cfi notebook navigation and flight planning

In general, these types of unintentional interference are localized and intermittent. The database is updated every 28 days. Erau Flight Plan - CFI Notebook: "Higher" Education When an MEA, MOCA, and/or MAA change on a segment other than at a NAVAID, a sideways "T" (, If there is an airway break without the symbol, one can assume the altitudes have not changed (see the upper left area of Figure 1-2), When a change of MEA to a higher MEA is required, the climb may commence at the break, ensuring obstacle clearance. IFR En-Route Charts - CFI Notebook The file resolution is 300 dots per inch and the data is 8-bit color. ), 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. Items listed in this PBN box are REQUIRED to fly the procedure's PBN elements. Leg transition normally occurs at the turn bisector for a fly-by waypoint. RF turn capability is optional in RNP 0.3 eligibility. Copyright 2023 CFI Notebook, All rights reserved. The CFI will spend hundreds of hours compiling data from various sources that cover all of the FAA Required subject areas. No other modification of database waypoints or the creation of user-defined waypoints on published RNAV or RNP procedures is permitted, except to: Change altitude and/or airspeed waypoint constraints to comply with an ATC clearance/instruction, Insert a waypoint along the published route to assist in complying with ATC instruction, example, "Descend via the WILMS arrival except cross 30 north of BRUCE at/or below FL 210." An example of a generic NAVLOG is provided below: Fill out the departure and arrival airport information including frequencies, traffic altitudes, and heights above ground, Fill in information concerning flight service or any item you will want to reference in regards to that airport, If you want, draw an airport diagram in the box but still carry a larger printed diagram for easier use and more detail, Determine a MSL cruise altitude based on weather and direction of flight, Calculate pressure altitude for your airport (important for performance calculations), Determine the temperature (important for performance calculations), Calculate density altitude (important for performance calculations), Determine a horsepower setting and the accompanying RPM settings, KTAS and Gallons per Hour, Used to plot any changes to a heading for the entire route to estimate times, distances and fuel used, Fuel Planning calculated with flight computer (arrow on GPH, read under time), List all checkpoints and associated distances, Write in any frequencies or IDs for route navigation, GS (first or second line only): copy from preflight log, In flight you will be filling in the other boxes as the flight progresses, Weight and balance as calculated normally, Fill out any weather information or notes you may have, Fill out the flight plan for flight service, All information is from the front of the navigation log, Filed before flight with the FSS so they can keep a track of you. Pilots must not change any database waypoint type from a fly-by to fly-over, or vice versa. RNP AR DP has lateral accuracy values that can scale to no lower than RNP 0.3 in the initial departure flight path. COPs are prescribed for Federal airways, jet routes, area navigation routes, or other direct routes for which an MEA is designated under 14 CFR Part 95 The COP is a point along the route or airway segment between two adjacent navigation facilities or waypoints where changeover in navigation guidance should occur Flight Planning | Flight Planning - lavisencouleur.com Copyright 2023 CFI Notebook, All rights reserved. RF turn capability is optional in RNP 1 eligibility. The root mean square error of the transformation will not exceed two pixels. Still looking for something? Magnetic heading will usually require a correction based on the variation or: The angular difference between true north and magnetic north from any given position on the earth's surface (represented by isogonic lines), Isogonic lines are points of equal variation, represented in degrees east or west, Deviations is usually pulled off a sectional chart however, other sources such as, The memory aide "east is least (minus), west is best (plus)" is often used to remember how to apply east and west variations, Magnetic Course (MC) = True Course (TC) - East Variation, Magnetic Course (MC) = True Course (TC) + West Variation, All aircraft will have a deviation factor that must be applied, Deviation is read off the compass card in the aircraft, and must be added or subtracted to the magnetic course as appropriate, Determining winds at altitude help guide your true heading, Since winds aloft are expressed in "true," you will calculate the wind correction angle off true course, Deviation is found on a placard with your magnetic compass, Variation is necessary for converting true headings to magnetic, Magnetic variation depends on your location on the earth, as labeled by isogonic lines, Compass heading is determined by applying the deviation correction to the magnetic heading, From Sea Level to 5,500' we calculate 9 minutes, 2.0 Gal, 13 NM, Assuming 1,000' for the departure altitude we calculate: 1 minute, 0.4 Gal, 2 NM, Subtract the difference: (9-1)=8 Min, (2.0-0.4)=1.6 Gal, (13-2)=11 NM, Pay attention to the notes at the bottom of the chart, especially to add 1.1 Gal for taxi and takeoff, Utilizing a simple formula (Distance = Time x Ground Speed may be utilized, Therefore, if you have any two, you can calculate the other. ", 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.) For example, RNP 1 is different from RNAV 1, and an RNP 1 eligibility does NOT mean automatic RNP 2 or RNAV 1 eligibility. (See paragraph 5-4-18. 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. Certified Flight Instructor Notebook Copyright 2023 CFI Notebook, All rights reserved. Time, distance, and speed calculations information, Determining Courses & Headings Information, CFI Notebook.net - Standard Instrument Departures (SIDs), Air Safety Institute's "A Visit to the Grey Lady", Federal Aviation Administration - Pilot/Controller Glossary, Aeronautical Information Manual (3-1-5) VFR Cruising Altitudes and Flight Levels, Aeronautical Information Manual (7-6-4) Obstructions To Flight, Aeronautical Information Manual (7-6-5) Avoid Flight Beneath Unmanned Balloons, Federal Aviation Regulations (91.119) Minimum safe altitudes: General, 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, If no wind information is available, plan using statistical winds, make them headwinds to be conservative in your fuel planning, Charts are all "true" as in true north and must be compensated to find magnetic north, Diverts (direction and channels/frequencies), Check points should be set approximately 10 NM apart, The purpose of flight planning is to become familiar with information pertaining to an intended flight, The work put in is also necessary to accurately complete FAA Form 7233-1, better known as a, According to FAR 91.103, pilots in command are required to familiarize themselves with information pertaining to the flight, The "how" is a product of flight planning but the "who, what, when, and where" provides a useful starting point, These required actions can be remembered using the acronym "NW KRAFT" or "WX-KRAFTN", A: Alternatives if the flight cannot be completed as planned, There are no requirements within the Federal Aviation Regulations to select and plan for an alternate, This does not preclude you from being prepared, In addition to the 1-2-3 rule, if your destination does not have an instrument approach procedure published, an alternate must be chosen in case the field were to fall into instrument meteorologic conditions. and the termination point (e.g., the path terminates at an altitude, distance, fix, etc. Additionally, some satellite communications avionics use GPS signals for operations in oceanic and remote airspaces. CFI Notebook: "Higher" Education This means that your aircraft may be eligible for RNP 1 operations, but you may not fly an RF turn unless RF turns are also specifically listed as a feature of your avionics suite, RNP 2 will apply to both domestic and oceanic/remote operations with a lateral accuracy value of 2, RNP 4 will apply to oceanic and remote operations only with a lateral accuracy value of 4, RNP 4 eligibility will automatically confer RNP 10 eligibility, The RNP 10 NavSpec applies to certain oceanic and remote operations with a lateral accuracy of 10. | Privacy Policy | Terms of Service | Sitemap | Patreon | Contact, Federal Aviation Administration - Pilot/Controller Glossary, CFI Notebook.net - Airways and Route Course Navigation, Instrument Flying Handbook (1-6) IFR En-Route Charts, The objective of IFR en route flight is to navigate within the, Your ability to fly instruments safely and competently in the system is greatly enhanced by understanding the vast array of data available to the pilot on instrument charts, En route high-altitude charts provide aeronautical information for en route instrument navigation at or above 18,000' MSL, Information includes the portrayal of Jet and RNAV routes, identification and frequencies of radio aids, selected airports, distances, time zones, special use airspace, and related information, Established jet routes from 18,000' MSL to FL 450 use NAVAIDs not more than 260 NM apart, To effectively depart from one airport and navigate en route under instrument conditions, a pilot needs the appropriate IFR en route low-altitude chart(s), The IFR low altitude en route chart is the instrument equivalent of the sectional chart, When folded, the cover of the AeroNav Products en route chart displays an index map of the United States showing the coverage areas, Cities near congested airspace are shown in black type and their associated area chart is listed in the box in the lower left-hand corner of the map coverage box, Also noted is an explanation of the off-route obstruction clearance altitude (OROCA), The effective date of the chart is printed on the other side of the folded chart, Information concerning MTRs is also included on the chart cover, The en route charts are revised every 56 days, When the AeroNav Products en route chart is unfolded, the legend is displayed and provides information concerning airports, NAVAIDs, communications, air traffic services, and airspace, Airport information is provided in the legend, and the symbols used for the airport name, elevation, and runway length are similar to the sectional chart presentation, Associated city names are shown for public airports only, FAA identifiers are shown for all airports, ICAO identifiers are also shown for airports outside of the contiguous United States, Instrument approaches can be found at airports with blue or green symbols, while the brown airport symbol denotes airports that do not have instrument approaches, Stars are used to indicate the part-time nature of tower operations, Automatic Terminal Information Service (ATIS) frequencies, part-time or on request lighting facilities, and part-time airspace classifications, The minimum en route altitude (MEA) ensures a navigation signal strong enough for adequate reception by the aircraft navigation (NAV) receiver and obstacle clearance along the airway, Communication is not necessarily guaranteed with MEA compliance, The obstacle clearance, within the limits of the airway, is typically 1,000' in non-mountainous areas and 2,000' in designated mountainous areas, MEAs can be authorized with breaks in the signal coverage; if this is the case, the AeroNav Products en route chart notes "MEA GAP" parallel to the affected airway, MEAs are usually bidirectional; however, they can be single-directional, Arrows are used to indicate the direction to which the MEA applies, The minimum obstruction clearance altitude (MOCA), as the name suggests, provides the same obstruction clearance as an MEA; however, the NAV signal reception is ensured only within 22 NM of the closest NAVAID defining the route, The MOCA is listed below the MEA and indicated on AeroNav Products charts by a leading asterisk (e.g., "*3400" - see Figure 1-2, V287 at bottom left), The minimum reception altitude (MRA) identifies the lowest altitude at which an intersection can be determined from an off-course NAVAID, If the reception is line-of-sight based, signal coverage only extends to the MRA or above, However, if the aircraft is equipped with distance measuring equipment (DME) and the chart indicates the intersection can be identified with such equipment, the pilot could define the fix without attaining the MRA, On AeroNav Products charts, the MRA is indicated by the symbol, The minimum crossing altitude (MCA) is charted when a higher MEA route segment is approached, The MCA is usually indicated when a pilot is approaching steeply rising terrain and obstacle clearance and/or signal reception is compromised, In this case, the pilot is required to initiate a climb so the MCA is reached by the time the intersection is crossed, On AeroNav Products charts, the MCA is indicated by the symbol, The maximum authorized altitude (MAA) is the highest altitude at which the airway can be flown with assurance of receiving adequate navigation signals, Chart depictions appear as "MAA-15000."

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