H-160/Avionics - Revision history

Kelly: /* ACAS (Aircraft Collision Avoidance System) */

2022-06-14T23:41:32Z

‎ACAS (Aircraft Collision Avoidance System)

Kelly: /* ACAS (Aircraft Collision Avoidance System) */

2021-10-23T03:56:55Z

‎ACAS (Aircraft Collision Avoidance System)

Kelly: /* ACAS (Aircraft Collision Avoidance System) */

2021-10-23T03:56:09Z

‎ACAS (Aircraft Collision Avoidance System)

Kelly: /* Approach Plates */

2021-10-23T03:54:50Z

‎Approach Plates

Kelly: /* Approach Plates */

2021-10-23T03:53:08Z

‎Approach Plates

Kelly: /* Procedure Turns */

2021-10-23T03:50:25Z

‎Procedure Turns

Kelly: /* Flying an Approach */

2021-10-23T03:48:47Z

‎Flying an Approach

Kelly: /* Flying an Approach */

2021-10-23T03:45:49Z

‎Flying an Approach

Kelly: /* Flying a Course */

2021-10-23T03:41:50Z

‎Flying a Course

Kelly: /* Waypoint Passage */

2021-10-23T03:40:32Z

‎Waypoint Passage

@@ Line 370: / Line 370: @@
 The ACAS aids the pilot in situational awareness by alerting the pilot to traffic in the vicinity that may become a collision hazard. The system detects any traffic in the current region, projects the future position of the pilot's aircraft and the traffic aircraft, then determines which traffic aircraft pose a collision hazard. Each target is is assigned one of three risk levels:
 *No Risk - Target is moving away
-*Risk - Target is moving closer, but not projected to hazard
+*Risk - Target is moving closer, but not projected to be a hazard
 *Hazard - Target is predicted to come within less than 30m within 15 seconds

@@ Line 373: / Line 373: @@
 *Hazard - Target is predicted to come within less than 30m within 15 seconds
-For traffic that is deemed a risk, an audio message such as "traffic 4 oclock" is issued indicating the clock direction of the traffic relative your aircraft when it first becomes visible. For traffic that is deemed a "hazard", a resolution advisory is verbally issued as either a "climb" order or a "descend" order based on the predicted relative height of your aircraft relative to the hazard aircraft. These audio alerts can be disabled by pressing the ACAS MUTE button on the slant panel.
+For traffic that is deemed a risk, an audio message such as "traffic 4 o'clock" is issued indicating the clock direction of the traffic relative your aircraft when it first becomes visible. For traffic that is deemed a "hazard", a resolution advisory is verbally issued as either a "climb" order or a "descend" order based on the predicted relative height of your aircraft relative to the hazard aircraft. These audio alerts can be disabled by pressing the ACAS MUTE button on the slant panel.
-In addition to the audio warnings and advisories, the ACAS display (see ) shows the relative position and orientation of nearby targets. Up to three targets are displayed. The inner ring is at 100m while the outer ring is at 200m. The target colors are green, yellow or red for risk levels of "no risk", "risk" and "hazard", respectively. The aircraft in the figure shows a target that is at about the 1 oclock position, moving away and is not a collision hazard.
+In addition to the audio warnings and advisories, the ACAS display (see <xr id="fig:acas"/>) shows the relative position and orientation of nearby targets. Up to three targets are displayed. The inner ring is at 100m while the outer ring is at 200m. The target colors are green, yellow or red for risk levels of "no risk", "risk" and "hazard", respectively. The aircraft in the figure shows a target that is at about the 1 o'clock position, moving away and is not a collision hazard.
 Due to memory limitations, the ACAS system is limited to regions with 20 or fewer avatars.

@@ Line 364: / Line 364: @@
 ===Traffic and Terrain Alerting===
 ====ACAS (Aircraft Collision Avoidance System)====
 The ACAS aids the pilot in situational awareness by alerting the pilot to traffic in the vicinity that may become a collision hazard. The system detects any traffic in the current region, projects the future position of the pilot's aircraft and the traffic aircraft, then determines which traffic aircraft pose a collision hazard. Each target is is assigned one of three risk levels:

@@ Line 327: / Line 327: @@
 <div style="clear:both;"></div>
 ====Approach Plates====
-Approach plates are one page summaries of the approach procedures for a particular airport and runway.  shows an example of an approach plate for the RW27 approach at White Star Airport (SLWS). An approach plate is divided into the following three sections:
+[[File:ApproachPlate.png|thumb|right|
 *Data Section - The data section, located in the top part of the approach plate, lists the name of the airport and approach, the inbound course heading, the runway length, elevations of the airport and the touch down zone for the runway, and the tower and/or CTAF frequency for the airport.
@@ Line 333: / Line 337: @@
 *Profile View - The profile view is essentially a side view of the approach showing the descent to the missed approach point. The same three approach waypoints of the plan view are shown from the side. In the profile view, the target altitude of those points are shown in both feet above SL sea level and in SL meters. Note that since SL sea level is generally at 20m, the height in feet does not directly correspond to the height in meters shown on the plate.
-Referring to the RW27 approach of , the procedure would be to fly to the IAF, establishing an entry altitude of 410 feet (145m). At the IAF, the pilot would then either turn to the inbound course, or use a procedure turn to get established on inbound with a heading of 270. The pilot should expect to intercept the glidesope at the FAF 256m past the IAF and begin a descent to 91 feet (41m). Upon reaching the MAP, the pilot can either choose to land, or to go around to attempt the approach again if they are not in a good position to land.
+Referring to the RW27 approach of , the procedure would be to fly to the IAF, establishing an entry altitude of 410 feet (145m). At the IAF, the pilot would then either turn to the inbound course, or use a procedure turn to get established on inbound with a heading of 270. The pilot should expect to intercept the glideslope at the FAF 256m past the IAF and begin a descent to 91 feet (41m). Upon reaching the MAP, the pilot can either choose to land, or to go around to attempt the approach again if they are not in a good position to land.
-Shergood aviation provides a complete set of approach plates for most SL airports in the Shergood Approach Plate Repository.
+Shergood aviation provides a complete set of approach plates for most SL airports in the [https://www.shergoodaviation.com/approaches.php Shergood Approach Plate Repository].
 ====AFCS Coupled Navigation====

@@ Line 325: / Line 325: @@
 *Reintercept the localizer inbound, then fly the approach normally.
 ====Approach Plates====
 Approach plates are one page summaries of the approach procedures for a particular airport and runway.  shows an example of an approach plate for the RW27 approach at White Star Airport (SLWS). An approach plate is divided into the following three sections:

@@ Line 312: / Line 312: @@
 ====Procedure Turns====
-Sometimes, a pilot may elect to fly a procedure turn when entering an approach to get better oriented for it. This may be preferable to attempting to make a sharp turn the IAF. For example, consider the situation shown in  where a pilot is approaching the IAF from STONE. This would require a greater than 90 degree turn to the localizer inbound course. It may be difficult to get established on the localizer before reaching the FAF in such cases.
+[[File:ProcedureTurn.png|thumb|right|
 The alternative to the sharp turn is to conduct a procedure turn. A procedure turn is comprised of the following steps:

@@ Line 291: / Line 291: @@
 ====Flying an Approach====
 An approach is a procedure for transitioning by use of instruments between the enroute component of flight to a position from which a landing can be made. The H-160 supports ILS approaches with both horizontal and vertical guidance with a recommended approach speed of 60 knots.  shows a typical ILS approach in the Shergood navigation system. The top part of the figure shows the horizontal component (called the localizer), while the lower portion shows the vertical component (called the glideslope).
@@ Line 302: / Line 305: @@
 When shooting an approach, the CDI switches from being distance-based to angle-based. This switch occurs when the aircraft passes the IAF. During the approach, each dot on the CDI represents an angular deflection of 1.75 degrees as shown by the dotted lines in the upper half of <xr id="fig:approach"/>. The key effect of this is that the CDI becomes progressively more sensitive as the pilot approaches the MAP. Course corrections should be minimal during the later portion of the approach.
-Approach mode is indicated by the appearance of the glideslope indicators on the PFD appearing as a green diamond to the right of the airspeed tape (see ). Like the CDI, the the glideslope has a center position and up to two dots of deflection representing the number of degrees above or below the glideslope. Also like the CDI, the glideslope also becomes progressively more sensitive toward the end of the approach.
+Approach mode is indicated by the appearance of the glideslope indicators on the PFD appearing as a green diamond to the right of the airspeed tape (see <xr id="fig:atFAF"/>). Like the CDI, the the glideslope has a center position and up to two dots of deflection representing the number of degrees above or below the glideslope. Also like the CDI, the glideslope also becomes progressively more sensitive toward the end of the approach.
 At the IAF, the glideslope will typically be fully deflected up and gradually come down to the center as the aircraft approaches the FAF.  shows the HSI at the FAF at the point of glideslope intercept (slightly low).

@@ Line 295: / Line 295: @@
 An standard approach is comprised of the following four fixes:
-*IAF (Initial Approach Fix) - This is the entry point to the approach. Between this point and the FAF, the primary task is to get the aircraft established horizontally on the inbound course. The IAF should be entered at a target altitude as published on the approach plate (see Section 3.1.11) for the approach.
+*IAF (Initial Approach Fix) - This is the entry point to the approach. Between this point and the FAF, the primary task is to get the aircraft established horizontally on the inbound course. The IAF should be entered at a target altitude as published on the approach plate for the approach.
 *FAF (Final Approach Fix) - This is the point at which the aircraft intercepts the glideslope and begins the descent. By this point, the aircraft should be established on the inbound course (localizer) and intercept the glideslope from below.
 *MAP (Missed Approach Point) - This is the termination of the instrument portion of the approach. At this point the pilot should determine if a landing can safely be made, or if they should initiate a missed approach or go-around.
 *TDZ (Touch Down Zone) - This is the projected point on runway where the aircraft should touch down if they followed localizer and glideslope all the way to the ground.
-When shooting an approach, the CDI switches from being distance-based to angle-based. This switch occurs when the aircraft passes the IAF. During the approach, each dot on the CDI represents an angular deflection of 1.75 degrees as shown by the dotted lines in the upper half of Fig. 3-15. The key effect of this is that the CDI becomes progressively more sensitive as the pilot approaches the MAP. Course corrections should be minimal during the later portion of the approach.
+When shooting an approach, the CDI switches from being distance-based to angle-based. This switch occurs when the aircraft passes the IAF. During the approach, each dot on the CDI represents an angular deflection of 1.75 degrees as shown by the dotted lines in the upper half of <xr id="fig:approach"/>. The key effect of this is that the CDI becomes progressively more sensitive as the pilot approaches the MAP. Course corrections should be minimal during the later portion of the approach.
 Approach mode is indicated by the appearance of the glideslope indicators on the PFD appearing as a green diamond to the right of the airspeed tape (see ). Like the CDI, the the glideslope has a center position and up to two dots of deflection representing the number of degrees above or below the glideslope. Also like the CDI, the glideslope also becomes progressively more sensitive toward the end of the approach.
-At the IAF, the glideslope will typically be fully deflected up and gradually come down to the center as the aircraft approachs the FAF.  shows the HSI at the FAF at the point of glideslope intercept (slightly low).
+At the IAF, the glideslope will typically be fully deflected up and gradually come down to the center as the aircraft approaches the FAF.  shows the HSI at the FAF at the point of glideslope intercept (slightly low).
 Also of note is the "marker beacon" indicator to the left of the HSI. Possible indications are "O", "M" and "I" for the outer, middle and inner beacons. In the figure, the outer ("O") beacon is shown. When passing a marker on an active approach, the corresponding marker beacon light will flash and an intermittent tone will sound. The Outer Marker is at the FAF, the Middle Marker is at the MAP and the Inner Marker is at the TDZ.
 ====Procedure Turns====

@@ Line 255: / Line 255: @@
 The CDI (Course Deviation Indicator), the white line in the center of the HSI, will deflect left or right to indicate the position of the aircraft relative to the current track. The CDI indication in <xr id="fig:cdis"/> a-c correspond to the aircraft positions (a), (b) and (c) in Fig <xr id="fig:cdimap"/>. (a) is aircraft that is slightly right of course, turned toward the course to correct. (b) is an aircraft that is on the course and with the course heading. (c) is an aircraft that is significantly right of course, also turned to intercept the course.
-When the HSI is in enroute mode, the amount of deflection corresponds to the distance from track. One dot on the CDI corresponds to 50m off course, with full deflection of two dots at 100m. These correspond to the dashed lines shown in Fig. <xr id="fig:cdimap"/>.
+When the HSI is in enroute mode, the amount of deflection corresponds to the distance from track. One dot on the CDI corresponds to 50m off course, with full deflection of two dots at 100m. These correspond to the dashed lines shown in <xr id="fig:cdimap"/>.
 <div style="clear:both;"></div>
 {|class=wikitable style="float:right;"

@@ Line 280: / Line 280: @@
 [[File:Approach.png|thumb|right|
 <figure id="fig:approach"><caption>
-GPS VNAV Approach</caption></figure>]]
+Approaches with Glideslope</caption></figure>]]
 While flying a multi-waypoint path, the GPS uses a set of rules to determine when you have "passed" a waypoint and it is time to turn to the next waypoint. In general, the GPS will attempt to "lead" turns, triggering passage before arriving at the waypoint as shown in <xr id="fig:leadturn"/>. Once waypoint passage has been triggered, the HSI will how the heading and CDI indication for the next leg. The distance by a which a turn is lead is based on your current airspeed and the angle of the turn. The lead distance is chosen so that a 20 degree banked turn will approximately roll out on the next leg.