{"id":31583,"date":"2022-01-09T18:29:56","date_gmt":"2022-01-09T16:29:56","guid":{"rendered":"https:\/\/inginerie.aero\/?p=31583"},"modified":"2022-01-16T23:26:02","modified_gmt":"2022-01-16T21:26:02","slug":"air-navigation-avanpremiera-editoriala","status":"publish","type":"post","link":"https:\/\/inginerie.aero\/index.php\/ro\/2022\/01\/09\/air-navigation-avanpremiera-editoriala\/","title":{"rendered":"Air Navigation \u2013 Avanpremier\u0103 Editorial\u0103"},"content":{"rendered":"

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Aceast\u0103 carte reprezint\u0103 un testament profesional al celor mai bine de 30 de ani de carier\u0103. S\u0103 lucrez cu studen\u021bii mei la inginerie aerospa\u021bial\u0103, elevi pilo\u021bi \u0219i elevi controlori de trafic aerian, de-a lungul multor genera\u021bii, a fost provocator \u00een cel mai fericit mod. Dezbaterile, ideile \u0219i \u00eentreb\u0103rile din clas\u0103 au fost foarte productive \u00een stabilirea con\u021binutului.<\/p>\n

Aceasta este o carte tip\u0103rit\u0103 pe h\u00e2rtie, menit\u0103 s\u0103 fie citit\u0103 \u00eentr-o lume bazat\u0103 pe Internet. Unele subiecte sunt prezentate doar ca un declan\u0219ator al curiozit\u0103\u021bii, incit\u00e2nd cititorul s\u0103 caute mai departe online. Aceast\u0103 caracteristic\u0103 permite c\u0103r\u021bii s\u0103 fie comprehensiv\u0103 \u0219i \u00een acela\u0219i timp s\u0103 se \u00eencadreze \u00eentr-un singur volum.<\/p>\n

Multe fapte sunt ilustrate cu povestiri potrivite, exemple \u0219i studii de caz. Poate fi considerat\u0103 o carte de povestiri \u0219i experien\u021ba mea cu studen\u021bii a ar\u0103tat c\u0103 aceast\u0103 abordare aduce audien\u021ba mai aproape de subiect \u0219i cre\u0219te implicarea. Oamenii din spatele acestor povestiri sunt de multe ori fascinan\u021bi \u0219i de aceea multe personalit\u0103\u021bi sunt men\u021bionate, aduc\u00e2nd emo\u021bii care \u00een mod normal nu se reg\u0103sesc \u00eentr-o carte de \u0219tiin\u021b\u0103 \u0219i tehnologie. Totu\u0219i, tinerele genera\u021bii de studen\u021bi par atra\u0219i de o astfel de abordare.<\/p>\n

Studii de caz acompaniaz\u0103 diferite capitole. Rolul lor este de a conecta textul la realitate, oferind exemple din via\u021ba real\u0103, ca un instrument de \u00eenv\u0103\u021bare. Avia\u021bia este un domeniu inteligent, \u00een sensul c\u0103 fiecare accident \u0219i incident este o oportunitate de a \u00eenv\u0103\u021ba lec\u021bii utile. De fapt, dezvoltarea avia\u021biei este uneori chiar guvernat\u0103 de reac\u021bia comunit\u0103\u021bii aviatice la astfel de evenimente nedorite. Fiecare sistem al aeronavei \u0219i fiecare procedur\u0103 are o istorie de accidente \u0219i de incidente \u00een spatele formei lor, al rolului \u0219i al func\u021bionalit\u0103\u021bii lor actuale. Studiile de caz din aceast\u0103 carte sunt esen\u021bializate \u00eentr-un format de o singur\u0103 pagin\u0103, \u00een contrast cu sutele de pagini ale rapoartelor de investigare a accidentelor. Evident, este o grea pierdere de semnifica\u021bii \u00een acest proces reduc\u021bionist. Cititorii sunt \u00eencuraja\u021bi s\u0103 caute detaliile pe Internet, unde majoritatea rapoartelor oficiale ale accidentelor pot fi g\u0103site.<\/p>\n

Exemplele numerice denumite Numerical Close-Ups sunt esen\u021biale acestei c\u0103r\u021bi. \u00cen cei peste 30 de ani de experien\u021b\u0103 ca profesor, deseori am avut iluzia c\u0103 am \u00een\u021beles clar o chestiune tehnic\u0103 citind teoria, ca de fapt totul s\u0103 se pr\u0103bu\u0219easc\u0103 c\u00e2nd \u00eencercam primul exemplu numeric. \u00cen cele din urm\u0103, dup\u0103 ce reu\u0219eam s\u0103 fac exemplul s\u0103 func\u021bioneze, realizam c\u0103 \u00een\u021belegerea mea ini\u021bial\u0103 fusese superficial\u0103. Aceast\u0103 carte nu \u00eencearc\u0103 s\u0103 explice lucruri pentru care autorul nu e capabil s\u0103 produc\u0103 o implementare numeric\u0103. Aceast\u0103 caracteristic\u0103 se adreseaz\u0103 segmentului de cititori care sunt atra\u0219i de latura practic\u0103 a lucrurilor, dar \u0219i de calcul. Metodele numerice prezentate pot fi u\u0219or incluse \u00een software scris de cititori, deoarece ele sunt opusul stilului Matlab de cutie neagr\u0103. Exemplele numerice reflect\u0103 dincolo de orice altceva, natura aceastei c\u0103r\u021bi orientate c\u0103tre rezolvarea problemelor.<\/p>\n

Mult\u0103 din complexitatea naviga\u021biei aeriene este ilustrat\u0103 \u00een aceast\u0103 carte cu grafice create de autor. Am f\u0103cut asta \u00eenc\u0103 din 1995, de la publicarea primei mele c\u0103r\u021bi \u00eentr-o editur\u0103 tehnic\u0103 prestigioas\u0103 (Editura Militar\u0103 din Bucure\u0219ti). \u00cenc\u0103 de atunci observam c\u0103 diviziunea muncii \u00eentre autorii de text \u0219i ilustratorii profesioni\u0219ti este adesea contraproductiv\u0103. Multe desene \u0219i diagrame pe care le v\u0103d \u00een literatur\u0103 rateaz\u0103 chestiuni esen\u021biale din text, dac\u0103 nu chiar mai r\u0103u (concep\u021bii gre\u0219ite \u0219i erori), dar sper c\u0103 aici am reu\u0219it s\u0103 evit aceast\u0103 fractur\u0103.<\/p>\n

Cartea este original\u0103 \u0219i originalitatea este inten\u021bionat\u0103. Decizia ce s\u0103 includ \u0219i ce s\u0103 exclud din carte a pornit de la idei proaspete, sper originale (surprinz\u0103tor, multe idei pe care le credeam originale le-am g\u0103sit p\u00e2n\u0103 la urm\u0103 \u0219i altundeva, dar am luat asta ca pe o confirmare binevenit\u0103). Originalitatea \u00een ingineria aerospa\u021bial\u0103 este \u00eens\u0103 un pariu dificil.<\/p>\n

Cartea este util\u0103 studen\u021bilor \u0219i inginerilor aerospa\u021biali, dar \u0219i pilo\u021bilor \u0219i controlorilor de trafic curio\u0219i, care vor s\u0103-\u0219i structureze mai bine \u00een minte cuno\u0219tin\u021bele \u0219i s\u0103 \u00een\u021beleag\u0103 mai bine de ce sistemele din avia\u021bie sunt at\u00e2t de complexe \u0219i cum func\u021bioneaz\u0103. De asemenea, cartea \u00eei ajut\u0103 pe cercet\u0103torii din computer science \u0219i din \u0219tiin\u021bele conexe, care doresc s\u0103 abordeze un subiect de avia\u021bie.<\/p>\n

La aceast\u0103 dat\u0103 cartea este finalizat\u0103 85%. Capitolele 10 \u0219i 11 sunt \u00eenc\u0103 \u00een lucru \u0219i Capitolele 9 \u0219i 12, de\u0219i sunt avansate, nu sunt complet terminate. \u0218antierul acestei c\u0103r\u021bi a debutat \u00een 1992, dar abia din iunie 2020 m-am putut dedica \u00eentr-adev\u0103r proiectului. Microsoft Word \u00eemi comunic\u0103 54.692 de minute de editare, dar asta doar pentru text. Corel Draw nu are un contor de minute. Sper c\u0103 sunt minute bine tr\u0103ite. P\u00e2n\u0103 c\u00e2nd o voi termina \u00een 2022, sper s\u0103 g\u0103sesc o modalitate bun\u0103 de a o publica \u0219i de a o oferi acelei audien\u021be care ar agreea-o \u0219i care ar g\u0103si-o util\u0103.<\/p>\n

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Octavian Thor Pleter<\/p>\n

Bucure\u0219ti, 10 ianuarie 2022<\/p>\n

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Chapters<\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ch.<\/td>\nChapter Title<\/td>\nPages<\/td>\n<\/tr>\n
0<\/em><\/td>\nIntro<\/td>\n6<\/td>\n<\/tr>\n
1<\/strong><\/td>\nNavigation Jargon<\/td>\n6<\/td>\n<\/tr>\n
2<\/strong><\/td>\nGeodesy<\/a><\/td>\n48<\/td>\n<\/tr>\n
3<\/strong><\/td>\nAtmosphere<\/a><\/td>\n84<\/td>\n<\/tr>\n
4<\/strong><\/td>\nDirections, Azimuths, Horizon<\/a><\/td>\n80<\/td>\n<\/tr>\n
5<\/strong><\/td>\nTime<\/a><\/td>\n48<\/td>\n<\/tr>\n
6<\/strong><\/td>\nVertical and Horizontal Navigation<\/a><\/td>\n46<\/td>\n<\/tr>\n
7<\/strong><\/td>\nAircraft<\/a><\/td>\n80<\/td>\n<\/tr>\n
8<\/strong><\/td>\nRadio Navigation<\/a><\/td>\n144<\/td>\n<\/tr>\n
9<\/strong><\/td>\nTrajectory<\/a><\/td>\n56<\/td>\n<\/tr>\n
10<\/strong><\/td>\nAir Traffic Management<\/td>\n48<\/td>\n<\/tr>\n
11<\/strong><\/td>\nFlight Planning and Management<\/td>\n32<\/td>\n<\/tr>\n
12<\/strong><\/td>\nNavigation Optimisations<\/a><\/td>\n48<\/td>\n<\/tr>\n
13<\/em><\/strong><\/td>\nReferences<\/td>\n8<\/td>\n<\/tr>\n
14<\/em><\/td>\nIndex<\/a><\/td>\n24<\/td>\n<\/tr>\n
\u00a0<\/em><\/td>\nTotal<\/td>\n758<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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[\/et_pb_text][et_pb_text admin_label=”Factual Overview” background_layout=”light” text_orientation=”justified” use_border_color=”off” _builder_version=”3.0.92″]<\/p>\n

List of Case Studies <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ch.<\/td>\nCase<\/td>\nKey facts<\/td>\nPage<\/td>\n<\/tr>\n
2<\/td>\nA333, THY 726, Kathmandu, Nepal, 4\/03\/15<\/td>\ntruncating errors in coordinates, landing below minima<\/td>\n60<\/td>\n<\/tr>\n
3<\/td>\nAn-148, Reception flight, Voronezh, 5\/03\/11<\/td>\naccelerating at 30 kts over VNE<\/sub> due to gross ASI errors<\/td>\n126<\/td>\n<\/tr>\n
3<\/td>\nA332, AFR 447, Tasil Point, Atlantic Ocean, 1\/06\/09<\/td>\ndissimilarity principle disregarded, Pitot icing, flying pilot fails to control manually in direct law<\/td>\n130<\/td>\n<\/tr>\n
3<\/td>\nB757, PLI 603, Lima, 2\/10\/96<\/td>\nstatic vents blocked<\/td>\n131<\/td>\n<\/tr>\n
3<\/td>\nBoeing 737 MAX, LNI 610, Java Sea, 29\/10\/18<\/td>\nAOA sensor failure, single point of failure design error, pilots not made aware of the MCAS system<\/td>\n141<\/td>\n<\/tr>\n
3<\/td>\nBoeing 737 MAX, ETH 302, Bishoftu, Ethiopia, 10\/03\/19<\/td>\nAOA sensor failure, single point of failure design error, wrong technical note on the MCAS de-activation<\/td>\n142<\/td>\n<\/tr>\n
3<\/td>\nA320, test flight, Perpignan, France, 27\/11\/08<\/td>\nAOA sensors frozen due to washing the aircraft with water under pressure<\/td>\n143<\/td>\n<\/tr>\n
3<\/td>\nA321, LHA 1829, Bilbao, Spain, 5\/11\/14<\/td>\nAOA sensors blocked, 2 out of 3 logic beaten by circuit breaker<\/td>\n144<\/td>\n<\/tr>\n
4<\/td>\nB752, AAL 965, Cali, Columbia, 20\/12\/95<\/td>\nCFIT by NDB identifier confusion and inadvertent turn<\/td>\n224<\/td>\n<\/tr>\n
5<\/td>\nIS-28M2 formation flight to Australia<\/td>\nrecord breaking motor gliders flight<\/td>\n272<\/td>\n<\/tr>\n
6<\/td>\nA320, Air Inter 148, Mt. St. Odile, 20\/01\/92<\/td>\nconfusion between FPA and VS autopilot descend functions<\/td>\n288<\/td>\n<\/tr>\n
7<\/td>\nA310, RO 381, Paris Orly, 24\/09\/94<\/td>\nspeed envelope protection not understood by pilots, who attempted to accelerate aircraft beyond VFE<\/sub><\/td>\n351<\/td>\n<\/tr>\n
7<\/td>\nA310, RO 371, Balote\u0219ti, Romania, 31\/03\/95<\/td>\nATHR software bug not corrected, pilot incapacitated, pilot flying not aware of the attitude and engines, not aware of the technical note on the ATHR problem<\/td>\n356<\/td>\n<\/tr>\n
7<\/td>\nB772, AAR 214, San Francisco, CA, 6\/07\/13<\/td>\npoor airmanship in manual approach, wrong autopilot mode selection for the final approach (FLCH), pilots failed to monitor airspeed, special cockpit conditions<\/td>\n359<\/td>\n<\/tr>\n
7<\/td>\nA320, AWQ 8501, Java Sea, 28\/12\/14<\/td>\npilot resets AFCSs and fail to control manually in direct law<\/td>\n371<\/td>\n<\/tr>\n
7<\/td>\nA320, LH 2904, Warsaw, 14\/09\/93<\/td>\nbad wind report by the Tower, all braking systems disabled by software under half touchdown circumstances<\/td>\n372<\/td>\n<\/tr>\n
7<\/td>\nB773, UAE 521, Dubai, 3\/08\/16<\/td>\npilots not aware that automated go around cannot be engaged after touchdown resulted in overrun<\/td>\n373<\/td>\n<\/tr>\n
7<\/td>\nA388, QFA 32, Singapore, 4\/11\/2010<\/td>\nuncontained engine failure, multiple failures, resilient response from the crew<\/td>\n380<\/td>\n<\/tr>\n
7<\/td>\nMD-82, Spanair 5022, Madrid Barajas, 20\/8\/2008<\/td>\nwrong take-off configuration (zero flaps) not warned due to improper maintenance<\/td>\n383<\/td>\n<\/tr>\n
8<\/td>\nB732, Varig 254, Amazonian Jungle, Brazil, 3\/09\/89<\/td>\nbad navigation, change of flight plan format, NDB confusion<\/td>\n443<\/td>\n<\/tr>\n
8<\/td>\nB738, THY 1951, Schipol, the Netherlands, 25\/2\/09<\/td>\nsingle RA in APP mode fails, throttle retards, pilots fail to monitor airspeed, special cockpit condition<\/td>\n489<\/td>\n<\/tr>\n
8<\/td>\nA343, AF 3093, Paris, CDG, 13\/03\/12<\/td>\nfalse glideslope interception, obsolence of the ILS-GP system as per new ways to navigate (CDA)<\/td>\n526<\/td>\n<\/tr>\n
10<\/td>\nXPDR incidents<\/td>\nlatent condition of future midair collisions due to obsolence of FWS ranking XPDR as non-essential avionics<\/td>\n<\/td>\n<\/tr>\n
10<\/td>\nB752 and T154 midair collision, Uberlingen, 1\/07\/02<\/td>\nmidair collision due to the\u00a0 problems of principle with integrating TCAS in ATM<\/td>\n<\/td>\n<\/tr>\n
10<\/td>\nCL60 and A388, Arabian Sea, 7\/01\/17<\/td>\nenroute wake turbulence accident<\/td>\n<\/td>\n<\/tr>\n
11<\/td>\nDC10, TE 901, Mount Erebus, 28\/11\/79<\/td>\npilots not aware of changed flight plan<\/td>\n<\/td>\n<\/tr>\n
11<\/td>\nRJ85, LaMia 2933, Mt. Cerro Gordo, Columbia, 28\/11\/16<\/td>\nwrong flight planning resulting in fuel starvation<\/td>\n<\/td>\n<\/tr>\n
11<\/td>\nA310, Hapag Lloyd 3378, Vienna, Schwechat, 12\/07\/00<\/td>\nwrong assumption by the pilots that FMS does accurate fuel management calculations resulting in fuel starvation<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nB742, KAL 007, Sakhalin Island, 1\/09\/83<\/td>\ngross navigation error resulting in flying in a prohibited area<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nB772, MH370, Indian Ocean, 8\/03\/14<\/td>\nhijacking<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nB772, BAW 38, London, Heathrow, 17\/01\/08<\/td>\nobsolence of engine design as per new ways to navigate (CDA)<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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List of Case Examples <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ch.<\/td>\nCase<\/td>\nKey facts<\/td>\nPage<\/td>\n<\/tr>\n
2<\/td>\nDouglas Aircraft World Cruiser 1924 from Santa Monica, California Frederick L. Martin and others<\/td>\nfirst circumnavigation flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nConcorde AF1995 Air France 1995 around the globe from JFK airport in New York, USA and<\/td>\nfastest circumnavigation with passengers in 31.5 hrs<\/td>\n19<\/td>\n<\/tr>\n
3<\/td>\nA320, Atlasglobal Ukraine KK-1010 near Istanbul on 27\/07\/2017<\/td>\nhail<\/td>\n103<\/td>\n<\/tr>\n
3<\/td>\nBAC 111 One Eleven test flight<\/td>\ndeep stall due to the T-tail<\/td>\n139<\/td>\n<\/tr>\n
7<\/td>\nBA3271 landed at Edinburgh instead of Dusseldorf<\/td>\nflight plan mistake<\/td>\n342<\/td>\n<\/tr>\n
7<\/td>\nAirAsia from Sidney to Kuala Lumpur, Malaysia, landed in Melbourne<\/td>\nflight plan mistake<\/td>\n342<\/td>\n<\/tr>\n
7<\/td>\nHelios Airways 522 at Grammatiko, Greece on 14\/08\/05<\/td>\npilots incapacitated by hypoxia<\/td>\n344<\/td>\n<\/tr>\n
7<\/td>\nA320, LHA 044, Hamburg, 1\/03\/08<\/td>\ninsufficient amplitude of lateral movement of the sidestick after half touchdown, pilots not made aware of the gain adaptation feature<\/td>\n364<\/td>\n<\/tr>\n
7<\/td>\nB738, ETH 409, Beirut, 25\/01\/10<\/td>\nA\/P failed to engage due to interlock, CRM failure, loss of situational awareness<\/td>\n365<\/td>\n<\/tr>\n
7<\/td>\nTrident BEA and DC9 Inex Adria midair collision, Zagreb, 10\/09\/76<\/td>\nWrong climb clearance in Serbo-Croatian, chronic overload of ATCOs, many precursor incidents<\/td>\n389<\/td>\n<\/tr>\n
7<\/td>\nE170 LOT 7293 and Dassault Falcon 900 airprox, Varna, 30\/06\/15<\/td>\nNear collision due to transponder failure not processed by ATC<\/td>\n395<\/td>\n<\/tr>\n
8<\/td>\nUS Air Force CT-43A near Dubrovnik 1996<\/td>\nflying NDB instrument approach with single ADF<\/td>\n447<\/td>\n<\/tr>\n
8<\/td>\nGPS jamming New Jersey<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nFormation flying<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

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List of Personalities <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ch.<\/td>\nPersonality (order of appearance in the book)<\/td>\nPage<\/td>\n<\/tr>\n
2<\/td>\nFriedrich Robert Helmert \u2013 founder of modern geodesy<\/td>\n13<\/td>\n<\/tr>\n
2<\/td>\nPythagoras<\/td>\n13<\/td>\n<\/tr>\n
2<\/td>\nErathostenes of Cyrene<\/td>\n13<\/td>\n<\/tr>\n
2<\/td>\nCristofor Columbus<\/td>\n15<\/td>\n<\/tr>\n
2<\/td>\nFerdinand Magellan<\/td>\n16<\/td>\n<\/tr>\n
2<\/td>\nPiri Reis<\/td>\n17<\/td>\n<\/tr>\n
2<\/td>\nFrancis Joyon \u2013 fastest circumnavigation by boat<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nFrederick L. Martin \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nAlva L. Harvey \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nLowell H. Smith \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nLeslie P. Arnold \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nLeigh P. Wade \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nHenry H. Ogden \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nErik H. Nelson \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nJohn Harding Jr \u2013 first circumnavigation in flight<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nHumphrey, Duke of Gloucester \u2013 founder of Royal Observatory of Greenwich\u00a0(England)<\/td>\n33<\/td>\n<\/tr>\n
2<\/td>\nPierre Louis Maupertuis \u2013 introduced rotation ellipsoids as Earth approximators<\/td>\n38<\/td>\n<\/tr>\n
3<\/td>\nAlexandr Fedotov – flight at the record height<\/td>\n78<\/td>\n<\/tr>\n
3<\/td>\nPhillip Dalton \u2013 inventor of flight computer<\/td>\n90<\/td>\n<\/tr>\n
3<\/td>\nSadi Carnot<\/td>\n104<\/td>\n<\/tr>\n
3<\/td>\nHenri Pitot<\/td>\n109<\/td>\n<\/tr>\n
4<\/td>\nJohn Bird\u00a0– co-inventor of sextant<\/td>\n152<\/td>\n<\/tr>\n
4<\/td>\nCapt. John Campbell\u00a0– co-inventor of sextant<\/td>\n152<\/td>\n<\/tr>\n
4<\/td>\nJohn Hadley \u2013 inventor of octant<\/td>\n153<\/td>\n<\/tr>\n
4<\/td>\nCornelius Douwes\u00a0– first mathematician to formulate the astronomical positioning problem<\/td>\n156<\/td>\n<\/tr>\n
4<\/td>\nCapt. Thomas Hubbard Sumner \u2013 inventor of astronomical positioning method<\/td>\n157<\/td>\n<\/tr>\n
4<\/td>\nMarcq de Saint Hilaire\u2013 inventor of astronomical positioning method<\/td>\n158<\/td>\n<\/tr>\n
4<\/td>\nArchibald Smith\u00a0– inventor of compass deviation compensation method<\/td>\n181<\/td>\n<\/tr>\n
4<\/td>\nLeonhard Euler<\/td>\n192<\/td>\n<\/tr>\n
4<\/td>\nPeter Guthrie Tait \u2013 co-author of a formalisation of the Euler angles adapted to aviation<\/td>\n192<\/td>\n<\/tr>\n
4<\/td>\nGeorge H. Bryan \u2013 co-author of a formalisation of the Euler angles adapted to aviation<\/td>\n192<\/td>\n<\/tr>\n
4<\/td>\nWilliam Hamilton\u00a0– inventor of quaternions<\/td>\n194<\/td>\n<\/tr>\n
4<\/td>\nJurgis Kairys \u2013 aeronautical engineer and aerobatic pilot<\/td>\n213<\/td>\n<\/tr>\n
5<\/td>\nJerrold Zacharias 1953 \u2013 first atomic clock<\/td>\n227<\/td>\n<\/tr>\n
5<\/td>\nJulius Caesar<\/td>\n230<\/td>\n<\/tr>\n
5<\/td>\nPope Gregorius the XIII-th<\/td>\n230<\/td>\n<\/tr>\n
5<\/td>\nJohannes Kepler<\/td>\n233<\/td>\n<\/tr>\n
5<\/td>\nIosif Silimon \u2013 aeronautical engineer<\/td>\n251<\/td>\n<\/tr>\n
5<\/td>\nGemma Frisius \u2013 discovered longitude-time dependency<\/td>\n258<\/td>\n<\/tr>\n
5<\/td>\nPhilipp Eckerbrecht – cartographer<\/td>\n258<\/td>\n<\/tr>\n
5<\/td>\nGalileo Galilei<\/td>\n258<\/td>\n<\/tr>\n
5<\/td>\nChristiaan Huygens \u2013 inventor of pendulum clock<\/td>\n258<\/td>\n<\/tr>\n
5<\/td>\nJohn Harrison \u2013 inventor of navigation chronograph<\/td>\n258<\/td>\n<\/tr>\n
6<\/td>\nViktor Georgiyevich Pugachyov \u2013 pilot, inventor of Cobra manoeuvre<\/td>\n280<\/td>\n<\/tr>\n
6<\/td>\nSir Isaac Newton<\/td>\n306<\/td>\n<\/tr>\n
6<\/td>\nCharles Stark Draper \u2013 inventor of Inertial Navigation System<\/td>\n309<\/td>\n<\/tr>\n
7<\/td>\nOrville Wright \u2013 co-inventor of the controlled airplane<\/td>\n320<\/td>\n<\/tr>\n
7<\/td>\nWilbur Wright \u2013 co-inventor of the controlled airplane<\/td>\n320<\/td>\n<\/tr>\n
7<\/td>\nRobert Esnault-Pelterie \u2013 inventor of flying stick<\/td>\n320<\/td>\n<\/tr>\n
7<\/td>\nMontgolfier brothers \u2013 inventors of hot air balloon<\/td>\n321<\/td>\n<\/tr>\n
7<\/td>\nJean-Fran\u00e7ois Pil\u00e2tre de Rozier \u2013 first balloon flight<\/td>\n321<\/td>\n<\/tr>\n
7<\/td>\nFran\u00e7ois Laurent d’Arlandes \u2013 first balloon flight<\/td>\n321<\/td>\n<\/tr>\n
7<\/td>\nCount Ferdinand von Zeppelin \u2013 inventor of dirigible<\/td>\n321<\/td>\n<\/tr>\n
8<\/td>\nJames Clerk Maxwell<\/td>\n399<\/td>\n<\/tr>\n
8<\/td>\nHeinrich Herz<\/td>\n403<\/td>\n<\/tr>\n
8<\/td>\nNikola Tesla \u2013 co-inventor of radio technology<\/td>\n405<\/td>\n<\/tr>\n
8<\/td>\nGuglielmo Marconi \u2013 co-inventor of radio technology<\/td>\n405<\/td>\n<\/tr>\n
8<\/td>\nEdwin Howard Armstrong \u2013 inventor of superheterodyne<\/td>\n434<\/td>\n<\/tr>\n
8<\/td>\nRobert Hanbury Brown \u2013 co-inventor of Radar, inventor of the Rebeka-Eureka precursor of DME<\/td>\n464<\/td>\n<\/tr>\n
9<\/td>\nGerardus Mercator<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nJohann Bernoulli<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nElrey B. Jeppesen<\/td>\n<\/td>\n<\/tr>\n
10<\/td>\nErnst Mach<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nRudolf Kalman<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

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List of Photos <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Ch.<\/td>\nPhoto<\/td>\nKeywords<\/td>\nPage<\/td>\n<\/tr>\n
1<\/td>\nMircea barque, the traditional training ship for the Romanian Navy<\/td>\nsea, maritime navigation<\/td>\n8<\/td>\n<\/tr>\n
1<\/td>\nOpen sea<\/td>\nsea<\/td>\n9<\/td>\n<\/tr>\n
1<\/td>\nNasa: Earth picture from the Moon orbit, Apollo 11<\/td>\nEarth, Apollo<\/td>\n12<\/td>\n<\/tr>\n
2<\/td>\nFriedrich Robert Helmert<\/td>\nHelmert<\/td>\n13<\/td>\n<\/tr>\n
2<\/td>\nErathostenes of Cyrene<\/td>\nErathostenes<\/td>\n13<\/td>\n<\/tr>\n
2<\/td>\nCristofor Columbus<\/td>\nColumbus<\/td>\n15<\/td>\n<\/tr>\n
2<\/td>\nViajes_de_colon<\/td>\nColumbus voyages<\/td>\n15<\/td>\n<\/tr>\n
2<\/td>\nFerdinand Magellan<\/td>\nMagellan<\/td>\n16<\/td>\n<\/tr>\n
2<\/td>\nMagellan_Elcano_Circumnavigation-fr<\/td>\nMagellan voyage<\/td>\n16<\/td>\n<\/tr>\n
2<\/td>\nPiri Reis map of South America<\/td>\nPiri Reis<\/td>\n17<\/td>\n<\/tr>\n
2<\/td>\nFrancis Joyon – IDEC SPORT trimaran<\/td>\nJoyon<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nFrederick L. Martin<\/td>\nMartin<\/td>\n18<\/td>\n<\/tr>\n
2<\/td>\nDouglas Aircraft World Cruiser<\/td>\nDouglas<\/td>\n19<\/td>\n<\/tr>\n
2<\/td>\nConcorde Air France<\/td>\nConcorde, Air France<\/td>\n20<\/td>\n<\/tr>\n
2<\/td>\nwater drop<\/td>\n<\/td>\n21<\/td>\n<\/tr>\n
2<\/td>\npaperclip and insect<\/td>\nsuperficial tension<\/td>\n21<\/td>\n<\/tr>\n
2<\/td>\nsphere<\/td>\n<\/td>\n21<\/td>\n<\/tr>\n
2<\/td>\ntetraedron<\/td>\n<\/td>\n22<\/td>\n<\/tr>\n
2<\/td>\nraindrop<\/td>\n<\/td>\n22<\/td>\n<\/tr>\n
2<\/td>\nEarth from space: Celestis memorial spaceflights<\/td>\nEarth<\/td>\n25<\/td>\n<\/tr>\n
2<\/td>\nEarth\u2019s Geoid as seen by GOCE<\/td>\nEarth, geoid<\/td>\n28<\/td>\n<\/tr>\n
2<\/td>\nECEF frame<\/td>\nECEF<\/td>\n30<\/td>\n<\/tr>\n
2<\/td>\nHumphrey, Duke of Gloucester<\/td>\nHumphrey<\/td>\n33<\/td>\n<\/tr>\n
2<\/td>\nRoyal Observatory of Greenwich<\/td>\nGreenwich<\/td>\n33<\/td>\n<\/tr>\n
2<\/td>\nPrime Meridian set in stone<\/td>\nGreenwich, Prime Meridian<\/td>\n33<\/td>\n<\/tr>\n
2<\/td>\nplumb bob<\/td>\nplumb bob<\/td>\n55<\/td>\n<\/tr>\n
2<\/td>\nNGA, Earth\u2019s EGM2008 Geoid<\/td>\nEarth, geoid<\/td>\n55<\/td>\n<\/tr>\n
3<\/td>\nbarometer<\/td>\nbarometer<\/td>\n61<\/td>\n<\/tr>\n
3<\/td>\ncruise head to head encounter<\/td>\ncruise<\/td>\n81<\/td>\n<\/tr>\n
3<\/td>\nAristo Aviat flight calculator<\/td>\nflight calculator<\/td>\n89<\/td>\n<\/tr>\n
3<\/td>\nde-icing a Boeing 777 in snowfall<\/td>\nde-icing<\/td>\n104<\/td>\n<\/tr>\n
3<\/td>\nB-52<\/td>\nB-52<\/td>\n105<\/td>\n<\/tr>\n
3<\/td>\nHenri Pitot<\/td>\nPitot<\/td>\n109<\/td>\n<\/tr>\n
3<\/td>\nB737 EFIS<\/td>\nEFIS<\/td>\n118<\/td>\n<\/tr>\n
3<\/td>\nmachmeter<\/td>\nmachmeter<\/td>\n123<\/td>\n<\/tr>\n
3<\/td>\nslideslip angle on PFD<\/td>\nsideslip<\/td>\n140<\/td>\n<\/tr>\n
4<\/td>\ncardinal and ordinal points<\/td>\ncardinal points<\/td>\n145<\/td>\n<\/tr>\n
4<\/td>\nwind rose<\/td>\nwind rose<\/td>\n145<\/td>\n<\/tr>\n
4<\/td>\nazimuth dial<\/td>\nazimuth dial<\/td>\n146<\/td>\n<\/tr>\n
4<\/td>\nlong exposure night sky quiz<\/td>\nnight sky<\/td>\n148<\/td>\n<\/tr>\n
4<\/td>\nsextant on board Boeing KC-135A<\/td>\nsextant KC-135<\/td>\n156<\/td>\n<\/tr>\n
4<\/td>\nIlyushin Il-14 with astonomic observation cupole<\/td>\nIl-14<\/td>\n159<\/td>\n<\/tr>\n
4<\/td>\nChinese South Pointer (200 AD) spoon-like<\/td>\nmagnetic compass<\/td>\n168<\/td>\n<\/tr>\n
4<\/td>\nTypical maritime magnetic compass (horizontal)<\/td>\nmagnetic compass<\/td>\n169<\/td>\n<\/tr>\n
4<\/td>\naviation magnetic compass<\/td>\nmagnetic compass<\/td>\n169<\/td>\n<\/tr>\n
4<\/td>\nwander of Magnetic North pole<\/td>\nMagnetic North<\/td>\n171<\/td>\n<\/tr>\n
4<\/td>\nTN, MN, and ARC<\/td>\nMN VAR chart symbols<\/td>\n173<\/td>\n<\/tr>\n
4<\/td>\nARC example<\/td>\nMN VAR ARC<\/td>\n174<\/td>\n<\/tr>\n
4<\/td>\nRunway marks RWY 33L<\/td>\nrunway<\/td>\n176<\/td>\n<\/tr>\n
4<\/td>\nJeppesen low level radio navigation chart<\/td>\naeronautical chart<\/td>\n176<\/td>\n<\/tr>\n
4<\/td>\ncompass deviation diagram<\/td>\ncompass deviation<\/td>\n183<\/td>\n<\/tr>\n
4<\/td>\ngyroscope and its spin axis<\/td>\ngyroscope<\/td>\n189<\/td>\n<\/tr>\n
4<\/td>\nJurgis Kairys sideslip flying<\/td>\nsideslip flying<\/td>\n213<\/td>\n<\/tr>\n
4<\/td>\nturn from B737 cockpit photo by Patrick Lutz, a Top 100 www.airliners.net<\/td>\ncockpit<\/td>\n218<\/td>\n<\/tr>\n
4<\/td>\nTurn Coordinator<\/td>\nTCI<\/td>\n219<\/td>\n<\/tr>\n
4<\/td>\nHDG select and bank limit knob on MCP B737<\/td>\nbank limit<\/td>\n220<\/td>\n<\/tr>\n
4<\/td>\n60\u00b0 bank turn from Dassault Falcon-2000 cockpit by Fabrice Sanchez, www.airliners.net<\/td>\n60\u00b0 bank turn<\/td>\n222<\/td>\n<\/tr>\n
5<\/td>\nGiza pyramids, Cairo, Egypt<\/td>\npyramid complex<\/td>\n225<\/td>\n<\/tr>\n
5<\/td>\nastronomical clock, Prague, Czechia<\/td>\nastronomical clock<\/td>\n225<\/td>\n<\/tr>\n
5<\/td>\nStonhenge, Gr. Britain<\/td>\nstone calendar<\/td>\n225<\/td>\n<\/tr>\n
5<\/td>\napparent movement of the Sun in the sky from sunrise to sunset<\/td>\nSun movement<\/td>\n226<\/td>\n<\/tr>\n
5<\/td>\negg<\/td>\negg<\/td>\n227<\/td>\n<\/tr>\n
5<\/td>\nliquid outer core of the Earth in cross section<\/td>\nEarth cross section<\/td>\n227<\/td>\n<\/tr>\n
5<\/td>\nfirst atomic clock based on Caesium (Jerrold Zacharias 1953)<\/td>\natomic clock<\/td>\n227<\/td>\n<\/tr>\n
5<\/td>\nmodern atomic clock based on Rubidium installed at BNM-LPTF, Paris<\/td>\natomic clock<\/td>\n227<\/td>\n<\/tr>\n
5<\/td>\nIERS measurements of the Earth spin with atomic clocks between 1960 and 2020<\/td>\nEarth spin diagram<\/td>\n229<\/td>\n<\/tr>\n
5<\/td>\nJulius Caesar<\/td>\nJulius Caesar<\/td>\n230<\/td>\n<\/tr>\n
5<\/td>\nPope Gregorius the XIII-th<\/td>\nPope Gregorius the XIII-th<\/td>\n230<\/td>\n<\/tr>\n
5<\/td>\ntwilight Dumitru Oprisiu<\/td>\ntwilight<\/td>\n237<\/td>\n<\/tr>\n
5<\/td>\nEOT display, the clock of Piazza Dante, Naples<\/td>\nEOT<\/td>\n243<\/td>\n<\/tr>\n
5<\/td>\nnavigation lights of an airplane<\/td>\nnavigation lights<\/td>\n249<\/td>\n<\/tr>\n
5<\/td>\nBl\u00e9riot-Spad 46 airplane of the French-Romanian Navigation Company over Constantinople<\/td>\nFRNA<\/td>\n250<\/td>\n<\/tr>\n
5<\/td>\nIosif Silimon at ICA Ghimbav<\/td>\nSilimon<\/td>\n251<\/td>\n<\/tr>\n
5<\/td>\nIS-28M2 and Airbus A300 at Paris Air Show 1975<\/td>\nIS-28M2, A300<\/td>\n251<\/td>\n<\/tr>\n
5<\/td>\nIS-28M2 prototype flying over Sibiu<\/td>\nIS-28M2<\/td>\n252<\/td>\n<\/tr>\n
5<\/td>\nJohn Harrison<\/td>\nHarrison<\/td>\n259<\/td>\n<\/tr>\n
5<\/td>\n24 Time Zones and the Civil Times worldwide<\/td>\ntime zones<\/td>\n260<\/td>\n<\/tr>\n
5<\/td>\nSolar Time compared to the Standard (Local) Time<\/td>\nsolar time, local time<\/td>\n261<\/td>\n<\/tr>\n
5<\/td>\nDaylight Saving Time\u00a0(DST)<\/td>\nDST<\/td>\n262<\/td>\n<\/tr>\n
5<\/td>\nDate Change Line opposed to the Prime Meridian<\/td>\n<\/td>\n264<\/td>\n<\/tr>\n
5<\/td>\nSalvador Dali<\/td>\n<\/td>\n270<\/td>\n<\/tr>\n
6<\/td>\nViktor Georgiyevich Pugachyov<\/td>\nPugachyov<\/td>\n280<\/td>\n<\/tr>\n
6<\/td>\nAir Inter 148 approach trajectory<\/td>\n<\/td>\n289<\/td>\n<\/tr>\n
6<\/td>\nAir Inter 148 vertical and horizontal wind triangles<\/td>\n<\/td>\n290<\/td>\n<\/tr>\n
6<\/td>\nWind triangle<\/td>\n<\/td>\n292<\/td>\n<\/tr>\n
6<\/td>\nFlight computer CX-2<\/td>\n<\/td>\n295<\/td>\n<\/tr>\n
6<\/td>\nFlight computer Aristo Aviat<\/td>\n<\/td>\n296<\/td>\n<\/tr>\n
6<\/td>\nholding pattern displacement by wind<\/td>\nhold<\/td>\n304<\/td>\n<\/tr>\n
6<\/td>\nSir Isaac Newton<\/td>\nNewton<\/td>\n306<\/td>\n<\/tr>\n
6<\/td>\nCharles Stark Draper<\/td>\nDraper<\/td>\n309<\/td>\n<\/tr>\n
6<\/td>\nExcel formula for integration<\/td>\ninertial navigation<\/td>\n316<\/td>\n<\/tr>\n
6<\/td>\nDiagram of acceleration and integrated speed<\/td>\ninertial navigation<\/td>\n316<\/td>\n<\/tr>\n
6<\/td>\nDiagram of acceleration, integrated speed, and double integrated distance<\/td>\ninertial navigation<\/td>\n317<\/td>\n<\/tr>\n
7<\/td>\nOrville and Wilbur Wright<\/td>\n<\/td>\n320<\/td>\n<\/tr>\n
7<\/td>\nThe Wright Flyer<\/td>\n<\/td>\n320<\/td>\n<\/tr>\n
7<\/td>\nUSS Macon flies above New York in 1933<\/td>\n<\/td>\n323<\/td>\n<\/tr>\n
7<\/td>\nROMBAC One-Eleven<\/td>\n<\/td>\n325<\/td>\n<\/tr>\n
7<\/td>\nAirbus sidestick<\/td>\n<\/td>\n363<\/td>\n<\/tr>\n
7<\/td>\nBoeing column and steering wheel<\/td>\n<\/td>\n363<\/td>\n<\/tr>\n
7<\/td>\nLHA 044 A320 incident at Hamburg RWY 23<\/td>\n<\/td>\n364<\/td>\n<\/tr>\n
7<\/td>\nA\/P instinctive Cut-Out button<\/td>\n<\/td>\n365<\/td>\n<\/tr>\n
7<\/td>\nBoeing 737-700 FMS CDU snapshot from PMDG Flight Sim<\/td>\nFMS CDU<\/td>\n376<\/td>\n<\/tr>\n
8<\/td>\nJames Clerk Maxwell<\/td>\n<\/td>\n399<\/td>\n<\/tr>\n
8<\/td>\nWave\/Electromagnetic theory vs. Corpuscular\/Quantum theory<\/td>\n<\/td>\n403<\/td>\n<\/tr>\n
8<\/td>\nelectromagnetic propagation phenomena<\/td>\n<\/td>\n404<\/td>\n<\/tr>\n
8<\/td>\nNikola Tesla<\/td>\n<\/td>\n405<\/td>\n<\/tr>\n
8<\/td>\nGuglielmo Marconi<\/td>\n<\/td>\n405<\/td>\n<\/tr>\n
8<\/td>\nradio communications<\/td>\n<\/td>\n405<\/td>\n<\/tr>\n
8<\/td>\nradio communications broadcast<\/td>\n<\/td>\n406<\/td>\n<\/tr>\n
8<\/td>\nradio location<\/td>\n<\/td>\n407<\/td>\n<\/tr>\n
8<\/td>\npassive radio location<\/td>\n<\/td>\n408<\/td>\n<\/tr>\n
8<\/td>\nprimary radio location<\/td>\n<\/td>\n408<\/td>\n<\/tr>\n
8<\/td>\nsecondary radio location<\/td>\n<\/td>\n410<\/td>\n<\/tr>\n
8<\/td>\ndirectivity diagram of a stick antenna<\/td>\n<\/td>\n423<\/td>\n<\/tr>\n
8<\/td>\ndirectivity diagram of a rectangle antenna<\/td>\n<\/td>\n424<\/td>\n<\/tr>\n
8<\/td>\nrectangle antenna with more loops to multiply sensitivity<\/td>\n<\/td>\n424<\/td>\n<\/tr>\n
8<\/td>\ncardioid<\/td>\n<\/td>\n425<\/td>\n<\/tr>\n
8<\/td>\nhorizontal and vertical directivity diagrams of a highly directive antenna<\/td>\n<\/td>\n425<\/td>\n<\/tr>\n
8<\/td>\nprimary radar antenna with a parabolic reflector<\/td>\n<\/td>\n426<\/td>\n<\/tr>\n
8<\/td>\nparabolic reflector cross section<\/td>\n<\/td>\n426<\/td>\n<\/tr>\n
8<\/td>\ndemodulator<\/td>\n<\/td>\n431<\/td>\n<\/tr>\n
8<\/td>\nEdwin Howard Armstrong<\/td>\n<\/td>\n434<\/td>\n<\/tr>\n
8<\/td>\nsuperheterodyne block diagram<\/td>\n<\/td>\n435<\/td>\n<\/tr>\n
8<\/td>\nlandscape for visual navigation in daylight<\/td>\n<\/td>\n442<\/td>\n<\/tr>\n
8<\/td>\nnight time landscape with fires to mark the flight route<\/td>\n<\/td>\n442<\/td>\n<\/tr>\n
8<\/td>\nradio beacons replacing fires<\/td>\n<\/td>\n442<\/td>\n<\/tr>\n
8<\/td>\nADF-NDB system<\/td>\n<\/td>\n442<\/td>\n<\/tr>\n
8<\/td>\nADF on ND Map Mode<\/td>\n<\/td>\n445<\/td>\n<\/tr>\n
8<\/td>\nADF on ND VOR Mode<\/td>\n<\/td>\n445<\/td>\n<\/tr>\n
8<\/td>\nVDF antenna<\/td>\n<\/td>\n448<\/td>\n<\/tr>\n
8<\/td>\nVDF unit<\/td>\n<\/td>\n448<\/td>\n<\/tr>\n
8<\/td>\nVDF control panel<\/td>\n<\/td>\n449<\/td>\n<\/tr>\n
8<\/td>\nVOR radial<\/td>\n<\/td>\n458<\/td>\n<\/tr>\n
8<\/td>\nDME transponder Moog<\/td>\n<\/td>\n473<\/td>\n<\/tr>\n
8<\/td>\nDME transponder ground antenna<\/td>\n<\/td>\n475<\/td>\n<\/tr>\n
8<\/td>\nDME locator Collins<\/td>\n<\/td>\n476<\/td>\n<\/tr>\n
8<\/td>\nRadar altimeter measurement principle<\/td>\n<\/td>\n477<\/td>\n<\/tr>\n
8<\/td>\nRadar altimeter errors<\/td>\n<\/td>\n481<\/td>\n<\/tr>\n
8<\/td>\nBoeing 737-700 flight plan KDTW-KORD first part<\/td>\n<\/td>\n504<\/td>\n<\/tr>\n
8<\/td>\nBoeing 737-700 flight plan KDTW-KORD second part<\/td>\n<\/td>\n504<\/td>\n<\/tr>\n
8<\/td>\nBoeing 737-700 \u2013 cockpit front panel, ND on Map Mode<\/td>\n<\/td>\n505<\/td>\n<\/tr>\n
8<\/td>\nBoeing 737-700 \u2013 cockpit front panel ND on VOR Mode<\/td>\n<\/td>\n505<\/td>\n<\/tr>\n
8<\/td>\nBoeing 737-700 on the final \u2013 cockpit front panel<\/td>\n<\/td>\n506<\/td>\n<\/tr>\n
8<\/td>\nFMS POS REF<\/td>\n<\/td>\n508<\/td>\n<\/tr>\n
8<\/td>\nBoeing 747-400 on short final<\/td>\n<\/td>\n515<\/td>\n<\/tr>\n
9<\/td>\nLROP-LRTR direct route on map<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nLROP-LRTR direct route diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nGerardus Mercator<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nLROP-LRTR loxodrome diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nYSSY-KORD orthodrome on map<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nYSSY-KORD\u00a0 orthodrome diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nLROP-PAFA loxodrome diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\nTypical wind rotor<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\n2D Brachistochrone results<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\n2D Brachistochrone genetic algorithm convergence diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\n3D Brachistochrone results<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9<\/td>\n3D Brachistochrone genetic algorithm convergence diagram<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nRudolf Kalman<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nDiagram of Kalman filter positioning results<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
12<\/td>\nDiagram of Kalman filter velocity results<\/td>\n<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

\u00a0<\/strong><\/p>\n

\u00a0<\/strong><\/p>\n

List of Figures <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Figure<\/td>\nLegend<\/td>\nPage<\/td>\n<\/tr>\n
2.1<\/td>\nErathostenes <\/em><\/strong>of Cyrene calculated the circumference of the globe around 200 BC with an outstanding accuracy (4%)<\/td>\n14<\/td>\n<\/tr>\n
2.2<\/td>\nThe Earth represented as a sphere<\/em><\/strong>, in its Eastward rotation with the angular speed W<\/td>\n23<\/td>\n<\/tr>\n
2.3<\/td>\nThe Earth represented as an oblate\u00a0 rotation ellipsoid<\/em><\/strong>, as flattened by the unevenly distributed application of the centrifugal force generated by its spin around the polar axis<\/td>\n24<\/td>\n<\/tr>\n
2.4<\/td>\nThe meridian circle of the Earth is an ellipse<\/em><\/strong>, almost all celestial bodies and their trajectories<\/p>\n

in the universe are ellipses<\/td>\n

26<\/td>\n<\/tr>\n
2.5<\/td>\nThe major semiaxis a and the minor semiaxis b of an ellipse; c is the distance of the focal points F1<\/sub> and F2<\/sub> from the centre O; the ellipse<\/em><\/strong> is the locus of the points Q for which F1<\/sub>Q+F2<\/sub>Q=constant<\/td>\n27<\/td>\n<\/tr>\n
2.6<\/td>\nA meridian cross-section of the geoid (blue) and the rotation ellipsoid<\/em><\/strong> (magenta); the geoid is exaggerated in this drawing to improve visibility; in reality the differences are less than 0.0015% in elevation (undulation), and less than 30″ of arc in deflection of the vertical<\/td>\n29<\/td>\n<\/tr>\n
2.7<\/td>\nEarth Centered Earth Fixed (ECEF<\/em><\/strong>) frame in green versus Geodetical Spherical Coordinates (GSC<\/em><\/strong>) in red, the most frequently used frames in air navigation<\/td>\n34<\/td>\n<\/tr>\n
2.8<\/td>\nThe four approximations<\/em><\/strong> of the shape of the Earth with their model equation, timeline, and accuracy<\/td>\n38<\/td>\n<\/tr>\n
2.9<\/td>\nThe apparent weight<\/em><\/strong> as the sum of the two vectors: mass attraction and centrifugal force, the three verticals, the three latitudes and the acceleration of gravity along the astronomic vertical<\/td>\n44<\/td>\n<\/tr>\n
2.10<\/td>\nFor an aircraft A located at a position P on the surface of the Earth, flying at an altitude H<\/em>, the latter forms a red triangle<\/em><\/strong> with R<\/em> the local radius of the Earth, and r<\/em>, the distance to the centre of the Earth O<\/td>\n45<\/td>\n<\/tr>\n
2.11<\/td>\nVariation of the acceleration of gravity<\/em><\/strong> with altitude (above) and with latitude (below)<\/p>\n

 <\/td>\n

50<\/td>\n<\/tr>\n
2.12<\/td>\nDefining the three verticals<\/em><\/strong> in geodesy, and the three surfaces these verticals are normal to<\/td>\n56<\/td>\n<\/tr>\n
2.13<\/td>\nUndulation<\/em><\/strong> of three geoid models in a 140×140 NM area centred at Bucharest Aurel Vlaicu International Airport (LRBS) at 10×10 NM interpolated grid resolution<\/td>\n59<\/td>\n<\/tr>\n
3.1<\/td>\nElementary airplane flight dynamics<\/em><\/strong>: for the equilibrium flight, the lift must equal the weight, and the thrust must equal the drag; the unbalance between the lift and weight makes the aircraft to climb or descend, and the unbalance between the thrust and drag makes the aircraft to accelerate or decelerate<\/td>\n63<\/td>\n<\/tr>\n
3.2<\/td>\nThe differential hydrostatic equation<\/em><\/strong> is the expression of the balance of vertical forces acting on an infinitely small segment of a cylinder in the atmosphere<\/td>\n66<\/td>\n<\/tr>\n
3.3<\/td>\nEarth\u2019s atmosphere segmentation into thermal layers<\/em><\/strong>, each with own temperature gradient tk<\/sub> (the temperature values are multiannual averages, if the sea level (H=0) temperature is different from +15\u00b0C, the gradients apply from that starting point upwards, and the red polygonal line shifts horizontally) [*88]<\/td>\n73<\/td>\n<\/tr>\n
3.4<\/td>\nInternational Standard Atmosphere<\/em><\/strong> (ISA) is an essential standard, the result of many years of measurements; it specifies how temperature, pressure, and density change with altitude or height above the mean sea level (MSL)<\/td>\n75<\/td>\n<\/tr>\n
3.5<\/td>\nClassic altimeter<\/em><\/strong> with two needles and a cursor, or three needles (left); the long needle indicates hundreds of feet, the short needle thousands of feet, and the cursor, tens of thousands; the servoaltimeter (right) is more accurate, and combines the digital display with the analogical indication of hundreds of feet<\/td>\n82<\/td>\n<\/tr>\n
3.6<\/td>\nDepending on the reference setting of the „BARO” knob, the altimeter displays<\/em><\/strong>: a) flight level (FL), with respect to the standard ISA pressure p<\/em>0<\/sub> = 1013.25 mbar, 101,325 Pa, 29.921 inHg, or 760 mmHg; b) height\u00a0 above runway threshold, with respect to the pressure measured by the meteorological station at\u00a0 the airport\u00a0 p<\/em>QFE<\/sub>; c) altitude, with respect to the calculated pressure p<\/em>QNH<\/sub>, at the runway threshold, at the sea level<\/td>\n84<\/td>\n<\/tr>\n
3.7<\/td>\nBarometric and geometric<\/em><\/strong> vertical distances in vertical air navigation<\/td>\n86<\/td>\n<\/tr>\n
3.8<\/td>\nBarometric and geometric<\/em><\/strong> vertical distances (levels, altitudes, and heights) in Numerical example 3.4<\/em><\/strong><\/td>\n90<\/td>\n<\/tr>\n
3.9<\/td>\nPressure and temperature fluctuations<\/em><\/strong> in the real atmosphere cause isobaric surfaces climb or descend<\/td>\n91<\/td>\n<\/tr>\n
3.10<\/td>\nDefining the fourth vertical<\/em><\/strong> in vertical navigation; an aircraft flies along an isobaric surface p<\/em>S<\/sub><\/td>\n93<\/td>\n<\/tr>\n
3.11<\/td>\nEffect on hail<\/em><\/strong> on an Airbus A320: Atlasglobal Ukraine incident on 27 July 2017 in Istanbul<\/td>\n103<\/td>\n<\/tr>\n
3.12<\/td>\nThe basic six<\/em><\/strong> instruments in a Romanian<\/em><\/strong> made aircraft of the 1930s: airspeed indicator, gyro-horizon as direction indicator, altimeter (top row), turn and slip indicator, and vertical speed indicator (bottom row); historic pictures belong to the Flight instrument Manual of Mr. Lintes [Lin]<\/td>\n106<\/td>\n<\/tr>\n
3.13<\/td>\nBasic six<\/em><\/strong> classic flying indicators and their functioning principle (Cessna 172)<\/td>\n107<\/td>\n<\/tr>\n
3.14<\/td>\nFour Pitot tubes<\/em><\/strong> are visible on the sides of the nose of this Boeing 747-400 airplane; they need access to a laminar airflow, without interference from other parts of the airplane; the nose is taken by the weather radar, so the next best position is on the sides of the nose, at a significant distance from the fuselage<\/td>\n109<\/td>\n<\/tr>\n
3.15<\/td>\nLongitudinal section through the Pitot-static tube<\/em><\/strong>; the frontal hole is hit by the air coming with the airspeed V<\/em> aka IAS; the lateral holes capture the static pressure (zero airspeed); the difference in pressure between the two channels is the dynamic pressure, from which we can calculate the indicated airspeed IAS<\/td>\n110<\/td>\n<\/tr>\n
3.16<\/td>\nTypical Baro instruments layout<\/em><\/strong> for a classic<\/em><\/strong> general aviation airplane, with Pitot-static probe, which captures p<\/em>t<\/sub> and p<\/em>s<\/sub><\/td>\n111<\/td>\n<\/tr>\n
3.17<\/td>\nAirspeed Indicator<\/em><\/strong> ASI is a differential barometric instrument, the difference between p<\/em>t<\/sub> and p<\/em>s<\/sub> dilating the capsules and consequently moving the needle<\/td>\n112<\/td>\n<\/tr>\n
3.18<\/td>\nAirspeed Indicator ASI scale<\/em><\/strong>; the normal airspeed envelope is marked green; the yellow arc is acceptable when the atmosphere is not turbulent; the gray arc is for flying with flaps<\/td>\n113<\/td>\n<\/tr>\n
3.19<\/td>\nEvolution of IAS, CAS, EAS,<\/em><\/strong> and TAS<\/em><\/strong> with the pressure altitude H<\/em><\/p>\n

 <\/td>\n

115<\/td>\n<\/tr>\n
3.20<\/td>\nTypical Baro instruments layout<\/em><\/strong> for fast classic<\/em><\/strong> airliners, with static vents; Mach number is important, so a Machmeter is included; Servo Altimeter and IVSI deliver better accuracy<\/td>\n121<\/td>\n<\/tr>\n
3.21<\/td>\nClimbs and descents in three types of vertical thermal layers, with negative, zero and positive vertical temperature gradient<\/em><\/strong><\/td>\n127<\/td>\n<\/tr>\n
3.22<\/td>\nPUDSOD<\/em><\/strong> mnemonic helps the pilots to remember the anomalies caused by the blockages of the Pitot tubes and the static vents to ASI, most frequently due to ice; structural damages can also cause the opposite: leaks<\/td>\n128<\/td>\n<\/tr>\n
3.23<\/td>\nAdiabatic heating and friction increase the temperature of the air sample in the TAT probe<\/em><\/strong> and the total air temperature is measured; the Outside Air Temperature is in fact the static air temperature SAT and it is calculated<\/td>\n133<\/td>\n<\/tr>\n
3.24<\/td>\nTypical Baro instruments layout<\/em><\/strong> for a modern<\/em><\/strong> airliner with Air Data Computer (ADC) or Air Data Reference System (ADRS) and Electronic Flight Instrument System (EFIS)<\/td>\n134<\/td>\n<\/tr>\n
3.25<\/td>\nAir Data Computer<\/em><\/strong> (ADC) or Air Data Reference (ADR) logic diagram; inputs are total pressure from Pitot tubes, static pressure from static vents, and total air temperature (TAT), which is used to calculate the outside air temperature (OAT) or T; outputs are pressure altitude on altimeter, vertical speed on VSI, Mach on machmeter, IAS on the ASI, and TAS on the Navigation Display<\/td>\n135<\/td>\n<\/tr>\n
3.26<\/td>\nTypical functional redundancy in a modern airliner (Airbus A330) with three Air Data Reference Systems<\/em><\/strong> (ADRS) and Electronic Flight Instrument System (EFIS) to display the baro flight parameters; an additional standby baro instruments set is also fitted<\/td>\n136<\/td>\n<\/tr>\n
3.27<\/td>\nThe sensors<\/em><\/strong> of the aerodynamic instruments<\/em><\/strong> of Airbus A350<\/td>\n137<\/td>\n<\/tr>\n
3.28<\/td>\nThe orientation of the airspeed vector V is given by the two aerodynamic angles: AOA and sideslip<\/em><\/strong><\/td>\n138<\/td>\n<\/tr>\n
3.29<\/td>\nStall Warning System<\/em><\/strong> uses Angle of Attack sensors and flaps position setting to trigger a warning<\/p>\n

when a approaches aCRIT<\/sub><\/td>\n

139<\/td>\n<\/tr>\n
4.1<\/td>\nThe heading<\/em><\/strong> of an aircraft is measured clockwise from North; there are three references for it: true, magnetic, and compass (in case the compass is a classic one with explicit correction card)<\/td>\n147<\/td>\n<\/tr>\n
4.2<\/td>\nThe North Star’s<\/em><\/strong> proximity to the rotation axis of the Earth<\/td>\n151<\/td>\n<\/tr>\n
4.3<\/td>\nThe night sky<\/em><\/strong> in the Northern hemisphere<\/td>\n152<\/td>\n<\/tr>\n
4.4<\/td>\nSextant<\/em><\/strong> from 1766 made by Jesse Ramsden [Joh]<\/td>\n153<\/td>\n<\/tr>\n
4.5<\/td>\nFinding the astronomic latitude with a sextant<\/em><\/strong> (the dumb way)<\/td>\n154<\/td>\n<\/tr>\n
4.6<\/td>\nThe elements of astronomical positioning<\/em><\/strong><\/td>\n155<\/td>\n<\/tr>\n
4.7<\/td>\nInfluence of the height on the horizon<\/em><\/strong>; the horizon is the locus of the points where tangents from the point of view touch the Earth; its shape is a circle in case of the spherical Earth approximation<\/td>\n160<\/td>\n<\/tr>\n
4.8<\/td>\nCoverage problem<\/em><\/strong> of targets flying at height HT<\/sub> by a locator flying at a height HL<\/sub><\/td>\n164<\/td>\n<\/tr>\n
4.9<\/td>\nMagnetic field of the Earth<\/em><\/strong> with its deflected axis and equator and inverted names of the poles<\/td>\n166<\/td>\n<\/tr>\n
4.10<\/td>\nMagnetic field of the Earth generation and its horizontal and vertical components<\/em><\/strong> H<\/em> and Z<\/em><\/td>\n167<\/td>\n<\/tr>\n
4.11<\/td>\nMagnetic isogonal chart<\/em><\/strong> of the world (NOAA\/NCEI and CIRES)<\/td>\n170<\/td>\n<\/tr>\n
4.12<\/td>\nDirect Indicating Compass<\/em><\/strong> (DIC)<\/td>\n178<\/td>\n<\/tr>\n
4.13<\/td>\nHard and soft iron<\/em><\/strong> magnetic field components on the three axes to determine the magnetic<\/p>\n

compass deviation d<\/td>\n

180<\/td>\n<\/tr>\n
4.14<\/td>\nThe flux valve<\/em><\/strong> is a transformer with a primary, the excitation coil, and three secondary coils distributed in a regular pattern; it is kept horizontal; the Earth magnetic<\/p>\n

field has a differential effect in each of the three pick-up coils; a given set of voltages Ux<\/sub><\/em> corresponds to a unique orientation of the flux valve with respect to the magnetic field<\/td>\n

185<\/td>\n<\/tr>\n
4.15<\/td>\nA classic Remote Indicating Magnetic Compass <\/em><\/strong>(RIMC) using selsyns to transmit the angular movement of the Mangnetic North reference as measured by the flux valve to the compass vertical card<\/td>\n186<\/td>\n<\/tr>\n
4.16<\/td>\nThe key azimuths<\/em><\/strong> used in air navigation: headings, courses, gisments, and relevments<\/td>\n188<\/td>\n<\/tr>\n
4.17<\/td>\nPrecession<\/em><\/strong> of a horizontal gyroscope: apply a vertical force to get a horizontal movement; apply a horizontal force to get a vertical movement<\/td>\n190<\/td>\n<\/tr>\n
4.18<\/td>\nAircraft attitude angles are Euler angles<\/em><\/strong> in the Tait-Bryan formalization: y is the yaw angle and also the heading of the aircraft measured in a horizontal plane; q is the pitch angle measured in a vertical plane, and j is the bank angle around the longitudinal axis; the angles are measured counter clockwise<\/td>\n191<\/td>\n<\/tr>\n
4.19<\/td>\nRLG Laser Gyro<\/em><\/strong> use a source of light which emits two beam rays going in opposite directions but arriving at the same photocell sensors, being guided in a triangular path by mirrors; one beam goes clockwise and the other goes the same distance counter-clockwise; on arrival, interference between the two beams forms a fringe pattern; if the body of the gyro rotates one way, the same way beam must cover a longer distance and arrives a bit later, whereas the beam going opposite finds its target sooner; the difference can be measured by the width of the interference strips<\/td>\n198<\/td>\n<\/tr>\n
4.20<\/td>\nGyroscope with two degrees of freedom<\/em><\/strong>; the inner rotor spins around the spin axis with W; the<\/p>\n

two articulated gimbals allow the inner rotor to maintain its spin axis, regardless of the angular movements of<\/p>\n

the airframe (in blue), providing pitch and bank references<\/td>\n

201<\/td>\n<\/tr>\n
4.21<\/td>\nTopple<\/em><\/strong> is a vertical change of rigidity axis, and drift<\/em><\/strong> is a horizontal change; vertical gyroscopes can only topple, but the horizontal ones can have both type of wander<\/td>\n202<\/td>\n<\/tr>\n
4.22<\/td>\nApparent wander<\/em><\/strong> (drift and topple) due to Earth rotation<\/td>\n203<\/td>\n<\/tr>\n
4.23<\/td>\nArtificial Horizon Indicator (AHI) or Attitude Indicator (AI) driven by a pneumatic gyro; indications are (from left to right) q=j=0; q=\u201330\u00b0; q=+30\u00b0; j=30\u00b0 Left<\/td>\n205<\/td>\n<\/tr>\n
4.24<\/td>\nArtificial horizon indicator<\/em> (AHI), with its blue and brown representation of the outside world, was combined with the flight director ind<\/em>icator (FDI, the cross needles which show the autopilot current intentions for the stick movement);\u00a0 the hybridization result was called attitude director indicator<\/em><\/strong> (ADI); later, it was completed with the airspeed indicator, the altimeter and the vertical speed indicator, to give the current primary flight display<\/em> (PFD)<\/td>\n206<\/td>\n<\/tr>\n
4.25<\/td>\nPrimary Flight Display<\/em><\/strong> (PFD) and the meaning of the elements in the display; the significance of colours is as follows: white = useful information, magenta = desired or target setting, green = selected setting, red = danger, yellow = alert (except the arrows), blue = sky, brown = ground (Boeing 737-700)<\/td>\n207<\/td>\n<\/tr>\n
4.26<\/td>\nThis snapshot from a Cessna C172 illustrates the two main sources of heading information in flight: the magnetic compass<\/em><\/strong> (DIC) and the heading indicator<\/em><\/strong> (HI) or gyro direction indicator (GDI); HI has a cursor to set the desired heading and also a calibration knob to align with compass when drifting<\/td>\n207<\/td>\n<\/tr>\n
4.27<\/td>\nGyro Direction Indicator<\/em><\/strong> (gyrocompass) with slaving loop using reference of Magnetic North from the flux valve<\/td>\n208<\/td>\n<\/tr>\n
4.28<\/td>\nThe heading indicator<\/em> (HI) and the gisment indicator<\/em> (GI) evolved into the radio-magnetic indicator<\/em><\/strong> (RMI), the most popular classic navigation indicator; both HI and RMI use a rotating dial, and the heading is read at the top, on a fixed cursor; the aircraft symbol is used when the reference of the indicator is the longitudinal axis of the aircraft, otherwise the reference is North<\/td>\n209<\/td>\n<\/tr>\n
4.29<\/td>\nSide by side<\/em><\/strong> comparisson between the horizontal navigation situation of an aircraft and the radio-magnetic indicator<\/em><\/strong> (RMI) indications; VOR and NDB are radio beacons and the magenta line is the desired route inbound the VOR<\/td>\n210<\/td>\n<\/tr>\n
4.30<\/td>\nThe course deviation indicator<\/em><\/strong> (CDI) is a qualitative navigation instrument displaying the course<\/p>\n

deviation (CD) angle; if the horizontal navigation is right, CD=0 and the needle is centred; if there is a<\/p>\n

deviation off course, the needle shows the correct trajectory and the central dot is a symbol of the<\/p>\n

aircraft trajectory; in Case 2, pilots need to take corrective action, starting with a left turn, fly straight<\/p>\n

for a while, and when the needle approaches the centre, turn back right<\/td>\n

210<\/td>\n<\/tr>\n
4.31<\/td>\nThe Horizontal Situation Indicator<\/em><\/strong> (HSI) represents a fusion between the classic RMI and the CDI; in the electro-mechanical integration stage of aviation instruments integration (up to the 1980s), it was the state of the art of navigation flight instruments; even now it can be reproduced electronically on the Electronic Flight Instrument Systems (EFIS) navigation panel; HSI integrates all features of predecessors<\/td>\n211<\/td>\n<\/tr>\n
4.32<\/td>\nThe Navigation Display<\/em><\/strong> (ND) is the navigation panel of the Electronic Flight Instrument Systems (EFIS), its format mode is selectable from map mode (left), plan mode (right) [*B8], VOR mode (a HSI display); in the map mode the aircraft position is symbolised by the tip of a white triangle, and the vertical of the display is the longitudinal axis; in the plan mode, the aircraft has a silouhette, and the vertical in True North<\/td>\n212<\/td>\n<\/tr>\n
4.33<\/td>\nTurn Indicator gyroscope<\/em><\/strong> in a Turn and Slip Indicator (T\/S); the output is a vertical needle to the right side, part of the basic six instrument panel; the needle inclines more if the rate of turn is higher, in the direction of the turn, as an effect of the amplitude of the rudder control<\/td>\n214<\/td>\n<\/tr>\n
4.34<\/td>\nThe coordinated turn<\/em><\/strong> is balanced, the slip indicator ball is centred; in the skidding turn<\/em><\/strong>, the ball and the turn indicator go in opposite directions, the aircraft has a sideslip angle outside the turn;\u00a0 in the slipping turn<\/em><\/strong>, the ball and the needle go to the same direction, there is a sideslip angle inside the turn<\/td>\n215<\/td>\n<\/tr>\n
4.35<\/td>\nIn a coordinated turn<\/em><\/strong>, the resultant of the weight W and the centrifugal force C is perpendicular on the plane, along the vertical axis of the aircraft (z<\/em>), so the slip indicator ball stays right in the middle<\/td>\n216<\/td>\n<\/tr>\n
4.36<\/td>\nStandard Rate-1 Turn<\/em><\/strong> as shown on Primary Flight and Navigation Displays (Boeing 737-700)<\/td>\n221<\/td>\n<\/tr>\n
5.1<\/td>\nA complete rotation of the Earth around its polar axis takes one Sidereal Day<\/em><\/strong> (23h 56m 4s); the rest up to 24h is needed for the Earth to rotate a bit extra, to compensate for the movement of the Earth on the orbit around the Sun by 1\/365.242199 of the orbit<\/td>\n229<\/td>\n<\/tr>\n
5.2<\/td>\nMovements types of an orbital celestial body<\/em><\/strong> like the Earth, around a central celestial body like the Sun<\/td>\n231<\/td>\n<\/tr>\n
5.3<\/td>\nKepler\u2019s Three Laws<\/em><\/strong> of planetary movements<\/td>\n233<\/td>\n<\/tr>\n
5.4<\/td>\nEarth\u2019s orbit<\/em><\/strong> around the Sun<\/td>\n234<\/td>\n<\/tr>\n
5.5<\/td>\nDaylight hours<\/em><\/strong> with latitude and season represented as isochrones<\/em><\/strong>; night time hours are<\/p>\n

24 \u2013 daylight hours; equator is not at 12 as expected, there are 13 hours of daylight due to twilight<\/td>\n

235<\/td>\n<\/tr>\n
5.6<\/td>\nThe three phases of twilight<\/em><\/strong>: civil, nautical, and astronomic make the transition between daylight and night; each phase occupies a range of 6\u00b0 angular depth below the optical horizon<\/td>\n238<\/td>\n<\/tr>\n
5.7<\/td>\nSun\u2019s apparent trajectory<\/em><\/strong> in the sky depends on the calendar day, reaching the heighest altitude at the Summer Solstice at noon (in the Northern hemisphere); at equinox, the maximum altitude is equal to the colatitude<\/td>\n240<\/td>\n<\/tr>\n
5.8<\/td>\nNorthern higher latitudes<\/em><\/strong> experience the white nights phenomenon in summer: the night never comes because the twilight<\/em><\/strong> after sunset merges with the twilight before sunrise; in winter, the same phenomenon affects the Southern latitudes<\/td>\n246<\/td>\n<\/tr>\n
5.9<\/td>\nThe twilight at equator<\/em><\/strong> at equinox lasts the least because the angular velocity of the Sun of 15\u00b0\/hr is perpendicular to the horizon<\/td>\n247<\/td>\n<\/tr>\n
5.10<\/td>\nThe twilight at the poles<\/em><\/strong> is the longest, because there is no vertical component of the angular velocity of the Sun apart from that resulted from the revolution movement of the Earth<\/td>\n248<\/td>\n<\/tr>\n
5.11<\/td>\nEach meridian<\/em><\/strong> has its own solar time<\/em><\/strong>, as the spin movement exposes each meridian in turn to the Sun rays (arriving from right in this top view)<\/td>\n257<\/td>\n<\/tr>\n
5.12<\/td>\nThe International Date Line <\/em><\/strong>(IDL) in red, and its deviations from the 180\u00b0E meridian (the dashed green line)<\/td>\n267<\/td>\n<\/tr>\n
6.1<\/td>\nThe phases of a flight<\/em><\/strong> in detail, with typical speeds: IAS (blue), Mach (green), and TAS (violet); in a broader view, the airborne flight consists of climb (up to T\/C point), cruise (up to T\/D point) and descent<\/td>\n273<\/td>\n<\/tr>\n
6.2<\/td>\nThe flight route and profile<\/em><\/strong> as defined by the flight plan; the route consists of legs connecting the waypoints, and the flight profile is the projection of the trajectory on a vertical plane<\/td>\n274<\/td>\n<\/tr>\n
6.3<\/td>\nThe four forces<\/em><\/strong> and the angles in climb<\/em><\/strong>; the aerodynamic path angle g is positive in climb<\/td>\n275<\/td>\n<\/tr>\n
6.4<\/td>\nThe four forces<\/em><\/strong> and the angles in level flight<\/em><\/strong>; the aerodynamic path angle g is zero during cruise<\/td>\n275<\/td>\n<\/tr>\n
6.5<\/td>\nThe four forces<\/em><\/strong> and the angles in descent<\/em><\/strong>; the aerodynamic path angle g is negative in descent<\/td>\n276<\/td>\n<\/tr>\n
6.6<\/td>\nNavigation display wind<\/em><\/strong> is given in the format: direction from\/velocity; to avoid to\/from ambiguities, a small vector is visualised; in this picture, the wind blows from 149\u00b0 M at 10 knots (Boeing 787, photo credit Capt. Dumitru Oprisiu)<\/td>\n278<\/td>\n<\/tr>\n
6.7<\/td>\nVertical navigation wind triangle<\/em><\/strong>, vectors and angles<\/td>\n279<\/td>\n<\/tr>\n
6.8<\/td>\nHorizontal and Vertical Navigation Wind Triangle<\/em><\/strong><\/td>\n285<\/td>\n<\/tr>\n
6.9<\/td>\nHorizontal Wind Triangle<\/em><\/strong> with headwind and crosswind; tailwind is a negative headwind<\/td>\n286<\/td>\n<\/tr>\n
6.10<\/td>\nAntonov An-2<\/em><\/strong> is a biplane, and the wing surface is almost double than the wing surface of a monoplane; that creates double lift and reduces the stall speed to a value which cannot be determined in flight, due to the insufficient elevator authority (pulling the stick cannot keep the nose up)<\/td>\n299<\/td>\n<\/tr>\n
6.11<\/td>\nThe wind triangle problem<\/em><\/strong> in a graphic representation: drift angle DA and the GT=GS\/TAS ratio are represented as surfaces depending on two variables: the wind impact angle z and the wind to TAS ratio x = WV\/TAS<\/td>\n301<\/td>\n<\/tr>\n
6.12<\/td>\nWind triangle<\/em><\/strong> problem on opposite tracks<\/em><\/strong> with the same wind; the airplane on the left reaches its destination and then returns on the back course (BC); also this applies to the upwind and downwind of an aerodrome circuit<\/td>\n302<\/td>\n<\/tr>\n
6.13<\/td>\nClassic Inertial Navigation System<\/em><\/strong> (INS) with a gyrostabilised platform<\/td>\n309<\/td>\n<\/tr>\n
6.14<\/td>\nHorizontal navigation deviations<\/em><\/strong>: crosstrack XTK, track angle error TKE , course deviation<\/td>\n310<\/td>\n<\/tr>\n
6.15<\/td>\nControl panel<\/em><\/strong> of a classic Inertial Navigation System (INS<\/em><\/strong>) with a gyrostabilised platform<\/td>\n311<\/td>\n<\/tr>\n
6.16<\/td>\nModern strap down Inertial Reference System<\/em><\/strong> (IRS)<\/td>\n312<\/td>\n<\/tr>\n
7.1<\/td>\nA figther jet (McDonnell Douglas F-15 Eagle) firing a missile (AIM 7 Sparrow); the plane uses the<\/em><\/strong> atmosphere<\/em><\/strong> to create the lift force; the missile does not need the atmosphere<\/em><\/strong> to fly<\/td>\n319<\/td>\n<\/tr>\n
7.2<\/td>\nSensors<\/em><\/strong>, transducers, data transmission, processing, and storing of the flight parameters, and the machine to man interface: visual (displays), audio, and tactile<\/td>\n330<\/td>\n<\/tr>\n
7.3<\/td>\nThe the first half of the history of avionics<\/em><\/strong> records an increasing number of individual displays in the cockpit, in spite of a process of integration of some of the displays into combined displays in the electromechanical integration stage; BAE-Aerospatiale Concorde tops this list with over 200 individual displays; electronics, and then microprocessors allowed massive integration of<\/p>\n

information in the second half of this history, ending the story with a stabilization at 6 major displays<\/td>\n

331<\/td>\n<\/tr>\n
7.4<\/td>\nWWI fighter Fokker Dr. 1 Triplane replica with individual gauges<\/em><\/strong> (1918)<\/td>\n332<\/td>\n<\/tr>\n
7.5<\/td>\nHuman vision<\/em><\/strong> is based on two types of sensors: cones (colour perceptors) and rods (monochrome, more sensitive perceptors in darkness), with an interesting distribution,\u00a0 which is the result of the optimization performed by the genetic algorithms: maximum visual accuity and colour perception stays in a central oval area, where the Basic 6 flight instruments are placed;<\/p>\n

peripheral vision is more sensitive in low light and more perceptive to movement,\u00a0 although it does not provide colour information<\/td>\n

332<\/td>\n<\/tr>\n
7.6<\/td>\nIn the history of aviation, the navigator<\/em><\/strong> was a specialized flight crew member; he had a panel of navigation instruments and a table where aeronautical charts could be unfolded and used to graphically solve navigation problems; the navigator had access to a window; some airplanes offered a great view down from the belly of the cockpit, to visually measure the drift angle when<\/p>\n

the visibility allowed (Lockheed L-1049 Constellation – top left, Ilyushin Il-76TD, bottom and right)<\/td>\n

334<\/td>\n<\/tr>\n
7.7<\/td>\nFlight engineer<\/em><\/strong> on board of a Boeing 747-300 (TAAG Angola Airlines)<\/td>\n335<\/td>\n<\/tr>\n
7.8<\/td>\nThe evolution of flight crew number<\/em><\/strong> and positions in the flight deck of a transport airplane is a direct consequence of flight deck automation, which made redundant most of the positions; in 2020, as the flight is automated (with the exception of the take-off phase), there is debate on the necessity of the remaining two crew members; cargo flight operators would like a crew of one, whereas air taxi operators would like fully automated operations<\/td>\n335<\/td>\n<\/tr>\n
7.9<\/td>\nLayout of flight instruments<\/em><\/strong> and controls in a modern Airbus cockpit (Airbus<\/em><\/strong> A330\/A340)<\/td>\n336<\/td>\n<\/tr>\n
7.10<\/td>\nLayout of flight instruments<\/em><\/strong> and controls in a modern Boeing<\/em><\/strong> cockpit (B787)<\/td>\n336<\/td>\n<\/tr>\n
7.11<\/td>\nPrimary Flight Display (PFD<\/strong>) with Flight Director<\/strong> in split cue variant; the phase of flight is the take-off run; V1, VR, and V2 appear on the Airspeed Tape together with the airspeed trend vector (left); pitch limitation in amber colour indicate the maximum pitch which avoids tailstrike (Boeing 787) [*B8]<\/td>\n340<\/td>\n<\/tr>\n
7.12<\/td>\nNavigation Display (ND<\/strong>) Vertical Navigation<\/strong> section (Boeing 787); target and actual flight profile<\/p>\n

appear together with the final approach path and a section through the terrain [*B8]<\/td>\n

342<\/td>\n<\/tr>\n
7.13<\/td>\nThe Inner Loop of the Roll Channel Autopilot<\/em><\/strong>; by defaults it levels the wings automatically<\/td>\n343<\/td>\n<\/tr>\n
7.14<\/td>\nThe Inner Loop of the Pitch Channel Autopilot<\/em><\/strong>; by defaults it maintains the initial pitch angle<\/td>\n344<\/td>\n<\/tr>\n
7.15<\/td>\nThe Inner Loop of the Yaw Channel Autopilot<\/em><\/strong>; by defaults it maintains the initial heading<\/td>\n345<\/td>\n<\/tr>\n
7.16<\/td>\nAutopilot channel algorithm based on Proportional-Integral-Derivative<\/em><\/strong> logic and saturation logic<\/td>\n346<\/td>\n<\/tr>\n
7.17<\/td>\nAutopilot outer loop<\/em><\/strong> functions for non-Fly-By-Wire<\/em><\/strong> aircraft (Boeing 747-400, Boeing 737-700)<\/td>\n348<\/td>\n<\/tr>\n
7.18<\/td>\nAutopilot outer loop<\/em><\/strong> functions for Fly-By-Wire<\/em><\/strong> aircraft (Boeing 777-200, Airbus A330\/A340)<\/td>\n349<\/td>\n<\/tr>\n
7.19<\/td>\nTurbofan engines key parameters<\/em><\/strong>: EPR<\/strong> (TPR<\/strong> for Rolls Royce), N1<\/strong>, and EGT<\/strong>; example of EICAS display of the key parameters is Boeing 787-8; examples of turbofan engines:\u00a0 Rolls Royce AE3007 fitted on the Embraer-145, delivering 40 kN of thrust each (left); General Electric CF34-8C5 deliver 59 kN each for the Canadair Regional Jet CRJ-900 (right)<\/td>\n<\/td>\n<\/tr>\n
7.20<\/td>\nAutothrottle<\/em><\/strong> functional diagram – adapted from [*OI]<\/td>\n354<\/td>\n<\/tr>\n
7.21<\/td>\nFlight level (pressure altitude<\/em><\/strong>) acquisition<\/em><\/strong> A\/P outer loop function prevents level busts<\/td>\n360<\/td>\n<\/tr>\n
7.22<\/td>\nBoeing CWS<\/em><\/strong> (Control Wheel Steering – left and above) and TCS<\/em><\/strong> (Touch Control Steering – right)<\/td>\n362<\/td>\n<\/tr>\n
7.23<\/td>\nCAT 3 Fail Passive<\/em><\/strong> and Fail Operational Autoland<\/em><\/strong> configurations: Boeing 737-700 Fail Passive (above); Boeing 787-8 Fail Operational Triple-Single (inset); Airbus A340 Fail Operational Dual-Dual (below)<\/p>\n

 <\/td>\n

368<\/td>\n<\/tr>\n
7.24<\/td>\nThe Flight Management System (FMS<\/em><\/strong>) consists of two or three Flight Management Computer (FMC) units, two or three Control Display Units (CDU); it can calculate on optimised 4D trajectory, then it can provide guidance for the auto-pilot to accurately fly it, while monitoring the fuel quantity remaining<\/td>\n375<\/td>\n<\/tr>\n
7.25<\/td>\nGround Proximity Warning System<\/em><\/strong> block diagram<\/td>\n384<\/td>\n<\/tr>\n
7.26<\/td>\nGPWS Mode 1<\/em><\/strong> protects against excessive descent rate (the sudden rise of static pressure)<\/td>\n384<\/td>\n<\/tr>\n
7.27<\/td>\nGPWS Mode 2<\/em><\/strong> protects against excessive closure of the gap between the aircraft and the terrain<\/td>\n385<\/td>\n<\/tr>\n
7.28<\/td>\nGPWS Mode 3<\/em><\/strong> protects against loss of altitude after take-off or go around<\/td>\n385<\/td>\n<\/tr>\n
7.29<\/td>\nGPWS Mode 4<\/em><\/strong> protects against landing without landing gear or flaps or flying too low<\/td>\n385<\/td>\n<\/tr>\n
7.30<\/td>\nGPWS Mode 5<\/em><\/strong> cautions on flying below the ILS glide slope on final approach<\/td>\n386<\/td>\n<\/tr>\n
7.31<\/td>\nGPWS Mode 6<\/em><\/strong> issues call outs during final approach and landing<\/td>\n386<\/td>\n<\/tr>\n
7.32<\/td>\nGPWS Mode 7<\/em><\/strong> protects against the windshear threat<\/td>\n387<\/td>\n<\/tr>\n
7.33<\/td>\nThe principle of the Traffic Collision Avoidance System (TCAS<\/em><\/strong>) is based on the Tau variable, which is the time left until the own aircraft and the target will be at the closest distance of each other, potentially colliding; 40 seconds before, a Traffic Advisory is issued (caution level – amber), and 25 seconds before, a Resolution Advisory (warning level – red); the trigger threshold is a function of range and range rate<\/td>\n391<\/td>\n<\/tr>\n
7.34<\/td>\nThe block and logic diagram<\/em><\/strong> of the Traffic Collision Avoidance System (TCAS<\/em><\/strong>) adapted after [*RT]<\/td>\n394<\/td>\n<\/tr>\n
7.35<\/td>\nThe TCAS logic sense and strength<\/em><\/strong>: the normal case, level crossing exception, and sense reversal<\/td>\n397<\/td>\n<\/tr>\n
7.36<\/td>\nTCAS display symbols<\/em><\/strong> and meaning<\/td>\n398<\/td>\n<\/tr>\n
8.1<\/td>\nLine of sight propagation<\/em><\/strong> is similar to visible light propagation; the range of a radio system is limited by the curvature of the Earth and also can be masked by mountains, hills, buidings etc.<\/td>\n412<\/td>\n<\/tr>\n
8.2<\/td>\nSky wave propagation<\/em><\/strong>: multiple refections between ionosphere and ground (sea water) occurs due to the particular feature of HF to be reflected by the ionosphere<\/td>\n413<\/td>\n<\/tr>\n
8.3<\/td>\nGround wave propagation<\/em><\/strong>: the radio waves follow the curvature of the Earth and the undulations of the surface (mountains, hills)<\/td>\n414<\/td>\n<\/tr>\n
8.4<\/td>\nRadio systems features<\/em><\/strong> depend on frequency: antenna size, efficiency, energy consumption, cost and complexity, and range<\/td>\n416<\/td>\n<\/tr>\n
8.5<\/td>\nAtmospheric attenuation of UHF+<\/em><\/strong> radio waves due to absorption by Oxygen and by Water as a function of frequency – adapted from [*IT]<\/td>\n421<\/td>\n<\/tr>\n
8.6<\/td>\nRadio telephony transmitter<\/em><\/strong> (above) and receiver<\/em><\/strong> (below) using amplitude modulation; insets show the wave forms; carrier is represented in black and the voice signal is in blue<\/td>\n430<\/td>\n<\/tr>\n
8.7<\/td>\nAmplitude modulation variants<\/em><\/strong> (A is the normal variant and J is used for long distance radio telephony in HF via sky wave)<\/td>\n432<\/td>\n<\/tr>\n
8.8<\/td>\nExample of frequency modulation of a triangular signal<\/em><\/strong> as used in the radar altimeter<\/td>\n433<\/td>\n<\/tr>\n
8.9<\/td>\nThe simple modulation types for pulses<\/em><\/strong><\/td>\n433<\/td>\n<\/tr>\n
8.10<\/td>\nNon directional (NDB) and omni directional beacons (VOR) allow goniometry<\/em><\/strong>, but in two distinct variants: gisments G and relevments R, respectively; radio telemetry (DME) provides the straight line distance<\/p>\n

between the ground station and the aircraft r<\/em>DME<\/sub><\/td>\n

437<\/td>\n<\/tr>\n
8.11<\/td>\nRadio telemetry<\/em><\/strong> determines a distance (range) r<\/em>1<\/sub> between the locator (aircraft) and a target with known position x<\/em>1<\/sub>, y<\/em>1<\/sub>, z<\/em>1<\/sub>; radio differential telemetry<\/em><\/strong> determines a difference of ranges r<\/em>1<\/sub> \u2013 r<\/em>2<\/sub> between two targets with known position and the locator<\/td>\n439<\/td>\n<\/tr>\n
8.12<\/td>\nAutomatic Direction Finder<\/em><\/strong> rectangular antenna is kept with the direction of nil reception twards the NDB in a closed automation loop, with the gisment being displayed on the GI<\/td>\n444<\/td>\n<\/tr>\n
8.13<\/td>\nAutomatic Direction Finder block diagram<\/em><\/strong>, with a phase shifter which rotates the cardiod by 90\u00b0 60 times per second, to sense which way to turn in case the direction of nil reception of the cardiod becomes misaligned due to the movement of the aircraft, to achieve nil reception back on the shortest way<\/p>\n

 <\/td>\n

445<\/td>\n<\/tr>\n
8.14<\/td>\nPositioning using two ground direction finder stations<\/em><\/strong> is similar to Theta-Theta navigation, two QTEs are requested and the position is found at the intersection of the two lines of position; Class C services (+10\u00b0) however have a substantial methodical error (Geometric Dilution of Precision, in yellow)<\/td>\n450<\/td>\n<\/tr>\n
8.15<\/td>\nRadio markers<\/em><\/strong> (MKR) cover the uncertainty cone of any radio navigation aid used for goniometry by a directional transmission upwards, at the vertical, on a unique standard frequency; the vertical directivity of the NDB antenna is shaped like a doughnut, not covering the vertical<\/td>\n451<\/td>\n<\/tr>\n
8.16<\/td>\nThe radiodrome<\/em><\/strong> is the locus of points of zero gisment in flying into a non-directional beacon; it takes a spiral shape from integration of the wind triangle and is a direct consequence of the drift angle<\/td>\n453<\/td>\n<\/tr>\n
8.17<\/td>\nVOR principle<\/em><\/strong> is to rotate a cardioid directivity antenna; an observer would receive a cycloid signal v (magenta); every time the cycloid passes through zero, another signal, an amplitude modulated cycloid r (cyan) also passes through zero, as a phase reference; thus, the phase of v gives the relevment<\/td>\n454<\/td>\n<\/tr>\n
8.18<\/td>\nVOR locator block diagram<\/em><\/strong> shares the radio section with the ILS<\/td>\n455<\/td>\n<\/tr>\n
8.19<\/td>\nElectrical rotation of the Alford loop antenna system is simulated with four perpendicular antennas which are energised by a cosine – sine law (above); VOR Brasov, Romania (BRV) in the Postavaru Mt. (left); VOR ground antenna<\/em><\/strong> seen from above with 50+1 Alford loop antennas over a counterpoise (right)<\/td>\n456<\/td>\n<\/tr>\n
8.20<\/td>\nVOR inbound<\/em><\/strong> flight is made on a TO radial, so the indications of the Course Deviation Indicator (CDI) are consistent with the needle representing the desired trajectory and the centre dot the actual trajectory of the aircraft; VOR outbound<\/em><\/strong> flight requires a FROM radial; the two radials are opposite<\/td>\n459<\/td>\n<\/tr>\n
8.21<\/td>\nVolume of service<\/em><\/strong> of three categories of VOR<\/em><\/strong> navigation aids: TVOR, low altitude VOR, and high altitude (enroute) VOR; the cone of silence is represented to scale, with a base radius of 11.8 NM at 60,000 ft<\/td>\n461<\/td>\n<\/tr>\n
8.22<\/td>\nTVOR<\/em><\/strong> installed in the runway axis<\/em><\/strong> at the Geneva International Airport LSGG<\/td>\n463<\/td>\n<\/tr>\n
8.23<\/td>\nThe principle of the Distance Measuring Equipment<\/em><\/strong> (DME) system; the ground DME transponder automatically replies to all interrogations after a fixed delay, and based on that, the direct (slant) distance may be determined by the on board locator; times in ms correspond to the X channels, Y channels are different<\/td>\n465<\/td>\n<\/tr>\n
8.24<\/td>\nAutomated selection of frequency<\/em><\/strong> is transparent to the pilot, who only tunes in the main navigation aid the DME<\/em><\/strong> is associated with on NAV radio control panel<\/td>\n467<\/td>\n<\/tr>\n
8.25<\/td>\nGenerating a pair of DME pulses<\/em><\/strong> is a typical application of digital sequential circuits design, involving a digital clock, a Modulo-48 counter, a 6:64 decoder and some gates<\/td>\n468<\/td>\n<\/tr>\n
8.26<\/td>\nPerturbation (spikes) are detected as variations of both pulse width and delay (left); collisions<\/em><\/strong> or jitter<\/em><\/strong> respect one but not both (right); a very close collision (under 0.15 NM) respects only the pulse delay<\/td>\n469<\/td>\n<\/tr>\n
8.27<\/td>\nIf the own pairs are in a random succession, this is the key to identify the own replies<\/em><\/strong> in the crowded sequence of replies to everybody; the own interrogation sequence is memorized and than shifted in time (delayed) until a positive match of times is found; the delay coresponds to the Dt<\/em><\/td>\n470<\/td>\n<\/tr>\n
8.28<\/td>\nRandom time generator<\/em><\/strong> using an integrator to trigger a monostable circuit<\/td>\n471<\/td>\n<\/tr>\n
8.29<\/td>\nThe DME block diagram<\/em><\/strong> including the random pulse clock, the pulse pair generator, the pair validity filter, the automatic gain control amplifier, the superheterodyne on 63 MHz, the search of own replies logic and the calculation and display of the r<\/em>DME<\/sub><\/td>\n472<\/td>\n<\/tr>\n
8.30<\/td>\nTo be used in horizontal navigation<\/em><\/strong>, the distance measured by the DME<\/em><\/strong> must be corrected<\/td>\n474<\/td>\n<\/tr>\n
8.31<\/td>\nRadar altimeter<\/em><\/strong> transmitted wave Tx and the received echo Rx using frequency modulation of a triangular signal<\/em><\/strong><\/td>\n478<\/td>\n<\/tr>\n
8.32<\/td>\nRadar altimeter block diagram<\/em><\/strong> – first variant with large bandwidth<\/em><\/strong> IF amplifier<\/td>\n480<\/td>\n<\/tr>\n
8.33<\/td>\nRadar altimeter block diagram – low bandwidth <\/em><\/strong>IF variant<\/td>\n481<\/td>\n<\/tr>\n
8.34<\/td>\nRadar altimeter<\/em><\/strong> typical components<\/em><\/strong><\/td>\n483<\/td>\n<\/tr>\n
8.35<\/td>\nPrimary Flight Display and the radar altimeter height window<\/em><\/strong> in the brown area of the artificial horizon indicating \u20134 ft above ground (B777-200H\/ER Emirates, Photo Craig Murray)<\/td>\n484<\/td>\n<\/tr>\n
8.36<\/td>\nRadar altimeter measurement at touchdown<\/em><\/strong> vs. front wheel touchdown (taxi posture)<\/td>\n485<\/td>\n<\/tr>\n
8.37<\/td>\nRNAV<\/em><\/strong> airways do not require physical radio navigation aids along the route, just navigation fixes<\/em><\/strong>, which are database entries<\/td>\n491<\/td>\n<\/tr>\n
8.38<\/td>\nRNAV<\/em><\/strong> airborne technology uses microprocessors to emulate by software a virtual VOR\/DME<\/em><\/strong> wherever is needed, given a dense enough coverage of existent (real) VOR\/DMEs<\/td>\n492<\/td>\n<\/tr>\n
8.39<\/td>\nOriginal on board standalone RNAV equipment<\/em><\/strong> with its own control panels; there was no separate display, the RNAV calculated navigation information was displayed on CDI, RMI, or HSI (as above)<\/td>\n493<\/td>\n<\/tr>\n
8.40<\/td>\nRho-Theta navigation<\/em><\/strong> with wind triangle<\/td>\n496<\/td>\n<\/tr>\n
8.41<\/td>\nRho-Theta Geometric Dilution of Precision<\/em><\/strong> (GDOP); the position is found inside the area at the intersection of a triangle with a circular crown, with a given probability<\/td>\n497<\/td>\n<\/tr>\n
8.42<\/td>\nTheta-Theta navigation<\/em><\/strong><\/td>\n498<\/td>\n<\/tr>\n
8.43<\/td>\nTheta-Theta Geometric Dilution of Precision<\/em><\/strong><\/td>\n499<\/td>\n<\/tr>\n
8.44<\/td>\nRho-Rho navigation<\/em><\/strong><\/td>\n500<\/td>\n<\/tr>\n
8.45<\/td>\nRho-Rho Geometric Dilution of Precision<\/em><\/strong>: a poor case, when the circles are almost tangent<\/td>\n502<\/td>\n<\/tr>\n
8.46<\/td>\nHyperbola <\/em><\/strong>is the locus of points where the difference in the time of arrival (the delay) of two signals from the two focal points is constant<\/td>\n511<\/td>\n<\/tr>\n
8.47<\/td>\nLORAN<\/em><\/strong> receiver measures the delays of the slave signals 1 and 2; the position is found at the intersection of the two hyperbolas<\/td>\n512<\/td>\n<\/tr>\n
8.48<\/td>\nLORAN pulse<\/em><\/strong> characteristics allow the extraction of the time reference based on the amplitude of the envelope in time, whereas the bandwidth demand is less than the one for a rectangular pulse<\/td>\n513<\/td>\n<\/tr>\n
8.49<\/td>\nInstrument Landing System<\/em><\/strong> (ILS) consisting of Localizer (LLZ), Glide Path (GP), and three markers: Outer Marker (OM), Middle Marker (MM), and an optional Inner Marker (IM)<\/td>\n516<\/td>\n<\/tr>\n
8.50<\/td>\nDecision Height<\/em><\/strong> (DH) and Runway Visual Range<\/em><\/strong> (RVR) are simultaneous constraints to meet in order to continue to land in a precision instrument approach based on instruments<\/td>\n518<\/td>\n<\/tr>\n
8.51<\/td>\nOptimal Glide Slope<\/em><\/strong> angle is a trade-off between various conflicting goals factors<\/td>\n520<\/td>\n<\/tr>\n
8.52<\/td>\nA precision approach procedure<\/em><\/strong> consists of a turn to intercept the runway extension line and a constant glide slope starting at FAP and ending above the runway, in the touchdown zone<\/td>\n521<\/td>\n<\/tr>\n
8.53<\/td>\nRunway lights<\/em><\/strong> (left) or markings<\/em><\/strong> (right) are the visual clues that the pilots have to see at the decision height (DH) in order to continue to land; in absence of the visual contact, the approach is going missed and the aircraft performs a go-around<\/td>\n521<\/td>\n<\/tr>\n
8.54<\/td>\nKinematic diagram of the flare manoeuvre<\/em><\/strong>, including the decrab; this manouvre is performed at the end of the final approach segment, prior to touchdown, with the objective of a positive touchdown with a rate of descent limited to \u2013120 fpm<\/td>\n522<\/td>\n<\/tr>\n
8.55<\/td>\nThe ILS-LLZ<\/em><\/strong> uses an equsignal principle to determine the position of the aircraft with respect to the runway axis; when the left and the right lobe signals are equally received, the aircraft is right in the middle of the two signals, on the bisector; the photo shows the ILS-LLZ antenna arrays<\/td>\n523<\/td>\n<\/tr>\n
8.56<\/td>\nThe ILS-GP<\/em><\/strong> uses the same equsignal principle to determine the position of the aircraft with respect to a plane descending to the landing position at the published glide slope angle between 2.5\u00b0 and 4\u00b0; when the upper and the lower lobe signals are equally received, the aircraft is right on the bisector of the two slightly divergent lobes; the photos show the ILS-GP antenna arrays<\/td>\n524<\/td>\n<\/tr>\n
8.57<\/td>\nMaintaining a correct stabilized precision approach requires centred needles on the cross hair indicator<\/em><\/strong><\/td>\n525<\/td>\n<\/tr>\n
8.58<\/td>\nILS-GP<\/em><\/strong> was intended to be used using a level intermediary approach trajectory, thus avoiding the false paths<\/em><\/strong> which a generated by the multiple ground reflections<\/td>\n525<\/td>\n<\/tr>\n
8.59<\/td>\nThree block diagrams<\/em><\/strong> corresponding to the ILS subsystems<\/em><\/strong>: ILS-LLZ (loclalizer) block diagram, sharing the radio section and the CDI display with the VOR; in the middle ILS-GP (glide path), tuning automatically on the channel associated to the ILS-LLZ frequency; below the ILS-MKR (marker)<\/td>\n527<\/td>\n<\/tr>\n
8.60<\/td>\nPlacement, directivity and identification signals of ILS markers<\/em><\/strong><\/td>\n528<\/td>\n<\/tr>\n
8.61<\/td>\nILS perturbation factors<\/em><\/strong><\/td>\n529<\/td>\n<\/tr>\n
<\/td>\n…<\/td>\n<\/td>\n<\/tr>\n
8.63<\/td>\nA satellite on a circumterrestial orbit<\/em><\/strong> of radius R+H<\/em> is launched vertically then pushed tagentially until it reaches the speed V<\/em>, for which the centrifugal force C<\/em> balances the centripetal force W<\/em>; the satellite continues to orbit indefinitely with no further supply of energy, since the orbit is outside the Earth atmosphere and thus there is no friction to slow it down<\/td>\n<\/td>\n<\/tr>\n
8.64<\/td>\nNavstar orbit<\/em><\/strong> with four unequally spaced satellites, inclined at 55\u00b0 from Equator<\/td>\n<\/td>\n<\/tr>\n
8.65<\/td>\nAll 6 Navstar orbits<\/em><\/strong> shifted at 30\u00b0 increments for a uniform worldwide distribution of the satellites; side view (left) and topdown view (right); apparent size of the satellites suggests viewer distance<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n<\/td>\n<\/td>\n<\/tr>\n
9.1<\/td>\nThe loxodrome<\/em><\/strong> (in green) is the simplest long range navigation route, a „straight” line intersecting all meridians under the same angle (TClox<\/sub> or TKlox<\/sub>); in the inset there is a local infinitely small sample of the trajectory, which is a direct to line, as to this scale, parallels and meridians can be considered straight lines<\/td>\n<\/td>\n<\/tr>\n
9.2<\/td>\nThe orthodrome<\/em><\/strong> (in red) alongside the loxodrome<\/em> <\/strong>(in green); from the pilot’s perspective, the orthodrome is a giant turn; in the picture, the pilot starts at departure (D) due North-East, and ends up at A, on a South-Eastrly course<\/td>\n<\/td>\n<\/tr>\n
9.3<\/td>\nThe orthodrome spherical triangle<\/em><\/strong> DNA where usually we know a<\/em> and d<\/em> as complementary to LATD<\/sub> and LATA<\/sub> respectively; also we know n as the difference between the two longitudes; the orthodrome distance DISORT<\/sub> results from the side n<\/em> of the triangle, and the terminal tracks from d and a<\/td>\n<\/td>\n<\/tr>\n
9.4<\/td>\nA double rotation<\/em><\/strong> brings the North Pole onto the Departure Point D; in the rotated frame, all meridians are orthodromes departing from D in all directions<\/td>\n<\/td>\n<\/tr>\n
9.5<\/td>\nCrosswind is neutralized by the friction between wheels and ground surface when the aircraft<\/em><\/strong> is on ground<\/em><\/strong>; when airborne<\/em><\/strong>, it is carried by the wind, and its ground speed is deflected from the longitudinal axis by the drift angle (DA); there is a sudden change of track (TRK) at lift-off<\/td>\n<\/td>\n<\/tr>\n
9.6<\/td>\nDrift Angle<\/em><\/strong> (DA) is visible in these pictures; the crosswind causes the slant attitudes of these aircraft on short final; their tracks (courses) are along the runway axes; prior to touchdown, all these airliners will need to decrab using the rudder, so as the wheels run along the runway axis<\/td>\n<\/td>\n<\/tr>\n
9.7<\/td>\nExamples of fast aloft winds<\/em><\/strong> (Courtesy of Capt. A310\/A318 Emil Dobrovolschi of Tarom): 186 kts (left), 149 kts (above), 132 kts (right), when the Ground Speed ranges from 286 kts to 621 kts<\/td>\n<\/td>\n<\/tr>\n
9.8<\/td>\nCrossing a river<\/em><\/strong> on the shortest distance (above) and in shortest time (below)<\/td>\n<\/td>\n<\/tr>\n
9.9<\/td>\nThought experiment which illustrates the superiority of the<\/em><\/strong> brachistochrone<\/em><\/strong> over the orthodrome as air navigation trajectory (ETE is Estimated Time Enroute, the travel time)<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n…<\/td>\n<\/td>\n<\/tr>\n
12.1<\/td>\nThe Cost Index<\/em><\/strong> (CI) setting in the Flight Management Computer is the trade-off parameter between economy (fuel savings and subsequently range) and performance (speed)<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

\u00a0<\/strong><\/p>\n

\u00a0<\/strong><\/p>\n

List of Tables <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
Table<\/td>\nLegend<\/td>\nPage<\/td>\n<\/tr>\n
2.1<\/td>\nRotation ellipsoids in geodesy<\/td>\n39<\/td>\n<\/tr>\n
2.2<\/td>\nAcceleration of gravity correction for each meter of elevation above the ellipsoid<\/td>\n48<\/td>\n<\/tr>\n
2.3<\/td>\nPolynomial correction coefficients<\/td>\n49<\/td>\n<\/tr>\n
3.1<\/td>\nISA Temperature functions (see Figure 3.3)<\/td>\n77<\/td>\n<\/tr>\n
3.2<\/td>\nISA Pressure functions (see Figure 3.3)<\/td>\n80<\/td>\n<\/tr>\n
3.3<\/td>\nISA Density functions (see Figure 3.3)<\/td>\n81<\/td>\n<\/tr>\n
3.4<\/td>\nBasic six flight instruments<\/td>\n108<\/td>\n<\/tr>\n
3.5<\/td>\nSynthesis of Baro Instruments<\/td>\n123<\/td>\n<\/tr>\n
3.6<\/td>\nBaro Instruments Behaviour in case of Blockage and Leaks<\/td>\n129<\/td>\n<\/tr>\n
4.1<\/td>\nHard\u00a0and soft iron<\/td>\n179<\/td>\n<\/tr>\n
4.2<\/td>\nStandard turns<\/td>\n217<\/td>\n<\/tr>\n
5.1<\/td>\nWavelengths and Frequencies of Visible Light<\/td>\n236<\/td>\n<\/tr>\n
5.2<\/td>\nRefraction of Light in the Atmosphere<\/td>\n236<\/td>\n<\/tr>\n
5.3<\/td>\nInternational Date Line\u00a0Crossing<\/td>\n266<\/td>\n<\/tr>\n
5.4<\/td>\nExtreme Time Zone Places<\/td>\n267<\/td>\n<\/tr>\n
6.1<\/td>\nWind triangle particular cases<\/td>\n297<\/td>\n<\/tr>\n
7.1<\/td>\nBuoyancy factor by different gases<\/td>\n322<\/td>\n<\/tr>\n
7.2<\/td>\nICAO Type Identifier for BAC One-Eleven<\/td>\n324<\/td>\n<\/tr>\n
7.3<\/td>\nSpecial aircraft designators<\/td>\n325<\/td>\n<\/tr>\n
7.4<\/td>\nFlight Fundamental Actions (the highest priority first)<\/td>\n326<\/td>\n<\/tr>\n
7.5<\/td>\nPotential Reasons to Reject a Take-Off<\/td>\n328<\/td>\n<\/tr>\n
7.6<\/td>\nHow many lines of code?<\/td>\n329<\/td>\n<\/tr>\n
7.7<\/td>\nPrimary Flight Display information<\/td>\n338<\/td>\n<\/tr>\n
7.8<\/td>\nNavigation Display information (Map Mode)<\/td>\n341<\/td>\n<\/tr>\n
7.9<\/td>\nAirplane Automated Flight Control Systems (Autopilots)<\/td>\n343<\/td>\n<\/tr>\n
7.10<\/td>\nA structured hierarchy of automation layers in aviation<\/td>\n347<\/td>\n<\/tr>\n
7.11<\/td>\nAutoland Status<\/td>\n367<\/td>\n<\/tr>\n
7.12<\/td>\nFBW Control Laws \u2013 Airbus and Boeing<\/td>\n369<\/td>\n<\/tr>\n
7.13<\/td>\nTypical FMS software functions [Bu1]<\/td>\n377<\/td>\n<\/tr>\n
7.14<\/td>\nFlight Warning System announcements (priority from highest to lowest)<\/td>\n379<\/td>\n<\/tr>\n
7.15<\/td>\nGenuine \/ Nuisance \/ False Alerts<\/td>\n381<\/td>\n<\/tr>\n
7.16<\/td>\nTCAS II V7.1 Alerts and Aural Annunciations<\/td>\n397<\/td>\n<\/tr>\n
8.1<\/td>\nSpeed of Electromangnetic Waves<\/td>\n401<\/td>\n<\/tr>\n
8.2<\/td>\nElectromagnetic Spectrum<\/td>\n402<\/td>\n<\/tr>\n
8.3<\/td>\nRadio Communications Disciplines<\/td>\n406<\/td>\n<\/tr>\n
8.4<\/td>\nRadiolocation Disciplines and Examples<\/td>\n407<\/td>\n<\/tr>\n
8.5<\/td>\nPluses and Minuses of Passive Radiolocation<\/td>\n408<\/td>\n<\/tr>\n
8.6<\/td>\nPluses and Minuses of Primary Radiolocation<\/td>\n409<\/td>\n<\/tr>\n
8.7<\/td>\nPluses and Minuses of Secondary Radiolocation<\/td>\n410<\/td>\n<\/tr>\n
8.8<\/td>\nRadio Bands \u2013 Carrier Frequency Do<\/td>\n411<\/td>\n<\/tr>\n
8.9<\/td>\nLetter Based Nomenclature of the UHF+ Radio Bands<\/td>\n411<\/td>\n<\/tr>\n
8.10<\/td>\nBandwidth\u00a0of typical radio transmissions<\/td>\n419<\/td>\n<\/tr>\n
8.11<\/td>\nAtmospheric Noise Affecting Different Radio Bands (night time)<\/td>\n420<\/td>\n<\/tr>\n
8.12<\/td>\nClassification of Emissions<\/td>\n428<\/td>\n<\/tr>\n
8.13<\/td>\nModulations Used in Aviation<\/td>\n429<\/td>\n<\/tr>\n
8.14<\/td>\nRadio positioning methods (surveillance included)<\/td>\n438<\/td>\n<\/tr>\n
8.15<\/td>\nRadio Navigation Systems Performance Parameters<\/td>\n440<\/td>\n<\/tr>\n
8.16<\/td>\nComplex VOR Signal Components (see also Figure 8.18)<\/td>\n457<\/td>\n<\/tr>\n
8.17<\/td>\nThe allocation of DME channels to associated frequencies<\/td>\n466<\/td>\n<\/tr>\n
8.18<\/td>\nDME channels frequencies and associated frequencies<\/td>\n467<\/td>\n<\/tr>\n
8.19<\/td>\nPositioning Radio Navigation Systems<\/td>\n509<\/td>\n<\/tr>\n
8.20<\/td>\nILS channels and frequencies<\/td>\n528<\/td>\n<\/tr>\n
<\/td>\n…<\/td>\n<\/td>\n<\/tr>\n
8.21<\/td>\nOrbital parameters of the GNSS systems satellites<\/td>\n<\/td>\n<\/tr>\n
<\/td>\n…<\/td>\n<\/td>\n<\/tr>\n
9.1<\/td>\nClassification of brachistochrones<\/td>\n<\/td>\n<\/tr>\n
12.1<\/td>\nKalman filter algorithm<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

 <\/p>\n

\u00a0<\/strong><\/p>\n

\u00a0<\/strong><\/p>\n

List of Numerical Close-ups <\/strong><\/p>\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n\n
NCU<\/td>\nProblem<\/td>\nPage<\/td>\n<\/tr>\n
2.1<\/td>\nGSC to ECEF Conversion and Back<\/td>\n35<\/td>\n<\/tr>\n
2.2<\/td>\nLoosing Weight in Flight<\/td>\n51<\/td>\n<\/tr>\n
2.3<\/td>\nWeight on the ISS<\/td>\n52<\/td>\n<\/tr>\n
2.4<\/td>\nAircraft weight and lift<\/td>\n52<\/td>\n<\/tr>\n
2.5<\/td>\nGeoid and WGS84 Ellipsoid calculations<\/td>\n57<\/td>\n<\/tr>\n
3.1<\/td>\nExtreme variations of isobaric surfaces due to weather pressure<\/td>\n65<\/td>\n<\/tr>\n
3.2<\/td>\nExtreme variations of isobaric surfaces due to temperature<\/td>\n70<\/td>\n<\/tr>\n
3.3<\/td>\nStandard Temperature Variation with Height or Elevation<\/td>\n78<\/td>\n<\/tr>\n
3.4<\/td>\nConverting barometric vertical distances into geometric<\/td>\n88<\/td>\n<\/tr>\n
3.5<\/td>\nHumidity impact on air density<\/td>\n98<\/td>\n<\/tr>\n
3.6<\/td>\nDensity altitude<\/td>\n100<\/td>\n<\/tr>\n
3.7<\/td>\nAir speed calculations<\/td>\n118<\/td>\n<\/tr>\n
4.1<\/td>\nThe Dark Side of the Moon<\/td>\n161<\/td>\n<\/tr>\n
4.2<\/td>\nADS\/B reception range<\/td>\n163<\/td>\n<\/tr>\n
4.3<\/td>\nCoverage of an Aireon satellite<\/td>\n165<\/td>\n<\/tr>\n
4.4<\/td>\nMagnetic compass variance<\/td>\n173<\/td>\n<\/tr>\n
4.5<\/td>\nMagnetic compass swinging<\/td>\n182<\/td>\n<\/tr>\n
4.6<\/td>\nEuler angles and quaternions<\/td>\n196<\/td>\n<\/tr>\n
4.7<\/td>\nIn flight gyroscope apparent drift<\/td>\n204<\/td>\n<\/tr>\n
4.8<\/td>\nTurn dynamics<\/td>\n217<\/td>\n<\/tr>\n
4.9<\/td>\nHolding pattern<\/td>\n222<\/td>\n<\/tr>\n
5.1<\/td>\nDaylight and Twilight in VFR flight<\/td>\n251<\/td>\n<\/tr>\n
5.2<\/td>\nFlight Time<\/td>\n268<\/td>\n<\/tr>\n
5.3<\/td>\nNew Year Double Party with Concorde<\/td>\n271<\/td>\n<\/tr>\n
6.1<\/td>\nSoaring glider<\/td>\n281<\/td>\n<\/tr>\n
6.2<\/td>\nTop of climb<\/td>\n282<\/td>\n<\/tr>\n
6.3<\/td>\nMt St Odile<\/td>\n289<\/td>\n<\/tr>\n
6.4<\/td>\nWind Triangle<\/td>\n292<\/td>\n<\/tr>\n
6.5<\/td>\nHolding Pattern with Wind<\/td>\n304<\/td>\n<\/tr>\n
6.6<\/td>\nInertial navigation<\/td>\n314<\/td>\n<\/tr>\n
8.1<\/td>\nNegative Radar Height<\/td>\n487<\/td>\n<\/tr>\n
8.2<\/td>\nRho-Theta, Theta-Theta, and Rho-Rho Navigation<\/td>\n503<\/td>\n<\/tr>\n
9.1<\/td>\nFly direct to<\/td>\n<\/td>\n<\/tr>\n
9.2<\/td>\nLoxodrome<\/td>\n<\/td>\n<\/tr>\n
9.3<\/td>\nOrthodrome trajectory<\/td>\n<\/td>\n<\/tr>\n
9.4<\/td>\nOrthodrome distance using rotations<\/td>\n<\/td>\n<\/tr>\n
9.5<\/td>\nOrthodrome vs. Loxodrome<\/td>\n<\/td>\n<\/tr>\n
9.6<\/td>\n2D Brachistochrone<\/td>\n<\/td>\n<\/tr>\n
9.7<\/td>\n3D Brachistochrone<\/td>\n<\/td>\n<\/tr>\n
12.1<\/td>\nAircraft positioning optimisation using Kalman algorithm<\/td>\n<\/td>\n<\/tr>\n<\/tbody>\n<\/table>\n

\u00a0<\/strong><\/p>\n

 <\/p>\n

[\/et_pb_text][et_pb_divider color=”rgba(147,175,193,0.39)” show_divider=”on” divider_style=”solid” divider_position=”top” hide_on_mobile=”on” \/][et_pb_comments show_avatar=”on” show_reply=”on” show_count=”off” background_layout=”light” use_border_color=”off” border_color=”#ffffff” border_style=”solid” custom_button=”off” button_letter_spacing=”0″ button_use_icon=”default” button_icon_placement=”right” button_on_hover=”on” button_letter_spacing_hover=”0″ \/][\/et_pb_column_inner][\/et_pb_row_inner][\/et_pb_column][et_pb_column type=”1_4″][et_pb_blog fullwidth=”off” include_categories=”11″ show_thumbnail=”off” show_content=”off” show_more=”off” show_author=”on” show_date=”on” show_categories=”off” show_comments=”off” show_pagination=”on” offset_number=”0″ use_overlay=”off” background_layout=”light” use_dropshadow=”on” use_border_color=”on” border_color=”#e5e5e5″ border_style=”solid” \/][\/et_pb_column][\/et_pb_section]<\/p>\n","protected":false},"excerpt":{"rendered":"

Aceast\u0103 carte reprezint\u0103 un testament profesional al celor mai bine de 30 de ani de carier\u0103. S\u0103 lucrez cu studen\u021bii mei la inginerie aerospa\u021bial\u0103, elevi pilo\u021bi \u0219i elevi controlori de trafic aerian, de-a lungul multor genera\u021bii, a fost provocator \u00een cel mai fericit mod. Dezbaterile, ideile \u0219i \u00eentreb\u0103rile din clas\u0103 au fost foarte productive \u00een […]<\/p>\n","protected":false},"author":1,"featured_media":31579,"comment_status":"open","ping_status":"open","sticky":false,"template":"","format":"standard","meta":{"_et_pb_use_builder":"on","_et_pb_old_content":"","_et_gb_content_width":"","jetpack_post_was_ever_published":false,"_jetpack_newsletter_access":"","_jetpack_dont_email_post_to_subs":false,"_jetpack_newsletter_tier_id":0,"_jetpack_memberships_contains_paywalled_content":false,"_jetpack_memberships_contains_paid_content":false,"footnotes":"","jetpack_publicize_message":"","jetpack_publicize_feature_enabled":true,"jetpack_social_post_already_shared":true,"jetpack_social_options":{"image_generator_settings":{"template":"highway","enabled":false},"version":2},"_links_to":"","_links_to_target":""},"categories":[11,108,12,116],"tags":[],"class_list":["post-31583","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-anunturiavizier","category-aviatie-si-astronautica","category-evenimente","category-publicatii-fia"],"jetpack_publicize_connections":[],"yoast_head":"\nAir Navigation \u2013 Avanpremier\u0103 Editorial\u0103 - Alumni Politehnica Aerospace Engineering<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/inginerie.aero\/index.php\/ro\/2022\/01\/09\/air-navigation-avanpremiera-editoriala\/\" \/>\n<meta property=\"og:locale\" content=\"ro_RO\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Air Navigation \u2013 Avanpremier\u0103 Editorial\u0103 - Alumni Politehnica Aerospace Engineering\" \/>\n<meta property=\"og:description\" content=\"Aceast\u0103 carte reprezint\u0103 un testament profesional al celor mai bine de 30 de ani de carier\u0103. 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