1. Radio nav and landing technique Preparation for DACP2011 Jumpseat Flight Yuuji Izumo, Gary Law VATSIM Hong KongStanding Committee on Aviation Resource and Education Development

2. How does a plane know where it is?

4. Before our iron birds getting angry… We must do SOMETHING!

5. ANGRY NAVIGATION

6. RADIO NAVIGATION

7. NDB Non-Directional Beacon

8. On MF Early navaids Low cost Simple Reliable

9. Needle in ADF (Automatic Direction Finder) will always point to the NDB Only 1x NDB in Hong Kong Lam Chau (LC 390 kHz) Most NDB has been decommissioned, such as HKG (Cape D’Aguilar) and SL (Sha Lo Wan)

10. VOR VHF Omni-Directional Range

11. On VHF 360 degree nav Long distance w/ DME Reliable

12. How to track VOR course? 1. Fly a intercepting heading to track a VOR course 2. Turn the knob to rotate the course card. (to the course you want to intercept)3. Check the TO/FROM indicator.4. The Course Deviation Indicator will move slowly to the centre5. Turn your aircraft to the course heading6. Keep tracking the course with the Course Deviation Indicator. VOR Simulator

13. Instrument Landing System

14. divided into two system – Localizerand Glideslope = Horizontal guidance + Vertical guidancerespectively

15. Glideslope (G/S) – An array for Vertical Guidance 3 degrees Glide path in Hong Kong.

16. What are we going to FLY?

17. First - ILS approach

19. Flight parameters are displayed on Primary Flight Displays (PFD) while navigation data is displayed on Navigation Displays (ND). PFD1 PFD2 ND1 ND2 ELECTRONIC FLIGHT INSTRUMENT SYSTEM

21. Heading,

22. Altitude.You will see how these selectors affect the EFIS displays in the modules that follow. SPEED HEADING ALTITUDE

23. The ILS pb on the EFIS control panel enables the pilots to switch on an ILS display.

25. Front course,

26. Glide slope,

28. A magenta diamond represents the localizer. When the ILS front course is within the compass scale it is displayed as a magenta dagger.

29. In the example shown the aircraft is established on the localizer and the Glideslope indication has appeared in the form of a magenta diamond.

30. The aircraft is now fully established on the ILS approach. Let’s look at the indications on the compass scale in detail.

32. the track diamond is showing 3 degrees of left drift

33. The ILS front course dagger is beneath the track diamond.You will see how useful the track diamond can be to help you fly an accurate approach in the simulator phase.

34. 360 340 320 300 .636 During an FMGS computed (managed) descent the single triangle is split into two to give a speed range. A double magenta bar indicates the target speed. In the example shown the target speed is 325 knots. The speed will vary in between the two speed range indicators as the aircraft maintains the required descent profile. Managed descent profiles will be studied in depth in the Autoflight modules. Upper speed range indication Managed Target Airspeed Lower speed range indication

35. 360 280 340 260 320 240 = 300 220 o Following initial deceleration to 250 knots there is an indication of the next flap limiting speed, VFE Next. In this case the next flap setting is 1 so an indication is shown at 230 knots. The VFE Next indication will be visible provided the aircraft is below 15,000 feet. Green Dot Speed may also be visible. VFE Next Green Dot Speed

36. 280 240 = 260 220 o 240 200 = 220 180 o 140 A further deceleration to Green Dot Speed takes the airspeed below the VFE for the first flap selection. Flap 1 can now be selected. Notice that a target speed of 140 knots has appeared. This represents the approach speed target. VFE Next

37. 240 220 S = 220 200 = o 200 180 180 160 140 140 Once the flap lever is in position 1, S Speed, VFE Next and the Flap limit speed indications will appear. The speed will decrease towards S speed. Flap Limit speed, VFE VFE Next S Speed

38. 220 S 200 = 180 160 140 Notice that at S speed the aircraft is below the limit speed for the next flap setting, VFE Next. Flap 2 can now be selected. VFE Next S Speed

39. 220 220 S F 200 200 = = 180 180 160 160 140 140 As soon as the flap lever is in position 2 , S Speed is removed. F Speed, and a new VFE Next indications will appear. The Flap limit speed will move to a new limit. Flap Limit speed, VFE VFE Next F speed

40. 220 F 200 = 180 160 140 Notice that the approach speed target, V Approach, has now appeared as a magenta triangle. The aircraft will continue decelerating towards F speed. By reducing towards F speed the aircraft will be below the VFE for the next flap setting. Flap 3 can now be set. Flap Limit speed, VFE VFE Next V Approach Speed

41. 220 200 F F 200 180 = = 180 160 160 140 140 120 As before VFE Next and VFE move to reflect the new flap position. Flap full can now be selected. Flap Limit speed, VFE VFE Next

42. 200 160 F 180 = 140 160 120 140 100 120 The aircraft will eventually stabilize at V Approach and the VFE will be adjusted to reflect Full Flap. There are indications associated with speed and angle of attack protections. Protection speeds

43. 120 100 080 060 Once the aircraft lands all additional speed indications are removed apart from the speed trend arrow. Having thoroughly studied the Airspeed indications lets look at Altitude indications.

44. http://hk.vatsea.net (+852) 35947770 VATSIM Hong Kong

45. A naughty monkey is on runway

46. Climb IDLE TOGA FLX / MCT

48. Then - VOR approach

50. Still have any questions?

51. Chat with us online Or talk to us

52. Get me on Slideshare ! http://www.slideshare.net/Yuuji

53. Thank you