IFR Written Notes - Part 4 - General

Weather Radar - yeah, doesn't seem important, but got to know about it for the exam
Heavy Turbulance and Hail - hooks and fingers
Attenuation
- happens when there are rain showers between aircraft and thundershowers
- happens when there is ice or heavy rain near radome
Reflection greatest in Wet snow
Reflection least in Dry snow
Gain - adjusts radar sensitivity
Tilt - adjusts pitch of antenna

ADF Errors
- Accuracy: 10 degree enroute, 5 degree approach
- Station Overlap
- Electrical storms
- Night effect (greatest 1/2 hr just after sunset, and 1/2 hr before sunrise)
- Quadrantal errors - radiowaves deflect when they strike aircraft
- Mountain error
- Electrical storms

UHF Equipment
- Glidescope
- DME
- TACAN

VOR Errors
- Accuracy: 3 degrees
- Check: VOT/Comparing two VOR: no more than 4 degree deflection; enroute: 6 degrees
- there is protection when following glidescope between 6-9 degrees and within 4 NM

DME
- Accuracy 3% or +/- 0.5 NM
- When checking at station: 0.5 NM
Distance = Sqrt ( Slant Range NM^2 - Altitude NM^2)
(altitude = FT / 6075)

ILS
- Beam width 1.4 degrees
- Above horizontal 3 degrees
- 4x sensitive, 2.5 degree deflection is full (0.5 degrees each dot)

Airspeed Errors
Pitot Block
- Climb Over-read
- Descent Underread

Static Block
- Climb Under-read
- Descent Overread
The question in the exam was what happens when pitot tube is blocked and when a/c is straight and level, and power is increased

RMI
- Tail points to from radial of VOR
- Head points to ADF "Track to Station"

HSI
- didn't answer the question in the exam - had to do with what you set it to to intercept

STAR - Standard Terminal Arrival Route
- *Open Star - Terminates at Downwind Terminal Waypoint (DTW)
- Closed Star - Terminates at Final Approach Course Fix (FACF)

*When approach clearance is given 3 miles or more, Open Star becomes closed star (i.e. intercept FACF)

ADF Intercept - Pay attention to
- INBOUND OR OUTBOUND track to intercept
- Relative Bearing
First draw position of the plane, the heading and the ADF
- figure out if you are left or right of the ADF
- if you are left of the ADF track, intercept bearing + intercept angle
|
|
|
x |

- if you are right of the ADF track, intercept bearing - intercept angle
|
|
|
| x
- you know that you have intercepted when you are at the calculated Relative Bearing to Station
Magnetic Heading + Relative Bearing = Magnetic Bearing to Station

Wake Separation
3 min. if intersection departure
2 min. if threshold departure

If Radar departure < style="font-weight: bold;">GPS
- 6 planes
- 4 satelites in each plane
- 24 satelites, 2x daily orbit at 10,900 NM above
- 4 satelites to caculate position and velocity
- RAIM requires tha tthere are at least 6 satelites in view
- Limitations
- interferance
- signal masking in steep mountains
- if shut down by the US
- database needs to be updated 28 to 56 days notice

Alternate Minimums
GNSS approach at altitude only when
a. served by traditional approach aid there
b. RAIM or WAAS there
c. LNAV approach there
d. available at planned ETA
e. GPS tested periodically and at least once mid point to destination
f. If GNSS at alternate, it should not be used by destination
g. Only LNAV minimums should be used (no lateral/vertical - LNAV/VNAV or LPV)

Request NOTAM file KNMH to check +/- 60 min. before ETA
OK when one satellite is out
if 2 or more satellites are out, need to see if approach level RAIM is available (with RAIM prediction software) - unchecking the out satellites

WAAS
- ensure WAAS NOTAM not failed
- ensure wide spread WAAS outages
- check aerodrome NOTAM for LNAV

GNSS/GPS Approaches
GPS Overlay
- GPS equipment used to fly an approach based on traditional aids
- Eg. ILS or NDB Rwy 13 (GNSS)
- need GPS avionics to be certified
- need ground level equipment to work
- RAIM prediction should work
- Need to request "Request GPS Overlay Runway XX"
- ATIS will ask which aid
- Can buy pass procedure turn and turn directly to FAF
- Can even not monitor NAVAID - unless required by AFM
- Can even fly when Navaid is termporaily out of service - unless required by AFM

Standalone approach
- GPS is the exclusive approach aid
- Use Prefix RNAV
- Minima
- *Localizer Precision w/ Vertical Guidance
- *LNAV / VNAV (vertical/lateral navigation)
- LNAV - lateral navigation only - non precision

* Not considered to meet precision approach requirements (approach with vertical guidance)
* APV landing

Pilot generated way point not okay for appraoch (enroute is okay)

RAIM
- should be checked +/- minutes ETA
- Before GNSS Takeoff
- Before GNSS approach
- if not available, advise intentions (delay or fly another or fly alternate)

Take off minima
a. At or above
b. If not above or fluctuating, or below min. t/o visibility, or not reported - ground vis
c. visibilty observed by PIC

Missed Approach Point - Non Precision
Decision Height - Precision

VFR
Manufold Pressure
Oil temp
Oil pressure
Fuel indicator
Altimeter
Compass
Time piece
Air speed indicator
Radios

DD II DD
NN NN II

IFR - day
+ Attitute
+ V/S Indicator
+ 50% fuses (yes, even in day!)
- Pitot heat
- Temperature (outside)
- Power failure warning
- Alternate source of static power
- Pitot/Static checked within 24 months
- Electrical energy