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An aircraft is approved for rnp apch will this mean that it is automatically ? [ Exam pilot ]

Question 202-1 : No because the aircraft may not meet all requirements for rnp 2 approval because rnp 2 is less stringent so it is automatically included under any stricter approvals no because an aircraft can either be approved for rnp 2 or rnp apch but it can never be approved for both because the navigation databases are the same for all rnp flights

Refer to figure . learning objective 062 07 02 03 02 state that aircraft approved to the more stringent accuracy requirements may not necessarily meet some of the functional requirements of the navigation specification that has a less stringent accuracy requirement navigation specifications 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 specification 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 furthermore the differences include airspace and procedures which require different levels of accuracy integrity and availability and continuity rnp 2 is used as remotely as en route oceanic and remote continental so requires totally different integrity and availability to rnp apch which needs to be highly accurate but only in the vicinity of aerodromes exemple 302 No, because the aircraft may not meet all requirements for rnp 2 approval.No, because the aircraft may not meet all requirements for rnp 2 approval.

Regarding the pbn specification rnp ar apch what requires specific authorisation ?

Question 202-2 : The published instrument approach performing an approach without onboard performance monitoring and alerting any arrival route directly to the initial approach fix a continuous descent final approach to the final approach fix

Rnp ar apch is very similar to the rnp apch specification but with the extra addition of ar authorisation required this means that rnp ar apch is used for approaches only but can be allowed to perform approaches with complex components such as curved approaches circle to land procedures and those approaches with low terrain clearance or where much greater efficiency can be gained using rnp ar apch .therefore in the context of this question it is the whole instrument approach which requires authorisation for an approach under rnp ar apch these approaches are very strict with their rules hence the need for authorisation from the authority aircraft approval flight crew training etc exemple 306 The published instrument approach.The published instrument approach.

An aircraft plans to fly an rnp apch to lnav/vnav minima based on barometric ?

Question 202-3 : Final approach segment all stages of the flight for terrain clearance initial and final approach segments initial and intermediate approach segments

Refer to figure . rnp apch is a specification that allows approaches down to 3 different minima lnav lnav/vnav or lpv lnav is a 2d non precision approach similar to a vor/dme approach lnav/vnav is a 3d apv approach with vertical guidance approach which allows for a decision height/altitude to be used for vertical navigation it uses barometric vnav baro vnav as a minimum sbas can also be used if approved by the authority lpv is a 3d apv approach to minimums as low as 200ft due to its higher accuracy and integrity and narrowing lateral navigation it uses sbas augmentation onto te gnss signal for high accuracy both laterally and vertically baro vnav is the topic of this question and it has a couple of issues to overcome it uses an onboard digital altimeter for vertical guidance which must be set to the correct barometric pressure and be within temperature limits this is because the altimeter suffers from the same effects as all altimeters which are barometric and temperature discrepancies if the temperature is too low outside the altimeter will indicate higher than it actually is meaning true altitude is too low and the glide path is too low reducing obstacle clearance this is why approaches using baro vnav have a minimum temperature included on the approach chart below which obstacle clearance is too low to make an approach without temperature correction see annex above a temperature correction system which must be approved for use can take the temperature and change the barometric inputs to the baro vnav accordingly meaning that the aircraft's glide path follows the intended glide path and that obstacle clearance is not compromised even at very low temperatures according to icao doc 9613 'temperature compensation systems systems that provide temperature based corrections to the barometric vnav guidance must comply with rtca/do 236b appendix h 2 this applies to the fas 'in plain words this means that the approved temperature correction systems apply to the final approach segment fas as asked in this question exemple 310 Final approach segment.Final approach segment.

A flight crew is in the cruise preparing to fly an rnp apch which of the ?

Question 202-4 : 1 and 3 1 and 4 2 and 3 2 and 4

Learning objective 062 07 05 05 01 state that pilots must not fly an rnp apch unless it is retrievable by procedure name from the on board navigation database and conforms to the charted procedure .rnp apch is the main navigation specification for making approaches using pbn performance based navigation other than rnp ar apch which is the same but requires specific authorisation and is used for more complex approaches .as per the learning objective above rnp apch is a very accurate procedure and therefore can only be used when the procedures are retrieved by name from the internal aircraft database within validity of course .it should then be checked against a published approach chart to check the waypoints altitudes etc to make sure the fms is programmed correctly .the waypoints cannot be changed or added/removed for rnp apch as this would invalidate the approval and pilots should not create the approach manually as this would allow potential for errors to occur .overlay approaches are a different kind of approach and are not relevant to this question exemple 314 1 and 31 and 3

During flight a pilot is alerted that the aircraft's anp is greater than the ?

Question 202-5 : 1 is not 2 true 1 is not 2 desired 1 is 2 desired 1 is 2 true

Refer to learning objectives in the sets .062 07 04 01 performance based navigation pbn principles.062 07 04 02 on board performance monitoring and alerting.this question could refer to many los within those two sets .when flying under an rnp required navigation performance pbn specification the navigation system is required to continuously calculate/estimate the actual navigation performance anp which is technically called the total system error tse and is the geometric sum of the . path definition error pde how closely the path in the fms resembles the intended path . flight technical error fte how closely the aircraft follows the path in the fms . navigation system error nse the accuracy of the navigation system difference between estimated position and true position .the tse is estimated at all times during flight and shown to the pilots as the anp or epe tse etc depending on system .if the anp is less accurate than the rnp for more than 5% of the time the pilots will be alerted and the navigation performance is not good enough to use that navigation specification .in terms of the wording of this question the navigation accuracy is defined as the tse which is the difference between the intended required position and the true position exemple 318 (1) is not; (2) true(1) is not; (2) true

A student pilot wants to practise an rnp apch to lpv minima in the planning ?

Question 202-6 : Describe the final approach path both laterally and vertically select a minimum descent altitude depending on the outside air temperature feed the gnss receiver with the differential corrections for the area programme the arrival route through waypoints and path terminators

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 exemple 322 Describe the final approach path, both laterally and vertically.Describe the final approach path, both laterally and vertically.

Your aircraft is approved for rnp apch lnav therefore it will automatically ?

Question 202-7 : No as the aircraft may fail to meet all the functional requirements for rnp2 a separate approval for rnp 2 is necessary an approval for rnp with strict accuracy requirements covers either rnp specifications with lower accuracy requirements on condition that the pilot holds a valid instrument rating including privilege to fly pbn operations because an operational approval is not required for either of the operations

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 exemple 326 No, as the aircraft may fail to meet all the functional requirements for rnp2. a separate approval for rnp 2 is necessary.No, as the aircraft may fail to meet all the functional requirements for rnp2. a separate approval for rnp 2 is necessary.

For pbn operations what is true regarding fly by turns and fly over turns ?

Question 202-8 : The fly by turn can be used in rnp flight tracks but fly over turns are excluded fly by waypoints are used when the aircraft must first fly over the waypoint before starting a turn fly by and fly over waypoints are compatible with both rnav and rnp flight tracks pilots can change a route database waypoint type from a fly by to a fly over

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 exemple 330 The fly-by turn can be used in rnp flight tracks but fly-over turns are excluded.The fly-by turn can be used in rnp flight tracks but fly-over turns are excluded.

Your aircraft is approved to conduct rnp app can you fly rnp 2 ?

Question 202-9 : No because your aircraft may not have the requeriments for rnp 2 because the most restricted procedure contains the least requirements because the requirements for all rnp operations are the same because your aircraft is approved for a more restricted procedure

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 exemple 334 No, because your aircraft may not have the requeriments for rnp 2.No, because your aircraft may not have the requeriments for rnp 2.

What pbn will be used for north atlantic high level operations nat hla ?

Question 202-10 : Rnav10/rnp 10 rnp4 only rnp4 rnp1 only rnav 2 rnav 1 only rnav 1 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 exemple 338 Rnav10/rnp 10, rnp4 only.Rnav10/rnp 10, rnp4 only.

An aircraft not equipped with temperature compensating system is executing an ?

Question 202-11 : Incorrect altimeter setting leading to the aircraft being lower than indicated the pilots miscalculated the rate of descent and selected an inappropriate vertical speed the temperature at the aerodrome is above the limiting temperature the vertical path in the fms was incorrectly coded as it is not shown to the pilots

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 exemple 342 Incorrect altimeter setting leading to the aircraft being lower than indicated.Incorrect altimeter setting leading to the aircraft being lower than indicated.

According to icao doc 9613 rnav 5 is a navigation specification that only ?

Question 202-12 : En route continental navigation and arrival outside 30 nm and above msa arrivals approaches and departures en route continental navigation as well as arrival and departure routes arrivals and departures

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 exemple 346 En-route continental navigation and arrival outside 30 nm and above msa.En-route continental navigation and arrival outside 30 nm and above msa.

What is the correct technique to choose a route for rnav sid/star ?

Question 202-13 : Enter the name of the route use of electronic flight bag upload it from the efb select a route from the company database

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 exemple 350 Enter the name of the route.Enter the name of the route.

According to icao doc 9613 a specific form of fixed radius path frp is designed ?

Question 202-14 : Fix radius transition frt fly by fb turn radius to fix rf leg radius leg rl

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 exemple 354 Fix-radius transition (frt).Fix-radius transition (frt).

For terminal & en route phases of flight pbn is limited to ?

Question 202-15 : Lateral navigation vertical navigation lateral & vertical navigation full 3d 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 exemple 358 Lateral navigation.Lateral navigation.

What is the correct statement regarding baro vnav ?

Question 202-16 : Cold temperature reduces the effective glide path angle hot temperature reduces the effective glide path angle hot temperature makes the aircraft lower than indicated cold temperature makes the aircraft higher than indicated

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 exemple 362 Cold temperature reduces the effective glide path angle.Cold temperature reduces the effective glide path angle.

Which of the following requires fas data block ?

Question 202-17 : A rnp approach an ils approach an mls approach a radar 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 exemple 366 A rnp approachA rnp approach

An aircraft equipped with rnav 1 navigation specifications is cleared by the ?

Question 202-18 : Advise atc that he/she is unable to comply and should request a different sid he/she shall accept the sid since the requirement for lateral accuracy is assured he/she shall accept the sid and monitor system performance during departure he/she should first check the integrity of the system and then advise atc accordingly

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 exemple 370 Advise atc, that he/she is unable to comply and should request a different sid.Advise atc, that he/she is unable to comply and should request a different sid.

With a rnp aircraft automatically meets the requirements for ?

Question 202-19 : Rnp 2 and rnp 1 rnp apch and rnp ar apch rnav 5 and rnp 4 rnp ar apch 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 exemple 374 Rnp 2 and rnp 1.Rnp 2 and rnp 1.

When leaving the mnps oceanic control area for a domestic controlled area the ?

Question 202-20 : Maintain the mach number previously assigned up to the last position shown in the oceanic clearance take the mach number specified in this initial flight plan take any mach number take the mach number provided for this type of flight by his airline

exemple 378 Maintain the mach number previously assigned up to the last position shown in the oceanic clearance.Maintain the mach number previously assigned up to the last position shown in the oceanic clearance.

Long range flights and etops.a polar stereographic chart has a grid printed ?

Question 202-21 : 136° 164° 316° 276°

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° exemple 382 136°.136°.

Long range flights and etops.on a polar stereographic chart whose grid is ?

Question 202-22 : 295° 298° 301° 292°

Img /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° . royalcrowner .i will be so gratefull if you can explain how do you calculate the convergency..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 exemple 386 295°.295°.

Long range flights and etops.the chart is a south polar stereographic ?

Question 202-23 : 360° 260° 080° 100°

Img /com en/com070 392 jpg.we are following a meridian the true course folllowed at this moment is 000°/360° exemple 390 360°.360°.

Long range flights and etops.in mnps airspace the speed reference for turbo jet ?

Question 202-24 : Mach number ground speed true airspeed indicated airspeed

exemple 394 Mach number.Mach number.

Ops regulation.according to ops the minimum number of crash axes or crowbars on ?

Question 202-25 : 1 2 3 4

. 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 exemple 398 1.1.

Amc3 spa lvo 100 ecqb2022 v4 .a category i precision approach cat i has ?

Question 202-26 : A decision height equal to at least 200 ft a decision height equal to at least 100 ft a decision height equal to at least 50 ft no decision height

Admin .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 exemple 402 A decision height equal to at least 200 ft.A decision height equal to at least 200 ft.

Long range flights and etops.aircraft may operate in mnps airspace along a ?

Question 202-27 : One long range navigation system lrns three inertial navigation system ins two inertial navigation systems ins two independent long range navigation systems 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 .nat mnps . 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..thnak you for reading carefully the question and the explanation along a number of special routes exemple 406 One long range navigation system (lrns).One long range navigation system (lrns).

North atlantic high level airspace nat hla .a check on the operation of the ?

Question 202-28 : At or prior entering the oceanic airspace on atc request only as soon as possible after entering the nat region within 15 minutes after crossing the oceanic airspace boundary

exemple 410 At or prior entering the oceanic airspace.At or prior entering the oceanic airspace.

North atlantic high level airspace nat hla .if a flight is planned to operate ?

Question 202-29 : The abbreviation 'nat' followed by the code letter assigned to the track inserting coordinates as detailed in the nat track message using the abbreviation 'ots' followed by the code letter assigned to the track inserting coordinates defining significant points with intervals of 10° of longitude

exemple 414 The abbreviation 'nat' followed by the code letter assigned to the track.The abbreviation 'nat' followed by the code letter assigned to the track.

North atlantic high level airspace nat hla .in the event of a contingency which ?

Question 202-30 : If above fl410 climb or descend 1000 ft while turning towards the alternate aerodrome if below fl410 climb or descend 1000 ft while turning towards the alternate aerodrome if below fl410 climb 500 ft or descend 1000 ft while turning towards the alternate aerodrome if above fl410 climb 1000 ft or descend 500 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 exemple 418 If above fl410, climb or descend 1000 ft, while turning towards the alternate aerodrome.If above fl410, climb or descend 1000 ft, while turning towards the alternate aerodrome.

Extended range operations with two engined aeroplanes etops .an aircraft leaves ?

Question 202-31 : 328° 003° 334° 345°

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° exemple 422 328°.328°.

Extended range operations with two engined aeroplanes etops .you plan to fly ?

Question 202-32 : 076° 066° 085° 080°

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° exemple 426 076°.076°.

Extended range operations with two engined aeroplanes etops .the chart type is ?

Question 202-33 : 32 5° +13° +73 5° +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° exemple 430 -32.5°.-32.5°.

Extended range operations with two engined aeroplanes etops .the pilot uses a ?

Question 202-34 : 240° 340° 060° 110°

Img /com en/com070 24 jpg.grid track = true track + convergency.grid track = 110° + 130° = 240° exemple 434 240°.240°.

Extended range operations with two engined aeroplanes etops .the mnps airspace ?

Question 202-35 : 27° north to 90° north 30° north to 90° north 27° north to 70° north 30° north to 70° 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 exemple 438 27° north to 90° north.27° north to 90° north.

Extended range operations with two engined aeroplanes etops .the mnps airspace ?

Question 202-36 : 285 and 420 280 and 400 280 and 390 275 and 400

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 exemple 442 285 and 420.285 and 420.

When refuelling is being performed while passengers are boarding or ?

Question 202-37 : The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear the aircraft's stairs be completely extended refuelling is prohibited while passengers are boarding and/or disembarking all flight crew shall remain at their station

exemple 446 The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear.The ground area beneath the exits intended for emergency evacuation and slide deployment areas must be kept clear.

The regulatory green navigation light is located on the starboard side with a ?

Question 202-38 : 110° 70° 140° 220°

Admin . 1463 exemple 450 110°.110°.

North atlantic high level airspace nat hla .the validity period of a night time ?

Question 202-39 : 01h00 utc to 08h00 utc 10h30 utc to 19h00 utc 11h30 utc to 18h00 utc 00h00 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 exemple 454 01h00 utc to 08h00 utc01h00 utc to 08h00 utc

North atlantic high level airspace nat hla .the validity period of a day time ?

Question 202-40 : 11h30 utc to 19h00 utc 10h30 utc to 19h00 utc 01h00 utc to 08h00 utc 00h00 utc to 08h00 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 exemple 458 11h30 utc to 19h00 utc.11h30 utc to 19h00 utc.

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