cfi notebook navigation and flight planning

", Checkpoints should be appropriately 10 NM apart, They may be points off the route which you can identify when abeam, Use of tools such as satellite maps (Google, Bing, etc.) The Flight InstructorAirplane Practical Test Standards book has been published by the Federal Aviation Administration (FAA) to establish the standards for the flight instructor certification practical tests for the airplane category and the single- engine and multiengine classes. Flight planning is the process in which a pilot prepares for an upcoming flight While often associated with completing a navigation log for a cross-country, flight planning is a process that must be conducted even for local flights in the traffic pattern It is a descriptive process therefore involving more than one type of navigation For procedures with PBN elements, the "PBN box" will contain the procedure's NavSpec(s); and, if required: specific sensors or infrastructure needed for the navigation solution, any additional or advanced functional requirements, the minimum RNP value, and any amplifying remarks. Airplane Flight Controls Lesson Learn about Primary and Secondary Flight Controls such as: Ailerons, Elevators, Rudders, Flaps, Spoilers, Trim Systems, and more. Fly CFI Sacramento. Additionally, some satellite communications avionics use GPS signals for operations in oceanic and remote airspaces. Use the capabilities of your avionics suite to verify the appropriate waypoint and track data after loading the procedure from your database, Lateral Accuracy values are applicable to a selected airspace, route, or procedure, The lateral accuracy value is a value typically expressed as a distance in nautical miles from the intended centerline of a procedure, route, or path, RNP applications also account for potential errors at some multiple of lateral accuracy value (for example, twice the RNP lateral accuracy values), In the U.S., RNP APCH procedures are titled RNAV (GPS) and offer several lines of minima to accommodate varying levels of aircraft equipage: either lateral navigation (LNAV), LNAV/vertical navigation (LNAV/VNAV), Localizer Performance with Vertical Guidance (LPV), and Localizer Performance (LP). This is limited only to systems that allow along-track waypoint construction, Pilots of FMS-equipped aircraft, who are assigned an RNAV DP or STAR procedure and subsequently receive a change of runway, transition or procedure, must verify that the appropriate changes are loaded and available for navigation, For RNAV 1 DPs and STARs, pilots must use a CDI, flight director and/or autopilot, in lateral navigation mode. The two terms, often used interchangeably, in fact mean different things: Courses are the direction which the aircraft is actually traveling (impacted by winds), Headings are the directions which the aircraft faces (where it is pointed). Pilots should avoid premature manual deletion of waypoints from their active "legs" page to allow for rejoining procedures, RAIM Prediction: If TSO-C129 equipment is used to solely satisfy the RNAV and RNP requirement, GPS RAIM availability must be confirmed for the intended route of flight (route and time). It includes aeronautical and topographic information of the conterminous U.S. A-RNP allows for scalable RNP lateral navigation values (either 1.0 or 0.3) in the terminal environment. | Privacy Policy | Terms of Service | Sitemap | Patreon | Contact, Aeronautical Information Manual (1-2-2) Required Navigation Performance (RNP), Aeronautical Information Manual (5-1-16) RNAV and RNP Operations, Aeronautical Information Manual (5-5-16) RNAV and RNP Operations, Federal Aviation Administration - Pilot/Controller Glossary, Required Navigation Performance, or RNP, is RNAV with the added requirement for onboard performance monitoring and alerting (OBPMA), RNP standards are required for operation within a certain airspace, A critical component of RNP is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not, being met during an operation, RNP capability of the aircraft is a major component in determining the separation criteria to ensure that the overall containment of the operation is met, OBPMA capability therefore allows a lessened reliance on air traffic control intervention and/or procedural separation to achieve the overall safety of the operation, The RNP capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure [, For example, an aircraft may be eligible for RNP 1, but may not be capable of RNP 1 operations due to limited NAVAID coverage or avionics failure. While there is a high expectation of knowledge among pilots, none can do so without periodically referencing old topics. Table of Contents Areas of Operation: Single-Engine Land I. An RNAV system with DME/DME/IRU inputs that is compliant with the equipment provisions of AC 90-100A, U.S. Terminal and En Route Area Navigation (RNAV) Operations, for RNAV routes. The data is provided as a GeoTIFF and distributed on DVD-R media and on the AeroNav Products website. The file resolution is 300 dots per inch and the data is 8-bit color. On AeroNav Products charts, very high frequencies and ultra-high frequencies (VHF/UHF) NAVAIDs (e.g., VORs) are depicted in black, while low frequencies and medium frequencies (LF/MF) are depicted as brown. In general, these types of unintentional interference are localized and intermittent. Copyright 2023 CFI Notebook, All rights reserved. The data is available by subscription only and is distributed on CD-ROM or by ftp download arrivals, and GPS/RNAV instrument approach, These digital VFR charts are geo-referenced images of FAA Sectional Aeronautical, TAC, and Helicopter Route charts. Transmission and utility lines often span approaches to runways, natural flyways, such as lakes, rivers, gorges, and canyons, and cross other landmarks pilots frequently follow, such as highway, railroad tracks, etc. Call: (916) 427-7707. There are examples of false "terrain-pull up" warnings during GPS anomalies, When flying IFR, pilots should have additional navigation equipment for their intended route to crosscheck their position. on a sectional chart, Next find the lines of longitude on a map, Grab your plotter and place the reference hole over the intersection of the line of longitude, Rotate the plotter so that it is parallel to the line you drew, Where the line of longitude intersects the compass rose on the plotter, determine your true course, If there is more than one number, chose the number most appropriate for your direction of flight, First, determine your wind correction angle, True Heading = True Course (-left/+right) WCA, Magnetic north is the direction along the earth's surface which points toward the magnetic north pole, Magnetic compasses point to this location and therefore it is magnetic headings that are flown, The magnetic north pole is a shifting point which is not coincident with the "top" of the earth as defined by latitude and longitude. Data such as weather, temporary flight restrictions, obstacles, or other geospatial data can be combined with d-VC data to support a variety of needs. Aircraft Owners and Pilots Association - Are You Required to Call Flight Service for a Briefing? ), You need not pass directly over a positive landmark for it to be useful to you, Be cautious of man-made landmarks as they may have changed, moved, or no longer exist, Water features are depicted using two tones of blue, and are considered either "Open Water" or "Inland Water", "Open Water," a lighter blue tone, shows the shoreline limitations of all coastal water features at the average (mean) high water levels for oceans and seas, Light blue also represents the connecting waters like bays, gulfs, sounds, fjords, and large estuaries, Exceptionally large lakes like the Great Lakes, Great Salt Lake, and Lake Okeechobee, etc., are considered Open Water features, The Open Water tone extends inland as far as necessary to adjoin the darker blue "Inland Water" tones, All other bodies of water are marked as "Inland Water" in the darker blue tone, Can be positively identified but not specifically plotted because they extend for some distance, Features such as roads, railroads, coastlines, power lines and rivers may make good timing checkpoints if they are perpendicular to the course line and have other specific environmental particulars that identify your position, Rivers and power lines must be easy to find, either isolated or large so they are unmistakable with confirming landmarks so they can be confirmed, Railroads and major highways are almost always depicted on aeronautical charts, Features that a pilot suspects he can correlate with the chart, but they may not be fully reliable, Landmarks such as oil wells, and windmills may be repetitious. If you need to travel 10 NM, and you have a ground speed of 100 knots, how long will it take? Can be used on any course that has adequate checkpoints, but is commonly used with dead reckoning and VFR radio navigation. Introduction: Flight planning is the process in whatever a pilot readies for somebody upcoming flight . Aircraft should have additional navigation equipment for their intended route, GPS signals are vulnerable to intentional and unintentional interference from a wide variety of sources, including radars, microwave links, ionosphere effects, solar activity, multi-path error, satellite communications, GPS repeaters, and even some systems onboard the aircraft. Pilots are required to use SBAS to fly to the LPV or LP minima. Further, optional capabilities such as Radius-to-fix (RF) turns or scalability should be described in the AFM or avionics documents. In such airspace, the RNAV 10 NavSpec will be applied, so any aircraft eligible for RNP 10 will be deemed eligible for RNAV 10 operations. (See 1-1-13). ), The FAA and ICAO member states have led initiatives in implementing the RNP concept to oceanic operations, For example, RNP-10 routes have been established in the northern Pacific (NOPAC) which has increased capacity and efficiency by reducing the distance between tracks to 50 NM (See paragraph 4-7-1), Aircraft eligible for RNP operations will have an appropriate entry including special conditions and limitations in its AFM, avionics manual, or a supplement. Other methods providing an equivalent level of performance may also be acceptable, For RNAV 1 DPs and STARs, pilots of aircraft without GPS, using DME/DME/IRU, must ensure the aircraft navigation system position is confirmed, within 1,000 feet, at the start point of take-off roll. The system must be able to retrieve the procedure by name from the aircraft navigation database, not just as a manually entered series of waypoints, Whenever possible, RNAV routes (Q- or T-route) should be extracted from the database in their entirety, rather than loading RNAV route waypoints from the database into the flight plan individually. Becomes difficult in low visibility or in areas that lack prominent features. For example, an ILS with an RNAV missed approach would require a specific capability to fly the missed approach portion of the procedure. For example, "N1234, failure of GPS system, unable RNAV, request amended clearance", Pilots are not authorized to fly a published RNAV or RNP procedure (instrument approach, departure, or arrival procedure) unless it is retrievable by the procedure name from the current aircraft navigation database and conforms to the charted procedure. Some business aircraft are using GPS as a reference source for aircraft flight control and stability systems. Leg transition normally occurs at the turn bisector for a fly-by waypoint. On procedures with both PBN elements and ground-based equipment requirements, the PBN requirements box will be listed first (See FIG 5-4-1. Designated to expedite clearance delivery and to facilitate transition between takeoff and en route operations, Furnishes pilots departure routing clearance information in graphic and textual form, Designated to expedite ATC arrival procedures and to facilitate transition between en route and instrument approach operations, They depict pre-planned IFR ATC arrival procedures in graphic and textual form, Each STAR procedure is presented as a separate chart and may serve either a single airport or more than one airport in a given geographical area, Full page airport diagrams are designed to assist in the movement of ground traffic at locations with complex runway/taxiway configurations and provided information for updating geodetic position navigational systems aboard aircraft, Airport diagrams are available for free download at the AeroNav website, Contains all terminal flight procedures for civil and military aviation in Alaska, Included are IAP charts, DP charts, STAR charts, airport diagrams, radar minimums, and supplementary support data such as IFR alternate minimums, take-off minimums, rate of descent tables, rate of climb tables and inoperative components tables, Revised every 56 days with provisions for a Terminal Change Notice, as required, Designated for preflight and en route flight planning for IFR/VFR flights, Depiction includes low altitude airways and mileage, NAVAIDs, airports, special use airspace, cities, time zones, major drainage, and directory of airports with their airspace classification, and a mileage table showing great circle distances between major airports, Revised annually, and is available either folded or unfolded for wall mounting, A VFR planning chart on the reverse side of the Puerto Rico-Virgin Islands VFR Terminal Area Chart, Includes mileage between airports of entry, a selection of special use airspace and a directory of airports with their available services, This chart is designed for VFR preflight planning and chart selection, It includes aeronautical and topographic information of the state of Alaska, The aeronautical information includes public and military airports; radio aids to navigation; and Class B, Class C, TRSA and special-use airspace, The topographic information includes city tint, populated places, principal roads, and shaded relief, The one sided chart is 58.5 x 40.75 inches and is designed for wall mounting. Continue searching. The CFI, or Flight Instructor Notebook, is an instructor's guide to navigating the sea of resources to provide useful guidance for their students and themselves. Other "advanced" options for use in the en route environment (such as fixed radius transitions and Time of Arrival Control) are optional in the U.S. The Chart Supplement U.S. shows data that cannot be readily depicted in graphic form; e.g. Considerations for selection of either are: Are they small enough to be considered a "point? These events are geographically limited, coordinated, scheduled, and advertised via GPS and/or WAAS NOTAMS. In the future, there will be an increased dependence on the use of RNAV in lieu of routes defined by ground-based navigation aids, RNAV routes and terminal procedures, including departure procedures (DPs) and standard terminal arrivals (STARs), are designed with RNAV systems in mind. Navigation Systems and Radar Services Lesson Plan Introduction: To determine that the applicant exhibits satisfactory knowledge, risk management, and skills associated with a forward-slip to a landing References: FAA-H-8083-2, FAA-H-8083-3; POH/AFM; AIM Attention: Research a case study Other methods providing an equivalent level of performance may also be acceptable, For procedures or routes requiring the use of GPS, if the navigation system does not automatically alert the flight crew of a loss of GPS, the operator must develop procedures to verify correct GPS operation, RNAV terminal procedures (DP and STAR) may be amended by ATC issuing radar vectors and/or clearances direct to a waypoint. See the latest AC 90-105 for more information on A-RNP, including NavSpec bundling options, eligibility determinations, and operations approvals, A-RNP eligible aircraft are NOT automatically eligible for RNP AR APCH or RNP AR DP operations, as RNP AR eligibility requires a separate determination process and special FAA authorization, RNP 1 requires a lateral accuracy value of 1 for arrival and departure in the terminal area, and the initial and intermediate approach phase when used on conventional procedures with PBN segments (for example, an ILS with a PBN feeder, IAF, or missed approach). Pilots transitioning to VOR navigation in response to GPS anomalies should refer to the Chart Supplement U.S. to identify airports with available conventional approaches associated with the VOR Minimum Operational Network (MON) program. Information on available Canadian charts and publications may be obtained from designated FAA chart agents or by contacting the: Information on available Mexican charts and publications may be obtained by contacting: A free ICAO Publications and Audio-Visual Training Aids Catalogue is available from: The FAA publishes a list of charts and publications with the, Additional information regarding content on aeronautical charts can be found in the. ), Leg types used for procedure design are included in the aircraft navigation database, but not normally provided on the procedure chart, The narrative depiction of the RNAV chart describes how a procedure is flown, The "path and terminator concept" defines that every leg of a procedure has a termination point and some kind of path into that termination point, A Track to Fix (TF) leg is intercepted and acquired as the flight track to the following waypoint, Track to a Fix legs are sometimes called point-to-point legs for this reason, Narrative: "direct ALPHA, then on course to BRAVO WP" [, A Direct to Fix (DF) leg is a path described by an aircraft's track from an initial area direct to the next waypoint, Narrative: "turn right direct BRAVO WP" [, A Course to Fix (CF) leg is a path that terminates at a fix with a specified course at that fix, A Radius to Fix (RF) leg is defined as a constant radius circular path around a defined turn center that terminates at a fix [, A Heading leg may be defined as, but not limited to, a Heading to Altitude (VA), Heading to DME range (VD), and Heading to Manual Termination, i.e., Vector (VM), Narrative: "climb heading 350 to 1500", "heading 265, at 9 DME west of PXR VORTAC, right turn heading 360", "fly heading 090, expect radar vectors to DRYHT INT", Pilots should be aware of their navigation system inputs, alerts, and annunciations in order to make better-informed decisions, In addition, the availability and suitability of particular sensors/systems should be considered, Operators using TSO-C129(), TSO-C196(), TSO-C145() or TSO-C146() systems should ensure departure and arrival airports are entered to ensure proper RAIM availability and CDI sensitivity, Operators should be aware that DME/DME position updating is dependent on navigation system logic and DME facility proximity, availability, geometry, and signal masking, Unique VOR characteristics may result in less accurate values from VOR/DME position updating than from GPS or DME/DME position updating, Inertial reference units and inertial navigation systems are often coupled with other types of navigation inputs, e.g., DME/DME or GPS, to improve overall navigation system performance, Note that specific inertial position updating requirements may apply, An FMS is an integrated suite of sensors, receivers, and computers, coupled with a navigation database, These systems generally provide performance and RNAV guidance to displays and automatic flight control systems, Inputs can be accepted from multiple sources such as GPS, DME, VOR, LOC and IRU, These inputs may be applied to a navigation solution one at a time or in combination, Some FMSs provide for the detection and isolation of faulty navigation information, When appropriate navigation signals are available, FMSs will normally rely on GPS and/or DME/DME (that is, the use of distance information from two or more DME stations) for position updates, Other inputs may also be incorporated based on FMS system architecture and navigation source geometry, Note that DME/DME inputs coupled with one or more IRU(s) are often abbreviated as DME/DME/IRU or D/D/I, Nav Specs are a set of aircraft and aircrew requirements needed to support a navigation application within a defined airspace concept, For both RNP and RNAV designations, the numerical designation refers to the lateral navigation accuracy in nautical miles which is expected to be achieved at least 95 percent of the flight time by the population of aircraft operating within the airspace, route, or procedure [, Typically RNAV 1 is used for DPs and STARs and appears on the charts, Aircraft must maintain a total system error of not more than 1 NM for 95 percent of the total flight time, Typically RNAV 2 is used for en route operations unless otherwise specified, T-routes and Q-routes are examples of this Nav Spec, Aircraft must maintain a total system error of not more than 2 NM for 95 percent of the total flight time, Typically RNAV 10 is used in oceanic operations, See AIM paragraph 4-7-1 for specifics and explanation of the relationship between RNP 10 and RNAV 10 terminology, Use of a suitable RNAV system as a Substitute Means of Navigation when a Very-High Frequency (VHF) Omni-directional Range (VOR), Distance Measuring Equipment (DME), Tactical Air Navigation (TACAN), VOR/TACAN (VORTAC), VOR/DME, Non-directional Beacon (NDB), or compass locator facility including locator outer marker and locator middle marker is out-of-service (that is, the navigation aid (NAVAID) information is not available); an aircraft is not equipped with an Automatic Direction Finder (ADF) or DME; or the installed ADF or DME on an aircraft is not operational, For example, if equipped with a suitable RNAV system, a pilot may hold over an out-of-service NDB, Use of a suitable RNAV system as an Alternate Means of Navigation when a VOR, DME, VORTAC, VOR/DME, TACAN, NDB, or compass locator facility including locator outer marker and locator middle marker is operational and the respective aircraft is equipped with operational navigation equipment that is compatible with conventional navaids, For example, if equipped with a suitable RNAV system, a pilot may fly a procedure or route based on operational VOR using that RNAV system without monitoring the VOR.

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