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Instrument > Ground 2 Nav systems > Flashcards

Ground 2 Nav systems Flashcards

1
Q

VOR part 1

A

very high frequency omnidirectional range. Operates on VHF. Course guidance to and from the station.108.0-117.95.

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2
Q

VOR part 2

A

Between 108-112. Each VOR has 2 signal one stationary and one moving. Always identify the VOR before using it.

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3
Q

VOR part 3

A

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

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4
Q

VOR/DME

A

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

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5
Q

VORTAC part 1

A

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)

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6
Q

VORTAC part 2

A

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.

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7
Q

VOR reading

A

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

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8
Q

VOR Limitations: Line of Sight

A

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

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9
Q

VOR Limitations: Slant range (DME)

A

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

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10
Q

VOR limitations: Reverse sensing

A

flying TO a station with a FROM
indication or a FROM with a TO indication

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11
Q

VOR limitations cone of confusion

A

1 NM away. TO and FROM is going to sway. CDI needle fluctuates and sways. Maintain last known heading.

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12
Q

Service volumes: Legacy

A

> 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

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13
Q

Service Volumes: New

A

> 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

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14
Q

Minimal operation network

A

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 .

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15
Q

Determining if your on course

A

1 dot 2 degrees from course 200 feet off course per dot. 100 feet per degree per NM.

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16
Q

VOR checks

A

91.171: 30 days. Date, error, place, signature

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17
Q

VOR checks: Dual VOR check

A

within 4 degrees

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18
Q

VOR Checks: Ground check

A

+/- 4 degrees. An actual marking on the ground

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19
Q

VOR check: Airborne

A

+/- 6 degrees

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20
Q

VOR check: VOT

A

+/- 4 degrees 180 TO 360 FROM

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21
Q

HSI part 1

A

Horizontal Situational Indicators (HSIs) combine navigation and heading instruments into one

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22
Q

HSI part 2

A

align themselves with the flux gate and are usually electrically driven (electric gyro)

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23
Q

HSI part 3

A

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

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24
Q

NDB: Non directional beacon

A

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

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25
Q

ADF: Automatic Direction Finder part 1

A

uses these signals in order to determine relative/magnetic bearing and therefore position

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26
Q

ADF part 2: moveable card

A

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

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27
Q

ADF part 3: Fixed card

A

simply means the face of the instrument cannot rotate, leaving only the needles to move

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28
Q

Magnetic bearing equation

A

Magnetic heading + Relative bearing= MB

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29
Q

Compass locator

A

15NM

30
Q

Medium Homing

A

25 NM

31
Q

Homing

A

50NM

32
Q

High Homing

A

75NM

33
Q

NDB errors: Twilight Error (Night effect)

A

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

34
Q

NDB errors: Terrain Error

A

High terrain like hills and mountains can reflect radio waves, giving erroneous readings especially if they contain magnetic deposits

35
Q

NDB errors: Electrical Error

A

Electrical storms, and sometimes also electrical interference can cause the ADF needle to deflect toward the electrical source

36
Q

NDB Errors: Shoreline Error

A

Low-frequency radio waves will refract or bend near a shoreline, especially if they are close to parallel to the shore

37
Q

NDB Error: Bank Error

A

When the aircraft is banked, the needle reading will be offset

38
Q

Homing

A

Keeping the needle centered but not taking wind into account

39
Q

Tracking

A

accounts for wind drift and flies to the NDB

40
Q

GPS (global positioning system)

A

a type of GNNSS operated by the U.S. Space radio navigation system with a satellite constellation. 3 satellites 2 for information

41
Q

GPS types: Space

A

constellation of satellites transmitting signals to users. Maintain 24 but there is more. 12,550 miles. Constellation

42
Q

GPS types: Control

A

ground station monitoring the satellites sending out commands

43
Q

GPS types: User

A

what we use in the plane

44
Q

3 satellites

A

2D information latitude and longitude

45
Q

4 satellites

A

latitude longitude and altitude

46
Q

5 satellites

A

RAIM- receiver autonomous integrity monitoring. Verifies the integrity of the signals from the satellite to make sure you get an accurate signal

47
Q

6 satellites

A

FDE- Fault detection exclusion. Bumps the satellite that isn’t working out and brings in the one that works

48
Q

WAAS (Wide area augmentation system)

A

Improves the accuracy of the GPS. Unlike traditional ground-based navigation aids, WAAS will cover a more extensive service area.

49
Q

WRS

A

Precisely surveyed wide-area reference stations (WRS) are linked to form the U.S. WAAS network

50
Q

GPS involvement WAAS

A

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

51
Q

WMS (Wide-area master station)

A

Each station in the network relays the data to a wide-area master station (WMS) where the correction information is computed

52
Q

GEO (Geostationary earth orbit satellite)

A

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).

53
Q

WAAS receivers

A

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

54
Q

GPS/CDI scaling

A

1-1-17 GPS, 1-1-18 WAAS- on approaches the accuracy of the GPS gets more accurate

55
Q

NON- WAAS: EN route

A

greater than 30 NM. 5 NM

56
Q

NON-WAAS: Terminal

A

30 - 2NM from FAF final approach fix. 1 NM

57
Q

NON-WAAS: Approach

A

2NM from FAF-MAP misses approach point .3NM

58
Q

WAAS: Enroute

A

greater than 30NM 2NM

59
Q

WAAS: Terminal

A

30 NM- IF intermittent fix 1NM

60
Q

WAAS: Approach

A

IF- MAP .3-.1 NM

61
Q

GPS Inspection

A

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

62
Q

ILS (Instrument Landing system)

A

provides an approach path for the exact alignment and descent of an aircraft on the final approach to a runway

63
Q

Glideslope

A

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

64
Q

Localizer

A

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

65
Q

Approach lights

A

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

66
Q

Marker Beacons

A

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

67
Q

CAT I

A

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’)

68
Q

CAT II

A

100 feet AGL. RVR: 1,200’ with auto-land or HUD to touchdown and noted on authorization, RVR 1,000’

69
Q

CAT III

A

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

70
Q

GPS failure: LOI

A

Lose of integrity

Instrument (10 decks)

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