By contrast, on a traditional LNAV approach, CDI sensitivity is the same from the final approach fix to the MAP (think rectangle). You probably learned that LPV means “localizer performance with vertical guidance.” Logically, then, LP simply means “localizer performance.” The important point is the lateral guidance is angular, with needle sensitivity increasing as you get closer to the missed approach point (think triangle). So what is an LP approach? Actually, it’s just what it sounds like. Compared to the 2800+ LPV approaches, this is a small number, but there enough of them out there that you’ll encounter one sooner or later. As of May 2012, there are over 280 active LP approaches. LP approaches were actually introduced by the FAA in 2009, but they are just now appearing in large numbers. LPV approach deal–the first is an old school “dive and drive” non-precision approach the second is basically an ILS that uses GPS instead of ground-based navigation aids.īut what’s this new LP approach that’s showing up on some approach plates? Have the rules changed? After some practice, you’ve just about figured out this whole LNAV vs. If you fail your glide path indicator (put a sticker on it) and you are - for any reason - not visual with the runway at your minimums passing the DTL go around, do not change back to the ILS.You’re a current instrument pilot and you even have one of those fancy WAAS GPSs in your panel. Obviously you should not plan on doing this without one crew member having the runway inside, or at least with a cloud base reported well above your LOC minimums. Ther is obviously no other technique to maintain seperation required. It doesn't matter on which plate the approach is printed, the key point for ATC is, that you are following the same lateral and approximately the same vertical profile, at pretty much the same speed. Probably the most correct option you have is to particularly ask for the LOC APCH for flight training, but if you demonstrate good airmen ship flying the approch, following a predetermined descend profile leveling off half a mile prior to your DTL, this sould even keep you within half scale until leveling off at yor MDA.
I can't offer you the 100% legal, floorless, perfect answer for this but ther has been no trouble, yet. That's even very common when doing flight training, but instead of going to Exec I would sugest yo to shoot a real LOC (only) approach in Pompano just north of it ) But if you just want to fly an ILS/LOC approach as localizer-only for practice, ATC doesn't care and you don't need to tell them. If it happened while you were actually flying the approach, I would encourage you to execute a missed approach. Oddly, you don't have to tell ATC if you have a glideslope receiver at all, but you are supposed to tell them if one that you do have breaks. The requirement to notify ATC in the event of navigation radio failure is separate. This actually is not that rare because NDB/GPS approaches are still used even if the NDB is not working.
Ils vs localizer code#
There is no requirement in FAR/AIM to tell approach control which equipment you will be using (beyond the equipment code in your flight plan).Īs further corroboration, section 5-4-7.d in the above document specifies that ATC is allowed to clear you for an approach even if the equipment required for some types of navigation systems is not available. When the chart is written as in your example, you are cleared for the approach, and you must use one of the approved types of navigational equipment to fly it. More than one navigational system separated by the word “or” indicatesĮither type of equipment may be used to execute the final approach Is the approach clearance defined by what is on the approach plate, or is it specific to the type of navigation equipment used?" It turns out that it is based on the approach plate. The question really boils down to: "ATC clears me to fly an approach.
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