Nav.+Jeppsen+ATC

Navigation

Planning, Monitoring, and Controlling the movement of aircraft from one place to another

Types of Navigation

3 types;

Pilotage

DED Reckoning

Radio Aids

Pilotage

Depends only on the PIC,

flying from point to point using Landmarks,

visually identified from the cockpit

Deductive (DED) Reckoning

in Low & Slow aircrafts, by

Mathematical Calculations based on:

Speed, Distance,Track,Time.

Radio Aids

Advanced type of navigation

Based on Sending & Receiving signals From

Ground Equipment To aircraft’s Embedded Receivers. as;

1.VOR

2.DME

3.NDB

4.RMI

4.ILS

VOR

Very High Frequency Omni-Directional Range

• 108–118 MHz band.

• Ground-station transmits 360 radials (1° apart),

• Radials =Outbound From station Courses =Inbound To station.

• Receivers used to determine bearing From/To the station.

Limited by:

• Line of sight– obstacles block signal.

• Minimum Reception Altitude (MRA)— minimum usable altitude on charts.

Usage in Flight

• Common during departure, descent, and landing.

• Tracked using the

  CDI (Course Deviation Indicator) with

  OBS (Omni Bearing Selector).

Line of Sight

Straight Line between

Transmitter and Receiver.

VOR Types

1. VOR

2. VOR\DME

3. VORTAC or TACAN

   ‘Tactical Air Navigation system’

NDB

• Ground-based low-frequency low cost, easy maintenance radio transmitter

• Signal can bend around terrain, unlike VOR (no need for line-of-sight)

• More effective than VOR in mountainous areas

received by the aircraft’s onboard

Auto Direction Finder ‘ADF’equipment by it’s needle pointing directly to the station

CONS; Not accurate at;

1. Night

2. Shoreline

3. Banks

DME

Distance Measuring Equipment of the Aircraft to the Station that

Measures

-Ground Speed, Distance & Time

by Sending and Receiving Pulses

Limitations:

measuring only Slant range between them.

which is Slightly Higher than the

Actual horizontal distance.

Resulting in inaccuracy in speed and time readings when airplane is flying in any other direction than to or from the station.

When flying over the station. it reads distance based on the airplane height in nautical miles

1NM

= 6,080 Feet

MORIS Code

Pilots are required to understand this and be able to identify aircraft call signs as NDB's and VOR's

VOR Volumes

T ‘Terminal’

L ‘Low Altitude’

H ‘High Altitude’

T ‘terminal’ VOR

From 1,000 feet AGL

to 12,000 feet AGL

at radial Distances out to 25 NM.

L ‘low altitude’ VOR

From 1,000 feet AGL to 18,000 feet AGL at radial distances out to 40 NM.

H ‘high altitude’ VOR

From 1,000 feet AGL to 14,500 feet AGL at radial distances out to 40 NM.

From 14,500 feet AGL to 18,000 feet at radial distances out to 100 NM.

From 18,000 feet AGL to 45,000 feet AGL at radial distances out to 130 NM.

From 45,000 feet AGL to 60,000 feet at radial distances out to 100 NM.

RMI

Radfio Magnetic Indicator.

simplify flying NDB approaches by eliminating the need to add magnetic heading calculations

ILS

Primary system for

instrumental approaches nowadays

Providing Horizontal & Vertical guidance.

Consisting of 2 ground equipments;

1. Localizer

2. Glide slope

   along with DME

Localizer

In the Opposite End of the RW

Received Up to 18NM, & 4,500 feet

4X more Sensitive than VOR.

Glide Slope

Ground ‘UHF’ Ultra High Frequency.

in the 1st 1000' from RW

Displaced from the Centerline

Insuring 3° slope Glide path &

ensures aircraft is 50ft Above THR

Precision Approach

Provide Lateral and Vertical Guidance

Localizer + Glide Slope

ex. ILS app,

Non-Precision Approach

Provide Lateral Guidnance only,

VOR app,

Localizer app,

NDB app,

RNAV app

ILS Categories

CAT I

CAT II

CAT III; A, B, C

Based on; Visibility, Decision height, & RVR

CAT I

(DH>200ft)

Decision Height Not Less Than 200 feet

(RVR>550m)

RVR Not Less Than 550 meter

CAT II

-(100>DH>200ft)

Decision Height Less than 100 But Not Less than 200 feet

-(RVR>300m)

RVR Not Less Than 300 meter

Company’s Policy

1. PF & PM Validated for CAT2 approach on license.

2. CAT2 Equipped & Approved Aircraft & Runway.

CAT III

3 Types: Alpha, Bravo, Charlie

No Decision

No RVR

RNAV

AREA Navigation System, Modern

Allowing

aircraft to fly Directly to the Waypoint without passing over Ground Equipment.

INS

One of the initial systems Enabiling RNAV.

Inertial Navigation System, Self Contained

Detecting plane’s motion and

Indicates its displacement by using

1. Accelometer to know Speed

2. Gyroscope to know heading

• INS updates position from the last known location.

• small errors accumulate over time due to speed/time miscalculations

Corrected by IRS

IRS

The Inertial Reference System

laser gyros reduced the noise

results in overall reduction of integration drift

Having its own database saving the aircraft Motion and Comparing it to the Initial position not using the last position.

RNP

Required Navigation Performance

GPS

Global Positioning System:

Part of the Global Navigation Satellite System (GNSS).

used to be 24 now, 33 satellites in orbit, operating in 6 orbital planes.

Requires

• 2D position uses 3 satellites

• 3D position uses 4+( +altitude).

• Accuracy affected by signal delays due ionosphere/troposphere.

Enhancements:

• SA (Selective Availability): Removed to improve accuracy.

• DGPS (Differential GPS): Uses ground stations for ±5m accuracy.

FMC

💘 of flight manegment system providing

Centralize Control for

Navigation and Preformance managment

FLP is Loaded on it before flight calculating;

1. Air & Aircraft’s Position

2. Fuel Consumption & ETA

HSI

Horizontal Situation Indicator

Reduce Pilot’s Monitoring Workload by Combining;

Heading, VOR, ADF, ILS, Indicators together in one Panel

RMI

Displays two VORs or two ADFs or a combination of both, along with Heading.

Climb Gradient Calculations

Rate of Climb =

(Gradient in Ft./nm × Ground Speed) ÷ 60

Rate of Climb =

Gradient in % × Ground Speed

Descent Calculations

The required distance to run =

(altitude ÷1000 × 3)+10

For every 3 knots Headwind -1 nm

For every 3 knots Tailwind +1nm

Leading Radial

where craft starts its turn to

Intercept its intended course

the Heavier & Faster the craft is

the Earlier it will start Turning.

3 Approaches

LDA, MLS and SDF, APPROACHES

(SDF) Simplified Directional Facility

• Providing final approach course similar to an ILS localizer.

• Course width is at 6° or 12° for optimal approach quality

• may not align with the runway & less precise than an ILS.

• Usable indications are within 35° of the course centerline.

• Indications beyond 35° are uncontrolled and should be ignored.

• The antenna may be offset, with a convergence angle ≤3°written in approach chart.

(LDA) Localizer Type Directional AID

• Similar in accuracy to a localizer but not part of an ILS.

• Course width is 3° to 6°, more precise than SDF.

• include Glide Slope.

• Not aligned with RWY.

• Straight-in minimums applyif course within 30°

  of RWY Centerline.

• If the angle exceeds 30°, only Circling minimums are published.

(MLS) Microwave Landing System

• provides Precision approach guidance.

• It offers, elevation (glide slope), and range information.

• Guidance is displayed on CDI or multifunction cockpit displays.

• Requires specialized airborne equipment not commonly found in general aviation.

• Includes data communication for system status, weather, and runway information.

VASI

• Visual Approach Slope Indicator (VASI) provides visual descent guidance using two wing bars (upwind & downwind).

• On slope: Upwind bar red, downwind bar white.

• Too high: Both bars white.

• Too low: Both bars red.

• Some airports have three-bar VASI for large aircraft.

PAPI

• Precision Approach Path Indicator (PAPI) provides visual descent guidance like VASI.

• Uses a single row of lights, usually on the left side of the runway.

TRI-color

• Tri-Color System provides visual approach guidance using a single light unit.

• Red indicates below the glide path.

• Green indicates on the glide path.

• Amber indicates above the glide path.

• A dark amber zone exists below the glide path but should not be mistaken for an "above" indication.

• Pulsating Visual Approach Slope Indicator

• uses a single light unit for visual guidance.

• On glide path: Steady white light.

• Slightly below glide path: Steady red light.

• Further below glide path: Pulsating red light.

• Above glide path: Pulsating white light.

• Pulsating rate increases as the aircraft moves further above or below the glide slope.

MSA

Minimum Sector/Safe Altitude

lowest altitude which may be used under emergency conditions which will provide a minimum clearance

1,000’ above all obstacles

within a sector of

25 NM radius

MRA (Minimum Reception Altitude)

lowest altitude on an airway segment

which is a waypoint can be identified using two or more Navigation Aids.

Assuring:

Acceptable Navigational Signal Coverage.

MOCA

Lowest altitude on an Airway Segment

Assuring:

Obstacle Clearance Requirements.

MEA (Minimum Enroute Altitude)

Lowest altitude

Between 2 radio fixes

Assuring;

MRA & MOCA

MCA

Minimum Crossing Altitude

Lowest Alt. at which Nav. fix Could be crossed or continued along

Assuring MOCA

MORA

provide Obstacle clearance

1000’ in nonmountainous and

2000’ in mountainous areas

within

10 NM on both sides of airway and

10 NM Radius around the Ends

of the airway.

Grid MORA

provide an Obstacle Clearance altitude within

Latitude & Longitude Grid Block.

MAA

Maximum Muthorized Altitude.

Hightest Alt. On airway segment

Assuring MRA

(IAF) Initial Approach Fix

Beginning of Initial approach segment, where Instrument approach segments begins,Usually (VOR, NDB, DME, etc.)

Intermediate approach fix

Speed & Configurations are Adjucted to

Prepare&Position Plane’s Final Descent

At the Airport.

(FAF) Final Approach Fix

Beginning of Final Approach Segment,

Marked By

Maltese Cross in Non-Precision approach,

Glide Slope Intercept in Precision app.

(MAP) Missed Approach Point

Beginning of Execution of

Missed Approach Procedure if required.

Marked By Crossing;

MDA in Non-precision approach

DH in Precision approach

Desicion Altitude (DA)

Specified Alt. referenced to Mean Sea Level (MSL)

in Precision Approach where

Missed Approach must be initiated if

required visual reference Not established.

(DH) is referenced to the

Desicion Height (DH)

Specified Height referenced to Threshold Elevation (THR ELV). in

Precision Approach where

Missed Approach must be initiated if

required visual reference Not established

Minimum Descent Altitude (MDA) or

Minimum Descent Height (MDH)

Specified Altitude or Height in a

Non-Precision Approach or

Circling Approach below which

Descent must not be made without

required visual reference.

Great Circle Route

Shortest Route Between 2 points on a Sphere

Rhumb Line

Curve Crossing each Meridian at the

Same Angle.

Cloud Base

Height of Lowest layer of clouds

Few Or Scattered

Cloud Ceiling

Height of Lowest layer of Clouds

Covering more than half the sky

Broken or Overcast

Below 20,000 ft

Air Traffic Control Service (ATC.S)

• provides separation, instructions, clearances, and helps prevent collisions.

• It has three levels, based on where the aircraft is:

Aerodrome Control Service (Tower)

• Controls ground and runway movements.

• Takeoff and landing clearances are given here.

Control Zone (CTR)

Controlled airspace extending from Surface of the earth to Specified Upper Limit

• Handles arriving or departing aircraft around airports (like 2,500 ft AGL).

• Guides aircraft for approach sequencing and descent.

Control Area (CTA)

Controlled airspace starting from a Specified altitude upwards

• Manages enroute traffic between airports (cruising at high altitude).

• Covers wide regions like FIRs.

FIR

Flight Information Region; a controlled region of sky where one ATC authority is in charge.

🔹 Provides FIS and ALR.

FIS

Flight Information Service

• Gives you info like weather, NOTAMs (like closed runways), traffic around you.

• Especially important in uncontrolled airspace (no ATC).

ATAS

Air Traffic Advisory Service

• It advises about traffic to avoid potential conflict.

• But it doesn’t issue Clearances.

• Usually applies to IFR Uncontrolled airspace.

Danger Area

🔸 Activities dangerous to aircraft may exist (e.g., military firing).
🔸 Not always active — check NOTAMs.

Restricted Area

🔸 Flying is allowed only under certain conditions.
🔸 Might require clearance or only be open at certain times.

Prohibited Area

🔸 No aircraft allowed under any circumstances.
🔸 Usually for national security ( presidential palace).

⏱ 1. TOTAL ESTIMATED ELAPSED TIME (TEET)

Estimated time required

📍 Starts: At T/O
📍 Ends: At a Designated point in the flight plan

🛬 TOUCHDOWN ZONE ELEVATION (TDZE)

Highest point in the first 3000’ of runway (measured from THR), affects:

• Precision approaches (ILS)

• Minimums during landing

☁ VOLMET

Continuous Radio Broadcast for Major airports during Cruise, Giving only

• Meteorological conditions (Weather)

📻ATIS – Automatic Terminal Information Service

Continuous Radio Broadcast For Busy Airports, before contacting ATC. Giving;

• Weather (wind, temp, visibility)

• Active runway

• Type of approach in use

• NOTAMs or closed taxiways

📅CTOT / SLOT TIME / ATFM SLOT

👉 A time issued to your flight to keep traffic flowing smoothly through FIRs and airspace sectors.

⏳ You must take off within a window:
🟰 −5 min to +10 min from the CTOT
(Otherwise you’ll need a new one)

🧮 Formula:

CTOT = EOBT + Taxi Time + Any Delay

• EOBT = Estimated Off-Block Time
  (When you expect to push back from the gate)

• TT = Taxi Time
  (How long it takes to taxi to the runway)

RVSM

Reduced Vertical Separation Minimum

Reduction From 2,000 to 1,000

of standard vertical separation if AC is equipped & Pilots are Verified to Handle it

Between FL290➡FL410

Flight Level Orientations

for IFR

0* to 179* must be Odd

180* to 359* must be Even

for VFR

same as IFR with adding 500’ to all levels

VFR (Visual Flight Rules)

1. Ceiling>1500’

2. Flight Level <FL200

3. Visibility> 5 km

4. Speed <Trans/Super-Sonic

Field in Sight & Within 25 NM from it

According to Egyptair.

IFR (Instruments Flight Rules)

in Non-Mountanius,

at least 1000’ above highest terrain

in Mountanius,

at least 2000’ above highest obsticle

Within 8 Km of AC Position

Wake Turbulence

disturbance in the atmosphere that forms behind an aircraft as it passes through the air

Transponder emergency Codes

7500: “Seven-Five, man with a Knife."

7600: "Seven-Six, radio needs a Fix."

7700: "Seven-Seven, going to Heaven." Corresponding to emergencies:

- 7500: Hijacking

- 7600: Communication failure

- 7700: General emergency

Traffic Informations Given

1. 🕒 Relative Bearing (12-hour Clock Format)

   • Indicates the direction of the traffic relative to the pilot’s heading.

2. 📏 Distance

   • Given in nautical miles (NM).

   • Indicates the distance to the conflicting traffic.

3. ➡ Direction of Movement

   • Indicates the direction of the traffic relative to the reporting aircraft.

4. 🛩 Level and Aircraft Type (if known)

   • Altitude/flight level of the other traffic.

   • Type of aircraft, if identified.