Transcript File - Air Trek North

Instrument Ground Training
Module 3
Randy Schoephoerster
www.airtreknorth.com
Agenda
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ADF (Today)
VOR (Today and Wednesday)
RMI (Wednesday)
HIS (Wednesday)
DME (Wednesday)
CAUTION…………………..
• The sole purpose of this class is to expedite your passing the FAA
knowledge test. With that said, all extra material not directly tested
on the FAA knowledge test is omitted, even though much more
information and knowledge is necessary to fly safely. Consult the
FAR/AIM (CFR) and other FAA Handbooks for further information along
with a Flight Instruction course.
• Instrument Knowledge Test is good for 24 calendar months.
FAA-G-8082-13d
CFR 61.65 (d)
Instrument Practical Test Requirements
• (d) Aeronautical experience for the instrument-airplane rating. A
person who applies for an instrument-airplane rating must have
logged:
– (1) Fifty hours of cross country flight time as pilot in command, of
which 10 hours must have been in an airplane; and
– (2) Forty hours of actual or simulated instrument time in the areas of
operation listed in paragraph (c) of this section, of which 15 hours must have
been received from an authorized instructor who holds an instrumentairplane rating, and the instrument time includes:
• (i) Three hours of instrument flight training from an authorized instructor in an
airplane that is appropriate to the instrument-airplane rating within 2 calendar
months before the date of the practical test; and
• (ii) Instrument flight training on cross country flight procedures, including one
cross country flight in an airplane with an authorized instructor, that is
performed under instrument flight rules, when a flight plan has been filed with
an air traffic control facility, and that involves—
– (A) A flight of 250 nautical miles along airways or by directed routing from an air
traffic control facility;
– (B) An instrument approach at each airport; and
– (C) Three different kinds of approaches with the use of navigation systems.
3.2 AUTOMATIC DIRECTION FINDER (ADF)
1. The ADF indicator always has its needle pointing toward the NDB station
(nondirectional beacon, also known as a radio beacon).
a. If the NDB is directly in front of the airplane, the needle will point straight up.
b. If the NDB is directly off the right wing, i.e., 3 o'clock, the needle will point
directly to the right.
c. If the NDB is directly behind the aircraft, the needle will point straight down,
etc.
ADF: Automatic Direction Finder
NDB: Non-Directional Beacon
2. Relative bearing (RB) to the station is the number of degrees you would have to turn to the right
to fly directly to the NDB.
a. Relative bearing TO the station is shown by the head of the needle.
1) In the figure below, the RB to the station is 220° (Heading of airplane is 50deg, needle
pointing at 270deg).
b. Relative bearing FROM the station is given by the tail of the needle.
1) In the figure below, the RB from the station is 40° (220 - 180) or (90-50).
3. Magnetic bearing (MB) to the station is the actual heading you would have to fly to the
station.
a. If you turn right from your present heading to fly to the station, you are adding the
number of degrees of turn to your heading.
b. Thus, magnetic heading + relative bearing = magnetic bearing to the station, or MH
+ RB = MB (TO).
1) For MB (FROM), subtract or add 180°.
2) EXAMPLE: If the airplane shown above has an MH of 40° and an RB of 220°, the
MB (TO) is 260° (40 + 220). The MB (FROM) is 80° (260 - 180).
c. If MH and MB (TO) are known, use the formula: RB = MB (TO) - MH.
1) Add or subtract 360° to obtain a figure between 0° and 360°, if needed.
4. A fixed card ADF always shows 0° at the top.
a. Thus, RB may be read directly from the card, and MB must be calculated using
the formula above.
b. If the MB is given, the MH may be calculated as follows: MB - RB = MH.
5. A movable card ADF always shows magnetic heading (MH) at the top.
a. Thus, MB (TO) may be read directly from the card under the head of the needle.
b. MB (FROM) is indicated by the tail of the needle.
c. RB may be calculated as follows: MB - MH = RB.
6. When working ADF problems, it is often helpful to draw the information given (as on
previous slide) to provide a picture of the airplane's position relative to the NDB
station.
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
MH = 215
RBto = 140
215 + 140 = ?
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
MH = 215
RBto = 140
215 + 140 = Magetic Bearing TO
355 – 180 = MB FROM
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
MH = 330
RBto = 270
330 + 270 = 600 so we need a number between 0 and
360.
Subtract 600 – 360 = 240
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
MH = 330
RBto = 270
We found Magnetic Bearing TO was 240 so we just need to
subtract 180 so… 240 – 180 = 60
• MyHouse + youRBeer = MyBeer
• Magnetic Heading + Relative Bearing = Magnetic Bearing TO
MH = 350
RBto = 270
350 + 270 = 620 so we need a number between 0 and
360.
Subtract 620 – 360 = 260
3.4 VOR RECEIVER CHECK. (Required every 30 days for Part 91)
1. The Airport/Facility Directory provides a listing of available VOR receiver ground
checkpoints and VOTs (VOR receiver test facilities).
a. Maximum error for Ground Checks is 4° of the designated radial.
2. Over airborne checkpoints designated by the FAA, the maximum permissible bearing
error for the VOR receiver is plus or minus 6° of the designated radial.
a. An alternative to a certified airborne checkpoint is a prominent ground reference
point that is more than 20 NM from a VOR station that is along an established VOR
airway.
1) Once over this point with the CDI needle centered, the OBS should indicate
plus or minus 6° of the published radial.
3. The maximum difference between two indicators of a dual VOR system is 4° between
the two indicated bearings to the VOR.
a. The CDI needles should be centered and the indicated bearings checked rather than
setting to identical radials and looking at the CDI needles.
4. VOTs are available at a specified frequency at certain airports. The facility permits you to
check the accuracy of your VOR receiver while you are on the ground.
a. The VOT transmits only the 360° radial in all directions.
b. Tune the VOR receiver to the specified frequency, and turn the OBS (omnibearing
selector) to select an omnibearing course of either 0° or 180°.
1) The CDI needle should be centered; if not, then center the needle.
2) If 0°, the TO/FROM indicator should indicate FROM.
3) If 180°, the TO/FROM indicator should indicate TO.
4) The maximum error is plus or minus 4°.
c. When using an RMI, the head of the needle will indicate 180°.
5. When making a VOR receiver check with your airplane located on the designated ground
checkpoint, the designated radial should be set on the OBS.
a. The CDI must center within plus or minus 4° of that radial with a FROM indication.
VOR Accuracy Checks
Every 90 days
Check
Error Allowed
Notes
Dual VOR
+/-4deg
Single VOR in the Air
+/-6deg
VOR Ground Check
+/-4deg
Set the radial as indicated
VOT Ground Check
+/-4deg
Rem 182
180degs TO
3.5 VERY HIGH FREQUENCY OMNIDIRECTIONAL RANGE
(VOR) STATION
1. When VORs are undergoing maintenance, the coded
and/or voice identification is not
broadcast from the VOR.
2. DME/TACAN coded identification is transmitted one
time for each three or four times the VOR
identification is transmitted.
a. If the VOR is out of service, the DME
identification will be transmitted about once
every 30 seconds at 1350 Hz.
3. A full-scale (from the center position to either side of
the dial) deflection of a VOR CDI
indicates a 10° deviation from the course centerline.
a. About 10° to 12° of change of the OBS setting
should deflect the CDI from the
center to the last dot.
CDI: Course
Deviation Indicator
OBS: Omni Bearing
Selector
4. An (H) Class VORTAC facility has a range of 40 NM from 1,000 ft. AGL to 14,500 ft. AGL,
and a range of 100 NM from 14,500 ft. AGL to 18,000 ft.
a. To use (H) Class VORTAC facilities to define a direct route of flight at 17,000 ft. MSL,
the facilities should be no farther apart than 200 NM.
b. Generally, for IFR operation off of established airways below 18,000 ft., VOR
navigational aids should be no more than 80 NM apart.
5. VOR station passage is indicated by a complete reversal of the TO/FROM indicator.
a. If after station passage the CDI shows a 1/2-scale deflection and remains constant
for a period of time, you are flying away from the selected radial.
6. Airplane displacement from a course is approximately 200 ft. per dot per NM on VORs.
a. At 30 NM out, one dot is 1 NM displacement; two dots, 2 NM.
b. At 60 NM out, one dot is 2 NM displacement; two dots, 4 NM.
What is a radial?
What is a radial?
What is a radial?
RMI Questions
Radio Magnetic Indicator
The Needle Points TO the Station
The Tail of the Needle Indicates the Bearing FROM the Station
Agenda
•
•
•
•
•
ADF (Today)
VOR (Today and Wednesday)
RMI (Wednesday)
HIS (Wednesday)
DME (Wednesday)
Instrument Ground Training
Module 3
Randy Schoephoerster
www.airtreknorth.com