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Instrument Oral > Instrument Navigational Systems > Flashcards

Instrument Navigational Systems Flashcards

1
Q

What are the (3) pitot static instruments?

A

1) Airspeed Indicator
2) Vertical Speed Indicator
3) Altimeter

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2
Q

How does the pitot static instruments work?

A

Pitot tube & static port

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3
Q

How does the VSI work?

A

VSI is directly attached to the static system, which means means they work by sensing outside ambient air temperature. How it works is that, there is a diaphragm connected to the static lines. Diaphragm contracts as you increase altitude due to the pressure decreasing. As you descend altitude, there is more pressure, resulting in the diaphragm to expand and move the linkages to show a trend of descend. There is a slight delay due to the calibrated leak. *Instrument shows trends*

When climbing, air pressure decrease, therefore the diaphragm is contracting, which results in the VSI indicating a climb momentarily b/c of a calibrated leak, assisting in equalizing.

When descending, there is an increase in air pressure, thus causing air molecules going into the wafer, expanding it and as a result moving the linkages to indicate a descent on the VSI.

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4
Q

What are the (3) Gyroscopic Instruments?

A

1) Attitude Indicator
2) Turn Coordinator
3) Heading Indicator

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5
Q

How does the Attitude Indicator work?

A

Attitude Indicator - powered by air, gives reference to the horizon as well as pitch & roll. Air rotates the gyro horizontally. To prevent attitude indicator from tumbling, a pendulus vein door allows air to escape, gravity then closes the door.

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6
Q

Describe the Turn Coordinator?

A

Turn Coordinator - powered by electricity for redundancy & backup, this is a canted gyro (at an angle), allows instrument to display quality of turn (coordinated or not).

1) quality & coordination of turn
2) rate of turn

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7
Q

How does the Heading Indicator work?

A

Heading Indicator - powered by air using the vacuum system, there are scoops located in the heading indicator that spin when air makes contact, when it spins, it spins the gyro which is oriented vertically. Functions on gyroscopic precession.

Gives us aircraft’s heading (references the magnetic compass aka magnetic heading)

Its gimbal allows only one axis of freedom (vertical) and connects the mount to the card on the instrument’s face through bevel gears. When the airplane begins to turn, the compass card on the front will begin to turn only when the gyro reacts to the yawing of the airplane during the turn.

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8
Q

How do the gyroscopic instruments work?

A

1) Rigidity in Space: ability to remain in a fix position in the plane that it’s spinning (table top spinner)
2) Precession: tilting or turning of a gyro in response to a force (force applied at a certain point isn’t felt until a later point)

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9
Q

What are the compass turning errors?

A

Turning Errors: UNOS

U - Undershoot

N - North

O - Overshoot

S - South

The further North or South the compass goes, the more pronounce the errors are b/c of magnetic dip.

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10
Q

What is magnetic dip?

A

the tendency of the compass’s magnet trying to align itself with the lines of earth’s magnetic field. Because earth’s magnetic fields are not parallel to the surface, the compass needle will point downward (dip) in the northern hemisphere and upwards in the southern hemisphere.

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11
Q

What are the Acceleration and Deceleration errors? ANDS

A

A - Accelerate

N - North

D - Decelerate

S - South

When the aircraft accelerates or decelerates rapidly, the magnetic compass indicates a turn even if a turn is not initiated. This is due to the weights attached to the compass that help keep it upright.

Basically when the pilot accelerates in the Northern hemisphere the compass will show a momentary turn toward the north before swinging toward the correct heading.

Conversely if the pilot decelerates in the Northern hemisphere the compass will show a momentary turn toward the South before swinging toward the correct heading

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12
Q

What are the 6 Compass errors? VDMONA

A

V - Variation (angular diff btwn tru and magnetic North)

D - Deviation (electro-magnetic field errors from wiring, & electrical system)

M - Magnetic Dip (closer tue compass is to the North Pole the less reliable it becomes)

O - Oscillation (turbulence causing mag. compass to bounce around)

N - Northerly Turning Errors (UNOS) turning from a northerly heading causes a swing in the opposite direction, showing a FALSE indication with compass lagging behind the turn. Turning from a Southerly heading causes and excessive swing in the direction of turn, showing a FALSE indication with the compass, Leading the turn.

A - Acceleration and Deceleration Errors (ANDS) When on a East/West heading, accelerating will show turn to the North and Decelerating will show a turn to the South

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13
Q

What is Indicated Altitude?

A

Altitude read straight from the altimeter

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14
Q

What is Pressure Altitude?

A

altitude when the altimeter is set to 29.92, generally used for flights above 18,000’ MSL

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15
Q

What is True Altitude?

A

height above sea level, shown as MSL

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16
Q

What is Density Altitude?

A

Pressure altitude corrected for non-standard temperature. It’s the altitude that the aircraft “feels” like it’s performing at.

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17
Q

What is Absolute Altitude?

A

Height above the ground, measured in AGL. Imagine yourself pointing a laser towards the ground, the distance is your absolute altitude

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18
Q

What heading values are used on IFR charts? VFR charts?

A

IFR = magnetic heading

VFR = true heading

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19
Q

What is DME?

A

Distance Measuring Equipment = provides SLANT range DISTANCE

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20
Q

When is DME accurate?

A

must be 1 NM for every 1,000’ AGL above the station.

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21
Q

What are the (3) VOR service volumes?

A

1) Terminal

2) Low

3) High

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22
Q

What are the range and altitudes for VOR terminal class?

A

Range: 25 nm

Altitudes: 1,000’ to 12,000’ AGL

23
Q

What are the range and altitudes for VOR low class?

A

Range: 40 nm

70 nm

Altitudes: 1,000’ to 5,000’ AGL

5,000 to 18,000 AGL

24
Q

What are the range and altitudes for VOR High class?

A

Range: 40 nm

70 nm

100 nm

130 nm

100 nm

Altitudes: 1,000’ to 5,000’ AGL

5,000’ to 14,500’ AGL

14,500’ to 18,000’ AGL

18,000’ to 45,000’ AGL

45,000’ to 60,000’ AGL

25
Q

What is a VOR and how does it work?

A

VOR (VHF Omnidirectional Range Radio) is a ground based navigational aid that allows you to fly from point to point along airways. Frequency range btwn 108.0 MHz and 117.95 MHz.

Ground based VOR sends out a reference & variable signal that the aircraft’s vor antennas pick up and compares the difference btwn the ground based vor’s signal and determines the a/c’s bearing from the station.

26
Q

What is WAAS?

A

WAAS (Wide Area Augmentation System)

An air navaid that helps augment the gps to improve integrity & accuracy.

Signals sent to the aircraft, from the satellites measures the time it takes and then sends it in the sequence below.

1) Satellite
2) Reference Station
3) Master Station
4) GEO Uplink
5) GEO Satellite

27
Q

What is RAIM?

A

RAIM (Receiever Autonomous Integrity Monitoring)

RAIM monitors the integrity of GPS satellites and broadcasts the GPS receiver with a message of it’s status

5 satellites req’d for notification of Loss of integrity

6 req’d for notification and replacement for the loss of integrity

28
Q

What are Departure Procedures? AIM 5-2-9

A

DP’s ensures obstacle clearance provided:

  • crossed the DER atleast 35’ AGL
  • reach 400’ AGL before turning
  • climbs atleast 200 FPM or as published otherwise on the chart

*DP’s connect you to the en route structure*

*Not req’d to accept a DP, if you don’t want one, state “NO SIDs” in remarks section of flightplan.*

29
Q

What is an Obstacle Departure Procedure (ODP)?

A

ODP’s (does not require ATC clearance), provides obstacle clearance when departing from an airport. Will have “Obstacle” printed in the chart title. *printed graphically or textually*

30
Q

What is a Standard Instrument Departure (SID)?

A

SID’s (require ATC clearance), in addition to obstacle clearance, reduces pilot and controller workload by simplifying ATC clearances and minimizing radio congestion. *Printed graphically*

31
Q

What are the ILS system components?

A

G - Glideslope

L - Localizer

A - Approach Light System

D - DME / Marker beacon

32
Q

Describe the localizer (AIM1-1-9)

A
  • Provides lateral guidance located at the end of the runway
  • LEFT = 90Hz ; RIGHT = 150 Hz
  • Measures the difference btwn L/R Hz to give the centerline
  • 35º to each side of the centerline at 10 NM
  • 10º up to 18NM from the antenna and up to an altitude of 4500’
  • Width = 3º-6º ; so that the threshold would be 700’
  • Frequencies = 108.1-111.95 MHz
33
Q

Describe Glide Slope (AIM 1-1-9)

A
  • Provides vertical course guidance
  • transmitted from the side of the runway using UHF (ultra high freq) frequencies
  • top = 90 Hz ; bottom = 150 Hz
  • Width = 1.4º (full deflection is 0.7º to either direction)
  • up to 10 NM
  • Glide slope = 3º
34
Q

What is a Marker beacon?

A

radio beacons that provide range information over specific points along the approach. Transmits 75 MHz

35
Q

What are the (3) types of Marker Beacons and their identifications/distance?

A

1) Outer Marker (OM) *BLUE* 4-7 miles out, indicates the position that a/c should be to intercept the glideslope +/- 50ft

2) Middle Marker (MM) *AMBER* 3500ft from the end of the runway. Indicates the glideslope is 200 ft above the end or the runway when over the MM.

3) Inner Marker (IM) *WHITE* Between the MM and the runway threshold. Indicates the point where the glideslope meets the DH

4) Back Course Marker: Indicates the FAF on selected back course approaches (not apart of ILS)

36
Q

What is an Approach Light System (ALS)? (AIM 2-1-1)

A

gives you the visual cue to transition between instrument guided flight into a visual flight.

extends from the landing threshold into the approach area up to:

2,400-3,000 ft : Precision

1,400-1,500 ft : Non-Precision

37
Q
A

n/a

38
Q

What is a Localizer Performance with Vertical Guidance (LPV)?

A

LPV - Localizer Performance with Vertical Guidance

If GPS has LPV capability, LPV will present itself during a GPS approach.

uses the accuracy of WAAS lateral and vertical guidance to provide an approach very similar to an ILS approach. You go missed at DA

39
Q

What is a Localizer Performance WITHOUT Vertical Guidance (LP)?

A

non-precision approaches w/ WAAS lateral guidance. Added in locations where terrain or obstructions do not allow publication ofvertically guided LPV procedures.

Go missed at Missed Approach Point (MAP)

40
Q

What is Barometric Vertical Navigation (Baro-VNAV)?

A

RNAV system which uses barometric altitude information from the aircraft’s altimeter to compute vertical guidance. Computed between two waypoints or an angle from a single way point.

Pilots need to check for temperature limitations which may result in approach restrictions.

41
Q

What is Barometric Aiding (Baro-Aiding)?

A

an integrity augmentation that allows a GPS system to use a non-satellite source (a/c’s static system) to provide vertical reference and reduces the number of required satellites from five to four.

Baro-aiding requires four satellites and a barometric altimeter to detect an integrity anomaly. Baro-aiding satifies the RAIM requirement in lieu of a fifth satellite

42
Q

What is the difference between a CAT 1 vs CAT 2 &3 ILS approach?

A

Smaller aircrafts are generally only able to fly CAT 1 ILS approaches, CAT 2 & 3 require Radio Altimeter to determine decision height (this is something typically controlled by flight control system with the flight crew providing supervision)

43
Q

How do AHRS work?

A

AHRS (Attitude Heading Reference System): uses tiny sensors to measure acceleration, and a fast computer chip analyzes those forces and calculates airplane attitude. By sensing acceleration in all axes, the AHRS can calculate how attitude has changed and thus determine the actual attitude of the airplane at any instant.

Easiest explanation:

AHRS = calculaes airplane’s attitude

Spinning Gyroscope = measures airplane’s attitude

44
Q
A
45
Q

How does the Airspeed Indicator work?

A

uses ram air and static pressure.Air rams into the pitot tube and located in the pitot tube is an diapragm, which then expands. The diapragm expands the faster the airplane moves through the air (more air molecules), from there, the ASI calculates the difference from ram air pressure and static pressure to give us our airspeed by moving the linkages to give us indicated airspeed. The Pitot drain’s function is to let moisture or debris out so it does not clog the system.

46
Q

How does the altimeter work?

A

aneroid wafer located inside altimeter and sealed with standard pressure (29.92). When altitude increases the air molecules decrease, and pressure decreases, therefore the wafer expands and the linkages move the needle to indicates a climb; vise versa on descent

47
Q

What happens when the pitot tube is blocked?

A

pitot tube blockage means, no ram air is getting through and only the Airspeed uses ram air. Therefore the airspeed will act as an altimeter, increase during climb, decrease during descent

48
Q

What happens if the static port gets blocked?

A

Altimeter = frozen at last reading

VSI = frozen at last reading

49
Q

What happens if both pitot tube and static port is blocked?

A

Altimeter = frozen

VSI = frozen

Airspeed Indicator = frozen

​

50
Q

How will flight instruments be affected when using alternate static air?

A
  • The airspeed will indicate a speed greater than actual
  • The altimeter will indicate a slightly higher altitude
  • The VSI will show a climb until it has adjusted to the lower cabin pressure and then it will stabilize
51
Q

What are the components of a GPS? (SUC)

A

S - Space: satellites, spaced based radio nav system to ensure atleast 5 satellites are visible

U - User: GPS, antennas & receivers on aircraft provide positioning, velocity, & precise timing

C - Control: Ground based stations, ensures accurate satellite position

52
Q

VOR frequency range?

Localizer frequency range?

A

VOR = 108.0 to 117.95 MHz

Localizer = 108.10 to 111.95 MHz (odd tenths)

53
Q

VOR errors? UCARL

A

U - User Errors (wrong freq., reverse sensing)

C - Cone of Confusion (cone shaped volume above vor, closer you are the closer the radials)

A - Area of Ambiguity (positioned 90° abeam selected radial, identified by NO to/from flag)

R - RPM Errors (certain rpm settings may cause VOR to fluctuate +/- 6°)

L - Line of Sight (terrain or obstructions blocking signals)

Instrument Oral (7 decks)

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