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Question 201-1 : During day time the range of an ndb depends on ? [ Exam pilot ]

The power output and the nature of the earth’s surface over which the ground wave travels

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 . the earth’s surface over which the ground wave travels also has an impact on the range of an ndb multipath propagation phenomenon results in radio signals reaching the receiving antenna by two or more paths this can result in a false indication of the adf needle that points to the source of the reflection and not the ndb in use the altitude at which the aircraft travels can also have an effect on the ndb range for instance in mountainous terrain an ndb may not be received at low level but could be received higher up exemple 301 The power output and the nature of the earth’s surface over which the ground wave travels.

Question 201-2 : Which statement is true about the use of the doppler effect in a doppler vor ?

The doppler effect is used to create a signal which is received by the aircraft’s vor receiver as a frequency modulated signal

Doppler vor is an evolution of cvor and provides improved signal quality and accuracy by reducing scalloping errors the reference signal of dvor is amplitude modulated and the variable signal is frequency modulated exactly the opposite of cvor the frequency modulated signal is less prone to interference when compared to the amplitude modulated signal which makes the rotating variable signal fm make direction determination more accurate .the doppler effect is generated by electronically rotating the variable signal via this set of circular elements the variable signal is emitted in a rotating sequence at 30 revolutions per second when the signal is heading towards a receiver a positive doppler shift is experienced and the received frequency is slightly higher when it is moving away it is slightly lower .doppler effect in a vor is not used to detect velocity the vor does not measure range exemple 305 The doppler effect is used to create a signal which is received by the aircraft’s vor-receiver as a frequency modulated signal.

Question 201-3 : An aircraft is flying on a heading of 270° m the vor obs is also set to 270° with the full left deflection and from flag displayed in which sector is the aircraft from the vor ground station ?

Nw

Refer to figure .let's start by mentioning that the heading is not at all important or useful here it is included to confuse us as the cdi course deviation indicator does not have a heading input so it makes no difference .start by drawing the vor and the known radials from it in this case we can just draw the 270º radial line because the question says that we have 270º set on the obs omni bearing selector course and it is showing a 'from' indication this means that we are nearest to the 270º from not the 270º to course which is the 270 radial .this immediately means that we are to the west of the vor we must then interpret the cdi indication which thinks that we are wanting to fly along the 270 radial outbound from the vor if the cdi is giving us a fly left indication then we are to the right of this outbound course so we are north of it that means we are in the nw sector of the vor exemple 309 Nw

Question 201-4 : An aircraft is flying a heading of 245° towards a vor at fl300 the hsi displays a 'selected course' of 255° with a to indication the variation at the vor is 15°e variation at the aircraft position is 16°e and the deviation is +1° .when the pilot keeps the cdi on the left inner dot on a display ?

The vor will be approached along radial 070

Refer to figure .selected course 255º to meaning that the aircraft is positioned on or close to the reciprocal of 255º over r075 .full deflection of a cdi equals 10º there are 2 dots on each side therefore each dot equals 5º .the cdi is on the left inner dot which means that the selected course is 5º left of the aircraft and consequently the aircraft is 5º to the right of the selected course .. the selected radial is 075º inbound since the aircraft is 5º to the right of it it is flying on radial 075 – 5 = r070 exemple 313 The vor will be approached along radial 070.

Question 201-5 : Your aircraft is heading 075° m the obs is set to 025° the vor indications are 'to' with the needle showing right deflection relative to the station you are situated in a quadrant defined by the radials ?

205° and 295°

Refer to figure .we are going to recreate the image on the right of the above annex a 'plan view' of the situation first start by drawing the vor and known radials from it the easiest known radials are often the obs course and the reciprocal of that that is important as in this case the obs course is 025º but we have a 'to' indication showing when we set this so we are closer to the reciprocal course which is the 205º radial or the '025 to' course .as this is a quadrant question we would also recommend adding in the two other dividing lines as shown in the diagram radial 295 and 115 here to correctly define the quadrants .now we must work out what the cdi course deviation indicator thinks is happening it believes that we want to fly course 025º it knowns our radial is not on the '025' side of the vor so it gives us a 'to' indication instead of a 'from' indication now we can mark the southernmost and westernmost quadrants as 'to' quadrants and that is the area our aircraft could be in .this also means that the cdi thinks we want to fly the 025 to course towards the vor and the 'fly right' indication means we are left of track which means we are to the west of the desired track we are therefore in the quadrant between radials 205º and 295º from the vor .note radials are magnetic bearings from the station also called qdr and the heading is not at all important to this question as cdis have no heading input so therefore do not know it exemple 317 205° and 295°.

Question 201-6 : The obs is set on 048° to appears in the window the needle is close to full right deflection the vor radial is approximately ?

238°

Refer to figure .start by drawing the vor and the known radials from it in this case we can draw the obs course the 048º radial line also we must add the opposite radial to 048º which is 228º as the question also mentions that the cdi has the 'to' indication showing that means that the course of 228º is going to take us closer to the vor if we fly it .therefore we are closer to the 228º radial as we are only a few degrees deflection from this course .now the vor thinks that we want to fly that exact radial but inbound to the beacon we can therefore call it the '048º to' course so it is going to give us fly right/fly left indications from our current position remember it does not know our heading it assumes we are heading in the correct direction therefore a fly right indication means that we are to the left of that inbound track so we are south east of the '048º to' course which is the 228º radial .full scale deflection of a vor cdi course deviation indicator is 10º so we have close to 10º deviation therefore our radial is close to 228º + 10º = 238º exemple 321 238°

Question 201-7 : Given the following information where does the hsi course deviation bar appear .heading 160° . .vor radial 240° . .selected course 250° ?

Behind the aeroplane symbol with the from flag showing

Refer to figure .the hsi gives a pictorial representation of the navigational position of the aircraft with reference to a selected course .in this case the selected course is 250º which equates to a 10º displacement from the current radial 240º .now if the aircraft was flying away from the station along radial 240º the cdi needle would be fully deflected to the right this would indicate that the selected radial was located to the right of the aircraft .however the aircraft is actually following a heading of 160º which means that the selected course is behind the aircraft therefore the cdi indicator should be displaced behind the aircraft symbol in the instrument exemple 325 Behind the aeroplane symbol with the from flag showing.

Question 201-8 : An aircraft is situated at 30°n 005°e with a magnetic variation of 10°w a vor is located at 30°n 013°e with a magnetic variation of 15°w the aircraft is situated on the vor radial ?

287°

.3 steps . aircraft and vor on the same latitude 30°n true radial is 270° . conversion angle 0 5 x 13 5 x sin 30° = 2°.aircraft is located west of the vor in northern hemisphere so true course at vor = 270° + 2°. last step we apply magnetic variation of 15°w at beacon position for a vor vor radial = 272° + 15° = 287° exemple 329 287°.

Question 201-9 : The captain of an aircraft flying at fl100 wishes to obtain weather information at the destination airfield 0 ft msl from the airfields vor assuming isa conditions what is the approximate maximum theoretical range at which it can be expected to obtain this information ?

125 nm

Refer to figure .vors transmit their signals via vhf very high frequency radio transmissions these travel in straight lines and will not go through solid objects such as buildings mountains the ocean etc this question mentions gaining the aerodrome weather from the vor which is possible as many airfield vors have the atis readout on the vor audio frequency .we call these signals 'line of sight' as if the antennas can 'see' each other they can transmit between each other of course that depends on the power of the transmission as higher power transmitters allow for a greater range .with the earth being curved this does pose a problem for long range transmissions between aircraft and ground stations as the aircraft may not be within line of sight of the ground station the ways to fix this are to get closer or go higher .the higher the aircraft gets the further it can 'see' so that means it can communicate with radio stations further away .the formula for the expected range of a transmission earth curvature limited is .distance nm = 1 23 x sqrt height of transmitter ft + 1 23 x sqrt height of receiver ft .if either the transmitter or receiver is at sea level 0 ft then you can cut out one term from the equation making it .distance nm = 1 23 x sqrt height ft .in this case we are at fl 100 10 000 ft so our maximum range is .1 23 x sqrt 10 000 = 1 23 x 100 = 123 nm closest answer 125 nm exemple 333 125 nm

Question 201-10 : The effect of masking the dme antenna of the aircraft from the ground installation is a potential interruption of the signal which may result in… ?

The airborne installation switching to the memory mode for about 10 to 15 seconds

Important note the current correct option is technically wrong kindly consult icao annex 10 3 5 4 7 2 5 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 once locked on if the aircraft 'loses' the dme replies at any time then the equipment will go into memory mode which maintains the dme range changing at the same rate for up to 8 10 seconds before dropping out completely into search mode this is useful for when the ident sounds every 40 seconds as no pulses are sent during that time it is also useful for momentary interruptions such as this question exemple 337 The airborne installation switching to the memory mode for about 10 to 15 seconds.

Question 201-11 : What approximate rate of descent is required in order to maintain a 3° glide path at a groundspeed of 120 kts ?

600 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 341 600 ft/min.

Question 201-12 : What approximate rate of descent is required in order to maintain a 3° glide path at a ground speed of 90 kts ?

450 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 345 450 ft/min.

Question 201-13 : Assuming a five dot display on either side of the ils localiser cockpit display what is the angular displacement of the aircraft from the localiser centreline when the cdi is deflected 2 dots to the right ?

1° to the left

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 349 1° to the left.

Question 201-14 : Every 10 kt decrease in groundspeed on a 3° ils glide path will require ?

A decrease in the aircraft’s rate of descent of approximately 50 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 353 A decrease in the aircraft’s rate of descent of approximately 50 ft/min.

Question 201-15 : If a failed rmi rose is stuck on 090° and the adf pointer indicates 225° the relative bearing to the station will be ?

135°

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 357 135°.

Question 201-16 : Flying over a dme station at 36 000 ft what will be indicated on the dme ?

6 nm

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 361 6 nm

Question 201-17 : Quadrantal errors associated with aircraft automatic direction finding adf equipment are caused by ?

Signal bending by the aircraft metallic surfaces

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 365 Signal bending by the aircraft metallic surfaces.

Question 201-18 : The indication of a 'from / to' indicator of a cdi will shift from 'to / from' and vice versa when the value difference between the selected course and the measured radial passes in either direction ?

090°

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 369 090°

Question 201-19 : The bfo selection will ?

Make the carrier wave audible

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 373 Make the carrier wave audible.

Question 201-20 : What leads to the highest interference for an adf ?

Interference during the night

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 377 Interference during the night

Question 201-21 : When considering the workings of a co located vor/dme station the dme has ?

Same ident different 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 381 Same ident, different tone

Question 201-22 : Which one of the following has a limited range ?

Tvor

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 385 Tvor

Question 201-23 : What is the main difference between cat iiia and cat iiib ?

Both allows a 'no decision height' dh but require different rvrs

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 389 Both allows a 'no decision height' (dh), but require different rvrs.

Question 201-24 : An error that reduces the bearing accuracy on the adf when the aeroplane is not wings level is known as ?

Dip error

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 393 Dip error.

Question 201-25 : The reading of the rmi bearing is 300° at the tip of the needle the magnetic variation at the dr position is 22°w the magnetic variation at the ndb is 24°w and the deviation is 2° the compass heading is 020° the true bearing is… ?

276°

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 397 276°

Question 201-26 : The approximate angular coverage of reliable navigation information for a 3° ils glide path out to a distance of 10 nm is ?

1 35° above the horizontal to 5 25° above the horizontal and 8° 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 401 1.35° above the horizontal to 5.25° above the horizontal and 8° each side of the localiser centreline.

Question 201-27 : What is the minimum equipment for mls segmented and curved approaches ?

Dme/p

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 405 Dme/p

Question 201-28 : Which of the following statements about the mls is correct ?

It operates on one of 200 channels in the band 5 03 ghz to 5 09 ghz shf

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 409 It operates on one of 200 channels in the band 5.03 ghz to 5.09 ghz (shf).

Question 201-29 : The output data given by a basic vor/dme based area navigation system when tracking inbound to a phantom waypoint enroute mode is ?

Cross track distance and distance to go

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 413 Cross-track distance and distance to go.

Question 201-30 : What is correct regarding the sensitive and critical areas of an ils installation ?

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

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 417 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.

Question 201-31 : What is the function of a marker beacon on an ils approach ?

It indicates aircraft's horizontal position during the approach

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 421 It indicates aircraft's horizontal position during the approach.

Question 201-32 : Determine the distance which will be shown on a dme display when the aircraft is at fl 240 and 4 nm plan range from the dme station . . for the calculation use the following assumptions/approximations . qnh is 1013 hpa . pressure altitude is true altitude . result to the nearest whole nautical mile ?

6 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 425 6 nm

Question 201-33 : What does the information displayed to pilots when using a microwave landing system include ?

2d presentation of a 3d segmented 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

Question 201-34 : The pilot is plotting the aircraft position using a vor and a dme the dme is 500 meters away from the vor the position fix formed will be a straight vor position line crossing a dme position line which itself is a ?

Circle centered on the dme

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 433 Circle centered on the dme.

Question 201-35 : A tuned ils can be identified through a morse code which is ?

Made audible via the audio control panel in nav

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 437 Made audible via the audio control panel in nav.

Question 201-36 : Determine the true bearing from the ndb to the aircraft given compass heading 241° . adf indication needle head 162° . deviation +3° . variation 13°e ?

239° 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

Question 201-37 : What can be obtained on the nav receiver by selecting one vhf frequency in the range of 108 to 112 mhz ?

Rho theta information from a terminal vor/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

Question 201-38 : What is the difference of cat ii and cat iii ?

Only cat iii allows no dh/a

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 449 Only cat iii allows no dh/a.

Question 201-39 : What is true about ils marker beacons ?

They are used to check the horizontal distance from the runway

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 453 They are used to check the horizontal distance from the runway.

Question 201-40 : Ils marker beacons send out a morse code for identification purposes where can you retrieve the morse code ?

The audio control panel in nav

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


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