Very good briefing as always. Thanks ! As a follow up would be great to walk through new GPS Interference procedures from FCOM-PRO-NOR-SUP-GPSINT. Plus some ideas how to deal with resulting false EGPWS alerts during climb, cruise, descend and approach. EGPWS rely on GPS data despite GPS deselected in Navaids. Hot topic recently in our industry... Of course solutions vary from airline to airline. Anyway standard procedures for GPWS cautions and warnings would be another valuable content on the channel. Keep the plates spinning ;-) and once again - thank you for your great job so far !
Hi, thank you for the video, please can you write down here how you compare the informations ? What do you exactly do in practice if flying and loose gps so you need to update the position. How do you update the position correctly ? I mean which steps you follow in fmgs ? Thank you,
Thank you for your video. Could you answer my question? Are we allowed to perform RNAV1 arrival if we have GPS PRIMARY LOST and GNSS required on approach chart but accuracy is still HIGH? Thank you
Hi Sorry for the delay. RNP1 is usually terminal arrivals and some Nat Tracks. I am going to have to ask you to refer to your company manuals here as integrity monitoring and contingency procedures are likely the protection of your company. The detail will be wether the company permits Nav Acc High or GPS Primary and whether the chart requires it i would suggest. I hope that helps. AWIDN
Yeah, happens more often recently... For me GPS PRIMARY LOST + GNSS required on the chart = request vectors or other arrival without GNSS required (if available for an airport of course). Regardless ACCURACY HIGH on the PROG page.
Very good briefing as always. Thanks ! As a follow up would be great to walk through new GPS Interference procedures from FCOM-PRO-NOR-SUP-GPSINT. Plus some ideas how to deal with resulting false EGPWS alerts during climb, cruise, descend and approach. EGPWS rely on GPS data despite GPS deselected in Navaids. Hot topic recently in our industry... Of course solutions vary from airline to airline. Anyway standard procedures for GPWS cautions and warnings would be another valuable content on the channel. Keep the plates spinning ;-) and once again - thank you for your great job so far !
Thanks for the suggestion
Just in time for the winter LPC- many thanks as always!
Well explained sir, the Auto Flight chapter explaining navigation is one of the harder one to understand.
Hi, thank you for the video, please can you write down here how you compare the informations ? What do you exactly do in practice if flying and loose gps so you need to update the position. How do you update the position correctly ? I mean which steps you follow in fmgs ? Thank you,
Thank you for your video. Could you answer my question? Are we allowed to perform RNAV1 arrival if we have GPS PRIMARY LOST and GNSS required on approach chart but accuracy is still HIGH? Thank you
Hi Sorry for the delay. RNP1 is usually terminal arrivals and some Nat Tracks. I am going to have to ask you to refer to your company manuals here as integrity monitoring and contingency procedures are likely the protection of your company. The detail will be wether the company permits Nav Acc High or GPS Primary and whether the chart requires it i would suggest. I hope that helps. AWIDN
Yeah, happens more often recently... For me GPS PRIMARY LOST + GNSS required on the chart = request vectors or other arrival without GNSS required (if available for an airport of course). Regardless ACCURACY HIGH on the PROG page.