GL 30-GPS Navigation

primary pretaxi prep for gps nav

1. complete as much gps programming as possible while on the ground with brake on 2. be sure waypoint identifiers are correct 3. verify that an active leg is indicated on the flight plan and that the active leg is the first leg you wanna fly 4. set an appropritate map scale on the MFD 5. activate the flight plan and verifty the waypoints in your route 6. note the orientation of the departure runway relative to the active leg so that you can det. how to best intercept the course

fundamental elements of GPS initialization and setup

1. det. through system of self-test whether the GPS receiver is capable of performing navigation 2. initializing internal software 3. verifying that internal software versions and airframe-specific installation versions are correct 4. ensuring that the GPS database isn't out of date 5. verifying sat. reception and signal quality

which are characteristics of VFR waypoints?

1. identifies begin with the letters "VP" 2. can be collocated with VFR checkpoints or reporting points 3. can be used to suppored the preferred flow of traffic in the vicinity of the airport 4. shouldn't be used in communication with ATC 5. are a special kind of waypoint used in GPS nav to supplement nav during VFR operations 6. are published on aeronautical charts

Pretaxi preparations when navigating with GPS

1. input or select and activate your flight plan, verify fligth plan route waypoint by waypoint, and ensure that the waypoint identifiers are correct 2. verify active leg is indicated on the flight plan and that the active leg is the first leg you wanna fly 3. set up the VOR nav radios with the appropriate nav freq. and cross radials if you plan to cross check your position using VORs along your route. Note the orientation of the departure runway relative to the active leg so you can determine how best to intercept the course. before taxiing, set a map scale on MFD allowing you to maintain awareness of your location at the airport relative to runways. setting scale increase SA and decreases change of a runway incursion complete as much gps and avionic programming as possible while on the ground with parking break. less workload in the air.

which of the following are types of GPS receivers?

1. integrated systems 2. panel- mounted units 3. Handheld units 4. GPS receivers used in a flight management system (FMS)

benefits of RAIM and fault detection and exclusion

1. monitor integrity of gps signals 2. they provide notification when signal integrity drops below acceptable levels or is lost 3. they detect faulty satellites and automatically exclude them from the position calculation 4. they enable gps receivers to continue gps navigation without interuption, provided a sufficient number of satellites are availabe

GPS flight plan function. what does typical gps flight plan fxn enable you to do

1. view flight info that the system calculates and displays for each leg of the flight plan 2. enter intended waypoints in the order in which you intend to fly them 3. compare total distance of the route with distance remaining 4. view info derived from the database according to the specifics in your route.

which primary display features are available on the moving map of a typical MFD

1. visual indication of aircraft relative to desired track 2. ability to add navaids, airports, airspece, and intersections 3. ability to display terrain in conjuntion with a terrain awareness warning system (TAWS) 4. ability to display topographic info, similar to a VFR nav chart 5. ability to display obstacle data in conjunction with TAWS, and 6. ability to access real-time weather info and NEXRAD info overlays

how many gps satellietes are req to yield a 3d position (lat, long, and alt)

4

integrated electronic flight display (IFD) systems used in gps nav. typically include which of the following displays

a primary flight display (PFD) and a multifunction display (MFD)

what is a gps navigation route

a series of waypoints flown in the order in which they are listed with course lines called desired tracks bw the waypoints

RAIM and Fault Detection and Exclusion

# of sat from which you're receiving a signal, as well as signal strength and other signal characteristics, determines the integrity of the gps signal. if the integrity level falls too much, the receiver can no longer calculate an accurate position. RAIM- receiver autonomous integrity monitoring - > monitors integrity of signals received > provides notification when signal integrity drops below acceptable levels or there are not enough satellites in view enhanced version of RAIM can include fault detection and exclusion (FDE) which: > detects faulty sats. and then automatically excludes them from the position calculation > enables the receiver to cont. GPS navigation without interruption if enough sats are in view

WAAS and LAAS

FAA developed systems such as wide area augmentation system (WAAS) and the local area augmentation system (LAAS) to improve the integrity of GPS signals WAAS is a satellite based augmentation system. it enables GPS receivers that are capable of processing WAAS signals to: > use WAAS generated corrections to reduce errors in the position calculation > receive info indicating areas in which the gps system is unusable > exclude faulty signals within seconds of a satellite failure or error > receive the WAAS signals over a wide area, such as over several states LAAS is a ground based augmentation system with ground facilities that act like GPS satellites. it provides the following: > yields greater accuracy than WAAS > computes and broadcasts a highly accurate correction message on a VHF radio and provides high levels of accuracy, availability and integrity over a more limited or local area of 20 to 30 miles from the airport

GPS Initialization and sestup

Fundamental elements of gps initialization and setup include: 1. determining through a system self-test whether the gps receiver is capable of performing navigation 2. initializing system software 3. verifying effective dates of installed GPS database 4. verifying internal software versions and airframe specific installation versions are correct 5. verifying sat. reception and signal quality

Maneuvering to intercept the active leg

Maneuver aircraft to create a 30-45 degree intercept angle, which is steep enought to ensure a timely intercept but not so steep that you are likely to overshoot it use MFD map fxn info to plan your turn maneuvers to intercpt the active leg at an appropriate intercept angle. the track angle error is equal to the intercept angle when you are converging on the active leg

3-d Position

accuracy depends on the # of satellites received. you need 4 sattellites to get a 3d position. a 3d position is defined by lat, long, and altitude. Position calculation also yields a precise time calcuation how aircraft position is calculate: measuring time a signal from each sat takes to reach the GPS receiver. Data from a single sat narrows position to a large area of the earth's surface. Adding data from a 2nd sat narrows position to the region where 2 spheres overlap. adding data from a 3rd sat. narrows the region even more and provides relatively accurate positioning on the surface of the earth. data from a 4th sat (or additional ones) enhances precision and ads ability to calculate aircraft altitude if 3 sat are in view sometimes only lat and long can be determined. For VFR nav, this 2-d position solution is sufficient. in cases that require a more accurate position solution, a 2d solution is not adequate

Track, Desired Track, and aircraft position

after you est a proper intercept angle, your crosstrack error will decrease, the track angle error will relect the intercept angle to the desired track.

how many satellites make up the gps system

at least 24 sat.

GPS receivers

common types: > handheld units, which are typically vfr only > panel mounted units, which are installed in the instrument panel andn powered by aircraft > integrated systems - integrate gps functionality with other systems such as primary flight instruments, communication, and navigation radios > gps receviers used in a flight management system (FMS) for which GPS position info serves as one of many inputs in determining aircraft position - on airliners

Multifunction display (MFD)

enhances SA by creating overhead view of area around aircraft. Moving map display features included: > visual indication of your position relatvie to our desired course, along wit ha representation of your track > navaids, airports, airspece, intersections, and VFR waypoint overlays on the map >terrain info in conjunction with a terrain awareness warning system (TAWS) > a topographical depiction of terrain below your aircraft, similar to a sectional chart > obstacle data in conjunction with TAWS - to clear obstacle >nearly real-time weather info and NEXRAD info overlays.

Out of Date Database

gps nav relies on airborne nav databases. The database provides detailed info about fixed points in space, airspace boundaries, and terrain and provides other nav data that is essential to flight. to ensure safetly, make sure databases is up to date to help you determine whether the database in your GPS receiver is current, navigation databases are published with effective dates and expiration dates. to ensure flight safety when you use a database, be sure date falls within the effective range if out of date, you can use gps system for VFR nav under some circumstances: > you must not rely on the moving map for critical nav decisions > you must verify named waypoint locations when navigating to a named fix, and you must verfiy waypoint coordinates with current and approved nav. info

Number of satellites

gps system is composed of a minimum of 24 satellites. there are a few extra for redundancy satellites organized in a constellation that comprises of 6 orbital planes with four equally spaced satelites in each plane. in this constellation, the sat. provide complete pole-to pole coverage at all times

GPS accuracy

has inherent degree of inaccuracy. but it is more accurate than traditional land based enroute radio nav GPS accuracy can be expressed as plus or minus 50 ft. variety of factors can affect gps system's degree of accurcay: > exactness of time in the calculation, orbital errors, atmospheric effects, signal reflections, and satellite geometry

how do HSI course deviation indications on a PFD in GPS nav mode differ from those of a traditional HSI

indications show the lateral distance off course rather than the number of degrees, and the course- deviation scale changes according to the GPS mode

pretakeoff navigation prodedures

initialize gps and perform data input tasks during preflight. doing this during flight would be distracting Use published procedure to initialize and prepare gps system. tell u correct order and time. use flow patterns, checklists, supplements in the POH and the Aircraft flight manual and avionics user guides to perfrom necessary gps pretakeoff procedures

integrated electronic displays

integrated gps systems typically display primary flight instruments and other flight functions on screens called integrated electronic flight displays (IFDs) they are becoming common in aircraft used in primary flight training IFDs include: > primary flight display (PFD) > Multifunction display (MFD) - usually in map mode. shows desired track. generates all info from various internal databases

which is true regarding need to conduct gps pretakeoff procedures

its imiportant you utilize appropriate pretakeoff flow patterns, checklists, and user guides, and info in the poh and aircraft flight manual

Primary flight display's HSI

one of primary fxn of the primary flight display (PFD) is the HSI. HSI is capable of displaying GPS lateral-course-deviation info in a way that is similar to how a traditional HSI shows VOR course deviation difference bw a PFD generated HSI in GPS nav. and a traditional HSI. ON the PFD: > HSI indicates the lateral distance you are off course, not the number of degrees you are off course > HSI displays GPS nav in 3 different modes. the 3 differ in the scale they use to show lateral deviation. as you change GPS course info modes, the course deviation scale on the HSI changes. .When you use the HSI to determine how far off course you are, it is critical that you are aware of which particular GPS nav mode you are in.

Intercepting the active leg

optimum intercept angles are bw 30-45 degrees. why is steeper better? = shorter distance from departure airport. dont plan to intercept active leg at more than 45 degrees. most compass cards have 45 degree marks that will help you plan your intercept angle monitor the course deviation indicator (CDI) needle and map as you turn the aircraft on the active leg. lead the turn enough to roll out on the active leg in final stage monitor the HSI and map display. track angle error and zero cross track error when you complete the maneuver. when these 2 are voth zero, you're on the active leg difference bw your heading and track is your wind-correction angle. when track = desired track with 0 crosstrack error, you are on the right track.

how accurate is gps compared with traditional land based enroute nav systems

plus or minus 50 ft, which is better than traditional land-based enroute nav systems

GPS Routes

route- series of waypoints. fly route in order the waypoints are listed from top to bottom. GPS receiver can do many preflight route planning calculations using internal software and data from receiver databases. GPS course is often called a desired track, and the system calculates it from the lat and long coordinates of each waypoint in your route from one waypoint to the next. desired track is a number that represents the direction from one waypoint to the enxt in degrees clockwise from north. it is represented on the map by a line bw waypoints A computed desired track might differ from the same apparent course bw navigational aids on a published map. the computed desired track is almost always more accurate. when you navigate along your route, the desired track bw your previous waypoint and the waypoint you are navigating to is the active leg. all the guidance info your gps provides is based on the active leg.

GPS NOTAMS

sat in gps system are subject to failure and periodic maintenance, both of wchich lead to signal outages FAA issues fps notams to inform you of > known outages caused by sat failures > scheduled outages due to maintenance in online briefings, the NOTAM is contained in a special gps section of text. in verbal brefiings, the section is identified verbally ask for GPS NOTAMS if they are not included in your briefing. your receiver might not automatically indicate that the GPS signals have degraded or that they are not available

what is gps

satellie based radio positioning and nav system. it broadcasts signals that are used by GPS receivers to determine a precise, 3d position anywhere in the world. airborne gps receivers automatically select appropriate signals from the satellites in view to calculate your aircraft's 3d position. after the receiver computes the aircraft's position, it can calculate course, bearing, and distance to any latitude and long. coordinate on earth aviation GPS receivers contain database that store retrievable nav data, such as airport and navaid info and airway intersections

gps

satellite based. simple time, speed, and distance formula used.

what does it mean when cross-track error is decreasing?

the aircraft is converging on the active leg

what improvement do WAAS and LAAS provide GPS systems

they improve the integrity of GPS signals

how are you typically notified of gps satellite outages

through gps notams

Track angle error (TKE)

track is sometimes called track angle. TKE = difference bw the track value and desired track value. is expressed in degrees. Arrow beside the track angle error value indicates the direction (left or right) from the aircraft track to the desired track. if you begin to diverge from desired traack, track angle error indicates the number of degrees that your track differs from your desired track. if the aircraft cont in this direction, the cross track error will cont. to increase

Track, deisred track, and cross-track error

track is the direction in which the plane is currently moving over ground, regardless of heading. it isnt hte same as heading. it is result of heading and wind drift. System displays track as a vector on the MFD's moving map that shows where the plane will be at a specified time and as track direction in degrees clockwise from north. when track value is equal to the desired track value, you are either on the desired track or parallel to it. Cross-track error- distance measured in NM bw the aircraft and the desired traack. the cross-track error arrow in the data display indicates whether the desired track is to the left or right of the aircraft. when the aircraft is flying on the desired track, the desired track (DTK) and track (TRK) are equal and the cross-track error (XTK) equals zero NM.

orienting aircraft to the arrival airport

use the MFD map fxn to orient aircraft relative to the traffic pattern and use intended landing runway. map can assist by det the limits of the airspace restrictions around the airport

GPS is TO-TO navigation

vor is TO-FROM in contrast GPS- you are always flying TO a waypoint. NEver from a Waypoint. Uses waypoint sequencing rather than VOR TO-FROM nav. Allows u to fly from present position directly to waypoint. This is "direct to " navigation why need multiple waypoints if you can navigate to your destination directly? - perhaps you'd like to avoid specific airspace or terrain that is enroute to your destination. To circumnavigate areas in your direct path, you can follow waypoints positioned outside or a safe distance from those areas

VFR waypoints for GPS

waypoints are: > used in navigation to provide guidance so you can fly the aircraft to a specific point over the earth > predefined in may cases with a name and lat and long coordinate, but you can also create them > retrievable from a navigation database by a GPS receiver if they are predefined VFR waypoints in contrast are a special kind of waypoint used in GPS nav to supplement your ability to navigate during VFR ops. VFR waypoints are unique in several ways: > VFR waypoints are published on aeronautical charts > VFR waypoint identifies consist of 5 letters beginning with VP > VFR waypoints can be standalone, or they can be collocated with VFR checkpoints and VFR reporting points > they can be used to support the preferred flow of traffic in the vicinity of an airport. > ATC doesnt know VFR waypoints, unless these are collocated with a VFR checkpiont or VFR reporting point. In that case, atc knows the VFR checkpoint or reporting point name only. DO not use VFR waypoint names that are not collacted with a VFR reporting point when communicating with ATC

GPS flight plan function

when gps system is up and running, create a flight plan that matches intended route not same as FAA flight plan. you use waypoints for GPS flightplan. typical gps flight plan enables you to : 1. enter intended waypoints in order you wanna fly them 2. view flight info as its calculated and displayed by system for each leg of flight plan. cumulative info for the route is available during entire flight. 3. view database info according to specifics of your route 4. compare total distance of route with distance remaining: this info is cont. updated in real time gps flight plan function makes enroute nav easier and more accurate. enhances your S