![]() extreme* cold* temperatures, known local atmospheric or* weather phenomena, high* winds, severe turbulence) on barometric* altitude* errors on the* vertical path is mitigated through the procedure* design* and crew* procedures,* with an allowance for* aircraft that compensate for this effect to conduct procedures regardless of the* published temperature limit.* The effect of* this error on minimum segment altitudes and the DA is addressed in an equivalent manner to all other approach operations.įor* APV* BARO-VNAV* operation,* pilots* are* responsible* for* any* necessary* cold temperature* compensations* to* all* published* minimum altitudes/heights.* This* includes: a)*** the* altitudes/heights* for* the* initial* and* intermediate* segment(s) b)*** the* DA/H * and c)*** subsequent* missed* approach* altitudes/heights. However, the training* must also recognize the temperature compensation* by* the system is applicable to the* VNAV guidance and is not a substitute for* the pilot compensating for the cold* temperature effects on minimum altitudes or the DA.Ħ.4.2.11.3 The effect of extreme* temperature (e.g. Pilots should be familiar* with* the* effects of* the temperature* compensation* on intercepting the compensated path described in EUROCAE ED-75B/ RTCA DO-236B Appendix H.Ħ.3.5.3.2 k) temperature compensation -* pilots* operating* avionics systems* with* compensation* for altimetry* errors introduced* by* deviations from ISA may disregard the temperature* limits on RNP AR APCH procedures, if* pilot training* on* the use of the temperature compensation* function* is provided* by* the operator and the compensation function is* utilized* by* the crew. ![]() Temperature compensation* by* the system is applicable* to the baro-VNAV* guidance* and is* not a substitute* for the* pilot compensating* for the cold temperature effects on minimum altitudes or the DA. On the other hand ICAO and EASA reminds crews to apply temperature corrections in APV approaches (regardless if the Baro-Vnav system incorporates or not a VPA auto compensation system or not):Ħ.3.4.2.12 Temperature compensation.* For aircraft* with* temperature* compensation* capabilities, approved* operating procedures may allow* pilots to disregard the* temperature* limits on RNP AR* APCH procedures if the operator provides pilot training on* the use of* the temperature compensation function. (Reference to LFBO 14L RNAV GNSS Baro-Vnav minimum temperature is made). On this approach, you can descend to as low as 860' MSL until you see the runway, or until you reach the MAP.I cannot really come to an end weather it's necessary or not to apply cold temperature corrections to minimum altitudes when performing RNAV GNSS apch using LNAV VNAV minima on A320/330.Īccording to the latest 2015 issue of Getting to grips with cold weather operations :ĥ.2.1 Low* altitude* temperature* corrections Corrections* on* an* indicated* altitude* have* to* be* applied* on* the* published* minimum altitude,* except* when* the* criteria* used* to* determine* minimum* flight* altitudes* are* already published* and* take* into* account* low* temperature* influences. LNAV stands for Lateral Navigation, and MDA as you now know, stands for Minimum Descent Altitude. Looking at the example below, the RNAV (GPS) RWY 34 at Newport Municipal, you'll see that under the minimums section there the words "LNAV MDA" are written. Under the minimums, you will see different lines of minimums you can fly (this will depend on the type of equipment you have onboard) and whether they correspond to a Decision Altitude or a Minimum Descent Altitude. To find MDA or DA, you'll look to the Minimums section toward the bottom of the chart. Now that you know the theory behind MDAs and DAs let's identify them on approach charts. ![]() But if the weather is at minimums, it's entirely likely that you'll be making your continue/go-around decision at DA. In practical terms, you typically descend out of the clouds and have good enough visibility to see your landing runway well before you reach DA. Here's how it works: as you descend down the electronic glideslope of an approach, as you reach DA, you look up, determine if you have the three requirements to land, and then make your decision, which is either 1) continue your descent down the glidepath and land, or 2) go missed and start climbing. ![]()
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