Pilot training in Central Oklahoma requires the use of specific navigation equipment to ensure safe and successful flights. The locator approach course, also known as frontal travel, is used in combination with other functional parts such as the NAVAID, route structure in the WUSMA, and any suitable airport that can be used to land in the event of a VOR interruption. For example, an airport with an ILS approach required by the DME may be available and could be used by aircraft equipped with DME. The intention of MON airport is to provide an approach that can be used by aircraft without ADF or DME when radar is not available.
When performing VOR receiver checks, no correction other than the “correction card” figures provided by the manufacturer should be applied. When flying in the inbound direction in the backward direction, it is necessary to steer the aircraft in the opposite direction of the deflection of the needle of the airborne equipment when making corrections between an off-course flight and another in progress. This “flight away from the needle” is also necessary when flying outbound through the front of the locator. Do not use recoil signals to approach unless a recoil approach procedure is published for that particular track and the approach is authorized by the ATC. The TCH for a runway is set based on several factors, including the category of largest aircraft that normally uses the runway, how the airport design affects gliding, slope, antenna location, and terrain.
A higher than optimal TCH can cause the aircraft to land farther from the threshold if the approach path is maintained until the flare occurs. Pilots should consider this effect on their available runway to stop. Driving directions with TBL ENR 4,1-1 markers require special authorization and equipment for categories II and III. See the table of inoperative components in the USA. UU.
Government publication on terminal procedures (TPP) for minimum adjustments due to the inoperability of air or ground system equipment. Unless otherwise coordinated by flight regulations, ILS signals to category I runways are not inspected in flight below 100 feet below decision altitude (DA). Abnormalities in guide signal can be found below this altitude. The existing CPA runway is listed. Pending and future changes in some locations will require a revised track designation.
An aircraft approved for multi-sensor navigation and equipped with a single navigation system must maintain its ability to navigate or proceed safely in case any component of its navigation system fails, including its flight management system (FMS). Retaining a VOR capability independent of FMS would satisfy this requirement. Overlapping approaches do not meet design criteria described in ENR 1.5, paragraph 12,13, Area Navigation Instrument (RNAV) Approach Graphics, for stand-alone GPS approaches. The overlay approach criteria are based on design criteria used for terrestrial NAVAID approaches. Class A: GPS sensor and navigation capability requires WAAS receivers certified before TSO-C145b and TSO-C146b, even if they are LPV capable, do not contain LP capability unless receiver has been upgraded. Receivers capable of flying LP procedures must contain statement in Aircraft Flight Manual (AFM), AFM Supplement, or approved Supplemental Flight Manual stating that receiver has LP capability, as well as capacity for other types of WAAS and GPS approach procedures.
Although currently unavailable, FAA is updating software of its prediction tool to provide this site service in future. The WAAS NOT AVBL NOTAMs throughout area apply to all airports designated in NOTAM, including approaches to airports where an approach chart is noted with symbol. Receivers don't “fail” at lower service levels once approach has been activated. If only vertical shutdown flag appears, pilot can choose to use LNAV minimums if rules under which flight is operated allow changing type of approach that is being performed once procedure has started. If lateral integrity limit is exceeded in LP approach, it will be necessary to omit approach since there is no way to reset lateral alarm limit while approach is active. To maintain consistency with international terminology, FAA will use term GBAS instead of old term Local Area Increase System (LAAS).
Pilots should know operation of their navigation system, together with any limitations of AFM, and confirm that visualization of lateral deviation of aircraft (or map display if used as alternative allowed medium) is adequate for accuracy of segment being flown. Automatic scaling changes and alerts are appropriate for some operations. For example, TSO-C129 systems change 30 miles from destination and 2 miles from FAF to support approach operations. For some navigation systems and operations, manual selection of scale will be necessary. The leg transition normally occurs in bisector of an overflight reference point (see paragraph 1-2-1 for more information on reference points).When using full automation, pilots must monitor aircraft to ensure that aircraft turns at right wait times and descends once it has established its course.
Pilots can descend on next segment of approach when they are set on course. During maintenance periods, VHF ranges may issue a T-E-S-T code (-...).
