Professional Pilot, March 2016
Avidyne offers intuitive flight management systems FMS with an easy to use interface and a plug and play design The companys IFD540 features terrain awareness and has ADS B Out In weather and traffic capabilities 34 PROFESSIONAL PILOT March 2016 Bill Gunn is the compliance manager for the State of Texas Aviation Division He lectures nationally for a private aviation advocacy group and flies for work and pleasure the crossing at or above height for ZEDIK only applies to the LNAV However the 3 GP crosses ZEDIK at or above this minimum crossing height The FAF is 1900 ft ZEDIK is 1480 ft Using the value of 303 ft per nm for a 3 glidepath ZEDIK is 13 nm from the FAF giving a crossing height at ZEDIK of no less than 1506 ft above the 1480 ft minimum Finally there is a published DA for the LPV and LNAV VNAV There is no published VDA for the approach but the published DA for the LPV and LNAV VNAV mitigates this requirement For any IAP flown the flightcrew must follow the lateral flightpath to the missed approach point MAP before beginning any turns unless air traffic control provides alternate climb out instructions when executing a missed approach before the MAP The crew must comply with published altitude restrictions between the FAF and the MAP and continue on or climb to the altitude specified in the missed approach procedure The crew must ensure that the altitude at the published MAP is equal to or greater than the published MDA The final statement in the guidance stipulates that flight Operators may gain approval to use MDA as DH DA At LUK a Category A or B aircraft would gain 1 4 mile visibility by flying the LNAV versus the LPV The concept is to permit a smooth continuous descent to a DA DH equivalent crew operating under Part 91 must be proficient in both VNAV ops and the procedure to be flown It has long been recognized that vertical guidance as an aid has been available for laterally guided only approaches If an equivalent level of safety can be maintained the FAA will recognize and approve the crew to fly a continuous glidepath to the MDA in the manner you would to a DH DA This is a more stabilized approach and generally is safer The information for this is in FAA Order 89001 Volume 3 Chapter 18 Section 5 You may view 89001 at fsims faa gov
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