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
|
[b] Determine that the waypoints are generally logical in location, in the correct order, and that their orientation to each other is as found on the procedure chart, both laterally and vertically. NOTE. There is no specific requirement to check each waypoint latitude and longitude, type of waypoint and/or altitude constraint, only the general relationship of waypoints in the procedure, or the logic of an individual waypoint’s location. [c] If the cursory check of procedure logic or individual waypoint location, specified in [b] above, indicates a potential error, do not use the retrieved procedure or waypoint until a verification of latitude and longitude, waypoint type, and altitude constraints indicate full conformity with the published data. g. GPS Approach Procedures As the production of stand.alone GPS approaches has progressed, many of the original overlay approaches have been replaced with stand.alone procedures specifically designed for use by GPS systems. The title of the remaining GPS overlay procedures has been revised on the approach chart to “or GPS” (e.g., VOR or GPS RWY 24). Therefore, all the approaches that can be used by GPS now contain “GPS” in the title (e.g., “VOR or GPS RWY 24,” “GPS RWY 24,” or “RNAV (GPS) RWY 24”). During these GPS approaches, underlying ground. based NAVAIDs are not required to be operational and associated aircraft avionics need not be installed, operational, turned on or monitored (monitoring of the underlying approach is suggested when equip-ment is available and functional). Existing overlay approaches may be requested using the GPS title, such as “GPS RWY 24” for the VOR or GPS RWY 24. NOTE. Any required alternate airport must have an approved instrument approach procedure other than GPS that is anticipated to be operational and available at the estimated time of arrival, and which the aircraft is equipped to fly. h. GPS NOTAMs/Aeronautical Information 1.GPS satellite outages are issued as GPS NOTAMs both domestically and internationally. However, the effect of an outage on the intended operation cannot be determined unless the pilot has a RAIM availability prediction program which allows excluding a satellite which is predicted to be out of service based on the NOTAM information. 2.The term UNRELIABLE is used in conjunc-tion with GPS NOTAMs. The term UNRELIABLE is an advisory to pilots indicating the expected level of service may not be available. GPS operation may be NOTAMed UNRELIABLE due to testing or anomalies. Air Traffic Control will advise pilots requesting a GPS or RNAV (GPS) approach of GPS UNRELIABLE for: (a)NOTAMs not contained in the ATIS broadcast. (b)Pilot reports of GPS anomalies received within the preceding 15 minutes. 3. Civilian pilots may obtain GPS RAIM availability information for nonprecision approach procedures by specifically requesting GPS 1.1.32 Navigation Aids aeronautical information from an Automated Flight Service Station during preflight briefings. GPS RAIM aeronautical information can be obtained for a period of 3 hours (ETA hour and 1 hour before to 1 hour after the ETA hour) or a 24 hour time frame at a particular airport. FAA briefers will provide RAIM information for a period of 1 hour before to 1 hour after the ETA, unless a specific time frame is requested by the pilot. If flying a published GPS departure, a RAIM prediction should also be requested for the departure airport. 4.The military provides airfield specific GPS RAIM NOTAMs for nonprecision approach proce-dures at military airfields. The RAIM outages are issued as M.series NOTAMs and may be obtained for up to 24 hours from the time of request. 5.Receiver manufacturers and/or database suppliers may supply “NOTAM” type information concerning database errors. Pilots should check these sources, when available, to ensure that they have the most current information concerning their electronic database. i. Receiver Autonomous Integrity Monitoring (RAIM)1. RAIM outages may occur due to an insufficient number of satellites or due to unsuitable satellite geometry which causes the error in the position solution to become too large. Loss of satellite reception and RAIM warnings may occur due to aircraft dynamics (changes in pitch or bank angle). Antenna location on the aircraft, satellite position relative to the horizon, and aircraft attitude may affect reception of one or more satellites. Since the relative positions of the satellites are constantly changing, prior experience with the airport does not guarantee reception at all times, and RAIM availability should always be checked. 2.If RAIM is not available, another type of navigation and approach system must be used, another destination selected, or the trip delayed until RAIM is predicted to be available on arrival. On longer flights, pilots should consider rechecking the RAIM prediction for the destination during the flight. This may provide early indications that an unscheduled satellite outage has occurred since takeoff. 3.If a RAIM failure/status annunciation occurs prior to the final approach waypoint AIM (FAWP), the approach should not be completed since GPS may no longer provide the required accuracy. The receiver performs a RAIM prediction by 2 NM prior to the FAWP to ensure that RAIM is available at the FAWP as a condition for entering the approach mode. The pilot should ensure that the receiver has sequenced from “Armed” to “Approach” prior to the FAWP (normally occurs 2 NM prior). Failure to sequence may be an indication of the detection of a satellite anomaly, failure to arm the receiver (if required), or other problems which preclude completing the approach. 4.If the receiver does not sequence into the approach mode or a RAIM failure/status annunci-ation occurs prior to the FAWP, the pilot should not descend to Minimum Descent Altitude (MDA), but should proceed to the missed approach way-point (MAWP) via the FAWP, perform a missed approach, and contact ATC as soon as practical. Refer to the receiver operating manual for specific indications and instructions associated with loss of RAIM prior to the FAF. |
