DOCSLIB.ORG

From Time to Time in This Issue: by W.J

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
From Time to Time in This Issue: by W.J From Time to Time In this issue: by W.J. Klepczynski, GPS TAC/WAAS Team (AND-730) Using WAAS for precise Ed Powers, United States Naval Observatory timing............................1 Rob Douglas, National Research Council of Canada Pat Fenton, NOVAtel WAAS increases aviation Historically, navigation systems have depended on safety benefits of the time. This was clearly demonstrated by the sailing of Capstone Program in Harrisons chronometer on HMS Deptford in 1761, Alaska...........................3 to prove that the instrument allowed navigators for Independent Review the first time to determine longitude accurately and Board backs WAAS......4 reliably. Because of this relationship between navi- gation and time, the time-keeping community has LAAS GIP explained....4 always had a keen interest in the use of navigation systems for the distribution of time. Even today, the Procedures Development heart of the GPS rests on a highly evolved clock tech- Initiatives......................5 nology. Unlike navigators, who need four GPS satel- lites by which to determine their position, timekeep- Salt Lake City prepares ers, who know their position, need only one satellite for increased air traffic to determine time. Observations of a single satellite also allow timekeepers to remotely syn- during 2002 Winter Olympic Games............7 chronize clocks around the world. This article summarizes the result of a recent study, which showed that the GPS Wide Area Interregional airspace Augmentation System (WAAS), once fully operational, should provide a very stable, con- redesigns offer potential tinuously-available timing signal. It should also allow the development of more economical benefits to users............7 timing systems utilizing its signals, the almost instantaneous detection of any pathological behavior in a system providing time, and an extremely robust check for many timed systems. Unique capabilities of The WAAS is one of the most recent developments in the evolution of navigation systems. vertical flight aircraft are While it is similar to other differential GPS systems in concept, the WAAS gives the Federal aided by development of Aviation Administration (FAA) and air navigation a significantly higher level of performance new helicopter GPS than other differential GPS (DGPS) systems. Because of the augmentation methods utilized approach procedures.....8 by the WAAS, it provides not only improved accuracy, but also increased availability, integ- Industry Corner: GAME rity, and continuity of service. It does this by continually monitoring GPS transmissions from model benefits from GPS- WAAS Reference Stations (WRSs) and by transmitting an augmented message from several based instrument geostationary communications satellites (GEOs). The WAAS is currently in its early stages of approaches....................9 development. Current studies on the use of WAAS for time transfer and time distribution indicate that it is already at the level of the GPS Precise Positioning System (PPS). We can Worldwide adoption of reasonably expect improved levels of precision and accuracy as the system matures. Satellite Navigation.....10 Time and the WAAS US and Mexico cooper- Figure 1 schematically depicts the WAAS process, as it will be once fully implemented. ate to expand future The basic unit is the WAAS Reference Equipment (WRE), consisting of a cesium beam fre- WAAS coverage..........11 quency standard, a 12-channel, dual-frequency WAAS-GPS receiver, and a wide- and a nar- GPS in India................12 row-band GPS receiver. Each WRE continuously tracks as many GPS satellites and GEOs as it is able to acquire. 2 processor receives and uses to form the WNT time scale. This time scale is then steered to GPS time with the same algorithm. Ground Uplink Stations (GUS) will each have a cesium clock, slaved to WNT. Once per day, the WMS will issue commands to steer the GUS clock in order to reduce any offset it may have from GPS time. The GUS clock con- trols the synchronization of the WAAS navi- gation message from the GEO. WAAS Time Distribution As a secondary mission, the WAAS provides coordinated universal time (UTC). To this purpose, the WAAS compares WNT, which is synchronized to GPS time, with the UTC pro- vided by the U.S. Naval Observatory (USNO), and transmits the offsets as part of the WAAS navigation message. Each WRS contains three identical WREs. This redun- Status of WAAS Time-keeping dancy ensures that each WRS will continue to provide data Data collection commenced at USNO on October 6, 1999. to its WMS in the event that one of the WREs fails. Each Every 15 seconds, GPS and Atlantic Ocean Region-West WRS, in turn, transmits the data it obtains to two WAAS (AOR-W) WAAS GEO satellites make pseudorange and car- Master Stations (WMS), which form the WAAS navigation rier-phase measurements. All of the broadcast data from the message and WAAS Network Time (WNT). The message satellites are now collected for postprocessing. contains information on satellite orbits, the current state of the ionosphere, timing information, and system health. Each Time Transfer Capabilities WMS passes the navigation message to each of, initially, two Fig. 2 illustrates the computed difference between USNO Geostationary Uplink Stations (GUSs), which upload it to and GPS system time. We included this difference as a com- the two Phase 1 GEOs which then transmit it to the user. mon denominator benchmark process. Most GPS timing re- ceivers today use this observable to provide time reference WAAS Master Stations information. Note that selective availability (SA) caused most Once per second, all WRSs transmit all their data to all of the 43-nanosecond standard deviation. On May 1, 2000, WMSs, which then perform the functions of correction pro- the U.S. Department of Defense (DoD) turned off this inten- cessing, satellite orbit determination, integrity determination, verification, validation, and WAAS message generation, and transmit a formatted 250-bit WAAS message to all GUSs. WNT Time Scale In order for the WAAS signal to supplement the GPS navigation signals, the GEOs must synchronize their trans- missions with those from the GPS satellites. In other words, WAAS must be on GPS time. The reference for the WAAS is called WAAS Network Time (WNT). Measurements from all WREs at all WRSs are sent to each WMS. The correc- tions processor at each WMS employs a WNT algorithm to compute a potentially independent WNT time scale from the data received from the WRSs. All good clocks con- tribute to the WRE measurements that a WMS corrections 3 tional degradation and performance has since substantially improved. These results, at this early stage in the development of the WAAS, indicate the future promise of this technique for time transfer and time distribution. Future Potential of SBAS The WAAS will contribute to the timing infrastructure of the U.S. by providing time within the National Airspace Sys- tem (NAS) for the recording of all events. It will also provide a very stable timing signal for the timekeeping community. Because the source remains at the same approximate point in the sky, a high-gain antenna can provide a very good signal to the stationary user. The offset of WNT from UTC will be transmitted within the WAAS navigation message. The sig- nal will be available continuously. recommendations, recognizes the need to integrate emerging Such a signal provides some unusual capabilities for the technologies into the present airspace in order to resolve the timekeeping community. It should allow the development of hurdles of the Alaskan environment. The initial Capstone more economical timing systems utilizing its signals. Cheaper challenge focuses on aviation safety in the Southwest Yukon- crystals can now be used in systems that rely on atomic stan- Kuskokwim (Y-K) and Southeast regions of Alaska. These dards as their flywheel while they continuously integrate GPS areas experience a significant number of mid-air collisions, time or UTC using only one geostationary satellite. A user controlled flight into terrain, and weather related accidents. will be able to instantly detect any pathological behavior in a The Capstone effort is working to provide ground infrastruc- system providing time by comparing signals with another vis- ture and avionics in order to address these problems as well as ible GEO. With GPS, one has to wait to see whether the to determine the operational benefits for commercial carrier transients are due to anomalous clock behavior in a satellite. aircraft operating in these areas. Capstone has equipped up The WAAS, on the other hand, provides an immediate re- to 90% of the aircraft operating in the Y-K and Southeast dundancy check to anyone who is within the footprint of its regions of Alaska giving the program the ability to measure two transmitting geostationary satellites. This can be used as the anticipated benefits. While Capstone is initially focusing an extremely robust check for many timed systems. on these two geographic areas, the intention is to leave sys- tems in place that provide a benefit and to expand these Based on an article originally published in the May 2001 issue ground systems to the rest of Alaska. Capstone technology is of GPS World, Eugene Oregon. being engineered so that it can be deployed to the rest of the National Airspace System (NAS) as needed. The following New Technology Benefits Region have been provided in the Y-K area and will migrate to the Southeast in 2002: with High Safety Risks · Data link weather
Load more

Recommended publications
  • Flight Inspection History Written by Scott Thompson - Sacramento Flight Inspection Office (May 2008)
    Flight Inspection History Written by Scott Thompson - Sacramento Flight Inspection Office (May 2008) Through the brief but brilliant span of aviation history, the United States has been at the leading edge of advancing technology, from airframe and engines to navigation aids and avionics. One key component of American aviation progress has always been the airway and navigation system that today makes all-weather transcontinental flight unremarkable and routine. From the initial, tentative efforts aimed at supporting the infant air mail service of the early 1920s and the establishment of the airline industry in the 1930s and 1940s, air navigation later guided aviation into the jet age and now looks to satellite technology for direction. Today, the U.S. Federal Aviation Administration (FAA) provides, as one of many services, the management and maintenance of the American airway system. A little-seen but still important element of that maintenance process is airborne flight inspection. Flight inspection has long been a vital part of providing a safe air transportation system. The concept is almost as old as the airways themselves. The first flight inspectors flew war surplus open-cockpit biplanes, bouncing around with airmail pilots and watching over a steadily growing airway system predicated on airway light beacons to provide navigational guidance. The advent of radio navigation brought an increased importance to the flight inspector, as his was the only platform that could evaluate the radio transmitters from where they were used: in the air. With the development of the Instrument Landing System (ILS) and the Very High Frequency Omni-directional Range (VOR), flight inspection became an essential element to verify the accuracy of the system.
    [Show full text]
  • Air Navigation
    Air Navigation Professor Dr. Paul Stephen Dempsey Director, Institute of Air & Space Law McGill University Copyright © 2008 by the author. The Importance of Air Navigation Air navigation services are manifestly important to the safety and efficiency of air transportation. Safety and security of flight depend upon the proficiency of their provision. They impact airline economics both in terms of the charges they impose upon users of the system, and the delay and circuity they can impose on aircraft operations. “Among the traditional functions of government, air traffic control is provided for the purpose of preventing collisions between aircraft in the air and between aircraft and obstructions on the ground, as well as expediting and maintaining an orderly flow of air traffic. In addition to ATC, the effective management of air traffic requires associated services such as meterology, search and rescue, and telecommunications, as well as the provision of aeronautical information such as charts.” Ira Lewis The Chicago Convention of 1944 •Article 1 – Each State has complete and exclusive sovereignty over its airspace; •Article 5 – States may prescribe specific routes for non- scheduled flights; •Article 6 – Scheduled flights may not be conducted over the territory of another State without its authorization; •Article 8 – No pilotless aircraft may be flown over the territory of another State without special permission; Designated Routes and Prohibited Areas Article 68 – Each State may designate international air routes and international airports
    [Show full text]
  • ABAS), Satellite-Based Augmentation System (SBAS), Or Ground-Based Augmentation System (GBAS
    Current Status and Future Navigation Requirements for Mexico City New Airport New Mexico City Airport in figures: • 120 million passengers per year; • 1.2 million tons of shipping cargo per year; • 4,430 Ha. (6 times bigger tan the current airport); • 6 runways operating simultaneously; • 1st airport outside Europe with a neutral carbon footprint; • Largest airport in Latin America; • 11.3 billion USD investment (aprox.); • Operational in 2020 (expected). “State-of-the-art navigation systems are as important –or more- than having world class civil engineering and a stunning arquitecture” Air Navigation Systems: A. In-land deployed systems - Are the most common, based on ground stations emitting radiofrequency signals received by on-board equipments to calculate flight position. B. Satellite navigation systems – First stablished by U.S. in 1959 called TRANSIT (by the time Russia developed TSIKADA); in 1967 was open to civil navigation; 1973 GPS was developed by U.S., then GLONASS, then GALILEO. C. Inertial navigation systems – Autonomous navigation systems based on inertial forces, providing constant information on the position of the flight and parameters of speed and direction (e.g. when flying above the ocean and there are no ground segments to provide support). Requirements for performance of Navigation Systems: According to the International Civil Aviation Organization (ICAO) there are four main requirements: • The accuracy means the level of concordance between the estimated position of an aircraft and its real position. • The availability is the portion of time during which the system complies with the performance requirements under certain conditions. • The integrity is the function of a system that warns the users in an opportune way when the system should not be used.
    [Show full text]
  • 2015 Air Navigation Report
    CAPACITY & EFFICIENCY Air Navigation Report 2015 Edition A Coordinated, Needs-based Approach to Air Navigation Evolution The air transport industry plays a major role in world Developed to reflect and align the agreed series of economic activity. One of the key elements to maintaining technologies, procedures and system-wide capabilities the vitality of civil aviation is to ensure safe, secure, efficient needed to meet the significant capacity challenges of the and environmentally sustainable operations at the global, next 15 years, the GANP organizes these requirements regional and national levels. into a flexible series of performance improvements and timelines. These were agreed to through ICAO during A specialized agency of the United Nations, the International the 2011–2013 timeframe by States, airline and airport Civil Aviation Organization (ICAO) was created in 1944 to operators, civil air navigation service providers, aircraft promote the safe and orderly development of international manufacturers and many other stakeholders in the global civil aviation throughout the world. aviation system, and have become known as the ICAO aviation system block upgrades (ASBUs). ICAO sets the Standards and Recommended Practices (SARPs) necessary for aviation safety, security, efficiency “In all of its coordinated activities, ICAO and environmental protection on a global basis. ICAO serves as the primary forum for co-operation in all fields of civil always strives to achieve a balance aviation among its 191 Member States. between the need for increased capacity In the context of an assured safety environment under its and efficiency and maintaining aviation first Global Aviation Safety Plan (GASP), ICAO seeks to ensure safety at an acceptable level.” the delivery of efficient and comprehensive air navigation services under its complementary Global Air Navigation Plan This report provides updates on capacity and efficiency (GANP).
    [Show full text]
  • Authorization and Operation of GNSS Aviation Services in Non-Core Constellation States
    Authorization and Operation of GNSS Aviation Services in Non-Core Constellation States Civil GPS Service Interface Committee (CGSIC) Tampa, USA, 8 September 2014 Gerhard BERZ, Focal Point Navigation Infrastructure [email protected] EUROCONTROL ATM Directorate, R&D and SESAR Division, NAV & CNS Unit Disclaimer: Contains No Official EUROCONTROL Policy Statements The European Organisation for the Safety of Air Navigation Introduction • GPS: It’s great and it works! • Available globally and reliably free of direct user charges • Most aircraft equipped • Fully enables all Nav Specs of Performance Based Navigation • Benefits airspace capacity and efficiency • So just use it – what’s the problem? • Air Navigation Service Provision is sovereign responsibility • Terrestrial navaids: needs cross-border agreement • Service and equipment needs certification basis in Europe • Why care? • So far U.S. GPS is the main global “game in town” for aviation • Russia first with Multi-constellation experience • Want to make multi-constellation benefits available! Thus: • ALL States will need to resolve “authorization issue” • Includes continued operational aspects CGSIC, Sep 2014 2 ICAO Plan for GNSS • Doc 9750 Global Air Navigation Plan (4th Edition) • Updated at recent 12th Air Navigation Conference • “Multi-constellation, multifrequency GNSS has clear technical advantages that will support the provision of operational benefits. To realize these benefits, ICAO, States, ANSPs, standards bodies, manufacturers and aircraft operators need to coordinate
    [Show full text]
  • Chapter: 2. En Route Operations
    Chapter 2 En Route Operations Introduction The en route phase of flight is defined as that segment of flight from the termination point of a departure procedure to the origination point of an arrival procedure. The procedures employed in the en route phase of flight are governed by a set of specific flight standards established by 14 CFR [Figure 2-1], FAA Order 8260.3, and related publications. These standards establish courses to be flown, obstacle clearance criteria, minimum altitudes, navigation performance, and communications requirements. 2-1 fly along the centerline when on a Federal airway or, on routes other than Federal airways, along the direct course between NAVAIDs or fixes defining the route. The regulation allows maneuvering to pass well clear of other air traffic or, if in visual meteorogical conditions (VMC), to clear the flightpath both before and during climb or descent. Airways Airway routing occurs along pre-defined pathways called airways. [Figure 2-2] Airways can be thought of as three- dimensional highways for aircraft. In most land areas of the world, aircraft are required to fly airways between the departure and destination airports. The rules governing airway routing, Standard Instrument Departures (SID) and Standard Terminal Arrival (STAR), are published flight procedures that cover altitude, airspeed, and requirements for entering and leaving the airway. Most airways are eight nautical miles (14 kilometers) wide, and the airway Figure 2-1. Code of Federal Regulations, Title 14 Aeronautics and Space. flight levels keep aircraft separated by at least 500 vertical En Route Navigation feet from aircraft on the flight level above and below when operating under VFR.
    [Show full text]
  • FAA-H-8083-15, Instrument Flying Handbook -- 1 of 2
    i ii Preface This Instrument Flying Handbook is designed for use by instrument flight instructors and pilots preparing for instrument rating tests. Instructors may find this handbook a valuable training aid as it includes basic reference material for knowledge testing and instrument flight training. Other Federal Aviation Administration (FAA) publications should be consulted for more detailed information on related topics. This handbook conforms to pilot training and certification concepts established by the FAA. There are different ways of teaching, as well as performing, flight procedures and maneuvers and many variations in the explanations of aerodynamic theories and principles. This handbook adopts selected methods and concepts for instrument flying. The discussion and explanations reflect the most commonly used practices and principles. Occasionally the word “must” or similar language is used where the desired action is deemed critical. The use of such language is not intended to add to, interpret, or relieve a duty imposed by Title 14 of the Code of Federal Regulations (14 CFR). All of the aeronautical knowledge and skills required to operate in instrument meteorological conditions (IMC) are detailed. Chapters are dedicated to human and aerodynamic factors affecting instrument flight, the flight instruments, attitude instrument flying for airplanes, basic flight maneuvers used in IMC, attitude instrument flying for helicopters, navigation systems, the National Airspace System (NAS), the air traffic control (ATC) system, instrument flight rules (IFR) flight procedures, and IFR emergencies. Clearance shorthand and an integrated instrument lesson guide are also included. This handbook supersedes Advisory Circular (AC) 61-27C, Instrument Flying Handbook, which was revised in 1980.
    [Show full text]
  • The Global Positioning System
    The Global Positioning System Assessing National Policies Scott Pace • Gerald Frost • Irving Lachow David Frelinger • Donna Fossum Donald K. Wassem • Monica Pinto Prepared for the Executive Office of the President Office of Science and Technology Policy CRITICAL TECHNOLOGIES INSTITUTE R The research described in this report was supported by RAND’s Critical Technologies Institute. Library of Congress Cataloging in Publication Data The global positioning system : assessing national policies / Scott Pace ... [et al.]. p cm. “MR-614-OSTP.” “Critical Technologies Institute.” “Prepared for the Office of Science and Technology Policy.” Includes bibliographical references. ISBN 0-8330-2349-7 (alk. paper) 1. Global Positioning System. I. Pace, Scott. II. United States. Office of Science and Technology Policy. III. Critical Technologies Institute (RAND Corporation). IV. RAND (Firm) G109.5.G57 1995 623.89´3—dc20 95-51394 CIP © Copyright 1995 RAND All rights reserved. No part of this book may be reproduced in any form by any electronic or mechanical means (including photocopying, recording, or information storage and retrieval) without permission in writing from RAND. RAND is a nonprofit institution that helps improve public policy through research and analysis. RAND’s publications do not necessarily reflect the opinions or policies of its research sponsors. Cover Design: Peter Soriano Published 1995 by RAND 1700 Main Street, P.O. Box 2138, Santa Monica, CA 90407-2138 RAND URL: http://www.rand.org/ To order RAND documents or to obtain additional information, contact Distribution Services: Telephone: (310) 451-7002; Fax: (310) 451-6915; Internet: [email protected] PREFACE The Global Positioning System (GPS) is a constellation of orbiting satellites op- erated by the U.S.
    [Show full text]
  • Instrument - Not Blind Flying Herbert W
    Journal of Air Law and Commerce Volume 8 | Issue 2 Article 2 1937 Instrument - Not Blind Flying Herbert W. Anderson Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Herbert W. Anderson, Instrument - Not Blind Flying, 8 J. Air L. & Com. 191 (1937) https://scholar.smu.edu/jalc/vol8/iss2/2 This Article is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. INSTRUMENT-NOT BLIND FLYING* HEUBERT W. ANDERSONt When a person is lost and wandering aimlessly in circles, per- haps through a dense forest or in desert land, his sense of direction is gone because he has no natural way of determining direction other than by visual reference to familiar objects. We lack what might be termed a-"compass" in our minds. We may become lost directionally on the ground or lost in all directions in the air. Air- plane pilots flying in fog or clouds are in what appears to be a gray globular mass where all sense of direction is lost. They not only must maintain the desired direction horizontally, but are re- quired to keep the airplane in the proper attitudes longitudinally and laterally. That the pilot is incapable of doing this without special instruments has been proved in many tests both in flight and on the ground. Majors Ocker and Crane' have made extensive re-- search on this subject, even demonstrating that blindfolded birds, when launched into the air, fluttered helplessly, and failed utterly in their attempts to maintain flight.
    [Show full text]
  • GPS) Fixed Wing Z·Set Testing
    DOT/FAA/CT-81 /201 Navigation System Using Time . I .. I . ·. J / .· (~_\_(. and Ranging (NAVSTAR)/Giobal Positioning System (GPS) Fixed Wing Z·Set Testing Jerome T. Connor March 1982 Project Plan I ' 1. US Deportment of TransportatiOn Federal Aviation Administration Technical Center Atlantic City Airport, N.J. 08405 TABLE OF CONTENTS Page 1. INTRODUCTION 1 1.1 Objective 1 1.2 Background 1 1.3 Related Documentation/Projects 2 1.4 Critical Issues 2 1.5 System Description 3 1.6 Location of Test 7 1.7 Overall Test Schedule 7 2. TEST PROGRAM 7 2.1 Laboratory Test Program 7 2.2 Airborne Test Program 11 3. EQUIPMENT REQUIREMENTS 16 3.1 Installation Data 17 4. DATA REQUIREMENTS 17 4.1 Data Rate 20 4.2 Data Collecting Philosophy 20 4.3 Data Analysis 22 4.4 Post-Flight Analysis 22 5. COORDINATION AND AREAS OF RESPONSIBILITY 24 iii LIST OF ILLUSTRATIONS Figure Page 1 Z-Set Control/Indicator Panel 4 2 Z-Set Test Schedule 8 3 Rectangular Flightpath Sketch 13 4 Typical Block Diagram of Airborne System 18 5 Aero Commander Airborne Instrumentation System 18 6 Test Log Sheet 21 LIST OF TABLES Table Page 1 Z-Set Control/Indicator Display Parameters 5 2 Physical and Performance Details 6 3 System Parameters and Data Rates 19 4 Organizational Responsibility and Activity 25 l_V 1. INTRODUCTION. 1.1 OBJECTIVE. The overall objective of the Federal Aviation Administration (FAA) Global Positioning System (GPS) test program is to define and determine the potential role of GPS as a civil aviation navigation system.
    [Show full text]
  • F Lightstandardsservice GLOBAL POSITIONING SYSTEM a GUIDE
    FAA-P-8000-3 A L A V I R A E T AFS 400 1096 I D O E DOT-VNTSC-FAA-96-18 N F A N D O M I I N T I S T R A GLOBAL POSITIONING SYSTEM A GUIDE FOR THE APPROVAL OF GPS RECEIVER INSTALLATION AND OPERATION dard tan s S S e t r h v i g c i l e F H s i g d h r e a s d t n O FAA ta p S era ty tional Safe October 1996 PRODUCED BY SATELLITE OPERATIONAL IMPLEMENTATION TEAM FOR FLIGHT STANDARDS SERVICE FEDERAL AVIATION ADMINISTRATION U.S. DEPARTMENT OF TRANSPORTATION NOTICE This document is disseminated under the sponsorship of the Department of Transportation in the interest of information exchange. The United States Government assumes no liability for its content or use thereof. NOTICE The United States Government does not endorse products or manufacturers. Trade or manufacturers’ names appear herein solely because they are considered essential to the objective of this report. Form Approved REPORT D O C U M E N T A T I O N P A G E OMB No. 0704-0188 Public reporting burden for this collection of information is estimated to average 1 hour per response, including the time for reviewing instructions, searching existing data sources, gathering and maintaining the data needed, and completing and reviewing the collection of information. Send comments regarding this burden estimate or any other aspect of this collection of information, including suggestions for reducing this burden, to Washington Headquarters Services, Directorate for Information Operations and Reports, 1215 Jefferson Davis Highway, Suite 1204, Arlington, VA 22202-4302, and to the Office of Management and Budget, Paperwork Reduction Project (0704-0188), Washington, DC 20503.
    [Show full text]
  • Flight Crew Basic Theoretical Training for RNP APCH Down to LPV Minima
    Flight crew basic theoretical training for RNP APCH down to LPV minima European Satellite Services Provider S.A.S. Service Provision Unit Issue 1.3 – April 2019 Introduction • This training package is focussed in covering the theoretical knowledge syllabus for RNP APCH to LPV minima for an Instrument Rated pilot in accordance with: Appendix to Annex I to ED Decision 2018/001/R ‘Acceptable Means of Compliance (AMCs) and Guidance Material (GM) to Part-FCL Amendment 4’ • To complement it, it also covers the theoretical knowledge syllabus for Global Navigation Satellite Systems • This training shall be complemented with: – Operating Procedures training – Specific Aircraft System theoretical training – Practical in aircraft or simulator training 2 Introduction Some notes: • All paragraphs intended to cope with Learning Objectives (LOs) sub-references are numbered following the same EASA’s Syllabus Reference i.e. (01), (02), (03), etc • Certain contents and/or slides are not part of formal LOs but have been included to provide additional information. This are not marked in any way. • A significant number of LOs are not applicable to CB-IR(A) and EIR. Only those marked with a CE symbol are applicable • Text referring to BK LOs has been marked with a BK symbol. Explanatory Note to Decision 2018/001/R, which states that: “Several LOs have been categorised as comprising ‘Basic Knowledge (BK)’ in a newly added column in the LO tables” “These LOs will no longer be the subject of dedicated examination questions” “However, student pilots will still
    [Show full text]