時(shí)間：2011-04-18 00:47來源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次
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5.If a RAIM failure occurs after the FAWP, the receiver is allowed to continue operating without an annunciation for up to 5 minutes to allow completion of the approach (see receiver operating manual). If the RAIM flag/status annunciation appears after the FAWP, the missed approach should be executed immediately. j. Waypoints 1.GPS approaches make use of both fly.over and fly.by waypoints. Fly.by waypoints are used when an aircraft should begin a turn to the next course prior to reaching the waypoint separating the two route segments. This is known as turn anticipation and is compensated for in the airspace and terrain clearances. Approach waypoints, except for the MAWP and the missed approach holding waypoint (MAHWP), are normally fly.by waypoints. Fly. over waypoints are used when the aircraft must fly over the point prior to starting a turn. New approach charts depict fly.over waypoints as a circled waypoint symbol. Overlay approach charts and some early stand alone GPS approach charts may not reflect this convention. 2.Since GPS receivers are basically “To.To” navigators, they must always be navigating to a defined point. On overlay approaches, if no pronounceable five.character name is published for Navigation Aids 1.1.33 an approach waypoint or fix, it was given a database identifier consisting of letters and numbers. These points will appear in the list of waypoints in the approach procedure database, but may not appear on the approach chart. A point used for the purpose of defining the navigation track for an airborne computer system (i.e., GPS or FMS) is called a Computer Navigation Fix (CNF). CNFs include unnamed DME fixes, beginning and ending points of DME arcs and sensor final approach fixes (FAFs) on some GPS overlay approaches. To aid in the approach chart/database correlation process, the FAA has begun a program to assign five.letter names to CNFs and to chart CNFs on various National Oceanic Service aeronautical products. These CNFs are not to be used for any air traffic control (ATC) application, such as holding for which the fix has not already been assessed. CNFs will be charted to distinguish them from conventional reporting points, fixes, intersec-tions, and waypoints. The CNF name will be enclosed in parenthesis, e.g., (MABEE), and the name will be placed next to the CNF it defines. If the CNF is not at an existing point defined by means such as crossing radials or radial/DME, the point will be indicated by an “X.” The CNF name will not be used in filing a flight plan or in aircraft/ATC communications. Use current phraseology, e.g., facility name, radial, distance, to describe these fixes. 3.Unnamed waypoints in the database will be uniquely identified for each airport but may be repeated for another airport (e.g., RW36 will be used at each airport with a runway 36 but will be at the same location for all approaches at a given airport). 4.The runway threshold waypoint, which is normally the MAWP, may have a five letter identifier (e.g., SNEEZ) or be coded as RW## (e.g., RW36, RW36L). Those thresholds which are coded as five letter identifiers are being changed to the RW## designation. This may cause the approach chart and database to differ until all changes are complete. The runway threshold waypoint is also used as the center of the Minimum Safe Altitude (MSA) on most GPS approaches. MAWPs not located at the threshold will have a five letter identifier. k. Position Orientation As with most RNAV systems, pilots should pay particular attention to position orientation while using GPS. Distance and track information are provided to the next active waypoint, not to a fixed navigation aid. Receivers may sequence when the pilot is not flying along an active route, such as when being vectored or deviating for weather, due to the proximity to another waypoint in the route. This can be prevented by placing the receiver in the nonsequencing mode. When the receiver is in the nonsequencing mode, bearing and distance are provided to the selected waypoint and the receiver will not sequence to the next waypoint in the route until placed back in the auto sequence mode or the pilot selects a different waypoint. On overlay approaches, the pilot may have to compute the along.track distance to stepdown fixes and other points due to the receiver showing along.track distance to the next waypoint rather than DME to the VOR or ILS ground station. l. Conventional Versus GPS Navigation Data There may be slight differences between the course information portrayed on navigational charts and a GPS navigation display when flying authorized GPS instrument procedures or along an airway. All magnetic tracks defined by any conventional navigation aids are determined by the application of the station magnetic variation. In contrast, GPS RNAV systems may use an algorithm, which applies the local magnetic variation and may produce small differences in the displayed course. However, both methods of navigation should produce the same desired ground track when using approved, IFR navigation system. Should significant differences between the approach chart and the GPS avionics’ application of the navigation database arise, the published approach chart, supplemented by NOTAMs, holds precedence. Due to the GPS avionics’ computation of great circle courses, and the variations in magnetic variation, the bearing to the next waypoint and the course from the last waypoint (if available) may not be exactly 1800apart when long distances are involved. Variations in distances will occur since GPS distance.to.waypoint values are along.track distances (ATD) computed to the next waypoint and the DME values published on underlying procedures are slant.range distances measured to the station. This difference increases with aircraft altitude and proximity to the NAVAID. 1.1.34 Navigation Aids m. Departures and Instrument Departure Procedures (DPs)The GPS receiver must be set to terminal (±1 NM) CDI sensitivity and the navigation routes contained in the database in order to fly published IFR charted departures and DPs. Terminal RAIM should be automatically provided by the receiver. (Terminal RAIM for departure may not be available unless the waypoints are part of the active flight plan rather than proceeding direct to the first destination.) Certain segments of a DP may require some manual intervention by the pilot, especially when radar vectored to a course or required to intercept a specific course to a waypoint. The database may not contain all of the transitions or departures from all runways and some GPS receivers do not contain DPs in the database. It is necessary that helicopter procedures be flown at 70 knots or less since helicopter departure procedures and missed approaches use a 20:1 ob-stacle clearance surface (OCS), which is double the fixed.wing OCS, and turning areas are based on this speed as well. |
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