Advanced Flight Operations II

Slides:



Advertisements
Similar presentations
MINIMUM NAVIGATION PERFORMANCE SPECIFICATION AIRSPACE (MNPS)
Advertisements

Supercharging Chapter 8.
Air Traffic Management
Instrument Approach Charts
FP-2 T-44 Ops Limits Overview System Limitations Propeller Limitations Starting Limitations Engine Limitations Airspeed Limitations Miscellaneous Limitations.
Flight Instrument Systems
O/Cdt. Darcel “I picked the wrong day to stop teaching Air Law”
Instrument Ground Training Module 4 & 5
Protection Values for VOR-Defined ATS Routes
Wings of Freedom TWO – WAY RADIO FAILURE. Wings of Freedom REFERENCES FAR Flight Information Handbook, Section A AIM, Section Individual.
Air Law 1.05 Airspace References: FTGU pages TC AIM.
Instrument Rating Groundschool
Normal and Emergency Communication Procedures
AIR TRAFFIC ROUTES.
AIR SPACE Airspace and Airports.
Chapter 5:intrument flight rules
READ GLEIM CHAPTER 5 ( ) 17 QUESTIONS
1 World Dispatch Summit Toronto, Canada May 2002 ETOPS Presentation Ralph Webster Transport CanadaTransports Canada Safety & SecuritySécurité et sûreté.
Lecture 3: Air Traffic Control Tower
RECITE A PRAYER…(15 SECONDS). ATM TOPIC 1. INTRODUCTION TO AIR TRAFFIC MANAGEMENT,TYPE OF CONTROL AREAS & FLIGHT PLAN 2. AERODROME CONTROL 3. AREA CONTROL.
IFR Lost Communications I Can’t Hear You Procedures.
AVAT11001: Course Outline 1.Aircraft and Terminology 2.Radio Communications 3.Structure, Propulsion, Fuel Systems 4.Electrical, Hydraulic Systems and Instruments.
LECTURE 4: ICAO CHART requirements
Air Traffic Management Chapter 5 – Flight Plan By Captain Ab Manan Mansor.
Advanced ATC Techniques Procedural Separation
Review Chapter 4-8. Departure and Arrival Charts DPs, STARs and visual approaches are routinely assigned by ATC DPs and STARs are issued to simplify clearance.
The Private Pilot.
Performance Charts.
Arrival Charts and Procedures
REGULATIONS FOR ARMY AIRCRAFT CW2 ROBERT GOEBEL. Administrative Please turn off all: –Cell phones –Beepers –Palm Pilots –Gameboys –Stereos –Watch alarms.
Presented to: By: Date: Federal Aviation Administration Rotorcraft VFR Part 91 Operations Pilot Certification & Operating Rules Aircraft Electronics Association.
Non-radar Separation Longitudinal Vertical Lateral.
1 International Flight Operations Efficiency Enhancements: Oceanic Navigation and the North Atlantic Track System (NATS) Presented by Frank Ketcham.
Universal Flight Plan Translator. The purpose of this presentation is to look at each section of a Universal International Flight Plan and provide you.
Vertical, lateral separations based on time / distance
FAA NAVAID Rationalization / Resiliency Overview
Ground School 3.06 Weight & Balance.
Holding Procedures.
AIR TRAFFIC ONTROL.
Допълнение 7 на PANS-ATM (ICAO Doc 4444)
U.S. AIRSPACE.
Assignment of Cruising Levels
NOTAMs.
AIRCRAFT MASS (WEIGHT) & PERFORMANCE
VARIOUS KINDS OF SEPARATION
Basic Principle An altimeter measures air pressure, decreasing with increasing altitude ( barometric formula), and from the surrounding's pressure calculated.
OPERATIONS ON PARALLEL OR NEAR-PARALLEL RUNWAYS
Continuous Climb Operations (CCO) Saulo Da Silva
1.05 Airspace References: FTGU pages TC AIM
FP-2 T-44 Ops Limits 5/6/15.
LANDING PERFORMANCE The performance data for takeoff and landing an aircraft can be obtained from the aircraft's flight manual or pilot's operating handbook.
SEPARATION Module 1, Topic 1.
1.06 ATC, Flight Planning, and Rules of the Air
Mission Aircrew Course High Altitude and Terrain Considerations
UNIT -4 AERODROME DATA.
Oceanic and International Operations
Continuous Climb Operations (CCO) Saulo Da Silva
Front Range Helicopters
ENGINE PERFORMANCE The performance data for takeoff and landing an aircraft can be obtained from the aircraft's flight manual or pilot's operating handbook.
NBAA Single Pilot Working Group
ENGINE-OUT PROCEDURES
NBAA Single Pilot Working Group
Weight and Balance Private Pilot Ground School
Advanced Air Law Continued…
Advanced Flight Operations
Turbine Engines & Oxygen Systems
REDUCED VERTICAL SEPARATION MINIMA (RVSM)
NİŞANTAŞI ÜNİVERSİTESİ
ATC Clearances Chapter 3 Section C.
Presentation transcript:

Advanced Flight Operations II AVIA 222 Advanced Flight Operations II

Radar Services RADAR = Radio Direction and Ranging Ref: AIM COM 3.14 Primary Surveillance Radar (PSR) Uses radio signals to measure range and azimuth to a/c or weather and terrain etc. Secondary Surveillance Radar (SSR) Uses transponder signals to positively identify targets, information transfer (mode C or S), longer range but no weather/terrain information. Precision Approach Radar Short range, highly accurate radar (mostly military, some larger civilian airports) Ref: AIM COM 3.14

The RDP system can be interfaced with any primary and secondary radars using a dedicated radar interface board to adapt the incoming radar data formats to a common internal protocol.

Radar Con’t. ATC uses radar to increase airspace utilization by reducing the separation intervals between aircraft. In addition radar services provide traffic information, navigation assistance, weather, aircraft data etc. Radar Vectoring can allow lower sector altitudes as ATC provides minimum terrain clearance, as well as more direct operations i.e.. Vectoring to a glideslope instead of following a published arc.

IFR Separation At or below FL290, Above FL290, 1000’ of vertical separation is provided to IFR a/c Above FL290, 2000’ of vertical separation is provided Flight levels will not be approved if current altimeter settings could conflict a/c below FL180

IFR Lateral Separation ATC provides airspace protection based on the approved track, holding procedure, and approach procedure taking into account the accuracy of the navigational equipment being used. When off airways and beyond navigational signal coverage areas, 45nm on either side of the intended track is protected. Ref. AIM RAC 6.4

Wake Turbulence Separation Wake turbulence is most commonly encountered during take off or landing phases behind heavy aircraft. Wake turbulence can also be encountered at any phase of flight when closely behind and below heavy aircraft, such as in the circuit at a busy airport, or during circling procedures.

A/C classification for wake turbulence is based on MCTOW: Group 1 (heavy), a/c certified for take off at or above 300,000 lbs. Group 2 (medium), a/c between 12,500 and 300,000 Group 3 (light), a/c under 12,500lbs.

Heavy behind a Heavy = 4 miles Medium behind a Heavy = 5 miles WT Separation, Radar Departures and Vectoring behind with less than 1000’ vertical separation Heavy behind a Heavy = 4 miles Medium behind a Heavy = 5 miles Light behind a Heavy = 6 miles Light behind a Medium = 4 miles

Non-Radar Departures ATC will apply a TWO minute hold for any aircraft following a Heavy take off if using the same runway departure point, or if within 2,500’ of a parallel runway ATC will apply a THREE minute hold behind a heavy if departure is from a mid point of the runway, or a longer take off roll can be expected.

Life Rafts are required by… Single engine a/c operating further than 100nm, or 30 min at cruise, from a suitable safe landing area. Multi engine a/c operation further than 200nm, or 60 minutes, from a suitable safe landing area.

CMNPS Canadian Minimum Navigation Performance Specifications (Airspace): CMNPS is a specified portion of Canadian Domestic Airspace in the Artic and Northern Control Area between FL330-410 Certification depends on navigational performance and crew training that enables the a/c to Deviate less than 6.3nm off the assigned track Tolerances of less than 1 hour off track by more than 30 nm every 2000 flight hours Tolerances of less than 1 hour off track by more than 50-70 nm every 8000 flight hours The CMNPS transition area allows non certified a/c to mix with certified a/c from FL280-FL330 (see handout).

CMNPS Canadian Minimum Navigation Performance Specifications Airspace CMNPS is a specified portion of Canadian Domestic Airspace between FL330-410 Most of CMNPS is within the Arctic Control Area (ACA) and the Northern Control Area (NCA), with a small portion in the Southern Control Area (SCA)

CMNPS Cont’d CMNPS allows ATC to provide reduced separation for RNAV flights RNAV (Area Navigation) is navigation along any path (off airways), direct to the destination, using radio navigation aids or self contained (internal) navigation systems. Navaids include: VOR/DME, Loran-c, Omega, Omega/VLF Internal (self contained) navigation systems (INS) use accelerometers, gyros (electronic, laser type) and computers to maintain a position fix with no external inputs.

Requirements for CMNPS Certification depends on navigational performance and crew training that enables the a/c to Deviate less than 6.3nm off the assigned track Tolerances of less than 1 hour off track by more than 30 nm every 2000 flight hours Tolerances of less than 1 hour off track by more than 50-70 nm every 8000 flight hours

Transition Airspace The CMNPS transition area allows non certified a/c to mix with certified a/c from FL280-FL330 (see handout). A/c that are not CMNPS certified are restricted to below FL330 (unless the uncertified a/c has authorized ATC clearance as a result of no impedance of certified a/c). A/c that are certified can transition through this airspace enroute to CMNPS airspace above FL330.

Aircraft Requirements The minimum navigation equipment required for certifications is: For transitioning between continents through CDA: Two long range nav systems (Omega/VLF, INS, GNSS), or one long range with multiple sensors and one short range (ADF, VOR/DME) Within North America: If within radio reception range of navaids, one long and one short range system If on Airways, on company approved (AOC) air routes: Dual short range systems

Flight Planning When filing IFR flight plans, the suffix “Y” indicates that the a/c is CMNPS approved. The suffix “X” indicates NAT (?) MNPS approved, and is accepted by Canadian ATC as international certification.

GET LOST! As part of the CMNPS crew training…flight crews must verify their position by instrument cross checks after entering CMNPS airspace. Any discrepancies must be reported to ATC ASAP! Remember Flightcrafts oops while ferrying a refitted a/c to New Zealand?

CMNPS Communications Because of the range, radio communications on VHF or HF may not possible during some routes…radio communication must be re-established as soon as within the range of the nearest transmitting facility (200nm).

RNPC Required Navigation Performance Capability RNPC certification is required for both the aircraft and crew to fly RNAV within CDA in RNPC designated airspace.

A/C Certification The a/c must be certified and verified by the registering state that it can determine its position within +/- 4nm. One area long range, and one short range set of navigational instruments is required. Aircraft with CMNPS certification are deemed to have met the RNPC requirements.

Position Reporting For aircraft that are certified RNAV, when ATC requests a DME position report, the distance reported shall be based on the RNAV instruments, not the VOR/DME (unless specifically requested).

S e p a r a t i o n For both CMNPS and RNPC airspace…any navigation or communication failure should be reported ASAP because the area operates under reduced separation minima from ATC.

Three Types of Jet Engines

Turbo-jet This is the most basic of jet engines. It is still used on many aircraft, such as the older Boeing 737-200 series…the really loud ones!

Turbo-Fan This is an evolution of the turbojet engine in which the core jet engine is surrounded by a large fan that accelerates air around the outside. The outer fan produces a substantial amount of thrust as well as greatly reducing exhaust noise…B737-700 series, or the Airbus 319 are our Kelowna examples. This is a cutaway of a GE90.

Turbo Prop This is a jet turbine system that instead of using the exhaust air flow as thrust, a propeller is turned via the drive shaft and transmission, or by a viscous coupling. Free turbine: the power turbine, which turns the propeller, is mechanically free from the compressor turbine. This model shows a fixed shaft turbine which has a shaft/gearbox system that does not have a viscous coupling.

Turbine Engine Lingo Axial Flow Compressor – most common type of engine design. Compressor stages can be added without increasing diameter of the engine. Older jets used a centrifugal type. Compression Pressure Ratio (CPR) – the ratio between compressor discharge pressure and engine inlet pressure.

Centrifugal Compressor The vanes at the far right are staged behind the axial flow compressor section. Advantage: Centrifugal sections create pressure much quicker (at lower rpm than axial flow).

Interstage Turbine Temperature (ITT) – An engine monitoring gauge that measures the exhaust turbine temperatures. This is the hottest part of the engine and requires close monitoring to keep within AFM operation range limits. Temperature and Pressure – High air temperature and low pressure (high altitudes) reduce air density and thus reduce the performance of turbine engines. Humidity and Moisture – Humidity and moisture (rain etc) have no measurable effect on the power production of a turbine. Beta Range – The propeller position where the pitch and fuel flow are both controlled by the power lever for the purpose of taxing or reverse. Low pitch stops prevent operation of Beta range during cruise

Rate of Climb Pressurization rate required is dependent on the rate of climb of the aircraft. If an a/c climbs very quickly, the pressure supply system must be able to pressurize the cabin at a specific rate. This is calculated to stay within the comfort zone of 18 mbar per minute.

Calculation!!! To determine the cabin rate of climb required you need to know: Destination altitude minus start altitude Planed Cruise flight level subtract airport elevation Expected Rate of Climb Feet per minute Desired Cabin altitude Cabin pressure altitude to be maintained

Example: Airport elevation: 2000 feet Planned Cruise: FL330 Rate of Climb: 1500’/min. Desired Cabin Pressure: 8000’ 31,000’ = 20.66 minutes to altitude. 1500’/min 6000’ (cabin pressure change) = 290’ feet per min. change 20.66min.

Cold Temperatures The speed of sound at sea level on a standard atmosphere day (+15C) is 660kts. S @ -40C = 594 kts S @ -60C = 575 kts

The speed of sound for any temperature can be calculated with the following formula: S = 39 X Temp K S = speed of sound in kts K = temp in Kelvin (C + 273) Example: What is the speed of sound when the outside air temperature is 32 C? S = 39 X 305 S = 39 X 17.46 S = 681 kts.

Note: Most flight computers will also calculate for speed of sound by turning the Mach index to the outside temperature in the TAS window. The speed of sound for that temperature is read on the outer scale opposite the 10.

Mach # The mach number is the ratio of TAS to the speed of sound at that temperature. Review…TAS is Calibrated Airspeed corrected for Altitude and Temperature CAS is corrected for instrument and position error, but at cruise speed and higher altitudes is basically the same as IAS Mach # = TAS S

MAC Mean Aerodynamic Chord: the average width of the wing from the Leading Edge to the Training Edge LEMAC represents 0% of the MAC TEMAC represents 100% of the MAC

MAC

Weight and Balance For larger aircraft with many varieties of different loading configurations the weight and balance is considerably more complex than what we do with our training aircraft. C of G can be expressed as inches aft of the reference datum, or as a % of the MAC. C of G limits would be something such as between 12% and 47% of the MAC.

To determine % MAC from C of G ARM: % MAC = ARM” – LEMAC” X 100 MAC”

Aircraft Weights Empty Operating Weight (EOW): basic aircraft weight with unusable fluids Basic Operation Weight (BOW): The EOW plus crew and their baggage, oil, fluids, equipment. Zero Fuel Weight (ZFW): BOW plus PAYLOAD (passengers, baggage, cargo) Landing Gross Weight (LGW): ZFW plus reserve and alternate fuel. Take Off Gross Weight (TOGW): ZFW plus enroute fuel. Gross Weight for Taxi (GWFT): TOGW plus run-up and taxi fuel.

(zero fuel weight less the basic empty weight) Payload Payload = ZFW – BOW (zero fuel weight less the basic empty weight) The payload is what the carrier gets paid for…passengers, baggage or cargo.

Payload Example Determine payload where: EOW + Crew = BOW (6,600lbs) total fuel = 2,000 lbs, crew and baggage = 600 lbs, ZFW = 10,000lbs EOW = 6,000lbs EOW + Crew = BOW (6,600lbs) ZFW – 6,600lbs = 3,400lbs.

REPOSITIONING OF THE C of G To shift weight from one location to another to get within the C of G limits use this formula: wt = d WT D wt is the weight to be moved in lbs WT is the gross weight of the a/c in lbs d is the distance the C of G moves in inches D is the distance the item moves in inches

Moving the C of G Example: An aircraft has a gross weight of 15,000 lbs with a CG 2” aft of the max. aft limit allowed. What is the minimum amount of weight that can be moved from its current location of 320” to the fwd compartment at 170” ? wt = 2 (distance the CG has to move) 15,00 150 (station 320 – station 170) Answer: 200lbs is the minimum amount that must be moved fwd to the front compartment to get into limits.

IATRA TOPICS The following point form slides are topics that do appear in the course outline but are areas that are specified on the Transport Canada Aircraft Type Rating Study and Reference Guide….which if you have not reviewed I would highly recommend that you spend some time looking over the topics and the CARS references provided.

Canadian Runway Friction Index The CRFI is the Canadian method of determining the equivalent braking available in conditions other than dry bare runways. The CRFI is broadcast in the form of a notam or as part of a ATIS broadcast. Friction reading from 0.1 to 1.0 represent minimum to maximum braking for the surface condition. Water over 3mm, or ice can increase braking distances from 75% to 100% and would be rated very low (0.2 – 0.4) The CRFI can be represented in a performance graph for braking or crosswinds.

Hydroplaning Dynamic hydroplaning: is due to standing water Viscous Hydroplaning: occurs on a smooth surface with a thin layer of water (most common on the rubber streaked surface at the touchdown zone). Reverted Rubber Hydroplaning: is after a long skid when the hot tire boils the water on the runway surface under the tire and the steam prevents tire contact.

Hydroplaning Non-rotating tire: Rotating tire: Hydroplaning speed = 7.7 x √PSI Rotating tire: Hydroplaning speed = 9 x √PSI

Critical Point (CP) The CP is the point along the planned track from which it will take the same amount of time to continue to the destination as it will to return to the starting point. The CP is calculated to provide a pilot with quick decision if a power loss or system failure occurs.