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What approximate rate of descent is required in order to maintain a 3° glide ? [ Answer reports ]

Question 194-1 : 600 ft/min 550 ft/min 950 ft/min 800 ft/min

Now all of this could be calculated from first principles going down into the trigonometry thankfully easa do not expect us to be able to do trigonometry on the approach so we have useful shortcuts and 'rules of thumb' to use .one such rule is that .rate of climb/descent ft/min = groundspeed nm x gradient % .this is an approximation but is actually very close so very useful for us in many questions .we can make this question even easier still as a 3º glide path is the most common for approaches .3º is equivalent to a gradient of 5% so the rod = 5 x groundspeed this is the same for every 3º glide path of course so very useful to remember .rod = 120 x 5 = 600 ft/min exemple 294 600 ft/min.600 ft/min.

What approximate rate of descent is required in order to maintain a 3° glide ?

Question 194-2 : 450 ft/min 650 ft/min 550 ft/min 400 ft/min

Now all of this could be calculated from first principles going down into the trigonometry thankfully easa do not expect us to be able to do trigonometry on the approach so we have useful shortcuts and 'rules of thumb' to use .one such rule is that .rate of climb/descent ft/min = groundspeed nm x gradient % .this is an approximation but is actually very close so very useful for us in many questions .we can make this question even easier still as a 3º glide path is the most common for approaches .3º is equivalent to a gradient of 5% so the rod = 5 x groundspeed this is the same for every 3º glide path of course so very useful to remember .rod = 90 x 5 = 450 ft/min exemple 298 450 ft/min.450 ft/min.

Assuming a five dot display on either side of the ils localiser cockpit display ?

Question 194-3 : 1° to the left 1° to the right 2° to the left 2° to the right

Refer to figure .vor and ils indications in the cockpit are very similar as they mostly use the same instruments the most basic instrument that can be used is the cdi course deviation indicator and more complex would be an rmi vor only and then a hsi horizontal situation indicator which actually contains a basic cdi in the centre the cdi indicates which direction the aircraft should fly to get on the desired track and the amount of deviation we call these 'fly left' and 'fly right' indications depending on which way the indicator goes you can have 2 dot displays where full deflection either direction is only 2 dots but more common on training aircraft is a 5 dot display so you can see the deflection more accurately on either display vors have a full scale deflection of 10° meaning that each dot on a 5 dot display is a 2° deviation ils localisers on the other hand are much more accurate with a full scale deflection of only 2 5° meaning that each dot on a 5 dot display is worth only 0 5° of deviation this is 4 x more accurate than vorsin this question the indicator is deflected 2 dots to the right we call this a 'fly right' indication and it means that our aircraft is 2 dots 2 x 0 5° = 1° left of the localiser course exemple 302 1° to the left.1° to the left.

Every 10 kt decrease in groundspeed on a 3° ils glide path will require ?

Question 194-4 : A decrease in the aircraft’s rate of descent of approximately 50 ft/min an increase in the aircraft’s rate of descent of approximately 100 ft/min an increase in the aircraft’s rate of descent of approximately 50 ft/min a decrease in the aircraft’s rate of descent of approximately 100 ft/min

Rate of descent is proportional to ground speed meaning that if the gs decreases the rod must also decrease in order to maintain the glideslope and vice versa please refer to the formula below .1 60 rule.rod = glideslope in º x gs x 100 / 60.rod = 3º x 10 kt x 100 / 60.rod = 50 ft/mi exemple 306 A decrease in the aircraft’s rate of descent of approximately 50 ft/min.A decrease in the aircraft’s rate of descent of approximately 50 ft/min.

If a failed rmi rose is stuck on 090° and the adf pointer indicates 225° the ?

Question 194-5 : 135° 315° impossible to read due to failure rmi 225°

Refer to figure .first to understand the question we have an rmi radio magnetic indicator which has got stuck showing a heading of 090º our aircraft may be facing in any direction but our rmi will not be able to tell us that the adf needle in the middle of the rmi is still working however so will point directly towards the ndb we have tuned but the number that it points to will not be the correct qdm as it usually would be .instead we now have a fixed card adf with a 90º offset mathematically the offset means that the indication is 90º more than the relative bearing take an indication of straight forwards for example which would show 090º but the relative bearing is actually 000º .therefore mathematically we can just do the indication minus 90º to give the relative bearing .225 90 = 135º .alternatively you could draw out the compass rose and adf needle then count round the numbers from straight ahead 000º relative bearing false 090º indication of course until you have the relative bearing of the adf needle it would look like the above annex green arrow only exemple 310 135°.135°.

Flying over a dme station at 36 000 ft what will be indicated on the dme ?

Question 194-6 : 6 nm 6 yards 11 6nm 9km

Refer to figure .using simple mathematics when an airplane is directly overhead a station it will read the distance from the dme but vertically instead of compared to the horizon in this question simply convert 36 000 ft to nm .that gives the following .. . . . 1 nm. . . 6076 ft. . . . . . . . 36 000 ft . . . .. = 36 000 ft x 1 nm /6076 = 5 92 nm = 6 nm exemple 314 6 nm6 nm

Quadrantal errors associated with aircraft automatic direction finding adf ?

Question 194-7 : Signal bending by the aircraft metallic surfaces misalignment of the loop aerial signal bending caused by electrical interference from aircraft wiring skywave/groundwave contamination

Adf accuracy and errors.icao requirement is an accuracy of ±6° with a signal to noise ratio no less than 3 1 .the adf is subject to a number of potential errors .static.all forms of static can affect accuracy of the adf in snow and freezing rain precipitation static reduces the accuracy and attenuation reduces the range of bearing information .thunderstorms.thunderstorms in the vicinity act as radio beacons and can cause the needle to deviate in their direction .in conditions like this and where heavy static is present vhf aids should be used in preference to adf .night effect.the principal propagation method of ndbs is the ground wave however it is possible for weak sky waves to be returned at night when the ionosphere is less dense and attenuation is least returning sky waves take a longer propagation path than ground waves so they are often out of phase .night effect can be detected by listening for fading on the carrier wave bfo on and by the instrument hunting it is most likely at dawn or dusk .station interference.the long ground waves of lf and mf signals mean that occasionally signals from stations on similar frequencies overlap this will not cause errors in the daytime if the stations are only used within the protected range at night returning sky waves can cause rogue signals at considerable range producing the same problems as night effect .coastal refraction.speed of a surface wave is affected by the surface over which it travels faster over water than land this change of speed means the wave is refracted at low altitude as it passes over a coastline refraction is always towards the coast an aircraft receiving a refracted wave would give a false indication of the beacon's position it will place the aircraft nearer to the coast than it actually is this effect is worse the further back from the coast the beacon is sited .quadrantal error.the wave front from the ndb can be distorted by the aircraft's structure as it approaches the aerial signal bending by the aircraft metallic surafaces the error is called 'quadrantal error' because the effect is worst for signals arriving from 45° and 135° left and right of the nose the four 'quadrants' quadrantal error is small and predictable it can be compensated during the installation of the receiver aerial and any residual errors can be shown on a quadrantal error card kept near the instrument modern receivers completely remove it .dip.dip occurs when the receiver sense aerial is masked by the loop aerial dip gives large bearing errors only occurs in a turn and is at its greatest when the ndb is on a relative bearing of 45° and 135° left and right of the nose .mountain effect.at low altitude multipath signals reflected from terrain can cause erroneous readings this effect diminishes with height as hills are further from the line of sight and interfere less with the surface wave exemple 318 Signal bending by the aircraft metallic surfaces.Signal bending by the aircraft metallic surfaces.

The indication of a 'from / to' indicator of a cdi will shift from 'to / from' ?

Question 194-8 : 090° 135° 180° 045°

Refer to figures .a course deviation indicator cdi is an instrument that helps determine the position to the aircraft relative to the course to or from a navigation beacon the needle indicates where the aircraft is relative to the course as seen in the figure if the aircraft is to the right of the course the needle will show a deflection to the left a to and from indication gives the pilot information on where the aircraft is relative to the station the cdi does not take into account the heading when the aircraft passes the station the arrow automatically changes from a ‘to’ indication into a ‘from’ indication indicating that the aircraft passed the station and is on the reciprocal of the course when looking at the compass rose it can be divided into 4 quadrants .first quadrant 0 90°.second quadrant 90 180°.third quadrant 180 270°.fourth quadrant 270 360°if the aircraft flies on a 90° course to the station and then changes to a 91° course the arrow will change from a ‘to’ indication to a ‘from’ indication the aircraft is not flying towards the station anymore but from the station this means that everytime the aircraft changes from quadrant the arrow will shift to the opposite indication exemple 322 090°090°

The bfo selection will ?

Question 194-9 : Make the carrier wave audible cause the adf to automatically select the best frequency of nearby ndbs make the modulation tone audible increase the transmission signal of the ndb

Los reference 062 02 02 01 16 state that on modern aircraft the bfo is activated automatically ..beat frequency oscillator bfo .the purpose of a bfo is to allow an unmodulated transmission such as n0n/a1a to be heard it works by adding a beat frequency to the frequency received from the ndb these two frequencies are inputs to a heterodyne frquency mixing unit the mixing of the two frequencies produces an audible beat frequency which is the difference of the two .on older equipement there is a separate bfo button that can be pressed in order to identify unmodulated ndb signals in modern aircraft the bfo circuit has no push button as the bfo is activated automatically when required exemple 326 Make the carrier wave audible.Make the carrier wave audible.

What leads to the highest interference for an adf ?

Question 194-10 : Interference during the night other aircraft aerials signal shift during the day interference during the day

Refer to figure .the night effect has the greatest effect on the accuracy of an adf instrument .night effect.at night the d and e layers weaken and even disappear d more or less disappears due to the lack of radiation from the sun the f layer is the only layer of significant ionization which is present the e and f layers reflect the sky waves at upper lf/mf back to the surface making the sky wave reach the receiver out of phase from the ground wave this causes the adf needle to wander between the two signals .if navigation based on ndb at night it is useful to cross check the ndb accuracy with other available radio aids exemple 330 Interference during the nightInterference during the night

When considering the workings of a co located vor/dme station the dme has ?

Question 194-11 : Same ident different tone different ident different tone different ident same tone same ident same tone

Although dme operates in a separate frequency band its frequencies are paired with a vor ils or localizer frequency .when the pilot of a dme equipped aircraft tunes the frequency of a vor or ils with dme the frequency of the co located dme is automatically tuned .the aircraft interrogates the dme ground station with a pulsed signal and the station replies .aircraft equipment measures the time between transmission and reception to determine the distance from that groundspeed and time to station can be derived .associated beacons are beacons with the same ident transmitted at different tones .for vors and dmes to be associated they must be less than 100ft 30m apart if used as a terminal aid .if used for any other purpose they must be less than 2000ft 600m apart associated tacans and vors are called vortacs .when beacons are associated the three letter morse ident is sent every seven and a half seconds .one comes from the dme the next three from the vor the pitch of the dme ident is often higher than the vor ident .if beacons fail to meet these criteria they may be given similar idents .a dme within 6nm of an en route vor might have the last letter of its ident changed to z e g the vor ident might be lip and the dme liz exemple 334 Same ident, different toneSame ident, different tone

Which one of the following has a limited range ?

Question 194-12 : Tvor dvor vot cvor

Cvor this was the first generation of vor equipment cvor signals are emitted by a rotating antenna these have a fm reference signal .dvor doppler vor is an evolution of cvor providing improved signal quality and accuracy by reducing scalloping error the reference signal of dvor is amplitude modulated and the variable signal is frequency modulated exactly the opposite of cvor .tvor terminal vors as the name suggests are located in terminal areas of aerodromes these are power limited to 50 w with a range of 25 nm they often form part of departure and arrival structures therefore these are normally positioned along the runway centreline .vot the vot or sometimes abbreviated as vort is a test vor facility sometimesprovided at aerodromesand is not used for navigation pilots on the ground can tune in to this facility and check the receiver accuracy of the aircraft exemple 338 TvorTvor

What is the main difference between cat iiia and cat iiib ?

Question 194-13 : Both allows a 'no decision height' dh but require different rvrs only cat iiia have no rvr only cat iiib have rvr only cat iiib allows a 'no decision height' dh

This information is now outdated in november 2022 easa air ops removed cat iiia iiib and iiic in favor of a simplified system as a result this question should no longer appear in exams however since some caas are slow to update their databases we will keep it as a live question for now the operational performance category of an aircraft’s ils equipment depends on its airborne installation these are classified as type a minimum descent height dh at or above 75 m 250 ft .type b dh below 75 m 250 ft further categorised as cat i dh not lower than 60 m 200 ft with visibility 800 m or rvr 550 m cat ii dh between 30 m 100 ft and 60 m 200 ft with rvr 300 m cat iiia dh below 30 m 100 ft or no dh with rvr 175 m cat iiib dh below 15 m 50 ft or no dh with rvr between 50 m and 175 m cat iiic no dh and no rvr limitations exemple 342 Both allows a 'no decision height' (dh), but require different rvrs.Both allows a 'no decision height' (dh), but require different rvrs.

An error that reduces the bearing accuracy on the adf when the aeroplane is not ?

Question 194-14 : Dip error mountain effect quadrantal error static interference

Adf.the adf is subjected to a number of potential errors .. . static interference precipitation and thunderstorms station interference . . . night effect . . . mountain effect . . . coastal refraction . . . quadrantal error . . . bank angle dip . . . lack of failure warning . ..however the error which reduces adf accuracy during a bank/turn is known as bank angle dip error => when an aircraft is in a turn the loop antenna position is compromised the effect is that when in a turn and pointing to or from a station the adf needle will dip by up to 10º towards the low wing causing the adf instrument to be off balance this error is only present when the aircraft is not in level flight exemple 346 Dip error.Dip error.

The reading of the rmi bearing is 300° at the tip of the needle the magnetic ?

Question 194-15 : 276° 274° 092° 294°

Refer to figure .we are required to determine the true bearing to the ndb typically an rmi shows magnetic heading and bearings however based on the information provided in the question rmi deviation we can infer that the rmi readings will be relative to compass north given that the adf is tuned to an ndb the adf needle on the rmi works as follows the tip of the adf needle indicates the compass bearing to the ndb 300° the tail of the adf needle indicates the compass bearing from the ndb 120° in this case we assume that the rmi is subjected to electromagnetic interference and therefore deviation is applied 2ºw westerly deviation compass north is 2° west of magnetic north let’s start by converting compass heading to magnetic heading deviation west compass best .deviation east compass leastmagnetic bearing to the ndb = compass bearing to the ndb 002° = 300° 002° = 298°since the question asks for true bearing we need to correct for magnetic variation variation west magnetic best .variation east magnetic least remember that for ndb/adf bearings the bearings are taken at the aircraft therefore the magnetic variation applicable at the aircraft's position is to be used variation at the dr position = 22° west magnetic north is 22° west of true northtrue bearing to the ndb = magnetic bearing to the ndb 022° = 298° 022° = 276° exemple 350 276°276°

The approximate angular coverage of reliable navigation information for a 3° ?

Question 194-16 : 1 35° above the horizontal to 5 25° above the horizontal and 8° each side of the localiser centreline 0 45° above the horizontal to 1 75° above the glide path and 8° each side of the localiser centreline 3° above and below the glide path and 10° each side of the localiser centreline 0 7° above and below the glide path and 2 5° each side of the localiser centreline

Refer to figure glidepath coveragethe coverage in the vertical plane of glide slope extends from 0 45 to 1 75 where is the nominal glidepath angle above the surface therefore for our 3º glideslope this is 3º x 0 45 = 1 35º and 3º x 1 75 = 5 25º icao annex 10 . 3 1 5 3 coverage3 1 5 3 1 the glide path equipment shall provide signals sufficient to allow satisfactory operation of a typical aircraft installation in sectors of 8 degrees in azimuth on each side of the centre line of the ils glide path to a distance of at least 18 5 km 10 nm up to 1 75 and down to 0 45 above the horizontal or to such lower angle down to 0 30 as required to safeguard the promulgated glide path intercept procedure exemple 354 1.35° above the horizontal to 5.25° above the horizontal and 8° each side of the localiser centreline.1.35° above the horizontal to 5.25° above the horizontal and 8° each side of the localiser centreline.

What is the minimum equipment for mls segmented and curved approaches ?

Question 194-17 : Dme/p dme dme/dme pairing loc

062 02 06 02 03 los illustrate that segmented and curved approaches can only be executed with dme/p installed .the technological background for segmented and curved approaches is provided by the dme p an mls without a serviceable dme p may provide approach guidance however the curved and segmented approach capabilities are lost as the segments can no longer be defined in 3d nevertheless if the aircraft is flown along the magnetic track of the runway centreline the az and el functions can provide approach guidance in the form of a straight on approach which provides an ils type of approach in terms of flight path exemple 358 Dme/pDme/p

Which of the following statements about the mls is correct ?

Question 194-18 : It operates on one of 200 channels in the band 5 03 ghz to 5 09 ghz shf it operates on one of 126 channels within an allocated frequency spread of 960 to 1215 mhz uhf it operates in the vhf band and the frequency allocation is between 108 1 to 111 95 mhz it operates on one of 40 channels in the band 329 15 to 335 mhz uhf

The microwave landing system mls was designed to replace ils with an advanced precision approach system that would overcome the disadvantages of ils and also provide greater flexibility to its users mls is a precision approach and landing system that provides position information and various ground to air data the position information is provided in a wide coverage sector and is determined by an azimuth angle measurement an elevation measurement and a range measurement .. mls operates in 200 channels available worldwide in the shf band 5031 – 5090 mhz 5 03 – 5 09 ghz exemple 362 It operates on one of 200 channels in the band 5.03 ghz to 5.09 ghz (shf).It operates on one of 200 channels in the band 5.03 ghz to 5.09 ghz (shf).

The output data given by a basic vor/dme based area navigation system when ?

Question 194-19 : Cross track distance and distance to go aircraft position in latitude and longitude true airspeed and drift angle wind velocity

Phantom waypoints are points in space that are created with reference to ground stations .most vors are dme paired to provide a rho theta service bearing and distance respectively in a paired vor/dme station the vor provides the angle of the line to determine the position parameter distance is provided by dme that is couple with the vor therefore a vor determines a radial that is a straight line originating from a ground station at a defined angle the dme determines the slant range from the fix providing the distance in nautical miles therefore defining the position of the aircraft .. the vor/dme is artificially moved so that its position coincides with the position of the phantom waypoint it then provides cross track distance and distance to go to the inbound radial to the phantom waypoint exemple 366 Cross-track distance and distance to go.Cross-track distance and distance to go.

What is correct regarding the sensitive and critical areas of an ils ?

Question 194-20 : The critical area is an area where vehicles including aircraft are prohibited during all ils operations whereas the sensitive area is an area where movement and parking of vehicles including aircraft is controlled during all ils operations the critical area is an area where movement and parking of vehicles including aircraft is controlled during all ils operations the sensitive area is a larger area where the same restrictions apply when aircraft are inside 2 nm on the approach the sensitive area is an area where vehicles including aircraft are prohibited during all ils operations whereas the critical area is an area where movement and parking of vehicles including aircraft is controlled during all ils operations the critical area is an area where vehicles including aircraft are prohibited during all ils operations the sensitive area is a larger area where the same restrictions apply when aircraft are inside 2 nm on the approach

Refer to figure .icao annex 10.attachment c.a the ils critical area is an area of defined dimensions about the localizer and glide path antennas where vehicles including aircraft are excluded during all ils operations the critical area is protected because the presence of vehicles and/or aircraft inside its boundaries will cause unacceptable disturbance to the ils signal in space .b the ils sensitive area is an area extending beyond the critical area where the parking and/or movement of vehicles including aircraft is controlled to prevent the possibility of unacceptable interference to the ils signal during ils operations the sensitive area is protected against interference caused by large moving objects outside the critical area but still normally within the airfield boundary exemple 370 The critical area is an area where vehicles, including aircraft, are prohibited during all ils operations whereas the sensitive area is an area where movement and parking of vehicles, including aircraft, is controlled during all ils operations.The critical area is an area where vehicles, including aircraft, are prohibited during all ils operations whereas the sensitive area is an area where movement and parking of vehicles, including aircraft, is controlled during all ils operations.

What is the function of a marker beacon on an ils approach ?

Question 194-21 : It indicates aircraft's horizontal position during the approach it is used to indicate a requirement to commence the final approach procedure it is used to indicate a requirement to initiate a configuration change it is to indicate aircraft's vertical position in relation to the glide path

Marker beacons are placed in a predetermined sequence before the threshold the task of the markers is to produce a radiation pattern with a vertical beam upwards by locating the markers at set distances before the threshold the pilot can expect to fly above the markers at known distances consequently the remaining distance from the final approach can be monitored therefore we can say that the marker beacons indicate the aircraft’s horizontal position during the approach exemple 374 It indicates aircraft's horizontal position during the approach.It indicates aircraft's horizontal position during the approach.

Determine the distance which will be shown on a dme display when the aircraft ?

Question 194-22 : 6 nm 3 nm 4 nm 8 nm

Refer to figure .the question states that we can regard pressure altitude to be the true altitude therefore true altitude equals 24 000 ft .. 24 000 ft / 6 076 = 4 nm approx ..using the pythagoras theorem .x2 = 42 + 42.x2 = 32.x = 32 = 5 65 nm exemple 378 6 nm6 nm

What does the information displayed to pilots when using a microwave landing ?

Question 194-23 : 2d presentation of a 3d segmented approach 1d presentation of a 2d straight in approach 4d presentation of a vertical 3d approach 3d presentation of a 4d curved approach

Refer to figure . .interpretation of microwave landing system mls guidance.the airborne equipment is designed to continuously indicate the relative position of the aircraft and the selected course height and distance .the main feature to understand is the presentation on board is such that the two cross bars showing deviation in azimuth and elevation are computer computed deviation relative to the active programmed segment is presented and not the centre line as it is for the ils .. . the information displayed is a 2d presentation of a 3d segmented approach exemple 382 2d presentation of a 3d segmented approach.2d presentation of a 3d segmented approach.

The pilot is plotting the aircraft position using a vor and a dme the dme is ?

Question 194-24 : Circle centered on the dme parabolic arc centered on the dme parabolic arc centered on the vor circle centered on the vor

Refer to figure .for any type of navigation aid a position line is constructed by the series of points that a given radio navigation aid may define for instance with a vor the position line is a straight line originating from the station in the case of a dme the dme displays a distance information from a fix the position of the aircraft may be anywhere on a circle with the dme in the centre with a radius that is the range from the dme exemple 386 Circle centered on the dme.Circle centered on the dme.

A tuned ils can be identified through a morse code which is ?

Question 194-25 : Made audible via the audio control panel in nav decoded in text showing the frequency and runway number made visible through the three flashing marker lights shown on the related ils localiser display

The audible identifier of an ils is normally a 3 letter morse code that represents the 3 letter identifier of the ils it may also be plain text the morse code identifier is transmitted every 10 seconds on the audible channel of the ils by modulating the localiser frequency this does not affect the display of the ils information in the aircraft the morse code may be made audible via the audio control panel in nav .for instance on the boeing 737 800 audio control panel there is no separate ils selector nav 1 or 2 will work for both vor or ils whatever is tuned on vhf nav 1 or 2 exemple 390 Made audible via the audio control panel in nav.Made audible via the audio control panel in nav.

Determine the true bearing from the ndb to the aircraft given compass heading ?

Question 194-26 : 239° t 059º t 223º t 213° t

Refer to figure .this question is somewhat misleading we believe there is information missing we assume that the examiner forgot to mention that this is a fixed card adf therefore adf indication means relative bearing .true bearing from the aircraft to the ndb = true heading + relative bearing. 1 determine the magnetic heading .+3º stands for an east deviation .deviation east compass least .. magnetic heading ºm = 241º + 3º = 244º.. 2 determine the true heading .variation east magnetic least .. true heading ºt = 244º + 13º = 257º.. 3 determine the true bearing to the beacon .true bearing = true heading + relative bearing.. 257º + 162º = 419º 360º = 059º..to get the true bearing from the beacon we must add 180º .. 059º + 180º = 239ºt exemple 394 239°(t)239°(t)

What can be obtained on the nav receiver by selecting one vhf frequency in the ?

Question 194-27 : Rho theta information from a terminal vor/dme can be obtained rho theta information from an en route vor/dme station can be obtained theta theta information from en route vors can be obtained rho rho information from an ils/dme can be obtained

The band 108 – 112 mhz is used by ils localizer and vor on different channels while the band 112 – 118 mhz is used only by vor within the band 108 – 112 mhz all channels on even multiples of 100 khz 108 20 108 40 etc are used for vor normally channels spaced 100 khz are used however in congested areas also the intermediate channels 50 khz may be used the vor channels in this sub band are usually used for terminal vor with short range within the 112 – 118 mhz portion of the band all channels 100 and 50 khz are available for vor services with regards to this question it is important to establish the meaning of rho and theta rho represents range distance and theta represents track bearing rho rho could be dme/dme theta theta could represent vor/ndb rho theta means vor/dme or ils/dme exemple 398 Rho-theta information from a terminal vor/dme can be obtained.Rho-theta information from a terminal vor/dme can be obtained.

What is the difference of cat ii and cat iii ?

Question 194-28 : Only cat iii allows no dh/a only cat iii requires a radio altimeter only cat iii requires no rvr only cat ii requires no rvr

The highest accuracy approaches are the cat iii approaches that may provide guidance all the way to the runway with no requirement for decision height cat iiib nor for runway visual range cat iiic categorydecision height dh runway visual range rvr cat idh 200 ftrvr 550 m helicopters 500 m cat iidh 100 ftrvr 300 mcat iiiadh 100 ftrvr 200 mcat iiibno dh75 m icao sarps 50 m easa air ops .annex i definitions for terms used in annexes ii to viii 14 ‘category ii cat ii operation’ means a precision instrument approach and landing operation using ils or mls with a dh below 200 ft but not lower than 100 ft and . b rvr of not less than 300 m 15 ‘category iiia cat iiia operation’ means a precision instrument approach and landing operation using ils or mls with a dh lower than 100 ft and . b rvr not less than 200 m 16 ‘category iiib cat iiib operation’ means a precision instrument approach and landing operation using ils or mls with a dh lower than 100 ft or no dh and . b rvr lower than 200 m but not less than 75 m please let us know if you come across this question in your official exam considering the current correct option we believe that the examiner does not take into account cat iiic which requires no decision height and no runway visual range learning objective 062 02 05 04 02 define the following ils operation categories category i category ii category iiia category iiib category iiic exemple 402 Only cat iii allows no dh/a.Only cat iii allows no dh/a.

What is true about ils marker beacons ?

Question 194-29 : They are used to check the horizontal distance from the runway they are used to check the altitude at the marker beacon location they have the same colors but have different morse code identifiers marker beacons are only used for cat iii approaches

Los reference 062 02 05 01 03 explain that marker beacons produce radiation patterns to indicate predetermined distances from the threshold along the ils gp .marker beacons are placed in a predetermined sequence before the threshold the task of the markers is to produce a radiation pattern with a vertical beam upwards by locating the markers at set distances before the threshold the pilot can expect to fly above the markers at known distances consequently the remaining distance from the final approach can be monitored therefore we can say that the marker beacons indicate the aircraft’s horizontal position during the approach exemple 406 They are used to check the horizontal distance from the runway.They are used to check the horizontal distance from the runway.

Ils marker beacons send out a morse code for identification purposes where can ?

Question 194-30 : The audio control panel in nav flashing lights of the marker beacons the ils display system the ndb ident close to the runway

The audible identifier of an ils is normally a 3 letter morse code that represents the 3 letter identifier of the ils it may also be plain text the morse code identifier is transmitted every 10 seconds on the audible channel of the ils by modulating the localiser frequency this does not affect the display of the ils information in the aircraft the morse code may be made audible via the audio control panel in nav .for instance on the boeing 737 800 audio control panel there is no separate ils selector nav 1 or 2 will work for both vor or ils whatever is tuned on vhf nav 1 or 2 exemple 410 The audio control panel in nav.The audio control panel in nav.

An aircraft is on hdg 030 and on a qdm 320 to an ndb turning left towards the ?

Question 194-31 : Dip coastal refraction multipath effect quadrantal error

Los reference 062 02 02 05 03 explain that the bank angle of the aircraft causes a dip error ..dip error is an inaccurate reading of the bearing information when the aircraft is in a bank this is because the adf receiver system was designed to work when in horizontal flight when a turn is initiated the indicated bearing is modified the needle will cause an error towards the direction of whichever wing is banked down exemple 414 Dip.Dip.

A crew is briefing for a procedural vor approach that requires a procedure turn ?

Question 194-32 : 260° turn to the right to intercept the inbound track timed straight leg without track guidance and a 180° turn to the right to intercept the inbound track timed turn to the left to intercept the inbound track timed straight leg without track guidance and a 180° turn to the left to intercept the inbound track

Refer to figure .icao doc 8168.3 2 2 reversal procedure.b 80°/260° procedure turn see figure i 4 3 1 b starts at a facility or fix and consists of .1 a straight leg with track guidance this straight leg may be timed or may be limited by a radial or dme distance .2 an 80° turn .3 a 260° turn in the opposite direction to intercept the inbound track .the 80°/260° procedure turn is an alternative to the 45°/180° procedure turn a above unless specifically excluded exemple 418 260° turn to the right to intercept the inbound track.260° turn to the right to intercept the inbound track.

According to the ils coverage area as defined by icao annex 10 the pilot will ?

Question 194-33 : 20 nm from the threshold on an inbound course and 8º displaced from the localizer centreline 10 nm from the threshold on an inbound course and 38° displaced from the localizer centreline 19 nm from the threshold on an inbound course and 13° displaced from the localizer centreline 27 nm from the threshold on an inbound course and 8° displaced from the localizer centreline

Glidepaththe glide path equipment shall provide signals sufficient to allow satisfactory operation of a typical aircraft installation in sectors of 8 degrees in azimuth on each side of the centre line of the ils glide path to a distance of at least 18 5 km 10 nm up to 1 75 and down to 0 45 above the horizontal or to such lower angle down to 0 30 as required to safeguard the promulgated glide path intercept procedure localizerthe localizer coverage sector shall extend from the centre of the localizer antenna system to distances of 46 3 km 25 nm within plus or minus 10 degrees from the front course line 31 5 km 17 nm between 10 degrees and 35 degrees from the front course line 18 5 km 10 nm outside of plus or minus 35 degrees from the front course line if coverage is provided in this case we know localizer coverage up to 25 nm ± 10° and 17 nm ± 35° now to be guaranteed coverage the aircraft should be within these limits therefore 27 nm ± 8° => outside coverage area of 25 nm 19 nm ± 13° => outside coverage of 10° from centerline 10 nm ± 38° => outside max of 35° from centerline 20 nm ± 8° => within 25 nm and ± 10° of centerline exemple 422 20 nm from the threshold on an inbound course and 8º displaced from the localizer centreline.20 nm from the threshold on an inbound course and 8º displaced from the localizer centreline.

What does the class letter associated with vdf bearings relate to ?

Question 194-34 : Level of accuracy any one of the q code depending on the pilot’s request availability of vdf station qdm

According to icao annex 10 the vdf information is divided into four classes a b c and d the classes are defined by the range of accuracy defined by degrees based on the following table .. . . classes. accurate to a range within. . . class a. ± 2º. . . class b. ± 5º. . . class c. ± 10º. . . class d. worse than class c exemple 426 Level of accuracy.Level of accuracy.

According to icao doc 8168 the maximum safe deviation below the glide path ?

Question 194-35 : Initiate a go around act at the discretion of the commander in any case try to get back to the correct glide path act at his/her discretion pilot's discretion

Icao doc 8168 . 5 5 5 protection of the precision segment5 5 5 2 the protection area assumes that the pilot does not normally deviate from the centre line more than half scale deflection after being established on track thereafter the aircraft should adhere to the on course on glide path/elevation angle position since a more than half course sector deflection or a more than half course fly up deflection combined with other allowable system tolerances could place the aircraft in the vicinity of the edge or bottom of the protected airspace where loss of protection from obstacles can occur the maximum allowed safe deviation of the aircraft is half scale deflection in case of a larger deflection the pilot should initiate a go around exemple 430 Initiate a go-around.Initiate a go-around.

An aircraft is flying a magnetic heading of 120º and the rbi shows the ndb at ?

Question 194-36 : The magnetic bearing to the beacon is 030º turning into a magnetic heading of 030º the magnetic bearing from the beacon will be 030º the magnetic bearing from the beacon is 030º turning into a magnetic heading of 030º the magnetic bearing to the beacon will be 210º

Refer to figure . magnetic heading 120º . relative bearing of the ndb from the aircraft 270ºmagnetic bearing from the aircraft to the ndb = magnetic heading mh + relative bearing of ndb from the aircraft . magnetic bearing from the aircraft to the ndb = 120º + 270º = 030º maintaining a magnetic heading of 120º the magnetic bearing from the beacon is 030º incorrect . the magnetic bearing of the aircraft from the ndb will be the reciprocal of 030º 030º + 180º = 210º turning into a magnetic heading of 030º the magnetic bearing to the beacon will be 210º incorrect . if we turn into a magnetic heading of 030° the aircraft horizontal axis will coincide with the line that connects the aircraft and the ndb therefore the relative bearing will be 000º/360º . magnetic bearing from the aircraft to the ndb = magnetic heading mh + relative bearing of ndb from the aircraft magnetic bearing from the aircraft to the ndb = 030º + 000º = 030º exemple 434 The magnetic bearing to the beacon is 030º.The magnetic bearing to the beacon is 030º.

Preparing for the approach the flight crew tune two ndb frequencies which are ?

Question 194-37 : Ndb1 has a greater range as range depends on frequency not power the ndb with the higher frequency has the greater range ndb2 has the greater range ndb1 and ndb2 have the same range

Several factors affect the range of an ndb transmission the most significant effect is the transmission power output depending on the desired range of operation different types of ndbs have different transmission powers the range obtained is proportional to the square of the power transmitted as a result a range twice as far requires four times the power the ndb range is also limited by frequency lower frequencies result in longer ground waves exemple 438 Ndb1 has a greater range.Ndb1 has a greater range.

Under what circumstances would an adf bearing be affected by dip error ?

Question 194-38 : The aircraft banking the ndb being on a bearing at 45° to the aircraft’s longitudinal axis the aircraft banking or accelerating the aircraft flying at a low level in a mountainous area

Los reference 062 02 02 05 03 explain that the bank angle of the aircraft causes a dip error ..dip error is an inaccurate reading of the bearing information when the aircraft is in a bank this is because the adf receiver system was designed to work when in horizontal flight when a turn is initiated the indicated bearing is modified the needle will cause an error towards the direction of whichever wing is banked down exemple 442 The aircraft banking.The aircraft banking.

Which of the following procedures is used to identify an ndb station ?

Question 194-39 : In case of a2 modulation use the adf function in case of a3 modulation use the vhf com function in case of n0n modulation use the bfo function in case of a1 modulation use the ant function

062 01 01 03 04 state that the following abbreviations classifications according to international telecommunication union itu regulations are used for aviation applications n0n carrier without modulation as used by non directional radio beacons ndbs a1a carrier with keyed morse code modulation as used by ndbs a2a carrier with amplitude modulated morse code as used by ndbs a3e carrier with amplitude modulated speech used for communication vhf com to identify a modulated ndb station the carrier wave is modulated in amplitude a2a with a tone of 400 or 1 020 hz which provides the morse code for identification to listen to the identification of an unmodulated non a1a ndb the pilot must activate a system known as the beat frequency oscillator bfo by switching it on the bfo remains active as long as the beacon is in use for navigation this allows the pilot to identify the ndb station let's analyze each option separately 'in case of a3 modulation use the vhf com function ' incorrect the onboard adf equipment does not have a vhf com function additionally a3 modulation is utilized in vhf communications not in ndb navigation 'in case of n0n modulation use the bfo function ' incorrect while all ndb stations transmit n0n carrier waves the bfo is only necessary when the wave type includes a1a modulation therefore for n0n a2a transmissions which are still a type of n0n wave the bfo is not required 'in case of a2 modulation use the adf function ' correct the adf function represents the standard operational mode of adf equipment when selected it enables the pilot to hear the identification signals of n0n a2a transmissions 'in case of a1 modulation use the ant function ' incorrect in most light aircraft equipped with adf equipment the antenna ant function is activated when the adf button is in the out position this function is used to test the adf equipment and improve the audio reception of identifications from ndb stations that transmit n0n a2a signals while the ant function is selected the adf needle will be deactivated and will rotate 90° from its current indication exemple 446 In case of a2 modulation, use the adf function.In case of a2 modulation, use the adf function.

How do you tune mls system in your aircraft select two of the following ?

Question 194-40 : 2 and 4 1 and 2 2 and 3 1 and 3

Refer to figure .mls principle of operation.mls employs the principle of time division multiplexing tdm see figure 10 5 whereby only one frequency is used on a channel but the transmissions from the various angle and data ground equipments are synchronised to assure interference free operations on the common radio frequency .the airborne equipment is designed to continuously display the position of the aircraft in relation to the preselected course and glide path along with distance information during approach as well as during departure exemple 450 2 and 4.2 and 4.

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