Radar Geometry: Manila Radar Approach May 23, 2015

Radar Geometry
Manila Radar Approach

May 23, 2015
TURNS
TWO TYPES OF TURNS THAT ARE NORMALLY
MADE
1.STANDARD RATE TURN
2.HALF STANDARD RATE TURN
turns
ARE MADE WITH REFERENCE TO
INSTRUMENTS
ARE EXPECTED TO BE MADE AT A DEFINITE
RATE
Turns
STANDARD RATE TURN
IS MADE BY TURNING 3 DEGREES PER SECOND
ALSO CALLED 2 MINUTE TURN
turns
HALF STANDARD RATE TURN
IS MADE BY TURNING 1.5 DEGREES PER
SECOND
ALSO CALLED 4 MINUTE TURN
TURNS
TURNS
AIRPLANES TURN BY BANKING
IN THE EARLY DAYS OF AVIATION WHEN AIRCRAFT WERE
RELATIVELY SLOW, INSTRUMENT TURNS WERE MADE AT 3
DEGREES PER SECOND
AT 95 KNOTS TRUE AIRSPEED APPROXIMATELY 15 DEGREES OF
BANK IS REQUIRED TO MAINTAIN A STANDARD RATE TURN. AT
175 KNOTS TAS, 26 DEGREES BANK IS REQUIRED AND AT 350
KNOTS TAS, 45 DEGREES OF BANK
NOTE THAT AS THE TRUE AIRSPEED INCREASES, THE AMOUNT
OF BANK REQUIRED INCREASES TO MAINTAIN A CONSTANT
RATE TURN
TURNS
AS BANK INCREASES IT BECOMES DIFFICULT TO
CONTROL THE PLANE
FLIGHT INSTRUCTORS CONSIDER ANYTHING OVER 30
DEGREES OF BANK A STEEP TURN AND TO BE
AVOIDED IN INSTRUMENT FLIGHT
WITH THE ADVENT OF FASTER AIRCRAFT THE
STANDARD RATE TURN BECOMES IMPRACTICAL;
THEREFORE, STANDARD RATE TURN WAS
DEVELOPED
TURNS
TURNS
FOR IFR AND LECTURE PURPOSES WE WILL
CONSIDER 200 KNOTS TRUE AIRSPEED AS THE
DIVIDING LINE BETWEEN LOW AND HIGH SPEED.
AIRCRAFT AT LOW SPEED IS EXPECTED TO EXECUTE A
STANDARD RATE TURN
AIRCRAFT AT HIGH SPEED IS EXPECTED TO EXECUTE A
HALF STANDARD RATE TURN
TURNS
NOTE: 2 MINUTE TURN IS DIFFERENT FROM 2 MINUTE LEG
HOLDING
TURNS
WHEN AN AIRCRAFT MAKES A 360 DEGREE TURN AT A
CONSTANT RATE, ITS TRACK OR PATTERN OVER THE GROUND
IN STILL AIR IS A CIRCLE
TURNS
PARTS OF A CIRCLE
TURNS
THE CIRCUMFERENCE OF A CIRCLE DEPENDS
UPON THE DIAMETER
THE RELATIONSHIP OF THE DIAMETER TO THE
CIRCUMFERENCE IS DEFINITE AND CONSTANT
PI
TURNS
DETERMINE CIRCUMFERENCE, DIAMETER AND
RADIUS
TURNS
IN RADAR CONTROL THE CIRCUMFERENCE OR
DISTANCE OF A CIRCULAR FLIGHT PATH CAN
BE EASILY COMPUTED
DETERMINE THE TAS (miles per minute) AND
MULTIPLY BY THE TYPE OF TURN (i.e. 2 OR 4
MINUTE)
TURNS
track
THE TRACK IS THE ACTUAL HORIZONTAL PATH OF THE
AIRCRAFT OVER THE GROUND
ON THE RADAR SCOPE, THE MOVEMENT OBSERVED IS THE
TRACK
THE HEADING IS THE HORIZONTAL DIRECTION IN WHICH AN
AIRCRAFT IS POINTED
IN RADAR CONTROL, HEADINGS ARE ASSIGNED IN REFERENCE
TO MAGNETIC NORTH
IN STILL AIR THE TRACK AND HEADING ARE THE SAME. THE
DIFFERENCE BETWEEN THEM IS A FUNCTION OF THE WIND
TRACK
NOTE: TRACK AS THE ACTUAL HORIZONTAL PATH OF
AN AIRCRAFT OVER GROUND IS DIFFERENT AS TRACK
ANCHORED ON A NAVIGATIONAL AID (i.e. airway
such as T25 etc.)
TRACK
OBSERVED TRACK IS HISTORY. IT SHOWS PROGRESS MADE.
ASSUMING PREVAILING CONDITIONS WILL CONTINUE (i.e.
wind, aircraft heading and speed), FUTURE POSITION IN
PLACE AND TIME CAN BE PREDICTED
GROUND SPEED
GROUND SPEED IS THE SPEED OF AIRCRAFT OVER
THE GROUND
IT IS THE PROGRESS THAT IS OBSERVED ON THE
RADAR SCOPE
IN STILL AIR TAS IS GS. THE DIFFERENCE BETWEEN
THEM IS ALSO A FUNCTION OF WIND
Ground speed
GROUND SPEED CAN BE OBTAINED BY SOLVING A TIME AND
DISTANCE PROBLEM
THE LONGER THE SPEED CHECK THE MORE ACCURATE THE
GROUND SPEED
THIS PROCEDURE OF COMPUTING GROUND SPEED IS
ACCURATE ONLY IF THE SPEED HAS REMAINED CONSTANT
OVER THE MEASURED DISTANCE
RADIUS OF TURNS
TURNING AIRCRAFT IN LEVEL FLIGHT CANNOT TURN
ON A POINT
THE FLIGHT PATH WHILE TURNING IS PART OF A
CIRCUMFERENCE OR ARC
THE TIGHTNESS OF THIS ARC IS DETERMINED BY
RADIUS OF TURN AND THIS IS DEPENDENT ON THE
TYPE OF TURN (i.e. 2 or 4 minute) AND THE SPEED
(TAS) OF THE AIRCRAFT
RADIUS OF TURN
UNDERSHOOT SITUATION
RADIUS OF TURN
OVERSHOOT SITUATION
RADIUS OF TURN
LEAD
Radius of turn
LEAD REQUIREMENTS FOR VARIOUS TURNS
VECTORING
A VECTOR IS A HEADING (MAGNETIC) ISSUED TO AN
AIRCRAFT TO CONTROL ITS FLIGHT PATH.
THERE ARE VARIOUS REASONS FOR VECTORS,
AMONG THEM NAVIGATIONAL GUIDANCE,
AVOIDANCE OF TRAFFIC AND THE SPACING OF
AIRCRAFT
VECTORING
VECTORING (IN-TRAIL)
MAKING THE SAME TURNS AT THE SAME
POINT
AIRCRAFT MAINTANING THE SAME
SPEED
VECTORING (CIRCLE FOR
SPACING)
THE CIRCLE FOR SPACING MANEUVER IS
CONVENIENT BECAUSE IT TERMINATES AT THE
STARTING POINT
AIRSPACE REQUIREMENTS ARE MINIMAL
THE DISADVANTAGE OF THIS MANEUVER IS
THE LACK OF FLEXIBILITY IN THE SPACING
OBTAINED
VECTORING (TROMBONE
PATTERN)
IN SITUATIONS WHERE MORE THAN THE
MINIMUM SPACING (CIRCUMFERENCE) IS
REQUIRED, THE CIRCLE HAS CONSIDERABLE
FLEXIBILTY
THE FLEXIBILITY IS OBTAINED BY MODIFYING
THE BASIC CIRCLE PATTERN
VECTORING (TROMBONE
PATTERN)
VECTORING (TROMBONE
PATTERN)
VECTORING (TROMBONE
PATTERN)
VECTORING (TROMBONE
PATTERN)
VECTORING (IN-TRAIL /
TROMBONE PATTERN)
VERY OFTEN THE SOLUTION TO SPACING PROBLEMS
REQUIRE A COMBINATION PATTERN
PROBLEM: TWO SAME SPEED AIRCRAFTS ARE FIVE
MILES APART, IN-TRAIL. THEIR VECTORS REQUIRE
COURSE REVERSAL TO APPROACH FIX. THE DESIRED
SEPARATION IS 15 MILES IN-TRAIL
VECTORING (IN-TRAIL /
TROMBONE PATTERN)
BREAK
SEE YOU AFTER 30 MINUTES

Radar Geometry: Manila Radar Approach May 23, 2015

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