Some systems are able to compute corrections for temperature. The approach is not allowed then, if temperature is at that minimal temperature and it is specified on the approach plate. Obstacle clearance slope is then reduced with reference to a minimal temperature that sets the exploitation limits of that procedure. Obstacle clearance margins - grey zones on approach profile - are computed with reference to ATI (International Type Atmosphere) + 15☌. Obviously, when flying an ILS, the problem is different, as ILS beam does not rely on altimeter source. Especially when flying in cold weather, altitude and glide are false and it is not possible to double check altitude passage because the check would rely on the altimeters as well. That renders the system vulnerable to the same errors as altimeter's. Indeed, FMS system relies on altimeter to compute arrival altitude and glide slope. Horizontal guidance is identical to LNAV approach: their precision is 5 NM in Enroute mode, 1 NM in Terminal mode and 0.3 NM in Approach mode. These approaches provide lateral and vertical guidance in the same cockpit presentation as an ILS. LNAV/VNAV approaches for FMS receptors (3D) It is pilot's responsibility to check and announce scale transition. Scale transition is made automatically assuming the pilot does not intercept final approach segment at less than 2 NM from FAF, because Intercepting final approach segment at less than 2 NM from FAF, would prevent automatic scale transition. Which is to say that when the needle just arrived at full deflection, cross track deviation is 5 NM, 1 NM or 0.3 NM depending on plane's mode at the time. Their precision is 5 NM in Enroute mode, 1 NM in Terminal mode and 0.3 NM in Approach mode. Non-WAAS GPS systems allow for approach with horizontal guidance only. We shall ignore GBAS procedures which are not yet installed on a regular basis in Europe. Those which benefit from horizontal and vertical guidance and are intended for WAAS equipped GPS (EGNOS as well): LPV. Those which benefit from horizontal and vertical guidance and are intended for baro-integrated FMS equipped aircraft: LNAV/VNAV. Those which only benefit from horizontal guidance: LNAV.
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