Runway incursion is occurrence at an aerodrome involving the incorrect present of person, aircraft or vehicle on the protected area of surface designated for the landing and takeoff of aircraft.
Approach light system(ALS) is part of aviation ground lighting patters primarily used for identification and aircraft alignment with runway center line. ALS is made of several parts collectively working to serve the said purpose. Availability of ALS category for runway depends on its licensing category and need for continuous operation during period of poor visibility.
Preventive maintenance is programmed maintenance work done in order to prevent failure or degradation of facilities. Example: preventive maintenance of ALS preventive maintenance of navigation aids etc.
Runway Code Numbers Runway Code Runway Length Code 1 Runways less than 800 metres long Code 2 Runways 800-1199 metres long Code 3 Runways 1200-1799 metres long Code 4 Runways 1800 metres long Runway Code Letters Code Letter Wingspan Outer main gear wheel span A < 15 m < 4.5 m B 15 m but
First and for most important question of this content is why to hold? Reasons of holding are multiple and expected to increase with growth of air traffic. Some common reasons for holding are: Aircraft in emergency Traffic congestion Equipment Outage Pilots buying time to make decision or trouble shooting Bad weather Unavailability of Runway Holding
Aircraft Based Augmentation System Ground Based Augmentation System Space Based Augmentation System ABAS GBAS SBAS It is an augmentation system that augments and/or integrates the information obtained from other GNSS elements with information available on board the aircraft. Example: RAIM – Receiver Autonomous Integrity Monitoring GBAS is primarily used for precision approach operations. It is
Part 3: GPS – Use of GPS for IFR operations Stand Alone GPS Approaches These are non-precision approaches designed based in sole use of GPS equipment. These approaches are slowly being phased out and at present less than 200 approaches are left world wide. Approach charts for stand alone GPS approaches are marked as “GPS
Part 2: GPS – RAIM (Receiver Autonomous Integrity Monitoring) and FDE (Fault Detection and Exclusion) This section covers the basic requirements and understanding of use of GPS for IFR operations. For detailed and technical equipment requirements please refer ICAO and state regulatory documents. The content here forth in this section is written from pilot’s point
Part 1: GPS – Global Positioning System RAIM is capability of GPS receiver to perform integrity monitoring. It ensures the availability of satellite signals meet the integrity requirement for given phase of flight. This fault detection is critical for performance-based navigation(PBN). GPS control segment can experience a delay of up to two hours before an
GPS – Global Positioning System is space based radio navigation system used to determine precise position anywhere in the world. GPS structure is broadly divided into three segments (Space, Control and User Segments). GPS is maintained and monitored by Department of defense(DOD). Position determined by GPS is based on cartesian earth-centered, earth fixed coordinates as