How to Calculate Pressure Height
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
It Is Quite Common for Confusion to Arise About the Process Used During a Hydrographic Survey When GPS-Derived Water Surface
It is quite common for confusion to arise about the process used during a hydrographic survey when GPS-derived water surface elevation is incorporated into the data as an RTK Tide correction. This article explains a little about the process. What we are discussing here might be a tide-related correction to a chart datum for coastal surveying – maybe to update navigational charts, or it might be nothing to do with tides at all. For example, surveying a river with the need to express bathymetry results as a bottom elevation on the desired vertical datum – not simply as “depth” results. Whether it is anything to do with tidal forces or not, the term “RTK Tide” is ubiquitous in hydrographic-speak to refer to vertical corrections of echo sounding data using RTK GPS. Although there is some confusing terminology, it’s a simple idea so let’s try to keep it that way. First keep in mind any GPS receiver will give the user basically two things in terms of vertical positioning: height above the GPS reference ellipsoid surface and height above Mean Sea Level (MSL) where ever he or she is on the Earth. How is MSL defined? Well, a geoid surface is a measure of the strength of gravity which in turn mostly controls the height of the sea; it is logical to say that MSL height equals the geoid height and vice versa. Using RTK techniques to obtain tide information is a logical extension of this basic principle. We are measuring the GPS receiver height above a geoid. -
NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview
LSSIP 2020 - NORWAY LOCAL SINGLE SKY IMPLEMENTATION Level2020 1 - Implementation Overview Document Title LSSIP Year 2020 for Norway Info Centre Reference 20/12/22/79 Date of Edition 07/04/2021 LSSIP Focal Point Peder BJORNESET - [email protected] Luftfartstilsynet (CAA-Norway) LSSIP Contact Person Luca DELL’ORTO – [email protected] EUROCONTROL/NMD/INF/PAS LSSIP Support Team [email protected] Status Released Intended for EUROCONTROL Stakeholders Available in https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Reference Documents LSSIP Documents https://www.eurocontrol.int/service/local-single-sky-implementation- monitoring Master Plan Level 3 – Plan https://www.eurocontrol.int/publication/european-atm-master-plan- Edition 2020 implementation-plan-level-3 Master Plan Level 3 – Report https://www.eurocontrol.int/publication/european-atm-master-plan- Year 2020 implementation-report-level-3 European ATM Portal https://www.atmmasterplan.eu/ STATFOR Forecasts https://www.eurocontrol.int/statfor National AIP https://avinor.no/en/ais/aipnorway/ FAB Performance Plan https://www.nefab.eu/docs# LSSIP Year 2020 Norway Released Issue APPROVAL SHEET The following authorities have approved all parts of the LSSIP Year 2020 document and the signatures confirm the correctness of the reported information and reflect the commitment to implement the actions laid down in the European ATM Master Plan Level 3 (Implementation View) – Edition 2020. Stakeholder / Name Position Signature and date Organisation -
TCAS II) by Personnel Involved in the Implementation and Operation of TCAS II
Preface This booklet provides the background for a better understanding of the Traffic Alert and Collision Avoidance System (TCAS II) by personnel involved in the implementation and operation of TCAS II. This booklet is an update of the TCAS II Version 7.0 manual published in 2000 by the Federal Aviation Administration (FAA). It describes changes to the CAS logic introduced by Version 7.1 and updates the information on requirements for use of TCAS II and operational experience. Version 7.1 logic changes will improve TCAS Resolution Advisory (RA) sense reversal logic in vertical chase situations. In addition all “Adjust Vertical Speed, Adjust” RAs are converted to “Level-Off, Level-Off” RAs to make it more clear that a reduction in vertical rate is required. The Minimum Operational Performance Standards (MOPS) for TCAS II Version 7.1 were approved in June 2008 and Version 7.1 units are expected to be operating by 2010-2011. Version 6.04a and 7.0 units are also expected to continue operating for the foreseeable future where authorized. 2 Preface................................................................................................................................. 2 The TCAS Solution............................................................................................................. 5 Early Collision Avoidance Systems................................................................................ 5 TCAS II Development .................................................................................................... 6 Initial -
A Seamless Vertical-Reference Surface for Acquisition, Management and Display (Ecdis) of Hydrographic Data
SEAMLESS VERTICAL DATUM A SEAMLESS VERTICAL-REFERENCE SURFACE FOR ACQUISITION, MANAGEMENT AND DISPLAY (ECDIS) OF HYDROGRAPHIC DATA A report prepared for the Canadian Hydrographic Service under Contract Number IIHS4-122 David Wells Alfred Kleusberg Petr Vanicek Department of Geodesy and Geomatics Engineering University of New Brunswick PO. Box 4400 Fredericton, New Brunswick Canada E3B 5A3 FINAL REPORT (DRAFT) November 22, 2004 Page 1 SEAMLESS VERTICAL DATUM Final Report 15 July 1995 FINAL REPORT (DRAFT) November 22, 2004 Page 2 SEAMLESS VERTICAL DATUM TABLE OF CONTENTS Table of contents...........................................................................................................................2 Executive summary.......................................................................................................................5 Acronyms used in this report ........................................................................................................6 1. Introduction...............................................................................................................................8 1.1 Problem statement.......................................................................................................8 1.2 The role of vertical-reference surfaces in navigation..................................................8 1.3 Vertical-reference surface accuracy issues..................................................................9 1.3.1 Depth measurement errors .........................................................................10 -
Accuracy of Flight Altitude Measured with Low-Cost GNSS, Radar and Barometer Sensors: Implications for Airborne Radiometric Surveys
sensors Article Accuracy of Flight Altitude Measured with Low-Cost GNSS, Radar and Barometer Sensors: Implications for Airborne Radiometric Surveys Matteo Albéri 1,2,* ID , Marica Baldoncini 1,2, Carlo Bottardi 1,2 ID , Enrico Chiarelli 3, Giovanni Fiorentini 1,2, Kassandra Giulia Cristina Raptis 3, Eugenio Realini 4, Mirko Reguzzoni 5, Lorenzo Rossi 5, Daniele Sampietro 4, Virginia Strati 3 and Fabio Mantovani 1,2 ID 1 Department of Physics and Earth Sciences, University of Ferrara, Via Saragat, 1, 44122 Ferrara, Italy; [email protected] (M.B.); [email protected] (C.B.); fi[email protected] (G.F.); [email protected] (F.M.) 2 Ferrara Section of the National Institute of Nuclear Physics, Via Saragat, 1, 44122 Ferrara, Italy 3 Legnaro National Laboratory, National Institute of Nuclear Physics, Via dell’Università 2, 35020 Legnaro (Padova), Italy; [email protected] (E.C.); [email protected] (K.G.C.R.); [email protected] (V.S.) 4 Geomatics Research & Development (GReD) srl, Via Cavour 2, 22074 Lomazzo (Como), Italy; [email protected] (E.R.); [email protected] (D.S.) 5 Department of Civil and Environmental Engineering (DICA), Polytechnic of Milan, Piazza Leonardo da Vinci 32, 20133 Milano, Italy; [email protected] (M.R.); [email protected] (L.R.) * Correspondence: [email protected]; Tel.: +39-329-0715328 Received: 7 July 2017; Accepted: 13 August 2017; Published: 16 August 2017 Abstract: Flight height is a fundamental parameter for correcting the gamma signal produced by terrestrial radionuclides measured during airborne surveys. -
Pilot's Operating Handbook and Faa
FEBRUARY 2006 VOLUME 33, NO. 2 The Official Membership Publication of The International Comanche Society The Comanche Flyer is the official monthly member publication of the Volume 33, No. 2 • February 2006 International Comanche Society www.comancheflyer.com 5604 Phillip J. Rhoads Avenue Hangar 3, Suite 4 Bethany, OK 73008 Published By the International Comanche Society, Inc. Tel: (405) 491-0321 Fax: (405) 491-0325 CONTENTS www.comancheflyer.com 2 Letter From The President Karl Hipp ICS President Karl Hipp Cover Story: Comanche Spirit Tel: (970) 963-3755 4 Mike and Pattie Adkins – Kim Blonigen E-mail: [email protected] Pilots, Partners and Owners of N4YA Managing Editor 6 2005-2006 ICS Board of Directors Kim Blonigen & Tribe Representatives E-mail: [email protected] 6 2005-2006 ICS Standing Advertising Manager Committees & Chairpersons John Shoemaker 6 ICS 2006 Nominating Committee 800-773-7798 Fax: (231) 946-9588 6 ICS Website Update E-mail: [email protected] Special Feature Graphic Design 8 Surviving Katrina Koren Herriman 9 Call for Nominees E-mail: [email protected] Pilot Pointers Printer Village Press 10 It Should Not Happen To You — Omri Talmon 2779 Aero Park Drive Comanche Accidents for Traverse City, MI 49685-0629 November 2005 and a Case www.villagepress.com Technically Speaking Office Manager 14 Online Intelligence — Gaynor Ekman Learning to Use the Garmin 430 and 530 Tel: (405) 491-0321 17 Technical Tidbits Michael Rohrer Fax: (405) 491-0325 E-mail: [email protected] 19 CFF-Approved CFIs The Comanche Flyer is available to members; From the Logbook the $25 annual subscription rate is included in the Society’s Annual Membership dues in 20 Transatlantic Adventures – Part Two Karl Hipp & US funds below. -
FSF ALAR Briefing Note 3.2 -- Altitude Deviations
Flight Safety Foundation Approach-and-landing Accident Reduction Tool Kit FSF ALAR Briefing Note 3.2 — Altitude Deviations Altitude deviations may result in substantial loss of aircraft • The pilot-system interface: vertical separation or horizontal separation, which could cause – Altimeter setting, use of autopilot, monitoring of a midair collision. instruments and displays; or, Maneuvers to avoid other aircraft often result in injuries to • The pilot-controller interface: passengers, flight crewmembers and, particularly, to cabin crewmembers. – Communication loop (i.e., the confirmation/ correction process). Statistical Data Altitude deviations occur usually as the result of one or more of the following conditions: An analysis by the U.S. Federal Aviation Administration (FAA) and by USAir (now US Airways) of altitude-deviation events1 • The controller assigns an incorrect altitude or reassigns showed that: a flight level after the pilot was cleared to an altitude; • Approximately 70 percent of altitude deviations were the • Pilot-controller communication breakdown — mainly result of a breakdown in pilot-controller communication; readback/hearback errors such as the following: and, – Controller transmits an incorrect altitude, the pilot • Nearly 40 percent of altitude deviations resulted when does not read back the altitude and the controller does air traffic control (ATC) assigned 10,000 feet and the not challenge the absence of a readback; flight crew set 11,000 feet in the selected-altitude – Pilot reads back an incorrect altitude, but the window, or when ATC assigned 11,000 feet and the flight controller does not hear the erroneous readback and crew set 10,000 feet in the selected-altitude window. does not correct the pilot’s readback; or, Defining Altitude Deviations – Pilot accepts an altitude clearance intended for another aircraft (confusion of call signs); An altitude deviation is a deviation from the assigned altitude • Pilot receives, understands and reads back the correct (or flight level) equal to or greater than 300 feet. -
What Does Height Really Mean?
Department of Natural Resources and the Environment Department of Natural Resources and the Environment Monographs University of Connecticut Year 2007 What Does Height Really Mean? Thomas H. Meyer∗ Daniel R. Romany David B. Zilkoskiz ∗University of Connecticut, [email protected] yNational Geodetic Survey zNational Geodetic Suvey This paper is posted at DigitalCommons@UConn. http://digitalcommons.uconn.edu/nrme monos/1 What does height really mean? Thomas Henry Meyer Department of Natural Resources Management and Engineering University of Connecticut Storrs, CT 06269-4087 Tel: (860) 486-2840 Fax: (860) 486-5480 E-mail: [email protected] Daniel R. Roman David B. Zilkoski National Geodetic Survey National Geodetic Survey 1315 East-West Highway 1315 East-West Highway Silver Springs, MD 20910 Silver Springs, MD 20910 E-mail: [email protected] E-mail: [email protected] June, 2007 ii The authors would like to acknowledge the careful and constructive reviews of this series by Dr. Dru Smith, Chief Geodesist of the National Geodetic Survey. Contents 1 Introduction 1 1.1Preamble.......................................... 1 1.2Preliminaries........................................ 2 1.2.1 TheSeries...................................... 3 1.3 Reference Ellipsoids . ................................... 3 1.3.1 Local Reference Ellipsoids . ........................... 3 1.3.2 Equipotential Ellipsoids . ........................... 5 1.3.3 Equipotential Ellipsoids as Vertical Datums ................... 6 1.4MeanSeaLevel....................................... 8 1.5U.S.NationalVerticalDatums.............................. 10 1.5.1 National Geodetic Vertical Datum of 1929 (NGVD 29) . ........... 10 1.5.2 North American Vertical Datum of 1988 (NAVD 88) . ........... 11 1.5.3 International Great Lakes Datum of 1985 (IGLD 85) . ........... 11 1.5.4 TidalDatums.................................... 12 1.6Summary.......................................... 14 2 Physics and Gravity 15 2.1Preamble......................................... -
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. -
Downloaded from the NOA GNSS Network Website (
remote sensing Article Spatio-Temporal Assessment of Land Deformation as a Factor Contributing to Relative Sea Level Rise in Coastal Urban and Natural Protected Areas Using Multi-Source Earth Observation Data Panagiotis Elias 1 , George Benekos 2, Theodora Perrou 2,* and Issaak Parcharidis 2 1 Institute for Astronomy, Astrophysics, Space Applications and Remote Sensing (IAASARS), National Observatory of Athens, GR-15236 Penteli, Greece; [email protected] 2 Department of Geography, Harokopio University of Athens, GR-17676 Kallithea, Greece; [email protected] (G.B.); [email protected] (I.P.) * Correspondence: [email protected] Received: 6 June 2020; Accepted: 13 July 2020; Published: 17 July 2020 Abstract: The rise in sea level is expected to considerably aggravate the impact of coastal hazards in the coming years. Low-lying coastal urban centers, populated deltas, and coastal protected areas are key societal hotspots of coastal vulnerability in terms of relative sea level change. Land deformation on a local scale can significantly affect estimations, so it is necessary to understand the rhythm and spatial distribution of potential land subsidence/uplift in coastal areas. The present study deals with the determination of the relative vertical rates of the land deformation and the sea-surface height by using multi-source Earth observation—synthetic aperture radar (SAR), global navigation satellite system (GNSS), tide gauge, and altimetry data. To this end, the multi-temporal SAR interferometry (MT-InSAR) technique was used in order to exploit the most recent Copernicus Sentinel-1 data. The products were set to a reference frame by using GNSS measurements and were combined with a re-analysis model assimilating satellite altimetry data, obtained by the Copernicus Marine Service. -
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. -
Introduction of RVSM in the Airspace of the Russian Federation and Adjacent Territories
12ATSBL06 November 2011 Introduction of RVSM in the airspace of the Russian Federation and adjacent territories Summary At 0001 UTC 17 November RVSM was introduced in the FIRs of the Russian Federation as well as those of Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmenistan and Uzbekistan between FL291 FL510 FL410. FL490 FL470 Background Reduced Vertical Separation Minima (RVSM) operations are due to be intro- FL450 duced into the airspace of the FIR/UIRs of the following countries: Afghanistan, Kazakhstan, Kyrgyzstan, Mongolia, Russian Federation, Tajikistan, Turkmeni- FL430 stan and Uzbekistan at 00:01UTC 17 November 2011. The changeover is a land- mark not only since it is geographically the largest RVSM changeover but also FL410 because it will see vertical positioning referenced as a Flight Level throughout FL400 the affected airspace (above transition altitude) rather than in metres. The excep- tion to this is in the Ulaanbataar FIR, (see 12ATSBL07 click here) which will FL390 continue to use metric references. The information contained in this briefing leaf- FL380 let is derived from information contained in AICs issued by the Russian Federal FL370 Air Transport Agency as well as data from the Kazakh Air Navigation Service FL360 Provider (ANSP) however the procedures described in the Russian AIC will be FL350 also applied in Afghanistan, Kazakhstan, Kyrgyzstan, Tajikistan, Turkmenistan FL340 and Uzbekistan. FL330 FL320 Normal procedures FL310 RVSM Flight Levels FL300 RVSM will be applied to airspace between FL290 (8,550m) and FL410 (12,500m) FL290 inclusive. It is important to note that above transition altitude assignments in the FL280 vertical plane will be given in FL.