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Question 229-1 : A student pilot wants to practise an rnp apch to lpv minima. in the planning phase, the pilot finds out he/she needs a fas data block fas db. what is the fas data block used for it is used to ? [ Certification weather ]
Describe the final approach path, both laterally and vertically.
Rnp apch lpv minima requires a fas data block. this is a standard data format that describes the final approach path and allows continuous computation of both lateral and vertical position along the final approach down to approximately 200 ft height above the threshold...fas = final approach segment.
Question 229-2 : Your aircraft is approved for rnp apch lnav. therefore, it will automatically also be approved for rnp2 operations as they require a lower level of accuracy to rnp apch lnav. is this statement correct ?
No, as the aircraft may fail to meet all the functional requirements for rnp2. a separate approval for rnp 2 is necessary.
Refer to figure..in cases where navigation accuracy is used as part of the designation of a navigation specification, it should be noted that navigation accuracy is only one of the many performance requirements included in a navigation specification.because specific performance requirements are defined for each navigation specification, an aircraft approved for a rnp specification is not automatically approved for all rnav specifications. similarly, an aircraft approved for an rnp or rnav specification having stringent accuracy requirements e.g. rnp 0.3 specification is not automatically approved for a navigation specification having a less stringent accuracy requirement e.g. rnp 4.it may seem logical, for example, that an aircraft approved for basic rnp 1 be automatically approved for rnp 4 however, this is not the case. aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification having a less stringent accuracy requirement.source performance based navigation pbn manual.
Question 229-3 : For pbn operations, what is true regarding fly by turns and fly over turns ?
The fly by turn can be used in rnp flight tracks but fly over turns are excluded.
This question should be appealed...we are pretty certain that both fly by and fly over waypoints are compatible with both rnav and rnp flight tracks and that should be the correct answer...however, the examiner seems to think differently...we would appreciate any feedback you have.fly by turns are a key characteristic of an rnav flight path...the rnav system uses information on aircraft speed, bank angle, wind, and track angle change, to calculate a flight path turn that smoothly transitions from one path segment to the next...however, because the parameters affecting the turn radius can vary from one plane to another, as well as due to changing conditions in speed and wind, the turn initiation point and turn area can vary.fly over turn is not generally compatible with rnp flight tracks and will only be used when there is no requirement for repeatable paths or for the mapt.further information can be found in icao doc 9613.icao annex 6.chapter 1...definitions.navigation specification a set of aircraft and flight crew requirements needed to support performance based navigation operations within a defined airspace...there are two kinds of navigation specifications required navigation performance rnp specification...a navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix rnp, e.g...rnp 4, rnp apch.area navigation rnav specification...a navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix rnav, e.g...rnav 5, rnav 1.note 1.— the performance based navigation pbn manual doc 9613 , volume ii, contains detailed guidance on navigation specifications.
Question 229-4 : Your aircraft is approved to conduct rnp app. can you fly rnp 2 ?
No, because your aircraft may not have the requeriments for rnp 2.
A critical component of rnp is the ability of the aircraft navigation system to monitor its achieved navigation performance, and to identify for the pilot whether the operational requirement is, or is not, being met during an operation...the rnp capability of an aircraft will vary depending upon the aircraft equipment and the navigation infrastructure...for example, an aircraft may be eligible for rnp 1, but may not be capable of rnp 1 operations due to limited navaid coverage or avionics failure...navspecs should be considered different from one another, not better or worse based on the described lateral navigation accuracy...it is this concept that requires each navspec eligibility to be listed separately in the avionics documents or afm...for example, rnp 1 is different from rnav 1, and an rnp 1 eligibility does not mean automatic rnp 2 or rnav 1 eligibility...as a safeguard, the faa requires that aircraft navigation databases hold only those procedures that the aircraft maintains eligibility for...if you look for a specific instrument procedure in your aircraft's navigation database and cannot find it, it's likely that procedure contains pbn elements your aircraft is ineligible for or cannot compute and fly.
Question 229-5 : What pbn will be used for north atlantic high level operations nat hla ?
Rnav10/rnp 10, rnp4 only.
Refer to figure.. learning objective 062.07.02.03.03 state that rnav 10 and rnp 4 are used in the oceanic/remote phase of flight.the pbn manual of the international civil aviation organization icao doc 9613 defines seven navigation specifications within the rnp family rnp4, rnp2, rnp1, advanced rnp, rnp apch, rnp ar apch, and rnp 0.3. additionally, there is a list of four rnav specifications known as the rnav set, which are now considered outdated. these specifications include rnav 10 rnp 10 , rnav 5, rnav 2, and rnav 1. the specific airspace applications for each specification are provided in the accompanying annex.for the north atlantic high level airspace nat hla , which is primarily oceanic, the required specifications are rnav/rnp 10 and rnp 4.rnav 10 and rnp 10 refer to the same specification. although some countries have used rnp 10 as the designation, the correct name to use is rnav 10 because it lacks on board performance monitoring and alerting. however, changing the name alone is considered unnecessary, so icao accepts the designation rnp 10 as well.
Question 229-6 : An aircraft not equipped with temperature compensating system is executing an rnp apch to a baro vnav minimum. the minimum temperature to execute the procedure tmin is 8°c. the temperature at the airport is +10°c. the pilots have set the appropriate fms settings based on the charts of the approach ?
Incorrect altimeter setting leading to the aircraft being lower than indicated.
Learning objective 062.07.05.05.05 explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated....lnav/vnav minima based on baro vnav – the approach horizontal guidance is managed based on gnss and the vertical profile is guided by barometric altimeter, as opposed to using gps sbas altitude...for aircraft using baro vnav without temperature compensation to conduct the approach, low temperature limits are reflected in the procedure design and identified along with any high temperature limits on the charted procedure...baro vnav approaches require certification of altimeters with adequate accuracy to enable completion of the approach. while executing this type of approaches, we should take the following into account... it is crucial to set the correct qnh on the altimeter, to avoid offset altitudes during final approach. qnh is given by atc, and updates are also given if it changes.. temperature values affect terrain clearance on final approach segment. altimeters are calibrated in accordance with the international standard atmosphere isa. in case of low temperature, the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated. consequently, obstacle clearance minima may be jeopardised if temperatures are below a certain limit. in this case, that limit is 8°c, and it is unlikely that this is what caused atc to call for a go around, as the oat was 10°c....since temperature was not the cause of a low approach it was higher than the minimum required , the pilot may have entered a wrong altimeter setting which led the aircraft being lower than indicated.
Question 229-7 : According to icao doc 9613, rnav 5 is a navigation specification that only applies to... ?
En route continental navigation and arrival outside 30 nm and above msa.
Refer to figure...icao doc 9613..performance based navigation pbn manual..table ii a 1 1. application of navigation specification by flight phase2. rnav 5 is an en route navigation specification which may be used for the initial part of the star outside 30 nm and above msa.
Question 229-8 : What is the correct technique to choose a route for rnav sid/star ?
Enter the name of the route.
Refer to figure..learning objective 062.07.05.03.01 state that pilots must not fly an rnav 1, rnav 2, rnp 1 or rnp 2 standard instrument departure sid or standard instrument arrival star unless it is retrievable by route name from the on board navigation database and conforms to the charted route.rnav/rnp sids and stars, as depicted in the annex provided, have similar names to concentional procedures and are identified by their respective names. to ensure consistency, the charted routes of these procedures can be cross referenced with the aircraft's navigation database, confirming their alignment before they are executed. in other words, the pilot will choose the rnav sid/star name from the navigation database, and then will cross check that the route provided by the database is the same as the route on the chart. specifically, the rnav 1 sid referred to as mogti 3r can be located within the database using the code mogt3r.
Question 229-9 : According to icao doc 9613, a specific form of fixed radius path frp is designed for utilization in en route procedures. this particular frp relies on the rnp system to establish the fixed radius turn between two route segments. in icao terminology, this form of frp is referred to as... ?
Fix radius transition frt.
Refer to figure..icao doc 9613.5. specific rnav and rnp system functions5.1 fixed radius paths5.1.1 the fixed radius paths take two forms one is the rf leg type see figure i att a 4. the rf leg is one of the leg types described that should be used when there is a requirement for a specific curved path radius in a terminal or approach procedure. the rf leg is defined by radius, arc length, and fix. rnp systems supporting this leg type provide the same ability to conform to the track keeping accuracy during the turn as in the straight line segments.note.— bank angle limits for different aircraft types and winds aloft are taken into account in procedure design.5.1.2 the other form of the fixed radius path is intended to be used with en route procedures. due to the technicalities of how the procedure data are defined, it falls upon the rnp system to create the fixed radius turn also called a fixed radius transition or frt between two route segments see figure i att a 5.5.1.3 these turns have two possible radii, 22.5 nm for high altitude routes above fl 195 and 15 nm for low altitude routes. using such path elements in an rnav ats route enables improvement in airspace usage through closely spaced parallel routes.summary.two types of fixed radius paths radius to fix legs rf used in terminal or approach procedures defined by radius, arc length and fix fixed radius transition frt used with en route procedures.
Question 229-10 : For terminal & en route phases of flight, pbn is limited to ?
Lateral navigation.
062.07.01.03.01 state that in oceanic/remote, en route and terminal phases of flight, pbn is limited to operations with linear lateral performance requirements and time constraints..062.07.01.03.02 state that in the approach phases of flight, pbn accommodates both linear and angular laterally guided operations, and explain the difference between the two....please take note that the term 'terminal' does not encompass the approach phase...regarding lateral and angular performances, the limitations of performance based navigation pbn are as follows..for oceanic/remote, en route, and terminal operations, pbn is restricted to operations with linear lateral performance requirements and time constraints. this includes situations such as estimated time overhead eto...due to historical reasons tied to the previous required navigation performance rnp concept, pbn is presently constrained to operations with linear lateral performance requirements and time constraints. as a result, operations with angular lateral performance requirements, specifically approach and landing operations with vertical guidance for apv i and apv ii gnss performance levels, as well as ils/mls/gls precision approach and landing operations, are not included in the pbn concept.
Question 229-11 : What is the correct statement regarding baro vnav ?
Cold temperature reduces the effective glide path angle.
062.07.05.05.05 los explain why an rnp apch to lnav/vnav minima based on baro vnav may only be conducted when the aerodrome temperature is within a promulgated range if the barometric input is not automatically temperature compensated.lnav/vnav minima based on baro vnav – the horizontal approach guidance is based on gnss and the vertical approach guidance is provided by barometric altitude, as opposed to using gps sbas altitude.in these 3d approaches, the vertical plane relies on barometric reference, necessitating the certification of altimeters with sufficient accuracy for a successful approach. however, barometric descents are susceptible to atmospheric variations that affect altimetry. having the correct qnh altimeter setting is critical to avoid altitude discrepancies during the final approach. temperature effects also influence terrain clearance on final approach segment. altimeters are calibrated in accordance with the international standard atmosphere isa. in case of low temperature, the pressure layers in the atmosphere move closer together resulting in a lower true altitude than indicated. consequently, obstacle clearance minima may be jeopardised if temperatures are below a certain limit. the majority of rnp approaches will have an oat minimum temperature limit, and the approach plate will state ‘uncompensated baro vnav not authorised below x°c’.cold temperatures make the actual aircraft altitude lower than the indicated. since the aircraft is actually executing a lower approach than normal, the glide path angle will be less than normal.
Question 229-12 : Which of the following requires fas data block ?
A rnp approach
Rnp apch to lpv minima..technically, known as rnp approach, procedures down to lpv minima, lpvs were introduced within the pbn concept as new approach operations based on sbas, a technology providing augmentation to gnss systems like gps.... . rnp approaches that can be conducted down to lpv minima are characterised by a coded final approach segment fas data block.
Question 229-13 : An aircraft equipped with rnav 1 navigation specifications is cleared by the atc to execute a standard instrument departure sid that requires rnp 1 equipment. the pilot is not qualified for rnp 1 procedures, and the aircraft is not equipped with rnp 1. what should the pilot do ?
Advise atc, that he/she is unable to comply and should request a different sid.
Icao annex 6. chapter 1. definitions. navigation specification a set of aircraft and flight crew requirements needed to support performance based navigation operations within a defined airspace. there are two kinds of navigation specifications required navigation performance rnp specification. a navigation specification based on area navigation that includes the requirement for performance monitoring and alerting, designated by the prefix rnp, e.g. rnp 4, rnp apch. area navigation rnav specification. a navigation specification based on area navigation that does not include the requirement for performance monitoring and alerting, designated by the prefix rnav, e.g. rnav 5, rnav 1.icao doc 8168. chapter 1 general requirements. 1.3.6 pbn operational approval1.3.6.1 pilots shall verify, before operating on any pbn route or procedure, that they have approval to operate on the navigation specification s used in the design of the procedure. where there are additional restrictions, for example, sensor use or optional functionality as discussed in 1.3.2, the pilot shall also verify that these restrictions are complied with.rnav 1 and rnp 1 are two different navigation specifications. the aircraft is unable to execute a standard instrument departure sid that requires rnp 1 navigation specification if it is not equipped and qualified for rnp 1.
Question 229-14 : With a rnp, aircraft automatically meets the requirements for... ?
Rnp 2 and rnp 1.
062.07.05.07.01 state that a rnp incorporates the navigation specifications rnav 5, rnav 2, rnav 1, rnp 2, rnp 1 and rnp apch....navigation specifications rnav and rnp specifications..rnav 10 rnp 10 and rnp 4. for oceanic and remote continental navigation applications...rnav 1 and rnp 1. for arrival and departure phases of flight...rnav 2. for en route continental, arrival and departure phases of flight...rnp 2. for en route, and oceanic/remote phases of flight...rnav 5. for en route flight phases...rnp apch. for approach phase of flight...rnp 0.3. for various phases of flight, except for oceanic/remote and final approach primarily for helicopter...advanced a rnp. incorporates the navigation specifications rnav5, rnav 2, rnav 1, rnp 2, rnp 1 and rnp apch.
Question 229-15 : When leaving the mnps oceanic control area for a domestic controlled area, the pilot has to ?
Maintain the mach number previously assigned up to the last position shown in the oceanic clearance.
Question 229-16 : Long range flights and etops..a polar stereographic chart has a grid printed over it which is parallel to the meridian 054°w, with grid north in the direction of the north geographic pole. an aircraft is following a true course of 330°. at position 80°n 140°e, its grid heading gh with this system ?
136°.
.draw the situation. /com en/com070 2.jpg..convergency = grid alignment to aircraft position.convergency = 180° 54° + 180° 140° = 166°...grid heading = true course +/ convergency.grid heading = 330° +/ 166° = 164° or 136°...on the drawing, we can see that grid heading is 136°.
Question 229-17 : Long range flights and etops..on a polar stereographic chart whose grid is parallel with the greenwich meridian in the direction of the true north pole, the true orientation of the great circle linking point 62°n 010°e to point 66°n 050°w is 305°. the grid route at the starting point of this great ?
295°.
. /com en/com070 391.jpg..grid is parallel with the greenwich meridian, thus, the longitude is identical with convergency...grid = true orientation + or convergency..grid = 305° + or 10 = 295° or 315°...the formula to calculate convergency between two positions relatively close to each other is.convergency = difference of longitude x sin mean latitude...here, difference of longitude is too large for this formula. since the grid is aligned to the greenwich meridian, the convergency equals the longitude of the starting point 10°e.
Question 229-18 : Long range flights and etops..the chart is a south polar stereographic projection of the antarctic regions. a grid, printed over it, is aligned with meridian 180°, the grid north is pointing in the direction of the geographic north non standard grid..the grid course followed by the aircraft is ?
360°.
. /com en/com070 392.jpg..we are following a meridian, the true course followed at this moment is 000°/360°.
Question 229-19 : Long range flights and etops..in mnps airspace, the speed reference for turbo jet aircraft is the ?
Mach number.
Question 229-20 : Ops regulation..according to ops, the minimum number of crash axes or crowbars on board an aeroplane, whose maximum approved passenger seating configuration is 200, is ?
1.
. easa air ops.cat.ide.a.255 crash axe and crowbar. a aeroplanes with a maximum certificated take off mass mctom exceeding 5 700 kg or having a maximum approved passenger seating configuration mopsc of more than 9 seats shall be equipped with at least one crash axe or crowbar located in the flight crew compartment... b if the maximum approved passenger seating configuration mopsc is more than 200 an additional crash axe or crowbar shall be installed in or near the most rearmost galley area... c crash axes and crowbars located in the passenger compartment shall not be visible to passengers.
Question 229-21 : A category i precision approach cat i has ?
A decision height equal to at least 200 ft.
.at landing, two types of procedures exist. non precision approach rnav/lnav, ndb, ndb/dme, vor, vor/dme, llz, llz/dme, vdf, sra.and. precision approach ils, gls, mls, par.. ..for a non precision approach we use the word mdh a minimum descent height altitude...for a precision approach we use the word dh a decision height altitude...at mdh a you are able to level your aircraft at the minimum descent height, until reaching a specific point wich can be based on time or distance from a facility , offering you opportunity to established visual contact with the runway to perform a landing...at dh a you must initiate a go around procedure... ..minimum descent height mdh.for an ils approach without the glidepath localizer only 250 ft...for a for a vor/dme approach 250 ft...for a vor approach 300 ft...for a ndb approach 350 ft...for a rnav/lnav approach 300 ft...decision height dh.for ils cat ii 100 ft...for ils cat i 200 ft...for a gls gnss landing system similar to traditional category i approaches...example of a cat i approach. 2623
Question 229-22 : Long range flights and etops..aircraft may operate in mnps airspace along a number of special routes, if the aircraft is equipped with at least ?
One long range navigation system lrns.
.mnpsa manual chaper 1.routes for aircraft with only one lrns..1.4.1 a number of special routes have been developed for aircraft equipped with only one lrns and carrying normal short range navigation equipment vor, dme, adf , which require to cross the north atlantic between europe and north america or vice versa. it should be recognised that these routes are within mnps airspace, and that state approval must be obtained prior to flying along them. these routes are also available for interim use by aircraft normally approved for unrestricted mnps operations that have suffered a partial loss of navigation capability and have only a single remaining functional lrns...please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010.pdf675.. fgabrys. to cover the case of a navigation system failure, the requirement is for two long range navigation systems for flight within the mnpsa oxford operational procedures page 110.. .thank you for reading carefully the question and the explanation ...along a number of special routes....
Question 229-23 : North atlantic high level airspace nat hla..a check on the operation of the selcal equipment during a transatlantic flight using the ots organised track system must be done ?
At or prior entering the oceanic airspace.
Question 229-24 : North atlantic high level airspace nat hla..if a flight is planned to operate along the whole length of one of the organised tracks in the mnps airspace, the intended organised track should be defined in items of the flight plan by ?
The abbreviation 'nat' followed by the code letter assigned to the track.
Question 229-25 : North atlantic high level airspace nat hla..in the event of a contingency which required an en route diversion to an alternate aerodrome across the direction of the prevailing nat traffic flow and if prior atc clearance cannot be obtained an aircraft able to maintain its assigned flight level should ?
If above fl410, climb or descend 1000 ft, while turning towards the alternate aerodrome.
.mnpsa manual.12.3 special procedures.12.3.1 the general concept of these oceanic in flight contingency procedures is, whenever operationally feasible, to offset from the assigned route by 15 nm and climb or descend to a level which differs from those normally used by 500 ft if below fl410 or by 1000 ft if above fl410.
Question 229-26 : Extended range operations with two engined aeroplanes etops..an aircraft leaves point p 60°n 030°w on a true heading equal to 090° while the gyro compass, which is assumed to be operating perfecly and without an ho y rate corrector unit, indicates 000°. the aircraft arrives at point q 62°n 010°w on ?
328°.
.we need to calculate transport precession and earth rate astronomic precession..earth rate astronomic precession.15 x sin 61 x 1.5 = 20.15 sin lat x flight time = 20°..transport precession.degrees of longitude travelled x sin lat.20 x sin 61 = 17°..we start on a true heading of 090°, and a gyro heading of 000°, we arrives on a true heading of 095°, and a gyro heading which gyro compass is assumed to be operating perfectly a gyro heading of 005°...005° 37° = 328°.
Question 229-27 : Extended range operations with two engined aeroplanes etops...you plan to fly from point a 60°n 010°e to point b 60°n 020°e.. the north of the directional gyro with no rate correction device, is aligned with the true north of point a..the constant gyro heading to be followed when starting from point ?
076°.
.first, earth rate astronomic precession.15 x sin lm x flight time lm mean latitude.15 x sin60 x 1.5 = 20°..second, transport precession.g xsin lm g, the longitude difference.10 x sin 60 = 8°..total error 28° minus because in northern hemisphere, astronomic precession and transport precession are negative..we start with a 090° gyro heading, we will arrive at b with a 062° gyro heading...the constant gyro heading the average heading to be followed is equal to 090+062 /2 = 076°.
Question 229-28 : Extended range operations with two engined aeroplanes etops..the chart type is polar stereographic with the grid parallel to the zero meridian, and grid north in the direction of the north geographic pole. the gyro is not fitted with a rate correction device.. the gyro magnetic compass of an ?
32.5°.
.we do not need to correct mechanical precession...we do not need to correct apparent wander we stay at the stand...the only error calculation we need is earth rate..earth rate error = 15 x sin lm x time..earth rate error = 15 x 0.87 x 2.5 = 32.5°..in northern hemisphere earth rate is minus , so it's 32.5°
Question 229-29 : Extended range operations with two engined aeroplanes etops...the pilot uses a south polar stereographic chart with grid parallel with the zero meridian and grid north in the direction of geographic north along this meridian.. the aircraft position is 80°s 130°e, its true route is 110°, the grid ?
Question 229-30 : Extended range operations with two engined aeroplanes etops...the mnps airspace extends from ?
27° north to 90° north.
.mnpsa manual chaper 16.16.1 general.16.1.1 the north atlantic region is essentially divided into two distinct areas for flight operation, i.e. mnps airspace and non mnps airspace. operations within mnps airspace require the user to adhere to very specific operating protocols. the vertical dimension of mnps airspace is between fl285 and fl420 i.e. in terms of normally used cruising levels, from fl290 to fl410 inclusive...16.1.2 the lateral dimensions include the following areas..a those portions of the new york oceanic north of 27°n but excluding the area west of 60°w and south of 38°30'n..b and all of the reykjavik, shanwick, gander and santa maria oceanic control areas ctas. /com fr/com070 21.jpg..please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010.pdf675
Question 229-31 : Extended range operations with two engined aeroplanes etops...the mnps airspace extends vertically between flight levels ?
285 and 420.
.mnpsa manual chaper 16.16.1 general.16.1.1 the north atlantic region is essentially divided into two distinct areas for flight operation, i.e. mnps airspace and non mnps airspace. operations within mnps airspace require the user to adhere to very specific operating protocols. the vertical dimension of mnps airspace is between fl285 and fl420 i.e. in terms of normally used cruising levels, from fl290 to fl410 inclusive...16.1.2 the lateral dimensions include the following areas..a those portions of the new york oceanic north of 27°n but excluding the area west of 60°w and south of 38°30'n..b and all of the reykjavik, shanwick, gander and santa maria oceanic control areas ctas. /com fr/com070 21.jpg.please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010.pdf675
Question 229-32 : When refuelling is being performed while passengers are boarding or disembarking the aircraft, one of the requirements is ?
The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear.
Question 229-33 : The regulatory green navigation light is located on the starboard side with a coverage angle of ?
110°.
. 1463
Question 229-34 : North atlantic high level airspace nat hla...the validity period of a night time organised track system in mnps minimum navigation performance specification airspace is normally at 30°w, between ?
01h00 utc to 08h00 utc
Jorgepardo.in nordian's book this question shoud be different because they say that the night time is between 1.30 and 8.00 utc...please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010.pdf675..chapter 2.2.1.1 as a result of passenger demand, time zone differences and airport noise restrictions, much of the north atlantic nat air traffic contributes to two major alternating flows a westbound flow departing europe in the morning, and an eastbound flow departing north america in the evening. the effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic crossing the 30w longitude between 1130 utc and 1900 utc and peak eastbound traffic crossing the 30w longitude between 0100 utc and 0800 utc...... page 11.the hours of validity of the two organised track systems ots are normally as follows.day time ots 1130 utc to 1900 utc at 30°w..night time ots 0100 utc to 0800 utc at 30°w.
Question 229-35 : North atlantic high level airspace nat hla...the validity period of a day time organised track system in mnps minimum navigation performance specification airspace is normally, at 30°w, between ?
11h30 utc to 19h00 utc.
Please download the guidance concerning air navigation in and above the north atlantic mnps airspace edition 2010.pdf675..chapter 2.2.1.1 as a result of passenger demand, time zone differences and airport noise restrictions, much of the north atlantic nat air traffic contributes to two major alternating flows a westbound flow departing europe in the morning, and an eastbound flow departing north america in the evening. the effect of these flows is to concentrate most of the traffic unidirectionally, with peak westbound traffic crossing the 30w longitude between 1130 utc and 1900 utc and peak eastbound traffic crossing the 30w longitude between 0100 utc and 0800 utc...... page 11.the hours of validity of the two organised track systems ots are normally as follows.day time ots 1130 utc to 1900 utc at 30°w..night time ots 0100 utc to 0800 utc at 30°w.
Question 229-36 : North atlantic high level airspace nat hla...during a flight to europe, planned in mnps minimum navigation performance specification airspace, you expect to cross the 30°w meridian at 00h30 utc..you will then normally be ?
Out of the validity period of organised flight track system.
Question 229-37 : North atlantic high level airspace nat hla...the minimum navigation equipment required for an aircraft flying without restriction in mnps airspace can be at the very least ?
Two inertial navigation systems.
Mnpsa manual.chapter 10 procedures in the event of navigation system degradation or failure.10.1.2 for unrestricted operation in mnps airspace an approved aircraft must be equipped with a minimum of two fully serviceable lrnss.
Question 229-38 : North atlantic high level airspace nat hla...the minimum longitudinal separation of two aircraft flying in mnps airspace at the same flight level, on the same track and with the same mach number is ?
10 minutes.
Longitudinal separations between subsequent aircraft following the same track in trail and between aircraft on intersecting tracks in the nat mnps airspace are assessed in terms of differences in atas/etas at common waypoints. the longitudinal separation minima currently used in the nat mnps airspace are thus expressed in clock minutes...doc 7030 nat regional supplementary procedures.6.2.2.1 minimum longitudinal separation between turbo jet aircraft shall be.a 15 minutes or.b 10 minutes, provided the mach number technique is applied whether in level, climbing or descending flight and the aircraft concerned have reported over a common point to follow continuously diverging tracks until some other form of separation is provided and.1 at least 10 minutes longitudinal separation exists at the point where the tracks diverge and.2 at least 5 minutes longitudinal separation exists where lateral separation is achieved and.3 lateral separation will be achieved at or before the next significant point normally ten degrees of longitude along track s or, if not, within 90 minutes of the time the second aircraft passes the common point or within 1 112 km 600 nm of the common point, whichever is estimated to occur first...6.2.2.2 minimum longitudinal separation between non turbo jet aircraft shall be.a 30 minutes and.b 20 minutes in the west atlantic route system watrs area.
Question 229-39 : North atlantic high level airspace nat hla...during the flight of two aircraft in mnps airspace with a leading aircraft flying at higher speed, the longitudinal separation must not be below ?
5 minutes.
Longitudinal separations between subsequent aircraft following the same track in trail and between aircraft on intersecting tracks in the nat mnps airspace are assessed in terms of differences in atas/etas at common waypoints. the longitudinal separation minima currently used in the nat mnps airspace are thus expressed in clock minutes...doc 7030 nat regional supplementary procedures.6.2.2.1 minimum longitudinal separation between turbo jet aircraft shall be.a 15 minutes or.b 10 minutes, provided the mach number technique is applied whether in level, climbing or descending flight and the aircraft concerned have reported over a common point to follow continuously diverging tracks until some other form of separation is provided and.1 at least 10 minutes longitudinal separation exists at the point where the tracks diverge and.2 at least 5 minutes longitudinal separation exists where lateral separation is achieved and.3 lateral separation will be achieved at or before the next significant point normally ten degrees of longitude along track s or, if not, within 90 minutes of the time the second aircraft passes the common point or within 1 112 km 600 nm of the common point, whichever is estimated to occur first...6.2.2.2 minimum longitudinal separation between non turbo jet aircraft shall be.a 30 minutes and.b 20 minutes in the west atlantic route system watrs area.
Question 229-40 : The term decision height dh is used for ?
A precision approach.
.at landing, two types of procedures exist. non precision approach rnav/lnav, ndb, ndb/dme, vor, vor/dme, llz, llz/dme, vdf, sra.and. precision approach ils, gls, mls, par.. ..for a non precision approach we use the word mdh a minimum descent height altitude...for a precision approach we use the word dh a decision height altitude...at mdh a you are able to level your aircraft at the minimum descent height, until reaching a specific point wich can be based on time or distance from a facility , offering you opportunity to established visual contact with the runway to perform a landing...at dh a you must initiate a go around procedure... ..minimum descent height mdh.for an ils approach without the glidepath localizer only 250 ft...for a for a vor/dme approach 250 ft...for a vor approach 300 ft...for a ndb approach 350 ft...for a rnav/lnav approach 300 ft...decision height dh.for ils cat ii 100 ft...for ils cat i 200 ft...for a gls gnss landing system similar to traditional category i approaches.
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