It is possible to have LP and LNAV minima published on the same approach chart, but a LP. Publishing a LP line of minima will only occur if terrain, obstructions or some other reason prevent publishing a vertically guided procedure. RNP procedures use barometric vertical paths and are subject to the same errors. LP minima will not be published on approach procedures with approved vertical guidance (LNAV/VNAV or LPV) minima. During the summer at 35☌ when flying the LNAV/ VNAV or LNAV (*with Advisory BARO VNAV) to runway 12 in Edmonton, the aircraft, when on the barometric vertical path, will cross the FAF at the correct indicated altitude, but the true altitude will be higher than designed. As an example, during the winter at -35☌ when flying the LNAV/ VNAV or LNAV (*with advisory BARO VNAV) to runway 12 in Edmonton, the aircraft, when on the barometric vertical path, will cross the FAF at the correct indicated altitude, but the true altitude will be lower than designed.

Indicated Altitude -35☌ & Approach Angleīarometric vertical guidance will shallow (cold) or steepen (warm) the approach angle relative to the runway due to altimeter errors like non- ISA temperatures, mountain wave effect or altimeter setting errors. If temperature corrections have been completed, this will be expected. During the summer at 35☌ when flying the ILS or LPV to runway 12 in Edmonton, the aircraft, when on the glide path, will cross the FAF at the correct true altitude, but the indicated altitude will be lower than normal. As an example, during the winter at -35☌ when flying the ILS or LPV to runway 12 in Edmonton, the aircraft, when on the glide path, will cross the FAF at the correct true altitude, but the indicated altitude will be higher than normal. Geometric vertical guidance maintains a constant angle relative to the runway regardless of altimeter errors due to non-ISA temperatures, mountain wave effect or altimeter setting errors. The approaches with vertical guidance can be further broken down to those that provide geometric vertical guidance and those that provide barometric vertical guidance: Now let’s list them by their ability to provide electronic vertical guidance and pilot derived vertical guidance via vertical speed or flight path angle: Let us consider the following approaches:

Today, with the advent of RNAV, the precision/non-precision line is very blurry. Precision was ILS and everything else was non-precision where dive and drive was the way you managed the vertical. When I started flying in 1986, the definition pertaining to precision and non-precision approaches was very simple. Most modern ones will.By Anthony MacKay, Director, Operational Safety, NAV CANADA This is a non-WAAS approach down to an MDA, but your GPS unit may still give you a +V. One other type of GPS approach that you will encounter is an LNAV approach. If you arrive at the MDA on the advisory glide path and the runway isn’t in sight, DON’T GO BELOW THE MDA! Most autopilots won’t level off at the MDA, even if that altitude is set in the altitude pre-select, so this will involve turning off the autopilot before the MDA and manually leveling off, or engaging the altitude mode of your autopilot at the MDA. Look out the windscreen and make sure you won’t hit anything. Don’t just hone in on your instruments when you break out of the clouds. The big thing I tell people is, when you arrive at the MDA and the runway is in sight, following the advisory glide path below the MDA could get you in trouble with obstacles. The kicker is obstacle clearance is not guaranteed and the pilot needs to keep an eye on minimum altitudes at the different waypoints on the approach. What does LP+V indicate? An advisory glide path is just advisory, but it is totally legal to follow down on a non-precision LP approach.

Lp vs lpv vs lnav