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Challenging approach plate for me – KMSO

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Ok looking for some help on these challenging approach plates.  I'm not used to seeing these kinds of approaches where I'm from.  Lot's of questions in this post.

KSMO - http://airnav.com/airport/KSMO

What is an RNP approach?

Maybe the aircraft I fly equipped with non wass garmin 430 - G1000 are not equipped to fly RNP approaches.  If that is the case then don't bother answering questions regarding those approach plates.  I then only question RNAV (GPS) Y RWY 11.

RNAV (GPS) Y RWY 11 - I think I understand what the # and % means.   # - Missed apprroach requires minimum climb of 290 ft per NM to 8300 for LPV DA # and LNAV MDA#

% - LNAV MDA %.  I'm pretty much confused what this % means.  Why are is there 2 LNAV MDA's with 2 different MDA's (LNAV MDA# and LNAV MDA %)?  Can this approach be flown by any IFR approach approved gps (430, 530 G1000, etc)?

 

RNAV (RNP) Z RWY 11 - Why does JUMIS intersection have (RF REQD) below it.  I figured out that RF stands for Radius-to-Fix.  But on this plate what is the fix to determine the Radius?  What is the purpose of the thin black line?  Can this approach be flown by any IFR approach approved gps (430, 530 G1000, etc)?  What does RNP 0.12 Da and RNP 0.30 DA mean?  Maybe I'm not familiar with RNAV

 

RNAV (RNP) RWY 29 - Again maybe the aircraft I fly (G1000 - 430) are not equipped to fly this approach.  But in case it is feel free to answer this question.  If not, then don't bother.  I see all the IAF in the plan view.  What is purpose of CUPRA intersection and the solid black curved line depicting a right turn to WAMIS intersection?  What is the purpose of the solid black Arrow generated from Runway pointing South East (9000 to CUPRA 106 deg 9.9)?

 

I am happy to say I understand the rest of the approach plates (ILS Z, ILS Y, VOR/DME-B, VOR/DME-A, RNAV (GPS)-D

 

Thanks for any help.

4 Answers



  1. tommytom on Aug 17, 2014

    Just found a great post about RNAV RNP approaches. Looks like these approaches require permission and special equipment, training and auto pilot to fly. Mainly Jets have this equipment.

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  2. John D Collins on Aug 17, 2014

    First the URL is to the wrong airport, you meant MSO, not SMO.

    At this point, the WAAS GNS and G1000 do not support approaches that are RNAV (RNP) and they are not in the database. These approaches do not use WAAS for vertical guidance, but use Baro VNAV. The G1000 STC owned by Garmin for the King Air does support these kind of approaches. To fly one, the aircraft and systems must be qualified and the pilot must have specific training and FAA approval. They are mainly done by the airlines.

    I believe the % symbol is extraneous or there is a missing note with the %. I believe that the higher LNAV MDA permits an aircraft that can maintain a standard climb vertical gradient of 200 ft/NM to use this MDA. This would be required if the aircraft could not meet the 290 ft/NM gradient that applies to the lower MDA and DA. Both versions of the LNAV procedure may be flown with a non WAAS IFR GPS, the LPV requires a WAAS GPS to fly it.

    The RNP 0.12 and 0.30 are RNP specifications for the lateral accuracy of the RNP navigator that are required to fly the procedure. The RNP 0.12 specifies a 95% Navigation capability to +/- 0.12 NM. The 0.3 specifies 95% capability to be contained within +/- 0.3 NM of the center line of the course.

    On the RNAV (RNP) RWY 29 approach, CUPRA and WAMIS are step down fixes between the IAF at MSO and the IF at TUFFY. They serve the purpose of getting turned around without hitting the ground in the process. They are RF turns and can only be flown by suitable equipment and pilots who have the authorization to do so. They are part of the initial segment and connect the IAF to the IF where the intermediate segment starts. The first sub leg of the initial segment is the one that goes from the IAF MSO to CUPRA.

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  3. Russ Roslewski on Aug 17, 2014

    Excellent answers by John as always.

    As for the RNAV (GPS) Y RWY 11, the LNAV MDA % question: Though an “asterisk-like symbol” is usually used here to indicate an increased climb gradient requirement, in this case it looks like they decided to add it so they could make the inop note apply only to that line of minima.

    “Inoperative table does not apply to LNAV % Cats A/B.”

    If they had just said “LNAV Cats A/B” it could be incorrectly applied to both the “normal” LNAV line AND the LNAV # line, the one that has the increased climb gradient requirement. So they had to set it apart somehow, and interestingly chose this method.

    I am sure this was the subject of much head-scratching at AeroNav Products on how to properly distinguish the two for the inop note.

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  4. tommytom on Aug 18, 2014

    Thank you John

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