Incorrect altimeter setting leading to the aircraft being lower than indicated.

The temperature at the aerodrome is above the limiting temperature.

The pilots miscalculated the rate of descent and selected an inappropriate vertical speed.

The vertical path in the FMS was incorrectly coded as it is NOT shown to the pilots.

Only the L1 frequency is used for PPS.

The L1 frequency is used for PPS and the 12 frequency is used for SPS. 

Only the L2 frequency is used for PPS. 

Both L1 and L2 frequencies are used for PPS. 

188

008

012

192

2,3, and 5.

1, 2, and 3.

1,3, and 5.

2,3, and 4.

108.4 SPL

395 OA

119.055 SCHIPHOL

109.5 ZWA

to tilt fully down when taxiing to reduce the possibility of injury to ground personnel.

to track the areas with the greatest intensity of precipitation.

based on the altitude of the aircraft.

based on the attitude of the aircraft.

HF (3-30 MHZ), as ground waves only.

HF (3-30 MHZ), as ground waves and sky waves.

MF (3-30 MHZ), as ground waves and sky waves.

MF (3-30 MHZ), as ground waves.

Two straight lines intersecting at one point, the distance from each transmitter being the slant range.

Two straight lines intersecting at one point, the distance from each transmitter being the plan range.

Two circular position lines intersecting at two points, the distance from each transmitter being the plan range.

Two circular position lines intersecting at two points, the distance from each transmitter being the slant range.

Ranging signals

SBAS signals

RAIM code

C/A code

15 NM from the landing threshold within 45 apart the final approach path and 20 apart between 15 and 20NM.

15 NM from the landing threshold within 35 apart the final approach path and 10 apart between 15 and 20NM.

25 NM from the landing threshold within 35 apart the final approach path and 10 apart between 25 and 30NM.

25 NM from the landing threshold within 45 apart the final approach path and 20 apart between 25 and 20NM.