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The vdf class letter indicates the accuracy of the bearing information in terms ? [ Answer reports ]

Question 195-1 : Angle in degrees width in minutes time in seconds range in nm

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. less than class c exemple 295 Angle in degrees.Angle in degrees.

Navigating to an ndb at dusk you notice the adf needle swinging erratically ?

Question 195-2 : Interference occurs between the ground wave and sky wave causing the signal to fade when the two waves are out of phases sky waves are amplified by the ionosphere which causes the adf needle to alternate between the sky wave and the ground wave the ionospheric reflections travel shorter distances than the ground signal which causes fading of the signal when they interfere interference between the ground wave and sky wave which causes fading when the signals arrive at the receiver in phase

Refer to figure .night effect.night effect is due to the interference between ground waves and sky waves emitted by the same ndb station .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 exemple 299 Interference occurs between the ground wave and sky wave causing the signal to fade when the two waves are out of phases.Interference occurs between the ground wave and sky wave causing the signal to fade when the two waves are out of phases.

It is expected for pilots to apply wind correction angles to the aircraft ?

Question 195-3 : The head or tail of the needle may point slightly left or right of the top of the instrument when maintaining the appropriate qdm or qdr once the aircraft is established on the depicted track the head or tail of the needle will point straight up on the instrument regardless of wind conditions the head of the needle will be pointing at 3600 when the aircraft is established on the inbound or outbound track the relative bearing will be equal to the wind correction angle required to maintain the depicted track towards or away from the ndb

Refer to figure . the needle of an adf always points towards the ndb that it is tuned into relative bearings are measured from the aircraft heading to the ndb when tracking towards a ndb the relative bearing equals to 360 degrees minus wind correction angle when tracking away from a ndb the relative bearing equals to 180 degrees minus wind correction angle note the wind correction angle is added to track to give headings it can be seen that the head or tail of the needle need not be pointing straight up when there’s wind to correct for hence once the aircraft is established on the depicted track the head or tail of the needle will point straight up on the instrument regardless of wind conditions is not the correct option even if there’s no wind the head of the needle will be pointing at 180 degrees relative to the top of the instrument when tracking outbound of ndb thus the head of the needle will be pointing at 3600 when the aircraft is established on the inbound or outbound track is incorrect from the diagram it is clear that relative bearing only equals to the magnitude of the wind correction angle when tracking inbound and the wind correction angle is negative therefore the relative bearing will be equal to the wind correction angle required to maintain the depicted track towards or away from the ndb is incorrect as well the only option left is the head or tail of the needle may point slightly left or right of the top of the instrument when maintaining the appropriate qdm or qdr which is correct when crosswind is light when crosswind is strong the head or tail of the needle may point significantly from the left or right of the instrument though when maintaining the appropriate qdm or qdr however it is the most sensible answer choice present in this question exemple 303 The head or tail of the needle may point slightly left or right of the top of the instrument when maintaining the appropriate qdm or qdr.The head or tail of the needle may point slightly left or right of the top of the instrument when maintaining the appropriate qdm or qdr.

You are flying in canada using a vor to navigate you are on the 190° radial ?

Question 195-4 : 188° 008° 192° 012°

Refer to figure . .usually a magnetic heading vor or ndb reading magnetic too is provided which needs converting to a true heading/bearing by applying magnetic variation . .we have 3 cases now .aircraft heading apply the variation at the aircraft’s position . .find out the value of the variation from the chart and apply it to your heading .ndb bearing apply the variation at the aircraft’s position . .because this is where the bearing is obtained from the ndb equipment calculates the bearing information at the equipment onboard so you need to apply the variation at the same location .vor radial apply the variation at the vor’s position . .because this is where the radial is obtained from the vor station whatever the vor is conventional or doppler it identifies the radial where you are on and then send it to you so you have to apply the variation where the station is located at .as far as the variation at the vor station is 2w and following the rule of variation west magnetic is best so we have to subtract the variation from the readout radial to get the true bearing in order to plot it on the chart or for any other usage 190° 2° = 188° .note in canada airspace northern domestic airspace nda is the area of compass unreliability within which runways and navaids are oriented to true north this question appeared in the exam exactly in this way so the examiner has assumed that we are in the southern domestic airspace of canada exemple 307 188°188°

Icao doc 8168 describes amongst others holding procedures the pilot should ?

Question 195-5 : Approximately 090 degrees or 270 degrees approximately 180 degrees or 360 degrees 90 degrees left or right 90 degrees left or right of the inbound course

Refer to figure .the question references an rbi which is a relative bearing indicator also know as a fixed card adf this only shows the direction to an ndb from the direction you are currently facing and is the simplest type of adf display .the question mentions that you should start the timing for the outbound leg when wings level or abeam the fix whichever is later it then specifies that we are already wings level so we simply have to identify at which point we are abeam the ndb .this would be whenever the rbi shows 90 or 270 as holding patterns can be standard right hand turns or non standard left hand turns which would place you on opposite sides of the fix exemple 311 Approximately 090 degrees or 270 degrees.Approximately 090 degrees or 270 degrees.

When intercepting a selected radial the flight director indicates the ?

Question 195-6 : Optimum instantaneous bank angle to reach the selected radial bank angle 45 bank angle to reach the selected radial over a minimum distance bank angle to reach the selected radial in minimum time

The flight directors provide information for the pilot to join a desired path with the optimum attitude flight director information supplied by a fd computer is presented in the form of command bars on the attitude director indicator adi the vertical command bar of the fd supplies information about the direction and magnitude of the corrections to be applied to the bank angle of the aircraft since it is always associated with the roll channel therefore when intercepting a selected radial the fds will indicate the optimum instantaneous bank angle to reach the selected radial exemple 315 Optimum instantaneous bank angle to reach the selected radial.Optimum instantaneous bank angle to reach the selected radial.

An aircraft is being radar vectored downwind for the ils to runway 27 of a ?

Question 195-7 : Side lobes from the ils localiser antenna siting errors bending the ils localiser beam receiving the ils of an intersecting runway scalloping bending the ils localiser beam

Ils localisers and glideslopes work in very similar ways they both produce 2 different lobes of signal one lobe which is modulated at 150hz and one lobe modulated at 90hz the glideslope signal is in the uhf radio band and the localiser is vhf similar to vors the amount of each lobe received is then used to calculate your position in relation to the localiser and glideslope unfortunately in creating these 'lobes' unwanted sidelobes are produced by both the localiser and the glideslope for the localiser they are just outside of the +/ 35 ils usable zone and they are reverse sensing glideslopes have sidelobes also which are seen as false glideslopes reverse sensing and steeper than the true glideslope the phenomenon in this question is occuring at about 45 south of the inbound localiser course and the aircraft receiver is showing that it is passing through the localiser but in the reverse sense a quick sketch is very useful to determine this this is the perfect presentation of a localiser sidelobe and should be disregarded by the pilots localiser sidelobes are required to be known in learning objective 062 02 05 01 09 . . note this could not be a 'siting error' as even though they can occur for ils localisers they are erratic very short lived fluctuations of the ils indicator due to beam reflections not beam bending they are also not a smooth reverse sensing error as a localiser sidelobe is exemple 319 Side lobes from the ils localiser antenna.Side lobes from the ils localiser antenna.

You are making an approach to runway 25 at daytona beach which has a published ?

Question 195-8 : Reverse sensing will always occur on the obi regardless of the course set the hsi will sense correctly with the front course set the obi will sense correctly with the front course set the hsi will sense correctly with the front course set reverse sensing will always occur on the obi regardless of the course set the hsi will sense correctly with the back course set the obi will sense correctly with the front course set the hsi will sense correctly with the back course set

Refer to figures .an ils localiser uses two lobes of differently modulated signals one is modulated at 150 hz and the other at 90 hz the ils receiver on an aircraft interprets the amount of each signal as an indication of how far the aircraft is from the centre of the localiser and on which side this indication is shown directly on the display the obs omni bearing selector which is used for vor radial tracking does not have an impact on the displayed ils readings using an omni bearing indicator obi display will always give a simple fly left or fly right localiser display no matter the chosen obs course .a horizontal situation indicator hsi has a simple course deviation indicator cdi in the middle of the slaved gyro compass which can be turned to face any direction on the gyro compass but when receiving ils signals will only produce exactly the same display as the standard obi fly left or fly right the direction of the cdi does not affect the cdi indications just how we view them .when using a ils back course the usual signal lobes are reversed so an obi display will be absolutely reverse sensing this is the same for the cdi in the centre of the hsi reverse sensing indications however the cdi in the middle of the hsi can be turned to face the front course of the standard ils needle pointing downwards when flying the back course which reverses our view of the indications again this gives correctly sensing localiser indications for the hsi during a back course approach only if the cdi is set to the course of the standard inbound ils exemple 323 Reverse sensing will always occur on the obi regardless of the course set; the hsi will sense correctly with the front-course set.Reverse sensing will always occur on the obi regardless of the course set; the hsi will sense correctly with the front-course set.

How can an air traffic control unit determine the position of an aircraft ?

Question 195-9 : By using auto triangulation provided from several vdf bearings from different stations by using auto triangulation provided from several vdf bearings from a single station auto triangulation provided from several vor bearings from a single station is used vhf nav frequencies are used to calculate the position of the aircraft by triangulation

Learning objective 062 02 01 02 03 explain that by using more than one ground station the position of an aircraft can be determined and transmitted to the pilot .vdf vhf direction finding is a method of measuring the direction from which a vhf signal came it has been used for many decades now and is particularly useful as the transmitting aircraft only needs a standard vhf radio to ask for a vdf bearing from a suitably equipped atsu this can give them .qdm magnetic bearing from the aircraft to the station .qdr magnetic bearing from the station to the aircraft .quj true bearing from the aircraft to the station .qte true bearing from the station to the aircraft .with this information the pilots can plot the location of their aircraft on a chart by drawing a true radial qte outbound from each station that was used 2 stations and therefore 2 lines can be enough to calculate the position of an aircraft by finding the point at which they intercept this is a process known as triangulation it is important to get a large angle at the point of interception as the larger the angle optimum 90º the better the precision of the fix more than 2 vdf stations can also be used to get a more accurate fix .distress and diversion 121 5 mhz have access to an auto triangulation feature which gives them an immediate readout of the position of any calling aircraft due to the reception of its transmission at multiple different locations with vdf capability the computer allows the triangulation to be done immediately .position is the only thing that can be gained from vhf direction finding though so it is limited in that sense but is very useful in the sense that only a vhf radio is required in the aircraft exemple 327 By using auto-triangulation provided from several vdf bearings from different stations.By using auto-triangulation provided from several vdf bearings from different stations.

Which of the following options are the correct frequency band propagation type ?

Question 195-10 : Vhf space waves 108 10 mhz to 111 975 mhz uhf space waves 329 15 mhz to 335 mhz vhf ground waves 108 mhz to 117 975 mhz uhf sky waves 190 khz to 1750 khz

Ils localisers operate on a frequency between 108 10 and 111 96 mhz vhf in the bottom half of the band that is used by vors as such they propogate as space waves which are line of sight radio waves the linked glide path signals operate on a frequency between 328 6 and 335 4 mhz uhf and also travel as space waves exemple 331 Vhf, space waves, 108.10 mhz to 111.975 mhz.Vhf, space waves, 108.10 mhz to 111.975 mhz.

An aircraft is equipped with a dme receiver that provides a ground speed read ?

Question 195-11 : Inaccurate as the aircraft is crossing the radials rather than flying an inbound or outbound radial accurate as the change in slant range gives an accurate measurement of the ground speed inaccurate as the aircraft is at an insufficient height and distance from the station to give a correct calculation of the ground speed accurate as the aircraft is at a sufficient height and distance from the station for a correct calculation of the ground distance

Refer to figure . some dme receivers have a setting that will read out the aircraft's groundspeed when heading towards or away from the station as well as an estimate of the time to the station this is calculated by the dme receiver using the rate of change of the detected distance from the station this means that flying anywhere other than directly to/from the station causes an unusable read out as is the case in this question where we are crossing the radials another thing to consider is that dme systems calculate slant range from the aircraft to the station so the dme groundspeed calculations are more accurate when this slant range closely resembles ground distance so when at low altitude and far away from the dme within line of sight of course exemple 335 Inaccurate as the aircraft is crossing the radials rather than flying an inbound or outbound radial.Inaccurate as the aircraft is crossing the radials rather than flying an inbound or outbound radial.

Which of the following could give sufficient guidance to the pilot when flying ?

Question 195-12 : Flight director bars omnibearing indicator course deviation indicator radio magnetic indicator

An microwave landing system mls works in a similar way to an ils with a ground station or multiple transmitting information to aircraft on the approach and an airborne receiver interpretting that data and providing guidance to the pilot an mls is a precision approach and can be segmented or even curved due to its 3d design and has far fewer drawbacks than an ils system as it provides both horizontal and vertical guidance it can be flown very well by an autopilot and in some cases can be setup to provide flare guidance for an autoland etc as an alternative it can also be manually flown following flight director guidance in the horizontal and vertical sense and this is possible for all mls approaches even the complex curved ones .it would not be possible for a cdi rmi etc to provide such guidance for curved approaches as they do not follow a straight line like an ils does and also rmi lacks in the ability to provide vertical guidance exemple 339 Flight director barsFlight director bars

A dme ground station can generally respond to a maximum of 100 aircraft at once ?

Question 195-13 : Saturation of the dme ground station working on only one receive frequency and one transmit frequency the difference in strengths of the received signals cannot be differentiated by the dme ground station and consequently the weakest signals fall off limitation of transmission by the echo protection circuit which avoids replies being reflected and coming back into the dme ground station saturation of the dme receivers in the aircraft receiving all interrogations of other aircraft in the vicinity that are on the same frequency

Distance measuring equipment dme is a type of secondary radar system that provides slant range using the pulse technique the aircraft’s interrogator transmits a stream of psuedo random omni directional pulse pairs on the carrier frequency of the ground transponder the ground transponder then receives these waits 50 microseconds and repeats those pulse pairs outwards at a frequency 63 mhz above the interrogation frequency .the airborne system identifies its own unique stream of pulse pairs and measures the time of arrival electronically between the start of the interrogation and the reception of the ground transponder's replies .as there is only one interrogation frequency and one reply frequency for each dme ground station they can only service a certain number of pulses per second and it ends up meaning that the dme becomes saturated with around 100 aircraft using it and it will then prioritise the pulses with the strongest signal .aircraft attempting to search for a dme emit 150 pulses per second but after 15000 pulses reduce that to 60 pulses per second and later on to 24 pulses per second when fully 'locked on' as the dme can only handle 2700 pulses per second reliably this ends up being approximately 100 aircraft some searching some locked on exemple 343 Saturation of the dme ground station working on only one receive frequency and one transmit frequency.Saturation of the dme ground station working on only one receive frequency and one transmit frequency.

According to icao doc 8168 an aircraft can be considered established on a vor ?

Question 195-14 : Half scale deflection +/ 5° of the selected radial one dot deviation 350 ft of the required track

Icao doc 8168 part 3 3 4 . an aircraft is considered established when it is . a within half full scale deflection for the ils and vor or . b within ±5° of the required bearing for the ndb learning objective 062 02 03 04 01 define that the accuracy the pilot has to fly the required bearing in order to be considered established on a vor track when flying approach procedures according to icao doc 8168 has to be within the half full scale deflection of the required track exemple 347 Half scale deflection.Half scale deflection.

You are flying across northern canada on airway nca whiskey you wish to cross ?

Question 195-15 : 298° 118° 304° 124°

Refer to figure . .to cross check our position using a chart we must find the true bearing from a known position to our aircraft in this case the known position is the churchill vor and we are on radial 300° radials from vors are in magnetic so we know the magnetic bearing from the vor to the aircraft is 300° m and also that we should use the variation at the vor to calculate our true bearing an easy way to remember this is that v is for vor and also for variation so use the variation at the vor there are many ways to turn this into a true bearing one of which is the rhyme .variation east magnetic least . .variation west magnetic best .therefore our magnetic bearing of 300° is greater than our true bearing by the amount of 2° so the true bearing to plot from the vor on the chart would be 298° t .note 1 another piece of information would still be required to compute the position of the aircraft such as another vor bearing or a dme readout . .note 2 in canada airspace northern domestic airspace nda is the area of compass unreliability within which runways and navaids are oriented to true north however churchill vor is not included in nda airspace as they would have to specify this in the question exemple 351 298°298°

A pilot is flying an ndb holding pattern they should continuously monitor the… ?

Question 195-16 : Morse code as a means to identify a potential failure of the ndb adf needle as a means to identify a potential failure of the ndb adf warning flag s as a means to identify a potential failure of the ndb atc frequency as a means to receive information about a potential failure of the ndb

Ndb failure warning.unline vor or ils systems that have failure warning indications the ndb does not warn the pilot in the case of a failure the ndb is a simple transmitter the adf receives the signal and displays the direction of the radio source since adf receivers do not have a 'flag' to warn the pilot when erroneous bearing information is being displayed the pilot should continuously monitor the ndb's identification .when the ndb itself fails the pilot might notice a searching needle on their display much like when it is out of range of the receiver this is not a very reliable failure indication so the pilot should continuously monitor the ndb's morse code identifier which would stop transmitting in the event of an ndb failure and would be a much more timely method of noticing a failure this is obviously not a nice thing to do as it is often a very annoying identifier noise another reason ndbs are such a bad navigational aid in modern times exemple 355 Morse code as a means to identify a potential failure of the ndb.Morse code as a means to identify a potential failure of the ndb.

In the legend of a navigation chart a beacon is mentioned to be a tvor which ?

Question 195-17 : A vor station with a shorter range used as part of the approach and departure structure at major aerodromes a terminal vor beacon used especially for aircraft on the final approach heading to the runway a vor station that is emitting a signal to test vor indicators in an aircraft and it is most commonly located at an aerodrome a conventional vor beacon with an antenna that looks like a ‘’t’’ due to the horizontal and the perpendicular vertical parts

Vor applications.vors can be classified as follow .. a conventional vor cvor is a first generation vor transmitter which emits a spinning limacon shaped amplitude modulating variphase signal . a doppler vor dvor is a second generation vor transmitter with no moving parts and sends a frequency modulating variphase signal through its many antennas which circle the beacon to use the doppler shift effect . a terminal vor tvor is a low power beacon with shorter range used as part of approach and departure procedures . a broadcast vor is usually a terminal vor with a voice broadcast giving out the airfield weather atis superimposed on the carrier wave . a test vor vot is a very low power beacon sited at some airfields it puts out a constant phase difference of zero in all directions this allows aircraft to test the accuracy of their equipment on the ground ..it is important to note with the other possible answers that the tvor in question is not just for the inbound runway course but is for all around the airfield and is useful for both approach and departure .note do not confuse a tvor with a test vor exemple 359 A vor station with a shorter range, used as part of the approach and departure structure at major aerodromes.A vor station with a shorter range, used as part of the approach and departure structure at major aerodromes.

Which of the following statements correctly describe the principles of ?

Question 195-18 : 2 and 3 3 and 4 1 and 2 2 and 4

Distance measuring equipment dme is a type of secondary radar system that provides slant range using the pulse technique the aircraft’s interrogator transmits a stream of pseudo random omni directional pulse pairs on the carrier frequency of the ground station receiver the ground transponder then receives these interrogation pulses waits 50 microseconds and sends a reply repeating those pulse pairs outwards at a frequency 63 mhz above the interrogation frequency .the aircraft's dme system identifies its own unique stream of pulse pairs and measures the time of arrival electronically between the start of the interrogation and the reception of the ground transponder's replies this then can be calculated into a line of sight distance to the ground station known as the slant range exemple 363 2 and 32 and 3

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

Question 195-19 : 8 nm 6 nm 10 nm 12 nm

Refer to figure . .the question states that we can regard pressure altitude to be the true altitude therefore true altitude equals 36 000 ft .. 36 000 ft / 6 076 = 6 nm approx ..what we have is isosceles perpendicular triangle since plan distance and altitude are both equal to 6 nm . .dme measures the slant distance hypotenuse we already know lengths perpendicular of perpendicular sides .using the pythagoras theorem .x2 = 62 + 62 . .x2 = 72 . .x = 72 = 8 48 nm closest answer is 8 nm exemple 367 8 nm8 nm

A procedural vor approach using a procedure turn is to be flown the outbound ?

Question 195-20 : A right turn onto a track of 278° m to intercept the inbound track a left turn onto a track of 233° m to intercept the inbound track a right turn onto a track of 233° m to intercept the inbound track a right turn onto a track of 198° m to intercept the inbound track

Refer to figure . .in a procedural approach often an aircraft will need to perform a reversal manoeuvre in order to get from an outbound to an inbound track there are many different ways this can be done and the chosen method will be dictated clearly on the approach plate some of the available methods are the 45 180 procedure turn the racetrack pattern the teardrop procedure and the 80 260 procedure turn ..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 .video explanation exemple 371 A right turn onto a track of 278°(m) to intercept the inbound track.A right turn onto a track of 278°(m) to intercept the inbound track.

After tuning the correct ils frequency and receiving the correct ident the ?

Question 195-21 : The aircraft receives modulating frequencies of 90 and 150 hz at a rate of 0% an incorrect course is selected on the obi or hsi more than full scale deflections are indicated another aircraft ahead on the same ils approach is disturbing the transmission

Learning objective 062 02 05 02 05 describe the circumstances in which warning flags will appear for both the loc and the gp absence of the carrier frequency absence of the modulation simultaneously the percentage modulation of the navigation signal reduced to 0 .when within the coverage area of the ils and receiving the ident that means that the carrier wave for the correct loc is definitely being received but showing flags for both loc and gs is not what you would expect in normal operation when flags are shown it is due to any of the items listed in the lo above or possibly due to the received signal being below a certain strength this narrows down the possible failures to a modulation problem .also the other possible answers are wrong as .. selected course does not affect ils signals or indication . any more than full scale deflection within the coverage area shows exactly that full scale deflection . an aircraft ahead of yours might cause a momentary change in the ils indication due to signal reflection but this woud be a tiny blip indeed exemple 375 The aircraft receives modulating frequencies of 90 and 150 hz at a rate of 0%.The aircraft receives modulating frequencies of 90 and 150 hz at a rate of 0%.

After tuning and receiving a correct ident you become established on an ils and ?

Question 195-22 : The modulation of the 90 hz and 150 hz signals is 0% loss of both the loc and the gp identification transmissions the aircraft is flying through the cone of confusion of the ils transmitters signal strength increases to the point where it becomes distorted

Learning objective 062 02 05 02 05 describe the circumstances in which warning flags will appear for both the loc and the gp absence of the carrier frequency absence of the modulation simultaneously the percentage modulation of the navigation signal reduced to 0 .as we have identified and followed the ils down to short final by this point we know that this sudden appearance of flags is a fault of some kind when flags are shown it is due to any of the items listed in the lo above or possibly due to the received signal being below a certain strength this narrows down the possible failures to a modulation problem .also the other possible answers are wrong as .. the lack of loc/gp ident signals would not be a reason for showing flags loss of both carrier frequencies would cause this to happen but that is not one of the available answers . there is no cone of confusion for ils transmitters and definitely should be no similar error regions on short final . signal strength that is too high would not cause distortion exemple 379 The modulation of the 90 hz and 150 hz signals is 0%.The modulation of the 90 hz and 150 hz signals is 0%.

An aircraft is on the 290° radial from a nearby vor the magnetic variation at ?

Question 195-23 : 115° 105° 297° 110°

The aircraft is on radial 290° which is a magnetic bearing from the vor to turn this into a true bearing we can use the saying variation west magnetic best . variation east magnetic least in this case we must use the variation at the vor as this is where the radials come from which is 5° east an easy way to remember this is that 'v' is for variation and vor so we should use the magnetic variation at the vor magnetic is least therefore the true bearing from the vor is going to be 5° more than 290° m so will be 295° t the bearing from vor to aircraft is 295° t so the true track to fly the opposite direction is 295 180 = 115° t this is the true track to be flown direct to the vor exemple 383 115°115°

An aircraft is radar vectored onto a cat i ils approach using a hsi the final ?

Question 195-24 : 164° 158° 160° 168°

An ils inbound track is based on magnetic courses and therefore there is no need to apply variation as the hsi horizontal situation indicator is also based on magnetic as it is slaved to the magnetic field by the remote reading compass system .it is also important to note that the hsi display will actually not depend on the selected course as an ils course deviation indicator cdi does not depend on selected course and just works off the differing modulation between two localiser lobes to give fly right or fly left indications the cdi in the middle of the hsi will just display fly left and fly right indications no matter the selected course and can therefore reverse sense if twisted backwards .the hsi should therefore be set up with the inbound magnetic course selected as this will give the correct indications and an aide memoir of the inbound course to the pilot all the way down the approach .the inbound heading of the aircraft accounting for wind correction angle would not be used for many important reasons exemple 387 164°164°

Which of these options correctly describes the basic principles of operation of ?

Question 195-25 : The time interval between the to and from scans in azimuth and elevation determines the aircraft position within the coverage area guidance is given using the localiser and the glide path selected by the pilot the guidance is based on the received and measured difference in depth of modulation ddm guidance is provided based on the pilots’ selection of the transmitters providing the pilot with the required localiser and glide path the distance between the to and from scans in azimuth and elevation determines the aircraft position within the coverage area

Refer to figure . .the principles of operation of microwaves landing systems mls are actually quite simple to understand there are 2 main and 1 extra transmitters providing information to the aircraft the first one provides information about how far an aircraft is horizontally from the correct inbound course called azimuth guidance similar to ils localiser the second one provides similar information about how far the aircraft is from the correct glide path called elevation guidance .there is a third transmitter that is used to allow curved and segmented mls procedures to take place also called the dme/p which is a more precise version of a standard dme with this in use also the aircraft can have the knowledge of its 3 dimensional position for much more complex not straight in approaches .the azimuth and elevation transmitters work in the same way they emit a beam that 'scans' the sky side to side to and fro for the azimuth guidance up and down for the elevation beam the aircraft then detects how much time passed inbetween the beams being detected between the 'to' and the 'fro' beam for instance and can very accurately detect its angular distance from the inbound course/glide path .the azimuth beam does not constantly scan to fro to fro but has a break whilst the elevation beam does it's own scan and they alternate with each other with data being passed also through the frequency at set intervals exemple 391 The time interval between the to and from scans in azimuth and elevation determines the aircraft position within the coverage area.The time interval between the to and from scans in azimuth and elevation determines the aircraft position within the coverage area.

What is one of the main differences between cat ii and cat iii mls approaches ?

Question 195-26 : Only cat iii allows no decisions height only cat iii requires a runway visual range only cat iii requires a radio altimeter only cat ii requires a runway visual range

Refer to figure .cat ii and cat iii minima are not specific to the mls microwave landing system but are much more commonly used on ils approaches as mls approaches barely exist anymore .it can be thought of as a scale cat i can get an aircraft down to 200ft cat ii can get further down to 100 ft etc then there are 3 levels of cat iii minima which do actually have varying rvr requirements depending on authority but the annex above gives the basic values .as can be seen in the annex the first time a full autoland can be completed no decision height is cat iii meaning that this is the correct answer .both cat ii and cat iii require a radio altimeter and both have rvr requirements except cat iiic but this is only one section of cat iii minima so all the other answers are incorrect .please note that this annex uses the old system we believe that easa may be in the process of transitioning to the new system of minima see the short explanation in the comments for more whilst we find out what easa are currently considering is correct thank you exemple 395 Only cat iii allows no decisions height.Only cat iii allows no decisions height.

There are two primary methods of flying to or from an ndb complete the ?

Question 195-27 : 1 homing 2 to 3 tracking 4 to or from 1 the needle down method 2 to or from 3 the needle up method 4 to 1 procedure turns 2 to 3 the track made good method 4 to or from 1 homing 2 to or from 3 tracking 4 to

Refer to figure . there are 2 different ways to fly using ndb's the difference between the two is how the wind is dealt with in the 'easiest' way to fly homing the pilot can simply point at the ndb relative bearing 0º and keep the needle on the nose of the aircraft the problem is that the wind will push them off track if there is any crosswind but the aircraft will just change its heading to point at the ndb again meaning that they end up flying a curved path towards the beacon ending almost completely into wind this is not efficient and can cause dangers with terrain clearance and other traffic a visual representation can be seen in the annex above tracking on the other hand is a more correct way to fly using an ndb and this requires the pilot to choose an inbound or outbound course from the beacon and maintain it by applying a wind correction angle to their heading so that their track is always directly towards or away from the ndb on the chosen radial it is a little more complex to fly but far more useful not that homing can only take you to an ndb whereas the tracking technique can guide aircraft to and from ndbs exemple 399 (1) homing; (2) to; (3) tracking; (4) to or from(1) homing; (2) to; (3) tracking; (4) to or from

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

Question 195-28 : 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 260° turn to the right to intercept the inbound track

Refer to figures .in a procedural approach often an aircraft will need to perform a reversal manoeuvre in order to get from an outbound track to an inbound track there are many different ways this can be done and the chosen method will be dictated clearly on the approach plate some of the available methods are the 45 180 procedure turn the racetrack pattern base turns and the 80 260 procedure turn the one in question has started with a 45º turn so must be the 45 180 procedure turn see the annexes above for the specific manoeuvre and the other main reversal procedures ..icao doc 8168.3 2 2 reversal procedure.3 2 2 3 a 45°/180° procedure turn see figure ii 5 3 1 a 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 distance.measuring equipment dme distance .2 a 45° turn .3 a straight leg without track guidance this straight leg is timed it is .i 1 minute from the start of the turn for category a and b aircraft and.ii 1 minute 15 seconds from the start of the turn for category c d and e aircraft and.4 a 180° turn in the opposite direction to intercept the inbound track exemple 403 Timed straight leg without track guidance and a 180° 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.

Which of the following options states the correct frequency band propagation ?

Question 195-29 : Lf and mf surface waves 190 khz to 1750 khz uhf only space waves 329 15 mhz to 335 mhz vhf only ground waves 108 mhz to 117 975 mhz mf only surface waves 300 khz to 1750 khz

Learning objective 062 02 02 01 05 state that the ndb operates in the lf and mf frequency bands .learning objective 062 02 02 01 06 state that the frequency band assigned to aeronautical ndbs according to icao annex 10 is 190 1750 khz .learning objective 062 01 03 04 02 state that radio waves in lf mf and hf propagate as surface/ground waves and sky waves .this question involves knowledge of all the above learning objectives there is not much more to explain except that ndbs are only properly usable when they travel as surface waves radio waves which cling to the surface of the earth this is because the direction of the incoming beam matters to their accuracy by their very nature and is much less accurate if it has been 'reflected' off the ionosphere it is for this reason that there is a 'night effect' when the sky waves reflect much more from the ionosphere and return to the aircraft interfering with the surface waves to cause difficulty in measurements exemple 407 Lf and mf, surface waves, 190 khz to 1750 khz.Lf and mf, surface waves, 190 khz to 1750 khz.

A pilot of an aircraft flying in the daytime at fl80 on heading 030° m is ?

Question 195-30 : Dip error antenna shadowing quadrantal error station interference

Learning objective 062 02 02 05 03 explain that the bank angle of the aircraft causes a dip error .with the way that an adf antenna picks up the direction of the incoming signal there can be quite a significant error brought into the reading simply by banking the aircraft this is called 'dip error' when tracking ndbs in real life dip error is actually quite large and means that the adf needle is almost useless whilst in the turn it is also very difficult to correct for accurately exemple 411 Dip errorDip error

Ils approaches are divided into facility performance categories which of the ?

Question 195-31 : Guidance is provided from the coverage limit to the point at which the localiser course line intersects the ils glide path at a height of 15 m 50ft or less above the horizontal plane containing the threshold guidance is provided from the coverage limit to the point at which the localiser course line intersects the ils glide path at a height of 60 m 200 ft or less above the horizontal plane containing the threshold it is an ils which with the aid of ancillary equipment when necessary provides guidance from the coverage limit down to and along the runway it proves guidance from the coverage limit to the point at which the localiser course line intersects the ils glide path at a height of 30 m 100 ft or less above the threshold

Refer to figure .learning objective 062 02 05 04 01 explain that ils approaches are divided into facility performance categories defined in icao annex 10 ..icao annex 10 sets out facility performance categories in order to set out the requirements for cat i ii and iii approaches there are therefore facility performance category i ii and iii instrument landing systems .the differences between the three facility performance categories are numerous everything from the accuracy down to the monitoring is defined for all three facility performance categories with many more variables in between in the end that means that they can provide increasingly good guidance to aircraft as the category goes up and the associated minima get lower as you can see in the annex above taken directly from icao annex 10 facility performance category i can give guidance down to a height of 100 ft or less category ii down to 50 ft or less and category iii down to the runway with the aid of ancillary equipment .it is important to note that the facility performance categories do not use the same altitudes at the ils categories we use in normal operations a facility performance category i ils system is capable of providing information for a cat i ils as it gives useful information down to 100ft which is lower than the lowest minimums of a cat i ils at 200ft this gives some safety margin in the system which is always useful at such extremely low heights exemple 415 Guidance is provided from the coverage limit to the point at which the localiser course line intersects the ils glide path at a height of 15 m (50ft) or less above the horizontal plane containing the threshold.Guidance is provided from the coverage limit to the point at which the localiser course line intersects the ils glide path at a height of 15 m (50ft) or less above the horizontal plane containing the threshold.

What causes the dip error in an adf ?

Question 195-32 : The tilted antenna whilst banking the aircraft the unbalanced rm indicator needle signals being re radiated from the metal fuselage the combined dip angle of the earth's magnetic field

Learning objective 062 02 02 05 03 explain that the bank angle of the aircraft causes a dip error with the way that an adf antenna picks up the direction of the incoming signal there can be quite a significant error brought into the reading simply by banking the aircraft by doing this the antenna is no longer level so is now detecting a downwards component of the signal which effects the reading in a similar way to tilting a compass this is called 'dip error' when tracking ndbs in real life dip error is actually quite large and means that the adf needle far less accurate whilst in the turn it is also a very difficult eerror to correct for accurately exemple 419 The tilted antenna whilst banking the aircraft.The tilted antenna whilst banking the aircraft.

Which frequency band do dmes operate within ?

Question 195-33 : Ultra high frequency uhf 300 mhz to 3000 mhz high frequency hf 3 mhz to 30 mhz ultra high frequency uhf 30 mhz to 300 mhz very high frequency vhf 30 mhz to 300 mhz

Refer to figure . learning objective 062 02 04 01 01 state that dme operates in the uhf band each frequency band is effectively a logarithmic band which begins at one frequency value and ends at the frequency value 10x higher they all begin with the number 3 and are of different orders of magnitude dmes operate within uhf ultra high frequency which is the band above the well known vhf frequency band therefore a good way of remembering the frequency bands is having vhf as a starter band and we can say that a well known vhf frequency of 121 5 mhz is between 30 and 300 mhz so therefore we can create the bands above and below that and so on there is an acronym to remember the order using the first letters 'very lovely maidens have very useful sewing equipment' exemple 423 Ultra high frequency (uhf): 300 mhz to 3000 mhzUltra high frequency (uhf): 300 mhz to 3000 mhz

Given the following information what is the true bearing from the ndb to the ?

Question 195-34 : 101º t 145º t 125º t 105º t

Refer to figure .first we must calculate our true heading then we can use our relative bearing to calculate our true bearing from the ndb sometimes called a qte .to calculate our true heading we can use the saying 'cadbury's dairy milk very tasty' which is popular within british aviation schools also an option is 'tv makes dumb children' which is a reversal of the other saying there is a universal method which can be used that applies to both directions compass deviation magnetic variation true .to get our compass heading into a magnetic heading we apply the deviation using the rhyme .. deviation west compass best. deviation east compass least..we must also know that a positive value is easterly and a negative value is westerly it can be given in either format so in this case our compass heading is 2º more than our magnetic heading so our magnetic heading is 348º 2º = 346º .now to get true heading we apply variation to our magnetic value using the rhyme .. variation west magnetic best. variation east magnetic least.we now know that our magnetic heading is 22º more than our true heading so true heading = 346º 22º = 324º ..with this in mind we can apply the relative bearing to our true heading which is simply a case of adding the two together .true heading + relative bearing = 324º + 317º = 641º which isn't possible so subtract 360º > 281º.281º is therefore the true bearing from the aircraft to the ndb we want to find the opposite direction to this so we shall simply add or subtract 180º giving us 101º true bearing from the ndb to the aircraft .note even though this does look like a gnav or fpl question the feedback shows that it has been asked in rnav and the rnav learning objectives include specific references to the topics 062 02 02 02 02 062 02 02 02 04 and 062 02 02 02 05 everything required for this question is in the rnav syllabus exemple 427 101º (t)101º (t)

An aircraft equipped with a vhf radio is flying within radio range of two or ?

Question 195-35 : Position altitude tas heading

Learning objective 062 02 01 02 03 explain that by using more than one ground station the position of an aircraft can be determined and transmitted to the pilot ..vdf vhf direction finding is a method of measuring the direction from which a vhf signal came it has been used for many decades now and is particularly useful as the transmitting aircraft only needs a standard vhf radio to ask for a vdf bearing from a suitably equipped atsu this can give them .. qdm magnetic bearing from the aircraft to the station . qdr magnetic bearing from the station to the aircraft . quj true bearing from the aircraft to the station . qte true bearing from the station to the aircraft ..with this information the pilots can plot the location of their aircraft on a chart by drawing a true radial qte outbound from each station that was used 2 stations and therefore 2 lines can be enough to calculate the position of an aircraft by finding the point at which they intercept this is a process known as triangulation it is important to get a large angle at the point of interception as the larger the angle optimum 90º the better the precision of the fix more than 2 vdf stations can also be used to get a more accurate fix .distress and diversion 121 5 mhz have access to an auto triangulation feature which gives them an immediate readout of the position of any calling aircraft due to the reception of its transmission at multiple different locations with vdf capability .position is the only thing that can be gained from vhf direction finding though so it is limited in that sense but is very useful in the sense that only a vhf radio is required in the aircraft exemple 431 PositionPosition

A cat i ils with a decision height of 240 ft is what type of approach ?

Question 195-36 : Type b 3d approach type b 2d approach type a 2d approach type a 3d approach

Icao annex 6 part ii . 2 2 2 2 2 instrument approach operations shall be classified based on the designed lowest operating minima below which an approach operation shall only be continued with the required visual reference as follows a type a a minimum descent height or decision height at or above 75 m 250 ft andb type b a decision height below 75 m 250 ft type b instrument approach operations are categorized as 1 category i cat i a decision height not lower than 60 m 200 ft and with either a visibility not less than 800 m or a runway visual range not less than 550 m 2 category ii cat ii a decision height lower than 60 m 200 ft but not lower than 30 m 100 ft and a runway visual range not less than 300 m . 3 category iii cat iii a decision height lower than 30 m 100 ft or no decision height and a runway visual range less than 300 m or no runway visual range limitations this is new from 2018 and categorises instrument approaches into type a or type b depending on their decision height or minimum descent height being above or below 250ft as the approach in question is an ils which has both horizontal and vertical guidance it is therefore a 3 dimensional 3d approach and its decision height is below 250 ft so it is 'type b' note this question does cross over quite heavily with air law but feedback shows that it is being asked in rnav exams exemple 435 Type b, 3d approachType b, 3d approach

Which of the following statements is true ?

Question 195-37 : With an a2a modulated wave you can hear the wave in adf mode with an a1a modulated wave you can hear the wave in frq mode with an a2a unmodulated wave you can hear the wave in bfo mode with n0n modulated wave you can hear the wave in bfo mode

Refer to figures . the first annex above contains the 4 learning objectives which relate to this question 2 different types of ndb exist and they are categorised by their radio wave modulation the earlier type of ndb is called n0n a1a and the newer type is n0n a2a the only difference between the two is that a1a signals can not be identified unless the bfo beat frequency oscillator mode is used whereas a2a signals can be identified aurally in standard adf mode as well the reasons behind this are slightly too complex for the syllabus and most modern adf panels use the bfo mode automatically when required anyway exemple 439 With an a2a modulated wave you can hear the wave in adf mode.With an a2a modulated wave you can hear the wave in adf mode.

An aircraft is equipped with a dme receiver that can provide a read out of ?

Question 195-38 : Less than the actual ground speed because the change in slant range is smaller than the change in ground distance inaccurate because the aircraft is moving away from the station and the slant range error becomes more significant with distance greater than the actual ground speed because the change in slant range is greater than the change in ground distance exactly correct because the aircraft slant range is increasing at the ground speed due to the climb

Refer to figure . some dme receivers have a setting that will read out the aircraft's groundspeed when heading towards or away from the station as well as an estimate of the time to the station this is calculated by the dme receiver using the rate of change of the detected distance from the station this means that flying anywhere other than directly to/from the station causes an unusable read out as is the case in this question where we are crossing the radials another thing to consider is that dme systems calculate slant range from the aircraft to the station so the dme groundspeed calculations are more accurate when this slant range closely resembles ground distance so when at low altitude and far away from the dme within line of sight of course in this question our aircraft is crossing the 330 radial and the slant distance is increasing a small amount but by much less than our groundspeed therefore the groundspeed read out on our dme will be lower than our actual groundspeed exemple 443 Less than the actual ground speed because the change in slant range is smaller than the change in ground distance.Less than the actual ground speed because the change in slant range is smaller than the change in ground distance.

A pilot has selected the appropriate ils frequency for the approach that they ?

Question 195-39 : Absence of both carrier waves a difference in depth of modulation of zero excessive loc and gp deviations loss of ils ident transmission

Learning objective 062 02 05 02 05 describe the circumstances in which warning flags will appear for both the loc and the gp absence of the carrier frequency absence of the modulation simultaneously the percentage modulation of the navigation signal reduced to 0 ..when on the approach the sudden appearanc of both flags must mean a fault of some kind not just being out of range so this must be down to one of the faults listed in the learning objective above the easiest fault to remember is correct in this case as the sudden absence of a carrier wave is certainly going to remove loc and gp indications and will therefore show warning flags .the other answers are wrong because .. the difference in depth of modulation ddm is the way an ils tells you where you are in relation to the localiser centreline or the glide path and a ddm of zero means being exactly on the loc or gp . 'excessive loc or gp deviations' is vague but even when at more than full scale deflection but within the coverage area the indicators still show the direction we are off track/glidepath . loss of ident transmission would not show flags on its own but there might be a common error which causes both flags to show and the ident to stop transmitting such as a total power loss etc exemple 447 Absence of both carrier waves.Absence of both carrier waves.

To avoid the inaccuracies that may be caused by coastal refraction the pilot ?

Question 195-40 : The aircraft is on the perpendicular to the coast which runs through the ndb the relative bearing is either 090º or 270º the aircraft is situated on any perpendicular to the coast the relative bearing is perpendicular to the true heading

Refer to figure . learning objective 062 02 02 04 01 explain ‘coastal refraction’ as a radio wave travelling over land crosses the coast the wave speeds up over water and the wave front bends coastal refraction affects ndb/adf equipment due to the type of carrier wave that ndbs transmit they transmit between 190 and 1750 khz which is partly in the lf band and partly in the mf band these waves travel as surface waves which are massively affected by the surface they are travelling over water is much smoother to travel over than land so the waves are able to travel a bit faster this creates a change in speed when ndb carrier waves go from land to sea which can cause a process called refraction meaning that the beam bends away from the perpendicular called the normal and therefore creates the image shown in the annex this means that the carrier wave arrives at our aircraft from a slightly different direction than it should and our adf therefore reads incorrectly the best way to stop this is to place ndbs very close to the coast thereby reducing the error or to take adf readings when the signal crosses the coast at a right angle perpendicular the closer to the perpendicular the less refraction will occur and so is less affected by the coastal effect exemple 451 The aircraft is on the perpendicular to the coast which runs through the ndb.The aircraft is on the perpendicular to the coast which runs through the ndb.

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