RNAV

travel between the LF and the HF

E Layer (low frequency refraction)

F Layer (higher frequency refraction)

-> refraction laysers

since higher frequencies are attenuated less they refrect at a higher point in the F layer -> further skipping distance

D Layer

• antennuates or absorbs radio waves

Distance from the sender to the first point where the sky wave reaches the ground again

horizontal:

8grad R/L Center line with a distance of 10 NM

vertical:

0,45* glide angle to 1,75 glide angle

groundstation

75 MHz

Outer Marker:

4 - 7 NM

blue light

series of dashes

400HZ

Middle Marker

0,5 - 0,8 NM

amber light

dashes / dots

1300 HZ

Inner Marker

RWY threshold

white light

3000HZ

+/- 5 degrees

und

• an a/c is considered established when within +/-5 grad of the required bearing of the NDB

UHF 300-3000 MHz

change in reply frequency +/- 63 MHz

DME ist unglaublich nützlich uhf

delay about 50micro sec between reception and response

VOR and ILS

108 - 112 MHz

(VOR even decimals, ILS odd decimals)

TERMINAL VORs

glide slope: UHF

only VOR ENROUTE VORs

112 - 118 MHz

Range Enroute VORs

200NM

Rho Range

Theata Track (bearing)

OBS

omni bearing selector

Sich fragen: welchen kurs will man fliegen?

Type A approaches:

Min decision height >=250 ft

Type B approaches

Min decision height <250ft

190 - 1750 kHz

reports in alitude increments of 25ft

… 100 ft

• conical pencil shaped

• cpsecant square shaped (mapping, 50-60NM range)

Interrogation: 1030 MHz

Reply. 1090 MHz

• always three pulses are used for the interrogation

• the spacing between P1 and P2 is fixed at 2 micro seconds

• the spacing between P1 and P3 is variable, depending on the transponder modes

  • Mode A: 8micro seconds between P1 and P3

  • Mode C: 21micro seconds between P1 and P3

• pencil beam for weather

  • conical beam for ground mapping

quantitative determination of how the satellite’s geometry and the number of satellites in view conribute to position accuaracy

one of the more significant errors

high dilution -> badd

• ionospheric

• tropospheric

delays

• approach data

• integrity data

-> allows a more precise anvigation within the vicintiy of the airfield compared to ILS

• 15NM out, 35 degrees on either side of the FAP

• add 5NM, with 10 degrees on either side of the FAP

1535 bis 2010

the path delay of the signals in the earth atmosphere is propotional to the inverse of the carrier frequency squared

blabla

mit L1 and L2, the GPS reveivers can almost eliminate ionospheric and tropospheric (?) propagation delay (only that)

.. the value of all residual errors effecting the user’s position after attempts have been made to compensate

> additionally the Geometric Dilution of Precision (GDOP= is relevant

==> Total Position Error = GDOP * UERE

number of satellites: 30

orbits: 3

altitude: 23222km

integrity

By inserting or deleting waypoints in the database, in response to an ATC clearance

-> es geht hier darum schon bereits vorhandene Punkte in die Route hinzuzufügen ider zu löschen;

aber keine neuen Wegpunkte zu definieren…

Availability:

Percentage of time (annually), during which the syste is available fpr use

Accuracy

Position

Integrity

Trust the ability of a navigation system to provide timely warnings to its users in case the system turns unreliable.

Continuity

capability to perform its funciton without unscheduled interruptions during the intended operation

1st letter: type of modulation

2nd letter: number, type of modulation signal

3rd letter: type of information transmitted

MST

so ein mist

Modulation

Signal

Transmitted info

amplitude modulated by a speech signal, such as used for VHF COM

interrupting the carrier wave to brake it into dots and dashes

> Antenne nicht gerade

> dadurch im kurven Flug falsche Anzeige

> 25NM with 10degress R/L of the center line

> 17NM: 35 grad

see picture

1735 2510

sensitive area: cannot be entered during CAT II/III ops

critical area: should never be entered under any CAT ops

10 - 25 NM

• half full deflection in case of VOR or ILS

• 5 degrees +/- NDB

Beugung

DME P

frequency band: 5.03 - 5.09 GHz (SHF)

operates on one of 200 channels

• select the published channel number

• select an approach profile in azimuth and elevation

MLS ist super

LAAS: local area augmentation system (GBAS)

WAAS: wide area augmetation system (SBAS)

The core GNSS satellite constellations were not developed to satisfy the strict requirements of therminal IFR procedures.. For this reason GNSS avionics used in IFR ops should be augmented. -> WAAS and LAAS

almanac data

ephermis

satellite clock correction parameters

UTC parameters

Satellite health / Status data

ionospheric model

… a measure of the navigation accuracy.

NSE Navigation system error

difference between the aircraft’s estimated position and actual position

EPE = TSE

but it is a dfined statistical indication of potential error -> not actual error

The EPE value must be equal to or less than the required navigation specification.

c = lambda / f

f[Hz] -> 1/T

T -> dauer einer Welle

• 3letter identifier for en route NDB

• 2 / 1 letter identifier for locator within terminal areas

SSR transponder sends out a special pulse after the pulse train

100ft increments

25ft increments

tansmits with up to 4 geostationary satellites

transmits integrity data and pseudo ranging signals to aircarft

alert within 6sec

to improve accuracy to 1m to 2m

Airborne Based Augmentation System

“low cost integrity supervision”

-> does not improve position accuracy (in contrast to SBAS, GBAS)

-> most common onboard improvements are

L1 1575 MHz

UHF

night effect

• when the sky wave and ground wave interefere with each other -> strongest in the morning/evening twilight

for N0N/A1A to make the carrier wave audible

terminal VOR

Class A +- 2 degrees

Class B +- 5 degrees

Class C +- 10 degrees

by objects within the ILS coverage area

wenn man signale aus verschiedenen Richtungen empfängt bspw. weil Signale von wo reflektieren

number of occurences (pulses) each second.

-> effect on the range, because the pulse must be given enough time to reflect and return to the radar antenna

c / 2* distance = pps

R max (km) = 300.000 km/s / 2*PRF

Range Primary Radar [NM] = Wurzel 4 Power

-> power hoch 4

Take off - high (dont want to see ground features)

Initial climb - high (climbing into bad weather?)

continued climb - low (bad weather is reflected better at Lower levels of CBs)

Cruise - low

Descend - High (i dont want any ground returns)

automatic tilt based on ALTITUDE

colours indicate the amount of rainfall the radar detects

• uses additional sensors to monitor the integrity of the GNSS position data (IRS, baro)

• only in the receiver

=> both together Airborne Based Augmentation Systemes (ABAS)

RNAV 10 / RNP 10 and RNP 4 only

arrival, departure, enroute continental

Flight Technical Error (FTE)

Navigation System Error (NSE) wegen integrity monitoring vermutlich

RNAV 5

Mode A / C all call short P4

Mode A / C / S all call long p4

arrival and enroute

enroute outside 30NM of TMA and above MSL

compass heading

better oversee than over land

dipole antenne halb so lang wie wavelength

HF communication only NDB

VOR

RNAV2

• enroute continental

• arrival

• departure

RNP2

• enroute

• oceanic/remote phases of flight

• nav aid infrastructure

• nav specification

• nav appliaciton

at least RNP/RNAV 10

also RNAV4

-> reduced from 60NM

inbound kurs bedeutet der Kurs für den das ILS gemacht ist

segment 1: parallel entry

segment 2: offset entry

segment 3: direct entry

DME arc entry: sector 1 and 3

= Continental and App

= Ocean

lateral navigation

Alert within 6sec

DME range

two letters describing flight path between two fixed

the terminators define the lfight path and the method of termination between the legs.

pth to a fix

path to an altitude

RNP 0.3

no fading effect

deviations from the nominal GS / LOC course which can be assessed by flight tests

2 LRNS consisting out of one INS, IRS/FMS or GNSS

immer relativ bearing weil man von einem stand alone screen ausgeht

• terminal: 75NM

• enroute: 130-140NM

• erster Buchstabe: Type of Modulation

• zweite Zahl: Nature of the modulation signal

• dritter Buchstabe: type of informatino

when the defleciton is less than 1 dot for both localiser and glide slope

im Flugzeug

the higher the frequency the further the skip distance

SBAS and GBAS

immer im flugzeug

during a climb the tilt needs to be adjusted down to scan for harzadous clouds

a DME ground station is only able to process 2700 pps

it adjusts the tilt according to the altitude automatically

ADF funciton

loop antenna

nothing happens aber wichtig aufpassen ob man auf dem localiser ist, dann ist die nadel gecentered!

irreführende bilder

limitation of transmission by the echo protection circuit