Relationship of Avionics Displayed Waypoints to Charted Data. The GPS Approach Overlay Program waypoints contained in the database represent the waypoints, fixes, navaids, and other points portrayed on a published approach procedure beginning at the initial approach fix. Certain unnamed points and fixes appearing on a chart are assigned a database identifier. There is no requirement to furnish charts with these database identifiers; however, charting agencies may incorporate them at their discretion.
Note: Database identifiers should not be used for pilot/controller communications and flight planning.
Differences Between Displayed and Charted Navigation Information. There may be slight differences between the navigation information portrayed on the chart and the GPS navigation display. Course differences will occur due to an equipment manufacturer's application of magnetic variation. Distance differences will occur due to the mismatch between GPS ATD values and the DME values published on underlying procedures.
THE GPS STAND ALONE APPROACH. A sequence of waypoints defining the point to point track to be flown will be coded in the database including the initial approach waypoint, intermediate waypoint, final approach waypoint, missed approach waypoint, missed approach turning waypoint, and missed approach holding waypoint. All waypoints, except a missed approach waypoint at the runway threshold, will be named with a five-letter alpha character name. Missed approach waypoints at the threshold will be assigned a database identifier. The sequence of waypoints appearing in the display should be identical to the waypoint sequence appearing on an associated approach chart.
Para 2.4 11 (and 12)
SECTION 3. PILOT OPERATIONS/PROCEDURES.
1. APPLICABILITY.
a. The guidance provided in this AC applies to instrument rated pilots using GPS and operating under Federal Aviation Regulations (FAR) Part 91.
b. Pilots conducting GPS IFR operations under FAR Parts 121, 129, and 135 should meet the appropriate provisions of their approved operations specifications.
2. PREFLIGHT.
a. General. All GPS IFR operations should be conducted in accordance with the FAA Approved Flight Manual (AFM) or Flight Manual Supplement. Prior to an IFR flight using GPS, the pilot should ensure that the GPS equipment and the installation are approved and certified for the intended IFR operation. The equipment should be operated in accordance with the provisions of the applicable AFM. All pilots must be thoroughly familiar with the GPS equipment installed in the aircraft and its limitations.
b. GPS Receivers. The pilot should follow the specific start-up and self-test procedures for the GPS receiver as outlined in the FAA AFM or Flight Manual Supplement.
NOTAMs. Prior to any GPS IFR operation, the pilot should review the appropriate NOTAMs. NOTAMs will be issued to announce outages for specific GPS satellite vehicles, by pseudo random noise (PRN) number and satellite vehicle number (SVN). GPS NOTAMs are issued under the identifier "GPS". Pilots may obtain GPS NOTAM information by request to the FSS briefer or by requesting NOTAMs, using the identifier "GPS", through the Direct User Access Terminal System (DUATS). Pilots should review the NOTAMs for the underlying approach procedure. When executing a Phase II approach, pilots should ensure the ground-based facilities upon which the approach is based are operational. If an approach is not authorized due to an inoperative navigation facility, the associated Phase II GPS approach is not authorized.
d. The pilot must select the appropriate airport(s), runway/approach procedure, and initial approach fix on the aircraft's GPS receiver to determine RAIM integrity for that approach. Air Traffic Control specialists are not provided any information about the operational integrity of the system. This is especially important when the pilot has been "Cleared for the Approach." Procedures should be established by the pilot in the event that GPS navigation outages are predicted or occur. In these situations, the pilot should rely on other approved equipment, delay departure, or cancel the flight.
e. Aircraft that are navigating by GPS are considered to be RNAV-equipped aircraft and the appropriate equipment suffix should be included in the Air Traffic Control (ATC) flight plan. Most GPS equipment would file as a /R. Users should consult the latest edition of the Airmen's Information Manual (AIM) for the proper equipment suffix. If the GPS avionics becomes inoperative, the pilot should advise ATC and amend the equipment suffix.
3. EN ROUTE OCEANIC. Oceanic operation is defined as that phase of flight between the departure and arrival terminal phases with an extended flight path over oceanic areas. In addition to the Para 3.1 13
AC 90- 94 12/14/94 criteria outlined in paragraph 3.b.(1), the aircraft should be equipped with other approved means of navigation appropriate for the intended route of flight, such as INS or Omega. This navigation equipment must be operational, but it does not have to be actively monitored unless the RAIM capability of the system fails. The purpose of the backup system is to ensure that the flight has the capability to continue to the destination if something unforeseen occurs to the GPS constellation.
4. EN ROUTE DOMESTIC AND TERMINAL. Domestic en route operations are defined as that phase of flight between departure and arrival terminal phases, with departure and arrival points within the U.S. NAS. Terminal area operations include those flight phases conducted on charted Standard Instrument Departures (SIDS), on Standard Terminal Arrival Routes (STARs), or during other flight operations between the last en route fix/waypoint and an initial approach fix/waypoint. In addition to the criteria outlined in paragraph 3.b.(1), the following criteria applies:
a. Other navigation equipment should be installed and operational to receive the intended ground-based facilities which define the route to be flown to the destination and any required alternate.
b. Ground-based facilities which define these routes must also be operational.
Aircraft should be equipped with an approved and operational alternate means of navigation appropriate to the route being flown. This navigation equipment must be operational, but it does not have to be actively monitored unless the RAIM capability of the system fails. The purpose of these backup systems is to ensure that the aircraft can continue to the destination if something unforeseen occurs to the avionics or GPS constellation.
OVERLAY APPROACH. In order to accelerate the availability of nonprecision instrument approach procedures that can be flown using certified GPS equipment, the FAA has authorized the GPS Approach Overlay Program. This program allows pilots to use GPS equipment to fly existing VOR, VOR/DME, NDB, NDB/DME, and RNAV nonprecision instrument approach procedures. The purpose of this program is to permit pilots to transition from ground-based to satellite-based navigation technology for instrument approaches. Approach operations are defined as that phase of flight from the Initial Approach Fix (IAF) to the Missed Approach Point (MAP) when flying an established nonprecision procedure. The approaches to be flown with GPS must be retrieved from the avionics database. (Refer to Section 2, "Airborne Navigation Databases" for a more detailed description of the required database.) GPS equipment may be used to fly all codable nonprecision instrument approach procedures, except localizer (LOC), localizer directional aid (LDA), and simplified directional facility (SDF) approach procedures. Any required alternate airport should have an approved instrument approach procedure (other than GPS or LORAN-C) which is anticipated to be operational at the estimated time of arrival. The program has progressed through three phases. Each phase has specific provisions and limitations.
a. Phase I. This phase ended in February 1994 when the FAA declared GPS operational for civil operations.
Phase II. This phase began on February 17, 1994 when the FAA declared the system suitable for civil IFR operations. GPS equipment can be used as the primary IFR flight guidance during a nonprecision approach without actively monitoring the applicable navaid(s) which define the approach being used. However, the traditional ground-based navaid(s) required for the published approach and alternate should be operational and the associated avionics should be installed and operational. The avionics need not be operating during the approach if RAIM provides integrity for the approach.
14 Para 3.3
Equipment that does not use RAIM for approach integrity are required to use ground-based navaids and operational airborne avionics. The approach should be requested and approved by its published name, such as "NDB Runway 24," "VOR Runway 24." Modification of the published instrument approach name is not required for Phase II.
c.
avionics needed to provide RAIM equivalency should be installed and operational. For any required alternate airport, the ground-based and airborne navigational equipment that defines the instrument approach procedure and route to the alternate should be installed and operational. The Phase III published approach will include the underlying navaid and GPS in the title; however, the type of approach must be specifically requested and approved. For example, when electing to use GPS for the "VOR or GPS RWY 24" approach, the approach should be requested and approved as "GPS RWY 24".
When electing to use the VOR for the approach, the approach should be requested and approved as "VOR RWY 24".
d. Additional criteria for all Phases. For all phases of the Approach Overlay Program, civil aircraft are not authorized to use GPS to fly any segment of any instrument approach under IFR weather conditions unless the following criteria are met:
The GPS avionics used to fly any nonprecision instrument approach must be certified to TSO C129 or equivalent criteria. The installation in the aircraft should be in accordance with AC 20-138 and the provisions of the applicable Approved Flight Manual (AFM) or Flight Manual supplement should be met.
(2) The airborne navigation database should contain all waypoints for the published nonprecision approaches to be flown. The use of non-differential GPS equipment is not authorized for LOC, LDA, and SDF approaches.
The approach cannot be flown unless that instrument approach is retrievable from the avionics database. Some approach procedures are not included in the database due to safety reasons or non-codability. It is the responsibility of the pilot to determine if the intended approach procedure is in the database.
(4) The GPS avionics should store all waypoints depicted in the approach to be flown, and present them in the same as the published nonprecision instrument approach procedure chart.
(5) Approaches must be flown in accordance with the FAA AFM or Flight Manual Supplement and the procedure depicted on the appropriate instrument approach chart.
Any required alternate airport should have an approved instrument approach procedure, other than GPS or LORAN-C, which is anticipated to be operational at the estimated arrival time. The aircraft should have the appropriate avionics installed and operational to receive the navigational aids. The pilot is responsible for checking NOTAMs to determine the operational status of the alternate airport navigational aids.
Para 3.5 15
AC 90- 94 12/14/94 The general approval to use GPS to fly overlay instrument approaches is initially limited to the U.S. National Airspace System (NAS). GPS instrument approach operations outside the United States also should be authorized by the appropriate sovereign authority.
(8) Procedures should be established by the pilot in the event that GPS outages occur. In these situations, the pilot should rely on other approved equipment, delay departure, or discontinue IPR operations.
PILOT OPERATIONS.
Usually, flying a GPS overlay nonprecision instrument approach procedure is identical to a traditional approach. The differences include the navigational information displayed on the GPS equipment and the terminology used to describe some of the features. Flying the GPS stand alone approach is normally point to point navigation and independent of any ground based navaids. Appendix 1 contains sample charts with a brief explanation of how pilot operations are affected by the GPS approach operations. Appendix 2 contains a glossary with definitions to some of the unique terminology of GPS approaches.
Straight line (TO-TO) flight from waypoint to waypoint, as sequenced in the database, does not assure compliance with the published approach procedure. Should differences between the approach chart and database arise, the published approach chart, supplemented by NOTAMS, holds precedence.
Pilots should be aware that when flying a GPS overlay approach, a charted track defined by a VOR may differ slightly from the course to be flown as indicated by the GPS avionics. All magnetic tracks defined by a VOR radial are determined by the application of a VOR station variation;
however, GPS operations use an algorithm to apply the current local magnetic variation. Therefore, a difference between the charted course and the GPS display may occur. Either method of navigation, VOR or GPS, should produce the same desired ground track.
b. Selecting the Approach.
(1) To begin the overlay or stand alone approach, the pilot must first select the appropriate airport, runway/approach procedure, and initial approach fix.
Note: The actual procedures, for making these selections, may vary from one avionics manufacturer to another; therefore, the pilot must be thoroughly familiar with the avionics manufacturer specifications.
Pilots must arm (enable) approach mode prior to the IAF. This enables the equipment CDI sensitivity to increase from 5nm either side of centerline to 1 nm at the appropriate time.
Where the IAF is beyond the 30 mile point, CDI sensitivity will not change until the aircraft reaches 30 miles. Where the IAF is at or inside the 30 mile point, CDI sensitivity change will occur at the time approach mode is armed. Should the pilot fail to arm approach mode prior to the IAF, the equipment will provide an aural and/or visual alarm to warn the pilot to do so. Should the pilot ignore the warning and fail to arm approach mode, the equipment will provide a 2nd and final warning at approximately 3nm from the FAF. If the pilot yet fails again to arm approach mode, the equipment will flag and GPS navigation guidance will not be provided beyond the FAF. The specific method by which the GPS equipment provides these warnings is up to the manufacturer, and is explained in the Flight Manual Supplement.
16 Para 3.5
(3) The equipment will automatically present the waypoints from the initial approach fix to the missed approach holding point. An example of the selection process that a pilot should make and the automatic presentation of waypoints is shown in figure 2 which was taken from the Lake Charles, Louisiana overlay approach chart in Appendix 1. The example is for illustration purposes only.
APPROACH SELECTION PROCESS Lake Charles Regional, Lake Charles, LA.
KLCH
VOR DME - B VOR -A IAF D265T IAF D234T NDB RWY 15 LCH 20DME ARC LCH 20DME ARC RNAV or GPS RWY 5 IF CF069 IF CF069 RNAV or GPS RWY 23 FAF FF069 FAF FF069 LEGEND MAP MA069 MAP MA069
WASPY WASPY PILOT SELECT AUTO SELECT Figure 2. Approach Selection Sequence.
(4) At the MAP, the equipment will not automatically sequence to the next required waypoint; therefore, the pilot must manually sequence the GPS equipment to the next waypoint.
With Radar Vectors (RV), the pilot may be required to manually select the next waypoint so that GPS is correctly using the appropriate database points and associated flight paths.
c. Initial Approach Segment. The following are some of the unique characteristics a pilot should be aware of during the initial approach segment of a nonprecision GPS approach.
Arc Procedures. Arc procedures will only be encountered with overlay approaches. The method for navigating on arcs may vary with the manufacturer and pilots should use the procedures specified in the applicable AFM. It is not uncommon for an aircraft to be vectored onto the arc by ATC at a point other than the IAF for the arc. In these cases, the pilot should manually sequence the waypoints to the arc segment of the approach.
Para 3.6 17
AC 90- 94 12/14/94
(2) Course Reversal Procedure. When performing a course reversal, such as a procedure turn or holding pattern in lieu of a procedure turn, the GPS equipment provides the capability for the pilot to change from the automatic waypoint sequencing to manual. The course reversal is flown using normal piloting techniques. The reversal and the return to automatic sequencing should be completed when established inbound on the final approach course to, but outside of the active waypoint.
Note: The method or procedure used to switch the equipment from automatic sequencing to manual may vary between manufacturers. Pilots should use the procedure specified in the applicable AFM.
Turn Points in the Initial Segment. In some cases, a turn point is incorporated in the initial approach segment. Note: It is important to recognize that the turn point may be either a named or coded waypoint.
d. Intermediate Approach Segment. If an Intermediate Fix (IF) or waypoint is part of the instrument approach procedure, it is included in the database and is used the same as in a ground-based procedure.
Final Approach Segment. The following are some of the unique characteristics a pilot should be aware of during the final approach segment of a nonprecision GPS approach.
(1) Final Approach Fix (FAF) -Overlay Approach. In the Approach Overlay Program, the GPS equipment may display a FAF waypoint not depicted on the approach chart.
Procedures without a FAF and without a stepdown fix have a sensor FAF waypoint coded in the database. This sensor FAF waypoint is at least 4nm to the MAP waypoint. In this case, the MAP waypoint is always located at the navaid facility. If a stepdown fix exists on the published procedure that is greater than 2nm to the MAP, the stepdown fix becomes the sensor FAF waypoint. If a stepdown fix is 2nm or less to the MAP, a sensor FAF waypoint is established 4nm to the MAP. The sensor FAF is necessary to transition the display sensitivity on the GPS equipment from terminal to approach sensitivity. During communications with ATC, the pilot should make position reports based on charted positions, not the display on the GPS equipment, since the controller does not have access to this information. Examples of these situations are shown in the sample charts in Appendix 1.
Final Approach Waypoint -GPS Stand Alone Approach. The final approach waypoint for a GPS stand alone approach will be a standard named waypoint normally located five nautical miles from the runway end.
(3) Course Sensitivity. The Course Deviation Indicator (CDI) sensitivity related to GPS equipment varies with the mode of operation. In the en route phase, prior to the execution of the instrument approach, the display sensitivity full scale deflection is 5nm either side of centerline.
Upon activation of the approach mode, the display sensitivity transitions from a full scale deflection of 5nm to 1nm either side of centerline.
(iì) At a distance of 2nm inbound to the FAF waypoint, the display sensitivity begins to transition to a full scale deflection of 0.3 nautical miles either side of centerline.
Some GPS avionics may provide an angular display between the FAF and MAP that approximates the course sensitivity of the localizer portion of an ILS.
18 Para 3.6
(iii) When navigation to the missed approach holding point is activated, the display sensitivity transitions to provide a full scale deflection of one nautical mile either side of centerline.
(4) Stepdown Fixes. A stepdown fix is flown in the same manner as a ground-based approach. Stepdown fixes on overlay approaches will not be identified with a waypoint unless it is named by the FAA. An unnamed stedown fix will not appear in the database sequence of waypoints.
Pilots should be aware that the distance readout in the GPS display equates to the distance-to-go to the active waypoint. If the stepdown fix has not been assigned a waypoint name in the database (for overlay approach stepdown fixes), the distance-to-go readout may not correspond to the DME distance of the stepdown fix shown on the published approach chart. The pilot should monitor the along track distance (ATD) to the MAP to identify the stepdown fix. For stand alone GPS procedures, any required stepdown fixes prior to the missed approach waypoint will be identified by along track distances.
Note: An approach fix identified by a DME will not be displayed on the GPS receiver unless there is a published name assigned to the DME fix. If the fix is not assigned a waypoint name, the distance-to-go (ATD) displayed on the GPS receiver may not agree with the approach chart DME reference distance.
Missed Approach Segment. The following are some of the unique characteristics a pilot should be aware of during the missed approach segment of a nonprecision GPS approach.
Missed Approach Point (MAP). The MAP waypoint on an overlay approach may be located at the runway threshold, the underlying facility, or at a specified distance from the runway or facility. There may be a difference between the along track countdown to the waypoint in the GPS equiprent and the DME distance from a facility shown on the chart. Pilots need to take into account any ditterences when interpreting the distance shown in the GPS display against the charted values.
Manual Activation of Missed Approach Function. After passing the missed approach point, the GPS equipment will not automatically sequence to the missed approach holding waypoint. When initiating a missed approach the pilot, upon passing the MAP, should manually sequence the GPS equipment to the next active waypoint. This may not necessarily be a missed approach holding waypoint, but may be a turn waypoint en route to the missed approach holding waypoint. The missed approach should be flown as charted using the same piloting techniques as a traditional missed approach.
Millin I Milit William J. White Deputy Director, Flight Standards Service Para 3.6 19
Appendix 1 APPENDIX 1 - SAMPLE CHARTS ROANOKE RAPIDS, NORTH CAROLINA, NDB or GPS RUNWAY 5 (Halifax County Airport) After selecting the airport and approach information as outlined in the FAA Approved Flight Manual or Flight Manual Supplement, the waypoints will be automatically presented in the proper order to fly the approach. Pilots must arm (enable) approach mode prior to the IAF. This approach is considered a Phase III GPS Approach Overlay since "or GPS" appears in the title. The feeder routes from the Lawrenceville VORTAC, GUMBE Intersection, Tar River VORTAC, and DUFFI Intersection are outside the JAF.
These routes are not required in the approach procedure sequence of waypoints. Note: Some manufacturers may include feeder route information.
Notice that this approach does not have an FAF. For the final sensitivity reduction to take place however (a requirement for a GPS overlay approach), an FAF waypoint must be established. For this approach, the database and GPS display includes a "sensor FAF," which is located at the default distance of 4nm to the MAP for Runway 05. It is identified in the database as FFO5 (Final Approach Fix for Runway 05), but may not appear on the approach chart.
At the IAF (RZZ), the GPS equipment automatically sequences to the next waypoint, in this case the sensor FAF (FF05). After passing the IAF and prior to reaching the sensor FAF, the receiver is put on hold either by the pilot or automatically by the equipment depending on the manufacturer. TO-FROM navigation and an along track distance are provided in relation to the active waypoint, which in this case, is still the FAF. The procedure turn should be completed beyond the sensor FAF to ensure that the waypoint sequencing is properly achieved and that the receiver sensitivity is correctly activated. The procedure turn also should be completed within the protected airspace for the approach. In this case, On the outbound leg of the procedure turn, set the final approach course (058°) on the OBS. When the inbound course is intercepted, the receiver is returned to automatic sequencing either by the pilot or automatically by the equipment depending on the manufacturer. TO-TO navigation and an along track distance are provided to the sensor FAF (FFOS). At 2nm from the sensor FAF, the display sensitivity begins to transition to .3nm either side of centerline. At the sensor FAF, the GPS equipment automatically sequences to the MAP waypoint (RZZ) with an along track distance provided to the MAP.
At the MAP, the GPS equipment must be manually sequenced to the next active waypoint. Once selected, the navigation equipment will display the missed approach holding point (RZZ). Display sensitivity full scale deflection changes to one nautical mile. The missed approach procedure is flown as depicted on the chart using normal piloting techniques; in this case, a climbing left turn to 2,400 feet and entry into a holding pattern at the RZZ waypoint. DIRECT-TO navigation is used to RZZ. After passing RZZ and while entering missed approach holding, the receiver is put on "hold" for the missed approach holding pattern.
Appendix 1 Amdt 3 94118 ROANOKE RAPIDS/HALIFAX COUNTY (RZZ) NDB or GPS RWY 5 AL-6379 (FAA) ROANOKE RAPIDS, NORTH CAROLINA
WASHINGTON CENTER UNICOM 122.8 (CTAF) • 118.75 377.1 LAWRENCEVILLE TO NM
- IAF- (11.5) GUMBE RAPIDS 407 RZZ ::
628 A 2400 A DUFFI 044° (6.8) 25 1449
TAR RIVER
17.8 TYI..
Chan 125 Remain NDB ELEV 256 within 10 NM MISSED APPROACH 238° into RZZ NDB holding Climbing left turn to 2400 pattern.
2400
- 0582
CATEGORY A D S-5 980-1 725 (800-1) 725(800-2) 980-2 725 (800-2¼) 980-2¼ CIRCLING 980-1 725(800-1) 725(800-2) 980-2 725 (800-2¼) 980-2¼ TDZE 255 RZZ NDB • 058° to Obtain local altimeter setting on CTAF; When not available use Rocky Mount altimeter setting and increase all MDAs 160 feet. When Rocky Mount altimeter setting not available, procedure not authorized. MIRL Rwy 5-23 A NA REIL Rwys 5 and 23 0 Knots 60 90 120 150 180 Min: Sec NDB or GPS RWY 5 36°26'N - 77°43'W ROANOKE RAPIDS, NORTH CAROLINA
ROANOKE RAPIDS/HALIFAX COUNTY (RZZ) 2
Appendix 1 PROVIDENCE, RHODE ISLAND, VOR RUNWAY 5 (Green State Airport) After selecting the airport and approach information as outlined in the FAA Approved Flight Manual or Flight Manual Supplement, the waypoints will be automatically presented in the proper order to fly the approach. Pilots must arm (enable) approach mode prior to the IAF. Since the words "or GPS" are not included in the title of the published approach procedure chart, it may be considered a Phase II GPS Overlay Approach procedure. This chart includes the database identifiers and waypoints for the GPS Overlay Approach.
This approach can be initiated from one of two Initial Approach Fix waypoints: LAFAY or RENCH.
The waypoint sequence if the approach is started from LAFAY is LAFAY (IAF), the turn point in the initial segment (identified by the database code PVD17), RENCH (FAF), Providence VOR (MAP), and FOSTY (MAHP). The first portion of the route is flown to a turn point waypoint. Course guidance and an along track distance is provided to the turn waypoint (PVD17) to intercept the 045° inbound course to RENCH. After passing PVD17 and intercepting the inbound course, the along track distance to RENCH can be used to determine the distance remaining to the FAF.
If the approach is initiated from over RENCH, the waypoint sequence is RENCH (IAF/FAF), Providence VOR (MAP), and FOSTY (MAHP). The LOM serves as the IAF and the FAF. Prior to passing RENCH JAF outbound, the GPS receiver is put on hold to fly the course reversal. Depending on the manutacturer, this may be a pilot action or done automatically by the equipment. The course reversal is flown as charted with TO-FROM navigation provided in relation to the active waypoint, which in this case, is RENCH FAF. Once established on the inbound course, the receiver should be returned to automatic waypoint sequencing (TO-TO navigation). Depending on the manufacturer, this may be a pilot action or done automatically by the equipment. An along track distance is provided to RENCH FAF. At 2nm from RENCH FAF, the display sensitivity transitions to where full scale deflection is
0.3nm either side of centerline.
At the FAF, the waypoint automatically sequences to the MAP. An along track distance is provided to the MAP waypoint (PVD). Since the stepdown fix (D2.5) is not an FAA named fix, it is not included in the waypoint presentation; however, the point can be identified by an along track distance to PVD.
When the ATD is 2.5nm to the MAP, the fix is identified. Note that on some approaches this distance may be different from the DME distance depicted in the profile view. In such cases, the along track distance at the bottom of the profile view can be used to monitor the distance readout.
At the MAP waypoint, the receiver automatically changes to manual operation and the pilot must manually sequence to the next active waypoint. Once complete, display sensitivity changes to full scale deflection of one nautical mile, and the missed approach holding point is displayed as the next waypoint.
The first part of the missed approach procedure is flown as depicted on the chart: climbing left turn to 2,500 feet. Normal piloting techniques are used to intercept a 321° course (a TO-TO bearing of 321° ) to FOSTY.
Appendix 1 AC 90- 94 in=5 NM © JEPPESEN SANDERSON, INC., 1986, 1994. ALL RIGHTS RESERVED. CHANGES: Procedure. MAP at VOR 1½ 1½ 620'(565) -2 RVR 50 or 1 580' (525') - 12 RVR 60 or 14 1¾ RVR 40 or 4 RVR 60 or 14 140 560(505) - 1 RVR 24 or Y2 RVR 50 or 1 RVR 24 or /2 RVR 50 or 1 MDA(H) _ Kts ALS out ALS out Max With D2.5 Without D2.5 With D2.5 MDA (H) 720' (667') MDA (H) 540" (487') STRAIGHT-IN LANDING RWY 5 FOSTY INT and hold. MISSED APPROACH: Climbing LEFT turn to 2500' outbound via PVD VOR R-321 to 1.8 3.3 (667') (1747') 720'1 1800' 045° 1 Min 045°→ D2.5 RENCH LAFAY (IAF) (PVD17) 090° hdg to RENCH NAVIGATION SCALE NOT TO • FOR OASO State Quonset 480 335 PV 225° 5.8 1800 RENCH (IAF) to MAP 2.5 NM D2.5 ARCH FIX 6°110 D23.5' 1828- FOSTY -1412 - 41-50 NOT TO SCALE PVD VOR *Ground 121.9 MSA *PROVIDENCE Tower CTAF 120.7 BOSTON Center 124.85 when App inop. 2200' *PROVIDENCE Approach (R) 135.4 ATIS 124.2 15 JUL 94 Eff 21 JUI JEPPESEN 720' (665'-2 720' (665) -13¾ 720'(665) - 1 MDA(H) Without D2.5 CIRCLE-TO-LAND APT. 55' TDZE 53' VOR * State Newport NOT (H) 115.6 PVD •PROVIDENCE- • 58$ V KPVD Apt. Elev 55' (GPS) VOR 115.6 PVD VOR Rwy 5 GREEN STATE PROVIDENCE, RI 12/14/94