DOCSLIB.ORG

14.15 ICG Session 3 Pablo Haro V1

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
14.15 ICG Session 3 Pablo Haro V1 The Use of Satellite Navigation in Aviation: Towards a Multi-Constellation and Multi-Frequency GNSS Scenario ICG Experts Meeting: GNSS Services Session 3 – Applications of GNSS Pablo Haro UNOOSA, Vienna, 15 th December 2015 Table of contents The Use of Satellite Navigation in Aviation: Towards a Multi-Constellation and Multi-Frequency (MCMF) GNSS Scenario o Satellite navigation systems in aviation GNSS as a Communications, Navigation and Surveillance (CNS) element An IFR flight profile MCMF avionics – GNSS sensors a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Challenges raised by MCMF GNSS Mitigation of GNSS vulnerabilities in aviation Evolution of the air navigation infrastructure The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 1 15.12.2015 Satellite navigation systems in aviation (I) Cumulative core revenue (%) - 2013-2023 o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Note: core revenues refer to the value of only GNSS chipsets in a device. The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 2 Source: GNSS Market Report, GSA, Issue 4, March 2015 15.12.2015 Satellite navigation systems in aviation (II) GNSS Concept GNSS components in aviation and ICAO standards. o GNSS constellations GPS, Galileo, GLONASS and COMPASSBeiDou ABAS a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari (Aircraft Based Augmentation System) RAIM and Inertial systems SBAS (Satellite Based Augmentation System) GBAS (Ground Based Augmentation System) WAAS, EGNOS, MSAS, GAGAN,… The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 3 15.12.2015 GNSS as a CNS element GNSS as a Communications (C), Navigation (N) and Surveillance (S) element o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards Source: EUROCONTROL ISCSMI-154751-1LL 4 15.12.2015 An IFR flight profile o Departure En-route Arrival Instrument Approach a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Airport A Airport B The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LLPAG 5 5 15.12.2015 MCMF avionics – GNSS sensors (I) Capability of GNSS receivers – Aviation segment o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 6 Source: GNSS Market Report, GSA, Issue 4, March 2015 15.12.2015 MCMF avionics – GNSS sensors (II) Supported constellations by receivers – Aviation segment o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 7 Source: GNSS Market Report, GSA, Issue 4, March 2015 15.12.2015 Challenges raised by MCMF GNSS (I) Institutional and technical challenges o MCMF GNSS will enhance the performances and robustness of GNSS, but… There are challenges to be sorted out: Institutional Technical a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 8 15.12.2015 Challenges raised by MCMF GNSS (II) Institutional challenges o Currently States do preclude and/or approve some specific constellations within their airspaces. ICAO has proposed to assess practical solutions, e.g. MCMF avionics to automatically select or deselect a given constellation to navigate seamlessly over airspaces where constellations are either approved or precluded. However, such a switching function might not be justified for en-route and terminal operations, but only for final approach and landing. …on-going discussions at the ICAO Navigation Systems Panel (NSP). a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 9 15.12.2015 Challenges raised by MCMF GNSS (III) Institutional challenges o How to handle the constellation approval status at avionics level ? 2025 situation GPS + GPS + GPS + Galileo GPS only GLONASS BeiDou a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari 2040 situation: a dream ? GPS + GLONASS + BeiDou + Galileo The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 10 Source: EUROCONTROL 15.12.2015 Challenges raised by MCMF GNSS (IV) Technical challenges o Key to ensure compatibility and interoperability Standards and Recommended Practices (SARPS) in ICAO Annex 10, Volume I. GNSS vulnerabilities GNSS signal disruption might affect multiple aircraft over a wide area; a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari MCMF GNSS will help mitigate interference,…however Disruption cannot be completely ruled out; Air Navigation Service Providers (ANSPs) must be prepared to deal with potential loss or degradation of GNSS signals. The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 11 15.12.2015 Challenges raised by MCMF GNSS (V) …it might happen that GNSS is degraded, disrupted on unable to support the on-going flight operation. o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 12 15.12.2015 Challenges raised by MCMF GNSS (VI) Monitoring and alerting in the cockpit o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards Source: EUROCONTROL ISCSMI-154751-1LL 13 15.12.2015 Mitigation of GNSS vulnerabilities in aviation Disruption of GNSS requires realistic and effective mitigation techniques o Three main methods (can be applied in combination): Taking advantage of on-board equipment, particularly Inertial Navigation Systems; Taking advantage of conventional navigation aids (such as Distance Measuring Equipment and a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari Instrument Landing System), and radar; and Employing procedural (aircrew and/or Air Traffic Control) methods. The Use of Satellite Navigation Aviation:in Towards Source: ICAO Doc 9849 – GNSS Manual ISCSMI-154751-1LL 14 15.12.2015 o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari The Use of Satellite Navigation Aviation:in Towards ISCSMI-154751-1LL 15 15.12.2015 Evolution of the air navigation infrastructure o a Multi-Constellation a Multi-Constellation and Multi-Frequency GNSS Scenari B0-APTA, B0-CDO, B0-FRTO B1-FRTO, B1-TBO B2-CDO B3-TBO, B3-NOPS The Use of Satellite Navigation Aviation:in Towards Source: ICAO Doc 9750 B0-APTA B1-APTA ISCSMI-154751-1LL 16 15.12.2015 Thanks for your attention Pablo Haro Isdefe [email protected] C/ Beatriz de Bobadilla, 3 28040 Madrid Tel.: +34 91 411 50 11 Email: [email protected] www.isdefe.es.
Load more

Recommended publications
  • Instrument Standard Operating Procedures
    INSTRUMENT STANDARD OPERATING PROCEDURES INTRODUCTION PRE-FLIGHT ACTIONS BASIC INSTRUMENT MANEUVERS UNUSUAL ATTITUDE RECOVERY HOLDING PROCEDURES INSTRUMENT APPROACH PROCEDURES APPENDIX TABLE OF CONTENTS INTRODUCTION AND THEORY .......................................................................................................... 1 PRE-FLIGHT ACTIONS ........................................................................................................................ 3 IMC WEATHER ................................................................................................................................... 3 PRE-FLIGHT INSTRUMENT CHECKS ......................................................................................... 3 BASIC INSTRUMENT MANEUVERS ................................................................................................... 6 STRAIGHT AND LEVEL FLIGHT (SLF) ......................................................................................... 6 CHANGES OF AIRSPEEDS .......................................................................................................... 8 CONSTANT AIRSPEED CLIMBS AND DESCENTS ..................................................................... 9 CONSTANT RATE CLIMBS AND DESCENTS ............................................................................ 10 TIMED TURNS TO MAGNETIC COMPASS HEADINGS ............................................................ 12 MAGNETIC COMPASS TURNS .................................................................................................
    [Show full text]
  • Performance Improvement Methods for Terrain Database Integrity
    PERFORMANCE IMPROVEMENT METHODS FOR TERRAIN DATABASE INTEGRITY MONITORS AND TERRAIN REFERENCED NAVIGATION A thesis presented to the Faculty of the Fritz J. and Dolores H. Russ College of Engineering and Technology of Ohio University In partial fulfillment of the requirements for the degree Master of Science Ananth Kalyan Vadlamani March 2004 This thesis entitled PERFORMANCE IMPROVEMENT METHODS FOR TERRAIN DATABASE INTEGRITY MONITORS AND TERRAIN REFERENCED NAVIGATION BY ANANTH KALYAN VADLAMANI has been approved for the School of Electrical Engineering and Computer Science and the Russ College of Engineering and Technology by Maarten Uijt de Haag Assistant Professor of Electrical Engineering and Computer Science R. Dennis Irwin Dean, Russ College of Engineering and Technology VADLAMANI, ANANTH K. M.S. March 2004. Electrical Engineering and Computer Science Performance Improvement Methods for Terrain Database Integrity Monitors and Terrain Referenced Navigation (115pp.) Director of Thesis: Maarten Uijt de Haag Terrain database integrity monitors and terrain-referenced navigation systems are based on performing a comparison between stored terrain elevations with data from airborne sensors like radar altimeters, inertial measurement units, GPS receivers etc. This thesis introduces the concept of a spatial terrain database integrity monitor and discusses methods to improve its performance. Furthermore, this thesis discusses an improvement of the terrain-referenced aircraft position estimation for aircraft navigation using only the information from downward-looking sensors and terrain databases, and not the information from the inertial measurement unit. Vertical and horizontal failures of the terrain database are characterized. Time and frequency domain techniques such as the Kalman filter, the autocorrelation function and spectral estimation are designed to evaluate the performance of the proposed integrity monitor and position estimator performance using flight test data from Eagle/Vail, CO, Juneau, AK, Asheville, NC and Albany, OH.
    [Show full text]
  • Chapter: 4. Approaches
    Chapter 4 Approaches Introduction This chapter discusses general planning and conduct of instrument approaches by pilots operating under Title 14 of the Code of Federal Regulations (14 CFR) Parts 91,121, 125, and 135. The operations specifications (OpSpecs), standard operating procedures (SOPs), and any other FAA- approved documents for each commercial operator are the final authorities for individual authorizations and limitations as they relate to instrument approaches. While coverage of the various authorizations and approach limitations for all operators is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is appropriate. 4-1 Approach Planning within the framework of each specific air carrier’s OpSpecs, or Part 91. Depending on speed of the aircraft, availability of weather information, and the complexity of the approach procedure Weather Considerations or special terrain avoidance procedures for the airport of intended landing, the in-flight planning phase of an Weather conditions at the field of intended landing dictate instrument approach can begin as far as 100-200 NM from whether flight crews need to plan for an instrument the destination. Some of the approach planning should approach and, in many cases, determine which approaches be accomplished during preflight. In general, there are can be used, or if an approach can even be attempted. The five steps that most operators incorporate into their flight gathering of weather information should be one of the first standards manuals for the in-flight planning phase of an steps taken during the approach-planning phase. Although instrument approach: there are many possible types of weather information, the primary concerns for approach decision-making are • Gathering weather information, field conditions, windspeed, wind direction, ceiling, visibility, altimeter and Notices to Airmen (NOTAMs) for the airport of setting, temperature, and field conditions.
    [Show full text]
  • Lpv Approach Operations for the Airline
    THE BENEFITS OF LPV APPROACH OPERATIONS FOR THE AIRLINE OPERATOR. TABLE OF CONTENTS 2 Introduction 3 Terminology, Acronyms and Overview 6 What is the Value of LPV to Airlines Today? 8 LPV Approach and Flight Saftey 10 LPV Approach Availability on Honeywell-Equipped Airline Transport Aircraft 11 Abbreviations and Acronyms The Benefits of LPV Approach Operations for the Airline Operator 1 INTRODUCTION 1 There has been much discussion about the deployment of the Satellite Based Augmentation Systems (SBAS) and the new Instrument Approach Procedures that they enable termed the Localizer Performance with Vertical Guidance (LPV) approaches. As of the writing of this document, the FAA has published more than 3500 LPV procedures around North America with its system, called WAAS (Wide Area Augmentation System)1 and the European EGNOS system is online with APV SBAS approaches being published at an increasing rate across Europe2. The value proposition of SBAS for airline operations though is slightly different than that for business jet and general aviation operators. The purpose of this paper is to outline the unique benefits of LPV approach procedures for Airlines as the capability becomes available on airline transport aircraft worldwide. First however a brief overview of terminology and acronyms is provided. 1. For latest information on LPV approaches available in North America, refer to the following link: http://www.faa.gov/about/office_org/ headquarters_offices/ato/service_units/ techops/navservices/gnss/approaches/index. cfm 2. For latest information on APV/SBAS approach availability in Europe via an interactive LPV Map, refer to this website (requires registration): http:// egnos-user-support.essp-sas.eu/new_egnos_ ops/ The Benefits of LPV Approach Operations for the Airline Operator: Introduction 2 TERMINOLOGY, ACRONYMS AND OVERVIEW 2 Most readers will be familiar with the concept of navigation using a Global Navigation Satellite System (GNSS) through their experiences with automobile or personal navigation systems.
    [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]
  • Overview of GNSS Navigation Sources, Augmentation Systems, and Applications
    Overview of GNSS Navigation Sources, Augmentation Systems, and Applications The Ionosphere and its Effects on GNSS Systems 14 to 16 April 2008 Santiago, Chile Dr. S. Vincent Massimini © 2008 The MITRE Corporation. All rights reserved. Global Navigation Satellite Systems (GNSS) • Global Positioning System (GPS) – U.S. Satellites • GLONASS (Russia) – Similar concept • Technically different • Future: GALILEO – “Euro-GPS” • Future: Beidou/Compass 13 of 301 © 2008 The MITRE Corporation. All rights reserved. GPS 14 of 301 © 2008 The MITRE Corporation. All rights reserved. Basic Global Positioning System (GPS) Space Segment User Segment Ground Segment 15 of 301 © 2008 The MITRE Corporation. All rights reserved. GPS Nominal System • 24 Satellites (SV) • 6 Orbital Planes • 4 Satellites per Plane • 55 Degree Inclinations • 10,898 Miles Height • 12 Hour Orbits • 16 Monitor Stations • 4 Uplink Stations 16 of 301 © 2008 The MITRE Corporation. All rights reserved. GPS Availability Standards and Achieved Performance “In support of the service availability standard, 24 operational satellites must be available on orbit with 0.95 probability (averaged over any day). At least 21 satellites in the 24 nominal plane/slot positions must be set healthy and transmitting a navigation signal with 0.98 probability (yearly averaged).” Historical GPS constellation performance has been significantly better than the standard. Source: “Global Positioning System Standard Positioning Service Performance 17 of 301 Standard” October 2001 © 2008 The MITRE Corporation. All rights reserved. GPS Constellation Status (30 March 2008) • 30 Healthy Satellites – 12 Block IIR satellites – 13 Block IIA satellites – 6 Block IIR-M satellites • 2 additional IIR-M satellites to launch • Since December 1993, U.S.
    [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]
  • “Category I (CAT I) Operation” Means a Precision Instrument Approach
    “Category I (CAT I) operation” means a precision instrument approach and landing with a decision height not lower than 200 feet (60 meters) and with either a visibility of not less than 800 meters or a RVR of not less than 550 meters; “Category II (CAT II) operation” means a precision instrument approach and landing with a decision height lower than 200 feet (60 meters) but not lower than 100 feet (30 meters) and a RVR of not less than 350 meters; “Category IIIA (CAT IIIA) operation” means a precision instrument approach and landing with a decision height lower than 100 feet (30 meters) or no decision height, and a RVR of not less than 200 meters; “Category IIIB (CAT IIIB) operation” means a precision instrument approach and landing with a decision height lower than 50 feet (15 meters) or no decision height, and a RVR of less than 200 meters but not less than 50 meters; “Category IIIC (CAT IIIC) operation” means a precision instrument approach and landing with no decision height and no RVR limitations; “Class A GNSS equipment” means GNSS equipment incorporating both the GNSS sensor and navigation capability, including RAIM: (a) Class A1 – en-route, terminal and non-precision approach other than localiser, navigation capability; (b) Class A2 – en-route and terminal navigation capability only; “Class B GNSS equipment” means GNSS equipment consisting of a GNSS sensor, which provides data to an integrated navigation system: (a) Class B1 – en-route, terminal and non-precision approach, other than localiser, navigation capability; (b) Class
    [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]
  • EUR Doc 025 EUR RNP APCH GUIDANCE MATERIAL
    INTERNATIONAL CIVIL AVIATION ORGANIZATION European and North Atlantic Office EUR Doc 025 EUR RNP APCH GUIDANCE MATERIAL - Second Edition – (V.2.0) January 2021 Second Edition (V2.0) 1 January 2021 EUR Doc 025 – EUR RNP APCH Guidance Material EUROPEAN AND NORTH ATLANTIC OFFICE OF ICAO International Civil Aviation Organization (ICAO) European and North Atlantic (EUR/NAT) Office 3 bis, Villa Emile Bergerat 92522, Neuilly-sur-Seine CEDEX FRANCE e-mail : [email protected] Tel : +33 1 46 41 85 85 Fax : +33 1 46 41 85 00 web: http://www. icao.int/EURNAT Second Edition (V2.0) 2 January 2021 EUR Doc 025 – EUR RNP APCH Guidance Material EXCLUSION OF LIABILITY A printed or electronic copy of this documentation is provided to the recipient as is and without any warranties as to its description, condition, quality, fitness for purpose or functionality and for use by the recipient solely for guidance only. Any implied conditions terms or warranties as to the description, condition, quality, fitness for purpose or functionality of the software and associated documentation are hereby excluded. This Document is for guidance only not to replace the SARPs provisions. The information published by ICAO in this document is made available without warranty of any kind; the Organization accepts no responsibility or liability whether direct or indirect, as to the currency, accuracy or quality of the information, nor for any consequence of its use. The designations and the presentation of material in this publication do not imply the expression of any opinion whatsoever on the part of ICAO concerning the legal status of any country, territory, city or area of its authorities, or concerning the delimitation of its frontiers or boundaries.
    [Show full text]
  • FAA Instrument Flying Handbook
    This chapter discusses general planning and conduct of extent of detail that a given operator includes in their instrument approaches by professional pilots operating SOPs varies from one operator to another; some may under Title 14 of the Code of Federal Regulations (14 designate which pilot performs each of the above CFR) Parts 91, 121, 125, and 135. Operations specific to actions, the sequence, and the manner in which each helicopters are covered in Chapter 7. The operations action is performed. Others may leave much of the detail specifications (OpsSpecs), standard operating proce- up to individual flight crews and only designate which dures (SOPs), and any other Federal Aviation tasks should be performed prior to commencing an Administration (FAA) approved documents for each approach. Flight crews of all levels, from single-pilot to commercial operator are the final authorities for individ- multi-crewmember Part 91 operators, can benefit from ual authorizations and limitations as they relate to instru- the experience of commercial operators in developing ment approaches. While coverage of the various techniques to fly standard instrument approach proce- authorizations and approach limitations for all operators dures (SIAPs). is beyond the scope of this chapter, an attempt is made to give examples from generic manuals where it is Determining the suitability of a specific IAP can be a appropriate. very complex task, since there are many factors that can limit the usability of a particular approach. There are APPROACH PLANNING several questions that pilots need to answer during pre- Depending on speed of the aircraft, availability of flight planning and prior to commencing an approach.
    [Show full text]
  • 2014 ALP Appendix A-Glossary of Terms
    APPENDIX A Glossary of Terms APPENDIX A Glossary of Terms A the interests and needs of general aviation pilots and aircraft owners. ABOVE GROUND LEVEL: The elevation of a point or surface above the ground. AIRCRAFT RESCUE AND FIRE FIGHTING: A facility located at an airport that provides emergency ACCELERATE-STOP DISTANCE AVAILABLE vehicles, extinguishing agents, and personnel (ASDA): See declared distances. responsible for minimizing the impacts of an aircraft accident or incident. ADVISORY CIRCULAR: External publications issued by the FAA consisting of nonregulatory AIRFIELD: The portion of an airport which contains material providing for the recommendations relative the facilities necessary for the operation of aircraft. to a policy, guidance and information relative to a specifi c aviation subject. AIRLINE HUB: An airport at which an airline concentrates a significant portion of its activity AIR CARRIER: An operator which: (1) performs at and which often has a significant amount of least fi ve round trips per week between two or more connecting traffic. points and publishes fl ight schedules which specify the times, days of the week, and places between which AIRPLANE DESIGN GROUP (ADG): A grouping such fl ights are performed; or (2) transports mail by of aircraft based upon wingspan. The groups are as air pursuant to a current contract with the U.S. Postal follows: Service. Certifi ed in accordance with Federal Aviation Regulation (FAR) Parts 121 and 127. • Group I: Up to but not including 49 feet. • Group II: 49 feet up to but not including 79 feet. AIRCRAFT: A transportation vehicle that is used or • Group III: 79 feet up to but not including 118 feet.
    [Show full text]