6B XC Planning - Navigation Flashcards
- What is an HSI? (FAA-H-8083-15)
The HSI (horizontal situation indicator) is a flight navigation instrument that combines the heading indicator with a CDI, in order to provide the pilot with better situational awareness of location with respect to the courseline.
- What is an RMI? (P/CG)
RMI is an abbreviation for radio magnetic indicator. It is an aircraft navigational instrument coupled with a gyro compass or similar compass that indicates the direction of a selected NAVAID (NDB or VOR) and indicates bearing with respect to the heading of the aircraft.
- What is RNAV? (FAA-H-8083-15)
RNAV (area navigation) provides enhanced navigational capability to the pilot, by computing the airplane position, actual track and ground speed, then providing meaningful information relative to a route of flight selected by the pilot. Typical RNAV equipment provides the pilot with distance, time, bearing and crosstrack error relative to the selected TO or “active” waypoint and the selected route. Present day RNAV includes INS, LORAN, VOR/DME, and GPS systems.
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4. What is DME? (AIM 1-1-7)
Equipment (airborne and ground) used to measure, in nautical miles, the slant range distance of an aircraft from the DME navigational aid. Aircraft equipped with DME are provided with distance and groundspeed information when receiving a VORTAC or TACAN facility. Operating frequency range of a DME according to ICAO Annex 10 is from 960 MHz to 1215 MHz.
- What is the effective range distance for DME? (AIM 1-1-7)
Operating on the line-of-sight principle, DME furnishes distance information with a very high degree of accuracy. Reliable signals may be received at distances up to 199 NM at line-of-sight altitude with an accuracy of better than 1⁄2 mile or 3 percent of the distance, whichever is greater. Distance information received from DME equipment is SLANT RANGE distance and not actual horizontal distance.
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6. Give a brief description of GPS. (AIM 1-1-19)
The Global Positioning System is a satellite-based radio navigation system that broadcasts a signal used by receivers to determine precise position anywhere in the world. The receiver tracks multiple satellites and determines a pseudorange measurement that is then used to determine the user location.
- Can handheld GPS receivers and GPS systems certified for VFR operations be used for IFR operations? (AIM 1-1-19)
No, for the following reasons:
a. RAIM capability—VFR GPS receivers and all handheld units have no RAIM alerting capability. Loss of the required number of satellites in view, or the detection of a position error, cannot be displayed to the pilot by such receivers.
b. Database currency—In many receivers, an updatable database is used for navigation fixes, airports, and instrument procedures. These databases must be maintained to the current update for IFR operation, but no such requirement exists for VFR use.
c. Antenna location—In many VFR installations of GPS receivers, antenna location is more a matter of convenience than performance. In IFR installations, care is exercised to ensure that an adequate clear view is provided for the antenna to see satellites. If an alternate location is used, some portion of the aircraft may block the view of the antenna, causing a greater opportunity to lose navigation.
Note: VFR and handheld GPS systems are not authorized for IFR navigation, instrument approaches, or as a principal instrument flight reference. During IFR operations they may be considered only as an aid to situational awareness.
- Required preflight preparations for an IFR flight using GPS for navigation should include a review of what information? (FAA-H-8083-15)
a. GPS is properly installed and certified for the operation.
b. Navigation database is current.
c. GPS and WAAS NOTAMs.
d. GPS RAIM availability for non-WAAS receivers.
e. Operational status of ground-based NAVAIDs and related aircraft equipment appropriate to the route of flight, terminal operations, instrument approaches at the destination, and alternate airports at ETA.
- How often must electronic navigation databases used for IFR flight be updated? (FAA-H-8083-15)
Every 28 days.
- Within which frequency band does the VOR equipment operate? (AIM 1-1-3)
VHF band—108.00 through 117.95 MHz
- What are the different methods for checking the accuracy of VOR equipment? (14 CFR 91.171)
a. VOT check; ±4°
b. Ground checkpoint; ±4°
c. Airborne checkpoint; ±6°
d. Dual VOR check; 4° between each other
e. Select a radial over a known ground point; ±6°
A repair station can use a radiated test signal, but only the technician performing the test can make an entry in the logbook.”
Excerpt From: Michael D. Hayes. “Commercial Oral Exam Guide.” Aviation Supplies and Academics, Inc., 2013-08-23. iBooks.
This material may be protected by copyright.
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- What records must be kept concerning VOR checks? (14 CFR 91.171)
Each person making a VOR check shall enter the date, place, and bearing error and sign the aircraft log or other reliable record.
- Where can a pilot find the location of the nearest VOT testing stations? (AIM 1-1-4)
Locations of airborne check points, ground check points and VOTs are published in the Airport/Facility Directory (A/FD).
- How may the course sensitivity be checked on a VOR receiver? (FAA-H-8083-15)
In addition to receiver tolerance checks required by regulations, course sensitivity may be checked by recording the number of degrees of change in the course selected as you rotate the OBS to move the CDI from center to the last dot on either side. The course selected should not exceed 10° or 12° either side.
- How can a pilot determine if a VOR or VORTAC has been taken out of service for maintenance? (AIM 1-1-12)
During periods of routine or emergency maintenance, coded identification (or code and voice, where applicable) is removed from certain FAA NAVAIDs. Removal of identification serves as a warning to pilots that the facility is officially off the air for tune-up or repair and may be unreliable even though intermittent or constant signals are received.
