Ground 2 Nav systems Flashcards
VOR part 1
very high frequency omnidirectional range. Operates on VHF. Course guidance to and from the station.108.0-117.95.
VOR part 2
Between 108-112. Each VOR has 2 signal one stationary and one moving. Always identify the VOR before using it.
VOR part 3
Accurate up to +/- 1 degree. Ground component and the aircraft. Antenna picks up the signal, receiver processes it up, then its going to display it on the HSI
VOR/DME
Course guidance to and from the station with distance measuring equipment. Transmits pair pulses to the ground waits for the receiver to return from the plane then measure how long the reply takes then it measures based of the length of time
VORTAC part 1
is a facility consisting of two components, VOR and TACAN, which provides three individual services at a central location:
VOR Azimuth
TACAN Azimuth
TACAN Distance (DME)
VORTAC part 2
a TACAN is a military navigational aid that consists of several functions amalgamated into one unit. It is available on frequencies from 960 MHz to 1215 MHz.
Aside from being different in regards to how it is used by the military, a TACAN is a VOR with a higher degree of accuracy than that of a conventional VOR used by civilian aircraft.
VOR reading
Full scale deflection 10 degrees, 2 degrees per dot.
If there is a lack of signal, if the morse code doesn’t add up don’t use it
VOR Limitations: Line of Sight
the A/C and VOR can only communicate if they can see each other.
The range varies proportionally to the altitude of the receiving equipment
This means the farther from the station, the higher you must be
See Standard Service Volume (SSV) for more range restrictions
VOR Limitations: Slant range (DME)
Mainly Deals with DME, slant range error is negligible if the AC is 1 mile or more from the ground facility for every 1,000 altitude. If 5NM away error won’t be as noticeable. When close its worst. 1NM is close to 6,000 feet. So 12,000 feet above the VOR/DME you should get 2NM indication
VOR limitations: Reverse sensing
flying TO a station with a FROM
indication or a FROM with a TO indication
VOR limitations cone of confusion
1 NM away. TO and FROM is going to sway. CDI needle fluctuates and sways. Maintain last known heading.
Service volumes: Legacy
> Terminal 1,000- 12,000 25NM
Low: 1,000-18,000 40 NM
High: 1,000- 14,500 40 NM
14,500-18,000 100 NM
18,000- 45,000 130 NM
45,000- 60,000 100 NM
Service Volumes: New
> Low: 1,000-5,000 40 NM
5,000-18,000 70 NM
High 1,000-5,000 40 NM
5,000-14,500 70 NM
14,500-18,000 100 NM
18,00-45,000 130 NM
45,000- 60,000 100 NM
Minimal operation network
Repurpose backup service for a GPS outage. Ensures regardless of the position an airports that have an ILS. Increase service volumes to always get a signal at 5,000 feet .
Determining if your on course
1 dot 2 degrees from course 200 feet off course per dot. 100 feet per degree per NM.
VOR checks
91.171: 30 days. Date, error, place, signature
VOR checks: Dual VOR check
within 4 degrees
VOR Checks: Ground check
+/- 4 degrees. An actual marking on the ground
VOR check: Airborne
+/- 6 degrees
VOR check: VOT
+/- 4 degrees 180 TO 360 FROM
HSI part 1
Horizontal Situational Indicators (HSIs) combine navigation and heading instruments into one
HSI part 2
align themselves with the flux gate and are usually electrically driven (electric gyro)
HSI part 3
The gyro in a heading indicator is mounted in a double gimbal, as in an attitude indicator, but its spin axis is horizontal permitting sensing of rotation about the vertical axis of the aircraft
NDB: Non directional beacon
ground based station transmits radial 360 degrees. a low or medium frequency radio beacon transmits non-directional signals whereby the pilot of an aircraft properly equipped can determine bearings and “home” to the station
ADF: Automatic Direction Finder part 1
uses these signals in order to determine relative/magnetic bearing and therefore position
ADF part 2: moveable card
Pilot can rotate the face of the card
The ADF needle will directly indicate the magnetic bearing to the NDB when the aircraft heading is shown at the top
ADF part 3: Fixed card
simply means the face of the instrument cannot rotate, leaving only the needles to move
Magnetic bearing equation
Magnetic heading + Relative bearing= MB
Compass locator
15NM
Medium Homing
25 NM
Homing
50NM
High Homing
75NM
NDB errors: Twilight Error (Night effect)
Radio waves can be reflected back by the ionosphere and can cause fluctuations 30 to 60 NM (approx. 54 to 108 KM) from the transmitter, especially just before sunrise and just after sunset
NDB errors: Terrain Error
High terrain like hills and mountains can reflect radio waves, giving erroneous readings especially if they contain magnetic deposits
NDB errors: Electrical Error
Electrical storms, and sometimes also electrical interference can cause the ADF needle to deflect toward the electrical source
NDB Errors: Shoreline Error
Low-frequency radio waves will refract or bend near a shoreline, especially if they are close to parallel to the shore
NDB Error: Bank Error
When the aircraft is banked, the needle reading will be offset
Homing
Keeping the needle centered but not taking wind into account
Tracking
accounts for wind drift and flies to the NDB
GPS (global positioning system)
a type of GNNSS operated by the U.S. Space radio navigation system with a satellite constellation. 3 satellites 2 for information
GPS types: Space
constellation of satellites transmitting signals to users. Maintain 24 but there is more. 12,550 miles. Constellation
GPS types: Control
ground station monitoring the satellites sending out commands
GPS types: User
what we use in the plane
3 satellites
2D information latitude and longitude
4 satellites
latitude longitude and altitude
5 satellites
RAIM- receiver autonomous integrity monitoring. Verifies the integrity of the signals from the satellite to make sure you get an accurate signal
6 satellites
FDE- Fault detection exclusion. Bumps the satellite that isn’t working out and brings in the one that works
WAAS (Wide area augmentation system)
Improves the accuracy of the GPS. Unlike traditional ground-based navigation aids, WAAS will cover a more extensive service area.
WRS
Precisely surveyed wide-area reference stations (WRS) are linked to form the U.S. WAAS network
GPS involvement WAAS
Signals from the GPS satellites are monitored by these WRSs to determine satellite clock and ephemeris corrections and to model the propagation effects of the ionosphere
WMS (Wide-area master station)
Each station in the network relays the data to a wide-area master station (WMS) where the correction information is computed
GEO (Geostationary earth orbit satellite)
A correction message is prepared and uplinked to a geostationary earth orbit satellite (GEO) via a GEO uplink subsystem (GUS) which is located at the ground earth station (GES).
WAAS receivers
The message is then broadcast on the same frequency as GPS (L1, 1575.42 MHz) to WAAS receivers within the broadcast coverage area of the WAAS GEO
GPS/CDI scaling
1-1-17 GPS, 1-1-18 WAAS- on approaches the accuracy of the GPS gets more accurate
NON- WAAS: EN route
greater than 30 NM. 5 NM
NON-WAAS: Terminal
30 - 2NM from FAF final approach fix. 1 NM
NON-WAAS: Approach
2NM from FAF-MAP misses approach point .3NM
WAAS: Enroute
greater than 30NM 2NM
WAAS: Terminal
30 NM- IF intermittent fix 1NM
WAAS: Approach
IF- MAP .3-.1 NM
GPS Inspection
Required after every 56 days or 28 days if used for nav purposes. Can be done by anybody. Can’t be found in any sections of the binder
ILS (Instrument Landing system)
provides an approach path for the exact alignment and descent of an aircraft on the final approach to a runway
Glideslope
vertical course guidance. Glide slope transmitter located 750 feet and 1,250 from the approach end of the runway (down the runway), and offset 250 feet to 650 feet from it. Width is 1.4 degrees Range 10 NM, slope 3 degree
Localizer
Lateral course guidance. Sends out 2 signals Front course and back course. Shouldn’t use back course nav unless given ATC clearance. Width 3-6 degrees at the threshold should be at 700 feet. Service volumes 10 NM 35 degrees, 18 NM 10 degrees. 4 times as sensitive as a VOR and 2 ½ full scale deflection
Approach lights
For an IFR pilot to transition from looking at instruments to VFR. precision 2,400 feet-3,000 feet, non-precision 1,400-1,500. Different configurations, study those configurations
Marker Beacons
Provide range information over specific points. Outer marker 4-7 miles out. Indicate the position at which the aircraft should intercept GS at the appropriate interception altitude +/-50 blue. Middle marker 3500 feet from the runway. Indicates the approximate point where the GS meets the decision height. Usually 200 ft above the touchdown zone elevation Amber. Inner marker between MM and runway threshold. Indicates the point where the glide slope meets the DH on a CAT II ILS approach white
CAT I
200 feet AGL decision altitude. Runway Visual Range (RVR): 2,400’ (1,800 w/ Touch Down Zone (TDZ) and centerline lighting) or (with Autopilot or Flight Director (FD) or Heads Up Display (HUD), RVR 1,800’)
CAT II
100 feet AGL. RVR: 1,200’ with auto-land or HUD to touchdown and noted on authorization, RVR 1,000’
CAT III
0 feet AGL. Level RVR.
CAT IIIa: No DH or DH below 100’ RVR not less than 700’
CAT IIIb: No DH or DH below 50’ RVR Less than 700’ but not less than 150’
CAT IIIc: No DH and No RVR minimum
GPS failure: LOI
Lose of integrity
