仪表等级飞行员理论培训stage5-213RNAV-GPSAPCH.ppt

Instrument ApproachesGPS and RNAV ApproachesOverviewn nGPS and VOR/DME RNAV approaches provide greater design flexibilityn nWith GPS,smaller airports can have instrument approaches with no need for ground based navigation equipmentn nProcedures similar to other approaches,but equipment is more complexWhats Coming!Garmin G1000 Garmin G1000 From Skylane to Mustang From Skylane to MustangFederal AviationAdministration5Glass-panel cockpits are replacing the more familiar“round dial”cockpits.The Difference in the DialsAirspeedAltitudeAttitudeDG/HSIVertical SpeedTurn RateSkid and SlipWhere are the needle and ball?G1000 Block DiagramG1000 Block DiagramG1000 Multi-Function Display(MFD)G1000 Multi-Function Display(MFD)FMS ControlsEngine and Systems Instruments with detailed cylinder information and lean assistCan Display:Topographic DataTerrainTrafficLightning(Stormscope)WeatherSame controls as on PFD,and automatically reverts to PFD image if PFD should fail(Reversionary Mode)AutopilotGPS Equipment Requirementsn nAs a sole source for nonprecision approaches:n nReceiverReceivern nInstallation methodInstallation methodn nSupplements section of AFM will tell you if the equipment meets FAA requirementsn nHandhelds not certified for IFR navigation(but may be used as aid to situational awareness)Must meet FAA Must meet FAA requirementsrequirementsReceiver Autonomous Integrity Monitoring(RAIM*)n nContinually monitors reliability of GPS signaln n4 satellites is enough for triangulation4 satellites is enough for triangulationn n5 satellites gives you integrity monitoring5 satellites gives you integrity monitoringn nPrediction of RAIM*availabilityn nInformation is available from FSS as to which Information is available from FSS as to which satellites are available for your ETA.satellites are available for your ETA.Other Requirementsn nIFR approved GPS requires:n nExternal Annunciators ability to display External Annunciators ability to display VOR/HSI info,and be advised of error,waypoint VOR/HSI info,and be advised of error,waypoint etc.messages.etc.messages.n nCDI displayCDI displayn nWhen GPS is selected the annunciator alerts you to:n nreceiver messagesreceiver messagesn nwaypoint passagewaypoint passagen napproach mode enabledapproach mode enabledn nwaypoint holdwaypoint holdNavigation Databasen nLoaded by magnetic cardn nwaypointswaypointsn nfixesfixesn nstation identifiersstation identifiersn nUpdated regularlyn nMUST be current for IFR navigationMUST be current for IFR navigationn nYou may not edit database,but you can add user-defined waypoints for VFR use onlyGPS Differencesn nFor distance,GPS is always TO the next waypointn nAlong Track Distance(ATD)n nDifferent from DME because its Different from DME because its not slant rangenot slant rangen nDiscrepancy with“DME”varies with altitude and Discrepancy with“DME”varies with altitude and distance from station.GPS is actual distance.distance from station.GPS is actual distance.Other GPS Differencesn nHeading may vary slightly from published courses due to algorithm used by GPS for variation n nWaypoint Sequencingn nTO-TO NavigationTO-TO Navigationn nHold Mode suspends auto-sequencingHold Mode suspends auto-sequencingn nApproach mode drop after FAWP requires you Approach mode drop after FAWP requires you to go missed approachto go missed approachn nDo NOT touch GPS between FAF&MAP that is the FAWP and MAWP a Sensor Final Approach Waypoint is used in non precision approaches with no FAF.Missed Approach RoutingnNot always from MAP direct to a missed approach holding waypoint(MAHWP)nSo fly the designated track,like a specific course.GPS CDI Sensitivityn nGPS unit usually connected to a VOR indicator or HSI Course Deviation Indicatorn nMeasures absolute deviation from course in nautical milesn nSensitivity:n30 NM ENROUTE sensitivity=5nm full deflectionn 30NM TERMINAL sensitivity=1nm full scale deflectionnWithin 2 NM of final approach waypoint APPROACH sensitivity=0.3nm either side of final approach courseRadar Vectors to a GPS Approachn nManually sequence to a legn nDont accept or request radar vectors which intercept final approach course within 2nm of FAWPn n GPS will automatically ramp down to approach sensitivity(.3NM)2 NM PRIOR to Final Approach WaypointFederal AviationAdministration20RNAV(GPS)APPROACH TYPESGPS Overlay of pre-existing non-precision approachesVOR/DME based RNAV approachesStand-alone RNAV(GPS)approachesRNAV(GPS)approaches with vertical guidance(APV)RNAV(GPS)precision approaches(WAAS and LAAS)GPS OverlayGPS OverlayA GPS Approach Overlay is an authorization for pilot to use GPS avionics under IFR for flying designated existing non-precision instrument approach procedures,with the exception of LOC,LDA and SDF proceduresGPS CONSIDERATIONS:OVERLAY APPROACHn nSequence of waypointsn nArming the Approach Moden nTurning promptsn nProcedure turn promptn nRAIM check 2nm before FAWPn nMissed approach manually sequence since in“hold mode”Federal AviationAdministration23Stand alone RNAV(GPS)approachGPS stand alone approachn nDesigned solely for GPSn nThis is where Basic T really comes inn nRequirements:n nFor the approach,monitoring of conventional For the approach,monitoring of conventional equipment optional when RAIM availableequipment optional when RAIM availablen nBackup navigation system required for EnrouteBackup navigation system required for Enrouten nApproach procedure OTHER THAN GPS Approach procedure OTHER THAN GPS required at any required alternaterequired at any required alternaten nAlternate airport must have conventional NAVAID approach as wellThe Basic T Approach DesignFederal AviationAdministration26RNAV RNAV SegmentsSegmentsIAFIAFIFIFFAFFAFMAPMAPAll distances are All distances are Optimum lengthOptimum lengthAll segments may vary.All segments may vary.Federal AviationAdministration27Terminal Arrival Terminal Arrival Area(TAA)Area(TAA)New Symbolsin the Plan View SectionFederal AviationAdministration28Terminal Arrival Area(TAA)Terminal Arrival Area(TAA)Federal AviationAdministration29TAA may be used instead ofTAA may be used instead ofMinimum Safe Altitude(MSA)Minimum Safe Altitude(MSA)Either a TAA or MSA will be provided.Terminal Arrival Area(TAA)Terminal Arrival Area(TAA)PlanviewPlanview Legend LegendTerminal Arrival Area(TAA)Terminal Arrival Area(TAA)RNAV(GPS)RWY 21L PRCn nThis approach is designed in the basic T arrangementGPS RWY 12PRC(Half“T”)RNAV/GPS RNAV/GPS ApproachApproachRNAV/GPS ApproachThe pilot approaches The pilot approaches SUSII Waypoint from SUSII Waypoint from OMLIE(the IAF)at or OMLIE(the IAF)at or above 3,000above 3,000The distance will be 5NMThe distance will be 5NMFrom BAKEE,the pilot will From BAKEE,the pilot will descend to MDA and descend to MDA and proceed to the runway endproceed to the runway endMDA for the Straight-In MDA for the Straight-In Runway 5 approach is 720Runway 5 approach is 720If the pilot does not see If the pilot does not see the airport or the airport the airport or the airport environment at the MAP environment at the MAP waypoint,he/she must waypoint,he/she must“go missed.”“go missed.”The pilot then proceeds to The pilot then proceeds to BAKEE,the FAF,on a BAKEE,the FAF,on a course of 048course of 048o o,descending to 1,900descending to 1,900The distance will The distance will be another 5NMbe another 5NMRNAV/GPS ApproachRNAV/GPS ApproachMissed ApproachGPS Precision ApproachesnRequired vertical accuracy needs additional equipment.nWide area augmentation system(WAAS)nSee AIM 1-1-20nLarge area coverage with relatively few ground facilitiesFederal AviationAdministration39What is What is WAASWAAS?WWide ide A Area rea A Augmentation ugmentation S SystemystemWAAS DevelopmentWAAS DevelopmentPlanned by and for the FAAUses geostationary satellites and ground stationsBroadcasts differential correctionsAvailability specified at 99.9%Coverage:Entire U.S.Expected availability:NOWFederal AviationAdministration40WAASWAASGPS SatellitesGPS SatellitesGPS SatellitesGeostationary Satellite retransmits the Differential GPS corrections over a wide areaDifferential GPS corrections from a ground receiver are transmitted up to a geostationary satelliteFederal AviationAdministration41WAASWAASInstrument Instrument Approach Approach ProcedureProcedureRNAV(WAAS)Specific SymbolsThe symbol indicates outages of the WAAS vertical The symbol indicates outages of the WAAS vertical guidance may occur daily due to system limitations.guidance may occur daily due to system limitations.WAAS NOTAMs for vertical outages are NOT WAAS NOTAMs for vertical outages are NOT provided for this approach.provided for this approach.Use LNAV minima for flight planning purposes as Use LNAV minima for flight planning purposes as destination or alternate.destination or alternate.As the WAAS coverage is expanded the symbol As the WAAS coverage is expanded the symbol will be removed.will be removed.Federal AviationAdministration43Federal AviationAdministration44LNAV Non-Precision Approach LNAV Non-Precision Approach MinimaMinimaNon-Precision Approaches provide lateral provide lateral guidance only,descent is staged at specific distances guidance only,descent is staged at specific distances along the approach.along the approach.LNAV VDPVASIFederal AviationAdministration45 RNAV(GPS)approaches with vertical guidance(APV)Baro VNAV temperature limitations.Baro-VNAV approaches are not authorized in areas of hazardous terrain,nor are they authorized when remote altimeter setting is required.Federal AviationAdministration46Chart Information Web based Information ProductInstrument Procedures HandbookFAA-H-8261-1http:/av-info.faa.gov/terps/IPH.htmVOR/DME RNAVn nHeart is the course line computer(CLC)n nProgram waypoints by radial&distance from Program waypoints by radial&distance from VORsVORsn nCalled phantom Called phantom VORsVORsn nAbsolute deviation(nm)rather than angular deviation(radials)n nWaypoints for VOR/DME RNAV approaches are stored in the database and sequenced for the approach procedureFederal AviationAdministration48VOR/DME based RNAV approachProgramming the RNAVYou ProgramCDI is ABSOLUTE Deviation in NM,not AngularAt least two Waypoints.Some approaches need more.Some have vertical capability.VOR/DME RNAV Approachn nMinimum of 2 waypoints required for approachn nCourse reversals are holding patternsn nArriving at a waypoint,“TO”flips to“FROM”right at 0 DME!n nVertical guidance computern nGlide path angleGlide path anglen nFrom FAF to MDA at 2nm from MAPFrom FAF to MDA at 2nm from MAPThe best approaches begin with Planning.The time to study an approach is NOT five minutes from the FAWP/FAF/IAF.In single Pilot IFR,you must memorize an overview of the approach During the approach you want NO surprises.If you are not Five Miles or Ten Minutes ahead of the aircraft.YOU ARE BEHIND IT.