the above a general rule, especially regarding the lowest minima etc?
Yes anything in bottom of alphabet, will be buttom of navigator page, and will have be lowest minima: as in low & slow, when aircraft flies slowly it can acheive steep descent GP, steep climb PDG and tight circling with small radius: an IFR Maule would do any ILS-Z and any RNP-D out there 
Sorry, I made a typo in previous post, it’s bottom of navigator not top of it, lowest 
This is what PANS-OPS says:
Thanks I missed that bit, yes it seems to make sense: you just keep flying your prescribed track during missed even inside clouds (this can be easily done with pannel or tablet GPS but unlikely to work using conventional navigation)
AFAIK, a VPT procedure is an IFR procedure just like any visual approach. Of course is has to be flown visually, but it is still IFR
I was referring to -A, LOC-A followed by VPT-A, yes it’s approach to circling only that never leads to an instrument runway, it’s IFR untill apron though…
Ibra wrote:
How does one go about going missed on VPT,
This is what PANS-OPS says:
the missed approach for the normal instrument procedure applies, but the prescribed tracks provide for manoeuvring to allow for a go-around and to achieve a safe altitude/height thereafter (joining the downwind leg of the prescribed track procedure or the instrument missed approach trajectory).
Ibra wrote:
VPT-A is based on LOC-A and RNP-A, the -A refers to it as being designed as cloud-break you fly IFR until MAPT at 2000ft before switching VFR (it is not designed as instrument approach where you fly IFR all the way until ground to land on an instrument runway as per ICAO Annex14)
AFAIK, a VPT procedure is an IFR procedure just like any visual approach. Of course is has to be flown visually, but it is still IFR.
Z, Y, X are used when the approach has a straight-in or offset to land, Z will have lowest minima and sits on top of navigator page (likely slow category aircraft CatA, highest climb gradient PDG, highest descent GP), the name will be the approach axis = runway axis +/- offset
A, B, C are used when only circling minima is published (designed as cloud-break with no option for straight or offset to runway), B will have lowest minima and sits on top of navigator page (likely slow category aircraft CatA, highest climb gradient PDG, highest descent GP), so it make sense to use landing runway axis not approach axis?
Without ATS in France, all approaches are ILS, RNP-A/B…even though runway has Z, Y straight-in, go figure
PS: Nice LFMN, went as far as RNP-D plus their VPT has a prescribed missed path and it can be flown solely on navigator as VPT-AR
I thought the -A (or B) was named like this because the final approach segment is not lined up with the runway it is designed for landing. The first is A and second is B,… when they are lined up(with in 10°) they are suffixed Z, Y, X,…
I see, yes the IAP/VPT runways are misnamed in Cannes: you fly LOC17 followed by VPT17, in Brest, you fly ILS25 followed by VPT07
However, in both missed of VPT is same as missed of IAP? this is very standard (at least what ATC expect)
I do not worry about colliding with anyone, once you are cleared for a given approach, you are automatically cleared for its missed approach (that is why you should fly that and not something else), the missed is reserved for you while you are cooking your CTL/VPT or even a visual circuit
If you take eg Brest, for the VPT you descend to 750’ and don’t yet have visual reference so you go missed and AIUI the missed will be the one for the 25. If you start the VPT and lose visual you head towards the runway and turn along the runway centre line. The question is which way. Do you turn along the 07 or in the direction of the 25. AFAIU it would be the 25, as to fly 07 you run the risk of collision with anyone else descending on the 25. That’s IMO the norm.
At Cannes once over the centre line you follow the 17, but here the VPT starts much higher so you basically follow a normal VFR circuit rather than an instrument procedure. YMMV
gallois wrote:
I have just noticed the VPT at LFMD goes against the norm and makes a missed approach for the VPT runway ie 17.instead of 35 one would need to be very careful of your altitudes there.
VPT-A is based on LOC-A and RNP-A, the -A refers to it as being designed as cloud-break you fly IFR until MAPT at 2000ft before switching VFR (it is not designed as instrument approach where you fly IFR all the way until ground to land on an instrument runway as per ICAO Annex14)
It fall under the norm, not sure why you you say it goes against the norm? the missed on VPT-A is consistent with missed from RNP-A though, in both you will fly 170 heading? anyway, it will be daft to fly north with 350 on the compass
Remember why a VPT is there ie to land on the reciprocal when there is only one IAP.
It is a visual manouver prescribed to avoid hot spots, noise abatement problems etc.
So as soon as you go into cloud you are no longer visual and therefore you have to go missed.
The missed is of course the missed approach procedure for the IAP.
So you fly to the runway and pick up the missed approach procedure from there and you fly the missed for the procedure.
It could be, however that ATC might vector you to a different point in order to pick up the missed approach. Avoiding towns for noise abatement reasons or other such restricted areas need not be taken into account as you are carrying out the manouver for safety reasons ie loss of visual references.
I should also add that the VPT plate may aldo carry different instructions, in which case these should be followed.
I have just noticed the VPT at LFMD goes against the norm and makes a missed approach for the VPT runway ie 17.instead of 35 one would need to be very careful of your altitudes there.
