AP.V.E.S1
SkillAccomplish the precision instrument approaches selected by the evaluator.
From the FAA library
- Chapter 4: Approaches › Final Approach Segment
Final Approach Segment The final approach segment for an approach with vertical guidance or a precision approach begins where the glideslope/glidepath intercepts the minimum glideslope/ glidepath intercept altitude shown on the approach chart. If ATC authorizes a lower intercept altitude ... final approach segment begins upon glideslope/glidepath interception at that altitude. For a non-precision approach, the final approach segment begins either at a designated FAF, which is depicted as a cross on the profile view, or at the point where…
- Chapter 4: Approaches › Approach Clearance
meet the precision approach standards of ICAO Annex 10, but provides course and glidepath deviation information. For example, Baro-VNAV, LDA with glidepath, LNAV/VNAV and LPV are APV approaches. Non-precision approach (NPA)—an instrument approach based on a navigation ... that provides course deviation information but no glidepath deviation information. For example, VOR, TACAN, LNAV, NDB, LOC, and ASR approaches are examples of NPA procedures. Missed Approach Segment The missed approach segment begins at the MAP and ends…
- Chapter 4: Approaches › Localizer and Localizer DME
Localizer Approaches As an approach system, the localizer is an extremely flexible approach aid that, due to its inherent design, provides many applications for a variety of needs in instrument flying. An ILS glideslope installation may be impossible ... surrounding terrain. The localizer is able to provide four separate types of non-precision approaches from one approach system: Localizer approach • Localizer/DME approach • Localizer back course approach • Localizer-type directional aid (LDA) Localizer and Localizer DME The localizer approach system…
- Chapter 4: Approaches › GPS Stand-Alone/RNAV (GPS) Approach
Overlay of Nonprecision Approach The original GPS approach procedures provided authorization to fly non-precision approaches based on conventional, ground-based NAVAIDs. Many of these approaches have been converted to stand-alone approaches, and the few that remain are identified ... name of the procedure and “or GPS.” These GPS non-precision approaches are predicated upon the design criteria of the ground-based NAVAID used as the basis of the approach. As such, they do not adhere to the RNAV design…
- Chapter 10: IFR Flight › Approaches › Instrument Approaches to Civil Airports
Instrument Approaches to Civil Airports Unless otherwise authorized, when an instrument letdown to an airport is necessary, the pilot should use a standard IAP prescribed for that airport. IAPs are depicted on IAP charts and are found ... approach procedures depend upon the facilities available at the terminal area, the type of instrument approach executed, and the existing weather conditions. The ATC facilities, NAVAIDs, and associated frequencies appropriate to each standard instrument approach are given on the approach…
- Chapter 10: IFR Flight › Approach to an Airport With an Operating Tower, With an Approach Control › Radar Monitoring of Instrument Approaches
Radar service is automatically terminated at the completion of a radar approach. No-Gyro Approach is available to a pilot under radar control who experiences circumstances wherein the directional gyro or other stabilized compass is inoperative or inaccurate. When this ... occurs, the pilot should so advise ATC and request a no-gyro vector or approach. The pilot of an aircraft not equipped with a directional gyro or other stabilized compass who desires radar handling may also request a no-gyro…