航行情報(bào)手冊(cè) Aeronautical Information Manual (AIM) 1

時(shí)間：2011-04-18 00:47來(lái)源：藍(lán)天飛行翻譯 作者：航空 點(diǎn)擊：次

10.Incorrect inputs into the GPS receiver are especially critical during approaches. In some cases, an incorrect entry can cause the receiver to leave the approach mode.
11.A fix on an overlay approach identified by a DME fix will not be in the waypoint sequence on the GPS receiver unless there is a published name assigned to it. When a name is assigned, the along track to the waypoint may be zero rather than the DME stated on the approach chart. The pilot should be alert for this on any overlay procedure where the original approach used DME.
12.If a visual descent point (VDP) is published, it will not be included in the sequence of waypoints. Pilots are expected to use normal piloting techniques for beginning the visual descent, such as ATD.
13.Unnamed stepdown fixes in the final approach segment will not be coded in the waypoint sequence of the aircraft’s navigation database and must be identified using ATD. Stepdown fixes in the final approach segment of RNAV (GPS) approaches are being named, in addition to being identified by ATD. However, since most GPS avionics do not accommodate waypoints between the FAF and MAP, even when the waypoint is named, the waypoints for these stepdown fixes may not appear in the sequence of waypoints in the navigation database. Pilots must continue to identify these stepdown fixes using ATD.
o. Missed Approach
1. A GPS missed approach requires pilot action to sequence the receiver past the MAWP to the missed approach portion of the procedure. The pilot must be thoroughly familiar with the activation procedure for the particular GPS receiver installed in the aircraft and must initiate appropriate action after the MAWP. Activating the missed approach prior to the MAWP will cause CDI sensitivity to
1.1.36 Navigation Aids
immediately change to terminal (±1NM) sensitivity and the receiver will continue to navigate to the MAWP. The receiver will not sequence past the MAWP. Turns should not begin prior to the MAWP. If the missed approach is not activated, the GPS receiver will display an extension of the inbound final approach course and the ATD will increase from the MAWP until it is manually sequenced after crossing the MAWP.
2. Missed approach routings in which the first track is via a course rather than direct to the next waypoint require additional action by the pilot to set the course. Being familiar with all of the inputs required is especially critical during this phase of flight.
p. GPS Familiarization
Pilots should practice GPS approaches under visual meteorological conditions (VMC) until thoroughly proficient with all aspects of their equipment (receiver and installation) prior to attempting flight by IFR in instrument meteorological conditions (IMC). Some of the areas which the pilot should practice are:
1.Utilizing the receiver autonomous integrity monitoring (RAIM) prediction function;
2.Inserting a DP into the flight plan, including setting terminal CDI sensitivity, if required, and the conditions under which terminal RAIM is available for departure (some receivers are not DP or STAR capable);
3. Programming the destination airport;
4.Programming and flying the overlay approaches (especially procedure turns and arcs);
5.Changing to another approach after selecting an approach;
6.Programming and flying “direct” missed approaches;
7.Programming and flying “routed” missed approaches;
8.Entering, flying, and exiting holding patterns, particularly on overlay approaches with a second waypoint in the holding pattern;
9.Programming and flying a “route” from a holding pattern;
AIM
10.Programming and flying an approach with radar vectors to the intermediate segment;
11.Indication of the actions required for RAIM failure both before and after the FAWP; and
12.Programming a radial and distance from a VOR (often used in departure instructions).
1.1.20. Wide Area Augmentation System (WAAS)a. General
1.The FAA developed the Wide Area Aug-mentation System (WAAS) to improve the accuracy, integrity and availability of GPS signals. WAAS will allow GPS to be used, as the aviation navigation system, from takeoff through Category I precision approach when it is complete. WAAS is a critical component of the FAA’s strategic objective for a seamless satellite navigation system for civil aviation, improving capacity and safety.
2.The International Civil Aviation Organiza-tion (ICAO) has defined Standards and Recommended Practices (SARPs) for satellite.based augmentation systems (SBAS) such as WAAS. Japan and Europe are building similar systems that are planned to be interoperable with WAAS: EGNOS, the European Geostationary Navigation Overlay System, and MSAS, the Japan Multifunctional Transport Satellite (MTSAT) Satellite.based Aug-mentation System. The merging of these systems will create a worldwide seamless navigation capability similar to GPS but with greater accuracy, availability and integrity.
3.Unlike traditional ground.based navigation aids, WAAS will cover a more extensive service area. Precisely surveyed wide.area ground reference stations (WRS) are linked to form the U.S. WAAS network. Signals from the GPS satellites are monitored by these WRSs to determine satellite clock and ephemeris corrections and to model the propagation effects of the ionosphere. Each station in the network relays the data to a wide.area master station (WMS) where the correction information is computed. A correction message is prepared and uplinked to a geostationary satellite (GEO) via a ground uplink station (GUS). The message is then broadcast on the same frequency as GPS (L1, 1575.42 MHz) to WAAS receivers within the broadcast coverage area of the WAAS GEO.
Navigation Aids 1.1.37
4.In addition to providing the correction signal, the WAAS GEO provides an additional pseudorange measurement to the aircraft receiver, improving the availability of GPS by providing, in effect, an additional GPS satellite in view. The integrity of GPS is improved through real.time monitoring, and the accuracy is improved by providing differential corrections to reduce errors. The performance improvement is sufficient to enable approach procedures with GPS/WAAS glide paths (vertical guidance).

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