILS precision final in conjunction
with the RNAV GPS capabilities for the portions of
the procedure prior to the final approach segment and
for the missed approach. Obstacle clearance for the
portions of the procedure other than the final
approach segment is still based on GPS criteria.
NOTE−
Some GPS receiver installations inhibit GPS navigation
whenever ANY ILS frequency is tuned. Pilots flying
aircraft with receivers installed in this manner must wait
until they are on the intermediate segment of the procedure
prior to the PFAF (PFAF is the active waypoint) to tune
the ILS frequency and must tune the ILS back to a VOR
frequency in order to fly the GPS based missed approach.
12.11.4 Required Navigation Performance (RNP)
12.11.4.1 Pilots are advised to refer to the
“TERMS/LANDING MINIMUMS DATA” (Section
A) of the U.S. Government Terminal Procedures
books for aircraft approach eligibility requirements
by specific RNP level requirements.
12.11.4.2 Some aircraft have RNP approval in their
AFM without a GPS sensor. The lowest level of
sensors that the FAA will support for RNP service is
DME/DME. However, necessary DME signal may
not be available at the airport of intended operations.
For those locations having an RNAV chart published
with LNAV/VNAV minimums, a procedure note may
be provided such as “DME/DME RNP−0.3 NA.”
This means that RNP aircraft dependent on
DME/DME to achieve RNP−0.3 are not authorized to
conduct this approach. Where DME facility
availability is a factor, the note may read “DME/DME
RNP−0.3 Authorized; ABC and XYZ Required.”
This means that ABC and XYZ facilities have been
determined by flight inspection to be required in the
navigation solution to assure RNP−0.3. VOR/DME
updating must not be used for approach procedures.
12.11.5 CHART TERMINOLOGY
12.11.5.1 Decision Altitude (DA) replaces the
familiar term Decision Height (DH). DA conforms to
the international convention where altitudes relate to
MSL and heights relate to AGL. DA will eventually
be published for other types of instrument approach
procedures with vertical guidance, as well. DA
indicates to the pilot that the published descent profile
is flown to the DA (MSL), where a missed approach
will be initiated if visual references for landing are not
established. Obstacle clearance is provided to allow
a momentary descent below DA while transitioning
from the final approach to the missed approach. The
aircraft is expected to follow the missed instructions
while continuing along the published final approach
　
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