Nabanggit ko kasi dati, I've been receiving complaints that 'yung Cypress Tower along C-5 is almost at the flight path of incoming aircraftIs it one of the factors, the Cypress Tower, in [increasing] the minimum decision altitude
(MDA) na dating 300 (feet), naging 900 (feet)?
I'll continue the descent to the decision altitude
of eight hundred and sixty feet which is two hundred feet above the runway.
Additionally, adding a stabilized decision altitude
to each approach will ensure all is going according to plan.
The commonly accepted definition has been something like "the aircraft flies over an initial approach fix (IAF) and departs the final approach fix (FAF) inbound to the airport in actual or simulated IMC and breaks out somewhere before reaching the missed approach point (MAP), decision height (DH) or decision altitude
In some GPS approaches with vertical navigation, you'll reach the decision altitude
before you get to the runway threshold.
A more practical definition of "precision approach" is one with designed, surveyed vertical guidance to a decision altitude
For non-WAAS approach-certified GPS, the LNAV/VNAV decision altitude
is normally 1154 MR.
Arriving at missed approach point or decision altitude
, the pilot must determine if the runway environment is in sight and the required flight visibility is evident.
Compared to a "model" ILS, it had a few quirks, including lack of an outer marker, a final approach path slightly offset to the east of the runway centerline and a decision altitude
(DA) of 250 feet, versus the standard 200.
LNAV/VNAV is the non-WAAS approach with vertical guidance, meaning it has protection between decision altitude
and the runway through a Glidepath Qualification Surface.
whether it's the decision height, decision altitude
or minimum descent altitude.