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Teaching Tangent: I personally prefer controlled descents on my LNAV approaches.It increases pilot workload to continually level off then descend. If the visibility is good but there is a low cloud deck I know I can get under, I will “dive and drive” in an attempt to get as low as possible as soon as possible.First, an RNAV approaches are approaches using an IFR certified GPS in your aircraft which gets updated every 28 days.You can avoid updating the database, but it’s a pain because you have to check the lat/long points by hand.When I flew the OH-58 A/C (which was not instrument rated), we would use our GPS to fly practice RNAV approaches to LNAV minimums in case we inadvertently punched in. I will go back and forth referring to them as approaches vs minimums just because it’s easier from a copy writing perspective.It’s easier to call them approaches instead of the correct terminology: “RNAV approach to LPV minima.”You will hear me and other pilots talk as if they are separate types of approaches because they kind of are.Be flexible with this technique and know how to do both.LNAV/VNAV approaches are for aircraft with vertical navigation capability (hence the “VNAV”).

Interfacing to a GDL-69/A will be an extra 0 for additional labor required.Think of LNAV-only approach minima as the equivalent to a Localizer or VOR approach.It’s missing the vertical component just like localizer approaches with no glideslope.An RNAV approach to LPV minima is a very advanced approach compared to a RNAV approach to LNAV minima.Think of LPV approaches as ILS approaches and the LNAV approaches as VOR approaches.

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