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Basics: IFR > Navigation Aids/Lighting > Flashcards

Navigation Aids/Lighting Flashcards

1
Q

What is a VOR?

A
  • VOR = Very high frequency, omnidirectional radio range
  • A VOR is a ground based aid that shoots a beam of radio waves along every 1º radial all the way from 000º to 359º, each radial is phase shifted slightly making it unique
  • The aircrafts antenna are able to pick up the specific radial that the aircraft is on
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2
Q

VORs are often collocated with what type of aid?

A

The DME

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3
Q

To conduct a VOR approach, what information must the pilot know IOT be sure of their location?

A
  • VOR relevant for the approach being flown
  • Distance information from the ground station with which the plate is built
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4
Q

To conduct a NDB approach, what information must the pilot know IOT be sure of their location?

A
  • Aircraft must be fitted with and displaying the ADF
  • DME information with which the plate is built
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5
Q

How does a pilot get DME information in their display? What does the DME pair to?

A

DME pairs with a VOR, when collocated the pilot can turn up the VOR and DME with the same frequency and their aircrafts systems will display both to the pilot through a single frequency

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6
Q

For a NDB approach, how does the pilot tune the DME if it is paired with the VOR while keeping the ADF needle up?

A

The ADF is tuned using a different “box” or system, therefore both can be used at once e.g:

  • The pilot will tune the ADF to the relevant NDB freq (359 @NWA), from there the ADF can be displayed using a single/double bar pointer overlaid onto the nav display providing azimuth guidance
  • The DME information can be gained by tuning the VOR and setting the VOR as the NAV source displaying the DME distance when collocated
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7
Q

What is DME? How does it work?

A

DME = Distance measuring equipment

  • When the aircraft is paired to a VOR/TACAN/ILS which shares the same freq as the DME, then the aircraft will send a radio beam to the station with which the station will respond, the aircraft calculates the time delay and from that calculated distance
  • Displays slant range to the pilot, not horizontal distance
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8
Q

Does a VOR provide radials relative to magnetic or true north?

A

Magnetic north

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9
Q

Regarding the various ground aids, which are the oldest and what is their accuracy?

A

Non-precision aids
1. NDB/ADF - Invented 1932, very inaccurate approx +/- 5º
2. VOR/DME - Invented 1946, decently accurate +/- 0.5º
3. TACAN - Invented late 1940s, modern interpretation late 1950s, same accuracy as VOR

Precision Aids
3. ILS - By far the most accurate, first used in 1950 with ongoing improvements
4. RNAV and GNSS or DME developed IAW GPS, can be highly accurate but 100% certainty cannot be confirmed

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10
Q

What is the rated coverage for VOR/NDB/TACAN?

A

0-5000ft = 60NM
5-10,000ft = 90NM
15-20,000ft = 120NM

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11
Q

You are looking at an ERC and notice that the radials between two VORs making a whiskey route are not the reciprocal of each other, what is happening to cause this?

A
  1. Great circle route is large enough so that the heading from one VOR to the other is impacted
  2. Magnetically variation from one to the other is significant enough to change the radials
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12
Q

What is the symbol for an NDB, VOR and VOR/DME?

A

NDB = Circle surrounded by dots
VOR = Hexagon with a dot in the centre
VOR/DME = Hexagon within the square

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13
Q

In the event of coms failure, what ground based aids can be used to communicate with the pilot?

A

NDB and VOR are both used to transmit the ATIS, should comms failure occur ATC can send messages to the aircraft through the ADF in the form of ATIS broadcast

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14
Q

VOR and DME will always share the same frequency, however may not always be co-located, how can you tell and what implications does col located/separated VOR/DME have?

A
  • When a VOR and DME are co-located, then the combined installation is shown as VOR/DME followed by a single VOR frequency e.g. VOR/DME 117.5
  • When a DME station is not co-located with a VOR station, then the DME channel number will be shown, followed immediately by the paired VOR frequency in brackets, e.g. DME 57X (112.0) where 112.0 is the DME freq

Often when not co-located this is because there is no VOR, typically these kinds of aerodromes will have an NDB approach

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15
Q

What is the rated coverage for an ADF?

A

Found within ERSA, is specific to each aid

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16
Q

What is the requirement regarding DME/NDB position fixes?

A

A legal positive fix requires that position lines obtained from radio navaids intersect at an angle of not less than 45°.

(FIHA ENR 1.1 para 19.5 refers)

17
Q

What is a TACAN? How does it work?

A

TACAN = Tactical air navigation

  • Uses the principles of a VOR with each radial having its own distinct frequency 360º around the aid
  • Distance information from a TACAN works in the exact same way as that of normal DME
18
Q

What is the difference between TACAN and VOR?

A
  • TACAN includes a processor which can provide rate of closure to/from the TACAN to the pilot
  • Aircraft can use TACAN distance and rate of closure information and act as an airborne position marker which other aircraft can use to calculate their relative distance (allows aircraft in formation to maintain constant distance in cloud)
  • Civilian aircraft are not able to utilise TACAN radials but can use distance
19
Q

What is an ILS and how does it work?

A

ILS = Instrument landing system

  • Is a system made up of the localiser and glide slope working together to provide the pilot with highly accurate guidance laterally (localiser) and vertically (glide slope)
  • Differs from non precision aids as it is a combination of two seperate aids combined to make a 3D approach
20
Q

What are the main components of an ILS?

A
  • Localiser: provides track guidance (azimuth) along the extended centreline of the RWY
  • Glide slope: provides a 3º descent path guidance to the runway touchdown point (1000ft markers)
  • Marker beacons: provide accurate distance fixes along the approach path (usually an outer and a middle marker)
  • Approach lights: such as PAPIs, HIALs, touchdown zone lighting, runway lights, etc
21
Q

Why does an ILS get additional lighting while other approach methods don’t?

A
  1. An ILS approach is made directly with the extended centreline onto the runway touchdown zone whereas other approaches are usually made in a direction towards the aid
  2. An ILS and its improved accuracy can bring aircraft down lower than most other approaches meaning that additional lighting information is more pertinent to gaining visual
22
Q

What is the purpose of the inner/outer markers on an ILS approach?

A

They are used to check the accuracy of the glide slope at known points

23
Q

What is a localiser and how does it work?

A
  • Localiser provides directional guidance along the extended approach path centreline
  • Works by sending 2x directional beams between 2.5º left and right of RWY centre line which the aircraft detects and tracks between
24
Q

What is the rated coverage for the localiser?

A

The rated coverage of localizer signals for tracking purposes is normally limited to 25 nm at 2,000 ft AGL, and within ±10° of the RWY centreline

25
Q

When displayed on the nav display, what does each dot of half/full scale deflection mean for a VOR/TACAN/ILS/RNAV?

A

VOR/TACAN = 2º
ILS = 0.5º (approx 50ft left or right)
RNAV =

26
Q

What is the glide slope and how does it work?

A
  • Is a component of the ILS that provides vertical guidance during the approach
  • The same principle as that of the localiser is placed to the side of the runway, often in line with the 1000ft markers, sends upwards two lobes, one above and one below the perfect 3º approach which the aircraft tracks between
27
Q

Lighting is a key part of an approach when at night or in low vis environments, what kinds of lighting is used and what is its intended purpose?

A

Approach light systems
- HIAL/HIRL (typically extend from the threshold of a ILS runway)
- Allows the pilot to get “visual” early

Slope indicators
- VASIS or PAPI
- Allows a pilot to quickly position themselves relative to the glide slope

Runway touchdown zone lighting (RTZL, Cat II ILS only)
- Lights between the centreline and runway edge which show the touchdown area
- Gives the pilot an obvious reference for the touchdown zone

Runway edge lighting
- A generic term for Runway centreline lights (RCLL, Cat II only)), runway end lights and runway edge lights etc
- Edge lights/centreline lights determine take off minima

28
Q

Why do some runways have 60m runway edge light spacing and other 120m?

A
  • 60m spacing is used on a runway which has an associated ILS
  • 120m is used for a runway which does not
29
Q

What is PAL? How does it work?

A

PAL = Pilot activated lighting

  • Pilot tune a frequency and key the microphone switch three times depending on if the PAL is a distinct freq or if associated with an AFRU
30
Q

How is PAL activated as a distinct freq vs when paired with a ARFU

A

When a distinct frequency: 3sec on, 1sec off, 3sec on, 1sec off, 3sec on
When paired: 1sec on, 1sec off, 1sec on, 1sec off, 1sec on

31
Q

How long will PAL last for and what indicates to the pilot that it will end soon?

A
  • Lasts 30 mins
  • Wind sock lights flashing for last 30 mins
  • When PAL and AFRU paired the following message will play: “Runway lights, 10 minutes remaining”
32
Q

What is accuracy required for the different levels of RNP and what is their use?

A

RNP 10
- For oceanic and remote continental flight, 10NM accuracy

RNP 5/RNP2
- Used while en route between locations above LSALT, 5 or 2NM either side of track (whiskey routes in Aus use RNP 2)

RNP 1
- Used within 30NM of an aerodrome, 1NM either side of track

RNP APCH
- Required for an RNAV approach throughout initial, final and missed approach segments, 0.3NM down to 0.1NM accuracy

33
Q

What are pilot actions/considerations if RAIM is lost?

A

If lost, GPS is considered unacceptable for both navigation and ATC separation purposes
- Consider informing ATC if in controlled airspace
- If on approach, conduct the missed approach

Basics: IFR (7 decks)

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