Transcript Mission Planner

Instruments – part 2
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Precission Approach
ILS - Instrument Landing System
PAR - Precision Approach Radar (Military)
GCA - Ground-Controlled Approach
(mostly military)
(PAR = Precision)
(ASR = Non precision)
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Precission Approach
A precision approach provides both horizontal and
vertical guidance to the runway. In other words, it's
tells you if you're deviating to the left or right and it tells
you if you're too high or too low, before you ever see
the runway
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DH / DA
A decision height (DH) or decision altitude (DA) is a specified height or
altitude in the precision approach at which a missed approach must be
initiated if the required visual reference to continue the approach has
not been acquired. This allows the pilot sufficient time to safely reconfigure the aircraft to climb and execute the missed approach
procedures while avoiding terrain and obstacles.
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Approach phases
Instrument approaches generally involve five phases of flight:
Arrival:
where the pilot navigates to the Initial Approach Fix (IAF: a navaid
or reporting point), and where holding can take place.
Initial
Approach:
the phase of flight after the IAF, where the pilot commences the
navigation of the aircraft to the Final Approach Fix (FAF), a
position aligned with the runway, from where a safe controlled
descent towards the airport can be initiated.
Intermediate:
Approach
an additional phase in more complex approaches that may be
required to navigate to the FAF.
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Approach phases
Final approach: between 4 and 12 NM of straight flight descending at a set rate
(usually an angle of between 2.5 and 6, normally 3 degrees).
Missed:
Approach
an optional phase; should the required visual reference for
landing not have been obtained at the end of the final approach,
this allows the pilot to climb the aircraft to a safe altitude and
navigate to a position to hold for weather improvement or from
where another approach can be commenced.
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ILS
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ILS
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ILS GP
Glide path
Vertical guidance.
Tells you whether you are
high, low or on glide path.
GP is "slaved" to the LLZ
frequency
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ILS LLZ
Localizer
Horizontal guidance.
Tells you whether you are
left, right or on center line.
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ILS categories
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LLZ approaches
Back-beam localizer
Non-precision approach using the localizer from the other end of the
runway.
Localizer without GP
This is also a non-precison approach
E.g. NOTAM
EKYT
-- RWY 26 ILS GP U/S
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ILS
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ILS
Left:
To the right and low
Right: On glide slope and localizer
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ILS approach plate
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ILS approach plate
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ILS markers
OM: Outer marker, approx 5 NM from threshold
MM: Middle marker, approx 0,6 NM from threshold
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ILS markers
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ILS markers
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ILS markers
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GCA / PAR
Precision approach radar (PAR) is a type of radar guidance system
designed to provide lateral and vertical guidance to an aircraft pilot for
landing, until the missed approach point is reached. Controllers monitoring the
PAR displays observe each aircraft's position and issue instructions to the
pilot that keep the aircraft on course during final approach. It is similar to an
instrument landing system (ILS) but requires control instructions.
"on course, on glide path“
”slightly above glidepath”
"turn right 2 degrees"
Mobile (Land/Air) Precision Approach Radar/GCA in
Afghanistan
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RADAR
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RADAR
Radio Detection and Ranging
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RADAR
The following figure shows the operating principle of a primary radar. The radar
antenna illuminates the target with a microwave signal, which is then reflected and
picked up by a receiving device. The electrical signal picked up by the receiving
antenna is called echo or return. The radar signal is generated by a powerful
transmitter and received by a highly sensitive receiver.
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RADAR
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ATC RADAR
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Transponder modes
To help improve the "visibility" of aircraft as radar targets, aircraft are equipped with
little boxes called transponders. The transponder detects the radar sweep, and in
response, generates its own very powerful return pulse. This 200-watt pulse makes
the aircraft much easier to see on radar.
Mode A:
When the transponder receives a radar signal it sends back a
transponder code (or "squawk code").
Mode C:
Mode 3 paired with pressure altitude information
Mode S:
Mode A and C information and broadcast information about the
aircraft to the Secondary Surveillance Radar (SSR) system,
TCAS receivers on board aircraft and to the ADS-B SSR
system. This information includes the call sign.
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Weather RADAR
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Weather RADAR
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Attitude instruments
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ADI
ADI (Attitude Direction Indicator )
EADI (Electronic Attitude Direction Indicator)
PFD (Primary Flight Display)
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PFD
PFD (Primary Flight Display)
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HSI
HSI (Horizontal Situation Indicator )
EHSI (Electronic Horizontal Situation Indicator)
ND (Navigation Display)
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ND
ND (Navigation Display)
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Radio altimeter
A radar altimeter or simply RA measures altitude above the terrain
presently beneath an aircraft. This type of altimeter provides the
distance between the plane and the ground directly below it, as
opposed to a barometric altimeter which provides the distance above a
pre-determined datum e.g. QNH.
Radio altimeters generally only give readings
up to 2,500‘ above ground level (AGL).
Radar altimeters are frequently used by
commercial aircraft for approach and
landing, especially in low-visibility conditions
and also automatic landings, allowing the
autopilot to know when to begin the flare
maneuver. Radar altimeters is also used for
GPWS systems.
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GPWS
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GPWS
Ground Proximity Warning System
Mode
Condition
Aural Alert
Aural Warning
1
Excessive descent rate
"SINKRATE"
"PULL UP"
2
Excessive terrain closure rate
"TERRAIN"
"PULL UP"
3
Excessive alitude loss after
take off or go-around
"DON'T SINK"
(no warning)
4a
Unsafe terrain clearance while
gear no locked down
"TOO LOW - GEAR"
"TOO LOW - TERRAIN"
5
Excessive descent below ILS
glideslope
"GLIDESLOPE"
"GLIDESLOPE"
6 (optional)
Bank Angle Protection
"BANK ANGLE"
(no warning)
7 (optional)
Windshear protection
"WINDSHEAR"
(no warning)
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GPWS
Ground Proximity Warning System
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TCAS
Traffic alert and Collision Avoidance System
TCAS scans the vicinity by
interrogating the transponders of other
aircraft. It then uses the received
transponder signals to compute
distance, bearing and altitude relative
to the own aircraft.
When TCAS detects that an aircraft’s
distance and closure rate becomes
critical, TCAS generates aural and
visual annunciations for the pilots.
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TCAS
TCAS detects any aircraft equipped with a transponder flying in its vicinity,
displays potential and predicted collision targets and issues vertical orders to
de-conflict.
It is normally independent of ground based ATC systems. Its detection
capability is limited to 30nm and ±9900ft. The system comprises a single
channel TCAS computer, 2 TCAS antennae, 2 mode S transponders (1 active, 1
standby), and a SSR/TCAS control panel.
Traffic is only displayed when ND range scale is 40nm or less; range scale
changes are demanded. TCAS interrogates the SSR of intruders and
determines for each intruder its relative bearing, range and closure rate and its
relative altitude if available. TCAS then computes the intruder path, its closest
point of approach (F-pole) and tau (the estimated time) before F-pole.
Any collision threats trigger aural and visual advisories. TCAS optimises vertical
orders to ensure a sufficient path separation and minimal change in VS for
considering all intruders.
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TCAS
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TCAS
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TCAS TA / RA
TA is a so-called Traffic Advisory. TAs are given to the pilot in form of the
word TRAFFIC displayed in yellow on the ND, and the aural voice
annunciation "traffic, traffic". This is not the highest alert level. Its purpose is
first to call attention to a possible conflict.
RA means Resolution Advisory, the highest alert level. Its purpose is to
resolve a conflict by providing the pilot with aural and visual pitch commands.
The pilot has to disengage the autopilot immediately as the escape
maneouver has to be flown manually. Flight director commands as well as
ATC advisories have to be ignored. The pitch command of an RA has always
the highest priority.
If a target is approaching at the same altitude:
“Climb, climb, climb!” -- or -“Descend, descend, descend!”
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TCAS
Classification
Intruder Position
Display Info
ND
Proximate Intruder
Graphic
PFD
Aural
No collision threat
Closer than 6nm and ±1200ft
Intruder position - only
displayed if a TA/RA also
present
Nil
Nil
TA Intruder
Potential collision threat
TAU is about 40secs
Intruder position
Nil
TRAFFIC-TRAFFIC
RA Intruder
Real collision threat
TAU is about 25secs
Intruder position
Vertical orders:
Preventive/Corrective
CLIMB/DESCEND/
etc [1.34.80 p12]
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TCAS
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Flight guidance systems
The MD-80 digital flight guidance system is a dual, autopilot, flight director
and autothrottle system with fail passive autoland capability. It is designed
for guidance throughout the full flight regimes, from takeoff through climb,
cruise, descent and landing included the roll-out.
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FMS
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FMS
A flight management system is a fundamental part of a modern aircraft in that
it controls the navigation. The flight management system (FMS) is the
avionics that holds the flight plan, and allows the pilot to modify as required in
flight. The FMS uses various sensors to determine the aircraft's position.
Given the position and the flight plan, the FMS guides the aircraft along the
flight plan. The FMS is normally controlled through a small screen and a
keyboard. The FMS sends the flight plan for display on the Navigation
Display (ND).
All FMS contain a navigation database. The navigation database contains the
elements from which the flight plan is constructed. These are defined via the
ARINC 424 standard. The navigation database (NDB) is normally updated
every 28 days, in order to ensure that its contents are current.
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RNAV
Area Navigation (RNAV) is a method of navigation that allows an aircraft to
choose any course within a network of navigation beacons, rather than navigating
directly to and from the beacons
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INS
An Inertial Navigation System (INS) is a navigation aid that uses a computer
and motion sensors to continuously track the position, orientation, and velocity
(direction and speed of movement) of an aircraft without the need for external
references
All inertial navigation systems suffer from
drift. Small errors in the measurement of
acceleration and angular velocity are
integrated into progressively larger errors in
velocity, which is compounded into still
greater errors in position
The inaccuracy of a good-quality
navigational system is normally fewer than
0.6 NM per hour in position and on the order
of tenths of a degree per hour in orientation.
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GPS
Global Positioning System
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GPS
Global Positioning System
The GPS uses a constellation of between 24 and 32 medium earth orbit
satellites (20.200 km out) that transmit precise microwave signals, that
enable GPS receivers to determine their current location, the time, and their
velocity (including direction). Each satellites orbiting earth twice a day.
The system uses 3 satellites for position
determination. It measures the time it takes
a signal to travel from the satellite to the
receiver and convert it to distance. Uses
atomic clocks. A time difference of 1/10 sec
equals a 3000 km errror.
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GPS
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DATALINK / ACARS
Aircraft Communications Addressing and Reporting System
A digital datalink system for transmission of small messages between aircraft and
ground stations via HF, VHF or SATCOM. Datalink makes it possible for aircraft to
communicate efficiently with the ground at all times during a flight.
SAS uses the ACARS datalink system. It is a datalink technology developed
specifically for the airline industry. A network of ground radio stations ensure
that aircraft can communicate with SAS in real-time from practically anywhere
in the world. Satellites are used over oceans or remote areas were no ground
stations exist. ACARS handles text-based information of essentially the same
type as can be sent via ground-ground telex.
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DATALINK / ACARS
A person or a system on board may create a message and send it via ACARS
to a system or user on the ground, and vice versa.
Messages are sent both automatically and manually.
There are 3 major components to the ACARS datalink system:
•Aircraft equipment
•Service provider
•Ground processing system
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DATALINK / ACARS
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SATCOM
Short for Satellite Communications
World wide
communication via
IMMARSAT network.
4 geostationary
satellites. 2 x atlantic,
1 x india and 1 x
pacific ocean.
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