aircraft radio navigation communication systems
DESCRIPTION
Aircraft Radio Navigation Communication SystemsTRANSCRIPT
Air Waves in Aviation
Radio transmission is an electromagnetic wave with the same characteristics as light or heat.
Wavelength is the linear measurement of the wave.
Cycle is the interval in which the wave rises and falls between its crest and trough.
Frequency is the number of cycles/second.
Amplitude is the strength of the signal.
3 kHz to 30 kHz Very Low Frequencies (VLF)
30 kHz to 300 kHz Low Frequencies (LF)
300 kHz to 3,000 kHz Medium Frequencies (MF)
3,000 kHz to 30,000 kHz High Frequencies (HF)
30,000 kHz to 300,000 kHz Very High Frequencies (VHF)
300,000 kHz to 3,000,000 kHz Ultra High Frequencies (UHF)
RADIO FREQUENCY BANDS
T3-6
Propagation: How Signals Travel Propagation On The HF Bands
Ground-wave Propagation Sky-wave Propagation HF Scatter Propagation
VHF/UHF Propagation Characteristics Line-of-sight Propagation Tropospheric Bending and Ducting VHF/UHF Signals Through The Ionosphere
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Radio waves travel to their destination in four ways:
1. Line of Sight Directly from one point to another.
2. Ground-Wave Along the ground, bending slightly to follow the
Earth’s curvature.3. Tropospheric Bending and Ducting
In the lower layer of the Earth’s atmosphere.4. Sky-Wave
Refracted or bent back to the Earth’s surface by ionized layers in the ionosphere.
Both the VHF and HF system utilize transmitters, receivers and antennas. Transceivers are units that include both the transmitter
and receiver in one unit. VHF and HF systems are completely independent of each
other and utilize their own transmitters, receivers and antennas.
VHF systems are found in any aircraft capable of two way radio communication and are largely used for controlling traffic.
HF systems are found in large transport category aircraft that may need to communicate over large distances (overseas).
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
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Line Of Sight (LOS) Tropospheric Bending Tropospheric Ducting VHF/UHF Signals Through The Ionosphere
Sporadic “E”
Anytime radio waves are used to follow a path over the ground.
Types VORs NDB/ADF GPS
Uses Guidance during times of reduced
visibility Establish orientation Enhance Situational Awareness
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Region Height
Notes
Troposphere
7 miles Region where all weather occurs
Stratosphere
6 to 30 miles
Region where atmospheric gases “spread out” horizontally. The high speed jet stream travels in the stratosphere.
Ionosphere 30 to 400 miles
Region where solar radiation from the sun creates ions. Major influence on HF radio wave propagation.
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Ground-Wave Propagation Sky-wave Propagation HF Scatter Mode
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Results from a radio wave diffraction along the Earth’s surface.
Primarily affects longer wavelength radio waves that have vertical polarization (electric field is oriented vertically).
Most noticeable on AM broadcast band and the 160 meter and 80 meter amateur bands.
Communication distances often extend to 120 miles or more.
Most useful during the day at 1.8 MHz and 3.5 MHz when the D-Region absorption makes sky-wave propagation impossible.
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The curved surface of the Earth horizon can diffract long-wavelength(low frequency) radio waves. The waves can follow the curvature of theEarth for as much as several hundred miles.
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Ionization levels in the Earth’s ionosphere can refract (bend) radio waves to return to the surface. Ions in the Earth’s upper atmosphere are formed when
ultraviolet (UV) radiation and other radiation from the sun knocks electrons from gas atoms.
The ionization regions in the Earth’s ionosphere is affected the sunspots on the sun’s surface. The sunspots vary in number and size over a 11 year cycle.
Sky-wave propagation is determined by radio wave frequency and level of ionization in the ionosphere.
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Communication distances of 2500 miles are possible with one skip off the ionosphere. Skip propagation has both minimum and
maximum ranges. The area between the maximum ground wave
distance and the minimum skip distance is called the skip zone.
World-wide communications is possible using several skips (or multi-hops)
The highest frequency that a radio wave transmitted straight up is reflected back to Earth is called the critical frequency.
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The maximum usable frequency (MUF) is the highest frequency at which the ionosphere bends radio waves back to a desired location on earth. MUF is dependant on level of solar
radiation strength and time of day. The maximum usable frequency (MUF)
tends to be higher during periods of high sunspots.
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The Earth’s ionosphere contains several regions of charged particles which affect radio signal propagation.
The ionization regions change from day to night periods. Region Height Above Surface
D Region 30-60 miles
E Region 60-70 miles
F Region 100-310 miles
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D Region Height about 35 to 60 miles above Earth. Maximum ionization at or near noon. Ionization disappears by sunset. Absorbs energy from radio waves. Absorption on
lower frequencies is greater than higher frequencies.
Radio wave absorption is most pronounced at mid-day.
Responsible for short daytime communication ranges on lower-frequency HF bands (160, 80 and 40 meters).
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E Region Height about 50 to 70 miles above Earth. Ionization useful for bending radio waves
when in sunlight. Reaches maximum ionization level
around mid-day. Ionization reaches a minimum level just
prior to sunrise. Radio wave propagation up to about 1250
miles in a single skip hop.
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F Region Height ranges from 100 to 310 miles above Earth. Ionization reaches a maximum about noon and
tapers off gradually toward sunset. Minimum ionization is reached just prior to sunrise.
F region splits into two parts (F1 and F2) during the day and recombine at night.▪ F1 region forms about 140 miles above Earth▪ F2 region forms about 200 miles above Earth
F2 region is responsible for long distance HF band communication with distances of about 2500 miles.
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All electromagnetic wave propagation is subject to scattering influences from the Earth’s atmosphere, ionospheric regions and objects in radio path.
Scattered signals may be received in sky-wave propagation skip zone.
Scatter signals are generally weak and subject to echoes and distortion.
Most common when operating near the MUF. Under ideal conditions, scatter propagation
is possible over 3000 miles or more.
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Back Scatter Propagation
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Radio signals travel in a straight line from a transmitting antenna to the receiving antenna.
Provides VHF/UHF communications within a 100 miles or so.
Signals can be reflected by buildings, hills, airplanes, etc.
Reflections vary the propagation path causing signal cancellation and reinforcement. This results in a rapid fluttering sound called picket fencing.
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Slight bending of radio waves occur in the troposphere close to the Earth’s surface. There is always a radio signal loss as radio
waves travel through the troposphere▪ Radio signal loss increases as the frequency increases
The radio path horizon is generally 15 percent farther away than the visible horizon (typically 8 to 9 miles).▪ Communication distances can be increased by
increasing the antenna height above the terrain
Tropospheric bending propagation is most useful at 144 Mhz and higher frequencies
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The farthest point to which radio waves will travel directly.
The structure of the atmosphere near the Earth’s surface causes the radio waves to bend in a curved path.
The radio horizon exceeds the geometric horizon by approximately 15%.
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The distance D to the radio horizon is greater from a higherantenna. The maximum distance over which two stations maycommunicate by space wave is equal to the sum of theirdistances to the horizon.
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0.05.0
10.015.020.025.030.035.040.045.050.0
1.0 10.0 100.0 1000.0
Height(ft)
Dis
tanc
e(m
iles)
Chart shows theoretical communication distance (in miles) to the radio horizon for various transmitter antenna heights above terrain (in feet).
HxD 415.1
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Radio signals can also be trapped in the troposphere, traveling a long distance before returning to the Earth’s surface.
Results when a “duct” is formed by a temperature inversion level (warm air over cold air) over land or water. Adjacent tropospheric regions having different
densities will bend radio waves passing through the regions
Most useful at VHF/UHF frequencies. Most frequent during spring, summer and fall. Can provide contacts of 950 miles or more
over land and up to 2500 miles over ocean
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When a cool air mass is overrun by a mass of warmer air, a “duct” may be formed, allowing VHF and UHF radio signals to travel great distances with little attenuation or signal loss.
T3-38
Sporadic E A type of sky-wave propagation that allows long
distance communication on the VHF bands (6 meters, 2 meters and 220 Mhz) through the E region of the atmosphere.
Occurs only sporadically during certain times of the year.
Most common type of VHF atmospheric propagation.
The 6 meter band is most likely experience sporadic-E propagation during the summer months ... even during periods of low sunspot activity.
VHFHFACARS / AIRCOMSecal decodersSATCOM
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Two types commonly used for communication: VHF
▪ VHF (very high frequency) is used by air traffic control and operates in the VHF band between 118 and 136.975 MHz
▪ Range is 30 miles at 1000 feet and approximately 135 miles at 10,000 feet
HF▪ HF (high frequency) used for extended
range communication operates between 2.0 and 29.999 MHz
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Transmits short messages from aircraft systems to central facility in Chicago
Two modes used Demand mode – Flight crew transmits Polled mode – Ground station transmits
Note: AIRCOM is the European and Australian equivalent
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Used to “filter” messages on COMM radio receivers
Aircraft are assigned a tone combination for secal unit to monitor.
Secal unit alerts the crew to an incoming radio transmission
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Utilizes satellites for transcontinental flight communications
More reliable the HF communication Range is between latitudes 75º N and 75º S Uses three sub-systems
Ground earth station Aircraft earth station Satellite system
Capable of of transmitting information from many different sources AIRCOM, ACARS, flight-crew communications, passenger
telephone, telex and fax
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
NDB/ADF
Ground Equipment– NDB: Non – Directional Beacon
• Refers to the actual station of ground
Airborne Equipment– ADF: Automatic Direction Finder
• Refers to instrument found in the airplane
Nondirectional Radio Beacon (NDB) Transmits same signal in all directions
Directional/Loop Antenna Rotates to find the most powerful signal
Sense Antenna Receives equal signal throughout
System uses both antennas to figure out where you are in relation to the station
ADF Receives NDB Signals in (190-535)kHz AM Broadcast Low Band
Relative Bearing What is read from the Indicator Degrees from nose of aircraft to the station
Magnetic Heading What is read from the Heading Indicator Degrees from North to nose of aircraft
Magnetic Bearing Where you are in relation to the station Degrees from north to the station
RB + MH = MB
53
Tracking Tracking InboundInboundTracking Tracking InboundInbound
010
Wind
000
350
010
350
Wind
54
Tracking Tracking OutboundOutboundTracking Tracking
OutboundOutbound
350
000
340
340
015
Wind Wind
55
Navigation ProceduresNavigation Procedures
• Homing– Keep the nose of the aircraft always
pointing to the station– Needle always be aligned– Does not take into account wind
WHEATON 326 ETH
1. Where is the station in relation to me?
look at the ADF needle - Relative bearing
2. What direction am I going? look at heading indicator - Magnetic
heading
1. Where is the station in relation to me?
look at the ADF needle - Relative bearing
2. What direction am I going? look at heading indicator - Magnetic
heading
3. Where am I in relation to the station?
North, South, East, or West?
4. What course would I fly to get to the station?
3. Where am I in relation to the station?
North, South, East, or West?
4. What course would I fly to get to the station?
Homing Keep the nose of the aircraft always
pointing to the station Needle always be aligned Does not take into account wind
Ground EquipmentAirborne EquipmentPrinciple : Bearing measurement
by “PHASE DIFFERENCE”
Very High Frequency Range 108.0-117.95
Transmits two signals Reference Phase
▪ Same all the way around Variable Phase
▪ Rotates at 1800 RPM Measures Phase Difference
360 different radials, that can each be flown in 2 directions
Is not heading sensitive
Altitude Class of facility Terrain
off flag appears Morse Code no longer heard Inoperative CDI
Corrective Actions ADF GPS Radar vectors (flight assist)
Omnibearing Selector (OBS)Course Deviation Indicator (CDI)To-From Indicator
Parts of a VOR systemParts of a VOR systemParts of a VOR systemParts of a VOR systemReceiver
Course Deviation Indicator (CDI)
To/From ind.
Receiver
Course Deviation Indicator (CDI)
To/From ind.
Omni bearing selector
Omni bearing selector
KX 155 TSO COMM NAV
118.00 136.97 USE STBY
108.00 117.95
BENDEX / KING
PULL TEST OFF
PULL IDENT
USE STBY
•VHF ANTENNA
•VHF RECEIVER
Identifying the Station Interpreting the VOR Indications Reverse Sensing Off Indications Tracking Intercepting a Course Cross Checking Position
Must do prior to using the VOR Ensure correct station is selected Ensure station is working
Morse code identification
Turn the OBS so that the CDI is aligned Make sure that it has a FROM indication Draw out where you are in relation to the
station
090
KING
OBS
0
90180
270
30
60120
160210
240
300
330
KING
OBS
0
90180
270
30
60120
160210
240
300
330
Selected Course:360o
From Envelope
OFF OFF
To Envelope
Selected Course
Crossbar
OFF
FROM
FROM
OFF
TO
TO TO
TFROM
VHF OmnirangeVHF OmnirangeVHF OmnirangeVHF Omnirange
Where are you in relation to the station?
KING
OBS
0
90
180
270
30
60120
160210
240
300
330 0
Where are you in relation to the station?
KING
OBS
0
90
180
270
30
60120
160210
240
300
330180
If wrong course is set in… Needle will move farther away when
correcting Make sure that OBS course matches
Aircraft Heading If you want to head TO the station line
up TO indication If you want to head FROM the station
line up FROM Indication
Reasons for OFF indications Cone of Confusion Out of Range/Unreliable 90° from selected course
KING
OBS
0
90
180
27
0
30
60120
160210
240
300
330
KING
OBS
0
90
180
27
0
30
60120
160210
240
300
330
Cone of Confusion Zone of Ambiguity
Only "B" signal
received
Only "A" signal
received
"A" and "B" signal
received
Neither "A" or "B" received
VOR station "A"
VOR station "B"
Fly from one point to the other keeping the CDI centered
Bracket by keeping a stabilized crosswind correction
Draw out which way you need to turn to intercept
Turn to heading and set OBS to desired radial
Track inbound on new radial
Use two VORs to find your exact position Center both VORs with a from
indication Draw out the radials Where they cross is where you are at
Advantages Concise form of
Navigation Easy to interpret
position Not heading
sensitive Provides multiple
courses TO/FROM the station
Limitations Line of Sight Range
Advantages Not limited to
Line of Sight Simple form of
Navigation
Limitations Errors
▪ Quadrantal error▪ Night effect▪ Terrain effect▪ Precipitation static
Heading sensitive
Combination of several systems to provide pilot with the ability to land in conditions with poor visibility.
Localizer – indicates alignment w/ runway
Glideslope – indicates correct descent path
Outer Marker – Final Approach Fix
Middle Marker – Missed Approach Point
Needle indicates direction of runway.
Centered Needle = Correct Alignment
Needle indicates above/below glidepath.
Centered Needle = Correct Glidepath
Runway
Correct Glidepath
Descent Cone
OM – Denotes beginning of final approach segment (Final Approach Fix).
MM – Denotes Missed Approach Point (MAP) Usually placed at decision height on
glidepath. “If you can’t see the runway yet, go
around.”
Represented by indicator lights with accompanying aural tone in cockpit.
When glideslope is unavailable, pilots may still make a localizer-only approach.
VORADFILSLOCGSMarker
beacons
Radio altimeters
DMEGPSTranspondersELT
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
VOR’s operate between 108.0 to 117.9 MHz frequency band
System includes VOR ground station or transmitter VOR receiver in aircraft
▪ In light aircraft this is often combined with the comm radio
Aircraft display ▪ CDI course deviation indicator▪ TO/FROM indicator▪ OBS omni-bearing selector or course selector▪ ON/OFF flag to determine field strength
Antenna
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
VOR station continually transmits an infinite number of radials.
The VOR receiver in the aircraft receives the signal and operates the visual indicator.
The pilot determines the bearings of VOR station with respect to the aircraft.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Operation The ADF receives NDB (non-directional
beacon) signals in the 19 to 535 kHz AM broadcast low band.
The ADF display pointer (RMI or radio magnetic indicator) will indicate the relative bearing to the selected AM band in that range.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Combination of several systems to provide pilot with the ability to land in conditions with poor visibility.
Components LOC (localizer)
▪ Horizontal reference GS (glide slope)
▪ Vertical reference Marker beacon
▪ Distance from runway Radio altimeter
▪ Very accurate altitude measurement DME (distance measuring equipment)
▪ Very accurate distance measurement
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Combined with the VOR system Utilizes 1 of 40 ILS channels between
108.10 to 111.95 MHz. Operation
The ground transmitter is located at the far end of the runway and provides a valid signal up to 18 NM
The CDI (course deviation indicator) gives full fly left/right deviation of 700 feet at the runway threshold.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Utilizes 1 of 40 channels between 329.15 to 335.00 MHz.
Operates on the same principles as the LOC. The GS transmitter is located between 750 and
1250 ft. from the approach end of the runway and is offset 250 to 650 ft.
The indicator is either an ADI (attitude-director indicator) or HSI (horizontal-situation indicator).▪ Both indicators combine other indications for ease of
use.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Marker beacon receivers operate at 75 MHz and sense the audio signature of 3 types of beacons. Blue outer marker (5 miles from end of runway)
▪ Modulated with 400 Hz Amber middle marker (2/3 mile from end of runway)
▪ Modulated with 1300 Hz White inner marker (1500 feet from end of runway)
▪ Modulated with 3000 Hz Operation
As the aircraft flies over each maker the appropriate light will flash and an audible sound may be heard.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
The radio altimeter provides better accuracy then the pressure sensitive altimeters.
Operation The transmitter sends out a VHF signal
downward then receives the reflected signal. The transmitter-receiver unit calculates the
time needed for the signal to transmit and return to obtain AGL (above ground level) altitude.
DH (decision height) used for instrument landings may be incorporated in this system.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Range is up to 199 NM at the high end of controlled airspace based on line of sight with accuracy of ½ mile or 3% of the distance.
DME operates on frequencies from 962 to 1213 MHz.
Operation The aircraft transmitter sends out paired pulses at
specific spacing. The ground station receives the pulses and then
responds with paired pulses at the same spacing but a different frequency.
The aircraft receiver measures the time it takes to transmit and receive the signal which is transmitted into distance.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Utilizes a 24 hour satellite system that is accurate within 100 meters and is unaffected by weather.
Has 3 independent segments Space segment – satellites Control segment – ground based monitoring User segment – aircraft
Database updating and antenna maintenance are the primary concerns to the GPS user.
Will be the most widely used system in the near future.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
An automatic receiver and transmitter that can receive a signal (be interrogated) from a ground station and send a reply back to the station.
Used to identify aircraft on radar Identification or squawk is 1200 for VFR flight Squawk assigned by ATC for IFR flight Used for emergency transmissions
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Three modes of operation Mode A
▪ Location only, non-altitude reporting Mode C
▪ Location and altitude reporting Mode S
▪ Can do Mode A and C and also responds to TCAS (traffic collision avoidance systems)
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Required on all aircraft to provide a signal on crash landings that will enable search aircraft or ground stations to locate the aircraft.
Consists of a dual frequency radio transmitter and battery power supply with a whip antenna.
Transmits on international distress signals of 121.5 (civil) and 243.0 (military) MHz. Activated by impacts of 5g or more or manually. Transmits up to 100 miles at receiver altitude of 10,000
ft for 50 continuous hours. Located in an area of the aircraft where impact
damage will be minimal. Tail cone area Aft top of cabin
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Three switch positions: AUTO, OFF and ON Testing may be done under the following
conditions: Tune VHF COMM receiver to 121.5 MHz Only within the first 5 minutes of an hour Only three pulses should be activated Listen for an audible signal when switched to
ON position
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
The battery pack must be changed in accordance with the date stamped on the unit.
The battery pack must also be replaced or recharged when it has been in use for more than one cumulative hour, or when 50% of the useful life or charge has expired.
Testing should be performed regularly. Inspections must be made every 12 calendar
months. Regulations FAR Part 91.52
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
System inspections Antenna inspections Static discharge inspections Operational checks or any additional
inspections required by the manufacturer
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Inspect the condition and security of equipment including wiring bundles.
Check for any indications of overheating in the equipment or wiring.
Check for poor electrical bonding Requirements are specified by the manufacturer. Cables should be kept as short as possible, except
antenna cable which have a specific length determined in installation.
Proper bonding on the order of .003 ohms is important to the performance of avionics equipment.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check instruments and radios for secure attachment to the instrument panel.
Check that all avionics are free of dust or contaminates.
Equipment ventilation openings must not be obstructed.
Check all plugs, connectors, switches, controls for operation and condition.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check all instruments for placards as needed.
Check all instrument lighting and annunciator lights for operation.
Check circuit breaker panel for placards labeling each circuit breaker installed.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check for:
broken or missing antenna insulation
lead through insulators
Safety wires
Cracked antenna housing
Missing or poor sealant at base of antenna
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check for:
Correct installation
Signs of corrosion
Condition of paint/bonding and grounding
Bonding of each antenna from mounting base to the aircraft skin.
▪ Tolerance 1 ohm, maximumReferences: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check for: Physical security of mounting
attachments, wear or abrasion of wicks, missing wicks, etc.
Assurance that one inch of the inner braid of flexible vinyl cover wicks extends beyond the vinyl covering.
Assurance that all dischargers are present and securely mounted to their base.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Check for: Assurance that all bases are securely
bonded to the skin of the aircraft. Any sign of excessive corrosion or
deterioration of the discharger tip. Any lighting damage shown by pitting
of the metal base. The ohm value of the static wick itself
per manufacturer’s instructions.
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Transponder Per FAR 14 Part 91.411 and 91.413
ELT Per FAR Part 91.52
Functional checks of all other COMM and NAV systems per the manufacturer’s instructions
References: Aircraft Electricity and Electronics pg: 294-328, AC 43.13-1B Chapter 12 Section 2
Ground station oriented to magnetic north, transmitting directional information to aircraft
Benefits More accurate, precise flying Reliable Not susceptible to interference Voice Capable
Errors/Negatives Costly to maintain Line-of-sight
Omnidirectional reference signal
Directional signal from antenna rotating @ 1800 rpm
Receiver uses phase discrimination
Navigation in polar coordinates (rho-theta)
Distance Measuring Equipment (DME) & often Tacan are colocated with VOR
Distance Measuring Equipment (DME) & often Tacan are colocated with VOR
VHF – 108.0-117.95mhz Line of sight
1 LOP at a time 2 receivers give 2 LOPs (fix) VOR + DME = LOP & Arc (fix)
Not sensitive to aircraft heading Fly to or from a VOR or intercept a radial
Radial – courses oriented FROM the station
High 1,000 – 14,500; 40NM 14,500 – 18,000; 100NM 18,000 – 45,000; 130NM 45,000 – 60,000; 100NM
Low 1,000 – 18,000; 40NM
Terminal 1,000 – 12,000; 25NM
* All altitudes AGL
090
045
135
180
225
270
315
360
VOR receiver gives 1 LOP called a RadialVOR receiver gives 1 LOP called a Radial
Magnetic North
135º
ReceiverCourse
Deviation Indicator (CDI)
To/From ind.
ReceiverCourse
Deviation Indicator (CDI)
To/From ind.
Omni bearing selector
Omni bearing selector
Initial Tracking Tune, Identify, Twist Turn OBS to center needle and figure out
position (use FROM) Note heading on top of card
▪ If flying FROM station (radial), then turn to that heading
▪ If flying TO station, put reciprocal heading on top and center, then turn to that heading
Wind Correction Further away, more correction is needed
to get back on track▪ At 60NM from station, 1° = 1NM
Generally, when within 20NM, 20-30° in direction of needle works
Once needle centers, turn back towards original heading, but add wind correction of 5°
Station Passage CDI will become very sensitive, and then
begin to oscillate Flag will switch from TO/OFF/FROM
Switching Radials During station passage, turn OBS to new
course to fly
Intercepting If needle is alive, then turn towards it as if you
were tracking it If full deflection, first center needle to find what
radial you are on Twist OBS back to desired course Parallel that course Turn 30-60 in direction of needle, depending on
distance from station Once needle is alive, turn back in direction of
desired course Follow tracking procedures
Radio signal sent out from aircraft to ground station. Ground station interprets this signal and sends back. Equipment in aircraft measures time and converts to nautical miles.
Errors Diagonal (slant-line) distance from station to
aircraft – not lateral▪ Becomes greater the closer you get to the station▪ Greatest when directly over station at high altitudes▪ Limited number of queries
Uses▪ Intersections/Fixes▪ IAP▪ Groundspeed
Pilotage Dead Reckoning Radio Navigation
ADF VOR/DME/RNAV
Electronic Navigation Loran GPS Inertial
Celestial
Generic name for a system that permits point-to-point flight Onboard computer that computes a
position, track, and groundspeed VOR/DME Loran GPS Inertial
Collection of antennas throughout the United States transmit signals
Aircraft receiver calculates position based on intersection of multiple signals
GPS = Global Positioning System A space based, all-weather, jam
resistant, continuous operation, worldwide radio navigation system.
Provides extremely accurate 3D location data as well as velocity and time.
System of 24 satellites, 4/5 of which are in view at all times
Receiver uses 4 of these to determine position of aircraft
Each satellite transmits code, which contains satellite position and GPS time
Receiver, knowing how fast signal was sent and at what time, calculates position
RAIM – Receiver Autonomous Integrity Monitoring Determines if satellites are providing correct data
WAAS – Wide Area Augmentation System Collection of ground receivers take satellite data
and correct it for atmospheric conditions Works based on known position of ground
stations LAAS – Local Area Augmentation System
Same as WAAS, but on a smaller, more precise scale
For terminal area around airport
Single range can lie anywhere on a sphere
R1R1
Courtesy of Leica GeosystemsCourtesy of Leica Geosystems
Two ranges will intersect on a line, defined by the intersection of two spheres
Courtesy of Leica GeosystemsCourtesy of Leica Geosystems
Three spheres intersect at a point
Three ranges needed to resolve lat/long/altitude
Courtesy of Leica GeosystemsCourtesy of Leica Geosystems
Civilian Uses Marine Navigation Air Navigation Surveying Search and Rescue Collision
avoidance Agriculture
Military Uses Marine
Navigation Air Navigation Rendezvous Close Air Support Mine Warfare Unmanned Aerial
Vehicles (UAVs)
Dead-Reckoning Self-contained source of:
Position, groundspeed, & heading Does not even need a receiver
Cannot be jammed Gets better with use
Applies a calibration correction after each flight
Acceleration is vectorially summed in x, y, & z.
Output is compensated movement of the platform & for curvature & rotation of the earth.
Acceleration is vectorially summed in x, y, & z.
Output is compensated movement of the platform & for curvature & rotation of the earth.
2)()( dttats
Early systems required precise mechanical parts Bigger is more accurate
Modern systems can be: Mechanical (platform)
Simple gyrosAccurate
Electronic (strap-down)Few moving partsSmaller Cheaper
Modern systems can be: Mechanical (platform)
Simple gyrosAccurate
Electronic (strap-down)Few moving partsSmaller Cheaper
Aircraft systems use Pendulum accelerometers or MEMS
▪ Micro-electromechanical sensors Ring laser gyros
▪ To measure angular change INS complements GPS
Mechanical
Ring Laser Gyro
Pilotage Dead Reckoning Radio Navigation
ADF VOR/DME/RNAV
Electronic Navigation Loran GPS Inertial
Celestial
Advantages No power required Self contained Cannot be jammed Available
everywhere
Disadvantages Dusk & dawn only Clear weather only Slow for aircraft Needs the art of nav.
Navigator’s skill Requires
computation At least data entry
Circle of Equal AltitudeCircle of Equal Altitude
DeRemer & McLean Global Navigation
Error increases with distance VOR/DME, ADF
Error increases with time DR, Inertial
Reliability Concerns GPS, Loran, Celestial
Human error
1. Pilotage2. Dead Reckoning 3. Radio Navigation
ADF VOR/DME/RNAV
4. Celestial5. Electronic Navigation
LoranGPSInertial
Be suspicious. Check and recheck. If you cannot tell your passengers your
ETA at the destination, you are not navigating.
Assume you’re near your DR position Do not assume a huge wind just came up
Use your VOR/DME or 2 VORs Look on the chart for landmarks
Especially those that are shown small If you miss a checkpoint, hold your
heading & look for the next one Do not guess where you are! If all else
fails, CALL ATC (after all, YOU are paying for it)
Frequency Band: Airborne: 1025 MHz – 1150 MHz Ground : 63 MHz below Tx frequency 1025 – 1087
MHz63 MHz above Tx frequency 1088 –
1150 MHz This gives 126 channels but two codings are used (X
and Y) which doubles the capacity
As the name implies , DME provides information on the distance from the aircraft to the ground station
Used to establish position along an airway and also to establish hold points
Frequency Band: Airborne: 1025 MHz – 1150 MHz (L band) Ground : 63 MHz below Tx frequency 1025 – 1087 MHz
63 MHz above Tx frequency 1088 – 1150 MHz
This gives 126 channels but two codings are used (X and Y) which doubles the capacity
General Principle: Airborne transceiver transmits a pair of pulses (spaced at 12μs for mode X and 30μs for mode Y)
Ground transmitter receives the pulses, waits 50μs and then transmits another pair of pulses back to the aircraft
Airborne transceiver measures the time between transmission and reception, subtracts the 50μs, multiplies by the speed of light and divides by 2.
This is very simple but gets more complicated when we want to service more than one aircraft
We need a method of distinguishing among the signals from up to 100 aircraft.
This is done essentially by generating a random set of pulses and correlating with the replies to determine the correct ones.
•Distance
•Speed
•Time to StationNotes:
1. The last two are valid only if the aircraft is going
directly towards or away from the ground station.
2. The DME measures SLANT RANGE to the station.
DME Distance (Slant Range)
Ground Range
Altitude
The ground station simply receives a pulse pair, inserts the 50 μs delay and retransmits it.
To reduce the effects of reflections it will not reply to another interrogation for about 60 μs (dead time)
The ground station transmits 2700 pulse pairs per second regardless of the number of aircraft interrogating.
The extra pulse pairs are called “squitter”
If there are not enough interrogations to make up 2700 pulse pairs, the ground receiver increases its sensitivity until noise pulses trigger enough replies to make up the difference
If there are too many interrogations, the receiver decreases its sensitivity so that the weakest interrogations get ignored
Using squitter has the following advantages:
• The transmitter average output power is constant
•The receiver AGC has a constant average signal to work with
•The ground receiver sensitivity is maintained at the optimum level
•In the case of overload, the aircraft farthest from the station are dropped off first.
Using squitter has the following advantages:
• The transmitter average output power is constant
•The receiver AGC has a constant average signal to work with
•The ground receiver sensitivity is maintained at the optimum level
•In the case of overload, the aircraft farthest from the station are dropped off first.
Accuracy:The ICAO specification for DME is 0.5NM or 3% of distance
Tests done on Canadian DMEs show that their errors are less than 30m.
IntegrityDME ground stations are equipped with monitors which can detect erroneous delays and out-of-tolerance power output levels. These shut the system down if and error is detected
Availability:
As with most systems there is a standby transmitter which takes over when the main one fails.
availability is well above 99.9%
Availability:
As with most systems there is a standby transmitter which takes over when the main one fails.
availability is well above 99.9%
ILS
Non-precision approaches supply the pilot with horizontal guidance only. (VOR, NDB, Localizer, Loc. B/C, GPS without VNAV)
Precision approaches supply the pilot with horizontal and vertical guidance. (ILS, MLS, PAR, GPS with VNAV)
ILS is the primary international precision approach system approved by ICAO and protected until 2010.
ILS provides an aircraft with precision horizontal and vertical guidance to the runway.
Localizers operate in the VHF range and provide horizontal course guidance to runway centerline. Transmitters are located on the centerline at the opposite end of the runway from the approach threshold.
The signal transmitted consists of two fan shaped patterns that overlap at the centre. The overlap area provides the on-track signal.
The angular width of the beam is between 3°and 6°. Normally width is 5°, resulting in full scale deflection at 2.5°. The width of the beam is adjusted to be 700 feet wide at runway threshold.
The localizer may be offset from runway centerline by up to 3°. Localizers offset more than 3° will have an identifier beginning with X, aligned localizer identifiers begin with I.
A cautionary note will be published in the CAP whenever localizer is offset more than 3°.
Normal reliable coverage of localizers is 18nm within 10° of either side of course centerline and 10nm within 35°.
Localizer installations provide back course information, and non-precision localizer back course approaches may be published. (ignore all glide path information on back course) Normally glide path will flag off.
Caution: a localizer signal is transmitted differently than a VOR radial. Aircraft receivers are not supplied with azimuth information relative to magnetic or true north. It is simply a beam aligned with the runway centerline. For this reason CDIs will display normal sensing characteristics when flying in the same direction as front course alignment, but reverse sensing when traveling in the direction of back course alignment. (HSI will normal sense anytime front course direction is set on head of track bar.)
Glide path information is paired with the associated localizer frequency.
The glide path is normally adjusted to an angle of 3° (may be adjusted 2° to 4.5°) and a beam width of 1.4°(0.7° for full scale deflection).
The antenna array is located approx. 1000ft from the approach end of the runway and offset approx. 400ft. (if glide path is followed to the pavement touchdown point will be at the 1000ft markers)
In installations with an ILS serving both ends of a runway the systems are interlocked so only one can operate at a time.
Note: on a standard 3° glide path 320ft/1nm can be used to verify.
Typical final approach fixes are NDBs in Canada, but can also be identified by DME or VOR radial and DME as published.
Fan Markers are commonly used in the US as a means of identifying aircraft location along a localizer. As the marker is reached a fan marker light will illuminate in the flight deck (if equipped).
CAT I: operation down to a minimum of 200ft DH and RVR2600 or ½ sm ground visibility when RVR not available.
CAT II: operation down to a minimum of 100ft DH and RVR 1200ft.
CAT III: minimums will be prescribed in the carrier’s operating specifications, carriers operations manual, or the CAP. (minimums are further broken down into A,B, or C with a CAT IIIC minimums being zero-zero).
Requirements: CAT II/III approaches require specific aircraft and airport capabilities. (ex: airport lighting, aircraft autoland)
Note: when CAT II/III approaches are being conducted the CAT II or CAT III hold line must be adhered to.
The following must be fully serviceable to meet CAT II/III standards:
Airport lighting: approach lights runway threshold lights touchdown zone lights centerline lights runway edge lights runway end lights all stop bars and lead-on lights essential taxiway lights
ILS components: localizer glide path
RVR equipment: CAT II- two transmissometers- approach end,
mid-field CAT III- three transmissometers- approach end,
mid-field, departure end Power source:
Airport emergency power as primary power source for all essential system elements.
Commercial power available within one second as a backup.