FAQ - Approach Type Letters (ILS-Z, Y, X etc.)

Tips and Instructions are only to be used for the Flight Simulator on your PC! It should go without saying that I am only flying a PC Simulator, not a real aircraft. My videos therefore are not intended as professional instruction! And my videos do not show SOP ( Standard Operating Procedure) of any distinct airline.
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[@MonishJohnson]

Wow I'm loving your series. Every new video now I'm learning something new. Something I have seen but didn't knew what it meant. Please keep on posting video lessons. Thank you.

[@jvmartinmo]

Recently, I was wondering exactly these questions. Again, thank you very much for sharing your knowledge with us

[@g7usl]

Great, fabulous and very informative. We all love your video's.

[@martinhecker2118]

Danke für die FAQ Reihe. Mag diese kleinen interessanten Häppchen.

[@tobifeldi1992]

wo kann man finden welcher appr activ ist ?

[@Avantime]

AFAIK the Zulu is the default option, Y & X is for ATC discretion when there's flow management, noise or other special requirements, or if a navaid that Zulu uses goes offline.

[@Blackbox711]

Unfortunately it is not that simple. If you look at KJFK RNAV approaches 22L for example the Z, Y, X are three seperate approach types based on either RNP, WAAS or simply GPS.

[@Avantime]

​@@Blackbox711 Yes there are some approaches that has special requirements with regards to RNAV, and generally ATC knows what equipment you have from your flight plan. Some STARs transitions to different ILS approaches, and again that's ATC discretion/preference in what they assign you.

[@drummerxx1]

Good content, thank you!

[@laurenzmonig2601]

i always wondered what that was, thank you for explaining!

[@Blackbox711]

Thank you very much

[@arnistefanarnason9478]

Thank you and happy new BB. I find one thing missing. Explanation about what is the deciding factor for pilots using different approach procedures to the same rwy.

[@Blackbox711]

Hi Arni. Pilots normally get told through ATIS or approach clearance what approach they need to fly. On some rare occasions it depends on what the Aircraft is certified for (RNP AR, RNP LPV).

[@salimb4334]

Thank you so much.

[@carlossalgado7280]

Thanks, pal! Kindly regards!

[@Ztbmrc1]

Ok that makes sense. But interesting that rwy 25r at Frankfurt has 2 different ILS frequencies. It seems to me that they can not be switcht on both at the same time, since they are so close together in frequency, and the localizer antennas are also close to each other. Only the gp antennas could be positioned on both side of the runway at the touch down point. But I have never seen that...

[@umi3017]

You CAN do a managed descend approach (or VNAV or IAN on Boring) on a LNAV only procedure. Just as you could do it on a LOC/VOR/NDB approach. just keep in mind it's a NPA flown by computer and you need to monitor it, not as a APV (which you still need to monitor, but more like a ILS/GLS)

[@Blackbox711]

Hi. No, not necessarily. There are strict rules when using a managed autoflight mode for a vertical profile. At our company we are not allowed to use managed descent on LNAV only approaches.

[@umi3017]

@@Blackbox711 Seems a company rule, our company is OK with that. However our company is not allow to use VS/FPA or even full manual for LNAV/VNAV approach, while Boeing says it could be done as long as you just follow the virtual glide path, and reglation premited.

[@Blackbox711]

Through my videos here I have come across so many different company SOPs for the same procedures. On top of that our SOP have changed numerous times as well since I started flying the A320.

[@ahmedsmart1120]

Why does 25R in EDDF has two different frequencies? How does Flightsimulator deal with this problem as the frequencies are stored in the AFCAD? For a runway you can assign only one frequency.

[@DUBaviator]

25R has two different glideslope angles, ILS-Z is standard 3.00 degree profile while ILS-Y is 3.20 degrees. The afcad in P3D/FSX can have more than 1 LOC/GS frequency for the same runway, I'm not sure if the default scenery has both frequencies modeled but addon scenery does have it included.

[@tomstravels520]

Am I right in saying “RNP Approach” is replacing “RNAV approach” as Heathrow has done this as well as EDDF. Read somewhere that RNP approaches will basically be fly from waypoint to waypoint and RNP (AR) will be like Salzburg or Madeira with curves between waypoints and require more training

[@Avantime]

IIRC RNP Must be flown on autopilot (or manually with a HUD, but not quite sure), and there are nav accuracy certification requirements. RNAV can be flown manually by any aircraft (including a Cessna 152) with something as basic as a Garmin 430. (Early RNAV doesn't even need a GPS as it can be replicated with twin DME/DME receivers. But that can be dangerous due to signal attenuation errors) RNAV is considered a non-precision approach like VOR & NDB approaches, except RNAV approaches that also includes some sort of ground aid e.g. GBAS/LAAS. I've never encountered one of those myself (yet) so can't comment.

[@Blackbox711]

RNP is similar to RNAV, however there are some differences regarding on board systems, procedure design and monitoring equipment. That is a big topic which would take a long time to explain fully. But a Head-Up-Display is not needed. However GPS updating, Position degradation alert etc. can be required.

[@nikolson92]

Hi, Any chance to make a video about : NADP 1,2 and Procedure A,B, and why in FMGS Thrst/reduct its default 1500''? thanks

[@Blackbox711]

Yep, I will put that on my list. Thank you for the request!

[@nikolson92]

@@Blackbox711 I forgot to add in my comment: ''Some countries still using A and B, but if you check doc.ICAO 8168, no more those procedure.. you can still find in Jeppesen or Lido...Airbus says ''do not reduce below 1500'' or EOA... Thanks!

[@Blackbox711]

Airbus gives out recommendations regarding thrust reduction. However some airports dictate as well if NADP 1, 2 or special procedures apply. The Engine out case is something completely separate from NADP.

[@slicker55]

Inbound for some advice please... sim enthusiast here... last night I was flying into LIRN for Rwy 06 and was presented with two ILS approach options, ILS S and ILS P (Chose S as per Jeppesen 11-1). I haven't seen S and P before... what do these letters denote please?

[@Blackbox711]

Hi. These letters note a difference in procedures regarding the published Approach i.e. ILS. The letters start at Z and then go backwards in the alphabet. If you compare the S with the P approach you will see some differences. This could be in the initial, intermediate, final or missed approach segment. Normally ATC will clear you for a specific procedure or the ATIS will state that. The highest publish approach letter will normally be used.

[@slicker55]

@@Blackbox711 Thanks for explaining, so just a few letters lower down than the more commonly seen Z and Y options... glad I asked, all clear now.. thanks again (liked)

[@tobifeldi1992]

In eddf atis no x y z approach info , okay but which appr is activ ?

[@Blackbox711]

If the ATIS doesn't state this then ask the controller. Otherwise use the Z approach

[@nikolaspatrikis7328]

great vid! so airbus pilots typically use zulu instead of yankee?

[@Blackbox711]

No, normally Z approaches are the ones being used.

[@flywithtb5005]

Does it say in the ATIS which approach is in use or how should you know

[@Blackbox711]

Either ATIS or the approach controller will tell you

[@g7usl]

Thank you again BB. You just solved a query that I have wanted to ask for months. You must be phsychic? lolol

[@Blackbox711]

Thank you. But it is simply listening to my viewers asking the same question a hundred times.

[@virtualaviator21156]

😍😍