Instrument Navigation Flashcards
HSI
Horizontal Situation Indicator
- Solves nearly all reverse sensing and other visualization problems associated with conventional VOR navigation.
- Combines heading indicator with VOR tracking.
- Distance from Radial 2 degrees/per dot.
- 200 ft per nm away from VOR station (DME) reading.
CDI
Course deviation Indicator
- Shows if you are to the right or left of the intended course.
- 2degrees per dot deflection
- 200ft for each nm away from VOR (DME)
Glide Slope/Path
Shows aircraft’s vertical relationship to the vertical path used for certain instrument approaches.
HSI Components
9 Components.
- Compass Card
- Course Indication Arrow, (Yellow) Shows Indication of selected course/VOR you are tracking.
- Glide Slope/Path Indicator shows your relation to a given approach system being used.
(ILS Glide Slope, RNAV approach)
- Symbolic aircraft
- Heading Select Bug, (Orange) is used with autopilot to automatically turn the aircraft to selected heading (standard rate turn)
- Course Select Nob (Yellow arrow on it) controls the yellow course indication arrow. (Yellow)
- Heading index, just the line that indicates current heading
- Course Deviation Indicator. (CDI) Performs the same function as the CDI and VOR Line for the course you are tracking.
- Course Deviation Dots, each dot represents a 2-degree deviation or 200 ft per NM away from the station (DME).
- Heading Select nob, (orange) used to select the heading you wish the autopilot to fly.
Time to Station
Time station = Time for bearing change (minutes) x 60/ Degrees of bearing change.
Isosceles Triangle Method
Turn Ten degrees to a side
twist course selection nob in opposite direction ten degrees
time it takes to center x2
Station Passage
Cone of Confusion, CDI to/from flip
VOR Operation considerations
- Uses VHF Very high frequencies, like FM radio
- Line of Sight
- Instrument Charts publish altitude at which you will receive VOR signals.
- Between 108.0 and 117.95MHz
- SSV standard service volume
- TVOR, Terminal VORs, 50 watts, 25nm SSV
- HVORs HIgh ALtitude VORs, 200 watts, 100 SSV below 18k ft (above 18kft 130nm SSV.)
- LVORs Low altitude SSV of 40nm below 18kft
SSV
Standard Service volume of a VOR,
LVORs
LVORs are Low altitude VORs with an SSV of 40nm below 18ft
HVORs
High Altitude VORs
SVV of 100nm under 18k ft
130nm above 18k ft.
200 watts
VOR Checks
VOTs VOR test facilities. - Charts supplements will show designated areas to check VOR's at airport ramp. Will also show radial info for specific VOT. - Transmit radial 360 degrees only. - Plus or minus 4 degrees - 180 to - 360 from
AIr born VOTs
6 degrees fluctuation
DME
Distance Measuring Equipment
- Distance from VOR station
- VORTAC (distance from TACAN facility)
- Instrument Landing Systems (ILS/DME)
- Localizer (LOC/DME)
- DME can measure your ground speed when you are flying Direct.
- SME gives slant range, need 1nm per 1k ft in air.
DME Archs
- Transitions from Enroute phare of flight to approach courses.
- Easiest to fly using RMI (radio magnetic Indicator)
- Join the arch by turning 90 degrees from the inbound or outbound course.
- At 150kts or lower a 1/2 mile lead out is ideal.
- Always keep the RMI pointing towards your wingtip.
Second Way
- Put RMI 10 degrees ahead of wingtip
- Hold heading until its 10 degrees behind wingtip.
- repeat process
Correcting for crosswind
- For every 1/2 mile, you are away from the station add 10-20 degrees before or after the wingtip approximately.
- Drifting away, keep RMI ahead of wingtip
- Drifting closer, keep RMI behind wingtip
VOR indicator
- Set OBS to a radial 20 degrees ahead of your present position.
- Maintain 100 degrees ahead of the given radial you are crossing.
RMI
Radio Magnetic Indicator - Combines a VOR tracker? GPS tracer - An ADF tracker - On Moving heading indicator (Moving Magnetic Compass) -
Area Navigation
RNAV
- Equipment computes aircraft position
- Actual track
- Ground speed
- Estimates time to waypoint
- Estimates distance to waypoint
- Waypoints- predetermined geographic positions used for the route/instrument approaches' without the use of ground facilities.
- Includes
VOR/DME RNAV
INS, Internal Navigation System
GPSWaypoints
predetermined geographic positions used for the route/instrument approaches’ without the use of ground facilities.
INS
Internal navigation system
RNP
Required Navigation Performance
- Standards that apply to both airspace and navigation equipment
- Equipment must keep airplane in standards from centerline at least 95% of time.
- 2nm at airways
- 1nm in terminal
- 0.3 on final and approach operations
- Onboard performance monitoring system required.
VOR/DME RNAV
Pre GPS RNAV system
- Uses CLC course line computer to create waypoints based on data from VORTAC or VOR/DME facilities.
- Self-programming track
- Degradation of accuracy 1-2nm per hour without calibration.
FMS
Flight Monitoring System
- Automates the task managing the onboard navigation equipment
- Input/output device for navaids
- 1 vor/dme
- 2 localizer frequencies
- 3 GPS
- 4 Airplane position
- 5 track
- 6 desired heading
- 7 ground speed
- Provides input for Autopilot and navigation Displays
- 1 HSI
- 2 RMI
- 3 Digital Flight Deck Display
- 4 Heads up display
Can incorporate Data
- Large database of waypoints
- Airports
- NavAIds info
- Aircraft Performance
- Airways
- Intersections
- Instrument Departures
- Arrivals
- Approach Procedures.
Can store - Waypoints - Flight plans - Create custom routes from current position to any destination - Perform flight planning with time and fuel calculations.
GPS
Global Positioning System - A satellite-based system that broadcast signals to determine 1 - Precise location 2 - Calculate time 3 - Distance 4 - Bearings 5 - Waypoints 6 - Compute ground speeds 7 -Provide course guidance
WAAS
Wide Area Augmentation System
- Series of ground stations that generate corrective messages that are transmitted to the airplane by a geostationary satellite.
- Accounts fro satellite drift and ionosphere signal delays and interference.
- WAAS approved GPS gives vertical guidance for GPS instrument approaches. (RNAV approach)
- WAAS approved by TSO-C145 and TSO-C146
- WAAS approved equipment can be used for domestic en route and terminal IFR flights without it requiring alt avionics.
- Must check that WAAS is operational before
1 - NOTAMS
2 - ATC
3 - ATIS
4 - If you determine WAAS capability during entire flights you do not need to perform an RAIM procedure check prior to departure.
GBAS
Ground-Based Augmentation System
- FAA inworks
- More precise than WAAS
- 20- 30nm small area of operations
- 3ft accuracy
- Instrument approaches
- Low visibility taxing
Required for IFR GPS navigation
- Must be Certified by Technical standard TSO
- WAAS is approved for IFR
- IFR approved equipment
1) WAAS GPS can replace one of the dual INS required for long oceanic routes.
2) GPS
3) TSO-C129 delineates all definitions of RNP
RAIMs
Receiver Autonomous Integrity Monitoring System
- IFR required equipment
- Verifies the continual reliability of the signal
- Comares the signal to multiple satellites to ensure signal accuracy.
- 5th Satellite is integrity monitoring
- 4 needed to prived three-dimensional solutions
- Can Check
NOTAMS
ATC
ATIS
Flight services
FAA RAIM PREDICTION WEBSITE
GPS RAIMs prediction tool/ feature
Navigation Database
Must be checked to be current before every IFR flight
CDI
Course Deviation Indicator
- Must be on display for IFR flights. Located in the pilot’s primary field of view.
- Can use Multiple sources VOR/GPS
- VOR or Localizer approaches use angular deviation
- GPS displays lateral distances.
Way points
- Airport Information
- Airport name
- city
- elevation
- runway info
- communication frequencies
- ILS frequencies
- Available instrument procedures
- Weather subscriptions give access to METARs, TAFs, for airports with weather reporting.
- GPS Equipment gives access to “Auto Sequencing of waypoints” when you program a departure, arrival, approach or another route,, the airplane senses when you pass a waypoint and automatically cycles to the next waypoint.
GPS Flight Planning
- Desired Track
- Distance between waypoints
- VNAV - Vertical Navigation.
Manual Course Selection
IFR approved equipment RNP allows for manual course selection via SHI on OBS.
Determining Aircraft position from way point
Use the nearest airport, reverse bearing and give atc distance from the said airport.
Intercepting a Course
- Turn heading that HSI is deflecting from
- Lead turn when HSI starts to close in.
- PLan to end the turn in the direction of HSI heading
- Cross-check error should be zero
- HSI and CDI should be centered
Tracking Course
- Must track at RNP required navigation performance.
- Maintain traffic separation
- Avoid Terrain
- Clear obstacles
- Determine heading that keeps you on course
- Turn to head that keeps the HSI and CDI centered.
- Maintain Wind correction Angle
- Use track Vector for guidance (predicted course by GPS and foreflight)
ADF navigation
OLD AND CONFUSING
- Automatic Direction Finder
- NDB, none directional beacon
- AM class
- Magnetic heading (MH) + Relative bearing (RB) = MAgnetic bearing to station.
