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Autor: Ing. Ulises Uribe Robles Página 0

INSTRUMENTATION

Ing. Aeronáutica VOR Omni Directional Radio Range

The Very High Frequency Omni-Directional Range (VOR) is a ground-based

electronic system that provides azimuth information for high and low altitude routes

and airport approaches.

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INSTRUMENTATIONV O R O M N I D I R E C T I O N A L R A D I O R A N G E

Introduction

VHF Omni Directional Radio Range (VOR) is a type of short-range radio navigation system for aircraftthat helps the aircrafts to follow a pre-establish route.

It is generally located on a terrain station VOR, from the station it emits a signal of radiofrequency VHFin all directions, that is received in the VOR equipment from any aircraft that is in the limit range (320km-37500ft) and has tuned the frequency of the station (108.00Mhz-117.95Mhz FM)

The radiofrequency emitted by the VOR station contain 3 signals, 1 is the identification of the station inMorse code that permit the pilot identify the station. The other 2 signals are sinusoidal of 30Hz whosefrequencies vary whit each. We call the reference signal and variable signal respectively. The referencesignal maintain always a constant phase while the variable changes its phase according to the directionin which it is issued. This direction its measured like an azimuth (its divided by 360 ° around of the VORantenna. Starting in clock sense beginning in the Earth’s Magnetic North, point that is indicate d by thereference and the variable sign is identical (no lag). This how we can visualize a VOR antenna like thepoint that has 360 direction lines that are called Radials.

INVESTIGACION (ANEXAR AINFORME)[COMO FUNCIONA UNNDB(NON DIRECTIONALBEACON Y SUS FRECUENCIAS]

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The VOR equipment of the aircraft (Omni Bearing Selector) receives the VOR signal and demodulatesthe 3 signals. Compares the reference signal whit the variable signal and determines the phase betweeneach signal. This way we can know in what radial of the VOR tuned it is localized the aircraft whitrespect the Earth’s magnetic pole

The VOR classifies in 3 types depending the scope

The VOR is used in Aeronautic for navigation IFR (Instrument Flight Rules), always remainingcommunication whit air traffic control, The VOR is commonly accompanied whit other radio help calledDME (Distance Measurement Equipment) , this helps the pilot to know the distance between the aircraft

and the VOR station. The DME although they are installed in the same stand that the VOR and share thesame antenna, they are Equipment completely different.

Tuning the VOR frequency by the pilot, automatically he tunes the DME frequency to. And the two sharethe same Morse code. The precision predictable of the VOR is +-1.4 °

Runways

Runways are numbered according the magnetic compass directionthey are oriented to. They consist of two numbers, one at each end ofthe runway, each being the reciprocal of the other on the magneticcompass (180° opposite from each other).

One number is formed by rounding the compass bearing of one endof the runway up or down to the nearest 10° and dropping the lastdigit; if this results in a single digit, add a zero to the left of it. Theother number is the reciprocal of the first number (see the table ofReciprocal Runway Numbers below).

For example, if a runway is aligned north-south, then it is 18/36, not

00/18. The lower number is always listed first.Runways have two ends. Each end is considered a different runway,even though it is the same actual runway surface.If the compass heading of a runway is 122° you would round it down

to 120 and drop the last digit, leaving you with 12. Thus it is called

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Runway 12/30. If the compass heading of a runway

is 37°, you would round it up to 40 and drop the last

digit, leaving you with 4. Since this is a single digit, you

add a zero to the beginning, giving you 04. Thus it is

called Runway 04/22. Both Ellington and Hobby airports

have a 04/22 runway.

For example, in the runway diagram below, this is

considered runway 9/27. If you are looking to the west,

you are runway 27.

On an airport diagram, you will see the exact magnetic

heading of that runway printed along side the runway

This is an excerpt from KIAH airport diagram. It shows the layout and connecting taxiways for runway

9/27. The actual magnetic bearing you would see on the compass when sitting on the runway facing east

is 085 ° , and if you did the same on the other end, facing west, it would be 265 °

When an airport has multiple parallel runways, they will all be oriented the same direction. When this

happens, they assign a letter, L, C, or R to the runway number.

L= Left C= Center R=Right

Lets see an example of our airport in Monterrey del Norte International MMAN

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Exercise: Underline the runways of this airport in the information below. Then locate that runways in the

compass abstract

Localize the 360 radials in thiscompass abstract and locateMMAN del Norte InternationalRunways in the compass

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At this point we have some general information of the function of VOR & how it works, now weproceed to understand the VOR installed in an airplane and the importance of the Gyroscope.

Software Instructions:

Open VOR Trainer V1.2 on Flight Dynamics Lab Computers

VOR Trainer is a user friendly, ‘click -and- go’ program that enables a student pilot to quickly gain familiarization withvarious forms of VOR display. With real-time 3D visualization of the aircraft and VOR information, pilots can enhancetheir understanding of the relationships between the VOR information and the various forms of display.

Instant positioning controls allow pilots to repeatedly perform and perfect the following entry procedures into a holding pattern around a VOR beacon:

Sector 1 procedure (parallel entry) Sector 2 procedure (offset entry Sector 3 procedure (direct entry)

By using the wind controls, pilots can observe the effect of wind on heading and timings and practice how tocompensate for it.

Screen Layout

For quick access to any information on controls and indicators, click on the relevant section of the screen layout below:

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Main Display

Display Screen

The real-time 3D display screen can be used to view the aircraft, the environment and any selected visual aids, such as

the selected course (or track). The display can be turned OFF or set to one of four modes:

Normal Mode Normal mode is the default real-time 3D mode in which the camera moves with the aircraft. The exact ground positionof the aircraft is indicated by the ground position indicator, in the form of cross-shaped shadow.

Plan ModePlan mode is a real-time 3D mode in which the camera is positioned to give a plan view of the aircraft.

Track ModeTrack mode is a real-time 2D mode, which displays the track of the aircraft, a right-turn holding pattern

around a VOR beacon and the three entry sectors for that holding pattern.

Menu ModeMenu mode is used to select the required holding pattern. The default holding pattern is a right-turn at120 kts.

Positioning Controls

Autom atic Pos i tion ing

Zero SwitchPressing the ZERO switch positions the aircraft directly over the VOR beacon on a heading of 360.

Random SwitchPressing the central area of the RANDOM switch places the aircraft in a random position on a random heading at adistance of 6 nm from the VOR beacon.

If you wish to perform a specific sector 1, 2 or 3 entry procedure, press the RANDOM switch around its outer area.Selection in this manner places the aircraft in a random position within the selected sector. The selected sector may be

confirmed by the associated sector indicator.

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Repeat SwitchPressing the REPEAT switch resets the aircraft position and heading to that set the last time either the ZERO switch orRANDOM switch was pressed.

Manu al Posi t ion ing

Manual Positioning SwitchesThe aircraft can be nudged North, South, East or West by pressing the switches marked N, S, E or W. The position ofthe aircraft changes by 0.1 nm with each press of a switch.

Manual Heading SwitchesThe aircraft heading can be changed by pressing the switches marked with a plus or minus sign. The heading of theaircraft changes by 15 degrees with each press of a switch.

Note that the heading switches are only operational when the airspeed is zero.

Flight Controls Airspeed Controls

The airspeed of the aircraft is increased or decreased by pressing or holding down the switches either side of theairspeed indicator. Below 180 kts, the airspeed changes by 30 kts with each press of a switch (or every 0.5 seconds thatthe switch is held down). Above 180 kts, the airspeed changes by 60 kts. The maximum airspeed that can be selected is540 kts.

Keyboard control of airspeed is available by operating the up and down arrows in the same manner.

Pressing the STOP switch immediately reduces the airspeed to zero.

Turn Controls

The turn of the aircraft can be increased or decreased, left or right, by pressing or holding down the switches either sideof the turn indicator. The turn of the aircraft changes by rate 0.25 with each press of a switch (or every 0.75 seconds thatthe switch is held down). The maximum rate of turn that can be selected is rate 2.

Keyboard control of turn is available by operating the left and right arrows in the same manner.

Level flight can be selected immediately by either clicking on the aircraft symbol within the turn indicator or hittingthe space bar .

Rate 1 left or right turns can be selected immediately by clicking on the relevant rate 1 graduation on the turn indicator.

Note that the aircraft will not turn if the airspeed is zero.

Stopwatch

To facilitate timings, a stopwatch is provided. The stopwatch has a START/STOP switch, a RESET switch and adisplay showing minutes and seconds.

Keyboard control of the stopwatch available by operating the S and R keys .

DME

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For users who wish to fly with the HSI set to OFF, an additional DME located alongside the stopwatch can be used to provide slant range information.

Wind Controls

To simulate the effects of wind on heading and timing, wind controls are provided. Wind direction is set by draggingthe wind direction indicator to the required wind direction. Wind speed is set by using the switches to the right of

Visual aids

Four visual aids are provided which are selected/deselected by using the visual aids switches:

HSI Cou rse Sw itch (HSI CRS)

With power to the HSI, pressing HSI CRS provides 2D or 3D visualisation of the course selected on the HSI.

Note that selection of HSI CRS will automatically deselect VOR IND CRS.

VOR Ind icator Co urs e Switch (VOR IND CRS)

With power to the VOR indicator, pressing VOR IND CRS provides 2D or 3D visualisation of the course selected onthe VOR indicator.

Note that selection of VOR IND CRS will automatically deselect HSI CRS.

Cone of Confu sion Sw itch (CONE)

Pressing CONE provides 3D visualisation of the cone of confusion that exists overhead a VOR beacon. When withinthis cone, the flight instruments cannot be regarded as accurate. This function is not operational in track mode.

Note that in the real world, the radius of the cone is approximately 4 nm at 30,000 ft.

North Sym bol Sw itch (NORTH)

Pressing NORTH toggles between hiding or showing the symbol that indicates the direction of True North. Note thatthe symbol is only visible in normal mode.

Main Instruments

VOR information can be presented in many forms. VOR Trainer provides the following types of display:

Com bin ed RBI/RMI

The RMI (Radio Magnetic Indicator) displays aircraft heading and magnetic bearing to the VOR beacon. Bearing is

indicated by the pointer whilst magnetic heading is indicated by a rotating compass card registering against a fixed

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lubber mark at the top of the display. When RMI PWR is deselected, the compass card will continue to rotate but the pointer will park at 090/270.

VOR Trainer provides the instrument with the ability to also function as an RBI (Relative Bearing Indicator). Thisfunction is selected by pressing the RBI switch located at the lower left of the instrument. When selected, the compasscard does not rotate and therefore the pointer indicates a relative bearing to the VOR beacon. When RBI PWR is

deselected, the pointer will freeze.

On start-up, VOR Trainer defaults to RMI with RBI/RMI PWR selected.

HSI

The HSI (Horizontal Situation Indicator) displays the following information:

Range to VOR BeaconSlant range (in nautical miles) to the beacon is displayed by the digital DME (Distance Measuring Equipment) displayin the top left of the instrument.

Selected Course (or Track)The course set by the rotary CRS control is displayed by the digital COURSE display in the top right of the instrumentand also indicated by the yellow track index that registers against, and rotates with, the compass card.

To set a course using the CRS control, click on the control and drag in a circular motion around the control. For fine

adjustment, drag in a large circle.

HeadingThe current aircraft heading is indicated by a rotating compass card registering against a fixed lubber mark at the top ofthe display.

Selected HeadingThe selected heading set by the rotary HDG control is displayed by the yellow heading index (or heading bug) thatregisters against, and rotates with, the compass card.

To set a heading index using the HDG control, click on the control and drag in a circular motion around the control. Forfine adjustment, drag in a large circle.

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Deviation from Selected CourseDeviation of up to 10 degrees left or right of the course (indicated by the yellow track index) is indicated by the yellowdeviation bar central to the display. The deviation bar registers against a scale of dots that each represent 5 degrees ofdeviation.

To centralise the deviation bar, the aircraft should be flown towards the bar.

‘To’ or ‘From’ Indications The ‘To’ and ‘From’ indicators identify which sector the aircraft is in relative to a line 90 degrees off the selectedcourse. Therefore the ‘To’ indicator will be displayed only when the bearing is less than 90 degrees off the selectedcourse and the ‘From’ indicator will be displayed when the bearing is greater than 90 degrees off the selected course.The ‘To’ indicator is a filled white triangle whilst the ‘From’ indicator is a white tr iangular outline.

Note that the indicators do not confirm that the aircraft is heading towards or away from the VOR beacon as the logicdisregards aircraft heading.

Power FailureWhen HSI PWR is deselected a red and white warning flag will appear. The compass card will continue to rotate. Onstart-up, VOR Trainer defaults to HSI PWR selected.

VOR Ind icator

The VOR Indicator displays the following information:

Selected CourseThe course set by the rotary CRS control is indicated by the rotating card registering against the larger of the two fixedyellow triangles. The reciprocal of the selected course is indicated by the smaller of the two yellow triangles.

To set a course using the CRS control, click on the control and drag in a circular motion around the control. For fineadjustment, drag in a large circle.

Deviation from Selected CourseDeviation of up to 10 degrees left or right of the selected course is indicated by the deviation bar. The deviation barremains vertical and registers against a scale of dots that each represent 2 degrees of deviation.

To centralise the deviation bar, the aircraft should be flown towards the bar.

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‘To’ or ‘From’ Indications The ‘To’ and ‘From’ indicators identify which sector the aircraft is in relative to a line 90 degrees off the selectedcourse. Therefore the ‘To’ indicator will be displayed only when the bearing is less than 90 degrees off the selectedcourse and the ‘From’ indicator will be displayed when the bearing is greater than 90 degrees off the selected co urse.The words ‘To’ or ‘From’ are displayed on the same rotating barrel indicator that displays the red and white powerfailure flag.

Note that the indicators do not confirm that the aircraft is heading towards or away from the VOR beacon as the logicdisregards aircraft heading.

Power FailureWhen VOR IND PWR is deselected, a red and white warning flag will appear, replacing either the ‘To’ or ‘From’indications. On start-up VOR Trainer defaults to VOR IND PWR deselected.

PROCEDURE

For this practice we would develop a simulation of an approach to Monterrey del Norte InternationalAirport departing from Monterrey Mariano Escobedo International (MMMY-MMAN)

For this procedure we would fix our airplane in initial conditions departing from