GPS Approaches - AeroGuard Flight Training Center 

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We agree, Beth is a great instructor! Glad you enjoyed the video

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Thank you, Jim!

Thank you!

Hi Nikita According to AIM 5-4-5(a)(7), the APV type approach is defined as a third category. Most confusion occurs because the procedure for conducting an APV approach is quite similar to a precision approach. That is further exacerbated by the ACS that allows for APV approaches with specific minimum criteria to be used in lieu of a precision approach for specific tasks to be completed on an IR practical exam. The reality is that it’s in a separate category, but practically it seems closer to a precision approach than a non-precision approach. Hope that helps!

@@flyaeroguard That was the most complete and fastest answer I could ever expect, thank you so much!

On the G430 if WAAS fails there will be a flashing, yellow box at the bottom left of the screen that says INTG (which stands for integrity). In a G1000, it will give a couple different indications; a CAS message that says GPS loss of integrity approach downgraded, in the CDI it says the accuracy of the GPS (so if you were at LPV it would become LNAV/VNAV or LNAV), and finally the vertical guidance bar will change shape and color. These are the two avionics systems in use at AeroGuard Flight Training Center so we responded in regards to our fleet. Please consult the avionics manual for the specific aircraft that you operate for the most accurate information. We hope this was helpful!

Hi there! This does get a bit complicated and specific; Non-WAAS equipped GPS units may be used for IFR operations, and are limited to how they are certified, what other navigation equipment is onboard the aircraft, and the phase of flight the GPS is being used. AIM paragraph 1-1-17 has detailed information that will allow a pilot to better understand the requirements for GPS certified under TSO-C129 or TSO-C196(). These certifications are the non-WAAS certified GPS that still have functionality in the IFR environment. As a general rule of thumb, the use of non-WAAS GPS units are more limited than those with WAAS, but with proper RAIM verification, system functionality, and an alternate means of navigation (i.e. VOR) nearly every phase of flight can be completed using a GPS. That is true for both GPS procedures or as an overlay (i.e. flying a Victor airway with GPS instead of VOR). Hope that helps!

@@flyaeroguard thank you so much! It helped a lot! Then… does that mean you can fly ifr without vor receiver?

@@AllegeK If you have WAAS, and you complete a RAIM prediction for your flight, and there are no NOTAMs for RAIM during your flight (for your particular routing) then yes you can fly IFR without a VOR.

@@flyaeroguard Thank you so much again

Hi there. According to AIM 1-1-18(c)(9)(a) it specifies “Code of Federal Regulations (CFR) part 91 non-precision approach weather requirements must be used for planning.” An example of this would be if a WAAS equipped aircraft is planning a flight that requires an alternate airport the pilot could select an airport with only a GPS approach but must comply with CFR 14 91.169(c)(1) and must assume only LNAV minimums are available. So even if the approach has an LPV minima line, for planning purposes, the pilot will assume only the non-precision lines are available. To further that example, the pilot should determine if there are non-standard alternate minimums for that approach first, if not, then the standards listed in CFR 14 91.169(c)(1)(i)(B) would be the weather minimums to use. Thanks!

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