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A summary of the takeoff performance data is presented on the MFD TAKEOFF REFERENCE page. A summary of the approach performance data is presented on the MFD APPROACH REFERENCE page. These pages can be accessed by selecting the CDU MFD DATA key while the corresponding CDU takeoff or approach reference page is displayed. It may also be accessed by pressing the CDU MFD DATA key followed by the MFD MENU key and selecting the desired page.
To manually exit the REFS menu, push another menu button on the DCP. The menu is automatically removed 20 seconds after the last activity of the MENU, DATA, OR PUSH SELECT knob, or another menu or list button is pushed.
GPS CONTROL
The GPS Control page shows position differences (POS DIFF) between each GPS sensor position and the position calcu-lated by the FMS. Both direction and distance are shown.
The line select key for each installed GPS sensor enables or disables the use of the sensor by the FMS. If a GPS sensor has been DISABLED it remains disabled until manually enabled.
GLOBAL POSITIONING SYSTEM (GPS)
The GPS is used to determine airplane position and provides supplementary information to FMS and TAWS and the clock. The GPS calculates the latitude, longitude, altitude, accurate time, date, true heading and ground speed.
The global positioning system (GPS) is a space based navigation system, which consists of 26 satellites, at an altitude of approximately 10 900 nm and an orbital period of 12hr. Each satellite transmits a signal on the L1 (1575.42MHz – for gen-eral aviation use) and L2 (1227.6MHz– for P-code / military use only) frequencies. The signal contains digital data used to measure line-of-sight range and compute the position and time at the receiver. Pre-departure verification of GPS availabil-ity is required for GPS as a primary means of navigation before each flight.
Volume 2 Flight Crew Operating Manual May 06/2005 CSP 100-6 REV 2
17-01-34
Four or more available satellites allow receiver to autonomously compute the position integrity. The position can be calcu-lated (with the required integrity) on the basis of the 3 satellites data available in addition to an air data altitude. The system permanently performs the receiver autonomous integrity monitoring (RAIM) process, which represents the method of de-tecting and isolating the satellite errors by using the redundant satellite measurements. Five satellites are required to detect a satellite error and six satellites are required to isolate the error to an individual satellite and remove it from the navigation solution.
The system supports: en route (including VNAV), terminal and non-precision approach (except localizer, localizer direc-tional aid and simplified directional functionality) capability. The system provides current position, velocity and time to FMS and TAWS.
PREDICTED RAIM
By predicting future satellite positions, GPS is capable of estimating the availability of approach accuracy. This feature is called predictive RAIM. The GPS may be used for primary navigation in oceanic and remote areas, provided a qualified GPS sensor is installed in the airplane. Qualified GPS sensors include a ground based prediction program that verifies GPS navigation availability over the planned route. Pre-departure verification of GPS availability is require for GPS as primary means of navigation before each flight.
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