AIP航行情报汇编3(45)

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receiver will display an extension of the inbound final
approach course and the ATD will increase from the
MAWP until it is manually sequenced after crossing
the MAWP.
18.15.2Missed approach routings in which the first
track is via a course rather than direct to the next
waypoint require additional action by the pilot to
set the course. Being familiar with all of the inputs
required is especially critical during this phase of
flight.
18.16GPS Familiarization
18.16.1Pilots should practice GPS approaches
under visual meteorological conditions (VMC) until
thoroughly proficient with all aspects of their
equipment (receiver and installation) prior to
attempting flight by IFR in instrument meteorological
conditions (IMC). Some of the areas which the
pilot should practice are:
18.16.1.1Utilizing the receiver autonomous
integrity monitoring (RAIM) prediction function.
18.16.1.2Inserting a DP into the flight plan,
including setting terminal CDI sensitivity, if required,
and the conditions under which terminal RAIM is
available for departure. (Some receivers are not DP or
STAR capable.)
18.16.1.3Programming the destination airport.
18.16.1.4Programming and flying the overlay
approaches (especially procedure turns and arcs).
18.16.1.5Changing to another approach after
selecting an approach.
18.16.1.6Programming and flying direct" missed
approaches.
18.16.1.7Programming and flying routed" missed
approaches.
18.16.1.8Entering, flying, and exiting holding
patterns, particularly on overlay approaches with a
second waypoint in the holding pattern.
ENR 4.1−34 AIP
15 MAR 07 United States of America
Nineteenth Edition Federal Aviation Administration
18.16.1.9Programming and flying a route" from a
holding pattern.
18.16.1.10Programming and flying an approach
with radar vectors to the intermediate segment.
18.16.1.11Indication of the actions required for
RAIM failure both before and after the FAWP.
18.16.1.12Programming a radial and distance from
a VOR (often used in departure instructions).
19. Wide Area Augmentation System
(WAAS)
19.1General
19.1.1The FAA developed the Wide Area Augmentation
System (WAAS) to improve the accuracy,
integrity and availability of GPS signals. WAAS will
allow GPS to be used, as the aviation navigation
system, from takeoff through Category I precision
approach when it is complete. WAAS is a critical
component of the FAA’s strategic objective for a
seamless satellite navigation system for civil
aviation, improving capacity and safety.
19.1.2The International Civil Aviation Organization
(ICAO) has defined Standards and
Recommended Practices (SARPs) for satellite−based
augmentation systems (SBAS) such as WAAS. Japan
and Europe are building similar systems that are
planned to be interoperable with WAAS: EGNOS,
the European Geostationary Navigation Overlay
System, and MSAS, the Japan Multifunctional
Transport Satellite (MTSAT) Satellite−based Augmentation
System. The merging of these systems will
create a worldwide seamless navigation capability
similar to GPS but with greater accuracy, availability
and integrity.
19.1.3Unlike traditional ground−based navigation
aids, WAAS will cover a more extensive service area.
Precisely surveyed wide−area ground reference
stations (WRS) are linked to form the U.S. WAAS
network. Signals from the GPS satellites are
monitored by these WRSs to determine satellite clock
and ephemeris corrections and to model the
propagation effects of the ionosphere. Each station in
the network relays the data to a wide−area master
station (WMS) where the correction information is
computed. A correction message is prepared and
uplinked to a geostationary satellite (GEO) via a
ground uplink station (GUS). The message is then
broadcast on the same frequency as GPS (L1,
1575.42 MHz) to WAAS receivers within the
broadcast coverage area of the WAAS GEO.
19.1.4In addition to providing the correction signal,
the WAAS GEO provides an additional pseudorange
measurement to the aircraft receiver, improving the
availability of GPS by providing, in effect, an
additional GPS satellite in view. The integrity of GPS
is improved through real−time monitoring, and the
accuracy is improved by providing differential
corrections to reduce errors. The performance
improvement is sufficient to enable approach
procedures with GPS/WAAS glide paths (vertical
guidance).
　
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