AEA Pilot's Guide 2020-2021 - 37

T

he ADS-B mandate means that aircraft owners
must have GPS Wide Area Augmentation System
aboard, but having it available for navigation as well
costs a lot more.
The question is whether an aircraft owner only wants
to comply with the ADS-B mandate or whether he or
she wants to be able to conduct GPS WAAS navigation
including flying RNAV approaches with localizer
performance with vertical guidance minimums. The
Federal Aviation Administration has published 4,000
RNAV approaches with LPV minimums as low as 200
feet at more than 1,940 airports.
More than 70% of the WAAS LPV
procedures are at airports that have
no ILS, as there are only a total of
1,550 ILS approaches in the U.S.
Although an RNAV approach with
LPV minimums is not considered
a precision approach by the FAA,
some of them do have minimums of
200 feet, the same as ILS Category
1 approaches.
LPV can be a lifesaver as it
offers vertical guidance in good
or bad weather and now to many
airports that have no ILS approach.
Several safety-conscious shop
owners interviewed for this story
say they encourage their customers
to equip with GPS WAAS for
navigation rather than just to comply with the ADS-B
mandate, even though this option costs more. The FAA
has also published 722 RNAV approaches without vertical
guidance that have somewhat higher localizer performance
minimums with no vertical guidance. These approaches
with LP minimums are at more than 500 airports, and 80%
are on runways not equipped with ILS.
Author Max Trescott has written books about how to fly
with GPS and GPS WAAS and with the Garmin 1000 and
Perspective. The new edition of his 306-page Garmin 1000
book should be available in the near future.
He was named CFI of the year in 2008 and logs about
600 flying hours per year. He jokes that 599 of those hours
are as an instructor of students in aircraft like the Cirrus he

sometimes flies by himself on trips. "If it is strictly training,
I'll fly ILS approaches more often than if I am flying for real,"
he said. "The way you load these ILS and GPS approaches
and set them up differs slightly, and it is a little easier to fly
RNAV LPV approaches and they are more widely available.
The big advantage of flying RNAV versus ILS is that some
of the systems require you to punch a couple fewer buttons
to set things up properly. I have to make sure the students
switch the CDI indicator so that it is connected to the
navigation receiver to get the ILS versus the GPS."
One new feature he loves on the Garmin GTN 750 GPS/
nav/comm/MFD, which replaces
the GNS 430, is called visual
approaches. "You can load them
like any other instrument approach
and the GPS will fly those visual
approaches with lateral and
vertical guidance," Trescott said. "It
is a great way to go on a clear day,
and it will take you to a couple of
feet over the runway either coupled
or hand-flying. The autopilot
treats it like it is an instrument
procedure. I was 6 miles south of
Livermore, California, at 4,500 feet
and punched one up. It created
a great big U-turn with a descent
and brought me right to final with
the process automated the whole
time."
Trescott is based at Half Moon Bay Airport in California.
He says a lot of aircraft owners are using the downtime
required for ADS-B installation to upgrade to GPS WAAS
for navigation, which can cost thousands of dollars. "If
you are going to have downtime anyway for the aircraft,
why have downtime twice? Anyone doing serious
long-distance flying including IFR will want that sort of
upgrade," Trescott said.
Another high-time general aviation pilot believes that the
best way to go is to use both ILS and GPS. Mike Hall flies a
Mooney, and he is director of the Ithaca Tompkins Regional
Airport that has both an ILS approach procedure and RNAV
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AEA Pilot's Guide 2020-2021

Table of Contents for the Digital Edition of AEA Pilot's Guide 2020-2021

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AEA Pilot's Guide 2020-2021 - Intro
AEA Pilot's Guide 2020-2021 - Cover1
AEA Pilot's Guide 2020-2021 - Cover2
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AEA Pilot's Guide 2020-2021 - Cover3
AEA Pilot's Guide 2020-2021 - Cover4
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