INDEX
1. BASIC NAVIGATION: DIVIDED ON: LATERAL, VERTICAL, HORIZONTAL
2. COMPLEX NAVIGATION: SID, VOR INTC, CREATE WAYPOINTS, STAR,
TRANSITIONS, ILS, RNAV APP/RNP APP, VOR APP, VIS APP, PAPI AND LOCATION
ON TRESHOLD
NAVIGATION
LATERAL
HEADING
The heading is a division of all possible lateral directions; divided on 360 degrees:
000º = North
090º = East
180º = South
270ª = West
The heading is relative to the a/c nose. As per wind and other factors deviation, for the real
direction we use the expression TRACK. In the Boeing 737 there is no option to set a TRACK.
NAVAIDS
The NAVAIDs are radiobeacons disposed on the terrain. The radiofrecuencies emitted by the
#
NAVAID will be recived by the A/C. Setting the Course, the A/C will follow it.
2 0
The Course is the Radial of the Navaid to be flown: H2
40
R0
As can be seen, the Course is the Heading
⑨
Relative to the NAVAID. The plane will follow, 20
R2
In these case the Radial 220º.
NAVAIDS:
• VOR: common used on LOW VFR or in CAT A planes. Also can be used for Non precision
approaches.
• NDB: Unidirectional aid. NOT IN USE
• ILS: Instrumental Landing System. Accurate system used for approaches. Very frecuent.
WAYPOINTS
Ficticious points established by GPS systems. They can be Lower waypoints (available until
certain FL, usually FL240) or upper points (Available above a certain FL, usually FL240)
ROUTES/VIAS
A route is a union of a number of navigation points. They can have limitations ad can be
divided in:
Unique route: Y89/P23
Upper and routes: M933/UM933 . Routes with the same or similar points, but with specifics
limitation. Usually, in the lower route (M933) the maximum FL is FL240. The U in UM933
means Upper (Upper Mike 993)
IN THE NEXT PAGE YOU CAN FIND SOME LINKS AND AN EXAMPLE OF A FLIGHT PLAN
(OPF)
[Link]
Here you can choose if see the High Level
or the low level points and routes (Hi:
Above FL240, Lo: below FL240)
As an example of route we have the next one:
The route would be: JNT DCT JASTD UL786 RASCE M463 LEMPO
DCT CANIK
RASCE
86
UL7
KAMIT
M4
6
78
UL
63
JASTD
10
R0 LEMPO
JNT
CANIK
REMARKS:
All the waypoints are composed by 5 leters (JUSTD, JENCA, DAKON)
All the NAVAIDs are composed by 3 leters (CNF, SCD)
DCT stays for DIRECT TO
HORIZONTAL
SPEED
As is known, the a/c is moved by 4 forces, all of them can be variated to perform different
actions on the a/c. Also to perform a normal flight all the parameters must be consider, in this
case, the speed will increase the lift of the a/c as the lift is dependent to the wings, and the
performance of the wings is determinated in one reason for the speed.
TYPES OF SPEED
In the air can be found differents type of speed. The speeds are relative to certain parameters:
Indicated Air Speed (IAS): the speed of the wind measured facing the foward. This is the
speed which variate the parameters of the flight
Ground speed (GS): the speed that the airplane would have on the ground
True Air Speed (TAS): this is the real speed of the a/c, it depends only on the miles per hour.
Example in the same alc and situation
GS 337 kut TAS 402 kül
IAS >
-
↓ =
250knt .
·
>
-
>
-
↓d h
390kil 470k
↑
-
-
↑ ↑y ort - -
As can be shown, the speeds are not related between them, talking about performance of the
a/c we have to take the IAS. To calculate times, top of descent or other time-depending
parameters we should take the TAS
SPEED LIMITS
The speeds also can variate between diverse a/c. Because of this changes the speeds are
regulated by the Airlaw limiting the IAS to 250kt between AGL (Above Ground Level) to
FL100.
TAKE OFF SPEEDS
As mentioned, the performance of the a/C are related to the IAS, for that reason some speeds
must be reached befor the rotation and during the take off.
V1: the speed until the a/c can stop without inconvenience
VR: the required speed to lift off the a/c
V2: the minimum speed required during the climb to ensure a secure climb
Vref: The speed that should be taken during the ake off and the initial phase of the climb. This
speed is the best way to perform a stable climb and ensure that in case of engine failure the
a/c can be safely cotroled. On B737, V2 + 20 usually.
After the take off, ariving to certain altitude the engines will adapt to the CLB N1, preselected
on the FMC.
COST INDEX
This value is a variable taking a relation between the fuel consumption and the cruise speed.
Higher is the value, higher the speed and the fuel consumption. FR: CI6
SPEED/ALTITUDE/PARAMETERS
The IAS depends on the speed of the wind. More wind, more speed will have the a/c when is
stopped.
The TAS depends on the pressure. As less pressure, less drag, so higher speed.
LANDING SPEED
The landing speed is relative on the headwind and the flaps configuration (more flaps, less
landing speed, better control of the a/c)
TAXI SPEED
Max: 30 GS
Examples:
0010/10kt
j
wind :
Alt : AGL
TAS : 182kt
IDS : TAS (AGI) Headwind 192kt
m
-
+ :
If a
fore pilot
, incap ,
or inminent impact the +lo can
be aborted even
after uy
VERTICAL
ALTITUDES
On a normal flight at diferent heights the method of measuring the heigh will be different.
From the ground level to a Trandition altitude the flight will be meassured on feets taking as
reference the pressure at 0ft. After passing the TA (Transition Altitude) the flight altitude will be
meassured on FL taking as reference the ISA conditions(1013Hpa).
#050
-
noooft
*
-
FLOUO
>
-
3000ft (TA)
QFE 1015Hpa
=
-
Floso
-
·
2000ft ·
FLO20
1000ft ⑤
FL010
Oft/QNH10 OEHp
As can be shown the FL is diverse to the real ft. The change to flight
Level is done to mantain all the high airspace with the same reference
And the feets are used to landing and take off, when you need the real
Altitude
QNH/QFE
The QNH is the pressure in a moment at 0ft MSL (Medium Sea Level)
The QFE is the pressure in a moment at 0ft AGL (Above Ground Level)
The Pressure is reduced every 600 per 2
OFEO1200ft
Meym zuy
1011 Apa
e
Zapa Se
QNH1017
e , Zapa
The A/C will be setted to 1017Hpa to have the real altitude and it will be setted to 1011Hpa to
have the altitude Above Ground Level (1017=QNH, 1011=QFE)
VERTICAL SPEED
The vertical speed is the way of meassure the clib or descent on how many feets are loosen
on a minute. 1600V/S means that the a/c is climbing 1600ft per minute. The problem on this
measure is the dificult to calculate the space taken to arrive to the desired altitude.
PERFORMANCE MANAGEMENT
The speed, altitude and turn are related. Any change on one of the parameters will cause a
variation in the rest. As more is the V/S (Vertical Speed) less the acceleration is effective.
Higher the a/c less the acceleration is effective. Less alitude, more pressure, more descent,
more drag, less TAS, more IAS.
TOP OF CLIMB AND TOP OF DESCENT
The a/c is capable to calculate all the speeds, altitudes and vertical speed. For that reason,
the a/c will calculate the top of descent, this point is the moment were the descent should
start. At that moment all the parameters would be ready.
CONCLUSION
This information is general, but applicable to the B737-800
COMPLEX NAVIGATION
SID (STANDARD INSTRUMENTAL DEPARTURE)
A SID is a sequence of 1 or more points to give a same departure just depending on the final
point of the SID. A SID can be RNAV (RNAV means with GPS so no need of set a frequency)
SID RNAU SID
hol
INDICATIONS
Dou 0 (Distanco from VOR = U ONM)
NO
E AC WILL PERFORM IT
. .
VOR INTERCEPT
A normal procedure in a vfr or simple ifr flight. To intercept a VOR the only requirement is set
the frequency of the VOR ant the course. A green line will indicate were is the Radial.
WAYPOINT REFERENCE
A waypont of reference is a created waypoint only and exclusive to the specific flight. Can be
used to calculate differents t/d, where the gear must be released, etc.
STAR (STANDARD TERMINAL ARRIVAL ROUTE)
A conection between the approach procedure, it can be taken or not, depending if a vector is
given or is not available. The STAR can be RNAV.
TRANSITIONS
A transition is the union between procedures. A transition can be between a SID and a
WAYPOINT, a STAR and an ILS, or whichever procedure. A TRANSITION can be a waypoint
of union or a group of waypoints.
ILS APP
An ILS is a radiobeacon that guide the a/c to the runway on the approach. Can be:
CAT I: until a minimum of 200ft (or more)
CAT II: between 50 - 200ft
CAT III: permits the AUTOLAND
A single beacon is configured by the airport to offer the accurancie. Some ILS are limitated to
certain category. The use is set the frequency and course.
RNAV/RNP APP
A RNAV APP is a GPS based approach guided by the a/c. It permits a lateral deviation of
10NM (usually)
A RNP is a GPS based approach guided by ha a/c . It is limited to a restricted space. Can be,
for example, 0.3 NM. If the a/c goes out of the limit, the app will be cancel derivating in a Go
Around.
RNAU
-------
Ah
F
·
-
the path
·
INP
in ---
&
,
You cannot
oxit the path
complex path
VOR APP
A VOR approach is a NON PRECISION APPROACH (NPA). The way of use is set the
frecuency and the course. In tis type of app the v/s or altitude must be managed until the
minimums. At minimums, the app will be a visual approach.
VISUAL APP
The visual app is a NPA. A visual approach can be taken ONLY on favorable conditions. To
follow a visual chart must be checked, a special briefing must be done. A visual app is based
on following visual references until minimums, on minimums the visual reference will be the
runway.
CONTINUED DESCENT
A continued descent is followed on a NPA. Is based on mantain a v/s from the Final Approach
Point until the runway. Usually is 3º. On the B737 a angle of descent cannot be setted up. On
the B737 the VSD must be used.
RADIOCOMS
INDEX
1. DIVISION OF THE AIRSPACE
DIVISION
The airspace is divided and controlled depending on the altitude and the nearest airport
TYPES DEPENDING ON THE REQUIREMENT
The space can be:
A: big airports, controlled and wait for clearence
B: medium and small airports, controlled and wait for clearence
C: others, IFR recive clearence, VFR recive information
D: —
E: IFR and VFR recive information and suggests
F: IFR and VFR are informed between them
MAD is a class A
CRV is a class F
DIVISION OF THE AIRSPACE
W
·
BOEING 737-800 NORMAL PROCEDURES
INDEX
1. Boeing philosophy
Status off engine
sensors (must be
ON lights only
General light
FLAPS POSITION All must be
tested. The stall 7
minutes after turn
Oxygen masks on to work
NAV as normal Cabin oxygen
procedure, light press : alwaya
ALIGN should between 1200
popup and 1800