(4) The RPI is charted.

(5)
Most RNAV(GPS) approach charts have had the GLS (NA) minima line replaced by an LPV line of minima.

(6)
Since 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.

4. Required Navigation Performance (RNP)

(a)
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 speci.c RNP level requirements.

(b)
Some aircraft have RNP approval in their AFM without a GPS sensor. The lowest level of sensors that the FAA will sup-port for RNP service is DME/DME. However, necessary DME sig-nal 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 depen-dent on DME/DME to achieve RNP-0.3 are not authorized to con-duct 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 .ight inspection to be required in the navigation solution to assure RNP-0.3. VOR/DME updating must not be used for approach procedures.

5. Chart Terminology

(a)
Decision Altitude (DA) replaces the familiar term Deci-sion 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 pro.le is .own 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 .nal approach to the missed approach. The aircraft is expected to

follow the missed instructions while continuing along the pub-lished .nal approach course to at least the published runway threshold waypoint or MAP (if not at the threshold) before execut-ing any turns.
(b)
Minimum Descent Altitude (MDA) has been in use for many years, and will continue to be used for the LNAV only and circling procedures.

(c)
Threshold Crossing Height (TCH) has been traditionally used in “precision” approaches as the height of the glide slope above threshold. With publication of LNAV/VNAV minimums and RNAV descent angles, including graphically depicted descent pro-.les, TCH also applies to the height of the “descent angle,” or glidepath, at the threshold. Unless otherwise required for larger type aircraft which may be using the IAP, the typical TCH is 30 to 50 feet.

6. * * *

(a)
Each line of minima on the RNAV IAP is titled to re.ect the level of service available; e.g., GLS, LPV, LNAV/VNAV, LP, and LNAV. CIRCLING minima will also be provided.

(b) * * *
(1) * * *

(2)
MDA will be published where the minima line was designed to support aircraft with only lateral guidance available, such as LNAV or LP. Descent … * * *

* * * * *
7. * * * * * * * *
5–4–9 Procedure Turn and Hold-in-Lieu of Procedure Turn
a. A procedure turn is the maneuver prescribed when it is nec-essary to reverse direction to establish the aircraft inbound on an intermediate or .nal 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 permit-ted when the symbol “No PT” is depicted on the initial segment being used, when a RADAR VECTOR to the .nal approach course is provided, or when conducting a timed approach from a holding .x. The altitude prescribed for the procedure turn is a min-imum altitude until the aircraft is established on the inbound course. The maneuver must be completed within the distance speci.ed in the pro.le view. For a hold-in-lieu-of-PT, the holding pattern direction must be .own as depicted and the speci.ed leg length/timing must not be exceeded.
Note: * * *
1. * * * However, the point at which the turn may be com-menced and the type and rate of turn is left to the discretion of the pilot (limited by the charted remain within xx NM distance). Some of the options * * *
* * * * *
5. * * * The holding pattern distance or time speci.ed in the pro.le view must be observed. For a hold-in-lieu-of-PT, the hold-ing pattern direction must be .own as depicted and the speci.ed leg length/timing must not be exceeded. Maximum holding air-speed limitations as set forth for all holding patterns apply. * * *
* * * * *
　
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