Appendix 1
LAKE CHARLES, LOUISIANA, VOR DME-B (Lake Charles Regional 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 example represents a Phase II GPS Overlay Approach.
This approach can be initiated from one of two Initial Approach Fix waypoints. These IAF waypoints are along the 20nm arc at points defined by the 234 and 265 degree radials from LCH. The IAF at R-234 will likely appear in the database as D234T. D234T represents a point located on the 234 degree radial of the Lake Charles VORTAC at 20nm. The letter T is the twentieth letter of the alphabet and is used to indicate a distance of 20nm. In addition, a waypoint is coded in the database at the intersection of the arc and final approach course (CF069). The approach waypoint sequence in this case is D234T (IAF), CF069, FF069 (FAF), MA069 (MAP), WASPY. The same sequence is provided for the other arc, except that it starts at D265T. The display in the receiver and procedure for flying the arc may vary with the manufacturer. Pilots should consult the FAA Approved Flight Manual, or Flight Manual Supplement for further details.
From either IAF normal piloting techniques are used to maintain the ground track of the arc enroute to the waypoint located at the intersection of the arc and the final approach course (CF069). From here the GPS equipment will sequence to the FAF (FF069). At 2nm from the FAF, the display sensitivity begins transitioning to where full scale deflection is .3nm either side of centerline.
At the FAF, the waypoint automatically sequences to the MAP (MA069). An along track distance is provided to the MAP wayoint. Since the stepdown fix (D8.0) 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 MA069.
When the ATD is 1.6nm to the the MAP, the fix is identified. Note that on this approach there is a difference between the DME distance depicted in the profile view and the along track distance. In such cases, the along track distance at the bottom of the profile view can be used to monitor the GPS distance readout.
At the MAP waypoint, the receiver automatically changes to manual operation and the pilot must sequence the receiver to the next active waypoint. Once complete, the missed approach waypoint (WASPY) is displayed as the next wayoint. The first part of the missed approach procedure is flown as depicted on the chart: Climb to 1,700 feet, then climbing right turn to 2,000 feet outbound via LCH VOR R-249 to WASPY. Normal piloting techniques are used to intercept a 249° course (a TO-TO bearing of 249°) to WASPY. Display sensitivity begins to change to a full scale deflection of one nautical mile either side of centerline once WASPY is sequenced.
Appendix 1 JEPPESEN ATIS 118.75 9 SEP 94 (13-2 LAKE CHARLES, LA *LAKE CHARLES Approach (R) 119.35 LAKE CHARLES REGL HOUSTON Center (R) 124.7 when App inop. 2600' VOR DME-B *LAKE CHARLES Tower CTAF 120.7 (GPS) VOR 113.4 LCH *Ground 121.8 *Helicopter 119.75 (Offshore) LCH VOR KLCH Apt. Elev 15' 512 A Industrial A 471' -LAKE CHARLES- (IAF) () 113.4 LC -30-10 (D265T)
- 265°- McFillen 363' D6.4' - 249° 1500 Southland D11.0 (MAØ69)
- 069°- (FF069) 069°= D8.0 1.6 NM 1500 to MAP D20.04 (CFØ69) WN S=U! | 1500 NOT 30-00 FOR (IAF) * D19.84 (D234T) WASPY *2Ã9° NAVIGATION MISSED APCH FIX 93-20 93-10 Pilot controlled lighting.
VOR D11.0 D8.0 1500'*- 069- (1485') ' 620"- Dб:4 (605')
3.0 1.6 15' MISSED APPROACH: Climb to 1700' then climbing RIGHT turn to 2000' outbound via LCH VOR R-249 to WASPY INT.
CIRCLE-TO-LAND мах K†s. MDA(H) _ A 90 440'(425') -1 B 120 480(465') -1 C 140 480 (465) - 1/2 D | 165| 580'(565) -2 MAP at D6.4 CHANGES: Ground frequency, GPS overlay data added. © JEPPESEN SANDERSON, INC., 1987, 1994. ALL RIGHTS RESERVED.
Appendix 1 OSHKOSH, WISCONSIN, GPS RUNWAY 27 (Wittman Regional 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 stand alone GPS approach can be initiated from one of four Initial Approach Fix waypoints: PEENA, FLOUN, AMAZE, or the Falls VOR.
If the approach is started from either FLOUN, AMAZE, or the Falls VOR, the waypoint sequence would be the appropriate IAF, PRIMO, PEENA (FAF), HNSON (MAP), and GRATE (MAHP). After passing the appropriate IAF, course guidance (TO-TO navigation) and an along track distance is provided to the IF waypoint (PRIMO). Once the inbound course is intercepted, the along track distance to PEENA can be used to determine the distance remaining to the FAF.
If the approach is initiated from over PEENA, the waypoint sequence is PEENA (IAF/FAF), HNSON (MAP), and GRATE (MAHP). PEENA serves as the IAF and FAF. Prior to passing PEENA (IAF) outbound, the GPS receiver is put on hold to fly the course reversal. Depending on the manufacturer, 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 PEENA FAF. Once established on the inbound course, the receiver must 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 PEENA FAF.
At 2nm from PEENA FAF, the display sensitivity begins transitioning to where full scale deflection is .3nm either side of centerline. At the FAF the waypoint automatically sequences to the MAP (HNSON) and the along track distance will show the distance remaining to the MAP.
At HNSON the receiver automatically changes to manual operation and the pilot should manually sequence to the next active waypoint. Once complete, the missed approach holding point (GRATE) is displayed. Normal piloting techniques are used to climb to 3,000 feet and intercept a 271° course (a TO- TO bearing of 271°) to GRATE. Upon sequencing to GRATE the display sensitivity begins to change to a full scale deflection of one nautical mile.
Appendix 1 Orig 94286 GPS RWY 27 AL-730 (FAA) OSHKOSH/WITTMAN REGIONAL (OSH) OSHKOSH, WISCONSIN BIPID ATIS 125.8
CHICAGO CENTER
127.0 387.1 OSHKOSH TOWER* 1435 loun 118.5 (CTAF) • 257.6
GND CON
121.9 UNICOM 122.95 (IAF) FLOUN (MAP) A 1584 HNSON 902 -0902 3000
1.902 CRATE -180° (3) *270° PRIMO ".270..1 (JAFIFAT) ^ 1238 PEENA 2600 NoPT (5) 360° (3) 3000 3000 to Primo< SA HNSON 25 AMAZE (IAF) (24.3) - 302 г 2600 (IAP FALLS 3000 to Amaze - 060° (23.6) BADAN 4 ELEV 808 MISSED APPROACH 4 NM Climb to 3000 via course 271° to GRATE WPT and hold. PEENA WPT Holding Pattern MAP WPT 270° 10 090→ 2600 18591 -270° TDZE .... MAP WPT HNSON 817IA@ A 834‡ 782
- 5 NM- TWR * 883 -20
CATEGORY A B S-27 1120-1 338(400-1) CIRCLING 1260-1 452(500-1) 452(500-1½) 1260-1½ 552(600-2 1360-2
GREEN BAY ALTIMETER SETTING MINIMUMS S-27 1220-1 438 (500-1) 438 (500-1¼) 1220-1¼ 438 (500-1½) 1220-1½ AS -1-36 CIRCLING 1360-1 552(600-1) 552(600-1½) 1360-1½ 672 (700-2¼) 1480-2¼ whice, used ree ay ad exer so for operators with approved weather reporting REIL Rwys 18 and 27 HIRL Rwys 9-27 and 18-36 0 GPS RWY 27 Orig 94286 43°59'N-88°33W OSHKOSH/WITTMAN REGIONAL (OSH) OSKOSH, WISCONSIN 8
AC 90- 94 12/14/94 Appendix 2 APPENDIX 2 - GLOSSARY Active Waypoint - The waypoint to/from which the navigational guidance is being provided.
Along Track Distance (ATD) Fix - A distance in nautical miles (NM) to the active waypoint along the specified track. An ATD fix will not be used where a course change is made.
Course Set - Guidance set from information provided by the GPS equipment that assists the pilot in navigating to or from an active waypoint on a heading/bearing.
Data Agency - An agency, public or private, other than a publisher of government source documents, who compiles official document information into charts or electronic formats for cockpit use.
Dead Reckoning (DR) - The navigation of an airplane solely by means of computations based on airspeed, course, heading, wind direction and speed, ground speed, and elapsed time.
Direct To - A method used with the GPS equipment to provide the necessary course from present position directly to a selected waypoint. This is not the course waypoint to waypoint.
En Route Domestic - The phase of flight between departure and arrival terminal phases, with departure and arrival points within the U.S. National Airspace System (NAS).
En Route Oceanic - The phase of flight between the departure and arrival terminal phases, with an extended flight route over the high seas.
En Route Operations - The phase of navigation covering operations between departure and arrival terminal phases. The en route phase of navigation has two subcategories: en route domestic and en route oceanic.
Fly By Waypoint - An waypoint that permits turn anticipation and does not require the aircraft to pass directly over it.
Fly Over Waypoint - A waypoint that requires the aircraft to pass directly over it.
Geodetic Datum - The numerical or geometrical quantity or set of such quantities (mathematical model) which serves as a reference for computing other quantities in a specific geographic region such as the latitude and longitude of a point.
Global Navigation Satellite Systems (GNSS) - An "umbrella" term adopted by the International Civil Aviation Organization (ICAO) to encompass any independent satellite navigation system used by a pilot to perform onboard position determinations from the satellite data.
Global Positioning System (GPS) - A U.S. space-based positioning, velocity, and time system composed of space, control, and user elements. The space element, when fully operational, will be composed of 24 satellites in six orbital planes. The control element consists of five monitor stations, three ground antennas and a master control station. The user element consists of antennas and receiverprocessors that provide positioning, velocity, and precise timing to the user.
Appendix 2 Instrument Approach Waypoints - Geographical positions, specified in latitude/longitude used in defining GPS instrument approach procedures, including the initial approach waypoint, the intermediate waypoint, the final approach waypoint, the missed approach waypoint, and the missed approach holding waypoint.
Integrity - The probability that the system will provide accurate navigation as specified, or timely warnings to users when GPS data should not be used for navigation.
National Airspace System (NAS) - The common network of U.S. airspace; air navigation facilities, equipment and services, airport or landing areas; aeronautical charts, information and services; rules, regulations and procedures, technical information, and manpower and material. Included are system components shared jointly with the military.
Nonprecision Approach Operations - Those flight phases conducted on charted Standard Instrument Approach Procedures (SIAPs) commencing at the initial approach fix and concluding at the missed approach point or the missed approach holding point, as appropriate.
Oceanic Airspace - Airspace over the oceans of the world, considered international airspace, where oceanic separation and procedures per the International Civil Aviation Organization (ICAO) are applied.
Responsibility for the provisions of air traffic control service in this airspace is delegated to various countries, based generally upon geographic proximity and the availability of the required resources.
Pseudo-Range - The determination of position, or the obtaining of information relating to position, for the purposes of navigation by means of the propagation properties of radio waves. The distance from the user to a satellite plus an unknown user clock offset distance. With four satellite signals it is possible to compute position and clock offset distance.
Receiver Autonomous Integrity Monitoring (RAIM) - A technique whereby a civil GPS receiver/processor determines the integrity of the GPS navigation signals using only GPS signals or GPS signals augmented with altitude. This determination is achieved by a consistency check among redundant pseudo-range measurements. At least one satellite in addition to those required for navigation must be in view for the receiver to perform the RAIM function.
Secondary Sensor - Any input from other aircraft systems that may be used to derive navigation information.
Selective Availability (SA) - A method by which the Dept. of Defense can artificially create a significant time and positioning error in the satellites. This feature is designed to deny an enemy the use of precise GPS positioning data.
Sensor FAF - A final approach waypoint created and added to the database sequence of waypoints to support GPS navigation of an FAA published, no-FAF, nonprecision instrument approach procedure.
Supplemental Air Navigation System - An approved navigation system that can be used in conjunction with, or in addition to, a primary air navigation system. May be used as the sole navigation system provided an operational approved alternate (primary) navigation system, suitable for the route of flight, is installed on the aircraft.
Appendix 2 Terminal Area Operations - Those flight phases conducted on charted Standard Instrument Departures (SIDs), on Standard Terminal Arrival Routes (STARs), or other flight operations between the last en route fix/waypoint and the initial approach fix/waypoint.
TO-FROM Navigation - RNAV equipment in which the desired path over the ground is defined as a specific (input quantity) course emanating either to or from a particular waypoint. The equipment functions like a conventional VOR receiver where the CDI needle and the "to/from" indicator responds to movement of the OBS. In this equipment, the aircraft may fly either TO or FROM any single designated waypoint.
TO-TO Navigation - RNAV equipment in which a path is computed that connects two waypoints. In this equipment, two waypoints must always be available, and the aircraft is usually flying between the two waypoints and TO the active waypoint. In this equipment the CDI needle functions like its tracking a localizer signal; that is movement of the OBS has no effect on the CDI needle or the "to/from" indicator.
Turn Anticipation - The capability of RNAV systems to determine the point along a course, prior to a turn waypoint, where a turn should be initiated to provide a smooth path to intercept the succeeding course within the protected airspace, and to enunciate the information to the pilot.
User-selectable Navigation Database - A navigation database having user-defined contents accessible by the pilot and/or the navigation computer during aircraft operations in support of navigation needs.
This database is stored electronically and is typically updated at regular intervals, such as the AIRAC 28- day cycle. It does not include data that can be entered manually by the pilot or operator.
Waypoint (WP) - A predetermined geographical position used for route definition and/or progress reporting purposes that is defined by latitude/longitude.
World Geodetic System (WGS) - A consistent set of parameters describing the size and shape of the earth, the positions of a network of points with respect to the center of mass of the earth, transformations from major geodetic datums, and the potential of the earth (usually in terms of harmonic coefficients).
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