hawk37, you're absolutely correct in the new EU OPS all weather OPS section a new type of approach
An APV operation is an instrument approach which utilises lateral and vertical guidance, but does not meet the requirements established for precision approach and landing operations, with a DH not lower than 250 ft and a runway visual range of not less than 600m unless approved by the Authority.
along with usage of DA for CDFA NONE Precision approaches
1.8 APPROACH OPERATIONS UTILIZING BARO-VNAV EQUIPMENT
1.8.1
1.8.1 Baro-VNAV equipment can be applied to two different approach and landing operations:
1.
Approach and landing operations with the vertical guidance. In this case, the use of a VNAV system such as baro-VNAV is required. When baro-VNAV is used, the lateral navigation guidance is based on the RNP APCH and RNP AR APCH navigation specifications.
2.
Non-precision approach and landing operations. In this case, the use of a baro-VNAV system is not required but auxiliary to facilitate the CDFA technique as described in 1.7.2. This means that advisory VNAV guidance is being overlaid on a non-precision approach. The lateral navigation guidance is predicated on the navigation system designated on the chart.
1.8.2
1.8.2 Approach and landing operations with the vertical guidance provide significant benefits over advisory VNAV guidance being overlaid on a non-precision approach, as they are based on specific procedure design criteria, avoiding the requirement for cross-checking the non-precision approach procedure constraints such as stepdown fixes. These criteria furthermore address:
1.
height loss after initiating a missed approach allowing the use of a DA instead of an MDA, thereby standardizing flight techniques for vertically guided approach operations;
2.
obstacles clearance throughout the approach and landing phase taking into account temperature constraints down to the DA, therefore resulting in better obstacle protection compared to a non-precision approach procedure.
In general terms for Airbus drives it means FINAL APPR mode on FMA + proper codding on FMGC observing temperature limitations of The OAT at the airport is not below ISA -25°C e.g. not below -10°C at sea level and of course the whole approach is flown using stabilized technique.
Exactly for that reason some chart providers got rid of an increment of 30-50 ft on MDA. That change pertains, of course, only applicable approaches designed as CANPA and meeting the requirements along with the operator's approved procedures.
Cheers
