Are all GPS non-precision approaches considered to be LNAVs?

5 Answers

1. 
   

   
   

   John D. Collins on May 31, 2012

   If the approach is an overlay such as you linked to, you can fly the approach as a GPS approach and don’t need to have an ADF installed in your aircraft.  An overlay approach will always have “or GPS” in the approach title. 

    

   Read thru the AIM, section 1-1-19, I have quoted a portion below:

    

   g. GPS Approach Procedures

   As the production of stand−alone GPS approaches has progressed, many of the original overlay approaches have been replaced with stand−alone procedures specifically designed for use by GPS systems. The title of the remaining GPS overlay procedures has been revised on the approach chart to “or GPS” (e.g., VOR or GPS RWY 24). Therefore, all the approaches that can be used by GPS now contain “GPS” in the title (e.g., “VOR or GPS RWY 24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”). During these GPS approaches, underlying ground− based NAVAIDs are not required to be operational and associated aircraft avionics need not be installed, operational, turned on or monitored (monitoring of the  underlying approach is suggested when equipment is available and functional). Existing overlay approaches may be requested using the GPS title, such as “GPS RWY 24” for the VOR or GPS RWY 24.

    

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2. 
   

   
   

   Ami on May 31, 2012

   For clarification, please another question. Now, if coming from the east (No Radar Contact), should I perform the PT for course reversal as depicted in the approach plate (like the NDB approach) and monitor the GPS display? Moreover, if coming from the west that will be straight in? There is no few (IAFs) like the T shape, which makes everything easy to understand. After approaching this airport from the (IAF) MONRY what is the next step? How this system works – Please Help
    

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3. 
   

   
   

   John D. Collins on May 31, 2012

   Ami,

    

   Without radar coverage, you can’t get vectored to final, so regardless of the direction you approach the IAF at MONRY you are required to fly the procedure turn. Even if you use the feeder route from DEEDS, you are required to perform the procedure turn.

    

   Refer back to your earlier question on when to do the procedure turn.  LUCAS offered the memory aid : SHARPTT. You do not execute a procedure turn if any of the following are true:

    
   S- Straight in – This doesn’t apply to your question

   H – Holding – This doesn’t apply unless you were not cleared for the approach and were holding at MONRY

   A – Arc of DME – There isn’t an Arc

   R- Radar vectors – You said there was no radar, so this doesn’t apply

   P – NoPT is displayed on the IAP  – This doesn’t apply

   T – Teardrop  – This doesn’t apply

   T – Timed approach – this doesn’t apply 

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4. 
   

   
   

   Anrboy on Jun 01, 2012

   Ami,
   Monry is an IAF. Once you reach an approach fix you will be in one of two positions. 1. You will cross the fix on a heading that will allow you to turn inbound and complete the approach or 2. you will cross the fix and fly the procedure turn because it isn’t practical to turn inbound. Just because there isn’t a NoPt at a IAF doesn’t mean you have to fly the procedure turn.
   In fact if you were given the directions “fly direct MONRY clear GPS RWY 09 approach” and you were coming in from the west or DEEDS you will be expected to not fly the Pt.
   If you are still confused check out this article
   http://www.askacfi.com/1667/procedure-turn-not-required.htm

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5. Best Answer
   
   

   
   

   John D. Collins on Jun 01, 2012

   Ami,

   Anrboy is providing incorrect advice and if you were to do this on a check ride, you would fail.  The reference that he points to doesn’t apply to this situation because this approach does not have a TAA with a NoPT sector.  If you are given the clearance he described and you were coming from the west or DEEDS, you are required to fly the PT. This instrument procedure has an IAF and the FAF at the same fix and TERPS requires a PT for this type of approach construction, reference paragraph 234. The intermediate leg starts at the maximum distance that in which the PT must be completed and follows the course after the PT to the FAF. Although you could be vectored to the final approach course, in which case you would not do the procedure turn,  you can’t be cleared direct to the IAF straight in because it is not an intermediate fix, where this type of clearance would be permitted. In fact, there isn’t an intermediate fix on this approach.  I have included three quotes, one from the FAA Chief Counsel that clearly indicates when you must fly a PT.  The second quote is from the AIM, and the last quotes are from the controller manual. I apologize for the length of the post, so you don’t have to read beyond this point unless you want to see the justification for the above.

   From the FAA Chief Counsel’s letter to Tom Young, Chairman of the Charting and Instrument Procedures Committee, Air Line Pilots Association, dated Nov 28, 1994.

   “Finally, you ask whether a course reversal segment is optional “when one of the conditions of FAR section 91.175(j) is not present.” Section 91.175(j) states that in the case of a radar vector to a final approach course or fix , a timed approach from a holding fix, or an approach for which the procedures specifies “no procedure turn.” no pilot may make a procedure turn unless cleared to do so by ATC.

   Section 97.3(p) defines a procedure turn, in part, as a maneuver prescribed when it is necessary to reverse direction to establish the aircraft on an intermediate or final approach course. A SIAP may or may not prescribe a procedure turn based on the application of certain criteria contained in the TERPs. However, if a SIAP does contain a procedure turn and ATC has cleared a pilot to execute the SIAP, the pilot must make the procedure turn when one of the conditions of Section 91.175(j) is not present.”

    

   From AIM (emphasis is mine):

   5−4−9. Procedure Turn and Hold−in−lieu of

   Procedure Turn

   a.       A procedure turn is the maneuver prescribed when it is necessary to reverse direction to establish the aircraft inbound on an intermediate or final approach course. The procedure turn or hold−in−lieu−of−PT is a required maneuver when it is depicted on the approach chart, unless cleared by ATC for a straight−in approach. Additionally, the procedure turn or hold−in−lieu−of−PT is not permitted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the final approach course is provided, or when conducting a timed approach from a holding fix. The altitude prescribed for the procedure turn is a minimum altitude until the aircraft is established on the inbound course. The maneuver must be completed within the distance specified in the profile view. For a hold−in−lieu−of−PT, the holding pattern direction must be flown as depicted and the specified leg length/timing must not be exceeded.

    

    

   From Order 7110.65U (this is the controller manual, emphasis is mine):

   4−8−1. APPROACH CLEARANCE

   a. …

   Standard Instrument Approach Procedures must commence at an Initial Approach Fix or an Intermediate Approach Fix if there is not an Initial Approach Fix. Area Navigation (RNAV) Standard Instrument Approach Procedures may begin at an Intermediate Approach Fix for aircraft that have filed an Advanced RNAV equipment suffix when the conditions of subpara b4 are met. Where adequate radar coverage exists, radar facilities may vector aircraft to the final approach course in accordance with para 5−9−1, Vectors to Final Approach Course.

    

   b. For aircraft operating on unpublished routes, issue the approach clearance only after the aircraft is:

   1. Established on a segment of a published route or instrument approach procedure.

   2. Assigned an altitude to maintain until the aircraft is established on a segment of a published route or instrument approach procedure.

   3. Established on a heading or course that will intercept the initial segment at the initial approach fix, or intermediate segment at the intermediate fix when no initial approach fix is published, for a GPS or RNAV instrument approach procedure at an angle not greater than 90 degrees. Angles greater than 90 degrees may be used when a hold in lieu of procedure turn pattern is depicted at the fix for the instrument approach procedure.

   4. Established on a heading or course that will intercept the intermediate segment at the intermediate fix, when an initial approach fix is published, provided the following conditions are met:

   (a) The instrument approach procedure is a GPS or RNAV approach.

   (b) Radar monitoring is provided to the Intermediate Fix.

   (c) The aircraft has filed an Advanced RNAV equipment suffix.

   (d) The pilot is advised to expect clearance direct to the Intermediate Fix at least 5 miles from the fix.

   (e) The aircraft is assigned an altitude to maintain until the Intermediate Fix.

   (f) The aircraft is on a course that will intercept the intermediate segment at an angle not greater than 90 degrees and is at an altitude that will permit normal descent from the Intermediate Fix to the Final Approach Fix.

    

    

    

   5−9−1. VECTORS TO FINAL APPROACH COURSE

   Except as provided in para 7−4−2, Vectors for Visual Approach, vector arriving aircraft to intercept the final approach course:

   a. At least 2 miles outside the approach gate unless one of the following exists:

   1. When the reported ceiling is at least 500 feet above the MVA/MIA and the visibility is at least 3 miles (report may be a PIREP if no weather is reported for the airport), aircraft may be vectored to intercept the final approach course closer than 2 miles outside the approach gate but no closer than the approach gate.

   2. If specifically requested by the pilot, aircraft may be vectored to intercept the final approach course inside the approach gate but no closer than the final approach fix.

   EXCEPTION. Conditions 1 and 2 above do not apply to RNAV aircraft being vectored for a GPS or RNAV approach.

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